Some of you already know me as the owner and author of this website and that obviously makes me one of the biggest Group B aficionado on the planet. However, what most of you didn’t know is that since 2007 I have also been working on building myself a Group B tribute car. Before you jump to conclusions just by looking at the car in the picture above, there are reasons why it isn’t an actual replica or a kit car of one, and I first invite you to follow me through the story about how my love for Group B changed my life in JAY’S JOURNEY (separate page).
Rally Group B Shrine owner and author
QUICK BROWSE CONTENT
- PROJECT DETAILS
- SNOW TIME ATTACK (RX) PROTOTYPE
- STRADALE CORSE (SC) PROTOTYPE
- CONTACT ME
I began this extraordinary adventure in 2007 as a near complete amateur. After much learning and deep study of Group B designs culminating in a decade of approximately 3,500 hours of work combined, I am proud to present to you the “Gruppe B RS Turbo 16V”!
The project started life as a Mk2 Volkswagen Scirocco as the base bodywork donor and with a GD Subaru WRX STi as the mechanical donor. What is paramount to understand is that this project was not an exercise of trying to build a “Group B Scirocco” but rather use a Scirocco body to build my own personal vision of a Group B car. Albeit its anachronisms under the skin, the result is undeniably a unique Group B inspired rally car. Considering its aspirations the project itself is incredibly low budget and was mostly funded through parting out both cars of their unnecessary parts.
Why combine a Scirocco and a WRX STi? Like previously stated in the journey, most of the base car models used in Group B were never imported in North America, and the little that did are now nearly impossible to find (at a decent price anyway). The Scirocco provided an ideal yet cheap hatchback platform that already had lines similar to the Audi quattro and could be modified to tribute other models as well. I reckon that the only better car for this purpose might have been a 3-door VW Quantum (tail lights and rear screen ala Audi, etc), but I have never seen one around here.
As far as the controversial Subaru marriage, it is the most common yet relatively cheap and very effective longitudinal four wheel drive (AWD) powertrain available on this side of the pond. It was preferred over a modern quattro drivetrain (say from an A4) for obvious reasons not limited to the fact that I already had the Subaru gear laying about. Anyhow, running the Subaru STi engine is but temporary: it will be eventually replaced by an Audi 20V turbo 5 cylinder engine when time and funds allow. This particular engine / drivetrain combo has already been done by Andrew Hawkeswood of New Zealand in his S1 E2 replica to very good effect.
Why not a mid-engine build? The lack of general availability of a proper four wheel drive system for such a layout is the main reason. Too small a budget was second. My lack of expertise in such complex systems a third. Anyway, isn’t the front-engined Audi Sport quattro S1 E2 the poster-child of Group B? It arguably is, even tough the purists won’t agree!
Why not a kit car or replica? I had no budget to import a kit car or make the slightest attempt at a period-correct replica. Living in Canada instead of Europe made sure of that. Furthermore, a replica would always remain what it is: making tribute to only one model while fully knowing it is not real. On my end, I love every Group B car no matter their motorsport records, so I thought that I should try and tribute as much of the features that made them so memorable instead.
Of course, I do have my favourites in the world of group B cars; which are the Audi Sport quattro S1 E2 (and its Pikes Peak derivative) and the Lancia Delta S4 (and its rallycross derivative). These are obviously better represented in my project but the full list is quite extensive. However, it is important to note that copying them to the last detail never was the intent, I rather much preferred creating my own version of these features while adapting them to the base car I had to work with.
To achieve this, I first designed and fabricated a custom tubular spaceframe to which I welded on the Subaru floorpan plus firewall, and installed the mechanical components. I chose to overbuild the chassis with larger diameter and much heavier gauge tubing than most spaceframe Group B cars. Albeit this added some weight, it was mostly done for a maintenance-free chassis, plus some extra safety for my brittle bones! Ultimately, this step turned the car into a rolling “buggy” to which a body could then be fitted on. This “silhouette” procedure is similar to what some of the top tier Group B cars actually used and is of similar design to some commercial kit cars as well.
Afterwards came the countless hours of fabrication with the basic hand tools at my disposal. I also had some restoration work to perform on the Scirocco body since some areas were rotted out by rust. However, I left some of its most inherent flaws (like wavy and/or warped panels due to chassis fatigue) to retain its history intact and keep the car looking 30 years old.
