Groub B Rally Cars

[Cotterik]

Thread by Cotterik + Mustang

FIA (International Automobile Federation) introduced Group B in 1982 as the most exotic category in motor rallying. The regulations for Group B required the manfacturers to build only 200 road cars, very much lower than Group A's 5000 cars. Besides, more modifications were allowed for the race version. Therefore car makers could put as much state-of-the-art technology as possible into their racing cars.

This created a golden era in motor rallying history - Audi, Lancia, Peugoet, Ford, Citroen and Austin Rover created many super rally cars to compete in World Rally Championship, all with at least 400 horsepower, lightweight Kevlar body and most of them were mid-engined and 4-wheel drive also. Recalling that period, motor rally enthusiasts always regard that as the best moment of their life. WRC had never been as exciting as that period.

What a pity the Group B ended in misery. In 1986 season, series of accidents involving spectators as well as led to the death of Lancia's top driver Henri Toivonen and navigator Sergio Cresto happened. Group B was accused of being too powerful and too light to be controllable. As a result, FIA axed it after that season.http://www.hisparally.net/hisparally//galerias/Peugeot%20205%20T16-Vatanen,%20Harryman-Rally%20de%20Corcega-Peugeot%20Sport-5.jpg

[Cotterik]

http://gamma.nic.fi/~globe/rally/paradise/pics/b_quattros1.jpg

Since 1981, Audi stormed the rally world with its 4WD pioneering Quattro and established the reputation as King of Rally. In fact, Audi was not unbeatable. The biggest insult came when it was beaten by the rear-wheel drive Lancia 037 in 1983, this proved that a winning car also need a complete good package besides the drivetrain. Therefore it went to the drawing board again and created the mighty Quattro Sport - the most powerful rally car in history.

The 2133 c.c. all-alloy 5-cylinder unit had 4-valve head plus a big turbocharger. Maximum power in race car reached 500 hp, while the road car still managed to put out 300 hp. No wonder R&T recorded 3.6 sec for 0-60 mph and 11.8 sec for quarter mile for the race version, both were faster than Peugeot 205T16, Ford RS200 and Lancia 037.

The chassis was as conservative as the normal Quattro road car - steel monocoque was retained, front-engined configuration remained unchanged. To reduce weight and enhance nimbleness, wheelbase was shortened by a massive 12.6 inches. This led to the very strange-looking appearance - it simply looked like a Quattro coupe with the center section chopped away. Short wheelbase married with long overhangs in front and tail, what a contrast to today's design philosophy !

The body was made of mostly Kevlar, some aluminium and glass-fiber, just like other Group B cars. Also like other Group B cars, the Quattro Sport road car was very difficult to drive. It was very raw, too.


Engine

No. cylinder

5 in line

CC (x1.4 if turbocharged)

2110 (2954)

Bore / Stroke (mm)

79.5 / 85

Comp. Ratio

7,5:1

Max.Power (bhp)

444

Revs.

7500

Max.Torque (kg/m)

49

Revs.

5500

Induction

Bosch Motronic

Turbo

Inj. KKK Turbo

No. Valves

20

No. + Position Cams

2 Overhead Camshaft

Location

Front-Longitudinal

Transmission

Location


4WD

Differential (Front-Central-Rear)

Clutch (Manufacturer)


2 plate

Gearbox (Manufacturer)

6 speed

[Mustang]

here are some more pics :)


1 (http://www.amcarsquattro.co.uk/images/gallery/Rally_Cars/Finale/sport1.jpg)
2 (http://www.amcarsquattro.co.uk/images/gallery/Rally_Cars/Finale/sport2.jpg)
3 (http://www.amcarsquattro.co.uk/images/gallery/Rally_Cars/Finale/sport3.jpg)
4 (http://www.amcarsquattro.co.uk/images/gallery/Rally_Cars/Finale/sport5.jpg)
5 (http://www.amcarsquattro.co.uk/images/gallery/Rally_Cars/Finale/sport6.jpg)
6 (http://www.amcarsquattro.co.uk/images/gallery/Rally_Cars/Finale/sport7.jpg)
7 (http://www.amcarsquattro.co.uk/images/gallery/Rally_Cars/Finale/S11.jpg)
8 (http://www.amcarsquattro.co.uk/images/gallery/Rally_Cars/Finale/s12b.JPG)
9 (http://www.amcarsquattro.co.uk/images/gallery/Rally_Cars/Finale/S15b.JPG)
10 (http://www.amcarsquattro.co.uk/images/gallery/Rally_Cars/Finale/pikes1.jpg)
11 (http://www.amcarsquattro.co.uk/images/gallery/Rally_Cars/Finale/pikes_evo2.jpg)
12 (http://www.amcarsquattro.co.uk/images/gallery/Rally_Cars/Finale/pikes_%20evo3.jpg)

[Mustang]

and some more of all the cars with info about them

http://www.stormloader.com/groupb/gallery.html

[Cotterik]

http://gamma.nic.fi/~globe/rally/paradise/pics/b_205t16e2.jpg

Undoubtedly, the emergence of Peugeot 205 T16 represented a new generation of Group B cars which could eat the old generation (headed by Audi Quattro Sport) for breakfast. While Quattro Sport was still front-engined, with a heavy monocoque chassis, Peugeot redefined the rules as mid-engined, space frame chassis and at least 100 lb lighter.

The 1.8-litre 16 valves turbocharged four generated up to 440 hp in race form but only 195 hp in road trim - in fact, unlike Audi and Ford, Peugeot (as well as Lancia S4) had no intention to fulfill the customers' expectation. All it wanted was to win the WRC and spend as little to the road car development as possible.

However, the road car still (had to) shared most of the advanced technology with the race car, including the unique center differential which enable on-board selection of different torque slit ratio between front and rear axle. Driver might select the most suitable setting for different kinds of road.

Engine

No. cylinder

4 in line

CC (x1.4 if turbocharged)


1774 (2485)

Bore / Stroke (mm)


83 / 82

Comp. Ratio


7,0:1

Max.Power (bhp)


450

Revs.


8000

Max.Torque (kg/m)


50

Revs.


