The Deadly Ford That Helped End Group B Rally
Summary
TLDRThe Ford RS200, born in the perilous Group B rally era of the 1980s, was Ford's ambitious response to the new WRC regulations. Designed with a mid-engine and front gearbox, the RS200 was a lightweight, all-wheel-drive machine powered by a 1.8L turbocharged Cosworth engine. Despite initial struggles and a tragic accident in Portugal, the RS200 persevered in rallycross and even competed in the IMSA GTO class with a 750-horsepower engine. The video recounts the RS200's story, from its inception to its varied racing career.
Takeaways
- đïž The Group B rally regulations, introduced in 1982, were known for creating some of the fastest and most powerful off-road racing cars.
- â ïž Group B is considered one of the most dangerous eras in rally history due to the high speeds and powerful machines involved.
- đ The Ford RS200 was an iconic car developed by Ford to compete in the World Rally Championship (WRC) under the new Group B regulations.
- đ§ Initially, Ford considered a rally version of the Escort Mk3, but it was scrapped in favor of a completely new design to better fit the Group B requirements.
- đ The new Ford car had to meet criteria such as all-wheel drive and lightness, leading to the use of glass fibre reinforced plastic for the body.
- đ The RS200 featured an innovative design with a mid-mounted engine and a front-located gearbox, creating unique powertrain layout challenges.
- đ The car was developed with a 1.8L turbocharged Cosworth engine, producing between 250 horsepower for road cars and up to 450 horsepower for racing versions.
- đ Delays in development meant that Ford started the 1986 season with a less competitive version of the RS200, which was heavier and slower than intended.
- đ„ The RS200 achieved a podium finish in Sweden, marking its greatest achievement in Group B racing.
- đ„ Tragic accidents, including a fatal incident involving an RS200 in Portugal, highlighted the dangers of Group B and contributed to its eventual cancellation.
- đ« Following further fatalities, Group B was discontinued, and the proposed Group S, which Ford was developing for, was also cancelled.
- đ Post-Group B, the RS200 found a new life in rallycross and one unique road car version was adapted to compete in the IMSA GTO class with a 750 horsepower engine.
- đ Despite the potential, the IMSA GTO RS200 faced numerous challenges including heat stroke issues and unreliability, leading to a lack of success over three racing seasons.
Q & A
What was the significance of the Group B rally regulations introduced in 1982?
-The Group B rally regulations, introduced in 1982, marked a golden era for rallying, allowing for more engineering freedom and creating some of the fastest and most powerful off-road machines ever to run on 4 wheels.
Why did Ford initially consider developing a rally version of the Escort Mk3?
-Ford initially considered developing a rally version of the Escort Mk3 because they wanted the Escort name to carry Ford's rallying legacy forward for the sake of its off-road ancestors.
What were the main criteria for Ford's new rally car to compete in the WRC?
-The main criteria for Ford's new rally car were that it had to be all wheel drive to compete against similar machines from Audi and Peugeot, and it had to be light, effectively being a marginally homologated prototype.
Why did Ford choose to make the new car out of glass fibre reinforced plastic?
-Ford chose to make the new car out of glass fibre reinforced plastic to achieve the required lightness and because they needed to turn things around fast, outsourcing the production of the body to Reliant, a company experienced in fibre glass production.
Who was brought in to design the chassis for the RS200, and what complication did the engineers insist on?
-Legendary race car designer Tony Southgate was brought in to design the chassis for the RS200. The complication was that the engineers insisted on having the engine in the middle of the car and the gearbox at the front, complicating the power transmission layout.
What was the power output of the 1.8L turbocharged Cosworth engine in the homologation road cars and the racing version of the RS200?
-The 1.8L turbocharged Cosworth engine in the homologation road cars of the RS200 produced 250 horsepower, while the racing version produced between 350 and 450 horsepower depending on the setup.
Why was the RS200's power to weight ratio a concern for Ford in the WRC?
