For Sale: 1986 Lancia Delta S4 Group B Rally Car|Hooniverse

7 Dec 2014 | Author: | Comments Off on For Sale: 1986 Lancia Delta S4 Group B Rally Car|Hooniverse
Lancia Delta

For Sale: 1986 Lancia Delta S4 Group B Rally Car

Dear Sales Person:

Try Harder. Take more pictures. Take better, higher resolution pictures. Perhaps a picture of the engine, or the driver#8217;s  seat, or the steering wheel, the really basic shit that even my four-year-old daughter could do with mommy#8217;s iPhone. Write about the specific car that you#8217;re selling and not just copy and paste from wikipedia.

We, the rest of the car loving world, want to know more about this car, this very specific car. Telling us that oil and belts we changed is utterly useless. Give us history, tell us who drove it, what it won, and who worked on it. Try harder and earn your damn dollar properly you lazy useless worthless cheap suit wearing#8230;

Thank you,

The Hooniverse.

P.S. Because we#8217;re awesome, we got some info on it.

From the ad, which happens to be copied from Wikipedia :

1986 Lancia S4 Martini Racing rally car for sale. Immaculate, original, and very rare. The Lancia Delta S4 is a Group B rally car that competed in the World Rally Championship in 1985 and 1986, until Group B cars were banned from competition by the FIA. The car replaced and was an evolution of the Lancia 037 Monte Carlo. The S4 took full advantage of the Group B regulations, and featured a midship-mounted engine and all wheel drive for superior traction and handling.

The car#8217;s 1759 cc four cylinder engine combined supercharging and turbocharging to reduce turbo lag at low RPM. Officially the car produced 550 horsepower (410 kW). Independent figures show the S4 could accelerate from 0 to 100 km/h (62 mph) on gravel in just 2.3 seconds . An engine capacity multiple of 1.4 was applied to forced induction engines by the FIA and the choice of 1759 cc put the S4 in the under 2500 cc class which allowed a min weight of 890 kg (1,962 lb).

The data that is below is accurate: -Only 28 Martini Racing Lancia Delta S4 rally cars ever built -Engine: 1759cc 4 cylinder transverse rear engine mount,16V, supercharged and turbocharged (twin charged) #8211; Hp: 600 at 8800 rpm #8211; All maintenance completed, including all the mechanical parts ( including oil and filter every time) -Km: 3000km Car is in immaculate condition. It was completely checked and re-tuned last fall (2009) (oil, filters, greasing, belts, clean injectors, fuel pumps, etc.).

Please note that spare parts for this car are available, (these are also unavailable/very difficult to find at the moment). Serious inquiries only. Car is located in Italy. For the ultimate car collector#8230; .

Being a good salesman, Roberto did provide one important aspect of the car, the price, which is $850,000. Or best offer!! Where he earned his bonus points he lost them right away by including the standard d-baggy #8220;serious inquiries only#8221; disclaimer.

He didn#8217;t say anything about low-ballers, so perhaps we should make him a #8220;best offer#8221; that he can refuse? Good luck with the sale Roberto.

Since I know nothing about this car either, and it is 1:30AM as I am writing this, further procrastinating on my reviews of cars I actually drove and other aspects of life, here is the rest of the wikipedia entry and some more info after that. If you know more about this amazing machine or have a source of info on it please share in comments. Thanks!

Like Peugeot#8217;s earlier 205 T16, the mid-engine Lancia Delta S4 was a Delta in name and body styling only (for marketing purposes), and shared virtually nothing in terms of construction with the production front-engine Delta. The chassis was tubular space frame construction much like the 037. It featured long travel double wishbone suspension front and rear, with a single large coil over at the front and separate spring and twin shock absorber at the rear.

The bodywork was made of a carbon fibre composite with front and rear bodywork fully detachable for fast replacement due to accident damage . allowing ease of access during on-event servicing. The bodywork featured several aerodynamic aids including bonnet opening behind the front-mounted water radiator with Gurney flap, front splitter and winglets molded into the front bumper panel, flexible front skirt, and rear deck lid wing that featured both a full aerofoil wind section twinned with a deflection spoiler.

