thumb|upright=1.3|An [[Audi Quattro#Sport Quattro S1 E2|Audi Sport Quattro S1 E2, one of the most powerful Group B cars]]
Group B was a set of regulations for grand touring (GT) cars used in sports car racing and rallying introduced in 1982 by the Fédération Internationale de l'Automobile (FIA). Although permitted to enter a GT class of the World Sportscar Championship alongside the faster and more popular Group C prototypes, Group B cars are commonly associated with international rallying during 1982 to 1986, when they were the highest class used in the World Rally Championship (WRC) and regional and national rally championships.
The Group B regulations fostered some of the fastest, most powerful, and most sophisticated rally cars ever built, and their era is commonly referred to as the golden era of rallying. However, a series of major and fatal accidents occurred amid ongoing concerns over unchecked evolution of the cars' performance abilities, the rally itineraries and lack of crowd control at events. Immediately after the deaths of Henri Toivonen and his co-driver Sergio Cresto in the 1986 Tour de Corse, the FIA banned the group from competing in the WRC from the following season, also dropping its prior plans to introduce Group S whilst designating Group A as the top class of rally cars with engine limits of 2,000 cc and .
In the following years, ex-rally Group B cars found a niche in the European Rallycross Championship until being dropped in 1993. By 1991, the World Sportscar Championship had moved on from Group B and C, with the GT championships formed in the 1990s preferring other classes such as the new GT1. The last Group B cars were homologated in 1993, though the FIA made provisions for national championships and domestic racing until as late as 2011.
Overview
New FISA groups
thumb|[[Rothmans Rally Team's Prodrive-run Porsche 911 SC RS]]
In 1982, the Fédération Internationale du Sport Automobile (FISA) restructured the production car category of Appendix J of the International Sporting Code to consist of three new groups.
The outgoing Group 1 and Group 2 were replaced with Group N and Group A, for unmodified and modified production touring cars respectively. These cars had to have four seats (although the minimum size of the rear seats was small enough that some 2+2 cars could qualify) and be produced in large numbers. Their homologation requirement was 5,000 units in a 12-month period between 1982 and 1992. From 1993, the requirement was reduced to 2,500 units.
Group B was for GT cars with a minimum of two seats, redefined as sports grand touring cars in 1986. It combined and replaced Group 3 and Group 4, two grand touring groups already used in rallying, and the production-derived Group 5 silhouette cars used in circuit racing. Group 5 cars had never been permitted in the World Rally Championship for Manufacturers.
Homologation
The number of cars required for homologation—200—was 4% of what some other groups required, and half of what had previously been accepted in Group 4. As homologation periods could be extended by producing 10% of the initial requirement each subsequent year (20 in Group B's case compared to 500 for A and N), the group made motorsport more accessible for car manufacturers before taking the group's technicalities and performance into account. 'Evolutions' could be included within the original homologation without needing to produce a new initial run, allowing manufacturers to tweak various aspects of their competing car and produce 20 of the 'evolved' cars rather than 200. Together, these homologation rules resulted in Group B 'homologation specials'—extremely rare cars that were only produced to satisfy the homologation quota rather than for sales, if they continued to exist beyond presentation to FIA officials in the first place.
thumb|Ferrari 308 GTB Group B (1984)
Group B could be used to homologate production sports cars which were ineligible for Group N or A due to not having four seats or not being produced in large enough numbers (such as the Ferrari 308 or the Porsche 911). Furthermore, the low production requirement encouraged manufacturers to use competition-oriented space frames instead of the unibodies typically used in most series-production road cars.
Regulations
thumb| The [[Transverse engine|transverse mid-engine Peugeot 205 Turbo 16 E2 won Peugeot the 1985 and 1986 WRC manufacturers' titles.]]