5500

Induction


Bosch

Turbo


Garrett

No. Valves

16

No. + Position Cams


2 Overhead Camshaft

Location


Mid-Transverse

Transmission


Location


4WD

Differential (Front-Central-Rear)


Clutch (Manufacturer)


2 plate

Gearbox (Manufacturer)


5 speed

Brakes


Front


DV303

Rear


DV303

Suspension (shock absorbers)


Front


Wishbone+Coil

Rear


Wishbone+Coil

Dimensions


Length (mm)


3825

Widht (mm)


1674

Height (mm)


1353

Wheelbase (mm)


2540

Front track (mm)


1430

Rear track (mm)


1430

Weight (kg)


910

Date 1st Homologation (number)


1.4.1984 (B262) E2 1.4.1985

1st Major Rally


Corsica 1984

Debut: 205 Turbo 16 E2


Corsica 1985

WRC Wins (16)


Finland 1984 (Vatanen)


Italy 1984 (Vatanen)


RAC 1984 (Vatanen)


Monte Carlo 1985 (Vatanen)


Sweden 1985 (Vatanen)


Portugal 1985 (Salonen)


Greece 1985 (Salonen)


New Zealand 1985 (Salonen)


Argentina 1985 (Salonen)


Finland 1985 (Salonen)


Sweden 1986 (Kankkunen)



Corsica 1986 (Saby)


Greece 1986 (Kankkunen)


New Zealand 1986 (Kankkunen)


Finland 1986 (Salonen)


RAC 1986 (Salonen)

[McReis]

I was expecting new pics...:(

[Mustang]

Lancia 307



It was developed based on Lancia Beta Monte Carlo, a mid-engined sports car that looked better than it went. Even in rally form, its low-body and tilt-windscreen told you its real nature. Its 2.0 engine was modified by Abarth, with 16 valves and a root type supercharger added to boost power to 205 hp. In race car form, even the final Evolution 2 had only 325 hp, well below the average of 400 plus for its competitors. In addition, being the earliest Group B car, Lancia Monte Carlo 037 was driven by rear wheels, so Lancia eventually replaced it with the Delta S4.

Model

Lancia Monte Carlo 037
Year of production

1982
Layout

Mid-engined, Rwd
Chassis

Steel monocoque with glass fiber body
Engine

Inline-4, dohc, 4v/cyl, supercharger
Capacity

1995 c.c.
Power

205 hp
Torque

173 lbft
Gearbox

5M
Weight

1170 kg
Top speed

137 mph (estimated)
0-60 mph

7.0 sec (estimated)

[Mustang]

307 #2

[Mustang]

307 #3

[Mustang]

307 #4

[Mustang]

307 #5

[Mustang]

307 #6

[Mustang]

307 #7

[Cotterik]

http://www.neko.co.jp/guest/magazine/carmagazine/223/s4.jpg

Being one of the most high-tech cars ever built, Delta S4 had a legendary and dramatic fate. It had actually no relationship with the production Delta series, as you can see from its mid-engined design and tubular space frame chassis. It was designed for pure racing purpose from day one, aiming to beat Peugeot 205T16 and Audi Quattro Sport in Group B world rally championship. It would have done that, if fate was not against it.

http://www.autozine.org/strange_car/strange_pic_lancia_s4_rally.jpghttp://www.autozine.org/strange_car/strange_pic_lancia_s4_rally2.jpg
http://www.autozine.org/strange_car/strange_pic_lancia_s4_2.jpghttp://www.autozine.org/strange_car/strange_pic_lancia_s4.jpg

Although Lancia already had a mid-engined race car called "037" (or "Monte Carlo" for road version), this car was found outpowered (only 325hp, compared with 440hp of Peugoet and 500hp of Audi) and outhandled by rivals (2WD only, unlike Audi and Peugeot's 4WD). Therefore Lancia had to develop the Delta S4 as a replacement.

Like contemporary rivals, Delta S4 was styled and named to promote the mass-production Delta. In fact, under the skin it was a clean sheet design. Being disagreed with Audi Quattro Sport's front-engined theory, it adopted the more popular mid-engined layout. The engine was longitudinally mounted behind the front seats, directly driving the viscous-coupling LSD which transfered 30% torque to front wheels and 70% to the rear. At each of the corners of the steel tubular space frame chassis, double wishbones and twin absorbers were employed as suspensions. All these were covered by a glass-fibre / epoxy resin composite body. (Kevlar for race car)

While its 4WD system was not as advanced as Peugeot 205T16's (which had variable torque split between front and rear axles), its engine was by far advancer. As I know, it was the only car ever employed turbocharger and supercharger simultaneously.

http://www.autozine.org/strange_car/strange_pic_lancia_s4_charge.jpg
Turbocharger is generally regarded as the most efficient means of forced induction, but it requires higher rev (hence a lot of exhaust gas) to operate. The result is poor low-speed power and the presense of turbo lag. On the contrary, supercharger performs strongly and instantly right from idle, but it is rahter inefficient in high rpm. For a rally car, a flat torque curve over a wide range of rpm is always very crucial, since rally car has to brake to very slow in tight corners and then accelerate to near top speed in 10 seconds. Therefore Lancia spent a lot money with Abarth to develop a system combining both turbocharger and supercharger to get a perfect output. It employed twin intercoolers, one for the turbo and one for the supercharger. The supercharger worked at low speed. Once the turbo cut in, a bypass valve relieved the pressure from the supercharger so that energy efficiency was be lifted.

This system was not only complex, but also faced great difficulties during development. The biggest problem was the transition between supercharging and turbocharging, since a short zero-boost period existed. However, after further developement, this problem was eventually solved.

As a result, the 1.8-litre engine had an outstanding power of 250 hp and a healthy 214 lbft of torque, while the rally car had at least 470 hp and 333 lbft.

Like other Group B cars, only 200 units of road version were made to fulfill the minimum requirement for homologation.

In WRC, Delta S4 experienced a dramatic fate. It won its debut race, then continued to dominate the following races and was leading both the driver and manufacturer championship standings. Such excellent results amazed everyone, since it was a completely new car. In 1986, Tour de Corse (Corsica Rally), leading driver Henri Toivonen and navigator Sergio Cresto crashed in their S4 and both were killed. The team lost its momentum and eventually handed the title to Peugeot. This accident led to the rethink of Group B cars. Races went on but finally FIA annouced the termination of Group B, because it was too powerful and dangerous. Therefore, Delta S4 became the most outstanding rally car in history that did not won world title.

http://www.riminituning.it/img/bott/rally/bolidi/foto_max/deltaS4_2max.jpg

Model

Delta S4
Year of production

1985
Layout

Mid-engined, 4wd
Chassis

Tubular space frame + box section structure, glass-fibre + epoxy body panel
Engine