-The RS200's power to weight ratio was a concern because it trailed many of its competitors, and the engine was very slow to react at low RPM, making the WRC competition challenging for Ford.
What was the first significant achievement of the RS200 in Group B racing?
-The first significant achievement of the RS200 in Group B racing was a podium finish in the second race of the 1986 season in Sweden.
What tragic event during the Portuguese Rally led to the end of Group B racing in the WRC?
-During the Portuguese Rally, an RS200 left the track after the driver lost control, colliding with a group of spectators, resulting in 3 immediate deaths and one additional death in the hospital, which led to the end of Group B racing in the WRC.
What was the fate of the RS200 after the cancellation of Group B and the proposed Group S?
-After the cancellation of Group B and the proposed Group S, RS200s continued in rallycross and one particular road car was re-worked to compete in the IMSA GTO class in the late 1980s with a 750 horsepower 2L Cosworth engine.
What were the challenges faced by Jeff Elghanayan when racing the RS200 in the IMSA GTO class?
-Jeff Elghanayan faced challenges such as heat stroke during a race in Texas, which impaired his ability to stop the car in the pit lane, leading to a crash. The car was rebuilt multiple times but remained unreliable, leading to its retirement after 1991.
Outlines
đïž The Golden Era of Group B and the Ford RS200
The script opens with a tribute to the Group B rally regulations of 1982, which marked a golden era for rally racing by allowing for the creation of powerful and fast off-road vehicles. It introduces the Ford RS200 as a product of this era, born from Ford's ambition to enter the World Rally Championship (WRC) under the new regulations. Initially, Ford considered modifying the Escort Mk3, but due to concerns about its competitiveness and image, they decided to build a completely new car. The new car was to be all-wheel drive, lightweight, and made from fiberglass, with production outsourced to Reliant. Tony Southgate was brought in to design the chassis, and the car featured a mid-mounted engine and a unique powertrain layout. The RS200 was powered by a 1.8L turbocharged Cosworth engine, but faced challenges due to its power-to-weight ratio and engine response at low RPMs.
đ„ The Tragic End of Group B and the RS200's Post-Rally Career
This paragraph delves into the darker side of Group B, highlighting the tragic accident in Portugal that led to the death of spectators and the subsequent cancellation of Group B racing in the WRC. The script also recounts the fatal accident of Henri Toivonen and Sergio Cresto at the Tour de Corse, which sealed the fate of Group B. Ford had been developing a more powerful version of the RS200 for the proposed Group S, but this was never realized. The RS200, however, continued to compete in rallycross and, in a unique twist, one road car was adapted to race in the IMSA GTO class with a 750 horsepower engine. Despite this, the car faced numerous issues, including a heat stroke-induced crash and unreliability, leading to its retirement after 1991. The script ends by referencing Audi's better-prepared entry into IMSA and invites viewers to watch another video about it.
Mindmap
Keywords
đĄGroup B rally regulations
đĄFord RS200
đĄWRC (World Rally Championship)
đĄGroup C
đĄEscort RS 1700T
đĄAll wheel drive
đĄFibreglass
đĄTony Southgate
đĄCosworth
đĄIMSA GTO
đĄRallycross
Highlights
Group B rally regulations, introduced in 1982, are considered a golden era for rallying, leading to the creation of some of the fastest and most powerful off-road machines.
Group B was a dangerous era in rally history, with the Ford RS200 being one of the iconic monsters born from this period.
Ford prepared for the upcoming WRC with the announcement of Group B regulations, aiming for more engineering freedom and entertaining competition.
Ford initially developed a rally version of the Escort Mk3, the Escort RS 1700T, but later scrapped it due to concerns about its performance and image.
The decision was made to build a brand-new car for the WRC, with the criteria of being all-wheel drive and lightweight.
The new car's body was made of glass fibre reinforced plastic, with production outsourced to Reliant, known for their expertise in fibre glass production.
Tony Southgate was brought in to design the RS200's chassis, facing the challenge of a mid-mounted engine and front gearbox layout.
