Enjoy.

"The "Group B" International Motorsports Category was conceived in the late seventies as a return to the "good old days" when amateur and factory teams alike could run the same production-based cars in either sports car racing or championship rally events.

By the early eighties the class had become the "Godzilla" of the rally scene and what resulted were the most awesome cars ever seen on the rally stages of the world � 600 horsepower, 4WD, turbocharged monsters that could cover forest, tarmac or gravel stages faster than anything ever seen before or since.

In 1986 the door was slammed shut on the "F1" cars of mountain and forest roads. Faster and faster cars combined with wilder and crazier crowds meant that within the confines of rally car competition the group B rocket ships were just "too fast to race."

The legacy of Group B, however, is a whole range of spectacular cars that continue to thrill enthusiasts.

Features the Ford RS200, Lancia 037 Rally, Lancia S4, MG Metro 6R4, Peugeot 205/T16, Audi Quattro, Renault 5 Turbo, Opel, Citroen also the amazing Ferrari 288GTO Evoluzione, Jaguar XJ220 supercar and Porsche 959�the car that came closest of all to fulfilling the Group B ethos. It won both the Paris-Dakar and its class in the Le Mans 24 Hour Race!"

1: http://www.youtube.com/watch?v=hv5Jto1Zdd4&fmt=18

2: http://www.youtube.com/watch?v=n_ESpFf3rRo&fmt=18

3: http://www.youtube.com/watch?v=zuWZKmSNuLk&fmt=18

4: http://www.youtube.com/watch?v=9Sw1W73TORs&fmt=18

5: http://www.youtube.com/watch?v=K12Pco31624&fmt=18

6: http://www.youtube.com/watch?v=4HAMjeSyTyM&fmt=18

7: http://www.youtube.com/watch?v=mmq0KU85SzI&fmt=18

Climb Dance

"This award winning short film documents Ari Vatanen's record-breaking run at the 1988 annual Pike's Peak Hill Climb Event in Colorado. The film was created by Jean Louis Mourey and captures Vatanen climbing Pike's Peak in a four wheel drive, four wheel steer Peugeot 405 T16. Watch the world famous rally legend rip through hairpins and glide past sheer cliffs at 14,000 foot elevation from cameras inside, in front, underneath and above the car. This is by far some of the most spectacular and nerve bending race car footage ever recorded."

http://www.youtube.com/watch?v=TXErMY-_Zus&fmt=18

Quote, originally posted by dasGolf01 »

VAG smells funny...

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I just hope everyone enjoys it.

Great pics!! Keep them coming!!

Quote, originally posted by dasGolf01 »

VAG smells funny...

Unban Ben.

I got these webistes from a fellow Vortexer mx5er. Give him props.

http://www.dukevideousa.com/Ca....aspx

Companion DVD:
http://www.dukevideousa.com/Ca....aspx

I already own it. It is worth an add to your own DVD library.

Quote, originally posted by dasGolf01 »

VAG smells funny...

http://www.andysautosport.com/volkswagen/

more good times revived

Present: 89' MK2 1.8T GTI | B6 A4 1.8TQM

Past: 98' MK3 GLX VR6 | 96' MK3 GTI 2.0 | 90' EF Hatch | 94' EG-6 D15B7 | 98'MK3 GOLF 2.0

Quote, originally posted by dasGolf01 »

VAG smells funny...

Quote, originally posted by Big Morgan »

I had this on VHS. Two big

same here

Company I work for on the door...and the hood

Modified by nickg at 9:59 AM 10-28-2008

love grouppe B!

I never quite understood why they had the 405 T16 GR Pikes Peak on the cover though..

Quote, originally posted by felixthecat, on why his genitalia are important to him »

Good god, I do have a wang and I just couldn't trade it in for a Prius.

true, but imagine if they took modern chassis and unrestricted the power again...

rool:

Think about it this way. The F1 cars of the early 80s were more powerful then the current ones... take those old engines and slap them in a new car. I'd love to see it

I think the ONLY motorsport that put restrictions on power and actually slowed the field down was NASCAR

There's a reason I hate NASCAR: 1987+ Restrictor Cars
Bill Elliott holds most of the records on most of the big oval courses with his 1987 Monte Carlo because the car could go 220mph+...

They take the two fastest tracks and reduce power from nearly 800hp to just over 400hp...

WHY!?

Quote »

