03x03 & 03x04 - Lancia Delta Integrale 8v (Part 1 & 2)

[bunniefuu]

Welcome to Wheeler Dealers,
the show that gives a new

lease of life to motoring icons
heading for the scrap heap.

This time I'm on the
trowel of a full-blooded

Italian hot hatch, the
Lancia Delta Integrale Turbo.

There's a boot for the shopping,
there's room inside for four adults.

Now there's not many full-on sports
cars that you can say that about.

And the best bit?
Well, I can't really show

you that because I need
to be behind the wheel.

It's the grim fact that
you get every time you

approach a corner or
pull away from traffic lights.

The Lancia Delta Integrale
is a truly amazing car.

Launched in 1986, it's quite
literally a rally car for the road.


napping six and a half

seconds onto a top
speed of 140 miles an hour.

It's got permanent
four-wheel drive, Alcantara

interior, a big turbo and
brutish Italian styling.

Who needs a Porsche when through
the twisty lanes the Integrale is more fun.

But our challenge is
to buy and restore a car

for three grand, then
sell it on for a profit.

That means I need to find
a seriously cheap Integrale,

as the older eight-valve models
usually start at the four grand Mark.

Right, Lancia Delta Integrale,
a tough old car to find.

Now, I could go out in the
rain, get some specialist

publications and trawl
through the small ads,

but I don't need to. I can
sit in my office, look at my

computer screen and hopefully
find the car of my dreams.

It's really simple to do.
Go to an Internet search

engine and just type in
the words, car auction.

Net auctions for cars have
come on a lot in the last few years.

I reckon the Internet is now the best
place to pick up motors that need work.

Okay, so I've typed in
Lancia Delta Integrale.

Just click search.
It will list up a load of things.

People will sell
paraphernalia for Integrale

as being key fobs,
light bulbs, the lots.

But I'm not interested in that.
I just need to see the cars.

There's three for sale.
Right, so we've got one here in white.

Not a very good colour.
Another one that's a fortune of money.

£7,000. I can't afford that.

But there's another one here
that's actually within our price range.

So let's have a little click on that.

No picture. That's a bit of a shame.

But it's red. It's a 1989.

Four-wheel drive alloy
wheels, all in good condition.

Yes, I'm friendly about the car.

The Lancia is looking
cheap at less than

two grand, with an
hour left on the auction.

But it's a non-runner that's
been off the road for two years.

There's a problem with
the steering rack and

there's no tax or MOT,
so it can't be driven.

None of that scares me so far.
It could be what I'm looking for.

Right, after speaking to Sean,
I'm actually going to bid on the car.

You're probably thinking
I'm mad for a non-runner,

but it's a popular motor
and it will go quickly.

Now, the maximum bid I'm
going to make on this car is £2,500.

At the moment, the top bid is £1,800.
So, fingers crossed.

And one hour later, I'm a happy bunny.

Whoa, look at that!
Yes! Mike is the winner.

I've bought the Integrale for £2,300.

The auction's shut. The car belongs to me.

Oh, there it is.
The car of my youthful dreams.

The Lancia Delta Integrale. Fantastic!

Now, remember that I bought
this car on an auction site,

which means that I'm
duly obliged to buy it

because I've entered
into a formal contract.

But that's only if the car is as described.

Let's just hope it is.
Let's meet the fella.

Sean? Yes. I'm Mike. How do you do?

It's very excited. Good. The car. Oh, wow.

Looks OK in here, doesn't it? Yeah.

Half Alcantara suede interior.
Lovely inserts.

Yeah, it's very nice. What about all
these wires that are hanging down?

We've got the cowling for them as well.

Is that this one? These are? Yeah.

That's correct, yeah.

You haven't got the original,
by any chance, have you?

I haven't, no.

Right, let's have a look round the front.
OK.

Looks OK. Cracking the headlamp?

Yeah, we've got one this side as well,

but they've got to be replaced
with second-hand ones.

You can't get them new anymore.

Wow. There we are, Sean. Fantastic.

When was it last serviced?

Just before it went off the road.

So since that service,
it's done no real miles?

No.

You said on the Internet there
was a problem with the steering rack,

so do you think that's
a difficult job to do?

Unfortunately, with these cars, you
will have to drop the engine for that.

Right, so this whole
thing's got to come out.

That's right, yeah.

Right, well, it's not a job
for me, it's a job for Ed.

Very nice, Sean. OK, service history.

Yep, I've got service history.
It's in the house.

I'll just get it for you.

Lovely. Thank you very much.

Nice car.

Nice car. Nice house.

But there are alarm bells ringing because
this is a high-performance sports car,

the kind of thing that
would have seen the

wrong side of a hedge
once or twice in its life.

And for that reason, I'm
going to do a data check.

Hello!

That's a service where you
can subscribe, phone them up,

and they can check the car to see
if it's been involved in any accidents,

whether the police have
got an interest, or more

importantly, if there's any
outstanding finance on it.

The Lancia Delta Integrale.

A data check costs around £40 a car, which
is a lot of money for a telephone call,

but then it could save
you a bundle of cash too.

Cheers, Ed. Bye-bye.