The door construction style was brought from the 037 with a hollow shell all-Kevlar construction that had no inner door skin, no door handle or window winder. The door was opened with a small loop and the windows were fixed perspex with small sliding panels to allow some ventilation and passing of time cards and suchlike. For homologation purposes, Lancia built 200 road-going S4 Stradales. Like the rally car, these were mid-engined with 1.8-litre engines, producing 250 PS (180 kW; 250 hp) in road tune. [2]

The all-wheel drive system, developed in cooperation with English Hewland, featured a centre differential which allowed for between 60 to 75% of the torque to go to the rear wheels.[1]

The Group S Lancia ECV was to replace the Delta S4 in the 1987 season but Group S was scrapped along with Group B and Lancia used the production-derived Delta in 1987.

In competition the car won its first event, the 1985 RAC Rally in the hands of Henri Toivonen and carried Markku Alén to second in the drivers#8217; championship the following year. For two weeks after the end of the 1986 season Alen was champion until the FIA annulled the results of the Sanremo Rally due to irregular technical scrutineering. Alén had won that event and the loss of points handed the title to Peugeot#8217;s Juha Kankkunen.

All told, in 1986 there were 3 wins for the Delta S4 (Sanremo not included). The Monte Carlo Rally by Toivonen, Rally Argentina by Massimo Biasion and the Olympus Rally by Alén. The car also won the 1986 European Rally Championship with Italian driver Fabrizio Tabaton, whose car was run by Italian team HF GRIFONE in ESSO livery.

The factory supported Jolly Club team also ran cars in TOTIP livery, one of which was for Dario Cerrato.

The car#8217;s legacy was tainted by the fatal crashes of Toivonen and co-driver Sergio Cresto on the 1986 Tour de Corse, where the Finnish driver inexplicably missed a tight left-hand hairpin bend and plunged into a ravine, incinerating the car and the two drivers.

Clicking one of the reference links in the wikipedia page lead me to antholonet.com and this lovely image and the below text. There are more pics in that link and some tech specs. Reminds me a little bit of the best Polonez ever.

Good night.

The engine radiator was mounted at the front.

The cooling air for the large rear-mounted intercoolers was directed in from the rear quarter windows and from the roof scoop. The air proceeded to flow through the horizontally mounted intercoolers on its way to the low pressure zone underneath them.

The race version scooped breathing air from the roof, while the road car sucked air in from the side panel.

The race version had a top mounted oil cooler, to take advantage of the efficient roof-mounted air scoop. The air filter and intake pipe also extended upward into the roof-scoop. In order to improve the rear visibility of the road car, the oil cooler was relocated, and the air filter was lowered, with the intake pipe now leading toward a hole in the left rear side panel.

The fuel tank was saddle-shaped, with half on each side swallowing the space under the seats, and the other half just behind them. The fuel filler was located just in front of the right rear wheel, and could only be accessed by lifting the rear hatch.

Of the two exhaust pipes protruding from the rear of the race version, one was the conventional exhaust outlet, and the other came directly from the wastegate. In order to reduce noise in the road car, the wastegate outlet was fed through the racing (type?) muffler.

Pneumatically assisted power steering.

Lancia Delta

Epicyclic centre differential to deliver torque anywhere from 25% front, 75% rear to 40% front, 60% rear.

EVO 2 featured water injection.

Suede (actually alcantara) interior for the road car.

Electronic fuel injection and ignition.

Aluminum block and ceramic (nitrided?) aluminum cylinder liners.

Two intercoolers; the left one for the turbo; mounted transversely, and the right one for the supercharger; mounted longitudinally (as seen from behind).

The whole rear section lifted up like a clamshell to expose the mid-mounted inline 1800cc 4-cylinder engine, which drove a central differential through a forward mounted transmission.

The front section also tilted forward dramatically to expose the front suspension, spare wheel, and at the front, the radiator.

Titanium axles on the race version, but conventional steel ones on the road car.

Road car equipped with (one of the first?) asymmetrical Pirelli tires.

The cockpit could get very hot, due to the engine being just behind the front seats, and heat also leaked from the transmission, which sat between them.

Lightweight plexiglass? slide-type side windows.

All text copyright of Michael J. Bloxham and antholonet.com .

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