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Grupo B Memórias
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Citroën BX 4TC
Although rarely remembered, the Citroën BX 4TC was the pinacle of Citroën’s group B efforts. It was based on a similar concept to the Audi Quattro, in that it had a front-engine, monocoque chassis design. The BX 4TC could have been successful had it been introduced earlier, but because it was introduced in 1986, it was outclassed by competitors with space frames, mid-engine layouts and a several year development advantage. The BX 4TC competed in one world championship rally, suffered three mechanical failures, was rolled back onto the boat, and was never seen again in world rally competition.
Specifications:
Citroën BX-4TC
Homologation: 01.10.1986 (B279)
Class: Under 3000cc (2142cc x 1.4 = 2998cc)
Layout: Front Engine (Longetudinal) 4WD)
Engine Specifications:
Engine: 2142c Inline 4 cylinder
Induction: Forced (KKK Type K26 Turbo @ 18psi)
Redline: 8000rpm
Power: 380bhp @ 7000rpm
Torque: 253ft/lbs @ 5500rpm
Citroën built 20 of these Evolution BX 4TC’s in the Citroën Competition workshop at Trappes. Technical father Guy Verrier developed this car using only Citroen parts, elements and mechanics. The 4TC EVO has basicly the same engine as the 4TC, only differences are the turbo-compressor (KKK type K26) at 18psi of boost. The engine reved to a maximum of 8000 rpm, maximum power of 380 bhp and 7000 rpm and maximum torque 253ft/lbs. at 5500 rpm. Drivers Jean-Claude Andruet and Phillipe Wambergue performed development tests piloted the BX 4TC’s in rallies. The car however would only compete in 15 rallies, of which only 3 where FISA WRC events (Monte Carlo, Portugal and the Acropolis Rally). It retired in 13 of the 15 rallies.
With the exeception of two models which were saved (in the Citroen and Hommel collections) the 18 others were probably destroyed. However at least three bodyshells managed to escape the hands of the breakers. Two of them were recovered by amateur driver P. Pivert who after great efforts was able to rebuild one Evolution model in 1989. This car was later destroyed in a violent crash, remainings of this car were used to build up the second bodyshell, which should still be alive. The third bodyshell was for sale (very discreetly) in a garage in the Paris area in 1992. One of the very few pictures from the Citroën collection in some very secret hall closed for public. Citroën seems to have kept at least 1 BX 16 valve touring car, 1 BX 4TC EVO and 1 ‘ordinary’ BX 4TC.
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Mazda RX-7
Specifications:
Mazda RX7 (FB332)
Homologation: 01.02.1984 (B255)
Class: ?? (1308cc x 2.0 = 2615cc)
Weight: 960kg
Engine Specifications:
Engine: 1308cc Wankel Rotary
Power: 300hp @ 8500rpm
Torque: 270 @ 7500rpm
Mazda wanted no part of the Group B class. Early efforts by Rod Millen and Timo Salonen seemed to be ignored. Achim Warmbold aimed to get their attention by creating Mazda Rally Team (MRT), but Mazda headquarters appeared to ignore it. Several drivers competed in group B RX7s. Ingvar Carlsson placed 3rd in the 1985 Rally Acropolis for MRT. Achim Warmbold managed to place 6th at that rally as well. Mazda did notice these results, but instead of backing the Group B RX7s, they decided to put their effort behind a group A 323.
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Mitsubishi Starion 4wd
Based on the rear wheel drive Mitsubishi flagship, the Starion, the Starion 4WD set out with the goal of winning in group B. It was a 4WD, 350 horsepower version of the Mitsubishi Starion, being developed for group B international competition by Andrew Cowan’s British-based Ralliart Team. The team included Alan Wilkinson — an engineer whose rallying credentials are second to none. He came to Team Ralliart via Ford’s competition department, Toyota Team Europe and Audi Sport UK, where he was responsible for their very successful Quattro. The mechanical specification of the Starion 4WD Rally were very much a large part of Alan Wilkinson’s job, to develop a competition configuration for the car that can then be used for the 20 evolutionary models the company needed to build to gain Group B homologation. With permanent four-wheel-drive and a 2-litre turbocharged engine, the Starion Rally is a very far cry from the old Lancers. Official Group B homologation of the Starion Rally would have come in time for the team to make its debut in world championship rallying with a two car entry on the 1986 Lombard RAC Rally in November. Homologation never occured after it was announced that the 1986 season would be the last for Group B.
Specifications:
Homologation: None – Prototype
Weight: 1050 kg (2315 lbs) estimated
Layout: Front Engine (longetudinal), 4WD
Steering: Rack & Pinion steering
Engine Specifications:
Engine: 1995cc Inline 4 cylinder (4G63 “Sirius Dash”)
Engine (Evolution): 2140cc Inline 4 cylinder (4G63)
Compression 8.0:1
Head: SOHC 12 valve w/ the 2nd Intake valve opening over 2500 rpm
Fuel: Bosch EFI
Induction: Forced (MHI Turbo @ 14 psi)
Power: 350 hp @ 6500 rpm
Torque: 253 ft/lbs. @ 4500 rpm
During its early development the Starion used a version of Mitsubishi’s two-litre turbo engine, with intercooler and computer controlled fuel injection system. But the goal was 350hp using the Sirius Dash engine that Mitsubishi announced at the 1983 Tokyo motor show. This engine featured a special three valves per cylinder head with two inlet valves for each cylinder—one operates all the time and the other is electronically controlled to come into operation only over 2500rpm. It is said to provide good top end performance without having to sacrifice power at the lower end of the rev range. Fuel injection was handled by a Bosch EFI computer. The turbocharger is of unknown size but was manufactured by Mitusbishi Heavey Industries.
