Grupo B Memórias

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Il y a 30 ans, la PEUGEOT 205 T16 remportait son premier Championnat du Monde des Rallyes en Finlande

30 years ago, the PEUGEOT 205 T16 won its first World Rally Championship in Finland

[Mrodrigues]

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Ari Vatanen con el Citroën ZX RallyRaid

"Muchos pilotos que vieron nacer el Mundial de rallyes y compitieron con los monstruos de la categoría leyenda de la especialidad, dieron el paso a probar la dureza del desierto y a conocer el viejo continente más allá de lo que podían haber probado en el Rally Safari, un aperitivo a lo que puede dar de sí un Rally Dakar.

Dentro de este grupo de pilotos destaca el finlandés Ari Vatanen, el experto en África, es el hombre record en la categoría de coches en el Dakar, con más de una docena de participaciones.

Ari Vatanen, que reaparecía después de su accidente en Argentina en 1985 y que debutaba en una prueba de este tipo en 1987 a los mandos del Peugeot 205 Grand Raid, no daba opción a sus rivales dejando a su más inmediato perseguidor a más de una hora y cuarto y al tercero a más de 4 horas.


Markku Alen

Ya en 1989 y con un coche más específico para esta prueba como era el Peugeot 405 T16 GR comenzó su racha de victorias, tres en concreto, pero esta edición no la gano sin una cierta polémica, el quipo Peugeot que en aquella época contaba con un presupuesto de más de 100.000.000 de dólares llega a las últimas etapas con sus dos coches en cabeza y mucha diferencia sobre el resto de clasificados.
Ante una disputa interna entre Vatanen e Ickx, el Raid se decide con una moneda de diez francos a cara y cruz, saliendo ganador el finlandés, que había estado como líder en la mayoría de la prueba.

Después de la victoria en 1991, ya con el Citroën. Vatanen acaba su periplo Dakariano en 2005 como piloto oficial de Volkswagen, siendo el piloto con más victorias de etapa en la historia del Dakar, con 50 etapas vencidas.


Bruno Saby

Bruno Saby, otro piloto de la era Gr.B, quien consiguió la victoria en el Rally de Córcega donde Henry Toivonen falleció tras un trágico accidente, ha sido otro piloto unido al Rally Dakar. Ostentando una victoria en 1993 y tres pódium en la cita africana, casi siempre ligado a la marca japonesa Mitsubishi.

El sueco Björn Waldegard, quien vió nacer el Campeonato del Mundo de Rallyes en 1973 también participó en diversas ocasiones el Rally Dakar. En 1990 corrió con el equipo Peugeot finalizando segundo por detrás de su compañero Ari Vatanen, con otro 405 T16 GR.

Otros pilotos más de aquella época de los ochenta tuvieron el sueño llegar a las orillas del Lago Rosa, Timo Salonen participó esporádicamente, siendo en 1995, oficial de Citroën el quinto clasificado.

Y Markku Alen vencedor de la “FIA Cup for rally drivers” en 1978 con el Fiat 131 Abarth, ha corrido varias veces el Dakar, siendo por primera vez en 2005 en la categoría de camiones con un Iveco y ya en coches en 2007 con la marca Isuzu, teniendo de compañero de equipo a otro piloto de rallyes Albert Llovera, quien en 2014 participará con un buggy preparado por Nasser Al Attiyah.

Incluso Guy Fréquelin, antes de ser nombrado Jefe de equipo de Citroën, quedó cuarto con un Peugeot 405 en el Dakar de 1989." Em http://www.autohebdosport.es/club-de...llye-dakar-14/

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"A Juha Kankkunen sería difícil calificarle dentro de una categoría del Mundial de Rallyes, ya que el tetracampeón ha estado en activo durante más de quince años. Juha compitió en dos ediciones del Dakar, muy separadas, en 1988 y 2005 a los mandos de un VW Touareg.