Specific regulations
Group B followed Article 252 and 253, which covered such things as safety cages or parts defining a car, like windshields or side-view mirrors. The rules provided for manufacturers who wanted to compete in rallying with mid-engine and RWD or 4WD, but their RWD production models had been gradually replaced by FWD counterparts. By reducing the homologation minimum from 400 in Group 4 to 200, FISA enabled manufacturers to design specialized RWD or 4WD homologation specials without the financial commitment of producing their production counterparts in such large numbers.
When the Group N, A, and B rules were decided upon, weight and engine displacement restrictions were thought the only way to control speed. This meant that there were no restrictions on boost, resulting in power output increasing from the winning cars' in 1981 to there being at least two cars producing in excess of by 1986, the final year of Group B in rally. Turbocharged engines were not yet common in road-going cars and had only been introduced in the early 1960s, The Ferrari 288 GTO and the Porsche 959 were in the 4,000 cc (2857 cc with FI), 1,100 kg class, which would probably have become the normal class for circuit racing if Group B had seen much use there.
{| class="wikitable" style="font-size: 95%;"
|+Group B subclasses
|-
! colspan=2 | Displacement
! rowspan=2 | Weight
! rowspan=2 | Wheel width <br />(front & back)
! rowspan=2 | Cars
|-
! Naturally-aspirated
! Supercharged or turbocharged
|-
| 4,000 cc || 2,857 cc || 1,100 kg || 12" || Ferrari 288 GTO, Porsche 959
|-
| 3,000 cc || 2,142.8 cc || 960 kg || 11" || Audi Quattro, Lancia 037, MG Metro 6R4, Ford RS200
|-
| 2,500 cc || 1,785 cc || 890 kg || 11" || Peugeot 205 T16, Lancia Delta S4
|-
| 2,000 cc || 1,397 cc || 820 kg || 10" || Renault 5 Turbo
|}
Rallying
thumb|Lancia [[Lancia Rally 037|037|left]]
1982–1983
The existing Groups 1–4 were still permitted in the World Rally Championship during 1982, the first year of the new groups. Although some freshly homologated Group B cars were entered from the first round in Monte Carlo, no car from the group made podium at any of the season's 12 rallies.
Although the Audi Quattro was still in essence a Group 4 car, it carried Hannu Mikkola to the driver's title in 1983. Lancia had designed a new car to Group B specifications, but the Lancia 037 still had rear-wheel drive and was thus less stable than the Quattro over loose surfaces. Nevertheless, the 037 performed well enough for Lancia to capture the manufacturers' title, which was generally considered more prestigious than the drivers' title at the time, with a win to spare. In fact, so low was Lancia's regard for the Drivers Championship that they did not enter a single car into the season finale RAC Rally, despite the fact that driver Walter Röhrl was still in the running for the title. This may have been, in part, because Röhrl "never dreamed of becoming a world champion."
thumb|[[Opel Manta|Opel Manta 400]]
The lenient homologation requirements quickly attracted manufacturers to Group B. Opel replaced their production-derived Ascona with the Group B Manta 400, and Toyota built a new car based on their Celica. Like the Lancia 037, both cars were rear-wheel drive; while proving successful in national rallying in various countries, they were less so at the World Championship level, although Toyota won the 1983 Ivory Coast Rally with Björn Waldegård behind the wheel.
1984–1985
thumb|The [[Austin Metro#MG Metro 6R4 rally car|Metro 6R4 was developed to compete in the 1986 WRC.]]
thumb|[[Porsche 911 (classic)|Porsche 911 SC RS homologation special for Group B rallying; developed for the 1984 WRC.]]
In 1984, Audi beat Lancia for both the manufacturers' title and drivers' titles, the latter of which was won by Stig Blomqvist, but received unexpected new competition midway through the year. Peugeot had joined with its Group B 205 T16. Like the Quattro, the T16 also had four-wheel drive, but was smaller and lighter. At the wheel was 1981 driver's champion Ari Vatanen, with future Ferrari Formula One team manager and FIA President Jean Todt overseeing the operation.