Right, service history.

Yep.

Now, you did say it was fairly complete.

That's right.

And look at that.
You've got the receipts for everything.

And do you know that's so important
because when you're selling the car,

you should keep receipts
for things like light bulbs,

for wiper blades, anything,

because people love
to see all of that stuff.

So I'm perfectly happy. It's as described.

In fact, to cheat you a little bit, I
think it's better than you described.

So I'm going to take it.
Thank you very much.

Lovely. Thank you very much.

Sala.

Now, I'm aching to drive this
car, but unfortunately, I can't,

because there's something wrong with
the steering, and it hasn't got an MOT.

But I do need to get it to Ed.

Fortunately, I've got a trailer,

so I'm going to come
back and pick it up later.

However, you, if you
had to pick this car up,

it would cost you
about £100 for 50 miles,

so it's always worth bearing that in mind.

I can't wait to see you soon, girl.

I'm very happy with my Lancia,
and I can't wait to see if it runs.

I hope my mechanic, Ed
Chyna, shares my enthusiasm.

After all, it's going to
be his blood, sweat and

tears that will see this
car back on the road.

Ed, how are you?

How are you doing?

What do you think today?

This is cool. I like this a lot.

This is very cool.

Rally car for the road, mate.

The Integrale Turbo.

We're there, aren't we?

This is the one.

This is very classy.

I am so pleased with this car.

It's cracking.

You've got to see some
of the bits and pieces on it.

It's got these big flared wheel arches.

There's a rally-bred race car for
the road, and it will go like stink.

I'll have to get to that in a minute.

Inside, Ed, you'll be delighted.

It's lovely and clean, nice and straight.

A little bit of a scary problem
here with the electrics.

That would put most
people off, wouldn't it?

Yeah, that's actually quite easy,
though, because just the cowling's missing.

The cowling's actually not missing.

It's just busted off, and it's down there,

so I was kind of wondering you
would fix that and put that together.

Everything works.

The electric windows
work, the sunroof works.

We could probably put a stereo in
the hole just to fill that gap as well.

And it needs a valet.

That's easy.

It's easy. Fantastic.

Round the back, Ed.

It's lovely and tidy.

Nothing to do there.

And just look how
straight it is down the sides.

Look.

That is awesome, isn't it?

It's fantastic, isn't it?

I love these lovely wheels.

They are the original wheels.

Very, very sought after.

Incredibly rare.

Very nice.

Cracking, isn't it?

It is. It's awesome.

It's a really good car.

Under the bonnet, Ed, is the engine,

the turbo integrally.

Fantastic bit of kit.

However, there are problems.

Okay.

When I bought the car, the guy said it had
failed its MOT on a steering rack problem,

so that might need changing,
and this car's got a very rare

right-hand drive conversion
done at the factory.

There's not a lot of room
in here, and changing that

steering rack is going
to be a real pig, I think.

I'm sure it's going to be a bit of a problem
for you, but don't let that put you off

because you're going to have
to get your hands greasy anyway.

because that's the reason
why this car's on the trailer.

Right.

It doesn't run.

So you've bought a car
without hearing the engine?

Yeah.

I've broken all the rules of buying
a car, but I sort of trusted the guy.

He was very honest,

and he said that there's a
problem with the immobilizer,

and when I went to turn it
over, the battery was flat,

but it has got the most
comprehensive service history of any car

I've ever bought in
my life, so I feel that

underneath here is
an engine that will work.

Okay.

Well, I'll see what I can do.

Once you sprinkle your fairy
dust on this, Ed, and tidy the car up,

we're going to end up with something
that we can sell on for a huge profit.

It's a rally car,
for crying out loud.

Now, usually at this point, I'd hand
you the keys and you'd drive away in it.

You can have the keys,

but unfortunately,

as you know, it doesn't go,
so I'll tell you what I will do.

I'll give you a hand hitching
it up to the back of your truck.

That's very kind of you.

And what do you think then, Ed, eh?

That is a class,

class race.

Having just tailored this
car back to the workshop,

I'm still a bit surprised
that Mike actually

bought this car without
even hearing it run.

Now, it's a cool car
I'll give him that, and

I really want to get
it back on the road.

But with a performance car like this, you
really do need to try it before you buy it.

Now, assuming the engine runs,

the next most important
thing is the braking system,

and bearing in mind, this thing
has been in a garage for two years.

Chances are the braking
system is going to be perished,

so that is going to be the first
thing that I'm going to look at.

I'm doing the brakes first because
it's a relatively straightforward job

and I want to break
myself in gently on this car.

To get at the disc and the pads,

I need to take the caliper off and
it's actually held on with two big bolts

which seem to be the same size as the
wheel nuts, which would be kind of handy,

so I can use the windy
g*n to get them off.

With the discs off,

the caliper isn't really
designed to hang off the

car, so I'm using a bungee
to support it while I work.

Now for the disc,

and that's held on
with these two bolts.

here and here.

This is the disc.

Loads and loads of corrosion in the
vents, a little bit of scoring on the back.

On the front side of it, you can
actually see quite a groove on either end

where it's actually kind
of worn away unevenly.

