The Yntegrale
Printed from: Sporting Fiats Club
Topic URL: http://sfconline.org.uk/forum/topic.asp?TOPIC_ID=3882
Printed on: 14 May 2026
Topic:
Topic author: nyssa7
Subject: The Yntegrale Somewhat late in the day as the build process was first published as it happened on www.nyssa.ltd.uk/Y10, but a new generation of enthusiasts are around now (its 10 years since the build started!) so here goes:
Replies:
Posted on: 02 Feb 2009 15:02:23
Message:
First a little bit of background. I bought the car (D557GPW) in September 1994 as an emergency purchase having just blown up my Y10 Touring that very morning. Picked up the Exchange & Mart on the way home and found my car there. For the next few months, the Y10 Turbo was my work hack - travelling 214 miles daily on my commute to Bristol. As time went on, and pieces broke off, slowly I started to improve her - she is definately female, pampered, spoilt rotten and still as petulant as hell (I apologize unreservedly to my female readers!). First it was a door - the passenger door had big-time rust and the skins had separated. Further expenditure saw the starter motor replaced, followed shortly by the alternator which seized dramatically on the M4
The last straw was when the oil pipe to the oil cooler split one stormy night coming back from Bristol. First thing I knew was running very wide round a fast bend (hardly surprising as the contents of the sump had just been emptied over the right front wheel) followed by the two oil gauges both registering zero. Engine sounded OK - you always imagine the rattles anyway - so I put the gauge failure down to Italian electrics not mixing well with rain. Arrived at the garage near my house so checked the oil to find none. No obvious evidence of where it had gone - I had travelled 35 miles since losing the oil so the wheel had been cleaned up by the rain - so I tipped a gallon of oil in and drove the 2 miles home. Needless to say, another lurid slide as I exitted the next bend caused me more than a little concern. When I got home, I could see the oil covered wheel.
Unbelievably, after replacing the oil pipe, I did another 16,000 miles over the next few months. The engine did start to sound worse though, and by the time my job in Bristol ended, she was running quite rough. The night I finished there, we entered the Lancia Motor Club Treasure Hunt that was being run in our area. Driving slowly down these little lanes, reversing for a mile at a time at least once - this treatment finished off the engine. She was running rough, smoking too much for comfort - we did win the Treasure Hunt though!
Something had to be done. It was shortly after this that I saw an advert in Viva Lancia, the Lancia Motor Club magazine for an ex-rally engine, built up from brand new, fully prepared and reputed to put out 140 bhp! Just had to have it really. A deal was struck, a few weeks went by and finally the engine was mine. A major purchase saw a Group N competition clutch arriving in Postman Pat's little red van, and the engine was changed (those of you who have changed a Y10 Turbo engine will realise that the last statement was 'workshop manual speak'). She ran like a rocket but the MOT was due and she failed. More expenditure, a new exhaust, and she needed tyres. Had already planned to fit bigger wheels but had to act quick. Acquired the wheels and tyres from a Lancia Delta GT to get through the MOT - went out and bought new tyres (185/50x14 Yokohama A509s) shortly after. 
Point of no return had been reached. She ran like a rocket, ate GTis and the like, but looked so rough. Having sold the perfectly good driver's side door - replaced with the dented one as in the above photo - didn't help. Needed to do something about the body - every panel was dented somewhere, and she leaked like a sieve. But I still needed her to get me to work, so things would have to wait. Emergency surgery was carried out to replace the windscreen surround - no major feat as it involved 'unwelding' the front of the roof skin. Soon after this, it was time to finish uprating the mechanicals - the now defunct Auto Sensation relieving your happy author of a large sack of money in exchange for a 4-pot vented disc kit, shorter springs and Leda adjustable struts. Just the body to go now
In 1998 the purchase of my Ypsilon meant the Y10 no longer had to hack it daily. Time to do the body. Parts were stocked up ready, 2 new front wings, 2 new door frames (cannot buy just the factory sills on their own), 2 new rear wings, 2 new rear inner wings and wheel arch boxes. Headlights, grille and backing panel from a series 3 Y10. Even a spare roof from a Y10 Touring with factory sunroof.
10 August 1998:
Picture above shows all the mechanicals from the front of the car, with the sole exception of the steering rack, have been removed. All front bodywork except the inner wings and front crossmember have been removed and will be replaced with all new panels/parts. The door frames have been replaced with new panels - you cannot buy just the sill section for a Y10 without buying the whole door frame! - obviously all rust present in the inner sills, hidden by the outer panel, has been dealt with. 
Shot from the rear showing the rear wings and wheel arch boxes have been removed. So far, new inner rear wings have been fitted both sides, the wheel arch boxes are made up of inner and outer panels and the outers have only just arrived. Even back in 1998 I was foced to drive over to Amsterdam to pick up many of these body panels as they were not available in the UK.
Detail shot showing the replaced door frame panel, and a clearer view of the rear sides where only the inner rear wing panels have been fitted as yet. Note the spare roof in the background. Since these pictures were taken, the roof skin has also been cut off and the white roof is ready to weld back on (this necessitated removal of the windscreen which luckily came out in one piece) thus giving me a factory sunroof.
Christmas 1998:
As you can see from above, the rear of the car is now finished. Both rear quarters have been replaced, along with the two inner panels each side. Also notice that the roof has now been swapped over for the Touring roof that has a sunroof in it. 
Amazing how some panels come primered in this sandy colour, the rest were black. Can only assume that panels used to come in sand primer - this rear quarter was bought 2nd hand (nos) but unused and probably has been lying around in a store for years. All the other panels have been purchased in the last 12 months or so and turned up painted matt black. Not that it all makes a great deal of difference as the whole car (inside and out) is to be resprayed now I have settled on a colour for more than a few minutes. So far, it has been (in my imagination) black, emerald green, pale green, silver, rainbow striped (really!), but will finally be a standard Lancia colour - Giallo Tropicalo - even if it is only used on the Ypsilon Elephantino Blu. Hopefully I will find a colour to do the interior that does not clash.
So what's next? The smart ones among you will note that the front has not been fitted and the windscreen is still out. At first I was going to leave the front panels off until the engine went back in, but then came plan B. My engine has been sold to my good buddy Peter D along with the suspension and my oh-so-lovely 4-pot front brakes. This was all fitted to his Y10 Turbo at the beginning of February, leaving enough time for his car to be ready with all teething problems ironed out in time for Goodwood.
