Just before we get started, I’ve set up a discord for you guys to chat and other general
discordy sorta shit, I’ve never used it prior to this so if I’m a bit slow on the
uptake I’m sorry.
Link is in the description.
You guys seemed to really want me to make a part two on all the group s cars I missed
in the last video.
Check out part 1 if you haven’t seen it already, but otherwise, let’s just get back
into it.
It was fair to say that Mazda’s foray into Group B wasn’t showered in success.
In fact, the Mazda Rally Team Europe received no financial backing from Mazda themselves
when they decided to make the jump from Group 2 to Group B. The rear-wheel drive RX7 was
introduced in 1984, when four-wheel drive had become the tried and twisted method, and
so Mazda was left in the dust.
So when the Mazda Rally Team announced that they were planning on taking part in Group
S, it came as a slight shock.
Changes to the design would be required.
Four-wheel drive was obviously the first thing on the list, but the Rx7 was notable for featuring
four wheel steering.
It also carried a naturally aspirated rotary engine supposedly able to do 450bhp, but was
front-mid mounted, which was seen as a little strange to many, as most cars featured the
standard mid-engined design.
However, it was mounted in this way for two reasons: one, it allowed for better weight
distribution, and 2, allowed for more predictable movement on all the different terrains found
on the WRC.
The S version of the RX7 also featured brand new wider body kits made out of lightweight
composite materials.
Only two prototypes were built, and it isn’t known if they were identical.
But judging by the fairly sparse interior, it's fair to deduce that the RX7 didn’t
get far into development before Group S was snatched away from them.
Seat had a lot of hurdles to overcome in order to produce a successful rally car.
Spain was experiencing troubles at the time and so Seat had little money to work with
in order to build the car.
Four wheel drive, which Seat knew they had to use in order to stay competitive, was still
an expensive technology to implement, which they simply couldn’t afford.
Therefore, a much cheaper yet less-well known method would be used to achieve four wheel
drive- Two engines.
Hence the name, Bimotor.
Seat took their newly released Seat Ibiza and set to work.
Two Prsche engines were fitted, one at the front and one at the back, which could do
125hp each, so overall the car could do 250hp., although later models were theorised to have
engines of 150hp each, or 300hp total.
Synchronizing the engines became a problem.
The front engine would supposedly rev higher due to inertia, and the team supposedly had
trouble syncing the transmissions.
Cooling for the rear engine was also difficult to overcome, but eventually the radiator had
to be fit with two air ducts mounted in the rear windows.
ANother strange thing about the Bimotor was the lack of lightweight materials.
Of course, the reason is the lack of a budget, but only the bonnet, rear hatch and arch extensions
were made out of fibreglass.
Even so the car only weighed just over 1000kg.
Many theorise that the Bimotor was a prototype for Group B, not Group S. However the 200
car homologation requirement would make the Bimotor a terrible investment for Seat, as
they would be completely impractical as road cars.
While Seat was likely planning to build the car for Group S, the car never saw any real
action outside of some championships within Spain itself after Group S was canned.
While the idea of a twin-engined rally car from the 1980’s does sound incredible, one
thing you have to remember is, when you have double the engines, you have double the amount
of things to go wrong.
The Opel Kadett’s rallying outings, like a lot of other cars, started during Group
B and ended with Group S. Opel had been performing Ok with the Manta B 400, but the team knew
they, like a lot of other manufacturers, needed to introduce a brand new, purpose built four
wheel drive monster.
They took the Opel Kadett (also known as the Vauxhall Astra, the Holden Astra, or a number
of other names).
The front and rear were replaced with tubular space frames and most of the body was constructed
out of lightweight composites.
The head of the project, Karl-Heinz Goldstein, however, believed that mid engined cars weren’t
favouriable, so went for a more traditional front engined layout- which he felt would
be much more favourable for less experienced drivers.
By this point, the Kadett weighed a healthy 960kg, but a lightweight 850kg build was said
to be in the works too.
The team messed around with the Cosworth engine- superchargers only managed to bring the horsepower
to around 325, but turbochargers surpassed 400.
The team even sneakily tried out a pre-tuned turbocharged ford engine which they referred
to as “proof of concept” but was generally seen as a dumb move for PR. 4 prototypes were
built and all saw action- two Opels competed in the Paris-Dakar rally, and the other Vauxhall
Astra competed in the British open rally championship, results were mixed.
Group S seemed to be a ray of light for the company however.
A few modifications would have to be made to the engine in order to have it comply with
the new regulations, but Opel still kept a hopeful mind.
Then Group S ended and so Opel canned the project.
After a series of unsuccessful attempts at building a successful rally car, the dream
was over.
Lada’s Samara rally car had a development life cycle that spanned over the lives of
both group b and group s, and never saw any official racing in either category.
They took the Lada Samsara and began the modifying process, beginning with the subtitle of EVA
begin gifted.
The engine was upgraded to a healthy 300hp, and the exterior was remodelled to feature
both front and rear clamshells.
It also featured some more striking components, such as extractors on the fenders and of course
the iconic twin spoilers for extra downforce.
Of course, being 1980’s communist Russia, funding was difficult to obtain for the project.
But when the government saw how well-produced the prototypes were funding was secured.
Overall, 20-30 models were built- However, it seems that Lada entered the story at just
the wrong time.
As the project was properly getting underway, Group B was scrapped and the EVA was flushed
down the drain, and all the progress was lost.
Or was it?
With the prospect of Group S, Lada had also been modifying a Samsara Eva to conform to
these new regulations, now known as the Samara S-Proto.
50 more horsepower was injected, but only one prototype was built.
Then, Group S was axed and so the S-proto was also left without a cause.
But, once again, lada found a use for it.
The car was modified and fitted with a Porsche engine and drivetrain, and went on to compete
in the Paris-Dakar rally and secured fifth in 1991.
This version of the Samsara, known as the T3, was supposedly a direct descendant of
the EVO and S-Proto, meaning the projects did have some longer-term use after all.
Well, I
believe that I should do it.
There are probably some more extremely obscure prototypes I could talk about, but if I’m
being honest it wouldn’t make for any great content.
Other than that, yeah I do think each and every one of the prototypes I’ve mentioned
in both of these videos are insanely cool, and it's always a treat to see one of them
in action.
Thanks for watching.