All of the bodywork modifications were made in the very same spirit of Group B; function first, form second, if it ends up looking good then it is only a bonus! However, immense care and devotion was taken to incorporate and marry as much different Group B features as possible in a comprehensive and performing package.
This is all not for show as I’ve put incredible amounts of time in the “think tank” when designing this car; every component was strategically placed to achieve a perfect 50/50 weight distribution (with crew) in a very short 89 inch wheelbase package, also marrying ease of service and adaptability to varying conditions and surfaces, hence creating a real rally car within the confines of what I had to work with. However, in the end I am only one person with one vision and a limited budget, but I think the result speaks for itself!
Maybe this next picture explains my challenge best:
A complete description of the build would obviously take way too long to detail but for the most part these following pictures will be self-explanatory to the builders of custom racing cars:
The current powerful STi engine combined with the current 1090 kg weight, perfect 50/50 distribution (with crew), and (let’s be honest) more modern technology should make the car’s performance more than a match for most real Group B cars. It will remain a work in progress for quite some time as I hope to perform one major “evolution” each year as was permitted by the Group B rules.
If all goes well in the next few years, I will most likely be changing the colour of the car and create a livery to promote this website and the history of Group B (which is not widely known or appreciated in North America – I aim to change that). The long sloping hood may feature a memorial to honour the people of Group B that have passed away; drivers, co-drivers, project leaders, and everyone who played an important role in its history.
I therefore dedicate the “Gruppe B RS Turbo 16v” to the exploits and sacrifice of the courageous drivers and co-drivers, imaginative engineers, hardy mechanics, and everyone involved in making what Group B was. Shall they be remembered forever!
Here’s a list of the features that were implemented into the project and their direct inspiration I used from actual Group B cars;
- front air dam / Audi Sport quattro S1 E2 (main) & Lancia Delta S4 (front headlights “overbite”)
- front spoiler (RX / HC version) / Audi Sport quattro S1 Pikes Peak (main) & MG Metro 6R4 (spoiler angle)
- front fenders / Audi Sport quattro S1 E2 (main) & Toyota MR2 “222D” (vents)
- quadruple round headlights (replacing factory square / rectangular units for ease of replacement) / Lancia Delta S4, Lancia Rallye 037, Ford RS1700T, various others
- front turn signals left factory / various
- rear quarter intakes / mix of Audi Sport quattro S1 E2 & Lada Samara EVA
- side skirts (RX / SC version) / mix of Audi Sport quattro S1 E2 & Lancia Delta S4 (“floating chassis”)
- rear clamshell / mix of Lancia Delta S4 (main) & Audi Sport quattro S1 E2 (dual rear vents), Renault 5 Maxi Turbo & Porsche 959 (rear fender vents)
- tail lights / Lancia Delta S4
- rear spoiler (RX / HC version) / Lancia Delta S4 Rallycross (main) & Peugeot 205 Turbo 16 (rod supports)
- roof spoiler (SC version) / Lancia Delta S4 proto
- rear “bumperless” & mudflaps (RX version) / Lancia Delta S4 & Lancia Rallye 037
- rear bumper add-on (SC version) / Lancia Delta S4
- “symmetrical side window lines” / Audi quattro
- roof line & intake / Lancia Delta S4 (main) & Ford RS200 (side shape)
- CB radio antennae position / MG Metro 6R4 & Opel Ascona B 400
- intercooler (AWIC heat exchanger in my case) position / Ford RS200
- rear radiator setup / Lada Samara EVA
- rear transverse muffler and dual exhaust pipes / Lancia Delta S4
- 35 litres fuel tank (RX version) / Peugeot 405 T16 Pikes Peak
- chassis construction / Lancia Delta S4 & Ford RS200 (rear), Peugeot 205 Turbo 16 (cabin and front section)
- shorter wheelbase / Audi Sport quattro (procedure) & Porsche 959 (@ 89 inches)
- interior (currently unfinished) / Lancia Delta S4 (dashboard)
- temporary black “prototype” paint / Toyota MR2 “222D” & Lancia Delta S4 (matte finish)
SNOW TIME ATTACK (RX) PROTOTYPE (2017)
The very first build of the car was specifically aimed for maximum performance / minimal weight in a deep snow rallycross (time-attack) setting. Preliminary testing of the prototype on a dry open tarmac circuit in early November wielded very exciting results to say the least! It drove quite civil below 80 kph but became a true beast as higher speeds were reached. Past 130 kph the aerodynamic support was clearly noticeable and made the car dig in very aggressively in the corners (even if equipped with soft winter tires) and that took much getting used to!