Inline-4, dohc, 4v/cyl, turbo, supercharger.
Capacity

1759 c.c.
Power

250 hp
Torque

214 lbft
Gearbox

5M
Weight

1200 kg
Top speed

140 mph (claimed)
0-60 mph

6.0 sec (claimed)

http://www.riminituning.it/img/bott/rally/bolidi/foto_max/deltaS4_3max.jpg

[Mustang]

307 #8

[Mustang]

307 #9

[Mustang]

307 #10

[Mustang]

307 #11 - and last :)

[netburner]

The Lancia is called "037", not "307", thats the Peugeot from 2004 to now ;)

[Cotterik]

he's right :p

[Mustang]

The Lancia is called "037", not "307", thats the Peugeot from 2004 to now ;)


oops sorry bout that :p shows me not to copy and paste first mistake :p

[Matra et Alpine]

Lancia 037
It was developed based on Lancia Beta Monte Carlo,
WHere are tou pulling the info from ?
The 037 was a spaceframe chassis front and rear hangin off what was basically the Monte Carlo's windscreen and door surrounds. "Based on" was a VERY loose term to apply to it.
Also, some of the estimated figures in other posts were published in the AUDI Yearbooks eg the T16 was 200hp in road trim. I don't have time to check over all of them, but maybe you coudl confirm the source ??

[Mustang]

WHere are tou pulling the info from ?
The 037 was a spaceframe chassis front and rear hangin off what was basically the Monte Carlo's windscreen and door surrounds. "Based on" was a VERY loose term to apply to it.
Also, some of the estimated figures in other posts were published in the AUDI Yearbooks eg the T16 was 200hp in road trim. I don't have time to check over all of them, but maybe you coudl confirm the source ??


dunno about the source, youll have to ask rik, i was given the info over msn :p

[d-quik]

this thread is good

[UCR]

Im glad to see some members making a great contribution to Ucp.

[Manik]

wow great pics and some awesome information
thx mustang.

[Mustang]

wow great pics and some awesome information
thx mustang.


its ok any time, just dont rely on the info that much if what marta is saying is true, which it probably is.

there is many many more things to come i jsut got 150 more pics of the carious group b cars before ill post them tomorrow

[Matra et Alpine]

there is many many more things to come i jsut got 150 more pics of the carious group b cars before ill post them tomorrow
excellent :)
I'll try and find the time to scan the specs and cross-check them ( actually it might be easier to just scan the Audi yearbook pages and post THEM :) )

[Cotterik]

wow great pics and some awesome information
thx mustang.

haha wait who started this thread? :p

[Matra et Alpine]

haha wait who started this thread? :p
don't panic, you get the pat on the back too :)

[d-quik]

Im glad to see some members making a great contribution to Ucp.how do ya feel about that AC Milan game?
plz provide an anwer as soon as the riots stop jim...

[Mustang]

cummon d-quick mate :p this aint no football thread :)

Metro 6R4

The MG Metro 6R4 (ie: 6-cyclinder, Rear engine, 4-wheel-drive) made its first public appearance at the end of February 1984 in a hastily prepared press launch at the Excelsior Hotel, London Airport. The reason for this was that press speculation was mounting – and in order to undergo a full development programme, Austin Rover could do without the added hassle of playing hide and seek with scoop photographers.

Specifications:
Engine Capacity: 2991cc, Bore: 92mm, Stroke: 75mm
Valve Gear: DOHC, 4 valves per cylinder, toothed belt camshaft drive
Compression ratio: 12:1, Lucas mapped electronic fuel injection
Configuration: Longways/mid mounted, 6 cylinders in 90 deg, V, dry liners, 4 main bearings, water cooled
Maximum Power: 410bhp at 9000rpm, Maximum torque: 270lb ft at 6500rpm

0-30mph 0-40mph 0-50mph 0-60mph 0-70mph 0-80mph 0-90mph 0-100mph 0-110mph
1.2s ----1.7s------ 2.4s------3.2s------4.0s------5.2s-------6.5s-----8.2s-------10.0s

[Mustang]

last pic for now


Metro 6R4

[Mustang]

Ford Rs200

http://www.stormloader.com/groupb/photos/ford_rs_200.jpg

Engine

# Type: Ford-Cosworth BDT
# Capacity: 1804cc
# Bore/stroke: 86 x 77.6 mm
# Compression ratio: 8.2:1 (nominal), plus turbocharging to 11.0 psi/0.75 Bar
# Max power: 250 bhp(DIN)at 6500-7000 rpm
# Max torque: 215 lbf.ft at 4500-5000 rpm
# Specific output: 138.5 bhp per litre
# Power/weight ratio: 211.8 bhp/tonne
# Cylinders: four, in-line, longitudinally-mounted
# Cylinder head: cast aluminium
# Block: cast aluminium
# Valve gear: four valves per cylinder, operated by twin overhead camshafts via inverted bucket-type tappets
# Fuel and ignition: Ford fuel injection, with Ford EEC-lV engine management system, Garrett AiResearch TO3/4 turbocharger and charge air intercooling
# Installation: mid-engine, longitudinally-mounted


Transmition

# Type: mid-engine, four-wheel-drive
# Gearbox: Ford/FF, five-speed manual treansaxle, all-synchromesh
# Internal ratios: lst, 2.692:1; 2nd, 1.824:1; 3rd, 1.318:1; 4th 1.043:1; 5th 0.786:1; reverse 3.083:1; transfer gear ratio 1.043:1
# Final drive: 4.375:1, with viscous coupling limited-slip differentials at front, centre and rear
# Mph per 1000 rpm in top gear: 20.16 mph

suspention

# Note: Evolution cars were mostly equipped with eight totally adjustable coil-overs and adjustable anti-roll bars front and rear
# Front: independent by twin coil springs, wishbones, anti-roll bar and telescopic dampers
# Rear: independent, by twin coil springs, wishbones, anti-roll bar and telescopic dampers

Steering

# Type: unassisted rack-and-pinion
# Lock-to-lock: 3.0 turns

Brakes

# Note: Evolution cars were usually fitted with 330 mm vented discs and four-pot callipers
# Front: 11.2 in/285 mm ventilated discs
# Rear: 11.2 in/285 mm ventilated discs
# System: hydraulic non-servo twin master cylinder

Wheels / Tyres

# Wheels: Eight-spoke cast aluminium, 8.0Jx16 in
# Tyres: 225/50VR 16

Body

# Type: Lightweight composite steel/aluminium/honeycomb tub with built in roll cage in two-door, two-seater form. Bolt-on tubular steel front and rear subframes. Glass-fibre body panels with carbon/aramid stiffening. Lift-up front and rear sections for chassis and running gear access. Optional air intake ducts depending on spec
# Dimensions: 4000 mm long, 1764 mm wide, 1322 mm high, 2530 mm wheelbase, 1502 mm front track, 1498 mm rear track
# Weight: 2602 lb/1180 kg

