In the world of high-performance engines, few have ever reached the level of engineering creativity as the Lancia Triflux engine. Designed for the infamous Group B rally era, this twin-turbocharged 1.8L powerhouse was unlike anything seen before. It was meant to be the next evolution in rally racing, pushing boundaries in turbocharging efficiency, power delivery, and mechanical design.
But before it could unleash its full potential, Group B was banned forever, leaving the Triflux engine in the pages of history as one of the greatest “what-ifs” in motorsport.
The Birth of the Triflux Engine: Lancia’s Ultimate Rally Weapon
During the 1980s, Lancia was at the forefront of rally racing, developing some of the most dominant and advanced cars of the era. Their Delta S4, which featured a combination of turbocharging and supercharging, was already a technological marvel.
However, the engineers at Lancia weren’t satisfied. They were determined to push the limits even further, designing an engine that could outperform everything else on the rally stage.
Enter the Triflux engine, a revolutionary design that promised insane power and unprecedented turbocharging efficiency.
The engine was built for the Lancia ECV (Experimental Composite Vehicle), a prototype meant to replace the Delta S4 for the 1987 rally season.
Let’s break down why the Triflux engine was so unique.
Triflux Engine Specs: A Closer Look at This Engineering Marvel
The Lancia ECV Triflux engine wasn’t just a high-performance turbocharged engine—it was a radical rethinking of how turbocharging should work.
Key Specifications:
- Displacement: 1,759 cc (1.8L)
- Configuration: Inline-4, twin-turbocharged
- Turbochargers: Two KKK turbochargers, each feeding separate cylinders
- Valvetrain: Crossed-valve layout for optimized turbo flow
- Airflow System: Three separate air ducts (“Triflux” system)
- Power Output: 600+ horsepower (estimated)
- Max RPM: Up to 9,000 RPM
- Weight: Extremely lightweight due to composite materials
The Triflux engine was engineered to generate immense power while being as efficient as possible.
But what truly set it apart from other turbocharged engines was its crossed-valve design.
The Game-Changing Crossed-Valve Layout
Unlike conventional turbocharged engines, which use a single or twin-turbo setup with a shared intake and exhaust manifold, the Triflux engine was completely different.
How It Worked:
- Each cylinder had one intake valve and one exhaust valve positioned opposite to each other.
- Instead of all cylinders feeding into a single turbo, the exhaust valves alternated, feeding two separate turbochargers.
- This meant that the turbochargers were constantly being supplied with exhaust pressure, eliminating turbo lag.
- The three separate air ducts (“Triflux”) ensured that air was efficiently channeled into the intake, maximizing boost pressure and airflow.
This ingenious design resulted in several advantages:
No Turbo Lag: Unlike traditional turbo setups, the continuous exhaust flow kept both turbochargers spinning at all times, ensuring instant throttle response.
Higher Power Output: By separating the exhaust flow, each turbo was able to operate more efficiently, generating higher boost levels.
Compact Design: The unique valve layout allowed Lancia to keep the engine small and lightweight, which was crucial for rally racing.
Extreme Thermal Efficiency: The crossed-valve system prevented excessive heat buildup, making it more reliable under high stress.
Simply put, the Triflux engine was a turbocharged masterpiece, ahead of its time!
The Lancia ECV: The Ultimate Rally Car That Never Raced
The Triflux engine was specifically designed for the Lancia ECV, an all-new prototype rally car that would have replaced the Lancia Delta S4 in 1987.
The Lancia ECV’s Advanced Features:
- Carbon fiber and Kevlar body for ultra-lightweight construction
- Aerodynamic enhancements for better stability at high speeds
- Cutting-edge suspension system to handle extreme rally conditions
- Futuristic turbocharging technology with the Triflux engine
With the Triflux engine producing over 600 horsepower, the ECV was shaping up to be the most powerful rally car in history.
But then… Group B was banned.
Why Group B Rally Was Canceled
By 1986, Group B rally cars had become too fast and too dangerous. The cars were:
- Extremely powerful (500+ hp in lightweight chassis)
- Difficult to control on loose surfaces
- Causing too many fatal accidents
After several tragic crashes, including Henri Toivonen’s fatal accident in his Lancia Delta S4, the FIA (Fédération Internationale de l’Automobile) decided to ban Group B rallying for the 1987 season.
This meant that Lancia’s ECV and its Triflux engine never had a chance to compete.
It was a devastating loss for motorsport enthusiasts.
Could the Triflux Engine Work Today?
Even though the Triflux engine never got the chance to shine, its design was decades ahead of its time.
If a modern version of the Triflux engine were built today, it could still be highly competitive, thanks to:
- Advancements in turbo technology
- Better engine cooling and thermal management
- Modern fuel injection systems
Formula 1, rallycross, and endurance racing teams could potentially revisit this concept!
Had it been allowed to race, the Triflux engine could have rewritten the history of turbocharging!
Final Thoughts: A Legendary Engine That Never Raced
The Lancia ECV Triflux engine wasn’t just an experiment—it was a revolutionary piece of engineering that could have defined a new era of rally racing.
But fate had other plans.
Had Group B continued, the Triflux engine could have become the most advanced turbocharged engine in rally history.
It remains one of the most ambitious, innovative, and exciting engines ever designed—but one that never got to prove itself.
Would the Lancia ECV have dominated rally racing if Group B had continued?
Let us know your thoughts!