A crash prevented the T16 from winning its first rally, but the writing was on the wall for Audi. Despite massive revisions to the Quattro, including a shorter wheelbase, Peugeot dominated the 1985 season, although not without mishap—Vatanen plunged off the road in Argentina and was seriously injured when his seat mounts broke in the ensuing crash. Fellow Peugeot driver Timo Salonen won the 1985 driver's title with five wins.
Although the crash was a sign that Group B cars had already become dangerously quick (despite Vatanen himself having a consistent record of crashing out while leading), several new Group B cars debuted in 1985:
- Late in the year, Lancia replaced their outclassed 037 with the Delta S4, which featured both a turbocharger and a supercharger for optimum power output.
- Ford returned after several years away with the RS200 and the Sierra RS Cosworth (though the latter went on to compete in Group A).
- Citroën developed and entered the BX 4TC, which had proven too heavy and cumbersome to be successful.
- Rover created the distinctive Metro 6R4, which featured boxy bodywork and a large wing on the front of the car.
1986
For the 1986 season, defending champion Salonen and ex-Toyota driver Juha Kankkunen drove the new Evolution 2 version of Peugeot's 205 T16 with its lightweight spaceframe chassis. Audi's evolved Sport Quattro S1 now boasted over 600 hp (450 kW) and a huge snowplow-like front end. Lancia's Delta S4 would be in the hands of Finnish prodigy Henri Toivonen and Markku Alén, and Ford readied its high-tech RS200 with Stig Blomqvist and Kalle Grundel.
The appeal of the Group B cars had helped attract more spectators to the rally stages. Crowds were so large in places that the road ahead was barely visible to the drivers, with spectators stood on the road itself. Michèle Mouton is quoted as saying she could only drive competitively by thinking of the spectators lining the road as trees. Ari Vatanen spoke of a 'human corridor'. Other reports suggested spectators were interfering with directional markers, or shovelling snow or mud into the road to create a hazard. Some spectators tried to touch passing cars, with enduring rumours that mechanics would find human fingers in the car air intakes or bodywork.
In March, on the first stage of the Rally de Portugal, 'Lagoa Azul', near Sintra, Portuguese driver Joaquim Santos crested a rise, turning to his right to avoid a small group of spectators. This caused him to lose control of his Ford RS200. The car veered to the right and slid off the road into another group of spectators, killing three people and injuring 31 others. All of the top teams immediately pulled out of the rally, with other drivers also refusing to continue. A group of crews including the reigning world champion Timo Salonen stated it was 'impossible to guarantee the safety of the spectators,' and that "The accident on stage one was caused by the driver having to try to avoid spectators that were in the road. It was not due to the type of car or the speed of it."
Ford team manager Peter Ashcroft told reporters he had already expressed concern over crowd control in WRC rallies. Writing in The Guardian, Maurice Hamilton reported that the Portuguese Rally had an appalling safety record, with no-to-poor crowd control, spectators were able to please themselves. On the same stage prior to Santos' accident, Salonen's car had already made contact with a cameraman, breaking bones; and Markku Alén and Henri Toivonen had reportedly had stones thrown at them.
thumb|[[Lancia Delta S4]]
In May, at the Tour de Corse, Lancia's Toivonen was the championship favourite, and once the rally got underway, he was the pace setter. Seven kilometres into the 18th stage, Toivonen's S4 flew off the unguarded edge of a tightening left-hand bend and plunged down a steep wooded hillside. The car landed upside down with its fuel tanks ruptured by the impact. The combination of a red-hot turbocharger, Kevlar bodywork, and leaking fuel ignited the car and set fire to the dry undergrowth. Toivonen and co-driver Sergio Cresto died in their seats. With no witnesses to the accident, it was impossible to determine what caused the crash. Some cite Toivonen's ill health at the time (he reportedly was suffering from the flu);, or the fatigue of the long rally itinerary without significant rest breaks, others suggest mechanical failure or simply the difficulty of driving the car (although Toivonen, like Vatanen, had a career full of crashing out while leading rallies). Up until that stage he was leading the rally by a large margin, with no other driver in close contention.