So I'm going to replace
it with a new one,

which I have here.

But the thing is, you probably can
just about tell there's an oily surface.

on here, and this is like
a protective covering.

which stops it from rusting when
it's on the shelf in a warehouse.

So what I'm going to
have to do is rubble this

off with a little bit of
brake and clutch cleaner.

Now, of course, if I didn't take this off,
you're going to end up with no brakes.

So these are the pads.

We've got a little cable here.

Basically, when your brake pads
get really, really low, it makes a circuit,

and a light comes
on on the dashboard,

and that way you know that
you should change your brakes.

Here is a new pad,
just to compare the two.

Now, you've got

a few miles in this yet, but it's a
false economy not to change it

while I'm changing the
discs at the same time.

Before the new discs
go on, I'm going to give.

the hub a good clean.

A wire brush will get rid
of any dust or rust, and it

makes sense to do this
even if everything looks okay.

The more stripping and cleaning
you do on a car of this age,

the better it'll work
in the long run.

Now the disc can go back on.

Now I've got to reattach the
caliper, but I've spotted a problem.

The caliper comes in two parts.

The mobile section,
which holds the pads,

needs to move freely, or
it'll wear the pads unevenly.

These pins should move easily,

and although one side works,

the other is seized.

This is fixed by
working the pin out,

cleaning it, and then
lubricating with copper grease,

a heat-resistant lube.

Now it works fine,
and the caliper

can go back together.

Before I can fit the new
pads into the caliper,

I need to actually push this
piston right back as far as it'll go,

because of course the
ones I took out were very,

very worn and much, much
thinner than the new ones.

To make space for the new
pads, I need to compress the piston.

Don't worry, it's
pretty straightforward.

A big pair of Stilsons will easily
push the piston back into the caliper.

Well, that's got the piston as far
back as it'll go, so now I should be able

to get the pads in there
without any worries.

Now, a classic issue on some old cars
is squeaky brakes, and a really good way

of preventing that is a bit of copper
grease just applied a bit down here,

a little bit up there,
and this means that the

pads can just slide in
and out a little bit easier.

With that corner done, I just move to the
other side and do exactly the same again.

With a car like this,

pad and disc wear
is relatively high.

Get the wheels off and have a
good look every six months or so.

Well, that clicking noise is the
solenoid trying to kick in and start

turning the engine over, but there's
just not enough juice in the battery,

and I can confirm that because
this car, with its rally heritage,

is actually fitted with a
voltmeter in the dashboard,

and it's barely over nine volts,
which is never going to be enough

to turn over the engine,
so my first port of call

is to change the battery
and see what happens.

Changing a battery
is a cheap job.

You can buy one for less than 50
quid, even for a specialist car like this.

Okay, so the engine's great.

I'm going to have to

let Mike off on that one.

It goes and it's going to stop,

but the thing is,

Mike mentioned that the previous
owner had a problem with the immobilizer,

which is why the battery was flat,
but I think it might be something else

because while this
engine is running, this

little voltmeter in here
is showing 10 volts,

and it should be showing


to believe there might
be a fault down there,

so I need to double check
it with my own voltmeter.

I'm getting just over 12 volts,
and I really should be getting 14,

so I think the problem

is with the alternator,

and unfortunately,

it is right down inside here
in the depths of the engine,

so I'm going to have to,

I think probably,

I might have to go in from
the wheel arch, actually.

Who hummed?

Now we all know this,

but I'm going to say it anyway.

I'm working on the
electrical system.

I'm working on the alternator, so
I'm going to disconnect the battery.

The alternator is like a dynamo.

It takes power from the
engine and charges the battery.

Working on an alternator is usually
a simple job, but this car's engine bay

is so stuffed full, it's going
to be a lot more tricky.

To get to it,

the cowling in the wheel arch has to
come off with all those fiddly screws.

Well, I can see the alternator
now, and it's just here,

but it looks very difficult
to get out, and I happen to

know that you have to remove
the suspension from the car,

or at least drop it out of the way
just to get access to the alternator

and to be able to remove it,
so I think I might do that first

and just see how much
more room that gives me.

Even with all that out
of the way, I think this

is the hardest alternator
I have ever worked on.

The access to it
is very restricted,

and that whole unit must
be unscrewed through

this tiny aperture
and then leave it out.

If you have big hands like me,

expect to get very frustrated.

Eventually, thankfully,

it's out.

Well, there it is.

That was a bit of
a trial, to be fair,

but it is now out.

This is our
reconditioned alternator.

It costs 95 pounds, and as you can see, it
looks a whole lot better than the old one,

and it should, with any luck,
give us some voltage as well.

The Lancia was never
easy to get spares for, even

when there were Lancia
garages still in the UK,

so reconditioned parts, like with
this alternator, are the only way to go.

Well, that's the last nut done up, so
now the alternator is totally secure,

but before I actually do up the
suspension and put the inner wing back in,

I'm gonna run it up and
make sure everything's okay.

So back on with the
battery connector,

and then I'll fire
up the engine.

Okay, now for the
moment of truth.

Oh, look at that.