The RS200's body was designed by Ghia, incorporating elements found in Ford's parts bins to create a unique look.
The 1.8L turbocharged Cosworth engine from the Escort 1700T was used in the RS200, providing different power outputs for homologation road cars and racing versions.
Despite its power, the RS200 had a slower power-to-weight ratio compared to competitors and a slow-reacting engine at low RPM.
The RS200 showed promise with a podium finish in Sweden during the 1986 season, marking its greatest achievement in Group B.
A tragic accident during the Portuguese Rally led to the death of spectators and highlighted the dangers of Group B racing.
The Tour de Corse saw the fatal crash of Henri Toivonen and Sergio Cresto, leading to the cancellation of Group B and the proposed Group S.
Ford had been developing a Group S version of the RS200, but it is believed that no prototype was built before the class was cancelled.
RS200s continued to participate in rallycross and one road car was re-worked to compete in the IMSA GTO class with a 750 horsepower engine.
The IMSA GTO RS200 faced challenges, including a heat stroke incident that led to a crash during its first event in Texas.
The RS200's racing career in IMSA GTO was marked by unreliability and poor repair work, leading to its retirement after 1991.
Audi's better preparation for IMSA in 1989 is contrasted with the RS200's struggles, as mentioned in a related video.
Transcripts
Introduced in 1982, the Group B rally regulations are often heralded as a golden era for rallying. Â
Giving rise to some of the fastest and most powerful off-road machines ever to Â
run on 4 wheels. But rally is a dangerous sport, and there is no denying that Group Â
B was one of the most dangerous eras in its history. Today weâre talking about one of Â
the many iconic monsters birthed to take on the challenge; this is the story of the Ford RS200.
In the early 1980s Ford was preparing an entry into the upcoming WRC. It had been announced Â
that a new set of regulations would be introduced in 1982, designated Group B, Â
created to allow for more engineering freedom, and more entertaining competition. Group B was Â
a relatively broad class, and cars built for it were permitted to race in numerous events, Â
including the World Sportscar Championship. WSC already had its top class though, Â
Group C had taken care of that, but on the dirt, Group B would be the new king.
Initially Ford had been developing a rallyfied version of the Escort Mk3. They were keen for Â
the Escort name to carry Fordâs rallying mantle forward for the sake of its off-road ancestors. Â
The car would be called the Escort RS 1700T. Powered by a 1.8L Cosworth inline 4 capable of Â
producing around 300 horsepower, and only built with rear wheel drive, higher ups at Ford were Â
worried the Escort wouldnât have any teeth in the new class. Then there was the optics of it, Â
Ford were trying to present themselves as a high-tech car company of the future, Â
and entering another front engine, rear drive Escort into the WRC just wasnât gonna cut it.
The Escort RS 1700T was scrapped, but the appetite for racing was still strong within Fordâs Â
management, and so the call was made to go nuts with it. They were going to build a brand-new car.
If Ford were going to build a brand-new car to race in the WRC, they wanted to be damn sure Â
it was worth the time, effort, and cash. Criteria number one was that it had to be all wheel drive. Â
They knew they would be competing against all wheel drive machines from Audi and Peugeot. Next Â
on the checklist was lightness. This new car would effectively be a marginally homologated prototype, Â
and so lightness was a given. They chose to make the car out of glass fibre reinforced plastic, Â
or just fibre glass if youâre busy, and to turn things around fast they outsourced the production Â
of the body to a company already well-versed in fibre glass production â Reliant. Yes, Â
that Reliant. The RS200, as this new rally car would be known, was being developed in England, Â
and I guess if Reliant had one thing going for it its that it was ⊠close by.
Ford brought in legendary race car designer Tony Southgate to design the chassis for the RS200, Â
a task made a bit complicated by the fact the engineers insisted that the Â
engine should be in the middle of the car, and the gearbox at the front, Â
meaning power had to be sent from the mid-mounted engine, tucked behind the cockpit, Â
all the way to the front of the car, where the gearbox was, and then the rear wheelsâ Â
share had to then traverse the full length of the car the opposite way.Â
The body was designed by Ghia, and Ford sprinkled in the characterful pnash in the form of whatever Â
they could find in the parts bins, and voila. All they needed now was a powerplant.