So where does that leave me - no engine, suspension and brakes. Why would I do such a thing? The thought process majored around the need for more power and more driveability - I toyed with the idea of a VW VR6, or the Ford Cosworth 2.9 V6. Then I saw a company advertising installing complete Ford V6 with 4x4 from Granada into things like Novas. That seemed a good way forwards - except I lost the advert! Fast forward a little and I came across Burnham Autos, king of the Custom Car builds in the UK. A quick chat with them suggested I was barking up the wrong tree - what I really needed was to keep it in the family and transplant in the 2 litre turbo engine from Lancia integrale. And just for fun, lets have the 4 wheel drive as well.
I visited them back in September 1998, took along Peter D and his Y10, and Peter's dad Norbert with his newly acquired Delta Integrale Evo. Basically I said I want all the bits from that (pointing at the Evo) put in one of them (pointing at the Y10). They didn't laugh - everyone else I know has! They got their rulers out, did tons of measuring and pronounced the job 'a go'.
The job is on. A suitable car has been sourced - it's only an 8v integrale but it will do. The 'grale was delivered to Kent on 11 January 1999 to be dismantled, the Y10 was taken over the following Saturday. Anyone's guess how long it will take to get the car up and running. A lot of work needs doing, a lot of money needs finding!
Reply author: nyssa7
Replied on: 03 Feb 2009 12:04:45
Message:
20 March 1999:
The fun is really starting now - above is a picture of the Y10 awaiting its Integrale front end. Everything in front of the windscreen bar the tops of the inner wings, the entire bulkhead, and the floorpan between the sills all the way back to behind the front seats, has been removed. The missing bit is pictured below. 
It seems so much is missing, but look now at the next picture - this is the hybrid one. The front of the Integrale has been attached to the remains of the Y10 shell. Strengthening as required is being built in to this car - I intend using it on track days and the like, and I want to feel safe. Look in front of the door to see the box section being built in. Lots of work needed here to give the required amount of strength. The whole car is being seam-welded, the panels are only spot-welded as built by Lancia. Finally, a roll-cage of some sort will be built up inside. I'll take a decision later on how much of a cage to have, full or just rear, but either way, it will help hold the car together and increase the stiffness. That can only be good for its handling.
The Y10 wiper motor has been retained, the single wiper is so much cooler looking than the two-wiper set-up of the Integrale. Its a tight fit, but the wiper motor just about fits, although if it packs up, the heater assembly will have to come out first. 
The really smart ones among you will have noticed the decidedly non-Y10 bonnet sitting over the engine. Fear ye not, the Integrale bonnet is just sitting there keeping dust off the engine. The original Y10 bonnet will go back on, well sort of! Plans have been more formalised now, we know mostly how the car is going together and have decided how it should look. The wheels have been purchased from Elite Tyres; 7"x17" Rimstock Motorsport wheels in Anthracite with gold lettering, and the arches will be built around these. Thing is, if I'd stuck with the 6"x15" standard 'grale wheels, they would almost have fitted inside the standard Y10 wings! They only stick out an inch at most, could have pulled the wings out to cover that. 
Finally a shot of the inside of the car. The astute will spot the large gap in the floorpan on the right of the picture. Also note the clearance cut round the wiper motor. A lot of box-sectioning is still to be done but the left side of the front is nearly there. There is also the small matter that the front of the car is about 3 inches longer than the front wings, but Paul's favourite phrase in times of trouble is "but we can get round that"!
10 April 1999:
The work on the back end has started. Here we can see the Y10 sitting on the ramps, but look closely - that's a diff at the back, and Integrale suspension. The rear floorpan has been cut out and the 'grale floorpan is in place underneath the Y10 shell. It's not quite in yet, final trimming has not yet taken place. 
You can see better now that the Y10 shell is resting on the 'grale floorpan so its looks a little high right now. You also have to allow for the fact that the rear wheels are not taking the weight of the car so the suspension is uncompressed. There's a bit of floorpan hanging out the back so that's gonna have to be shortened too - its only the exhaust system that goes in this area, but we're hoping a standard (two pipes, one each side) Integrale exhaust tailbox will still fit in here when the rear bumper is fitted.
This looks like fun - the inner arch panels (my nice NEW inner arch panels!) have been cut out, you can see the insides of the outer quarter panel, and the outer section of wheel arch (Y10 parts) and the suspension turrets (Integrale). Intrigued to see how Paul is going to weld this in, hopefully next week he will have done this bit. Everything is all lined up so the wheels will sit centrally within the wheel arches - sure would look stupid if they don't - and we have exactly 12" cut out of the Integrale floorpan. Anyone out there a handling expert? What's a short wheelbase (the track is standard 'grale, at least till the 17s go on) Integrale likely to handle like? Methinks she might be a little twitchy, and might just spin easily, but I'll cross that bridge when she's up and running.
17 April 1999:
The bizarre 'Funny Car' shot! Counterbalanced by the weight of the engine, still awaiting the back half to be welded in. So much work needed to get this bit done as before the suspension turrets can be welded in, first new inner wing panels need to be welded in to give something to attach the turrets to!
Detail shot showing the new inner wing panel - this is the left side - being boxed in. Still cannot attach the turrets yet - some major boxing needed as otherwise the suspension loads would transfer direct to the sheet inner wings and distort them as soon as the first bump was driven over - not too good an idea! 
Detail shot showing the right side inner wing panel, also being boxed in much the same. One of the problems found is that Y10s are made of such thin metal - 22swg in a lot of places (and that's the new panels!). A lot of what is going in is 18 or even 16swg going for strength at the expense of a little weight. After all, it's still going to weigh a lot less than any Integrale.
Reply author: nyssa7
Replied on: 03 Feb 2009 12:18:17
Message:
4 May 1999:
Looks like she's almost getting there. The wheels stick out a bit, and doesn't she sit high up! But at least the body and the floorpan are as one. The arches will have to be pulled out a bit, but not as much as I had originally thought - maybe not even as much as on a standard Integrale. Waiting to see how Burnham Autos are going to do this. Looking inside the tailgate opening you can clearly see how the newer inner wing panel had to be built up so there was something to weld the suspension turrets too! Have a closer look at the detail shot for a better look. 
Thought I'd throw in a front three quarter shot although she looks a little less finished from this view. The bonnet doesn't quite clear the suspension turrets so it cannot be closed quite yet. Hopefully enough space will be made to clear the suspension strut brace - not yet fitted. The front of the car is still a couple of inches longer than ideal, may have to get a radiator made specially for it, on the other hand maybe not. On the Y10, the radiator sits in front of the black panel across the front of the car but the Integrale radiator is so much bigger, especially deeper. Siting the intercooler and oil cooler would be useful - they could always slot into the inner wings as per normal Y10 Turbo practice, but that is the last resort. Actually the last, last resort is for the front of the car to be extended - make the wings a little longer to use up the gap!