Power is transfered through a twin plate clutch to the same 5 speed transmission as the RWD Starion, but with stonger internals and a transfer case from the Pajero. This takes the drive sideways to a second propshaft that goes forwards to the front wheels: torque is permanently 50% / 50% front/rear. It would have required considerable effort to design an alternate system for what is regarded as only the marginal benefits of adjustable torque split. The front axel line runs under number two cylinder. This results in the engine sitting higher in the chassis, but it would create insuperable problems to move the power unit significantly further back. This resulted in the crank centerline being about 6 degrees from the horizontal.
The project had been conceived as a converted RWD car and the was still front-end heavy. It runs on the same, 96″ wheelbase as the standard car but, overall, it is nearly 6″ shorter. The most visible change to the chassis was to shorten the front overhang, a simple operation because new, lightweight front panels had to be designed in any case. The flip up headlights were replaced by more traditional sealed beam units. Getting the weight down to a minimum has been an important objective in the Starion’s design and as a result the car uses carbon-fibre reinforced plastics for the propshafts, sumpguard and lower control arms of the McPherson strut suspension. Virtually all the exterior body panels are in glass-fibre and plastic (Carbon & Kevlar on Evolution models): bonnet, tailgate, door skins, wings, bumpers and spoilers. The resulting weight was around 1050 kgs.
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Moskvitch 2141-KR
Specifications:
Mosskvich 2141-KR
Homologation: None – Prototype
Layout: Mid Engine (Longetudinal), RWD
Top Speed: 125mph
Engine Specifications:
1995cc Inline 4 Cylinder
Induction: Naturally Aspirated
Fuel: Twin Weber Carbs
Power: 175hp
Tras un tiempo de ausencia obligada, os quiero traer uno de esos extraños casos en el mundo del automóvil, en este caso en concreto fue un hito del automóvil soviético casi desconocido para el gran público. El Moskvitch 2141 “Aleko”, que a pesar de tener una disposición técnica no muy avanzada, si represento un gran avance respecto a los viejos automóviles de la marca. Aunque no se trataba mas que una copia del Simca 1307 que en España fue conocido como Chrysler 150, donde no tan solo fe copiada la planta motriz sino prácticamente todo el diseño lo que ayudo a reducir de manera drástica los costes en el desarrollo del coche.
El Moskvitch 2141 “Aleko” este coche era innovador no solo desde el punto de vista estético con un innovador estilo hatchback dejando atrás la antigua estética de los automóviles soviéticos, pero también desde el punto de vista técnico, dejando atrás la antigua concepción de automóvil con tracción trasera y suspensión trasera por eje rígido para dar paso a una concepción más moderna con tracción delantera o la suspensión delantera tipo McPherson. Desde el punto de vista mecánica, no distaba mucho de sus otros hermano ya que el motor era el mismo de los anteriores Moskvitch pero adaptado a la traccion delantera, debido a esta adaptación el motor tuvo que ser montado longitudinalmente ya que era excesivamente grande para la posición transversal.
Pero la versión más interesante de este modelo, fue el 2141 KR una versión especialmente diseñada para el rally. El 2141 KR fue concebido por los ingenieros moscovitas como un coche de rally extremo, siguiendo las especificaciones de los monstruosos Grupo B. Siguiendo la formula la misma fórmula que Peugeot, Lancia o Austin, se conservó más o menos intacta la estética original del 2141, siendo una de las pocas cosas que se conservó del automóvil original.
Técnicamente el 2141 KR también seguía el ejemplo de otros Grupo B, con un chasis tubular con carrocería de fibra de vidrio, que le permitía tener una masa muy reducida. La disposición mecánica era de motor central y dispuesto en posición longitudinal, este motor era un cuatro cilindros en línea de 1995 cc alimentado por dos carburadores Weber con lo que conseguía obtener unos 175 cv de potencia. Debido a su escaso peso y su potencia le permitía alcanzar las 125 Mph o lo que es lo mismo unos 200 Km/h
Debido al escaso interés que despertó este modelo, no llego a pasar de ser un prototipo con lo que nunca fue homologado. A pesar de no tener el glamour de un Lancia Delta o un Audi Quattro, no deja de ser un automóvil sumamente exclusivo y particular. Actualmente el prototipo del 2141 KR se encuentra en el Autoreview museo de Moscú.