The final days of Group B were also controversial. The Peugeots were disqualified from the Rally Sanremo by the Italian scrutineers as the 'skirts' around the bottom of the car were found to be illegal. Peugeot immediately accused the Italians of favouring Lancia. Their case was strengthened at the next event, the RAC Rally, when the British scrutineers passed the Peugeots as legal in identical trim. FISA annulled the result of the Sanremo Rally eleven days after the final round in the United States. As a result, the championship title was passed from Lancia's Markku Alén to Peugeot's Juha Kankkunen. Salonen had won another two rallies during the 1986 season, becoming the most successful Group B-era driver with a total of seven wins.
Beyond WRC
thumb|left|[[Ari Vatanen's Dakar-spec 205 T16]]
thumb|Three Ford RS200 E2, Audi Sport Quattro S1, MG Metro 6R4, and Peugeot 205 T16 E2 in the 1989 [[Rallycross EC round at Melk]]
Although 1987 saw the end of Group B rally car development and their appearance on the world rally scene, the cars did not disappear outright. They were still permitted in regional championships, providing they met the limit of 1,600 cc for four-wheel drive or were homologated prior to 1984. Independent teams would enter the European Championship too, though the limited options of permitted Group B cars were not as competitive or ubiquitous as newer Group A cars.
Porsche's 959 never entered a WRC event, though it did compete in the Middle East championship and won the Paris-Dakar Rally in 1986. Peugeot adapted their T16 to run in the Dakar Rally. Ari Vatanen won the event in 1987, 1989 and 1990. Improved Peugeot and Audi cars also competed in the Pikes Peak Hillclimb in Colorado. Walter Röhrl's Quattro S1 won the Pikes Peak International Hill Climb in 1987 and set a new record at the time. Audi used their Group B experience to develop a production based racing car for the Trans-Am and IMSA GTO series in 1988 and 1989 respectively.
Many ex-rally cars found homes in European rallycross events from the beginning of 1987 until the end of 1992. The MG Metro 6R4 and Ford RS200 became frequent entries in national championships. For 1993, the FIA replaced the Group B models in the European Rallycross Championship with prototypes that had to be based on existing Group A models.
Group S
thumb|Lancia ECV pictured at Legendy 2014
The cancellation of Group B, coupled with the tragedies of 1986, brought about the scrapping of Group B's proposed replacement: Group S.
Group S rules would have limited car engine power to 300 hp (225 kW). To encourage innovative designs, just ten examples of a car would have been required for homologation, rather than the 200 required for Group B. By the time of its cancellation, at least four Group S prototypes had been built: the Lancia ECV, the Toyota MR2-based 222D, the Opel Kadett Rallye 4x4 (a.k.a. Vauxhall Astra 4S) and the Lada Samara S-proto, and new cars were also planned by both Audi (the 002 Quattro) and Ford (a Group S modification of the RS200). The cancellation of Group S angered many rally insiders who believed the new specification to be both safer than Group B and more exciting than Group A.
The Group S concept was revived by the FIA in 1997 as the World Rally Car specification, which persisted until 2021. WRC cars were limited to and required 2,500 examples of a model but, unlike Group S, also had to share certain parts with their base production models.
Circuit racing
thumb|Ferrari 288 GTO Evoluzione (1985)
thumb|Ferrari F40 LM
From their introduction in 1982, Group B cars found a home in the World Endurance Championship, formerly the World Sportscar Championship, though were secondary to the Group C racing prototypes. The 1983 season had the first significant entry list including Porsche 930, BMW M1 and Ferrari 308 GTB LM vehicles. Porsche won the FIA GT Cup in 1983, handing it over to BMW in 1984 and 1985. From 1986, the championship retired Group B in favor of IMSA-regulated cars, becoming the World Sports Prototype Championship.
