Miguel Sánchez
In one way or another, weight distribution is one of the essential points for the effectiveness of any sports design. Thus, lightening in order to achieve a good weight/power ratio is not enough in itself; How and where each of the elements are positioned must also be properly tested in order to manage inertia effectively.
In this sense, F1 gave us excellent examples during its first years. Proof of this are the Lancia D50 by Vittorio Jano - with its diagonal transmission in order to accommodate the pilot in a lower center of gravity– or the Cooper T43 -responsible for starting the category in the central-rear engine scheme-.
Likewise, the area of resistance also saw enormous advances in this regard; all of them in line with aerodynamics, thanks to which thrusts capable of helping traction could be created without the need to add extra weight to the unit itself when stationary.
Anyway, beyond focusing on lightening - let's remember the Mercedes SLR with its incendiary magnesium and aluminum panels - the form and manner in which the existing weight is distributed decisively influences both when cornering and when traction is exercised.
That said, it goes without saying how the best competition specialists have spent millions of dollars to improve their vehicles in wind tunnels or circuits of all kinds. A fact capable of contrasting with the experimental and, if you allow the expression, homemade nature of this SEAT 124 designed by José María Servià and Valentín Yban during the seventies. By the way, with some interesting results within the Spanish Dirt Rally Championship.
SEAT 124 PROTO WITH BACK SEATS, LOOKING FOR BETTER TRACTION
From 1971 to 1979 the SEAT Competition team was the great dominator in the Spanish rallies. Born in the heat of the National Manufacturing category -established by the Spanish Federation in order to give a niche to local vehicles compared to models imported by certain private drivers-, this signed excellent performances under the direction of José Juan Pérez de Vargas with pilots such as Antonio Zanini, Ricardo Muñoz “Curls” or Salvador Cañellas.
Furthermore, it is impressive to see how those results were achieved with units that were barely modified from the stock ones. Of course, understand the “scarcely" within a context where FASA manufactured models like the A110 or, beyond the Pyrenees, Lancia set the bar high by creating a model from scratch for the world of rallying: the Stratos.
At this point, the mechanical evolution of the SEATs destined for competition exuded as much passion and effectiveness as little financial commitment by the brand in relation to technological innovation. And, although SEAT was interested in the stir generated by its team on the dirt sections, the truth is that it never had the competition among its major concerns.
In fact, the very existence of SEAT Competition was almost a miracle of chance; an achievement more attributable to the drive of passionate workers than to that of the board itself. Due to this, if we want to find design experiments Beyond the mechanics in relation to the SEAT 124 we have to go to very particular cases, to private initiatives.
A VERY PARTICULAR EXPERIMENT
One of them is that of José María Servià and Valentín Yban, who, based on a unit with an 1800 engine, decided to improve traction by moving the pilot and co-pilot positions back by 52 centimeters. Thanks to that the weight was distributed in a very different way, further seating the rear axle which, at the time, is responsible for propulsion in the SEAT 124.
To do this, they dismantled the original dashboard, reinstalling all the elements on a tubular structure to which not only the controls and steering were attached - which was extended with two cardan joints based on parts from the Citroën CX - but also the bottom bracket. Regarding the brake booster, this was reinstalled next to the brake master cylinder since, for reliability reasons, using an extension rod would have been fatal for reliability.
In addition, the assembly was lightened as much as possible and in terms of the engine, 184 HP at 7.400 rpm were achieved. installing Cosworth pistons, a cylinder head from the 124 of the official team as well as two 48-millimeter Weber carburetors. Now, regarding the section with the most laborious development, this was possibly the suspensions.
And, without taking into account the extra strength required from the rear axle due to the change in weight distribution, the changes made to this SEAT 124 Proto meant that, even though it was rear-wheel drive, it from oversteering behavior to clearly understeering behavior. After all, the logical product of lightening the front area of the vehicle too much, thus giving very little margin of firm support to the steering.
At this point, Bilstein gas shock absorbers improved the situation along with lower-rated springs. Changes that, however, did not make us forget the complete readaptation of the driver to the car since, on the competition stages, his responses were already They had nothing to do with those provided by the other SEAT 124. Likewise, to this we must add the way in which moving back the driving position conditioned visibility.
What's more, so that we can get an idea of this model accessed through the rear doors. Imagine what it would be like to drive your car sitting in the back seats! Just think about it for a moment and you can get an idea of the change experienced by José María Servià and Valentín Yban. The creators of what is possibly the most curious private experiment of all those carried out in the SEAT 124 Rallyes.
Images: AutoMecánica and Pinterest MiniJuancho
PD We would not like to finish this article without thanking the collaboration of Garage22, from which we have been given the green light to use its materials related to the AutoMecánica magazine.