Performance and economy

250 bhp & (450 bhp 'works' rally car) & [550 bhp Evo car]

* Max speed: 140 mph approx (N/A) [185 mph est]
* 0-60 mph: 6.1 secs (2.8 secs) [3.06 secs]
* 0-100 mph: 17.0 secs(7.3 secs) [6.9 secs]
* Standing 1/4-mile: 15.0 secs (11.4 secs) [10.9 secs]
* Note: RS200 current Guiness Book of Records record-holder for world's fastest production' car, beating the McLaren F1
* Fuel consumption: typically 15-20 mpg (N/A) [N/A]

Price

£49,995 in late-1985

[Mustang]

Ford Rs200

[Mustang]

Rs200

[Mustang]

Lancia stratos

ENGINE

Ferrari tipo 236 E. Cast iron block, aluminum head construction. Centrally and transversally mounted.

Bore: 93mm, Stroke: 60mm, 2444 cm3 , water cooled Ferrari Dino V6@65°. C.P.S. high compression, forged billet aluminium pistons, heat-treated steel crankshaft and forged billet titanium conrods. 2 Hastings piston rings. 4 modified (310° duration), high-lift (11mm) OHC, double timing-chain driven, modified chain stretcher mechanism and solid tappets. 2 valves per cylinder (V layout@46°) with dual valve springs. Nimonic exhaust valves. Compression ratio 11.4:1. Ported and gas-flowed head. 3 twin-throat 48 IDF Weber down-draft carburetors. Upgraded Setrab water to oil heat exchanger. Bosch Super 4 ignition and uprated coil. Modified distributor using a 3 lobe cam. NGK BP8 EVX spark plugs. Relocated Group 4 alternator driven by inlet camshaft-mounted pulley. Group 4 oil catch tank. Super baffled Group 4 engine oil sump.

The engine head has been converted to use big valves (45 mm inlet, 39 mm exhaust), bronze-beryllium valve seats and guides, 3 angle valve seats.

Group4 air filter and 80mm trumpets. Group 4 exhaust manifolds. Free-flow Group 4 exhaust. Upgraded engine mounts.

Max power: approx. 265 Bhp @ 7800 rpm, 28 Kg/m @ 4500rpm

Transmition

Rear wheel drive layout. ZF Limited slip differential. Lancia Group 4 five speed, fully synchronized using uprated Goetze steel synchromeshes, dog-leg 1st gearbox.

Group 4 clutch shaft and cascade gear set, Group 4 cascade gear cover, interchangable ratios.

Gear ratios - speed at 8000 RPM (depending on cascade gear set):
1:3.143 - 56.3 or 70.38 or 82.62 Km/h
2:2.24 - 78.99 or 98.74 or 115.92 Km/h
3:1.762 - 100.43 or 125.73 or 147.37 Km/h
4:1.417 - 124.88 or 156.1 or 183.25 Km/h
5:1.154 - 153.34 or 191.67 or 225.02 Km/h
R:1.733

Final drive ratio: 3.824:1

Choice of alternative idler gear set ratios:

A: 0.937:1, B: 1.1:1, C: 1.375:1

Plate-based ZF limited slip differential set at 40%

Uprated 4 pad sintered-metallic single dry plate hydraulically operated clutch, Ø228.6mm.

Modified Ferrari 308 Group 4 high ratio rack and pinion steering, 2.5 turns lock to lock. Adjustable steering ratio.

Suspention

Front: Fully rose-jointed layout. Independent super-imposed group 4 strengthened wishbones lower track control and reaction arm, Group 4 Bilstein telescopic dampers and height-adjustable Group 4 Eibach coilover springs. Group 4 adjustable anti-roll bar

Rear: Fully rose-jointed layout. Independent McPherson struts, Group 4 Bilstein telescopic dampers and height-adjustable Group 4 Eibach coilover springs, single lower inverted strengthened wishbone plus radius arm. Group 4 adjustable anti-roll bar

Brakes

Front: Girling vented disks (271 mm), Group 4 ATE fixed 2 piston (piston Ø 48mm) monobloc aluminum calipers, Ferodo DS3000 pads

Rear: Girling vented disks (271 mm), ATE fixed 2 piston (piston Ø 38mm) cast iron calipers, Ferodo DS3000 pads

Dual circuit, no servo assistance, steel-braided teflon brake hoses.

Wheels and tyres

7.5"x14" Campagnolo cast magnesium wheels, Michelin 205/70ZR14 XWX
Alternative mounts:
8"x15" Campagnolo, 205/50ZR15 front, 225/50ZR15 rear Pirelli P Zero C tires

8"x15" Campagnolo front, 12"x15" Campagnolo rear wheels, 18/60VR15 front, 26/61VR15 rear Michelin TB15 tires

8"x15" 3 part Speedline front, 12"x15" 3 part Speedline rear wheels, 205/50ZR15 front, 285/40ZR15 rear Pirelli P7 tires

Dimensions

Length: 3710mm

Width: 1750mm-1810mm depending on the rear cover used

Height: 1114mm

Wheelbase: 2180mm

Front track: 1433-1490mm depending on wheels used

Rear track: 1457-1590mm depending on wheels used

Laden weight: 950Kg

Fuel capacity: 2 tanks totalling 80lt

Performance

0-100Km/h acceleration: 5.4 - 5.8S depending on idle gear set

0-400m acceleration: 12.6S

0-1000m acceleration: 26S

Max speed: 153 to 225 Km/h depending on idle gear set

Misc

4 Point quick-release harness, Group 4 lightweight rear body section.

[Mustang]

Lancia stratos #2

[Mustang]

Lancia Stratos #3

[Mustang]

Lancia stratos #4

[McReis]

Lancia stratos


Stratos is not a Group B! It debuted in 1972 WRC, and Group B started at 83... :rolleyes:

[Mustang]

Lancia stratos #5

[Mustang]

Stratos is not a Group B! It debuted in 1972 WRC, and Group B started at 83... :rolleyes:


yes i know im putting it in with them though becuase i couldnt think of a special place for it to go

[McReis]

That stradale looks so sweet!