Its the little things that add up though - the fuel filler hole visible on the rear quarter panel has to go - the Integrale fills up from the other side, so an opening will need to be made on the other rear quarter. The springs are going to have to come down about 4" in total to get the car nearer the ground. Told Paul that it would be nice if the rear wheel sits up inside the rear wheel arch, but the car has to sit level, and the front wheels have to turn, so that may be a limiting factor. 
Close up shot of the front wheel and wing. Really thought it would stick out further than this. Its still the standard Integrale wheel but the offset of the new wheels seem to be such that the extra inch of width is added on the inside. Needless to say, the wheel arches will be made to fit the new wheels!
You can plainly see the gap at the front in front of the wing panel - this amount of space still needs to be found from somewhere
The back wheel seems to stick out a little less that at the front, but that may be because the offsets of the wheels are different - this is the correct wheel for the car. Sits at a funny angle - major positive camber - due to the lack of weight in the back. The suspension and diff is all there, but the bodywork above is empty so not compressing the suspension enough. Need to lose about 3" out of the rear springs to get the suspension links to sit level, and then the camber will return to normal.
29 May 1999:
The first incision has been made. The wing is cut all along the crease and away from the back of the car. It can then be bent outwards around the wheel as subtley as possible. The fuel filler hole will have to go, the Integrale fills from the other side so something will have to be arranged for that. Probably have one of those alloy flush fitting racing filler caps - the sort the custom boys copy with their stick-on surrounds! I'm interested to see what happens next with the rear wings. 
The rear spring has been taken out, and a spacer holds the car at the desired ride height. This looks about right to me, and keeps the suspension links at the correct angle. When the arches are done, and the car is ready for re-assembly, we'll get some springs made to the correct height/spring rate. Using the standard 8v Integrale wheels while the work is being carried out, they have the same overall diameter as the 17s, and they stick out just as far, so this way saves damaging the 17s - the grale wheels have already been kerbed a few times - NOT BY ME!
11 June 1999:
Arrived at Paul's to see this, the third attempt so far at flaring the rear wheel arch. A fillet has been added into the split so the crease line down the side of the Y10 will split into two lines at the rear wing. Paul is still not happy with the way this attempt has come out, the angle of the wing below the crease is too steep outwards. While I was there we were also discussing what to do at the back of the arch. The wheels are not centrally spaced along the length of the rear quarter and so if a constant radius is used (in plan view) then the arch would meet the back corner of the car about 6 inches behind the car! Looks like a vent will be used to fill the gap at the back - a bit like the vent on the rear of the front arches of an Integrale Evo.
She is sitting extremely low in this shot - the spring has been taken out completely! Its a shame but she cannot run this low as the angles of the rear suspension links are all wrong. Imagine when the springs are made up that the tyre will still be up inside the arch. Another option would have been to channel the car such that the body was mounted lower on the floorpan but this couldn't be done as the dashboard would have stuck out of the windscreen. 
Doesn't she look a lot better with the Series 3 taillights. You can see how the arches will not meet at the corner. We had a few discussions as to how to do the back - should we move the lights out further and stretch the centre of the moulding. Think leaving the lights as they are is the correct move but it is likely that the bumper will need stretching - join two together so they butt up to the arches at their full width. More surgery will be needed to the rear bumper as the standard Y10 Turbo bumper has a single cutout for the exhaust on the left, and I will be running twin tailpipes, most likely one each side unless we can find space for a centre outlet. Also need to find somewhere to put the number plate - I favour sinking it into the rear bumper so the number plate lights will be inside the bumper, but this may not be possible - time will tell. I have obtained the number C 7REV (plans change, I now have A10 WYE - nearest to "a Y10") for her so she will need to be re-registered as soon as she has an MOT.
19 June 1999:
This looks like the finished article - the rear arch fits nicely over the wheel (the suspension looks like it's sitting at the correct height, but Paul wasn't there to confirm). I have had to lighten the picture a lot just so you can see the extra fillet that makes up the arch shape - Paul sprayed the fillet with an aerosol can just to give an idea of the subtlety level. When the panel is all one colour, the arch shape is not obvious except from full-on front and back where the extent of the flare can be seen (it's only a couple of inches each side, so the Y10 is still fairly narrow!). 
The rear quarter view shows better how far out the arches sit. Note the extra little panel at the back of the arch - this will probably have a vent inserted into it. The rear bumper will need to be widened to meet the wheel arch at the widest point of the flare. The easiest way to widen the bumper 4" is to use two - so another of my Y10 Turbos (different bumpers to other Y10 models) has donated its rear bumper to the cause. It is likely the front will be treated in the same way so one of them will be donating a front bumper too. It's time like this when it comes in handy having a selection of spare Y10s (I have 8 Y10s currently!). 
The shot of the other side shows how it was all done, the fillet being added along the crease line of the panel. What you can't see from the photos is the work done to build the inner panels to the rear wing to keep the panels' shape. The hole for the petrol filler has finally gone, it will look better when the final filling is done!
Reply author: nyssa7
Replied on: 03 Feb 2009 12:32:58
Message:
30 July 1999:
Spoke to Paul yesterday and he was having problems with the front arches - couldn't get the shape right. Went over today to find this. Major progress this morning obviously. The arch at the front looks a little big but the Integrale track is actually 1" wider at the front. It doesn't help that the top half of the Y10 wing slopes inwards thus making the arch look bigger than it actually is. I would estimate that the car is about 2" wider each side at the front although it looks a lot more here. Note that the wings were only welded this morning and still need final filling and shaping to get them just so! 
Detail shot of the front arch - the wheel is still sitting nice and central. The body is nice and low over the wheels but look closely and you can see a lot of air below the sills. Looks like a job for side skirts to me. Not sure if we'll cut down a pair of grale skirts (no more sacriligious than cutting down the complete grale!) or make up a custom pair in steel. But doesn't that brake disc look small! 
Gives you an idea of how the front should look with its 'smiley face' as my Dutch friend calls it! Look closely and see how far out the wheels sit, and thus also the arches. The bumper will be made up using two bumpers to get both the extra width needed and also to help get some more curvature into the front to match the way the new front grille sits. You can see the front crossmember (Integrale) has had some metal removed to help get the front spots lights to fit. What you cannot see yet is the work that has gone on underbonnet. The bonnet still does not shut down, but slowly the gap is coming down. The engine is sitting high and will probably need a bonnet bulge - Evo style - to clear it. Thank heavens I didn't go for the 16v engine - but one day maybe.....
