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То были автомобили, подготовленные по упрощенным правилам в сравнении с современными WRC cars, и которые опередили свое время, но так и не стали участниками мировых первенств. Известны подготовленные по правилам гр.С Lancia ECV, Ford RS200, Audi 002 quattro
Многие люди определяют группу B как эпоху, в которой ралли сошло с ума – но если это так, то Группа S должна была стать эпохой, в которой ралли просто бросило свой мозг в мясорубку.
Сейчас мы могли начать долгие технические описания того, чем должна была стать Группа S, но скорее всего, достаточно просто сказать, что её изобрели люди, для которых Группа B была недостаточно быстрой.
В результате появлялись концепты вроде Lancia Delta S4 ECV (ECV расшифровывается как экспериментальный композитный автомобиль): машина, которую начали разрабатывать, но она не смогла выступить в Группе B, так как саму группу запретили в конце 1986, заменив её относительно вменяемой Группой А.
Внешне прототип Lancia ECV выглядел уменьшенной копией модели Delta S4, однако на самом деле различий у этих машин было довольно много. Кузов машины полностью построен из карбона и кевлара. Концепция двигателя под названием Triflux была абсолютно новой. Объем двигателя остался прежним – 1759 куб.см., однако число клапанов выросло до 16. Двигатель был оснащен двумя турбокомпрессорами ККК К26. Мощность двигателя достигла 600 л.с. при 8000 об/мин, а крутящий момент увеличился с 45 кгм (Delta S4) до 55 кгм при 5000 об/мин. «Фишка» двигателя Triflux была в том, что на низких оборотах выхлопные газы двигателя перебрасывались на один компрессор, а по достижении 5000 об/мин подключался второй компрессор – это позволяло уменьшить запаздывания на низких оборотах. Разгон, сравнимый с Формулой 1. И всё это находилось внутри решетчатой рамы со структурной крепостью хуже, чем у листа фольги.
Шасси базировалось на трубчатом каркасе, как и у предыдущей модели, но из композитов (стекловолокно, кевлар, карбон, резина) было изготовлено все, что можно. То, что поддавалось замене на пластики с трудом, тоже было пластиковым. Огромная часть деталей, которые ни в коем случае, ни под каким предлогом не могли быть изготовлены из пластика... да и Бог с ним! И при их изготовлении использовался пластик. В частности, диски колес размерностью 8x16" весили всего по 6 кг именно благодаря тому, что металлическими в их конструкции были только болты, все остальное - пластик. Весь же автомобиль весил всего 930 кг!
С такими воздухозаборниками, словно их переставили с круизного корабля, одного взгляда на S4 ECV достаточно, чтобы убедить вас, что записаться в дивизию камикадзе японских ВВС было бы безопаснее, чем управлять этим.
Короче говоря, мы понятия не имеем, какая муха укусила Lancia, чтобы они построили это, определенно, они и сами не знают – большинство прототипов были тихо разобраны и выброшены в мусор на фабрике Чивассо в конце 1986 года.
Несколько лет спустя, их нашли сотрудники Lancia. Они тщательно собрали машину по кусочкам, и в результате появилась единственная рабочая Lancia Delta S4 ECV в мире – которую продемонстрировали на конференции Pirelli в Италии на прошлой неделе.
До этого на ней никто не пытался ездить на полной скорости, вероятно, потому, что у большинства её частей случилась бы имплозия (проще говоря взрыв направленный внутрь себя), которая затянула бы в себя несколько окрестных деревень. Но многократный чемпион Италии Паоло Андреуччи осмелился разогнать огненно-красную Lancia до предела.
«Это… нечто за гранью» - сказал Андреуччи, выйдя из машины и смотря на мир так, словно его постоянно били по голове веслом. «В начале ничего не замечешь, так как на низких оборотах нет особой мощности, но потом вдруг БАБАХ!»
Произнося это, Андреуччи показал руками небольшую пантомиму, немного напоминающую космический шаттл при входе в атмосферу. Но он мог бы и не объяснять, ведь мы и сами все прекрасно видели: машина внезапно рванула так, как ничто до неё. И её пилот даже не выжал всю возможную мощь.
Решение никогда не выпускать S4 ECV было правильным, потому что иначе она бы стала серийной убийцей среди машин. И все же…
Rallying – Group S
By Luke // October 1, 2008
A closer look at the stillborn replacement for Group B
After a second fatal incident during the 1986 rally World Championship regulators pulled the plug once and for all on Group B cars, in a stroke sweeping aside the hive of exciting and technically interesting Group S cars that were gestating behind the scenes.