The Porsche 961 prototype, intended to be the basis for Group B homologation, won the GTX class at the 24 Hours of Le Mans in 1986 but crashed and caught fire in 1987. The Ferrari 288 GTO had the minimum requirement of cars built and sold to the public, but never saw competition in its category. The WSPC grids it was intended for were filled up by a batch of Group C cars (there would be no production sports car-based racers in European racing, including Le Mans, until 1993), but it saw limited use in an IMSA GTO race in 1989.
Legacy
The era of Group B is often considered one of the most competitive and compelling periods in rallying. The combination of a lightweight chassis, sophisticated aerodynamics, and massive amounts of horsepower resulted in the development of a class of cars whose performance has not yet been surpassed within their category, even three decades later. In reference to their dubious safety record, the class has also earned an unsavoury nickname among some rally enthusiasts: "Killer B's".
Many racing video games feature Group B cars for the player to drive. One such example is the 2017 video game Gran Turismo Sport, which features a rally car category known as "Gr. B", an obvious homage to Group B. This particular category features predominantly fictional rally cars based on newer models, such as the Mitsubishi Lancer Evolution X and the Subaru WRX STI, although it does include the Pikes Peak version of the Audi Quattro. For the game's sequel, Gran Turismo 7, an actual Group B car—the Peugeot 205 T16—was added to the class. Another video game, Art of Rally, takes place in an alternate universe where Group B was never discontinued, and features fictional cars inspired by the famous rally cars of that era.
Cars
Group B
thumb|[[BMW M1]]
thumb|[[Lada VFTS]]
thumb|[[Mazda RX-7]]
thumb|[[Toyota Celica Twin-Cam Turbo|1986 Toyota Celica Twin-Cam Turbo]]
This list includes under-development and prototype cars that did not receive homologation.
{| class="wikitable"
|-
| style="background:#ccf; height:20px; width:20px"|
| Transferred from Group 4 homologation
|-
| style="background:#bae1ff; height:20px; width:20px"|
| Rehomologated for Group A
|}
{| class="wikitable sortable" style="font-size:90%;"
|-
!Car
!Class
!
!
!Note
!Source
|-style="background:#ccf;"
| Alfa Romeo GTV 2000 Turbodelta || B/12 || B-238 || 1 March 1983 || ||
|-
| Alfa Romeo Alfasud Sprint 6C || || Prototype || || ||
|-
| Alfa Romeo SZ || B/12 || B-297 || 1 November 1992 || ||
|-style="background:#ccf;"
| Alpine A310 V6 || B/12 || B-204 || 1 February 1982 || ||
|-
| Alpine A610 || B/12 || B-299 || 1 April 1993|| ||
<!-- |-
| Audi Quattro 80 A1 || || B-671 || 1 January 1981 || ||
|-style="background:#bae1ff;"
| Audi 80 Quattro A2 || B/12 || B-231 || 1 January 1983 ||
||||
|-style="background:#ccf;"
| BMW M1 || B/12 || B-240 || 1 March 1983 || ||
|-
| Citroën BX 4TC || B/12 || B-279 || 1 October 1986 || ||
|-
| Citroën Visa Trophée || B/9 || B-201 || 1 January 1982 || ||
|-