[Mustang]

That stradale looks so sweet!


yep sure does :)

[Mustang]

here are some of my pics of the stratos from goodwood, might as well post them again :)

[Mustang]

renault 5 maxi

Im hoping someone can help me with specs for this car :rolleyes: i cant seem to really find anything

http://www.renaultsport.co.uk/heritage/rallycars/images/vignette.jpg

http://www.renaultclub.cz/images/sport/sport01.jpg

http://us.geocities.com/grespa/images/r5tdc01.jpg

http://us.geocities.com/grespa/images/RAgnottiCorcega86.jpg

http://www.rallygallery.com/whole_events/killarney2003/slowly_sideways/killarney2003_slowly_sideways_img_9086.jpg

first 2 pics (below) are mine so no posting anywhere else :)

[McReis]

renault 5 maxi

Im hoping someone can help me with specs for this car :rolleyes: i cant seem to really find anything
:)


The one in the 3rd pic is a 5 Turbo2 Tour de Course. Not a Maxi.


ENGINE
4 cylinder, in-line, longitudinal, pushrod-operated valves
mid-engine, 1527cc turbocharged, 350 to 400bhp

BODY
steel shell with plastic panels

SUSPENSION
Front and rear wishbone, coils springs

TRANSMISSION
5 speed gearbox, rear wheels

WEIGHT
905 kgs

Launched in 85, it won Tour de Course in the same year by the magic hands of Jean Ragnotti

[Mustang]

thanks mcreis ill post more pics later on

[Matra et Alpine]

http://www.renault.com/img/coj19853390103.jpg http://www.renault.com/img/coj19813390207.jpg http://www.renault.com/img/coj19823340101h.jpg
A wizard at rallies and a virtuoso on the racetrack, the Renault 5 Turbo is still an exceptional vehicle more than 20 years after it was first produced. This thoroughbred had a thrusting, athletic look and was the first French car running on petrol to be fitted with a turbocharger. Glowing references that gave it direct access to the world of legendary cars.

An idea... and the will to make it work

As well as the convincing result of a technical demonstration, the Renault 5 Turbo was the culmination of a tale of extraordinary human endeavour. It was the brainchild of Jean Terramorsi, deputy director of the Product Planning Department who was in charge of small-scale production models, and his assistant Henry Lherm in 1976. They wanted to bring out a more powerful version of the best-selling Renault 5, which was then being produced at a rate of 2,400 units per day, by fitting it with a turbocharger. Dubbed project number 822, the assignment would take four years to complete. Senior management gave the go-ahead because they believed it was important to come up with a successor to the Renault 8 Gordini and the Alpine Berlinette.

The specifications

Jean Terramorsi died later in 1976 but his project lived on. The Renault Sport engineers got down to the task of designing the turbo engine, while styling was entrusted to the Renault Alpine company. The specifications were extremely detailed. They stated that the Renault 5 Turbo must be "a powerful, easy-to-drive vehicle with excellent roadholding, capable of shining on the racing circuits with only a small number of alterations". Other requirements included a 1.4-litre turbocharged engine, five-speed gearbox, maximum weight of 950kg, substantial comfort, good soundproofing and an overall appearance similar to that of the Renault 5. It was also quite a challenge to design a racing car on which a roadgoing model aimed at the general public would be based. That was another first.



Monte Carlo rally, January
1981: Renault 5 Turbo First outing

March 9, 1978: late at night, as about 20 people gathered at a racetrack near Arques-la-Bataille, not far from Dieppe, a growl was heard. It came from the first prototype of the Renault 5 Turbo, which immediately got off to a good start. Among the group were Gérard Larrousse, head of Renault Sport, and Michel Tétu, an excellent all-round engineer who provided the technical input for the Renault 5 Turbo.
Further tests and adjustments were carried out. Aluminium put in an appearance on the doors and tailgate, and the Garrett company was selected to supply the turbo.

Unveiling in Paris and on to victory

The new car was introduced to the general public at the 1978 Paris Motor Show. Visitors were immediately won over by its compact, dynamic look, strapping wings, and unusual interior treatment. But the Renault 5 Turbo was anything but a showroom car. It was happier eating up the miles on the open road or getting to grips with the rally circuits. It made its racing début in the Tour of Italy in 1979. Next came the 1980 Tour of Corsica, where the car, skilfully driven by Jean Ragnotti, would have been hard to beat but for a mechanical fault. Its first victory came at the Monte Carlo rally in 1981 - only its fourth race.




Monaco, May 1982:
Renault 5 Turbo Cup An astonishing winning machine

The following season saw Ragnotti's car win the Tour of Corsica. Even so, Renault's absolute priority was its commitment to Formule 1, which meant the R5 Turbo did not take part in the world championship. Nonetheless, a lightweight, independent body was set up to continue the adventure and run national championships for the various subsidiaries. A Racing Customers Department was opened to sell more than 350 racing cars to professional or amateur drivers, offering a choice of five different models. Between 1981 and 1986 the R5 Turbo added to its list of international wins. The drivers who took it to victory were little known at the time but were soon to make names for themselves. They included Carlos Sainz, Didier Auriol, Bruno Saby, François Chatriot and Dany Snobeck.

From racing to current production

The assembly line for the Renault 5 Turbo, which provided a link between racing cars and roadgoing models, went into production at the Alpine plant in Dieppe on May 20, 1980. A total of 802 units, available in red or blue, were made that year, 536 the next year and 352 the year after that.

The European Cup

On April 5, 1981, the Renault 5 Turbo Cup was launched on the Hockenheim circuit in Germany. The first season covered 12 races on the leading European circuits, starting with Formula 1 Grands Prix and the Le Mans 24-hour race. All these events helped to further establish the fame of the car that won hearts and raised dust all over Europe. They also confirmed that its founding fathers were right to have made a commitment to an exceptional human and technological adventure.


R5 Turbo
http://www.renault.com/img/collection/1981_r5turbomontecar.jpg
Unveiled in a sneak preview at the Paris Motor Show in 1978, the Renault 5 Turbo was not coy about its ambitions. As Renault's flagship sports car, it embodied the marque's attachment to motor racing and competitive spirit.
With the Renault 5 Turbo, Renault marked its determination to return to the major rally scene as a winner, running for overall scractch ranking.

Jean Ragnotti and Renault Sport won the French Rally Championship in 1980.
Consecration came in January 1981. In its third official event, the Renault 5 Turbo achieved a memorable victory at Monte-Carlo. Behind the wheel: Jean Ragnotti.