En la edición de 1988, dentro del equipo Peugeot dirigido por Jean Todt, consiguió la victoria con el 205 Grand Raid, ayudado por un hecho insólito en el rally. Cuando se disputaba la etapa entre Timbuktu y Bamaco, Ari Vatanen compañero de equipo de Juha terminaba la etapa como primero de la general, quien acudía como de costumbre al parque cerrado para dejar su Peugeot 405 Turbo 16.

Al levantarse al día siguiente para continuar con el Dakar y dirigirse al parque cerrado a por su coche, se llevó una sorpresa mayúscula: le habían robado el vehículo. El Peugeot fue sustraído durante la noche con la intención de pedir un rescate por él.


Ese mismo día encontraron el coche sin combustible en las cercanías del parque cerrado. Vatanen acudió a la salida de la etapa, pero con dos horas de retraso, lo que lo descalificó de la misma y posteriormente del rally. Dando la victoria del Dakar 1988 a su compañero Juha Kankkunen.

Carlos Sainz, el primer español en conseguir la victoria en el Mundial de Rallyes y bicampeón del Mundo. También ha sido atraído por el encanto de esta dura prueba. Comenzando su andadura dakariana en 2007 y destacando por su ritmo, conquistando gran número de victorias de etapa.

Sainz y el resto del Dakar llega a América en 2009. El español se encuentra peleando por la victoria de la prueba junto a su copiloto Michel Perin, pero este interpreta mal el roadbook, y es ahí donde acaban las opciones de victoria, en el fondo de una rambla, eso sí con 6 victorias de etapa a una empatar del record de la categoría.


Colin McRae

Ya en 2010, siendo una de las pruebas más disputadas y apasionantes del raid, Carlos consiguió la primera victoria española de coches en el Dakar, tras un mano a mano durante toda la prueba con su compañero de equipo Nasser Al Attiyah, llegaron separados por la menor diferencia de la historia del Dakar, dos minutos y doce segundos.

En 2011 acaba tercero de la clasificación general, consiguiendo siete victorias de etapa, más de la mitad de las disputadas, siendo este el último año de VW en esta competición. En 2014, Sainz volverá a repetir con un buggy, esta vez fabricado por SMG.
Una de las leyendas de los rallyes Colin McRae, el excéntrico piloto escoces, vencedor de un Campeonato del Mundo de Rallyes también probo suerte en el raid africano tras su retirada. Dentro del equipo Nissan debuta en 2004, venciendo varias etapas acaba en vigésima posición.


Bruno Saby

Su segunda y última participación al año siguiente se saldó con un abandono, tras un aparatoso accidente que le dejo fuera de la carrera. Su hermano Alister McRae, disputara la edición 2014 del Dakar, con un vehículo diseñado por Colin, denominado Enduro MC-4, con el que ya disputó este raid en 2012.

El carismático y espectacular piloto francés, Jean Ragnotti, disputó dos ediciones, en 1980 en los inicios del raid africano, cuando esta prueba era más una aventura que una competición, pilotando un Volkswagen Iltis acabo en novena plaza. Ya en 1986 tras el volante de un Range Rover consiguió la decimonovena posición, en la edición que perdía la vida el padre del Dakar, Thierry Sabine, el aventurero que dio forma a esta prueba tan exigente.

Otros pilotos que han coqueteado con las dunas del Dakar han sido Kenneth Eriksson, quien consiguió 6 victorias de rallyes en el WRC, piloto para Mitsubishi en 1991, llegando cuarto a la meta del Lago Rosa.

O Freddy Loix en 2006 y 2007 y el piloto francés Simon Jean Joseph, ambos participando con bugyes. Massimo Biasion muy ligado al Dakar después de su retirada en los rallyes, está disputando la prueba actualmente, en 2014 pilotara de nuevo el Iveco Trakker Evolution 2, dentro del equipo capitaneado por Jan de Rooy"Em http://www.autohebdosport.es/club-de...os-grupo-b-24/

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1982. Lancia Rally 037 HPE.

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1991. Lancia Delta HF Integrale. Deutschland.

