1992 Lancia Integrale Evo

This is not a concours, low-mileage, investment-grade Evo. It’s something far more interesting, being a road-going, race-prepared monster of a car pushing out 407bhp at the wheels (so approximately 540bhp at the flywheel…) and 400ft/lbs of torque through a top-notch drivetrain.

Costing well in excess of £100,000 to build, using all the recognised Integrale specialists, it is the ultimate expression of what is possible with the model. As such, it is featured in the 2013 release of his definitive book on the subject Modifying and Tuning Fiat/Lancia Engines. It also has its own comprehensive thread on the Guy Croft forum: http://www.guy-croft.com/viewtopic.php?f=14&t=1812

Visit this link to find out far more technical information than we can ever list here. Take a big mug of tea, it's a very long read!

Having now only completed around 1,400 miles since being finished, it has been run in and thoroughly shaken down and is ready to thrill and delight its new owner.

Fully road-legal and never raced or rallied since being completed, it boasts the personalised number plate E11 OHF = EVO HF, also having a fresh new MOT until June 2020, with no advisories.

The Lancia’s bodyshell was fully stripped, fully seam welded and restored. The work included the installation of Abarth-design strengthening plates, a tubular front upper cross member, vented inner wings, and steel seat rails. See the web link above for how all the normal weak points of the Integrale were addressed, or arrange to see the car yourself prior to auction end.

The bodywork comprises carbon kevlar vented front wings, a lightweight fibreglass bonnet, doors, sills, and tailgate, and Group A carbonfibre mirrors. The vehicle has also been fitted with FIA-approved Lexan side and rear windows with a bronze tint with professionally fitted sliders. It also has modified front and rear bumpers, and a carbonfibre roof spoiler. The fit and finish are every bit as good as you’d expect given the pedigree of the man that built it.

The car sits on Compomotive MO six-spoke 17” x 8” alloy wheels fitted with Hankook tarmac rally tyres.

Oh, and the vinyl decals are all easily removeable should the new owner want something a little more discreet.

The interior has been stripped and refitted with an Alcantara covered dashboard and door cards, carbon kevlar inner roof vent, and a Group A floor plate and navigator’s footrest. Information is transmitted to the driver and co-driver via an AIM Motorsport MXL data logger, Abarth 80mm boost gauge, Stack oil pressure Gauge, and carbonfibre dashboard and navigator panel.

The car’s safety equipment comprises:

A Sparco FIA-approved 23-point rollcage, FIA-approved padding, and a rear aluminum firewall,

Two plumbed-in, FIA-specification fire extinguisher systems, and one hand-held fire extinguisher, 

Two Sabelt six-point safety harnesses, two Sparco EVO bucket seats installed with Sparco alloy seat mounting brackets.

Miscellaneous interior equipment includes heat shielding, air horns, and a map reading light for the navigator. It has, in other words, everything you need and nothing you don’t.

The Integrale has been built to meet the requirements of the MSA Blue Book rules and regulations for rallying, sprint and hillclimbs, which means that we believe getting an MSA log book would not be a difficult task.

The specification is impressively well-thought out and includes:

A Guy Croft race-prepared, dry sumped engine that develops 407bhp at the wheels (so about 540bhp at the flywheel) and, more importantly, 400ft/lbs of torque courtesy of some meticulous - and therefore expensive - engineering.

The work includes:

A Guy Croft cylinder head fitted with his own camshafts, cam pulleys, triple valve springs, race valve guides, three-angle valve seats, pistons and rings, crankshaft, and Cunningham connecting rods made to Guy Croft’s own specification.

The engine has also been fitted with:

A high-pressure oil pump, baffled sump complete with windage tray, bespoke front engine mounts with oil takeoffs, a bespoke lightened flywheel machined to accept a 7¼” Alcon twin plate clutch, and a Morroso electrical oil pressure accumulator. 

The engine is force-fed via a Garrett GT3076R turbocharger, Lancia Kappa inlet manifold (made to Guy Croft’s own specification, of course…), an anti-lag valve, Turbosmart Raceport, K&N performance air filter and aluminum air box, and a bespoke intercooler and pipework. 

Fuel is delivered by an ATL FIA-specification fuel tank (with an ATL baffled sump and safety foam), enclosure and mounting. Two low-pressure lift pumps and two Bosch 044 motorsport high pressure pumps feed an ATL fuel swirl pot via Goodridge fuel pipes and fittings. A bespoke injector rail supplies petrol to Bosch EV14 800cc injectors. The ignition is taken care of by an AEM Cdi Ignition system.