NASCAR's Sprint Cup and Nationwide Series currently uses restrictor plates at Daytona International Speedway and Talladega Superspeedway. NASCAR routinely states that the Sprint Cup restrictor plate reduces engine power from approximately 750 hp to approximately 430 hp. The device limits the power output of the motor, hence slowing both the acceleration and the overall top speed obtainable on the tracks where the cars are so equipped. An undesired effect, however, is that all drivers tend to form very large "packs" of cars that run closely (there may only be one second separating the entire field at times) together for the majority of the race. These large packs reduce air resistance which allows the cars to run faster and makes drafting easier. These restrictions are supposedly in the interest of driver and fan safety, although many members of both of these groups feel that the closeness of cars and their inability to achieve separation may actually make the racing at these tracks more dangerous, as there are often massive and frightening multi-car pileups during races. Such a crash is dubbed "The Big One" by drivers and fans. At Daytona and Talladega, most races are marred by at least one occurrence of such a crash as cars rarely become separated. Talladega is considered the more likely track for these instances to occur as the track is wide enough to have three to four distinct lines of racing, compounding the chances of a mistake by a driver. [edit] Reason for restrictor plates There have been three reasons that NASCAR used restrictor plates in its history. The first use came in 1971 as part of NASCAR's plans to reduce the size of engines from 427 cubic inches (7.0 L) to 358 cubic inches (5.8 L). In order to allow teams with smaller budgets to race the larger engines, NASCAR made mandatory the use of a restrictor plate to be placed on larger engines to equalize performance with smaller engines. The transition ended in 1974, when NASCAR banned the larger engines, and went to the 358 cubic inch engine (a compression limit would be implemented in 1996). This was a transitional process and, as not every car used restrictor plates, this is not what most fans call "restrictor plate racing." The second use came following the terrifying crash of Bobby Allison at the 1987 Winston 500 at Talladega Superspeedway. Allison's Buick LeSabre[1] blew a tire going into the tri-oval and flew tail-first into catch fencing early in the event, injuring spectators (although not actually entering into the grandstands). After a summer where the two subsequent superspeedway races were run with aids to prevent cars from flying, and smaller carburetors (390 cubic feet per minute instead of 750 cubic feet per minute) proved to be inadequate to sufficiently slow the cars, NASCAR imposed restrictor plates again, this time at the two fastest circuits, both superspeedways: Daytona for all NASCAR-sanctioned races and Talladega for Cup races. The Automobile Racing Club of America also enforced restrictor plates at their events at the two tracks. In 1992, when the Busch Series began racing at Talladega, the plates were implemented. In some tracks, NASCAR's concerns with speeds because of power-to-weight ratios result in restrictor plates at other tracks. The Goody's Dash Series (known now as the ISCARS series with its new ownership) used restrictor plates at Bristol during at least the last years of the series' existence when the cars were using six-cylinder engines (compared to the traditional four cylinder engines), in addition to their Daytona races. However, restrictor plates are not used for Craftsman Truck Series trucks. Rather, air intake, aerodynamic, and, eventually, a tapered carburetor spacer were implemented for those races. Combined with the aerodynamic disadvantage of the trucks, this allows NASCAR to avoid the use of such equipment for the trucks. In 2008, the Nationwide Series and Truck Series began implementation of tapered spacers in the engines to restrict power compared to Sprint Cup cars at all 35 (NNS) and 25 (NCTS) races. The Nationwide Series still uses a restrictor plate and tapered spacer at the two tracks. The Trucks do not use any additional restriction except for the air intake restriction at the two tracks. The third use came in 2000. Following fatal crashes of Adam Petty and Kenny Irwin, Jr. at the New Hampshire International Speedway during the May Busch Series and July Cup Series races, NASCAR adopted Modified rules featuring a one-inch (2.54 cm) restrictor plate to slow the cars headed towards the tight turns as part of a series of reforms to alleviate stuck throttle problems which were alleged to have caused both fatal crashes. For the Cup race, it was used just once at the 2000 Dura-Lube/Kmart 300, allowing Jeff Burton to dominate by leading all 300 laps in the ensuing race. Due to the lack of passing and the addition of an automatic kill switch in the case of a stuck throttle, the use of restrictor plates, intended as an emergency measure pending a more permanent replacement in any event, was discontinued at New Hampshire for the following race for Cup only. However, the Modifieds still use a restrictor plate, especially with the numerous deaths of star drivers in the history of the Whelen Modified Tour, yet no driver has died in the WMT at NHMS. The track has since been changed with soft walls and progressive banking to improve racing and safety. Rusty Wallace tested a car at Talladega Superspeedway without a restrictor plate in 2004, reaching a top speed of 228 mph (367 km/h) in the backstretch and a one-lap average of 221 mph (356 km/h). [2] Wallace subsequently described the experience as "out of control".

New drivers are *******. How does that make drivers better? maybe allow a bit more tire or a bit more aero... and unrestrict the ****ers.

Audi 002 Quattro, Lancia ECV, Toyota 222D, because I'm bored.




Modified by Juniper Monkeys at 8:08 AM 10-28-2008

thank you

- German Technician's Inspiration -

Quote, originally posted by RabbitsKin »

It's hard to imagine another car reaching a higher state of perfection than the F1. Others have come along, a few were even faster, but none have been so inherently RIGHT as this car.

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Quote, originally posted by Swallow Doretti »

The Jaguar forums are down? How ironic.

As far as I've read they were no longer running the same courses. Group B cars have remained competitive in National rallying and rally cross to this day where they have been allowed to continue to compete. Clearly there has been a great deal of chassis development but even the road versions of these cars had incredibly adjustable suspensions including several different attachment points for upper and lower members etc. It was not on horse power alone that the 205 T16 could have qualified on the front row for the Estoril GP based on times run there during special stages on the road course.

Thanks for the links, OP

Thanks for the link!

but am I the only person who thinks the spectators were perhaps, a bit MORE crazy?

Quote, originally posted by CBJ »

The cars were all horsepower and no chassis (especially on the dirt). This became evident when cars only one or two years later, despite having dramatically less HP, were faster over similar courses.

This is one of the most "off the mark" posts I've read in quite some time.
NEWS FLASH: Chassis development always moves ahead!

Using your logic, I guess F-1 cars from a few years back were all HP and no chassis merely due to comparing lap times to the current generation?

In addition, since you also completely ignore the tire variable...
NEWS FLASH #2: Tire development always moves ahead....
even more quickly than chassis development.


Modified by Rassig at 12:54 PM 10-28-2008

The spectators were so flagrant with their risky viewing behaviors,
they were the ones who were ultimately responsible for the Group B ban.

The ban really missed the target though.
When spectators are standing right next to the road, or IN the road...
it doesn't matter if you're run over by a car that has 200, 300, or 500 hp.

Heck if I'm going out that way I want my chariot of death to have 600 hp. Seriously though, there are a handful of 205 T16s inn the U.S., brought in by Sun Intl in the 80s IIRC. Anyone know what they change hands for these days? Calling all group B fans...