The 1.8L turbocharged Cosworth 4-pot developed for the Escort 1700T was dropped into the little car, Â
giving the 200 homologation road cars 250 horsepower, and the full fat racing Â
version between 350 and 450 horsepower depending on the setup. Despite this, Â
the power to weight ratio of the RS200 trailed many of its competitors, and in combination with Â
an engine that was very slow to react at low RPM, it was clear the WRC wasnât going to be Â
easy for Ford. âÂ
If youâre enjoying the video so far, tap the like button, it makes a big difference, thanks!
Delays made things much harder. It was already 1986, and the company had yet to race the Â
car in real anger. Worse yet, they hadnât yet homologated the superior EVO version of the car, Â
meaning the car they started the 1986 season with was in in effect a modified Â
production unit â much heavier and slower than the car Ford had hoped to have run.
The second race of the season in Sweden was the first point at which the plucky little Â
car showed any real promise, with the RS200 managing a podium finish. This however would Â
prove to be the carâs greatest achievement in Group B, and celebrations were short lived. Â
The very next event was the Portuguese Rally, which saw a turning point for the entire class.
An RS200 left the track after the driver lost control, colliding with a group of spectators. Â
3 people died at the scene, with another succumbing to their injuries in hospital later on.
The tragic loss of life in Portugal had illuminated the writing on the wall for Â
the Group B racing class, at least insofar as the WRC was concerned, Â
however one final blow would seal its fate.
The Tour de Corse is a road rally that takes place on the island of Corsica. In 1986 it Â
was where Henri Toivonen and Sergio Cresto perished after their Lancia Delta S4 careened Â
into a ravine and exploded. Group B died with them, as FISA announced later the same day that Â
Group B would not be continuing in 1987, and the proposed Group S replacement class was canned.
Ford had been developing a car for Group S, an even more monstrous iteration of the RS200, though Â
its not thought that any prototype of this car had been built before the annulment of the class.
However, RS200s lived on, taking on rallycross years after the death of Group B, Â
seeing some success, but most fascinating of all was the fate of one lucky RS200 road car, Â
that was re-worked to compete in the IMSA GTO class in the late 1980s. It was powered Â
by a ridiculous 750 horsepower 2L Cosworth engine, making it one of the most powerful Â
cars on the grid for its inaugural season in 1989. But all was not well. Jeff Elghanayan, Â
the mad man responsible for entering a failed rally car into the IMSA GTO class, Â
was racing his creation in first event in Texas. Texas can get hot, and on that day, it was very Â
hot indeed. So hot in fact that, impaired by heat stroke, Elghanayan drove the car straight through Â
the pit lane, without stopping, and upon exiting the other side promptly continued straight into Â
the concrete barriers, wrecking the car. The car was re-built for 1990, but proven Â
un-reliable, and was subsequently re-built again for 1991. The impact of compounding Â
mediocre repair work left the car in a sorry state, and it was retired after 1991, Â
after having achieved impressively little during any of the 3 years it raced.
Audi were a bit better prepared for IMSA in 1989, you can watch my video about Â
their insane 90 Quattro IMSA GTO here. Thanks for watching, and until next time, goodbye.
Browse More Related Video
Audi's Worst Nightmare
Whatâs the Greatest Machine of the 1960sâŠthe Morris Mini-Minor?
2023 BAJAJ RS200 Ä°NCELEME & HÄ°NTLÄ° TOFAĆ & ISITIP ISITIP AYNI MOTOR !.. GÄ°DÄ°ĆÄ° FENA AMA GERÄ°SÄ° ?..
1970 Porsche 917 Explained
La HISTORIA del COCHE MĂS DURO que los MUSCLE CAR
MYSTERY 2JZ FINALLY HITS THE DYNO!
5.0 / 5 (0 votes)