Over 14 volts, which means this.

alternator was the problem,
so my hunch was right.

Now, before I start putting together the
suspension, I noticed that the rubber bushes

were actually quite
perished and worn,

and you can see there's
quite a lot of flex in there,

and what that means is
when you're driving along and

you go around a corner
or you accelerate or brake,

you get this kind of wooliness
in the suspension or the steering,

and of course that
just doesn't work.

So I've taken the Liberty of
buying these urethane bushes,

and they're better than the rubber
because they're much firmer and they tend

to hold that steering geometry
just where you need it.

The previous owner of
this car took it off the road

because he thought the
steering rack was at fault,

and changing one is a huge job,

but I suspect these bushes were a big part
of the vagueness he felt behind the wheel.

Changing them is easy,
and they only cost a few quid,

so that sorts out one problem.

The second one
is this chap here,

the track rod end.

Now this connects the steering rack to the
front suspension, and what often happens

with cars that have been
left standing for a long

time is the ball joints
actually start to seize up,

and that means
when you go to steer,

you get a kind of notchiness
or like a bit of a friction feeling.

So because these things
are so cheap and it's here

ready for me to work on,
I'm gonna replace this as well.

The track rod ends are
a common failing on a

performance car, so
I'm replacing both sides.

You can see it's so quick to change
this, it'd be rude not to have done.

Well, that's the driver's side done,
so once I've done the near side,

this car should steer
and handle good as new.

I'm almost 100% sure that the
steering problems are now sorted,

which is much cheaper and
easier than fiddling with the rack.

Very good news.

The suspension can go back
together and I should be finished.

Except this car has
a surprise for me.

Now that the engine's running,
a new problem has cropped up.

Water is spitting
out of the front.

I know the culprit.

I think it's time for Mr. Brewer
to get me a new radiator,

if he can find one.

That is tasty.

How much is that one worth?

About 12 grand.

About 12 grand?

And this one's.

worth about 12 quid, is it?

Slightly more.

There's still a lot
of bits left on it.

Integrallers are no longer in
production, and they're so rare,

you can't buy new
replacement parts off the shelf.

However, from door
handles to engines,

specialist garages will sell you
salvaged or reconditioned items,

and they don't cost silly money.

Now, you don't often hear that when you're
talking about Italian performance cars.

What will people buy?

Things like number
plate holders?

Yeah, even the screws
that hold them on.

Never.

Ah, the interior
is a right mess.

Surely you can't
sell anything in here.

Yeah, we've still got
the clocks, gear change,

handbrake lever, glove box lid.

There's loads of bits left.

Really?

So what I would
consider to be rubbish,

you can turn it
into a huge profit.

Well, enough.

Right, well,

don't overcharge me now, but
I do need some bits off of you.

I need the radiator,

and I need the grille.

How much are they
going to cost me?

Well, the grille's one of the
hard bits to get, but I've got one.

That'll be 60 quid plus that.

And that's secondhand?

Yeah, but it's
complete and it's good.

You're sure it's good?

It is.

Okay.

Radiator, that's a recon.

That's 110 plus that.



Yeah.

For a radiator,

which it doesn't sound too bad.

No, it doesn't sound too bad.

So it's 170 pound plus that.

Yeah.

Right, can I have a little
bit of a deal with you?

No.

No?

It's the only grille I've got.

Really?

And the rad's a fair price.

And I suppose if
you're a specialist,

you've got no choice.

I've just got to buy
it off you because I

can't go and buy the
bits anywhere else, can I?

That's right.

So, no choice,

but I'll hold me hand out.

Thank you very much.

Ed.

How are they?

How are you?

Hold on to that for us.

Thanks very much.

Good to see you.

I've been shopping for you.

One reconditioned
radiator for our intergrale.

I'll enjoy fitting that.

Cheers.

You should enjoy fitting it.

It's nice.

I've also got you this.

This is a Lance
here intergrale grille.

Apparently the only one
for sale in the country.

Really?

You've done well.

Yes, I've done well.

That's very good.

It's as rare as hen's teeth.

Our one's got a nasty hole in it.

I suspect the big stones hit it,

punctured that radiator,

hence the reason why
we've got to change both.

So, I've been busy,
but you haven't.

Hey, easy.

I've had such a
trial with this motor.

It's been a real nightmare.

First of all, did the brakes.

It's been standing for two
years and needed a bit of work.

Now they're
sorted, it will stop.

Of course, it didn't start.

That's because the battery was flat, so
I've changed the battery, and it turns out

the alternator was actually at
fault, so I had to change that as well.

You can do them in half hour.

No way.

It was an absolute nightmare.

It was buried at the very,
very bottom of the engine.

It just took me ages.

You can barely even see it.

So, I fixed that, but while that was all
apart, I had to do all the suspension.

So, I changed all the

rubber bits on the end, and I
actually did the track rod ends as well,

so now hopefully your
steering will be sorted.

Fantastic.

But also, I managed
a bit of a miracle.

Oh, no way.

Oh, it runs.

Look at that.

Oh, and it purrs like a kitten.

It's lovely.

Oh, she sounds lovely.

