Miguel Sánchez
Even as the years pass, the motorsports fan remains fascinated with the creations of the extinct Group B. Typical of a time when performance climbing lost its ties to context, these machines, as effective as they are risky, are protagonists in the most exciting pages of the WRC. However, to tell the truth, they were not only lavish on the dirt tracks. Far from it, the asphalt of the circuits was also able to see them in action with models like the Porsche 961.
That said, it would be best to begin our story in the offices of the FIA back in 1982. Determined to create a new homologation classification for both dirt and asphalt competitions, this international organization announced for that year the creation of three categories basics if we want to understand motorsports during the eighties.
Firstly, Group A came as a way to facilitate the entry of private teams at a time when officials had more and more resources. Based on this, here the rules were adjusted in order to limit participants to series models with modifications necessary for entry into the competition.
By way of contrast, Group B left a very wide mechanical margin with the idea of being an experimental, very cutting-edge category, where brands could develop all kinds of new technologies. Lastly, the Group C unified the old Group 5 and 6 in order to create a new homologation where the Sport Prototypes of the World Endurance Championship would be included.
PORSCHE AND ITS COMPETITION PROGRAM IN 1982
After taking the reign at Le Mans from the Ford GT40, winning in 1970, Porsche was, together with Matra, the reference brand for this race during the XNUMXs. All this using an intelligent strategy based on cooperation with private teams, which it provided and assisted externally in clear contrast to the monopolistic model of a Ferrari that, only on specific occasions, was open to collaborating with nearby teams such as the NART by Luigi Chinetti.
Likewise, the couple formed by Derek Bell and Jacky Ickx gave new wings to the Stuttgart house by winning the 24 Hours of Le Mans in 1981. aboard a 936/81 with open body. An excellent prologue to the following year's edition, where the same couple once again won first place, releasing an unbeatable 956.
Precisely the Sport Prototype with which Porsche adjusted to the rules of Group C, winning the 24 Hours of Le Mans on four consecutive occasions - six if we add the two of the 962C -. Obviously, with all this they were very satisfied in the German house although, to tell the truth, the possibility of competing on land with the homologation of Group B it was always present since the FIA announcement for the 1982 season.
953, THE NEED TO GET AN ALL-DRIVE SYSTEM
Given the freedom granted by the Group B rules, Porsche decided to join the path opened by Peugeot or Audi in relation to all-wheel drive. In this context, before putting their own bet on the WRC tracks - which would have been truly exotic and exciting - their engineers decided to test a model with 4×4 traction in the 1984 Paris-Dakar.
At this point, starting from the base of a 911, a design prepared for the desert dunes was created with suspensions with generous travel and, above all, a new - for Porsche - suspension system. all-wheel drive with the possibility of being controlled manually. In short, we are talking about the Porsche 953, which also won the victory at that same premiere.
Thus, no one doubted the possibilities created by Porsche's work, being able to now apply all this technology to a model. adapted to Group B specifications. In fact, even more competitive than little by little revealed by Ferrari. And the fact is that, to the application of the turbocharger, it was necessary to add that system with all-wheel drive of solvency guaranteed by having won the demanding Paris-Dakar.
959, PORSCHE IS LAUNCHED INTO GROUP B
After the accolade achieved in 1984, Porsche began to reveal for the following year the first pre-production units related to its future Group B: the 959. What's more, some of them were tested on the sands of the Paris-Dakar using naturally aspirated engines. Naturally, unfortunately, They were not as lucky as the previous edition since they ended with one abandonment due to mechanical failures and another two due to accidents.
Likewise, the development of the final design - especially with regard to the engine with KKK turbochargers - was delayed and, as if that were not enough, time continued to show that, although the Group B cars worked wonderfully in the WRC, these They were not so lavish in the asphalt competitions whether it was the North American IMSA or the World Endurance Championship organized by the FIA.
However, and despite seeing more and more clearly how the 959 was not destined to rub shoulders with the Quattro or 205 T16, Porsche was determined to continue with your model for Group B focusing the commercial output on private pilots with interests located just below the spectacular and unattainable Group C supported by the factory.
Furthermore, given the minimum of 200 units required for approval the launch of the new model “halo” would result in an excellent image campaign.
