LANCIA TUNING & STYLING

If you are convinced  that the standard factory Evoluzione (Sep '91 and beyond) isn't good enough....What can be done ? 

- Phase 1 : Airfilter, chip change for i.e. higher boost settings of those of standard turbo, quickshift for gearbox, removal of mid-exhaust-box;(245-265 Bhp)

- Phase 2 : hybrid-turbo or exhaust manifold for better cylinder filling, headgasket (steal rings) in situations of turbo swap, other fuel-injectors or different fuel pressure pump, chip (again); (up to 300/310 Bhp);

- Phase 3 : exhaust, port/polishing head, cams, forged pistons etc... (300 Bhp and more).

A simple principle, more air gives extra power, extra torque and improved throttle response. Works really well with turbo cars like Delta (gain 3-7 Bhp).

Chiptuning

Standard Engine Ignition System

The chip is part of the EMS (engine management system) and probably the best start point to give your Evo more power. It looks i.e. after the ignition timing, the amount of boost given at an amount of rpm, the electronic fuel injection and a lot of other parameters. By reprogramming a chip good results can be achieved, especially for turbo cars, because of the general setup of the standard chip. 

Peak powers doesn't say anything about at which rev-range this power is given. You'd better have a chip which gives 240 Bhp constantly between 4000 and 6000 rpm than a chip with a peak in a small rev-range and much lower figures for the rest.

Some owners have a selectable key selector installed (also known as a overboost interceptor unit) in the car in combination with i.e. Superchips for changing turbo load pressure in three positions: Position 0=215 Bhp 0,9Bar; Position 1=240 Bhp 1,1Bar; Position 2 =265 Bhp 1,25Bar. It can be changed while driving. Other solutions are a 'variable boost controller' with dial-gauge.

There are three main groups of hardware EPROMS:

    1. 8v Weber Marelli IAW type 27128A 200 nano sec, better 27C128 (150 nano sec access time);

    2. Integrale 16V and Evo 1 (same Eprom as 1. but with other software);

    3. Evo III, another step in Weber-Marelli named the P8 also mounted in i.e. Fiat Coupé.

EPROM Comparison Table for 'standard' chipping : (measurements with standard air-filter and exhaust)

Brakes

Standard Brake System

Better braking performance is a necessary investment if your car is faster than standard. A normal replacement of standard disks is after 45.000 miles. Good aftermarket products aren't much higher in price than standard brakes. There are good high-performance pads for the high-performance braking-discs for use on the standard calipers from Ferodo and Mintex. Other calipers (four pot) can be installed from i.e. Brembo or Alcon.

The standard brakes provide great initial bite but they can get easily over-worked on your favorite B-Road. Both Brembo & Tar-ox offer excellent upgrades, you can go also for Porsche Biturbo braking system (on 16" wheels or more): drilled/grooved discs (32 cm), porsche 4-pot callipers, pads, etc:  Cost near 3700,-DM plus VAT

Porsche Biturbo Brakes	Brembo Brakes	AP Racing Brakes

• Standard turbo. By reprogramming the chip (see also chiptuning), you can go to 1.25 bar in short overboost situations ( 1.3 will destroy it ) instead of 1 bar. A overspeed situation will result in turbo damage as well as the turbo is operating outside its efficiency. But as boost equals torque, and torque equals power you will fell the difference.
• Go for an hybrid turbo ( a high performance replacement of the standard turbo ). The manufacturer build in a large element of safety in the standard Garret turbo which the knowledgeable can exploit (very specialized turbo tuning companies). The way to increase the flow (boost) ability of a turbo for the same turbo rpm is to uprate the compressor wheels. By machining out the housing and using a larger compressor wheel you can generally make gains in terms of increased maximum boost, less turbo lag and better mid-range torque. The larger wheel is not normally larger in diameter, but it has a wider blade width. This width is known as the trim size and flow increases with larger trim sizes for the same rpm. Larger wheels need careful balancing and 360 degree thrust washers. With an hybrid turbo (next to changing other things like exhaust, chip and airfilter) you can go for 300 Bhp or more.
• Installation of a dump valve (for a really fast point to point car with whoosing and chattering sound when the throttle is snapped shut). Normally with a standard turbo when the throttle is snapped shut  (i.e. gear change) the turbo wheels are forced to go to stationary level as soon as possible. When the throttle is snapped open again, the now stationary turbo will take time to spin up.  With a dump valve installed on the cold side of the intercooler, throttle shut will excess some pressure to the atmosphere (with a nice sound), and leave the turbo spinning so it can supply boost almost instantaneously upon demand. If you are  looking for a dump-valve (for the sound of course and less turbo lag) watch out not to install a 'Cosworth' style valve.   This can unbalance the turbo (due to the fact that the Cossie breathes to atmosphere, while the Lancia already re-uses (with a standard 'dump-valve') wasted turbo-energy back in the system.) There are good Lancia style solutions (Pop-Off valve) which fit straight (replacement) in to the existing system without 'plumbing'.