[Mestre78]

1982. Lancia Rally 037 HPE.

Que bicho lindo
Com apenas uns retoques ficava um carro ainda atual penso eu de que!!!!

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Os 1.4 de cc com turbo de circuito na década de 80 da Lancia eram soberbos, tanto em mecânica apresentada como em imagem da industria automóvel, em termo de pilotos eram o topo da F1 e Rallye, nada de simulador de condução, pura mecânica no alcatrão com querosene a queimar.

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1979. Lancia Beta Montecarlo Rally.

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O «monstro» de ralis que o mundo nunca conheceu: Alfa Romeo Alfasud Sprint 6C

[peras777]

Que saudades do Rali dessa altura...

[Bj40]

1979. Lancia Beta Montecarlo Rally.

Rally??

Parece-me mais um Gr.5 de DRM...?

[Mrodrigues]

1982. Lancia Rally 037 HPE.

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http://www.alvolante.it/news/lancia-...30-anni-343244

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Talvez ainda não fosse o mais eficaz, mas certamente era o mais evoluído tecnicamente.

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Primeiro rali, primeira vitória.

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Uma decoração de sucesso na Madeira.

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O rali mais "recheado" de sempre.

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Belíssimo exercicio, sem duvida, mas Turbo, tivesse este carro chegado a "ver a luz" e seria à data um conceito já ultrapassado, seis cilindros atmosférico e tracão traseira não seria capaz de combater os turbo 4x4.

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BMW M1 Gr: B

Specifications:

Homologation: 01.03.1983 (B240)
Weight: 1150 kg (2535 lbs)
Engine Specifications:
Engine: 3453 cc Inline 6 cylinder
Power: 430 hp

The BMW M1 first competed at world championship level on the 1983 Tour of Corsica, the same event as Lancia’s 037. Driven by Bernard Béguin, it produced 430Bhp from it’s 3.5l 6cyl engine, and weighed 1150kg. The car was run by the ORECA team and sponsored by BMW & Motul. The car retired from the event but went on to score two second places, one on the 1983 Lyon-Charbonnieres rally and another at the Antibes rally. Main problems with the car were reliability and size. It was a good twenty cm wider than anything else competing at the time. The car never competed on a gravel event.

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Daihatsu Charade DeTomaso 926R

At the 26th Tokyo Motor Show in 1985, Daihatsu introduced a mid-engined homologation special for the 1986 Group B World Rally Championship season. With it’s mid engine layout driving the rear wheels, front and rear blister fenders and DOHC 3 cylinder turbo engine, the 926R practically stole the show for Daihatsu. Journalists at the time quickly drew similarities with the Renault 5 Turbo which took the same approach of installing a previously front mounted engine and placing it behind the front seats for rally homologation. The 926R used the CB70 twin cam 12 valve turbo engine which was to debut in the next generation G100 Charade in 1987. With the engine mounted behind the front seats, the 926R was a dedicated two seater with with almost every panel changed in some way except for the doors and the roof. All work was done under the supervision of De Tomaso which gave the 926R a distinctly ‘Latin’ flavour and kept the public guessing as to the extent of the Italian automakers involvement.

Specifications:

Homologation: Prototype
Class: Under 1300cc (926cc x 1.4 = 1297cc)
Chassis: G11
Layout: Mid Engine (transverse), RWD
Weight: 800kg
Length: 3850mm
Width: 1640mm
Height: 1360mm
Wheelbase: 2320mm
Engine Specifications:
Engine: 926cc Inline 3 cylinder (CB70)
Head: DOHC 12 valve
Induction: Forced (IHI Turbo)
Power: 118 hp @ 6500rpm
Torque: 109 ft/lbs. @ 3500rpm