No nasty tapping noises,

so mechanically it's there.

Right, so it stops.

Yep.

It goes.

But we don't
know if it drives yet.

Well, I've got an awful
lot of work to be getting

on with before I can
get that far, I guess.

Well, don't just stand there.

Get on with it.

I tracked down a tasty 8-valve
integrale through an online auction site.

It was an on-runner,

but had acres of service history,

so it was worth a punt.

The car had been

standing for years.

Luckily, the brakes hadn't seized on,
but they were in need of a few new parts

and a bit of coaxing if I was ever gonna
throw the anchors out with confidence again.

I was worried that the
steering rack was knackered,

but a bit of troubleshooting.

proved it was just worn
suspension bushes,

so things are really going well
now for a rally-bred road car.

Ed's still got plenty of
work to do to our integrale,

and while he's
getting on with it,

I'm off to meet a
guy called Chris,

who's got a mint 16-valver
that's ready for ragging.

Chris has brought down his awesome
integrale for us to have a look at.

Thank you very much, Chris.

So why choose an integrale?

Quite simply, it's
my dream car, Mike.

I used to go to allies
when I was younger,

and this is the car for me.

So, Chris, tell us about
the history of your car.

Where'd you find it?

I found it on an auction
site on the Internet.

I've been looking for
one for a long time,

and this one came up.

And did you just go and buy it
straight away, or you see a few others?

Yeah, I've seen the
shows before, Mike.

I broke all the
rules, I'm afraid.

I just went, bought
the first one I saw.

Did you really?

Yeah, I did, yeah.

No, listen to me.

You always go and see a few
before you decide on the car you want.

Not when it's this car.

Now, Lancia also pulled out
of this country a long time ago.

Does that mean it's
difficult to get the parts?

You can get some parts at
Fiat Dealers, believe it or not,

but they are expensive.

Now, being this is a sports
car and it's left hand drive,

is it expensive to insure?

No, not bad at all, really.

With the limited mileage policy,

it costs well under 500 pounds.

Under 500 quid?

Yeah.

You poison your insurance.

I don't know how you do it.

It cost me a fortune.

Now, the integrale
is a fragile car.

What's your buyers look out for
mechanically if they're gonna buy one?

They've gotta make sure that the
four-wheel-drive system is in order.

They've gotta make
sure that the turbo's happy

and they've also gotta
look at the electrics.

So what would you say then is the
biggest buying no-no with an integrale?

You've gotta make sure that
you have a service history with it.

Don't buy one without it.

Really?

Yeah, really.

I'm so pleased you said
that because my car has got

the best service history
you've ever seen in your life.

Now, your car looks awesome.

I bet it goes awesome as well.

Any chance I could have a go?

Of course you can.

Lovely.

Oh, yes!

It's like putting on a familiar old coat
driving this car because I love them.

I genuinely, genuinely have the
hots for the Lancia Delta Integrale.

They are fantastic.

Yes!

Yes!

Give it to me!

Woo!

That's what it's all about.

That is what it's all about.

Woo-hoo!

Oh, yes!

One thing that made the Integrale
really special was its cornering ability.

The steering is so precisely
weighted because it's rally-derived.

They got that

just spot-on.

It tells you exactly

what's happening
down at the front wheels.

It makes for an awesome
driving experience.

Listen to the turbo.

Spores up.

All the dials go to the
right on the dashboard,

and away we go.

My giddy arm.

This car is fantastic.

It just hangs in there.

Now the difference between Chris's
car and our car is not a million miles.

So I know once Ed gets that car
back together and working again

and breathes life back into
it, we'll have a car that I know

that I can go and sell on
and earn good money out of it.

If it goes anything like this,

we're going to have some
machine on our hands.

But don't count your chickens just
yet, Michael, because there's still

plenty of work to be
done on the legal radiator

and cracked front
grille on our Lancia.

Over to you, Ed.

Now the really handy thing about
actually having the parts to replace

before I actually take them out is I can
have a look and see how they're attached.

And this grille looks like
it's got a bolt hole here,

here, and here.

And then, actually,

some of the clips have been broken off with
a bit of damage there, but it'll be okay.

So it looks like it just
comes out of the car like that.

There are only three
bolts holding it on.

A strip of rubber covers
the screws and protects

the panel when the bonnet
is slammed down on it.

I'll keep this and use it when
I fit the replacement grille.

Well, you can see this
radiator is utterly rotten,

so it's definitely the right
thing to do to change it.

Nothing is easy with an Italian
car, and to remove the radiator,

I've got to release the
bonnet for better access.

Then, it's off with
the front bumper.

The locating bolts for this are
hidden behind the indicator clusters.

Now, I don't actually have
to disconnect this all cool lot.

I just have to move it
away from the radiator.

This Jubilee clamp on the back of
the radiator ensures a watertight seal,

so when you release it,

well, it could be bath
time for the workshop floor.

With the system
completely drained,

the rear fan,

locating brackets, and
pipes can all be disconnected.

Here is our reconditioned radiator.

You can see it looks

pretty much good as new.