Data sheet

Name: Renault 5 Turbo Monte-Carlo
Model year: 1981
Engine: Renault Turbo supercharged, four cylinders in line - Bore 76 m - Stroke 77 mm - Capacity 1397cc - Bosch injection, Garett T3 supercharger with exchanger - 250 bhp
Gearbox: Type UN, five forward gears and reverse, torque 9 x 35
Brakes: Hydraulic foot control power brakes, with ventilated front and rear disks, manual brake force distributor on rear wheels
Coachwork: Steel frame with elements in aluminium and composite materials
Dimensions: Length 3.66 m - Width 1.74 m - Height 1.32 - Weight: 900 kg
Top speed: from 170 to 250 km/h depending on gear ratios

Renault Elf Maxi 5 Turbo "Production Philips"
http://www.renault.com/img/collection/1987_maxi5turbo.jpg
The Renault 5 Maxi appeared in 1985, and Jean-Louis Bousquet drove it for its first two races in that season. In 1986, the Renault 5 Maxi failed to win the French Rally Championship, though Bousquet's two victories would at least allow Renault to finish fourth overall. Jean Ragnotti came in sixth.

The car was upgraded for the 1987 season, gaining 30bhp in power, and Erik Comas took over from Jean Ragnotti. With this configuration, the Renault 5 won six events out of 12 to bring home the French Superproduction Championship ahead of some very serious competition, from the likes of Audi, Porsche, Peugeot and BMW.

After the 1987 season, the "5" stood down to let its big sister -the Renault 21 Turbo 4x4- take over.


Data sheet

Name: Renault 5 Maxi Turbo
Model year: 1987
Engine: Renault four-cylinder in-line unit - Capacity 1397cc - Bore 76mm - Stroke 77mm - Garrett T4/T3 turbocharger
Nominal power: 380bhp at 7500rpm - Torque 43mkg at 5000rpm
Gearbox: Five forward gears and reverse - Two-disc clutch
Brakes: Ventilated discs front an rear - Four-piston calliper - Forced cooling - Adjustable pedal - Two master cylinders, front and rear - Adjustable limiter with hand lever and hydraulic control
Coachwork: Single shell in reinforced steel
Dimensions: 3.66m long by 1.85m wide by 1.33m high
Weight: 1080kg
Top speed: 190 to 274kph depending on gearbox ratio

(deftly "borrowed" from Renualt Sport web site )

[UCR]

how do ya feel about that AC Milan game?
plz provide an anwer as soon as the riots stop jim...
Well, bit pissed really.
I felt Milan had the better passes throughout the game but united created more goal chances.

I dont know why Carol let go of the ball, and i didnt want that away goal, incase you dont know away goals count double in the Champions league so if utd go had scored 2 last night theyd only be level.

Rooney didnt do much, either did Ronaldo, scholes did a fair share, and fortune, each player had alot of play.

But im looking forward to the second leg in Milan, lets hope Utd get a few goals, now that Ruud is back! :rolleyes:

[Rockefella]

Well, bit pissed really.
I felt Milan had the better passes throughout the game but united created more goal chances.

I dont know why Carol let go of the ball, and i didnt want that away goal, incase you dont know away goals count double in the Champions league so if utd go had scored 2 last night theyd only be level.

Rooney didnt do much, either did Ronaldo, scholes did a fair share, and fortune, each player had alot of play.

But im looking forward to the second leg in Milan, lets hope Utd get a few goals, no that Ruud is back! :rolleyes:
Should'ave been 1-1 really, Fortune missed by centimeters. :o

[UCR]

Aye, so do you yanks watch alot of football?

[Rockefella]

Aye, so do you yanks watch alot of football?
no. I watch it when I get the chance, but no one here really likes it. Our likings of sports seem to go (as a nation) Baseball> American Football> Basketball> Hockey, Golf, Soccer (Football) [my estimate]
Football, or soccer, is one of my favorite sports though.

[UCR]

no. I watch it when I get the chance, but no one here really likes it. Our likings of sports seem to go (as a nation) Baseball> American Football> Basketball> Hockey, Golf, Soccer (Football) [my estimate]
Football, or soccer, is one of my favorite sports though.
Booo!! :D

[Rockefella]

Booo!! :D
Hey, I like it.. just our Bush-luvang naytian dawn't. <= Hick accent.

[IvanThaDriver]

renault 5 maxi

Im hoping someone can help me with specs for this car :rolleyes: i cant seem to really find anything

More detailed specs here (http://www.ultimatecarpage.com/forum/showthread.php?t=7801&page=2)

[XPower]

Just to set the record straight, the R in 6R4 actually stands for RALLY, not REAR. Here is a brief history I wrote for another website a year or so ago...

MG Metro 6R4 - a brief history...

November 1980 : Despite eventually becoming competitive and reliable, British Leyland Motorsport ‘retire’ the Triumph TR7 V8 from international rallying : Audi announces that they will field two ‘works’ Quattros for Hannu Mikkola and Michele Mouton on the 1981 World Rally Championship : the shape of World Championship rallying was to change forever...

Immediately after the 1980 Lombard RAC Rally, British Leyland Motorsport began to plan ahead for the team’s first serious attempt at rallying at the highest level. With a lack of expertise in the department, John Davenport approached Williams G P Engineering in 1981 with a view to them designing British Leyland’s future world rally contender.

After much discussion, the ‘VHPD’ (Very High Performance Derivative) emerged as a mid-engine, four wheel drive Metro. The team having already rejected a front-engined V8 Metro with rear wheel drive (primarily due to the driver having to sit that far back, that he couldn’t actually see the front of the car!), but also any use of the forthcoming Maestro shell altogether. As Davenport commented at the 1984 launch, “A small car makes a small track look bigger!”.

As other manufacturers had found it difficult selling all 200 of these specialised rally cars (FISA called for a manufacturer to build 200 identical cars in a 12 month period to qualify for Group B), the original brief called for an ‘Executive 2+2 GT’, complete with rear bench seat! This rear bench survived onto the final homologated cars which you can see competing to this day, even though any passengers occupying this area would have been severely deafened in the process!

Combining the benefits of both the Audi Quattro (four wheel drive) and Renault 5 Turbo (mid-engined), the Metro’s powerplant was to be the biggest decision against the trend. Being a large capacity normally aspirated engine the Metro 6R4 wouldn’t have the power lag, heat & engineering problems associated with it’s turbocharged counterparts. Instant power, instant engine braking was the answer! With a simple layout the car would be more driveable, and therefore less tiring for the crew over the busy schedules encountered on future World Rally Championship events.