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Nissan 240RS
Specifications:
Homologation: 01.01.1983 (B233)
Weight: 970 kg (2138 lbs)
Early Engine:
Engine: 2340cc Inline 4 cylinder (FJ24)
Bore: 92 mm
Stroke: 88 mm
Compression ratio: 11.0:1
Head: DOHC 16 valve
Fuel: 2 x 50 mm Solexi PPH side draft carburettors
Induction: Naturally Aspirated
Power: 238 hp @ 7200 rpm
Torque: 177 ft/lbs. @ 6000 rpm
Cam: 72°
Late Engine:
Engine: 2340cc Inline 4 cylinder (FJ24)
Bore: 92 mm
Stroke: 88 mm
Compression ratio: 11.0:1
Head: DOHC 16 valve
Fuel: 2 x 50 mm Solexi PPH side draft carburettors
Induction: Naturally Aspirated
Power: 277hp @ 8000 rpm
Torque: 195 ft/lbs. @ 2600 rpm
Cam: 76°
Oil System: Dry Sump
Nissan had had success in motorsports for many years. In 1982 it took a great leap from the 280ZX rally cars of the 1970s into the world of Group B rally. The Nissan 240RS (chassis code BS110) was developed for Group B. It was powered by a 2.4L DOHC engine also known as the FJ20. Power was transfered to the rear wheels using a Nismo competition trasnmission.
The 240RS was powered by a new engine developed for Group B. The bore and stroke was increased from the popular 2.0 liter FJ20 engine (89mm bore / 80mm stroke), to 2.4L (92mm bore / 88mm stroke) to be known as the FJ24. The FJ24 is unique among the FJ Family in that it used a Twin Webber carburator fueling setup instead of Electronic fuel injection. The FJ24 also used larger ports, thicker conrods and much shorter pistons which resulted in a very high compression ratio of 11.0:1. This motor was developed soley for the purpose of rallying.
URL=https://imageshack.com/i/pbdEgtadj][/URL]
PS: Por volta de 2009 alguém em França encontrou uma unidade destas num sucateiro. Pelo que sei o carro foi comprado para restauro, mas não havia documentos do mesmo. Não sei como ficou esta situação, mas deixo o link em baixo para lerem.
http://www.forum-auto.com/sport-auto...ujet378910.htm
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Originalmente Colocado por now Ver PostMazda RX-7
Specifications:
Mazda RX7 (FB332)
Homologation: 01.02.1984 (B255)
Class: ?? (1308cc x 2.0 = 2615cc)
Weight: 960kg
Engine Specifications:
Engine: 1308cc Wankel Rotary
Power: 300hp @ 8500rpm
Torque: 270 @ 7500rpm
Mazda wanted no part of the Group B class. Early efforts by Rod Millen and Timo Salonen seemed to be ignored. Achim Warmbold aimed to get their attention by creating Mazda Rally Team (MRT), but Mazda headquarters appeared to ignore it. Several drivers competed in group B RX7s. Ingvar Carlsson placed 3rd in the 1985 Rally Acropolis for MRT. Achim Warmbold managed to place 6th at that rally as well. Mazda did notice these results, but instead of backing the Group B RX7s, they decided to put their effort behind a group A 323.
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Grupo B Memórias
Originalmente Colocado por Mrodrigues Ver Post
Eis o tanque japonês.
Para quando um regresso do mundial aos rallies africanos? Saudades....Editado pela última vez por now; 07 October 2015, 20:08.
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Turbo, o conceito tinha algumas semelhanças, eram percorridos inúmeros kms em estrada aberta, mas bem diferente dos rali raid, era sprint de resistência, bem sei que hoje em dia quem anda na América do Sul em equipas de top anda praticamente sempre em sprint, mas era mais savana com carros de rali, logo, mais baixos, também não havia navegação.
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Originalmente Colocado por now Ver PostMas antes desse, já outro japonês tinha dominado o rally Safari. Neste caso foi o Mitsubishi Lancer GSR 1600. Inclusive chegou a ocupar os 4 primeiros lugares.
Para quando um regresso do mundial aos rallies africanos? Saudades....
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Originalmente Colocado por Mrodrigues Ver PostTurbo, o conceito tinha algumas semelhanças, eram percorridos inúmeros kms em estrada aberta, mas bem diferente dos rali raid, era sprint de resistência, bem sei que hoje em dia quem anda na América do Sul em equipas de top anda praticamente sempre em sprint, mas era mais savana com carros de rali, logo, mais baixos, também não havia navegação.
As origens do Dakar são do mais atribulado possível, sempre a correr e fazer rasa a tiro de espingarda automática.
Nem considero que ainda haja Dakar, há uma operação de marketing no máximo, e com tanta panóplia de coisa tecnológica não passam muita vez em local de percurso, que monotonia, os camiões IVECO ainda dão lume à coisa.
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Este carro era qualquer coisa, que equilíbrio! Pecava pela ausência de quatro rodas motrizes, por três vezes p.ex. começou o rali de Portugal na frente (Sintra), após a Póvoa de Varzim começava a perder terreno para os 4x4 ,83 e 84 perdeu para os Quatro, em 85 para o 205 de salonen, mas a épica edição de 84 ficará para sempre na memória dos amantes deste desporto.
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