Now, with a car of this old,

the chances are you just can't
even buy brand-new radiators,

but there are lots of
radiator specialists.

reconditioning this sort of thing all
day long, so they just change the core

and give it a bit of a lick of paint
and stuff and make it all nice.

But you may notice.

there is no fan and there's no switch,
so I have to transfer all of that stuff

onto this radiator before I
can put it back in the car.

Radiators work by
cooling the hot water

that enters the
top of the system.

As you drive along,

air is pushed through the rad,

heating as it goes.

This big fan at the rear
then blows the hot air away.

By the time the water reaches
the bottom of the radiator,

it's being cooled.

Well, that's the idea.

Remember to connect the circuit
system for the radiator fan because it runs

on a thermostat which kicks
in when the engine gets too hot.

Forget this, and the engine could
overheat and blow the head gasket.

Okay, so the bumper's back on.

Our replacement radiator is now
a part of the car, but of course,

the next thing is I have to fill
the system back up with coolant.

So what I do is take the
lid off the expansion model,

put the coolant in there,

run up the engine,

get it all nice and warm, which of course
will mean that the thermostat will open

and therefore the fluid can freely move
around the engine and that means any air

still stuck in the system will then
end up either in the top of the radiator

or vent itself through
the expansion model.

Now the radiator's
warm and you hear that?

That's the fan kicking
in, which means that the

water system is definitely
up to temperature.

The expansion model's topped
up, so now I can bleed the system.

I'll get my...

open the valve.

Now some air hopefully will escape
from here if there's any trapped.

There we go, a few bubbles.

I think that's pretty much it.

So there we have it.

The system is now bled and I
can get on with the rest of the work.

Our Lancia came with loads of history, so
I know that the cam belt was changed only

a few thousand miles ago, but because
this car has been standing for two years,

I'm just going to do a mini service just
to make sure that it's going to run okay.

Now I'm going to change
the plugs, which are here,

the air filter, which is here,

and of course the oil filter,
which is just down there

in the depths of the engine, and obviously
I'll be doing the oil change as well.

Now I have the luxury of a ramp,

so to get at the oil plug,

I'm actually going to
lift the car up in the air.

Now this bit's going to get
very messy, so I'm going to

put some gloves on.

This oil is filthy stuff.

Make sure you dispose of it at a
council depot, as it's highly toxic.

So while that's draining,

I'm going to go and do
the plugs and the air filter.

Decent plugs are
the heart of a car.

They help with starting, fuel
efficiency, and performance.

They're cheap and easy to
change, so there's no excuse not to.

Now I'm just going to compare
the new plug with the old one,

and actually, it's not that bad.

It's a little bit sooty.

I'm looking for like a kind of a
grey-brown deposit, and that means that

the engine's running okay, and
it is sort of underneath the soot.

It's there,

so it's not too bad,

but you can also see the base of
the spark plug actually is quite rusty,

so it makes sense to change
them anyway just for peace of mind.

Every engine has
a strict firing order,



Reconnect these leads
in the wrong order, and the

car will either misfire
or fail to start altogether.

It's a common mistake,
but an easy one to fix.

Next, the filthy air
filter is replaced with a

clean, new one so the car
can breathe more easily.

I've got a special tool
to remove the oil filter.

This strap wraps around the
cylinder, and as you work the ratchet,

it tightens its grip, and then the
whole thing twists off anti-clockwise.

Well, there we have it.

Always spread a bit of oil
around the O-ring so that it seals

when you screw the
filter back into place.

I'm filling the engine
with part synthetic oil,

perfect for this car.

Now, the observant
amongst you might be thinking,

I haven't put the
sump plug back in,

and you'll be expecting to see
premium grade oil all over my boots.

Well, I did remember,

don't believe me?

Well, here's the proof,

a healthy oil level
on the dipstick.

That's the oil change complete,
but before the car goes out,

I will check the oil level one more
time, just to be sure, but that's it.

That is our mini service
complete, so all we

have to do now is the
grille and the bonnet.

I love the super cool
retro interior of this car.

It's fantastic.

You've got Alcantara
body-hugging racing seats.

You've got a fantastic dashboard just
bristling with dials for that rally car feel,

but there is also quite

a fair chunk of trash in here.

Got these horrible pedal cover things
here, which are gonna have to go,

but I have managed to get
some aftermarket replacements,

which I'm sure will do
the trick on that one.

A little bit lower down,

I've got these nasty
mats, and of course,

they're throughout the car,

and they're all just as horrible, so
I'm gonna have to replace those,

and then there's this,

an utter eyesore, as
you can probably see.

It's a gear knob.

Now, I've got a replacement
from a breaker's yard,

but unfortunately,

it's the whole stick.

Now, normally, you can just
change the knob, but you can see here

somebody's actually had
to hack away at the old stick

to get this one on,

so I'm gonna have
to take it apart.

It's gonna take a little longer
than normal, but I'm sure it'll be fine.

From where I'm sitting,

this looks like an easy job.

Free a couple of retaining
bolts, wiggle the mounting bracket

around, and that's it.

Gear stick off,

but no,

the retaining bolts are really, really
long, and the access is very limited.

This is turning out to be
rather tedious, but there we go.

