Miguel Sánchez
What caused the abrupt end of Group B? Well, obviously the fatal accident involving Henri Toivonen and his co-driver Sergio Cresto in the 1986 Rallye de Córcega acted as a decisive element. In fact, Jean-Marie Balestre -president of FISA- personally made the decision a few hours after the tragedy. A maneuver against which not a few manufacturers revolted, fully focused on developing more and more those machines that are as fast as they are controversial. However, the truth is that the problem was not so much in the mechanics as in the lack of security. Not only in tests but also in everything related to lightening weight in vehicles.
In fact, during the four years following the ban on Group B more deaths were recorded in the World Rally Championship than during the four seasons with those models. What's more, analyzing the accidents between 1983 and 1986 we see how they did not have much to do with the speed provided by the engine power. In fact, the very end of Toivonen and Cresto came from the explosion of the fuel tanks after going off track in an area that is not particularly fast.
And it is that these were recklessly placed under the seats to improve the center of gravity. They were also sparsely insulated in the name of reduced weight. In addition, the run over spectators produced during the 1986 Rally de Portugal -with three dead and more than thirty injured- was due to the way in which they were thrown onto the road. As reckless as consented by the organization of the test itself. In fact, in an act of just protest, the pilots agreed on a plan in which they pointed to the organizers, and not to the Group B designs, as directly responsible.
With all this, the tension between the teams and the already fickle and despotic Jean-Marie Balestre grew more and more bitter. A problematic climate in which, after the accident of the Lancia Delta S4 in Corsica, everything accelerated, leaving behind one of the most vibrant homologations in the history of the competition. Yes indeed, In light of time, that decision also had its advantages. Well, not in vain, manufacturers began to be more attentive to the necessary issue of safety. However, the truth is that that abrupt end caught most of the brands with a changed step.
What's more, many of them were left without being able to give way to expensive developments carried out both in their incipient Group B and in the future Group S scheduled for 1988. However, it is curious to see how the end of that homologation was not bad news for Audi. Not surprisingly, despite the revolutionary and successful of its quattro, it was no longer competitive in the mid-eighties. In fact, in 1985 he only won one of the twelve events. Also, as the Audi engineers tried to improve the car they only managed to make it more and more unmanageable.
Thus, each increase in power in the engine required new aerodynamic appliqués to stick the car to the ground. In sum, the quattro chassis no longer assumed new mechanical evolutions, completely surpassed by that of the Peugeot 205 T16 and Ford RS2000. With all this, in 1986 Audi only participated in two rallies while the team's own management disintegrated between controversies and dropouts. A problematic climate under which the German brand decided to abandon the rallies but not the competition. Determined to continue promoting its all-wheel drive in races held on asphalt.
AUDI QUATTRO PIKES PEAK, THE LAST SUCCESS OF THE OLD GROUP B
With 23 victories as well as two drivers' and two manufacturers' titles, the Audi quattro is one of the most successful rally models of all time. Likewise, its all-wheel drive marked a before and after in the history of gravel stages. Sentencing the rear-wheel drive so well embodied by the Lancia Stratos and 037. However, when Audi Sport confirmed how its creation could no longer be competitive in the Group B performance escalation, decided to focus on other types of careers. Of course, creating a new model with all-wheel drive from scratch to win the American IMSA or the German touring car championship was not a quick task.
Thus, since Audi was trying to enter the American market with force, sublimating its sporty image against the classicism of Mercedes, the brand thought of competing in Pikes Peak. Disputed since 1916, this is the most prestigious ascension race in the world thanks to its more than 1400 meters of unevenness with almost 20 kilometers of travel. A place where some of the best manufacturers have tested experimental technologies with excellent results in branding. With all this, why not dispute that test with a real desire to win it?
At this point, in 1984 the first Audi quattro of the official team was entered in the test. And well, the truth is that that inaugural intervention still needed improvements. However, for the next edition Audi Sport took good note of the particularities of that ascent. Taking advantage of all-wheel drive at a time when the track had not yet been paved. With all this, in 1985 he took victory. Something that he repeated in 1986 after having freed himself from the World Rally Championship.
However, the Audi quattro's most outstanding performance at Pikes Peak was yet to come. This way, in 1987 Walter Rörhl was called up. Already in the twilight of his career after the world titles of 1980 and 1982. Likewise, the aerodynamic elements had advanced to a paroxysm, presenting the most angular and ornate appearance in the entire history of the Audi quattro. Thanks to this, it gained in downforce. Essential to master the 598CV of the five-cylinder with 2,1 liters of the S1 (E2) presented here.
That as long as we pay attention to the brand's publications. Since Walter Rörhl later indicated a figure of up to 750CV. All this with only 850 kilos of weight. Some 150 less than those marked by the latest developments for the World Rally Championship. Thanks to this, the German pilot not only won Pikes Peak in 1987 but also set a new record by doing it in 10 minutes and 47 seconds. A spectacular feat that, the following year, was not revalidated due to the victorious presence of the Peugeots. This time 405 Turbo 16.
And it is that, curiously, a succession of events similar to that which occurred in the World Rally Championship was repeated. However, this mattered little to Audi Sport. Which had put a finishing touch to his old Group B to, now, focus solely on the superb performances that were to come on the asphalt thanks to the IMSA GTO. Capable of driving 720Nm of torque to the ground thanks to a perfectly tuned quattro drive. Simply sensational.
Photographs: Audi / Sergio Calleja