I got a little concerned when Paul said he had taken a bit off the headlamps! He meant that excess plastic inside had been removed but still the timing belt pulley is too close to the headlamp for comfort - them round ones in the grale must be a lot slimmer. Gonna need some air vents or louvres or something as well, need to replicate the slots from the grale bonnet to get the right airflow.
27 August 1999:
With all the detail work going on, there's nothing much new to show on top. The bumpers still need to be made, the bonnet still needs work to fit, haven't decided on how to bulge it yet, but it will almost certainly use a set of Integrale Evo bonnet vents.
So here are a couple of shots of the bottom of the Yntegrale. The propshaft has been shortened by 12" to fit, the fuel tank and fuel system are all installed. Much of this all has to come back out again for spraying (of the car silly!) but its best to make sure it all fits before the car is painted.
It's comforting to know that from underneath, you can hardly see the join. I'm sure it will give the MOT tester something to think about. I can just imagine him saying "'ere mate, do you know this car is two cars joined together?". 
A couple of shots from under the wheel arches at the back. Please note that the left side one is not quite finished underneath yet - the pipe to the fuel filler has not been fitted in yet, and then the metalwork can be finished around it as necessary. The flush alloy fuel cap is on order and once that is in, the piping can be finished and so the metalwork here.
11 September 1999:
Disregard all the tools sitting on the bonnet - they will probably be removed before the car is driven! The original front bumper is in place after all. The corners have been bent out to meet up with the front wheel arches. There would be two spot lights in place, but they are almost the same each side so guess who took two n/s ones over to Paul.
The grille and lights all fit in now, all the work behind them has been completed. I had a call last week from Paul - we're just cutting up your headlamp! When you've seen Paul at work, you know to stay calm at times like this. What he meant was they had taken the casing off the back of the headlamp and 'adjusted' the size downwards a little. Simple enough you may say, but one of the adjusters had to go - fouled the engine - and a new one was made up.
Note the markings on the front panel of the car to ensure the bumper is fitted absolutely centrally - because the front of the car behind the bumper is all Integrale, it wasn't just a case of bolt the bumper back on, new bumper mounts had to be made. 
With the corners of the bumper being pulled out, needless to say they did not reach back far enough to meet up with the wheel arch. Paul has made up a metal strip to extend the side of the bumper back so it mates with the wheel arch. Once the bumpers have been filled, they can be sprayed with some rubberised primer and then colour coded so the joins will not show. Clever eh! The contour of the wheel arch lip also has to change slightly otherwise the front wheels will just foul on steering. As Paul put it, this problem has only occured because the wheels are a little (!) bigger than standard. 
Tight fit, isn't it. The Y10 front end is shorter than that of a 'grale, and the lights are deeper thus cutting space down to a minimum. The top o/s engine mount will be changed - it is a retaining bar - for an adjustable one with polyurethane bushes so as to pull the engine backwards just a tad and hold it in place better. The cam covers stick up a little so there's no chance of the bonnet fitting in standard form. Decisions have been made, pictures shown to Paul and Evo grilles acquired. A large centre bulge, Evo style, will be fitted using the Evo bonnet grilles.
Not sure quite yet what is going to happen over the turret tops as they foul the bonnet too. I think they will be dropped a little - encroaching even more into the suspension travel - and then we will go from there.
As an aside, Powerflex have supplied a complete set of their polyurethane bushes, so when the suspension come out, these will go back in.
30 October 1999:
Finally the bonnet is taking shape - the bulge starts out as a continuation of the grille line, going backwards to take in the struts (as they sit too high) and then heading back towards the back of the bonnet.
The front centre grille is just about fitted - not as easy as it should have been as the grille actually screws to a lip around the hole. Paul has had to make up a lip from strips of steel, and weld these to the underside of the bonnet to hold the grille in place.
The holes for the outer grilles have been cut into place ready, the rear centre grille is still waiting for its hole to be cut. 
This side profile shot shows how much the bonnet has been bulged by - entirely necessary to clear the engine - the cam box covers were sitting a little too high too close the bonnet, similarly the suspension struts also sat too high.
Recently I acquired another 8v Integrale engine, only this one came with Group A cams and ported head, the downside being that the rings were gone and the bores are oval! But as the whole thing came in at less than half the price of a pair of cams, it was still a good deal. Barry Waterhouse is now rebuilding the engine with bigger bores, nice shiny new pistons etc. He reckons once I get the ECU reprogrammed to suit the cams, I should be looking at around 270bhp, and she should rev to around 6,800rpm, a little more and a little higher than standard! Can't wait!
20 November 1999:
So that's the bonnet finished finally, all four Evo Integrale grilles in place. I was looking through one of the 'comics' (M** P****) the other day and saw a Peugeot 405 with an Integrale style bonnet. Now I'm really miffed if people can buy glass bonnets ready made in this style, especially given the work that has gone into my STEEL bonnet. Just like to remind everyone out there that my whole car is STEEL, not glassfibre, even the side skirts - and you couldn't even say that about a BMW M3! 
And talking of side skirts brings us nicely to this shot. The skirts have also been made and follow the lines of the wings. They were needed to visually lower the car as the floor actually sits a little higher than is good for looks, even though the suspension has been lowered as far as I dare - any lower and I will have no coils in my suspension! 
What you couldn't see from the previous photo, was the profile of the skirts from the top. This shot of the front wing shows how the skirt follows the line of the arch back towards the sill area - and yes, the door is shut in this picture. The rear end of the front wings is still waiting for a grille to fill the space, a little like an Evo Integrale again! 
At the back of the door, the skirt pulls back outwards again following the line of the rear wing. There is no 'running-board' effect at the back because the rear wing meets the corner of the door frame, but at the front, the front wing section sits about 30mm wider than the door frame.
Reply author: nyssa7
Replied on: 03 Feb 2009 12:43:53
Message:
29 January 2000:
The bodywork is all done, so it's time to take the whole thing apart ready for painting. With the exception of the rear suspension, everything has been removed so that the inside of the shell and under the bonnet can all be painted. Just needs steam cleaning next week and off to the painter's it is! Oh, and that pile of tubes on the ground is the roll cage. Paul bent up all the tubes and tacked them into place before taking them all out again so the shell can be painted. The cage is to be painted as well, but in dark grey to match the wheels. The tubes all get sprayed, then the cage is assembled inside the car and welded in place. Then the welded areas are airbrushed to suit. 
You can see that everything is out, even the steering column. Can't let anything get in the way of the spraygun.
There's a lot that has gone on in recent weeks that is not immediately obvious. The shell has been seam welded for extra strength. Last time I went over a couple of weeks ago, Paul was mocking up the radiator and intercooler in cardboard. Space was so tight under the bonnet that just measuring up wasn't going to do, actual 3D models of these parts were required. They have now been sent off to be made up for real. 
