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2.0L 16v - HF Integrale
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2.0L 16v - HF Integrale
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Set of 4 forged 4340 steel connecting rods for the Lancia 2.0 832CS.
The 2.0-litre sixteen-valve turbo of the Lancia Delta HF Integrale (codes 831, 832CS and M16AT) is an in-line four of 1,995 cc, with an 84 mm bore and a 90 mm stroke, a sixteen-valve head and a turbocharger. Produced from 1989 to 1994, it is the end point of a family developed under rally pressure: this is the engine that took the Delta to the top of the world championship and that still makes it a benchmark for engine building.
Its layout explains that longevity in competition: a 90 mm stroke longer than the bore, favourable to low and mid-range torque, and a sixteen-valve head able to cope with boost pressures far above standard. The original rod centre distance is 145 mm; some builds deliberately look for a longer rod to change the geometry of the rotating assembly, reduce the angle taken by the rod and limit skirt friction against the liner. This page covers precisely the ZRP forged rods with a 149 mm centre distance, 4 mm more than standard, intended for the specific builds of the Delta Integrale and the Fiat Coupé 16V Turbo, where the standard rod quickly reaches its limits as boost and revs increase.
Forged from nickel-chrome-molybdenum 4340 steel, these rods are far stronger than the sintered production items: forging orients the metal fibres along the load path, whereas sintering merely compacts a metal powder. Each rod is then shot-peened, inspected, balanced and supplied with its ARP hardware. This version stands out through its 4 mm longer centre distance (149 mm instead of 145 mm) and its aluminium silicon-bronze small-end bushes; it is aimed at specific builds, for which the bearing shells suited to the 8-valve engine must be planned.
With a 22 mm pin, a 53.9 mm big end and a mass of 534 g per rod, this set covers Stage 2 builds (uprated standard turbo, intercooler, engine management), Stage 3 builds (larger turbo, reworked head and camshafts) and Stage 4+ engines running high boost. The intended disciplines are those in which the Integrale made its name: rally and historic rally first of all, but also hillclimb, circuit racing and track days, drift, drag and time attack. The choice between ARP 2000 and ARP L19 hardware depends on the stress level accepted, following the torque and stretch figures given in the table above.
| Reference | Brand | Profile | Bolts | Pin diameter OEM 22 mm | Small-end width | Big-end diameter OEM n.p. | Big-end width | Center-to-center OEM 145 mm | Weight per rod |
|---|---|---|---|---|---|---|---|---|---|
| R-LAN-002HL | ZRP | H-Lite | ARP 2000-3/8"-38mm | 22 mm | 53.9 mm | 25.7 mm | 149 mm | 534 g | |
| R-LAN-002HL-L19 | ZRP | H-Lite | ARP L19-3/8"-38mm | 22 mm | 53.9 mm | 25.7 mm | 149 mm | 534 g |
ZRP: Centre-to-centre length increased by 4.00 mm over stock; 8-valve engine bearings required; aluminium silicon bronze pin-end bushings.
| Rod | Bolts | Torque | Recommended stretch |
|---|---|---|---|
| ZRP (R-LAN-002HL) | ARP 2000 | 61 N·m | 0.140 – 0.152 mm |
| ZRP (R-LAN-002HL-L19) | ARP L19 | 67.8 N·m | 0.152 – 0.165 mm |
Manufacturers recommend stretch-gauge checking rather than torque alone; the kit instructions take precedence. The quoted torque values apply to assembly with ARP lubricant.
| 4340 is a low-alloy steel containing nickel, chromium and molybdenum, chosen in aerospace as much as in motorsport for its balance between strength and toughness: it resists without becoming brittle, which is exactly what a connecting rod needs. Forged, then hardened by quenching and tempering, it exceeds the original sintered metal by around 19% in yield strength, 8% in tensile strength and 19 to 37% in fatigue endurance, giving a life under cyclic load several times longer. On a boosted engine such as the 832CS it is that last figure that matters most: the rod sees a load reversal on every revolution, and its longevity is decided by fatigue rather than by sudden failure. That margin is why 4340 has become the reference material as soon as boost and engine speed rise. |
 | H-Lite profile. Its two open flanks maximise rigidity and resistance to bending as well as to extreme combustion pressures. Slightly heavier than an I-Beam, it favours strength: the choice for high-torque builds, very high cylinder pressures and drag use, and it is the natural fit here on this long-centre 149 mm version. |
Working in tension on every cycle, the connecting-rod bolt is one of the engine's most stressed parts: it must keep the cap closed under inertia loads. Two ARP grades are offered, from the most versatile to the most demanding; simply match it to the intended build level, then respect the fitting torque and stretch.
 | ARP 2000 (tensile strength around 220,000 psi, i.e. ~1,517 MPa) is the high-performance reference. It covers builds up to 200 hp per cylinder in 3/8", and up to 8,500 rpm. Rugged, reliable and versatile, it is used on track, trackday, drift, rally, drag and hill climb, with no particular storage precaution. |
 | ARP L19 (tensile strength around 260,000 psi, i.e. ~1,793 MPa) targets extreme configurations. It accepts up to 250 hp per cylinder in 3/8", and up to 10,000 rpm, under high boost and very sustained revs. Sensitive to corrosion and hydrogen embrittlement, it is fitted and stored oiled, away from moisture. |
| Beyond torque tightening, measuring bolt stretch with a dial indicator is the most reliable check of an exact, repeatable preload. With the bolt fitted, the dial indicator is applied to the two ends of the bolt and the actual stretch is read, which must reach the recommended value (see the torque and stretch table above). By neutralising the friction scatter inherent in torque tightening alone, this method secures the bottom end of heavily loaded engines, such as a tuned long-centre Delta Integrale 16V. |
 | ZRP, a Greek brand of high-performance forged connecting rods by Alex Drakos in Athens. Each rod is forged in 4340 steel, precision-machined and balanced to ±1 g to stay reliable at high rpm. Designed and inspected in Greece, proven in rally, on track and in drift, this Delta Integrale version comes in H-Lite profile, 149 mm centre distance, with ARP 2000 or ARP L19 bolts. |
 | 1) Small end 2) Small-end diameter 3) Rod beam 4) Rod bolt 5) Big end 6) Rod nut / bolt 7) Rod cap 8) Big-end diameter 9) Center-to-center |
Rods intended for the 2.0 16V Turbo engine of the Delta Integrale and Fiat Coupé Turbo, for longer-centre-distance builds. Check your engine code and build configuration before ordering.
| Brand | Model (chassis) | Engine code | Power | Years |
|---|---|---|---|---|
| Lancia | Delta HF Integrale 16V (831) | 831 | 200 hp | 1989–1991 |
| Lancia | Delta HF Integrale Evoluzione (831) | 831 | 210 hp | 1991–1992 |
| Lancia | Delta HF Integrale Evoluzione II (831) | 831 | 215 hp | 1993–1994 |
| Fiat | Coupé 2.0 16V Turbo (175) | 175 A1.000 | 190 hp | 1993–1996 |
OEM reference:
When an original bottom end gives way (a broken, bent or scored rod), going back to the standard configuration often means replacing the rods and the pistons together, frequently damaged at the same moment: the bill climbs fast for a mere reset, without fixing the underlying weakness.
For an equivalent budget, sometimes lower, 4340 forged connecting rods combined with forged pistons deliver lasting reliability and a real safety margin, with genuine power-evolution potential, without reopening the engine at every step. It is the choice of European tuners for over fifteen years.
More reliability, more potential, more longevity for the same spend: the rational way to build a Delta Integrale engine that lasts.