It'll be there in the end.

About time.

Now, I can try and put
the other one back in.

This should've
been a simple job.

I'd like to meet the monkey who
cut the top off the old gear stick

and forced me to replace the whole linkage
just to fit into our replacement knob.

Another few hundred turns.

I think we'll be there.

Very tidy.

There are two things wrong
with these boy racer pedals.

The first is they look horrid.

The second is they're
actually too close together.

Safety experts advise
that pedals should be.

no less than five centimetres apart.

Otherwise, there's a chance
that your feet can get fouled up.

A real no-no on this
high-performance car,

so I'm unscrewing these
fat old pedals and replacing

them with slim new models
that just Allen key into place.

Five centimetres.

Spot on.

And now, here come
the all-new carpets.

Finally, this interior
oozes Italian style,

and now even my big feet
can operate those pedals.

Now, at home, this may seem

like a lovely, shiny
red car, but in truth,

the paint's rather flat and very tired
and it really has seen better days.

When it came out of the showroom,
it was a lovely, punchy red,

and I can bring it back
to that by polishing it,

but I'm not just going to use a
rag and loads of elbow grease.

I'm going to go the sensible
option and use a mop.

Now, mechanically, this is much the same
as a grinder, but it spins a lot slower,

and instead of having a grinding
disc on here, it has a nice, firm sponge.

This is cutting compound.

Wipe it on the panels, and as
they say in the cookery programmes,

just add water.

Quite a lot of water, actually,
because this compound

is heavy-duty stuff.

If it's not well lubricated,
it could burn the paint.

Now, this is quite a good example
of how good this process is.

That's the old side before I've
treated it, and this is the nice,

new, clean side, and you can see the
colour really begin to come through now.

This is a gorgeous Rosso red.

I think it's the best
colour for this car.

You can really
see the aggressive,

rally-inspired lines
coming through.

Now I've cut the paint
back, I need to Polish

it and wax it and make
it really, really shiny.

Check out the difference our mop
and Polish has made to our bodywork.

It's fantastic,

but unfortunately,

no end of cutting compound is going to make
a difference to these tatty wing mirrors,

and that's because the lacquer
has actually peeled away.

Now, I could repaint them
and then re-lacquer them,

but alternatively,

I could replace them with these.

This is a nice design touch.

You can tighten it
up very accurately.

The hammer and screwdriver give
you real control on this flush fitting.

These wing mirrors
were so worthwhile doing.

They're a perfect match to the
bodywork, and they really set off the car.

And after all the other work
we've done on this vehicle,

it all looks beautiful
and it goes fantastically.

But there is one
last job I must do,

and it involves one of
these and one of these.

Touch and Ed's finished.

The Integrale is an 80s classic,
but it hasn't dated over the years.

It's just got better,

and ours is one
of the best around.

It seems a long time ago I
was surfing the web checking

out auction sites and came
across this Lance here.

The ad was short on words,

but big on potential,

and after a quick
chat with the owner,

I bid and won.

£2,300 for a car
with rally heritage.

Now, what's the catch?

Well, it had been
garaged for years,

and the engine didn't run.

Ed soon had the motor
singing with a new battery and

a reconditioned alternator,
which was a big relief.

I hadn't bought a dud.

So the car ran,

but would it stop?

Off came the wheels,

and the brakes were
in a bit of a sorry state.

New discs and pads
soon sorted them,

and the car was beginning to
get back that performance feel.

But there was still a
big handling problem.

I feared we'd have to drop the whole
engine out and put in a new steering rack,

but Ed took a look and realised
just the bushes had gone AWOL.

Polypropylene replacements
stiffened up the handling a treat.

Running the engine,
Ed spotted a leak,

so it was off to the breaker's
yard to find a replacement grille

and a recon rad.

Fun and games ensued

as the whole of the Delta front end
came off, and the radiator went on.

A mini service gave the
engine a bit of a wash and

brush up, and the 2.0-litre
turbo was ready to roll.

The interior was a bit of a mess, so out
came the nasty aftermarket gear knob,

and in went an original part.

The pedals were

dangerously close,
so Ed found new

slim aluminium ones, that were
safer and suited the car's image better.

Then it was bodywork time,

and a quick mop revealed that
lovely old Rosso red paint job.

Eat your heart out Ferrari.

We had £3,000 to spend.

Did we blow the budget?

A HPI check was £40,

grille and rad were £170,

door mirrors £80,

brake refurb was £123,

battery alternator
and a service £192,

suspension parts £52,

interior bling £130,

total spent £3,087.

Ed!

Hello, Mike, how's it going?

Very well.

A lot better now.

This isn't the same car, is it?

It is very much the same car.

It's looking pretty
good now, isn't it?

It's looking better than good.

We've got an integrale.

I can't believe it.

When it turned up
to your workshop,

it was a non-runner.

It didn't even go.

It turned up on a trailer.

Talk me through what you've done.

Well, it was a bit of
a journey, to be fair.

Obviously, first
of all, it didn't run,

so I changed the battery,

which led me to the
alternator, so I had to fix that.

Then, of course, all that
work, bit of an epic job.