Before this happened though, some of the secret manufacturer supercar projects were well underway and a skeleton regulation structure was already in place. ‘After many meetings with the manufacturers we arrived at the conclusion that we’ve got to stick to around 300bhp. Ten cars will be the minimum, but it’s not impossible that the manufacturers will build 20 or 30, all strictly identical, which must be homologated and cannot change during that year.
‘There will be no evolution during that year, but it will be no problem for the following year – just produce 10 cars at the beginning of each year. That puts each manufacturer on the same footing at the beginning of the year.’ That was FISA technical commission president Gabriel Cadringher speaking in the mid-’80s of the planned Group S regulations. These were never definitive, but Cadringher’s ideas were to mandate side, front and vertical impact tests, obligatory steel rollcages and a minimum weight of 1000kg. In its attempt to regulate a maximum 300bhp, FISA’s Group S rules were expected to allow 2.4-litre normally aspirated engines and 1.2-litre forced induction units. Group S cars would have been allowed to run in 1987 WRC rallies, but not for points, with the intention of contesting the complete 1988 World Rally Championship.
But just one month later FISA decided to stop the rally supercars short. Group B cars were outlawed from the beginning of the 1987 season, and FISA’s proposed revision of the supercar rules was stillborn, leaving Group A the top level of contemporary rallying.
In response, all non-Lancia works drivers signed a four-point statement that was issued to FISA. It read as follows: ‘The drivers totally support FISA’s efforts to control both spectator and driver safety, but we feel that the current proposals will not achieve the desired results and would request that consideration be given to the following points:
Unsurprisingly, the drivers didn’t get their way, but many agreed with them and, given the lead time in production, prototype Group S cars were already cropping up in likely places.
LANCIA
Fiat’s Experimental Composite Vehicle (ECV) was Lancia’s answer. Its S4 Group B car had a tubular steel frame, which was replaced in the ECV by a load bearing carbon fibre and Kevlar tub. In the show car even the wheel rims were carbon fabric with aluminium honeycomb centres. There was now a composite propshaft, and the ECV retained the S4′s Hewland gearbox, together with its linked turbocharger/supercharger induction arrangement.
PEUGEOT
As for Peugeot, PTS chassis engineer Jean-Claude Vaucard explained their position at the time of the ban: ‘There was a lot of scope left in the 205T16, particularly with new technology for the transmission. We were at the beginning of four-wheel drive, and if we were to stay at that level [in 1986] it would have been archaic.’
When Group S was mooted, the Peugeot team reasoned that because the front wheels prescribe greater radii than the rears in a corner, the locking characteristics of the viscous couplings used at the time were the reason for the understeer generated on corner entry.
Consequently, adjustable mechanical slip limiters were being developed for the centre and axle diffs of PTS’ Group S transmission – until the ban came – but the car’s concept was not in dispute: ‘We were always going to have a rear-mounted, mid-engine layout,’ explained Vaucard, ‘but the exact definition of the concept depended on the final engine regulation. With the forced induction equivalence ratio that FISA had decided for Group S we were going to use a 1200cc turbo. But we didn’t think that was a good solution because it was expensive, runs at very high speeds and will break often.’
Like Lancia, PTS had also started to build the basic bones of its Group S car and, amongst other technological advances, twin dampers at each wheel were proposed, but there was scepticism over active suspension: ‘If you can change the car’s level very quickly it can be an advantage from one stage to another, but when you change the level of the car you change the camber too, and therefore any advantages inherent in the tyres are finished. What you gain by having an optimised ride height you lose out by at least three times by not having good camber.’
Testing a 205T16 with an automatic clutch showed it was 0.5 seconds quicker from rest to 400m than a conventional car, but Vaucard discounted any possibility of using a twin-clutch gearbox. This was considered too heavy and not beefy enough to during this period, John Wheeler, also considered having a front engine behind the front axle the way to go for good weight distribution in a rally car that is to be used off road. But in the end with the company’s RS200 rally car this was outweighed by the disadvantages of excessive heat in the footwell, packaging of the steering and exhaust, catering for left and right-hand drive and front driveshaft lengths. In the end, the team achieved a similar effect with the engine mounted at the rear and the transmission as far forward as possible.
It’s likely then that a Ford Group S concept would have needed little variation from the basic RS200 philosophy to be competitive, though Wheeler concedes ‘it does look as if Audi were further down the line to Group S, but Lancia and ourselves were in rather different positions – we both had cars which were a step further toward Group S.’
