Car setup guide · Beta · 22 Oct 2026

Lancia Delta HF Integrale setup: tarmac and gravel

A Delta that runs wide when you turn in needs a different test from one that loses traction as you accelerate. Start by separating those moments, not by copying a whole setup. This guide covers the Lancia Delta HF Integrale EVO listed in Rally Engineer: the starting values stored in the tool, small changes its current rules suggest, and how to judge whether they help you.

The car is in Beta. These are tool starting points, not independently verified game defaults or a tested performance setup. The tool’s configured limits are not a guarantee of good handling. Check the labels and available values in your game before applying anything.

Record your starting setup first

Save your existing setup before touching a slider. You do not need to replace it with the numbers below: they show what the worked examples start from. If your values differ, enter your custom setup in the tool so its Before values describe your car.

• Gravel starting points.

  Front springs and rear springs: 9 N/mm each. Ride height: 145 mm. Front and rear anti-roll bars: position 2 each. Brake bias: 52% front. Front tyre pressure: 27 psi; rear: 26 psi. Front toe: 0°. Rear LSD power lock: 30%; coast lock: 20%.

• Tarmac starting points.

  Front springs: 12 N/mm; rear: 11 N/mm. Ride height: 120 mm. Front and rear anti-roll bars: position 3 each. Brake bias: 55% front. Front tyre pressure: 30 psi; rear: 29 psi. Front toe: −0.1°; front camber: −2.5°. Rear LSD power lock: 40%; coast lock: 25%.

These are selected settings, not a complete setup file. The tool starts lower and stiffer on tarmac than gravel. That difference does not prove either baseline suits your stage, tyres or driving style.

If the front runs wide

First locate the understeer: at turn-in, mid-corner, or on power out of the corner. The following are examples for a mild complaint (“A bit annoying”) from the starting points above. Each pair is what the tool currently returns, not a promise that both changes will help. More severe answers can produce larger changes.

• Turn-in on gravel.

  Front toe — Before: 0°. After: −0.1°. Front tyre pressure — Before: 27 psi. After: 25 psi. This tests a little toe-out and lower front pressure; watch whether the nose follows your first steering input more willingly.

• Turn-in on tarmac.

  Front toe — Before: −0.1°. After: −0.2°. Front camber — Before: −2.5°. After: −2.75°. The tarmac rule uses camber instead of pressure as its second lever. Do not copy the gravel pair merely because the complaint has the same name.

• Mid-corner on gravel.

  Front anti-roll bar — Before: position 2. After: position 1. Front springs — Before: 9 N/mm. After: 8.5 N/mm. This tests a softer front; judge whether you hold your line with less steering, and whether the car becomes less settled elsewhere.

On-power understeer is a separate diagnosis. The mild tarmac rule softens the rear anti-roll bar from position 3 to 2 and moves front camber from −2.5° to −2.75°. Treat that as a hypothesis to test, not a universal explanation of why your Delta runs wide. Try a smoother throttle application first; if that removes the complaint, do not change a slider just to match this page.

If traction or braking is the problem

Loss of traction on exit is not automatically understeer. On gravel, the mild traction rule lowers rear tyre pressure — Before: 26 psi. After: 24 psi — and softens rear springs — Before: 9 N/mm. After: 8.5 N/mm. On tarmac, it instead pairs rear tyre pressure (Before: 29 psi. After: 28 psi) with more rear LSD power lock (Before: 40%. After: 45%). Those are different tests for different surfaces, not instructions to keep lowering pressure indefinitely.

For unstable braking on gravel, the mild rule moves brake bias forward — Before: 52% front. After: 53% front — and softens rear springs — Before: 9 N/mm. After: 8.5 N/mm. Watch whether the rear stays calmer as you slow, without making turn-in worse. If your complaint is specifically that the front will not turn under braking, choose understeer instead: the diagnosis matters more than the word “braking” on its own.

Make the test comparable

Keep the same stage, tyre choice, weather and driving pace. Choose two familiar corners and compare the same phase each run. For a manual test, change one setting first so you can identify its effect; if you test the tool’s pair together, record both and judge the pair rather than claiming to know which setting helped. Restore your saved values if the car feels worse. A quicker stage time alone does not tell you whether braking, rotation or traction improved.

Read what to change first when your rally car misbehaves for the wider diagnosis method. This page covers tarmac and gravel; it does not supply snow or ice numbers for Livigno. For that surface, read the Livigno snow-and-ice diagnostic guide before changing suspension.

Use your own Before values

Rally Engineer asks for your car, surface and handling complaint, then offers small changes with Before / After values and a confidence label. These Delta examples return Medium confidence. Drive the test, report what changed, and use Restore previous setup if the result is worse.

RaceCraft AI builds and runs Rally Engineer with AI agents on NanoCorp; this guide quotes the product’s current Beta rules rather than claiming independent on-stage validation.