All was done in hopes to beat my own winter RX lap record at my usual snowy testing grounds. However, it turned out that the track owner decided at the last minute that he would no longer open the track in winter due to rising maintenance and snow-plowing costs in addition to poor clientele. This has unfortunately busted all of my plans for attempting to beat my record and get much needed benchmark data for future evolutions of the car.
This setup is expected to be eventually transformed for circuit time-attack / hill climb usage. However, there is nothing preventing it from going back to its intended purpose if a snow venue can be once again secured in the future.
STRADALE CORSE (SC) PROTOTYPE (2018) / Road & Rally
The unforeseen annulment of the winter testing forced me to begin working on the road / stage rally version of the car much sooner than expected. In early March of 2018 the car was finally ready to legally hit the streets. However, the car’s rally and circuit racing aspirations should continue intermittently in the year when budget allows. It is note to mention that everything was made modular to quickly allow the switching back and forth between versions of the car.
While the RX version focused primarily on maximum performance and minimal weight for a snow time-attack setting, the SC version was fitted with a passenger seat, as low down and back as possible for a co-driver ride along, jack and tools, rally equipment, fire extinguisher, camera mount, CB radio, and other amenities such as custom polycarbonate sun-visors and a secondary heater.
Notable exterior changes are the front spoiler delete (which will soon be made to be quickly bolted-on/off), revised front air dam (now in 2-piece), rear spoiler delete replaced by a new adjustable roof spoiler, and rear bumper. All necessary lighting was added such as backup lights, 3rd brake light, dual bulb marker / turn signals, and made fully functional via load resistors. The license plate position was chosen to mirror the vintage offset placement of event plates such as the Monte Carlo Rally.
Mechanically the car is identical minus the exhaust bypass plate and suspension settings. Chassis-wise it is also identical minus the addition of jacking point tabs. It drives phenomenally civil considering its raw nature albeit the high torque capacity clutch is at times difficult to finesse. The car begs for speed and is an obvious head-turner.
Stage rally aspirations should eventually come into play after the raw bodywork is thoroughly tested for endurance (bombed-out Québec roads are perfect for this). Further refining of its state of finish plus a proper paint job and livery is expected in the next year or so. Evolution packages will also be occurring as development continues.
***all specifications subject to change as project evolution continues***
|Class/Budget (Canadian Dollars)||
|Project Years / Evolutions||
|Compression Ratio||8.2:1 (current)|
|Materials||block: aluminium||cylinder head: aluminium|
|Aspiration & Injection||
|Ignition||electronic||firing order 1 – 3 – 2 – 4|
|Lubrication System||wet sump with 1 oil cooler||(dry sump planned for Audi engine with rear mounted ancillaries)|
|Cooling System||water-cooled, rear mounted|
|Type||four wheel drive||6 speed manual gearbox|
||longitudinal, shortened driveshaft|
|Differential Ratios||3.90||dual limited slip with standalone driver controlled centre differential (35-65% to 50/50% lock front to rear ratios)|
|Clutch||dry single plate / 600 lb-ft capacity|
|Type||fully custom spaceframe chassis, Subaru GD floorpan and firewall, integrated steel roll-cage, fully sealed cabin with rear bulkhead, Scirocco Mk2 body with custom wide arch panels, polycarbonate side and rear screens, custom rear clamshell with integrated roof scoop and cooling ducts, skidplate system.
|Front Suspension||independent, MacPherson 16-way adjustable struts, coil-over springs, optional adjustable sway bar.|
|Steering System||rack and pinion, hydraulic power assistance with optional cooler||12.0:1 (2 turns lock to lock)|
|optional vacuum assistance, adjustable F/R ratio, vertical hydraulic handbrake|
||width: 72.0 inches / 1830 mm||height: TBA inches / – mm|
|wheelbase: 89.0 inches / 2260 mm||front track: 62.0 inches / 1575 mm||rear track: 61.8 inches / 1570 mm|
|Rims – Tires||Tarmac:
||Bias: F/R 50%|
|Weight/Power||TBA kg/HP (- lb/HP)|
|Fuel Tank||35 litres (RX)|
|Top Speed||260 kph (160 mph) est|
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