Courtesy of a boost increase and different ECU programming, the 926R’s CB70 turbo engine produced a modest power figure of 120ps @ 6,500rpm and 15.0kg/m @ 3,500rpm which was well above the 926 Turbo’s unremarkable 76ps, but that wasn’t such a drawback considering the 926R’s weight was only around 800kg! Even with relatively low power output the Charade De Tomaso 926R was still considered by some to be Daihatsu’s very own ‘supercar’ whether it made an impact on the Group B Rally Championship or not. The CB70 was mated to a 5 speed manual transmission and drove the rear wheels through a mechanical limited slip differential. Double wishbone suspension at all four corners with coil over type spring and damper set up gave the 926R handling to match it’s rivals.
The interior was somewhat luxurious in comparison to the rest of its Group B-level specification. Grey suede and red fabric adorned the seats, dashboard and door trims with a leather bound 350mm MOMO steering wheel and gear knob. The dashboard itself was probably the biggest step away from the standard Charade Turbo, the 926R getting a custom suede covered dash with two large and six smaller Veglia branded gauges with minor switch gear for basic functions only. No audio system or A/C was available. The exterior gained the previously mentioned wide body blister fenders with air ducts for the engine situated in front of the rear wheels, a vented rear hatch to allow air flow, air ducts behind the rear quarter glass for extra air flow to the engine and huge, aggressively slanted vents on the bonnet. The wheels where supplied by Campagnolo measuring 15×6JJ with Pirelli 205/50/VR15 tires at the front and 15×7JJ with Pirelli 225/50/VR15 at the rear. To finish off the exterior some very Italian Vitaloni side mirrors were included as were a set of Carello fog lamps for the redesigned front bumper.

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Ferrari 308 GTB Michelotto

Specifications:

Ferrari 308 GTB
Homologation: 01.10.1982 (B220)
Homologation: 01.01.1983 (B236)
Ferrari 308 Quattrovalvole
Homologation: 01.04.1983 (B241)
Layout: Mid Engine (Transverse), RWD
Weight: 980 kg
Top Speed: 159 mph
Cars Produced: 15 (11 Gp4, 4 GpB)
Engine Specifications:
Engine: 2927cc V8
Induction: Naturally Aspirated
Power: 288hp
Engine Specifications:
Engine: 2927cc V8 Quattrovalvole
Heads: DOHC 32 valve
Induction: Naturally Aspirated
Fuel: Bosch K-Jetronic
Power: 310bhp @ 8000rpm

Ferrari’s series production 308 had never been conceptualised with motor sport in mind, however, a handful of interesting competition cars were produced and went onto compete successfully around Europe. Most were built up by Michelotto of Padova who not only received authorisation from the factory but also got a good deal of back door assistance. The machines prepared by Michelotto and Ferrari for racing fall into three categories, Group 4, Group B and GT/M cars.
For 1983, the FIA brought in their new Group B regulations forcing Michelotto to develop a qualifying version of the 308. Because a batch of 25 highly modified GTB Evolution’s was more or less out of the question, the specification of these Group B contenders wasn’t allowed to change that much from the standard road car. The most significant development from previous Group 4 cars was Michelotto’s choice of the Quattrovalvole engine as their starting point. Somewhat curiously, however, the first car was fitted with an older two-valve head rather then the QV unit as used on the subsequent three cars.
There was rose-jointed suspension all-round and more powerful Brembo brakes, new Canonica wheels and Pirelli rubber coming fitted as standard although both these were routinely changed. The forced substitution of those beautiful Campagnolo wheels for narrower, more standard looking five-spoke Canonica’s led to a reduction in track compared to the Group 4 spec cars. Three of the Group B 308’s were fitted with QV four-valve engines that produced 310bhp at 8000rpm, the first car (chassis 18869) using a 288bhp two-valve motor. The mechanical Kugelfischer fuel injection of Group 4 cars was changed to electronic Bosch K-Jetronic while, overall, the Group B variants came out some 30kg heavier because of their stock GRP and steel body panels. Just four were constructed by Michelotto over the winter of 1982/’83 to participate in various European Group B rally championships.