Anyone want to buy an 8v Integrale engine? (too late - its been sold now!). The original plan was to assemble the car with the original engine and chip it - was looking at around 225bhp available that way, which given that the car will probably weigh less than a ton, would have proved interesting enough. But plans change, and as the engine had to come out anyway, ready for painting the shell, things worked out rather well when I saw an ad for a 8V Integrale engine with Group A cams, but smoky, in Fast Car magazine. 
The engine was duly acquired and taken directly to Barry at Evolution Engineering for a stripdown and condition check. Barry reported that it did have a Group A inlet cam, but the exhaust cam wasn't so wild. This is probably a better road compromise anyway. However, the rings were gone, the bores were oval, clearly some work was going to be needed. Over the next few weeks Barry had the block re-bored, nice shiny new pistons were fitted, a little bit of porting was done and everything was generally made like new again - doesn't it look nice and clean above? Once it goes back in, and I've run her in, it'll be back to Barry to have the ECU re-programmed. Should be looking at around 270bhp apparently - time will tell.
19 February 2000:
Went over today hoping to see some 'orange' paint, but not yet. Comforting to see the job is being properly. The complete insides of the car and all the under bonnet area have been primered up ready for spraying. At least, its nearly ready - a small amount more of work on Monday then hopefully get the insides sprayed up on Monday night. Should make for some interesting pictures next week then. 
The sprayer just threw a bit of primer on the outside of the car, its certainly not the final prime, that's for sure. Still a few rough edges to smooth out before we get that far, but that can all wait until the mechanicals have been reassembled back in.
But even with just a patchy coat of primer, it seems the arches will be quite subtle from the side view - that was the intention. Whether they will stay as subtle or whether the real paint will highlight the shape remains to be seen. Its being painted in Giallo Tropicalo (Tropical Yellow for my non-Italian speaking readers), a colour only available on the Ypsilon Elephantino Blu. Despite being a standard Lancia colour, I am told by the sprayer that it has a pearl effect and will need care when sprayed to avoid stripes! 
That inside looks so clean now - makes such a change it all being one colour. And as for playing 'spot-the-join', that's already a very difficult game (and I know where to look!). The wheels will look much better when they have the gold lettering applied and the gold centre caps fitted. 
While all the mechanicals are out, Paul has still been busy. The Powerflex bushes have been fitted to the suspension and everything has been cleaned up and painted in satin black like the gearbox and transfer box above.
4 March 2000:
Finally some colour - the under bonnet area has been sprayed in gold and then the engine put back in. The intention was that the whole of the interior would have been sprayed gold by now, but once spraying started it soon became clear that this would not be practical. The gold paint does not cover well and it took much more than expected just to paint under the bonnet. But all the little nooks and crannies are gold! 
As can be seen from this shot, the underneath of the wings has been sprayed in black stone chip. What cannot be seen is that this has also been done to the whole bottom of the car. But look closely at this shot and you can see that all the nooks and crannies of the engine compartment REALLY are gold. 
The same standards are being applied inside. There will be a lot of metal on display inside the car, and all that shows will be gold. That which does not show will be painted black - the area behind the dash has been done first so the wiring loom can be inserted. The floor area will also be black as there will be carpet covering it, but all door shuts, sills, anything exposed, will all be gold.
23 March 2000:
So much to do. It was the turn of the rear suspension. All had to come out, be cleaned up, painted in satin black, rebushed - spot those purple Powerflex bushes. As with the front, the inner wings have all been stone chipped in black - in fact the whole underside of the car has been. 
The hoses in this picture are to the fuel filler - the flush fit cap is off as the car is almost ready for final prep and priming - due to go to the paint shop on Wednesday. The idea is to fill all the welds so everything is nice and smooth and straight etc. Then the paint is left to dry by itself for a week or so (rather than oven baking) during which time the roll cage can be assembled and the wiring can be started. Then she goes back to the paint shop for some colour! 
The only Y10 in the world with this kind of rear view! It was hoped to polish up the diff housing but it didn't look right so black it was.
Reply author: nyssa7
Replied on: 03 Feb 2009 12:56:56
Message:
7 April 2000:
Outside at last! After being cooped up inside Burnham Autos for so long, she sees the light of day. She has been wheeled across the road to the paintshop at CC Racing for prepping and priming. Things will look a whole lot better now the welds are to be filled and smoothed and straightened etc. I've also had two new bumpers created. The original bumpers were cut and shut to create the right shape and size (the front bumper is the same width but longer round the corners, the rear bumper is about 4" wider) and then moulds were taken off these to create the bumpers as seen in these shots.
The front view is coming along now - just add lights and grille to imagine the view in your mirror - but not for long! 
This side of the car is nearly there, getting very smooth now. Love the new wheel trims! The tailgate spoiler is sitting on the roof waiting to be attached to the tailgate - won't be long.
There are a couple of things to notice in this picture. The rear of the rear arches now has dummy vents to fill the void (as do the front arches). The bumper has been made with a matching cutout for the exhaust on the right hand side as I expect to be running a twin exhaust system - hopefully SuperSprint rear box with one pipe each side. Also the number plate has to be relocated to the bumper (the Series 3 lights are so much wider) so a recess has been moulded for that. The number plate lights will sit inside the bumper lighting downwards from the top edge.
3 June 2000:
Sorry to say, but she is still in the paint shop. It's taking an eternity, endless filling and sanding, to get the contours of the wings and bonnet just so. The shape is so nearly there, it looks fine until you look VERY closely, but once she's painted, any slight flaw will show, so she has to be perfect. Like the new wheels so much I'm thinking of getting a set for all my cars! 
The search for perfect meant that even the rear window (bonded in) has had to come out in the cause of greater smoothness. I have also gone for the smooth tailgate look. I wasn't sure at first, but it's not like this is going to be my daily driver. I don't need a rear wiper as she will only get wet if I get caught out by the weather. No badges on the tailgate to add to the mystery factor, and to echo current Lancia models which just have a central Lancia badge (mine will be on the panel between the rear lights) so even if people get up close behind (as if!) they still won't be much the wiser as to what she is.
24 June 2000:
The priming is almost finished - so much filler has been added and then sanded back down, and then primer added, it seems like it has taken forever - but the Yntegrale is looking pretty well straight now. The inside of the shell, the inside of the doors and door shuts etc have been painted gold now ready for the roll cage to be installed. 