| Daihatsu Charade DeTomaso 926R || Under 1,300cc || Prototype || || ||
|-style="background:#ccf;"
| Ferrari 308 GTB Michelotto || B/12 || B-236 || 1 January 1983 || || ||
|-
| || || Prototype || || || ||
|-style="background:#bae1ff;"
| Ford Sierra RS Cosworth || B/12 || B-286 || 1 August 1986 || ||
|-
| FSO Polonez 2500 Racing|| || Prototype || 1 April 1985 || ||
|-
| FSO Polonez 2000 Rally || B/11 || B-261 || 1 April 1984 || ||
|-
| FSO Polonez 2000 Turbo|| Under 2,000cc || Prototype || || ||
|-
| Giocattolo Group B || || Prototype || || ||
|-
| Jaguar XJS || B/12 || B-292 || 1 February 1988 || ||
|-
| Lada 2105 VFTS || B/10 || B-222 || 1 October 1982 || ||
|-
| Lada Samara EVA || || Prototype || || ||
|-
| Lancia Rally 037 || B/12 || B-210 || 1 April 1982 || ||
|-
| Lancia Delta S4 || B/12 || B-276 || 1 November 1985 || ||
|-
| Mercedes-Benz 190E Cosworth || || Prototype || || ||
|-
| || B/12 || B-277 || 1 November 1985 || ||
<!-- |-
| Mitsubishi Lancer 2000 Turbo || || B-675 || 1 April 1981 || ||
|-
| Mitsubishi Starion 4WD || || Prototype || || ||
|-
| Moskvitch-Aleko 2141-KR || || Prototype || || ||
|-
| Nissan 240RS || B/12 || B-233 || 1 January 1983 || ||
|-style="background:#ccf;"
| || B/12 || B-221 || 1 November 1982 || ||
|-
| Opel Manta 400 || B/12 || B-237 || 1 March 1983 || ||
|-
| || B/12 || B-262 || 1 April 1984 || ||
|-
| Peugeot 305 V6 || || Prototype || || ||
|-style="background:#bae1ff;"
| Peugeot 504 Turbo Injection || B/12 || B-252 || 1 November 1983 || ||
|-style="background:#ccf;"
| Peugeot 504 Pickup || B/11 || B-228 || 1 December 1982 || ||
|-
| Porsche 911 SC RS || B/12 || B-207 || 1 March 1982 || ||
|-
| Porsche 911 Carrera 4 || B/12 || B-295 || 1 September 1990 || ||
|-
| Porsche 911 Carrera RS || B/12 || B-296 || 1 March 1992 || ||
|-
| Porsche 911 Turbo || B/12 || B-298 || 1 April 1993 || ||
|-
| Porsche 928S || B/12 || B-283 || 1 June 1986 || ||
|-style="background:#ccf;"
| Renault 5 Turbo "Cévennes" || B/11 || B-205 || 1 February 1982 || ||
|-
| Renault 5 Turbo "Tour de Corse" || B/11 || B-234 || 1 January 1983 || ||
|-
| Renault 5 Maxi Turbo || B/12 || B-267 || 1 December 1984 || ||
|-
| Seat Fura Crono 1.6 || B/10 || B-244 || 1 May 1983 || ||
|-
| Škoda 130 LR || B/9 || B-269 || 1 January 1985 || ||
|-
| Subaru MP-1 Utility || B/11 || B-259 || 1 March 1984 || ||
|-
| Subaru XT 4WD Turbo || B/12 || B-275 || 1 October 1985 || ||
|-style="background:#ccf;"
| Talbot Sunbeam Lotus || B/12 || B-227 || 1 December 1982 || ||
|-
| Talbot Horizon || || Prototype || ||
|}
Notes
Group S
- Audi Sport Quattro RS 002
- Opel Kadett Rallye 4x4/Vauxhall Astra 4S
- Peugeot 405 T16 GR
- SEAT Ibiza Bimotor
- Škoda 130LR Evolution
- Toyota 222D (based upon MR2)
Notable drivers
- Markku Alén
- Attilio Bettega
- Miki Biasion
- Stig Blomqvist
- Marian Bublewicz
- John Buffum
- Juha Kankkunen
- Shekhar Mehta
- Hannu Mikkola
- Michèle Mouton
- Tony Pond
- Jean Ragnotti
- Jorge Recalde
- Walter Röhrl
- Timo Salonen
- Henri Toivonen
- Ari Vatanen
- Björn Waldegård