TOYOTA
Most teams designing a Group S car favoured the rear-mid-engined format. Toyota was one, with its transverse in-line four or longitudinal V6 (or four cylinder) sitting behind the occupants and driving all four wheels. Lotus was rumoured to have been involved in this Group S development, and in 1985 a prototype was tested in Eskdalemuir forest by team boss Ove Anderson and driver Bjôrn Waldegärd. It also tested at the Bagshot military proving ground in England, before disappearing off the radar.
Then, out of the blue, the four-cylinder prototype appeared in public at the Goodwood Festival of Speed in June 2006. Both the four-wheel drive Toyotas were designed before it had been decided to restrict forced induction Group S engines to 1.2-litre, so the turbocharged in-line twin cam four of 2.1-litres seen in the Goodwood car had a maximum output of… 750bhp.
The transverse car then seen at Goodwood the following year was the actual one that was tested in 1985. It is clad, as is its sister, in lightweight carbon/Kevlar bodywork resembling that of a Mk1 MR2, covering a tubular ‘birdcage’ chassis/roll over frame. The weight of the transverse car totalled about… 750kg.
The then President of TTE, Ove Andersson, did most of the early testing of this car before the programme was cancelled. A very experienced and successful rally driver in his own right, Andersson has driven the gamut of rally cars, including rear-engined Alpine A110 Berlinettes and the Lancia Stratos – a short wheelbase, rear transverse engined, two-wheel drive car, yet he stresses that it is an understatement to say that driving the Toyota Group S car was unpredictable: ‘You never knew what it was going to do. With such a short wheelbase and such power in such a light car it could swap ends at any time, and without any warning.’
While discussing the various Group S designs that were around in 1986, and the potential performances and stage speeds of these extreme machines, Andersson, the experienced rallyman turned racer, reflected on the ‘86 FISA ban: ‘I think we were lucky, you know!’
[video=youtube;kCgkNI0pkcY]http://www.youtube.com/watch?feature=player_embedded&v=kCgkNI0pkcY#![/video]
Источники:
http://www.racecar-engineering.com/articles/rallying-group-s/
http://wrc-info.ru/main/news/wrc/4964-avtomobili-gruppy-slancia-delta-s4-ecv.html
Многие люди определяют группу B как эпоху, в которой ралли сошло с ума – но если это так, то Группа S должна была стать эпохой, в которой ралли просто бросило свой мозг в мясорубку.
Сейчас мы могли начать долгие технические описания того, чем должна была стать Группа S, но скорее всего, достаточно просто сказать, что её изобрели люди, для которых Группа B была недостаточно быстрой.
В результате появлялись концепты вроде Lancia Delta S4 ECV (ECV расшифровывается как экспериментальный композитный автомобиль): машина, которую начали разрабатывать, но она не смогла выступить в Группе B, так как саму группу запретили в конце 1986, заменив её относительно вменяемой Группой А.
Внешне прототип Lancia ECV выглядел уменьшенной копией модели Delta S4, однако на самом деле различий у этих машин было довольно много. Кузов машины полностью построен из карбона и кевлара. Концепция двигателя под названием Triflux была абсолютно новой. Объем двигателя остался прежним – 1759 куб.см., однако число клапанов выросло до 16. Двигатель был оснащен двумя турбокомпрессорами ККК К26. Мощность двигателя достигла 600 л.с. при 8000 об/мин, а крутящий момент увеличился с 45 кгм (Delta S4) до 55 кгм при 5000 об/мин. «Фишка» двигателя Triflux была в том, что на низких оборотах выхлопные газы двигателя перебрасывались на один компрессор, а по достижении 5000 об/мин подключался второй компрессор – это позволяло уменьшить запаздывания на низких оборотах. Разгон, сравнимый с Формулой 1. И всё это находилось внутри решетчатой рамы со структурной крепостью хуже, чем у листа фольги.
Шасси базировалось на трубчатом каркасе, как и у предыдущей модели, но из композитов (стекловолокно, кевлар, карбон, резина) было изготовлено все, что можно. То, что поддавалось замене на пластики с трудом, тоже было пластиковым. Огромная часть деталей, которые ни в коем случае, ни под каким предлогом не могли быть изготовлены из пластика... да и Бог с ним! И при их изготовлении использовался пластик. В частности, диски колес размерностью 8x16" весили всего по 6 кг именно благодаря тому, что металлическими в их конструкции были только болты, все остальное - пластик. Весь же автомобиль весил всего 930 кг!
С такими воздухозаборниками, словно их переставили с круизного корабля, одного взгляда на S4 ECV достаточно, чтобы убедить вас, что записаться в дивизию камикадзе японских ВВС было бы безопаснее, чем управлять этим.