I had hoped that the cage would have been in - but there lies a story. To install the cage, which has been prepainted, except for the ends of the tubes where they will be welded, first the sunroof has to be fitted back in, and then the headlining (a one piece affair) has to be fitted, along with all the roof furniture such as sun visors, mirror and clock (roof mounted on the Y10). This would all have been done except we lost the seal for the sunroof. Oh well, it will be in next time and then its a case of does the wiring get done before the body is painted or after - it's all coming along now, but I guess the fiddly bits to finish will still take forever.
15 July 2000:
The cage has been welded into the car, save for the cross bar that goes across the back of the car - after all the careful measuring, the size of the welds means this bar doesn't quite fit yet. Needs a very tiny bit taken off the end - sure it will have been done by next time.
You can see (just, as most of it is covered to protect the paint) that the cage has been painted a dark grey anthracite colour to complement the wheels. The trick is to paint the tubes before they are welded into the car, having left the ends un-painted. After welding in place, the paint is then blown in to finish the job - it will all look very trick when finished as well as helping hold the car together! The shell has been seam welded anyway, and the joins all boxed, but as often the case, the stiffer the better. 
The door bars are a little lower than might be the optimum, but I asked for it that way as I have to be able to get into the car. The seats are well bolstered and I'm not getting any younger. I don't have a problem with my race car being hard to get in and out off (especially in all the racing togs and lid) but the Yntegrale is a road car and needs to be vaguely practical!
The dashboard is on its way back in, along with all the wiring. Of course the dash was too wide to go straight in, so the ends were cut off. These are now being put back on with smaller side vents - again it will all look very trick when finished, with the roll cage going through the dash. 
The bonnet has come in for a little more attention - even with the Evo style bulge, the engine still did not fit in quite right. The oil filler cap had to go to start with - the eagle eyed among you will spot that the front cambox cover (the one with the filler) has been replaced by a second rear box cover, turned round through 180 degrees. Have to take the cover off to fill with oil!
But still the engine didn't have quite enough clearance so the obvious answer was to raise the bonnet - lowering the engine was deemed to be a big job! A lip approximately 10mm deep has been welded to the lower edge of the bonnet, and then the bonnet raised on the hinges to lift it clear of the engine. When its all painted up, it won't even show. 
When Paul opened up the bonnet, I was surprised to see that a bonnet cable is in place - still to be attached in the interior, and when the safety catch was released the bonnet rose up on a pair of gas struts! Very Max Power I thought until my pal Andreas reminded me that the Gamma bonnet opened up in a similar fashion.
6 August 2000:
Doesn't look a great deal different to 3 weeks ago, but the loom is being trailed all round the car now and I am told it is about 80% complete. A few extra items need to be added as the donor 'grale didn't have electric door mirrors or electric rear windows - the Y10 Touring was available with these great rear windows, that hinge at one end and open electrically outwards about 1", as part of an option pack. Somewhere a Y10 Touring has donated its rear windows to a greater cause. Never seen any other car with them. 
This looks much the same as the last page too, but there are less wires on the floor now, most of them actually go somewhere. Unseen in the pictures is that the battery has been relocated to the right rear corner of the boot - there was no space up front for it anymore. Another small help to the weight distribution.
I acquired a full set of Samco turbo and cooling hoses this week so hopefully they will go on the car in the not too distant future, Once the wiring is done, I'll only be an exhaust away from firing her up.
Won't be long now before she goes back to the paint shop for spraying the top coat!
Reply author: nyssa7
Replied on: 03 Feb 2009 13:19:14
Message:
4 November 2000:
And finally, some paint! Seems like its been forever, hanging around the paint shop, but here's the colour in all her glory. Not complete by any means, there are still a few bits missing in this shot. The trim pieces above the rear quarter windows are not done yet, the tailgate had been done but is back in primer again as it was decided to fit the spoiler first after all.
Just a reminder that this is not the correct ride height! The standard (well what it had when I bought it) Integrale springs are still in place awaiting for the new suspension which should sort the ride height out.
This frontal shots shows one of the reasons why things have been so slow for a while - the front wings have been re-profiled. Originally the wheel arch lip from the standard Y10 was still in place, but it was decided that this didn't look right, so the lip had to go. Looks better as it now matches the rear arch a lot better.
The bonnet grilles (genuine Evo Integrale items) are just resting in their slots, that is why they are sitting a bit proud of the bonnet. The roll cage is showing through from the inside of the car and you can see how it was sprayed to match the wheels - back on display after months under cardboard covers! The gold wheel centres will go back on right at the very end of the build process. 
This picture has come out a little blotchy - the car most definitely is NOT! The paintwork seems bright enough here, there are so many coats of lacquer that the paint looks just so deep! And it still needs a final cut back and polish when final assembly is over.
11 November 2000:
Just an addendum to last week's report, with a few more pictures. Since last week the tailgate and rear spoiler have been painted and fitted. The trim panels across the top of the rear quarter windows have been painted but not yet fitted. All that remains now are the full width mouldings front and rear which are on order with my local Lancia parts dealer (the originals are cracked and not repairable). 
Another shot of the rear showing the tailgate spoiler. I had originally planned on sticking with a black tailgate in true Y10 fashion, but with the spoiler it just didn't look right, so colour coded it is. 
Just another front end shot, the only view of this people will get is in their rear view mirror, rapidly getting larger just before it goes past!.
25 November 2000:
Back across the road to Paul for final assembly! I got a call yesterday asking for another Y10 to use as a guide, Paul has never seen a complete one close up, and also as a source of parts such as fasteners, seals, etc. So today I took the engineless remains of yet another Y10 Turbo over to Burnham Autos.
If you look closely you can see that the passenger door mirror (the optional electric mirrors from the Series 3 Y10 Avenue!) has been fitted along with the door window trim. Still quite a way to go, but at least there is light at the end of the tunnel.
13 January 2001:
At last - into final assembly now, and almost looking like a car. A lot of the panels are just loosely fitted so that will explain any shut lines that don't quite look right in the pictures. Currently work has started on the interior - trimming the rear part of the interior to match the Sparco seats.
Note the flush fuel filler right at the rear corner of the car - the fuel tank and filler piping are all standard Integrale so this shows how much shorter the rear overhang is compared to the donor car. 
A frontal shot - just needs grille badges and we're about there. The radiator is not installed yet - it has been in and all hoses made up, just hasn't been put back in yet. It was almost impossible to take this picture, the workshop was well lit and with the sun low in the sky beaming through the window behind me, the reflections from the paintwork were unavoidable - it's just too bright and shiny!
A rear three-quarter shot. Have gone for the smooth look at the rear so have done away with tailgate lock, badges and wiper. Just needs a Lancia badge in the centre of the rear panel. The SuperSprint exhaust has been fitted but had to be narrowed a little - just needs the tailpipes welded back on so they exit the bumper in the right place.