PORSCHE 961 GROUP B, THE RESULT OF A REGULATION WITH FINE PRINT
During the eighties the technological impetus of the brands was of such caliber that, trying to satisfy their desires in terms of radical innovation, the FIA introduced a clause in the specifications of Group B. And, once the 200 units were made necessary, the production of up to 20 more per year under an even more open regulation in mechanical, performance and weight issues.
Known as Evolution, they were intended to be the playground for the most extreme engineers in relation to motorsports. A niche in which Porsche decided to insert its 1986 for the 961 season; then the track-only evolution of the mass-produced all-wheel drive 959 approved for use on open roads.
NEW SETTINGS FOR A RADICAL BET WITH TRACES OF GROUP C
To begin with, the same monocoque chassis was used, although here the electronic adjustment of the suspensions was replaced by another manual; more freedom when making adjustments - in the series units there were only three programmed levels - and, of course, lighter and more reliable by dispensing with several electronic components.
Likewise, the assembly was reinforced with more stabilizer bars while the brake discs used in the Sport Prototype 962 of Group C were applied. Regarding the engine, it received a multitude of new adjustments although the diameter and stroke of the pistons remained unchanged. the same 95 and 67 mm of the 959, thus adding a displacement of 2.847 cc; pushing the limit of what is allowed for Group B equipped with a turbocharger.
On the other hand, both the compression ratio and the blowing of the two KKK turbochargers became more demanding, thus going from the 450 HP at 6.500 rpm delivered by the standard 959 to around 680 CV to 7.800 rpm of the 961 roaring at the top of its lungs on the circuits. Finally, the all-wheel drive system continued, although here it had to be modified in order to deliver more torque to the rear axle than the front.
THE BEST CAR AT THE WORST TIME
Unfortunately, some great designs come at the worst time. And yes, the case of the Porsche 961 responds precisely to this. To begin with, if there were few signs of putting this model on the WRC tracks, the abrupt end of Group B -after the fatal accident in Toivonen and Cresto in May 1986- cleared all possibilities.
Secondly, Porsche was doing so well in the World Endurance Championship with the 956s that, at the end of the day, it made little sense to waste resources in a Group B for this same competition when it already dominated it overwhelmingly with its homologation for the Sport Prototypes of Group C.
In addition, the few driver-customers capable of affording a high-level Porsche to compete in already had the series units of the 959, which, by the way, remained like most of those of the F40 tight to a use very far from racing. In short, it was the paradox of these creations: designed for competition although ultimately defined by their reign among street supercars from the eighties.
PRIOR TO LE MANS 1986, THE PREMIERE OF THE PORSCHE 961 GROUP B ARRIVES (NOW IMSA)
However, ahead of the 24 1986 Hours of Le Mans, Porsche deployed - under the ownership of the Automobiles Club de l'Ouest - a 961 already in the test days held. about three weeks before the race.
And boy, the truth is that this was as followed by the press as it was debatable for the drivers because, not in vain, while its traction gave adjustment problems when thinking about how to distribute the delivery of torque between the axles, its speed she wasn't that tall as expected.
Under this context, and with the clock against, the Porsche mechanics - remember how it supported its collaborating teams - tuned the 961 to make it capable of reaching the 333 kilometers per hour on the Mulsanne straight. At the same time, the torque reached 20% for the front axle and 80% for the rear, making the Porsche 961 the first model with four-wheel drive entered in the 24 Hours of Le Mans.
CAREER DEVELOPMENT AND END OF THE PROJECT
Le Mans 1986 was a memorable race for Porsche. And no, not just because he won it with the 962/C driven by Derek Bell, Al Holbert and Hans-Joachim Stuck. The thing is nine of the top ten places They were filled with models from the Stuttgart house! By the way, with the 956/B of the Danone Porsche Spain in fourth place including the Spanish Emilio de Villota and Fermín Vélez as drivers along with the South African George Fouché.
A sensational performance, in which the Porsche 961 managed to arrive in a creditable seventh position being the only Group B - of origin, since the category disappeared weeks before and was registered under IMSA rules - in a classification full of Sport Prototypes. In any case, that was a mirage for this model condemned to not find its place in the racing of the time.
Even more so after the failures of Daytona 1986 and Le Mans 1987, where problems with tires and fire made give up completely to Porsche regarding the possibility of selling this model to certain driver-customers. Put in this situation, the 961 remained like a museum piece preserved with its Rothmans livery in the brand museum. Anyway, an exceptional witness about what happened with the Group B asphalt.