Короче говоря, мы понятия не имеем, какая муха укусила Lancia, чтобы они построили это, определенно, они и сами не знают – большинство прототипов были тихо разобраны и выброшены в мусор на фабрике Чивассо в конце 1986 года.
Несколько лет спустя, их нашли сотрудники Lancia. Они тщательно собрали машину по кусочкам, и в результате появилась единственная рабочая Lancia Delta S4 ECV в мире – которую продемонстрировали на конференции Pirelli в Италии на прошлой неделе.
До этого на ней никто не пытался ездить на полной скорости, вероятно, потому, что у большинства её частей случилась бы имплозия (проще говоря взрыв направленный внутрь себя), которая затянула бы в себя несколько окрестных деревень. Но многократный чемпион Италии Паоло Андреуччи осмелился разогнать огненно-красную Lancia до предела.
«Это… нечто за гранью» - сказал Андреуччи, выйдя из машины и смотря на мир так, словно его постоянно били по голове веслом. «В начале ничего не замечешь, так как на низких оборотах нет особой мощности, но потом вдруг БАБАХ!»
Произнося это, Андреуччи показал руками небольшую пантомиму, немного напоминающую космический шаттл при входе в атмосферу. Но он мог бы и не объяснять, ведь мы и сами все прекрасно видели: машина внезапно рванула так, как ничто до неё. И её пилот даже не выжал всю возможную мощь.
Решение никогда не выпускать S4 ECV было правильным, потому что иначе она бы стала серийной убийцей среди машин. И все же…
Rallying – Group S
By Luke // October 1, 2008
A closer look at the stillborn replacement for Group B
After a second fatal incident during the 1986 rally World Championship regulators pulled the plug once and for all on Group B cars, in a stroke sweeping aside the hive of exciting and technically interesting Group S cars that were gestating behind the scenes.
Before this happened though, some of the secret manufacturer supercar projects were well underway and a skeleton regulation structure was already in place. ‘After many meetings with the manufacturers we arrived at the conclusion that we’ve got to stick to around 300bhp. Ten cars will be the minimum, but it’s not impossible that the manufacturers will build 20 or 30, all strictly identical, which must be homologated and cannot change during that year.
‘There will be no evolution during that year, but it will be no problem for the following year – just produce 10 cars at the beginning of each year. That puts each manufacturer on the same footing at the beginning of the year.’ That was FISA technical commission president Gabriel Cadringher speaking in the mid-’80s of the planned Group S regulations. These were never definitive, but Cadringher’s ideas were to mandate side, front and vertical impact tests, obligatory steel rollcages and a minimum weight of 1000kg. In its attempt to regulate a maximum 300bhp, FISA’s Group S rules were expected to allow 2.4-litre normally aspirated engines and 1.2-litre forced induction units. Group S cars would have been allowed to run in 1987 WRC rallies, but not for points, with the intention of contesting the complete 1988 World Rally Championship.
But just one month later FISA decided to stop the rally supercars short. Group B cars were outlawed from the beginning of the 1987 season, and FISA’s proposed revision of the supercar rules was stillborn, leaving Group A the top level of contemporary rallying.
In response, all non-Lancia works drivers signed a four-point statement that was issued to FISA. It read as follows: ‘The drivers totally support FISA’s efforts to control both spectator and driver safety, but we feel that the current proposals will not achieve the desired results and would request that consideration be given to the following points:
- 1 The drivers are very concerned about the use of turbochargers from both the safety point of view and that of control of power in rallying.
- 2 The drivers are very concerned about the use of plastic and inflammable materials in current rally cars.
- 3 The drivers agree with FISA’s objective of a maximum power in rally cars of 300bhp but wish to point out that current Group B cars have developed many safety features by way of suspension, steering, brakes etc, which will not be available in Group A cars.
- 4 We recommend that the use of slick tyres be completely banned in rallies.
- A Normally aspirated engines, maximum power 300bhp.
- B No plastics or inflammable materials.
- C Limitation on aerodynamic devices.
- D A crash test for all rally cars.
- E Minimum production qualification that will allow as many manufacturers to contest World Championship rallies as possible.
Unsurprisingly, the drivers didn’t get their way, but many agreed with them and, given the lead time in production, prototype Group S cars were already cropping up in likely places.
LANCIA
Fiat’s Experimental Composite Vehicle (ECV) was Lancia’s answer. Its S4 Group B car had a tubular steel frame, which was replaced in the ECV by a load bearing carbon fibre and Kevlar tub. In the show car even the wheel rims were carbon fabric with aluminium honeycomb centres. There was now a composite propshaft, and the ECV retained the S4′s Hewland gearbox, together with its linked turbocharger/supercharger induction arrangement.