Work is continuing on the trimming and then the wiring can be completed. Finally a trip to the suspension specialists to drop her down about 80mm and she will be finished!
18 February 2001:
Trimming has started - the inside is being trimmed in a dark leather-look material. Its not quite black, more a charcoal colour. The theory is that the outside of the car is bright enough, so the interior is going to be more sober. The seats are light grey, the rest of the car will be charcoal inside. In this shot you can see that trim panels have to be made to fit over the bodywork - cannot use any original rear trim as there is now a pair of turrets sitting inside the boot that were not originally there. 
And in the best tradition of Blue Peter - here's one we prepared earlier! This side of the car has the trimming completed. It has been decided to leave the tops of the turrets visible to give some colour to the interior, and also to save bolting the rear strut brace over the material as this would introduce a small element of 'springiness'. Somehow a child seat needs to be fitted on this side, behind the driver's seat, so my son Geri can share in the fun. 
A dashboard shot - only the bare framework of the dash is in place. The dash had to be shortened to fit inside the Y10 bodyshell which has cost the outside vents. But note the way in which the roll cage goes through the dashboard to the floor. As the dash is brown in colour at the moment, something will have to be done to change the colour to fit in with the rest of the interior.
Reply author: nyssa7
Replied on: 03 Feb 2009 13:31:22
Message:
1 August 2001:
Has it really been 5 months since my last report! 'Fraid so - but to be fair to me, its been 5 months since I've been to seen the Yntegrale - I've just been too busy chasing the race car and have taken my eye off the ball. But here she is again. The interior is almost complete now, just the door panels to go and putting in the passenger seat. Need new door panels because the standard Y10 door panels mate up to the Y10 dash - only this was missing, in its place is an Integrale dash which doesn't mate up the same. The 'grale dash is now black, works a lot better than brown - and is looking almost complete. Just a few odds and ends remain on the wiring front, mostly down to me having not located the parts it needs to finish (Y10 electric mirror switches anyone? or Y10 Touring electric window switch with 4 switches for front and rear windows, connector plugs for series 3 taillights).
A few changes in here - leaving the tops of the turrets exposed didn't work so covers have been made for them. Geri's seat is also a no-go, it just wouldn't fit in the back so looks like he'll have to sit in the front with me. The 'unfinished' trim at the back is because the rear lights are not yet wired up due to lack of the correct connector plugs. Also new are the grilles in the trailing edges of both front and rear wings. 
And finally the engine bay - looking a lot busier than before now most of the piping is in place. The radiator and intercooler had to come back out as the pipe entered the radiator at the wrong angle, so the radiator got 'adjusted'. Its very handy that Samco blue goes well with the chosen colour!
3 November 2001:
Just seen a question posted up on the Evo Forum as to where the radiator might go - I hope the above picture answers that question. Both radiator and intercooler are custom made in aluminium, and to say they are a tight fit would be an understatement. I guess the next question that needs posting is "and where does the oil cooler fit?". And when I have an answer to that question, I'll post it up! 
I got fed up at looking at these dinky little discs showing through the (17") wheels - as luck would have it, one of the guys on the above mentioned Evo Forum was advertising a set of AP 4 pots for an 8 or 16v grale. A deal was done and they went on a treat - no more being embarrassed by saucer sized discs, got proper dinner plate ones in there now. Guess she'll probably stop pretty well too!
Further to my plea for help with sourcing some obscure parts, I am glad to say that 2 out of 3 have now been resolved - just need an electric mirror switch for a Y10!
Reply author: nyssa7
Replied on: 03 Feb 2009 13:39:32
Message:
26 May 2002:
The Yntegrale makes her public debut at the Stanford Hall Auto Italia Concours May 26th 2002 
A cold, wet day failed to dampen spirits as the Yntegrale went on public display for the first time. Parked over with the handful of competition cars present at the show, the Yntegrale drew crowds of people all totally amazed as to how the Integrale drivetrain had been crammed into so small a car. The workmanship of the car came in for critical acclaim, and the design brief (to look like Lancia built it) was achieved with many people asking if it was original, was it an Italian market only model, was it a special edition, etc.
There are still a handful of jobs required before the Yntegrale can be deemed finished - an MOT would be useful for starters, but she still needs rear number plate lights to pass. Evolution Engineering still need to do some work with the ECU so as to optimise it for the rest of the engine spec, at which point the car will then return to Burnham Autos for final touching up and correction of a few minor flaws such as a scratch or two in the paintwork and a leaky sunroof - the car was taken from then before it would normally have been released so it could appear at this show.
Specification as at 26 May 2002:
Engine:
2000cc 8v Lancia Integrale engine, fully rebuilt by Evolution Engineering, with their 3 angle valve seats. Standard specification bar the Group A inlet cam, stronger head bolts and a ceramic turbocharger from Universal Turbos. Fitted with Fiat Coupe 16v injectors, engine management system yet to be decided upon, but should produce in the order of 270-280bhp when done.
Transmission:
Standard Lancia Delta Integrale 8v four wheel drive system in its entirity.
Suspension:
One off set of Leda adjustable coilovers all round, dampers are shorter than their standard for Integrale to get the car to sit at the correct height.
Brakes:
Front - 4 pot AP calipers with 330mm AP ventilated discs.
Rear - standard Lancia Delta Integrale 8v discs.
Wheels/Tyres:
7" x 17" Rimstock Motorsport wheels in Anthracite and gold centre caps. I have chosen not to use the lettering as in the picture. Tyres are 205/40x17" Pirelli P700.
Bodywork:
Lancia Y10 bodyshell using all new front and rear wings, doors, door surrounds, rear inner wings. Modifications to body as follows: All four wings modified in steel in the style of an Integrale to cover the wheels which would otherwise stick out - the track measurements are standard Integrale. Metal side skirts link the front and rear wings.
The bonnet has been modified with a central bulge to clear the engine and uses the 4 genuine Integrale Evo bonnet grilles.
The tailgate has been de-locked, de-badged and de-wipered.
All metalwork carried out by Burnham Autos.
Bumpers - created from mocked-up bumpers in the style of Y10 Turbo, but with additional width. Moulded in glassfibre - I have the moulds should I ever need more.
Entire car painted and colour coded in Lancia Giallo Tropicalo paint by CC Racing.
Lights and other trim - standard Lancia Y10 Series 3 (1993 onwards) lights front and rear with matching grille and rear trim panels. Electric mirrors taken from Lancia Y10 Series 3.