The four Michelotto cars were raced by the Italian Rally team Pro Motor Sport. Chassis 22409 (pictured) was very successful in multiple major rallies, winning the Marca Trevigiani and Città de Bassano, driven by Giulio and Pasutti respectively, coming in second in both the Targa Florio and Isola d’Elba driven by Battistolli; and second again in the Príncipe de Asturias driven by Tognana. Chassis 18869 and 18971 both won 1st place in the Sicillian Rally Championship in ’83 and ’84 respectively. Chassis 18847 had 2nd place finish at the ’84 Della Lana.

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Ferrari 288 GTO Evoluzione

Special attention must go to Ferrari’s five awesome development vehicles built to take the GTO concept to it’s limit. Designated GTO Evoluzione’s, these experimental cars were originally conceptualised as the 288 competition variants that would contest Group B. However, they later took on the role of mobile test beds for the technology that would be incorporated onto 1987’s F40. With the Evoluzione, Ferrari greatly increased their use of composite panels on a chassis that was still closely related to the 288 (steel tubes and composite reinforcements).
Higher cabin sill extensions were especially noticeable from within the cockpit and were retained for the F40. The first engine plumbed into an Evoluzione was designated Tipo F114 CR and featured the turbo pressure cranked up to 1.4 bar (compared to 0.8 bar for road car), compression being increased to 7.8:1 from the 288’s 7.6:1. These changes alone resulted in a reliable power hike to 530bhp at 7500rpm. The R in it’s engine designation referred to the fact that these units were originally intended for use in Rallying – a site that is hard to imagine with the mass produced sedans that dominate WRC events today. The next development, Ferrari’s Tipo F114 CK (K to designate a circuit engine) featured an even further enhanced specification. Thanks to larger diameter IHI turbochargers, power soared to a Grand Prix-rivalling 650bhp at 7800rpm! Combine such figures with the ultra light 940kg weight (the original 288 GTO weighed in at 1220kg) and a cocktail of almighty performance was complete. Depending on gear ratios, a top speed of 225mph was reputedly possible while sprinting from zero to 125mph took less than ten seconds. As was becoming commonplace in top level competition cars, composite panels were used for the entire Evoluzione shell, the lines of which had significantly evolved from the lithe elegance of Pininfarina’s original 288.

Specifications:

Ferrari 288 GTO Evoluzione
Homologation: Prototype
Weight: 294kg
Top Speed: 255mph
Cars Produced: 5
Engine Specifications:
Name: Tipo F114 CR
Engine: 2855cc V8
Induction: Forced (Twin IHI turbos @ 20psi)
Fuel: Weber-Marelli fuel injection
Compression: 7.8:1
Power: 530hp @ 7500rpm
Name: Tipo F114 CK
2855cc V8
Induction: Forced (Twin IHI turbos)
Fuel: Weber-Marelli fuel injection
Power: 650bhp @ 7800rpm

The nose seemed to have been influenced Pininfarina’s Series II and III BB LM’s, the Michelotto 308 GT/M’s of 1984/’85 and perhaps most surprisingly, the Facetti-modified Group 5 308 CARMA. Deeper side skirts minimised air flow underneath the car, the only really obvious similiarties with the 288 having come around the doors, windscreen and cockpit sides. As had been the case at the front, the rear bodywork was fashioned purely with function in mind, a multitude of ducts and louvres finding their way onto the doors, screen, deck and wings.
250 GTO-style louvres were cut deep into the rear wings while a phenomenal array of vents were located on the rear quarters and perspex screen, many of many of which went on to be used for the F40. The aero pack was completed by a huge fully adjustable rear wing complimented, at it’s base, by a supplementary gurney flap. As you would have expected, the interior was bereft of anything considered unnecessary in the pursuit of ultimate performance. The only similarity to the original 288 cabin was the instrument binnacle, everything else having been subtly redesigned and later incorporated more or less directly into the legendary F40. Ferrari had originally intended for 25 GTO Evoluzione’s to be constructed, that number being FISA’s minimum requirement for qualification of race legal Evoluzione’s should Ferrari have wanted to participate in Group B circuit or rally racing with the car. In fact though, only five were ever built and only 2 of those exist today.