The car breathes courtesy of a bespoke 3-inch exhaust system that features two silencers, a Turbosmart external waste gate, and external waste gate pipe and bespoke exhaust manifold, the latter two items being made of stainless steel. The exhaust is strategically wrapped to prevent heat damage to nearby components and to ensure the very best thermal conductivity and improved gas flow.

The engine is cooled via a bespoke aluminum radiator and Mocal oil cooler, the latter of which includes an HKS remote oil filter housing. Both oil and water cooling systems feature bespoke pipework by Goodridge and ASH respectively. A Forge aluminium header tank and twin cooling fans complete the specification. 

The engine management system comprises a DTA S60 ECU, which has been mapped by Advanced Motorsport and Engineering on Dynopak. It also features a bespoke wiring loom and a Turbosmart boost control valve. 

Other components include a Bosch 150amp alternator, a Brise aluminum racing starter motor, an FIA-specification battery master system from the same company, a lightweight battery and mounting cage, and a secondary fuse box. An aluminum sump guard protects the underside of the engine.

The gearbox, which has been machined and strengthened, features a Quaife differential, hydraulic slave cylinder, Alcon 4 paddle competition clutch and release bearing, and a quick shift kit and Sparco gearknob.

The braking system comprises a Willwood bias pedal box and AP Racing cylinders, an AP Racing bias valve, a vertical hydraulic handbrake lever, and three AP Racing reservoirs and associated pipe work. The front brakes comprise bespoke disc bells, AP Racing six-pot calipers, Ferrodo DS2500 pads, and AP Racing 355mm x 35mm floating discs. The rear brakes comprise bespoke disc bells and mounting brackets, AP Racing four-pot calipers, Ferrodo DS2000 pads, and AP Racing 305mm x 26mm discs. All brake hoses are supplied by Goodridge, with Brembo supplying the handbrake calipers, brackets and pads (taken from the Lamborghini Gallardo).

The suspension system features GAZ Gold coilovers with helper springs, bespoke, rose-jointed Cr-Moly rear tie rods, a Cr-Moly differential cradle, front and rear aluminum strut braces, a rear underbody brace, and front and rear spherical bearing top mountings. It is polybushed throughout.

Steering comes via a BMW MINI power-steering pump and bespoke power-steering pipework, plus a Sparco steering wheel with an FIA-specification quick release boss.

The vehicle is protected by a TOAD Ai606 Cat 1 alarm immobilizer.

The online MOT history shows nothing of concern whatsoever and confirms the car’s low mileage. The car comes with a number of expired MOT certificates, including its most recent until June 2020, plus myriad invoices for clamps, hoses, clips, gaskets, tubes and miscellaneous parts; everything that was bought was faithfully documented and the receipts all kept. We’ve only photographed a small percentage of them and we’d strongly encourage potential bidders to come and view the car and its history folder to fully appreciate the quality of the work and the attention to detail in the record keeping. 

Please visit the documents section of the gallery of this listing where you will find photos of this and other paperwork to support our claim that this car has been built and maintained to the very highest standard possible.

The very best of anything carries a premium, and rightly so. The market prizes quality above all else, and quality retains its value better than anything else too; you might pay more up front, but you generally get more back when you sell. That’s Economics 101.

Which is our way of saying that this is not going to be a cheap Integrale. (But then you should run, screaming, from any Integrale that is cheap, frankly…)

With a build cost well in excess of £100,000, someone else has done the heavy lifting and written the big cheques; the car is complete, running beautifully and all set to dominate whatever strata of motorsport you care to compete in. 

Which makes our guide price of £40-50,000 a bit of a bargain, frankly. This car is built to an ultimate Integrale specification and replicating this vehicle would be hideously expensive and hugely time consuming. Whist its performance is obviously staggering, it could simply be driven from show to show, garnering respect and envy in equal measure. It’s as tractable as it is sensational, making it the perfect dual-purpose, road-going hyper-hatchback. But remember, this is also a turn-key competition car that is ready for this season’s motorsport.

Viewing is always encouraged, and this car can be seen in the Cotswolds; to arrange an appointment please use the ‘Contact Seller’ button at the top of the listing. Feel free to ask any questions or make observations in the comments section below, or try our ‘Frequently Asked Questions’.

If needed, please remember we have a network of trusted suppliers we work with regularly and can recommend: Classic & Sportscar Finance for purchase-financing, Thames Valley Car Storage for storing your car, AnyVan for transporting it, and Footman James for classic car insurance.