Interior:
Fully trimmed in charcoal leather look material, with custom made panels for doors, rear inner wings, tailgate. Custom black carpet - all trimming done by Burnham Autos. Custom 6 point roll cage painted in metallic anthracite with padded trim on door bars. Standard 8v Integrale dashboard and controls - LHD. Fitted with electric windows front and rear (Lancia Y10 Touring), electric mirrors (Lancia Y10 Series 3) and manual factory fit sunroof.
AND FINALLY - there are still some jobs to do. A short time after her public debut, it was off to Evolution Engineering to have the ECU set up to suit the engine. A 16v ECU was fitted along with additional MAP sensor and associated loom. Then off to PTS in Luton to put on their rolling road and fine tune the ECU programming. This is where things went all wrong.
The rolling road session showed that the custom made radiator and intercooler were not big enough for the job. As soon as any attempt was made to run any boost past 0.5 bar, the temperatures rose fast and the safety shutdowns took over. Clearly a rethink will be needed for cooling.
We need a full size radiator fitted into the space between the headlights - it is possible that the grille will move forwards a little like the Lancia Thema 8.32 to allow a little more space. More intercooling will also be required - it may be that a large intercooler can be mounted in the bumper between the spot lights. We expect to fit an integrale front bumper (it will fit exactly width wise and lengthen the front of the car creating some more space)
Reply author: Martin
Replied on: 03 Feb 2009 22:59:18
Message:
Well done Trev hardly covers it!!
One on the handling front - think it would have been ideal to have increased the wheel base by about 20mm.... but hey that one's a few years late!!
PD Gobsmacking!
The only thing that comes anywhere near it is the Puntograle displayed at Chivasso as an exercise with the Dedra floorpan.......
For others' reference see
http://www.sportingfiatsclub.org.uk/models/Punto/PuntoGTSpecialsNew.asp ..... the section headed "Puntograle"
Reply author: nyssa7
Replied on: 04 Feb 2009 11:13:16
Message:
Think the Puntograle might have had more budget than the Yntegrale and would have been a lot easier to build as the Punto is much nearer integrale size. But looks like it had a similar problem fitting everything in at the front given how far forwards the new front bumper sits
Reply author: 1988Uno16v
Replied on: 04 Feb 2009 11:57:56
Message:
Are you still driving the Yntergrale? Looks like an awesome bit of kit.
Matt
Reply author: Martin
Replied on: 04 Feb 2009 14:11:18
Message:
quote:
Originally posted by nyssa7
Think the Puntograle might have had more budget than the Yntegrale and would have been a lot easier to build as the Punto is much nearer integrale size. But looks like it had a similar problem fitting everything in at the front given how far forwards the new front bumper sits
Yes - it was really a capability statement by Maggiora as they ended their last deliveries of Evo 2 Integrales.
I've since learned more about how it was done - but needless to say it was designed first (full set of drawings), and many of the body parts were re made more to show Maggiora's coach work capabilities.... they did align the Dedra floorpan with the Punto body at the front bulkhead.
But that puts you into a very lofty league indeed!
From the photos, the Yntegrale does look a bit too glossy to my eye - the same happens with the exxies if you hi-gloss lacquer them... like a distraction to the body lines.
As Matt asks, how's it driving?
Has JK had a go - can't see he'd resist it?
Reply author: nyssa7
Replied on: 05 Feb 2009 13:54:04
Message:
Colour is always a personal thing, first time I saw the colour, on a Ypsilon on a hot summer's day in Rome, it stopped me in my tracks. More annoying is how orange/gold metallics have become derigeur over the past few years so looks like I jumped on a bandwagon where the site itself shows I predated the trend
How does it drive - have still only driven it half a mile around the grounds at Stanford Hall, so no idea! Still needs the final work to make it usuable - bigger radiator and intercooler and Evo front bumper to accomodate. Might be a while, I wasn't racing when I started this project
JK has seen the Yntegrale and loves it. Dragged his mate into the garage to come and see - pulled him straight past the 348 Spider it used to share garage space with (and he loves those too, his first Ferrari was a 348)
Reply author: Martin
Replied on: 05 Feb 2009 16:59:16
Message:
Yep, not really the colour but the finish I was on about.
Have you got dimensions worked out for the radiator?
I come across such things quite regularly.
Did they do anything about the thermostat too?
Also did some calcs for the Turbo Coupe into Dallara project. The P4 replica kits have a very usefully sized radiator... its wider rather than taller, if you get what I mean..
so it just fits the X1/9 layout without going to expensive ally triple core.
Just another point - had a close look (big zoom) at the detailing of the bodywork - that is very good work
Reply author: 1988Uno16v
Replied on: 06 Feb 2009 00:47:11
Message:
Have you tried fitting a radiator off a different car? VW Passat TDi's have a wide and short aluminium radiator that is perfect for most cars. Been a TDi rad it will cool a bigger engine easily too.
Matt
Reply author: nyssa7
Replied on: 06 Feb 2009 09:02:26
Message:
With such a small space available (because the Y10 has almost zero front overhang, the integrale has loads) its going to take a custom job to make maximum available use of the space, every last sq.cm just to be sure - and to leave enough space to fit a fan. Its already got the slimmest fan that could be found back in 2001/2
Haven't done antthing bar occasionally move the car up and down in the garage for years. At the moment its on axle stands because I took the brakes off to see if they could work on the kappa and haven't got round to putting them back. Am in no hurry to get a radiator sorted, any available funds get eaten by the kappa. While I'm still just about capable of seeing where I am going, will make the most of that time and race ;-)
Reply author: nyssa7
Replied on: 08 Feb 2009 14:08:07
Message:
Thought about it, but its too extreme for a road car
Reply author: sedicirich
Replied on: 22 Feb 2009 19:18:37
Message:
And I thought 'who's that odd guy with the long permed hair and beanie hat'
rich
Reply author: Biz
Replied on: 11 Jul 2009 19:11:39
Message:
Hello mate
I must say reading though it i'm very impressed!
how quick is it to 60? (Say in comparison to an Intergrale)
I do like the Y10's, its a shame that there aren't many about as I'd love one!
I've been an Uno Turbo owner since mid 2003 so i'm going out on a limb to say as quick as a standard UT?
Reply author: nyssa7
Replied on: 13 Jul 2009 22:10:26
Message:
The engine spec allows for 280-290bhp once I sort a bigger intercooler and radiator, best estimate is it weighs about 1050kgs, so going to be a lot quicker than any stock Fiat/Lancia product this side of a Stratos or 037. Y10 has better aerodynamics than any other small car (even now), in theory the bubble arches design shouldn't affect that too badly, but frontal area still going to be less than an integrale too - so top speed likely to be limited by gearing and the size of the driver's balls
Its going to be WAY quicker than an UT and with 4wd it will have no problem putting the power down
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