While increasing the boost on the standard engine, some measures must at some point be taken (depending how much boost and turbo power you are looking for). I.e. high strength head bolts, thicker or other headgasket (steal rings) (lowers the compression ratio of the engine, so more boost can be set in), other fuel injectors. Don't forget also to raise fuel pressure up. Too much boost gives detonation problems in the standard configuration, and one of the possible solutions is to go for water-injection kits. If you want to go for 300 Bhp and beyond some more serious engine rebuilds are necessary ( Group A or Mahle pistons, other cylinder head, etc.)

When you reach 280Bhp or more, sometimes can be problems with standard clutch, meaning it won't wear away but do lack holding power. It won't handle the torque associated with higher boost because it's so soft. For normal street use a clutch with competition springs and cover.

Springs

Watch out! Lowering combined with 17" wheels becomes a really tough ride. There are several solutions:

1) lowered springs / standard dampers;

2) lowered springs / selection of sport dampers (like Koni top adjustable);

3) integrated set of springs / dampers with advanced options like adjustable ride height, inbound ant outbound settings.

First scenario: lowered springs :

In my opinion, Standard suspension is perfect (for road use), well damped and provides more than enough grip for most situations. The only reason to change it is purely for aesthetic reasons. And has been proven by EVO magazine, more often than not it actually worsens the overall handling.
Naturally to get the best from your car it is essential that the suspension geometry is set correctly.

You can expect gains in peak-horse-power (5-10 Bhp) and a better low and mid-range torque. The basic exhaust is good already and becomes a real limitation above 300 Bhp. You don't have to go for the sound, because the turbo-concept suppresses this (natural silencer effect). An sport exhaust has less pressure than a normal one, letting the turbo spin up more easily. Supersprint are often recommended as one of the best, though bazza/BWE supply several different makes. RT will give you the most impressive system. Group N exhausts give good results for road-cars because there is no mid-system (one pipe to the rearbox-system). Some people run very low back-pressure systems, specially on race cars. However a turbo unit relies on some back pressure to maintain the oil inside the turbo. Turbo seals do not keep the lubricating oil form leaking into the housings, it's the pressure differential that does most of that work. Zero back pressure often results in lots of oil going out of the exhaust pipe from the turbo!

Holzer in Germany (++49 (0)821 90602(0)) delivers a "state-of-the art" competition-exhaust manifold (20 Bhp claimed) to fit the complete standard-exhaust or sport-exhaust (actually fits to the turbo, and the turbo is fit to the rest of the exhaust). Other possibilities of exhaust manifolds are from IMASAF, who deliver a solution to the Italian Integrale club (14 Bhp claimed). Hormann in Germany also delivers an exhaust manifold.

Some of 5-bolt models are :

I wish to thank Evosendo and Remco J. Zommer for this information.

Lancia Dealer's Optional Extras 

Type Plate 1

Type Plate 2

Type Plate 3

Outer Trim Mouldings - Adhesive Tape 1

Outer Trim Mouldings - Adhesive Tape 2

Key Switch Ignition

Compact 98 - Ver. 4.6 CD