Most of that had to happen
from inside the wheel arch,

so while I was there, I
had a look at the steering.

Remember, it was a
little bit iffy, so I changed

the track rod ends and
the suspension bushes,

and that sorted that out.

But, of course, then the
radiator was sort of leaking,

so you got me one of
those and that lovely grille.

That's right,

because the old one had
a nasty hole in the front.

That's right, that's right, and then,
of course, I put a little badge on there

just to, you know,
finish it off a little bit.

Good touch.

Oh, wow, look at the interior.

Now, you might remember the
dodgy wiring underneath there.

I've sorted all that out,

and, of course, it wasn't
looking so pleasant in

here, so I put some nice
new carpets in as well.

Fantastic.

Then I got a nice original gear knob,
because the other one was horrid.

Cool.

That's all sorted.

Remember the pedals?

Now, they were, obviously,

really unpleasant to
look at, but also were too

close together, so I've
now fixed that as well.

Well done, Ed.

Good work.

But check out outside again.

I can't believe it.

New ring mirrors
that actually match the

bodywork, and, of course,
this lovely shiny body.

Ed, it's just perfect.

You have really done
it again, haven't you?

No, this is nice.

I'm really happy with this, actually.

This has come out really well.

The thing about the intergrale, though,
Ed, is all about the way the car drives.

It looks great, but does it drive great?

Well, I reckon it's going
to drive fantastically,

but you are going to
have to abuse it for me, sir.

Well done.

Ed's really sorted out the
mechanicals of our little intergrale,

because when I did buy
it, it was a non-runner,

and it was a bit of a gamble
whether it was going to go at all,

but once he changed the
battery and the alternator and got

the thing working,
thankfully, the engine

was a sweet one,
because just listen to this.

This is one car that you really do feel.

like you've plugged yourself
into, and you're sitting inside it

rather than sitting on top of it.

It's fantastic.

Everything about the
car feels absolutely right.

The seats hug you in the right places.

The interior's been tidied up.

We've got a proper gear stick.

It changes gear beautifully.

The more I push this car,

and the faster I go with it as well,

the steering comes alive,
and that's another job

that Ed done, because he
worked hard on the steering.

He changed the bushes.

This car feels like it's sucking
itself down onto the ground.

It doesn't feel like it's
going to let loose anywhere.

This is a car for the road,

a proper car, a rally car.

So, down to the money then.

I think I could get around
£4,000 for my little Lancia.

Top money for a top motor.

I'm not going to take
much of an offer on it either,

because this car has got
quicksound written all over it.

I advertised that integrally
in the specialist trade

press, and as I suspected,
the phone rang off the hook.

Behind me is a guy called Charles.

He's come a long way to see
our car, and he's a real fan.

He knows a lot about them.

He's already had a test
drive, and he's impressed.

And the other thing,

I think he's hot to trot.

Let's see if I can close him down.

So then, Charles.

Yeah.

What do you think?

Lovely motor.

It's cracking, innit?

Yeah, definitely, definitely.

One thing that stands out,

the right-hand drive,

was that done recently, or was
that actually done at a factory?

No, that's a good question, actually.

It was actually done
properly at the factory.

Most people get concerned,

because they think it was
done with inferior parts,

but it was done with superior
parts, and it was done at the source.

So it's a proper
right-hand drive conversion.

So it's nice and straight on the paintwork.

Looks lovely, doesn't it?

Definitely, definitely, yep.

Nice original alloy wheels.

Nobody's cutting any nasty holes
on the parcel shelves for speakers.

This is the actual eight valve, isn't it?

This is the eight valve.

There is a 16 valve version,

but, you know, you've driven this.

It drives all right.

It does, yep.

Keeps up with modern motoring.

Definitely.


sense, but they're a higher insurance group.

Higher insurance, yeah.

It costs more to run.

So then, Charles, you've driven the car.

Yep.

You know all about it.

It's a cracking bit of kit.

I've advertised it for free 950.

I do want to sell it,
and it is a reluctant one.

I would keep this for my car
collection, but it has got to go.

Oh, okay.

So give me the money,
and we can all go home.

Is that easy?

Right, let me make you an offer.

Go on, then.

All right.

Three and a half.

Three and a half grand.

It's like a kick in the stomach, that is.

So much love, care, and
attention has gone into this car.

Ed really has worked hard on
this one, pulling it up together.

It looks fantastic.

It's a right-hand drive car.

It's reached its bottom value.

It's not going to depreciate anymore.

If I was to say to you, free eight.

Free eight.

Cash?

Cash.

Hold out your hand.

You bought a cracking car.

You promised to look after it.

I will.

I'll promise.

£3,800 gives us a profit of 700 quid.

Result.

There aren't many of these
eight Valvers left on the road,

and I'm chuffed we've given this one a
second chance at a traffic light Grand Prix.

I'm really pleased for Charles.

He bought a cracking car,
and at a really good price.

I'll tell you what, if he hadn't
have stumped up the cash,

I would have been quite happy
keeping this one for myself.

Join us next time on Wheel of Dealers,

when we take some more classic cars in
need of TLC and make them great again.

Ta-ta.