Having rejected the Honda V6 (Austin Rover then shared a great deal of engineering development with the Japanese manufacturer), the only other obvious solution would be their own tried & tested 3.5 litre Rover (formerly Buick) V8 engine. Being that bit too bulky to fit in the back of the Metro, the decision was taken to cut out two cylinders and (literally!) weld it back together - hey presto, a 2.5 litre Rover V6! Fitted with a purpose made crank, Rover Vitesse racing internals and Weber carburettors it produced a healthy 250bhp - ideal to test the car until the final engine was ready.

The original prototype turned a wheel at a private airfield in Oxfordshire for the first time in February 1983 - driven by Tony Pond in plain red livery. For the next 12 months the team concentrated on private testing at a variety of venues including Austin Rover’s test track at Gaydon, aswell as Cadwell Park circuit & the MIRA wind tunnel.

In early 1984 at London Heathrow, the assembled motorsport ‘paparazzi’ witnessed Tony Pond drive through a film screen as the team announced their future rally plans to the public - the MG Metro 6R4 (6 cylinder Rally 4 wheel drive) was born! With a bold marketing step, Austin Rover Motorsport decided to show the cars in the ‘classic’ red & white livery reminiscent of the team’s very successful 1960s Mini Coopers and ‘Big’ Healeys. A really positive marketing stroke!

Promising that the team would enter national rallies to test the car in the heat of competition, the team reappeared 6 weeks later on the 1984 York National Rally. Despite taking fastest stage times on 8 stages - to lead by almost three minutes! - success was short-lived as the car retired with a previously unseen alternator fire. Even with the low-powered ‘hack’ engine the writing was on the wall - Austin Rover Motorsport had a rally car which could potentially challenge the might of Europe, and also rekindle the success of its forefathers.

Throughout 1984 the car appeared on a host of other national rallies as the team attempted to develop the car towards its eventual homologation specification. All the developments (including wider track, longer wheelbase & enhanced aerodynamics) improved the handling & stability to such a degree that the Metro 6R4 won its first rally, the 1985 Skip Brown Cars Gwynedd Rally in February.

All that the team were waiting for now was to get their hands on the new engine to replace the V8 based ‘hack’. The 3 litre Austin Rover V64V, designed by ex-Cosworth employee David Wood was a 90 degree V6 with 4 valves per cylinder (hence V64V), with belt-driven twin-overhead camshafts per bank producing either 250bhp in ‘Clubman’ form or 380/410bhp in ‘International’ tune. It was (and possibly still is?) the first ever engine designed specifically for rallying - most other manufacturers continue to rely on a modified production block and cylinder head.

With Austin Rover committed to building 200 6R4s, the homologation specification was announced to the assembled press at Knebworth House in May 1985, when Tony Pond & Marc Duez took invited journalists for a ride around a ‘mock’ rally stage. The car bore very little resemblance to either the road-going Metro saloon, or the prototype Metro 6R4 which had been announced 15 months earlier! Apart from the V64V engine & reworked aerodynamics, the car’s suspension travel had been increased by four inches by (crudely!) welding box extensions on top of the turrets. This later development meant that the team could use the latest 390mm Michelin tyres developed for Audi & Peugeot. The package really worked, with victory the day later on the 1985 Autofit Argyle Stages - the car was fastest on all 9 special stages to win by over 3 minutes.

With the layout, design & specification virtually resolved, Austin Rover’s next race was to get the car homologated in time for the car’s proposed World Rally Championship debut on the 1985 Lombard RAC Rally.

Austin Rover’s other big decision against the trend was to build the car as a ‘ready to rally’ car without Type Approval. Basically therefore, the Metro 6R4 had to be sold as a kit, which owners had to carry out a minor degree of final assembly prior to it being ‘ready to rally’. The £40,000 ‘Clubman’, was sold with an average forest specification, including an engine which produced approx 250bhp. With the simple addition of harnesses and fire extinguishers the car was ‘ready to rally’. This point was proven when Ken Wood took delivery of his car on the Thursday, and with the above parts added (and Golden Wonder sponsorship barely dry!), went out and won the 1985 Sprint Tyres Trossachs Rally, two days later! This was the first ever rally victory for a ‘Clubman’ Metro 6R4, and happened 6 days before the car was actually homologated!

During August to October 1985, Austin Rover built (and had inspected by FISA) 200 MG Metro 6R4s, successfully homologating the car into Group B as from 1st November 1985 - Homologation No B-277.

In preparation for the 1986 rally season - which would see Austin Rover Motorsport contest all the European rounds of the World Rally Championship - the team started to recruit all the necessary personnel and expertise required for such an intense programme. Despite having taken a rally test with the team, Hannu Mikkola chose to stay with Audi for 1986. Ford on the other hand lost the services of Malcolm Wilson to Austin Rover Motorsport at the promise of a World Rally Championship programme, which Ford couldn’t guarantee the Cumbrian.

With the whole nation behind them, Tony & Malcolm (partnered by Rob Arthur & Nigel Harris) made a patriotic debut on the 1985 Lombard RAC Rally. Followed throughout the event by Union Jacks & Metros, Tony finished 3rd Overall behind the two Lancia Delta S4s (also on their Group B World Rally Championship debut!). Malcolm however, retired with transmission problems.

With the race to get the car homologated over, and the impressive debut on the RAC behind the team, optimism was high for the following season’s prospects - little did the team know that Tony Pond’s 3rd Overall was the best result that the Metro 6R4 would take at World Rally Championship level - EVER!

Plagued with bad reliability & numerous retirements, as the team attempted to make up for their increasing power disadvantage to their turbocharged rivals, it wasn’t until the 1986 1000 Lakes Rally in September that the 6R4 achieved a finish on a World Championship Rally! Apart from the tragedy in Portugal - which saw all ‘factory’ teams withdraw - Austin Rover Motorsport had 4 entries (out of a total of 6) retire due to engine failures, usually either cambelt or valve guide related.

Post too long, to be continued...

[XPower]

...and continued as promised!

MG Metro 6R4 - a brief history...

When the car was initially announced, much was made of the fact that the mechanical layout was a simple one, in reality it took far too long to cure problems which should’ve been eliminated before the car made its World Rally Championship debut. In the end, the drivers were only driving at 8/10ths of the car’s capability, primarily in order to preserve their cars and enable them to finish the events.

On international and national rallies however it was quite a different story, as without the pace, length and tiring schedule of the World Rally Championship events, the Metro 6R4 was achieving more impressive results as the cars survived to collect the spoils!

In France, the R-E-D prepared car of Didier Auriol (despite a couple of early retirements) won five of the qualifying rounds to win the 1986 French National Championship on a tie-break! In the UK (and Ireland) the Metro 6R4 recorded its first international rally victory when David Llewellyn won the 1986 Circuit of Ireland Rally, against some much-fancied tarmac experts. Add to this numerous other rallies at all levels and it is clear to see that the Metro 6R4 was the car to have at every level except the top echelon - winning a total of 5 championships during the 1986 season.