PEUGEOT
As for Peugeot, PTS chassis engineer Jean-Claude Vaucard explained their position at the time of the ban: ‘There was a lot of scope left in the 205T16, particularly with new technology for the transmission. We were at the beginning of four-wheel drive, and if we were to stay at that level [in 1986] it would have been archaic.’
When Group S was mooted, the Peugeot team reasoned that because the front wheels prescribe greater radii than the rears in a corner, the locking characteristics of the viscous couplings used at the time were the reason for the understeer generated on corner entry.
Consequently, adjustable mechanical slip limiters were being developed for the centre and axle diffs of PTS’ Group S transmission – until the ban came – but the car’s concept was not in dispute: ‘We were always going to have a rear-mounted, mid-engine layout,’ explained Vaucard, ‘but the exact definition of the concept depended on the final engine regulation. With the forced induction equivalence ratio that FISA had decided for Group S we were going to use a 1200cc turbo. But we didn’t think that was a good solution because it was expensive, runs at very high speeds and will break often.’
Like Lancia, PTS had also started to build the basic bones of its Group S car and, amongst other technological advances, twin dampers at each wheel were proposed, but there was scepticism over active suspension: ‘If you can change the car’s level very quickly it can be an advantage from one stage to another, but when you change the level of the car you change the camber too, and therefore any advantages inherent in the tyres are finished. What you gain by having an optimised ride height you lose out by at least three times by not having good camber.’
Testing a 205T16 with an automatic clutch showed it was 0.5 seconds quicker from rest to 400m than a conventional car, but Vaucard discounted any possibility of using a twin-clutch gearbox. This was considered too heavy and not beefy enough to during this period, John Wheeler, also considered having a front engine behind the front axle the way to go for good weight distribution in a rally car that is to be used off road. But in the end with the company’s RS200 rally car this was outweighed by the disadvantages of excessive heat in the footwell, packaging of the steering and exhaust, catering for left and right-hand drive and front driveshaft lengths. In the end, the team achieved a similar effect with the engine mounted at the rear and the transmission as far forward as possible.
It’s likely then that a Ford Group S concept would have needed little variation from the basic RS200 philosophy to be competitive, though Wheeler concedes ‘it does look as if Audi were further down the line to Group S, but Lancia and ourselves were in rather different positions – we both had cars which were a step further toward Group S.’
TOYOTA
Most teams designing a Group S car favoured the rear-mid-engined format. Toyota was one, with its transverse in-line four or longitudinal V6 (or four cylinder) sitting behind the occupants and driving all four wheels. Lotus was rumoured to have been involved in this Group S development, and in 1985 a prototype was tested in Eskdalemuir forest by team boss Ove Anderson and driver Bjôrn Waldegärd. It also tested at the Bagshot military proving ground in England, before disappearing off the radar.
Then, out of the blue, the four-cylinder prototype appeared in public at the Goodwood Festival of Speed in June 2006. Both the four-wheel drive Toyotas were designed before it had been decided to restrict forced induction Group S engines to 1.2-litre, so the turbocharged in-line twin cam four of 2.1-litres seen in the Goodwood car had a maximum output of… 750bhp.
The transverse car then seen at Goodwood the following year was the actual one that was tested in 1985. It is clad, as is its sister, in lightweight carbon/Kevlar bodywork resembling that of a Mk1 MR2, covering a tubular ‘birdcage’ chassis/roll over frame. The weight of the transverse car totalled about… 750kg.
The then President of TTE, Ove Andersson, did most of the early testing of this car before the programme was cancelled. A very experienced and successful rally driver in his own right, Andersson has driven the gamut of rally cars, including rear-engined Alpine A110 Berlinettes and the Lancia Stratos – a short wheelbase, rear transverse engined, two-wheel drive car, yet he stresses that it is an understatement to say that driving the Toyota Group S car was unpredictable: ‘You never knew what it was going to do. With such a short wheelbase and such power in such a light car it could swap ends at any time, and without any warning.’
While discussing the various Group S designs that were around in 1986, and the potential performances and stage speeds of these extreme machines, Andersson, the experienced rallyman turned racer, reflected on the ‘86 FISA ban: ‘I think we were lucky, you know!’
[video=youtube;kCgkNI0pkcY]http://www.youtube.com/watch?feature=player_embedded&v=kCgkNI0pkcY#![/video]
Источники:
http://www.racecar-engineering.com/articles/rallying-group-s/
http://wrc-info.ru/main/news/wrc/4964-avtomobili-gruppy-slancia-delta-s4-ecv.html
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