Back on the World Rally Championship ‘stage’, the latter half of the season saw some improving fortunes, as three Metro 6R4s finished in the Top 10 of the 1000 Lakes Rally in Finland, Malcolm recorded an excellent 4th overall on the San Remo Rally and the team clinched the Team Award on the RAC Rally with 6th, 7th, 8th & 9th positions.

Ultimately the car was too late, taking four and a half years to get from the drawing board to the stage, in which time turbo-charging developments had progressed so fast that the turbo lag problems experienced with early Group B cars had been overcome – considerably! As a team, Austin Rover Motorsport finished higher in the 1985 World Rally Championship (solely from Tony’s RAC result!) than they did in 1986, after a full season!

FISA instigated an international Group B supercar ban, taking effect from 31st December 1986, due to their concern about the escalating power figures quoted by manufacturers and the increased use of expensive lightweight composite materials. For the 1987 World Rally Championship, the Group B cars would be replaced by Group A & N ‘production based’ rally cars with a ‘supposed’ maximum of 300 bhp!

The future of the Metro 6R4 (and in particular the vast amount of cars still remaining in the compound at Cowley) looked decidedly bleak!

In Britain, the authorities, the owners & Austin Rover Motorsport had a problem - where could the Metro 6R4 be used in anger? Following some lengthy meetings, the Metro 6R4 achieved its first ‘stay of execution’ when the authorities agreed to let the car compete on British national rallies if they were reduced in power to no more than 300bhp. What was then devised by Austin Rover Motorsport was the ‘Clubman 300’ specification Metro 6R4 - advertised for a bargain price of approx £16,000 (although this was negotiable, sometimes incredibly!), it was basically the same car as the original ‘Clubman’ except for an engine which gave about 50bhp more, but at a price 2/5ths of the original’s! This would serve two purposes. Firstly, the authorities could still accept entries on national rallies from Metro 6R4 competitors (of which there were still a large quantity). And secondly, Austin Rover Motorsport could quite easily clear their compound of this, effectively redundant, Group B supercar. During the latter part of 1986 and early 1987, Austin Rover advertised the car so extensively that within 10 months they had sold every single car - one enterprising company even bought a batch of 40 to prepare as road cars!

Back on the stage, and with no competitive Group A car in their fleet (the Rover Vitesse having also being banned!) Austin Rover Motorsport entered Malcolm Wilson in the 1987 Marlboro National Rally Championship, purely as a benchmark to fellow 6R4 competitors.

Austin Rover Motorsport also encountered some major internal problems at this point. A large number of the employees had been made redundant after the World Rally Championship programme had been completed, others remained to oversee the low key 1987 national programme. The theft of a couple of cars from the compound, plus an internal fraud investigation were too much of an embarrassment for Austin Rover, and the Motorsport department closed its doors completely in May 1987 - after completing just four rounds of their intended national programme.

1987 also saw the invasion of the world of rallycross by the Metro 6R4, with the likes of Will Gollop, Michael Shield & Barry Hathaway taking on the Fords, Peugeots, Audis & Lancias which had also been banned from the World Rally Championship. Varying in power from ‘Clubman’ to ‘International’ (sometimes enlarged in capacity to 3.8 litres), the rallycross Metro 6R4 often had trouble living with its faster turbocharged rivals (exactly as in 1986). The car was ideally suited to tight twisty circuits which favoured the nimble handling characteristics, and therefore narrowed the power disadvantage. Later on in the Metro 6R4’s rallycross career, several owners resorted to turbocharging the V64V engine, quoting power figures of up to 700bhp! The most successful was certainly Will Gollop, getting Austin Rover Motorsport engine builder Cliff Humphries to build a 2.3 litre bi-turbo engine which eventually netted him the coveted European Rallycross Championship in 1992 - the last year of Group B supercars.

In late 1987, a group of owners concerned about the future of the Metro 6R4 in rallying, formed the Rover sanctioned 6R4 Owners Club in the hope that they could present a ‘united front’ against all the organisers, officials and competitors attempting to ban or handicap the cars out of the sport. As such, for 1988, Rover instigated the Esso Metro Superchallenge - a multi discipline one make championship solely for ‘Clubman 300’ Metro 6R4s. It proved to be a great success and was designed to find the best all-rounder, comprising not only stage rallies, but also circuit races and a single hillclimb.

Inspired by it (but not directly part of the Superchallenge) was the Metro 6R4 Trophy race - a supporting attraction to the 1988 and 1989 FIA Formula 3000 Birmingham Superprix, a high profile street race around the the city. Imagine it, two dozen Metro 6R4s echoing around the tight confines of a city street at full chat! The 1988 winner was guest celebrity driver Tony Pond (having his first competitive drive in a Metro 6R4 since the 1986 RAC Rally) and using all his previous racing experience to win convincingly from Pete Slights, who later went on to win the inaugural Superchallenge that year. The same format was repeated in 1989, with the Superchallenge falling to Bill Barton, and the Metro 6R4 Trophy race once again going to Tony Pond.

Over the years, and primarily influenced by rival competitors, the authorities have handicapped the Metro 6R4 by various means - in 1988 they reduced the capacity to 2.8 litres, in 1990 again to 2.5 litres - and in several Championships the car was even handicapped by anything from 1 to 6 seconds per mile - but still the cars won! The Metro 6R4 has taken over from the Mk2 Escort as the mainstay of British national rallying - what the Escort achieved in the 1970s, the Metro 6R4 has achieved since the late 1980s, and is continuing the tradition right up to the present day!

Nowadays, Metro 6R4 owners use their cars on a far wider variety of events than the car was ever designed for. From circuit racing to hillclimbing and autotesting to drag racing, the Metro 6R4 has done them all, even competing on the infamous Pike’s Peak Hillclimb and Paris-Dakar rallies during its extended competition lifetime.

It will no doubt go down in the history books as the rally car that was that little bit too late for the World Rally Championship, but maybe also as one of the most successful national rallycars ever to have graced a special stage.

Long live the MG Metro 6R4....

by David Sims, aka ‘XPower’!

[islero]

Has anyone seen the video 'too Fast to race', which is a documnetary of group B cars. It is a very good video.

[McReis]

Has anyone seen the video 'too Fast to race', which is a documnetary of group B cars. It is a very good video.

I have it. It's good. Not the best around, but very nice.