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Rallyfreak (discusión · contribs.)
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m Grupo 5 (racing) ha sido trasladado a Grupo 5 (automovilismo): Cambio el título en inglés para homologarlo con el resto de títulos desmbiguados del automovilismo.
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Revisión del 08:08 27 abr 2008

Este artículo o sección se está traduciendo del idioma inglés a partir del artículo Group 5 (racing). Por esta razón, puede haber lagunas de contenidos, errores sintácticos o escritos sin traducir. Puedes colaborar con Wikipedia continuando con la traducción desde el artículo original.

El Grupo 5 era una homologación de la Fédération Internationale de l'Automobile (FIA) para las carreras de automovilismo. Aunque originalmente estaba limitada a automóviles deportivos de producción, la clasificación fue redefinida en 1972 para excluir cualquier mínimo de producción. Fue modificada nuevamente en 1976, para ser una Fórmula ejemplo basada en vehículos de producción homologados en los Grupos 1 al 4. En esta última presentación, el Grupo 5 fue asociado con vehículos de grandes carrocerías y gran potencia.

Antecedentes del Grupo 5

En un esfuerzo por reducir las velocidades generadas en Le Mans y otros circuitos rápidos de la época, así como por la capacidad ilimitada de los vehículos prototipo del Grupo 6 (como los Ford con motores de 7 litros) y con el fin de animar a los constructores de motores Fórmula Uno de 3 litros a participar en competencias de resistencia, la Comisión Deportiva Internacional, en ese entonces la rama independiente de competición de la FIA, anunció que el nuevo Campeonato Mundial de Constructores sería para prototipos deportivos del Grupo 6 con motores de 3 litros, para las cuatro temporadas comprendidas de 1968 a 1971.

Well-aware that few manufacturers were ready to immediately take up the challenge, the CSI also allowed the participation of 5 litre Group 4 Sports Cars manufactured in quantities of at least 50 units. This targeted existing cars like the aging Ford GT40 and the newer Lola T70 coupe.

En abril de 1968, the CSI announced that, as there were still too few entries in the 3 litres Group 6 Prototype category, the minimal production figure to compete in the Group 4 Sport category of the International Championship of Makes would be reduced from 50 to 25 starting in 1969 through to the planned end of the rules in 1971. This was mainly to allow the homologation in Group 4 of cars such as the Ferrari 275 LM and the Lola T70 which had not been manufactured in sufficient quantities to qualify, (unless, in the case of the Lola T70, the open Can-Am cars were counted as well).

Starting in July 1968, Porsche made a surprising and very expensive effort to take advantage of this rule. As they were rebuilding race cars with new chassis every race or two anyway, they decided to conceive, design and build 25 versions of a whole new car for the Sport category with one underlying goal: to win its first overall victory in the 24 Hours of Le Mans. In only ten months the Porsche 917 was developed, based upon the Porsche 908, with remarkable technology: Porsche’s first 12-cylinder engine, and many components made of titanium, magnesium and lloys that had been developed for lightweight hillclimb racers. Other ways of weight reduction were rather simple, like a gear lever knob made of Balsa wood.

When Porsche was first visited by the CSI inspectors only three cars were completed, while 18 were being assembled and seven additional sets of parts were present. Porsche argued that if they assembled the cars they would then have to take them apart again to prepare the cars for racing. The inspectors refused the homologation and asked to see 25 assembled and working cars.

El 20 de abril Ferdinand Piëch displayed 25 917s parked in front of the Porsche factory to the CSI inspectors. Piëch even offered the opportunity to drive one of the cars, which was declined.

During junio de 1969, Enzo Ferrari sold half of his stock to FIAT, and used some of that money to do what Porsche did 6 months earlier with the 917, to build 25 cars powered by a 5 litre V12 in order to compete against them. With the financial help of Fiat, that risky investment was made, and surplus cars were intended to be sold to racing customers to compete for the 1970 season. Within 9 months Ferrari manufactured 25 512S cars.

Ferrari entries only consisted of the factory cars, tuned by SpA SEFAC and there were the private cars of Scuderia Filipinetti, N.A.R.T., Écurie Francorchamps, Scuderia Picchio Rosso, Gelo Racing Team and Escudería Montjuich which not receive the same support from the factory. They were considered as field fillers, never as candidate for a win. At Porsche, however, JWA Gulf, KG Salzburg who were then replaced by Martini Racing for the following season, received all direct factory support and the privateers like AAW Shell Racing and David Piper Racing received a much better support than Ferrari's clients.

The 917 instability problem was resolved with a revised rear hatch, which was called 917K (Kurzheck). There was a long tail version known as the 917LH (Langheck). Towards the end of the 1970 season, Ferrari entered some races with a new version of the 512, the 512M which had a revised bodywork.

1ª Generación del Grupo 5 "Autos de Sport de 5 L"

For the 1970 season, the FIA renamed the Group 4 category which was now to be known as Group 5. The minimum production requirment remained at 25 and the engine capacity limit remained at 5 litres.

During 1970 the FIA decided to eliminate the existing Group 5 Sport category when the rules expired at the end of the 1971 season, so the big 917s and 512s would have to retire at the end of that year. Surprisingly, Ferrari decided to give up any official effort with the 512 in order to prepare for the 1972 season. But many 512s were still raced by private teams, most of them converted to M specification. As a result of the rule change, sports car racing popularity suffered and did not recover until the following decade, with the advent of Group C which incidentally were forced out of competition in favour of the 3.5 atmo engine formula, reminiscent of events nineteen years previous.

2ª Generation Group 5 "3 Litre Sports Cars"

For 1972, the FIA renamed the existing Group 6 Prototype category as Group 5 Sports Cars. These cars, limited to 3 litre capacity, were to be the main competitors in events counting towards the FIA's newly renamed "World Championship for Makes" from 1972 to 1975. Unlike the old Group 5, there was no minimum production requirement for the new class.

3ª Generation Group 5 "Special Production" cars

For the 1976 season the FIA introduced a new Group 5 "Special Production" class, allowing extensive modifications to production based vehicles. These cars would contest the World Championship for Makes series from that year. The FIA rules restricted the width of the car, therefore cars were built with standard body widths but wide mudguard extensions. The rules however did not mention headlight heights, therefore when Porsche originally were to enter the 935 with the production headlight, they read the rules and discovered the loophole, therefore they raced the 935 with the trademarked flat nose. The category was also mostly associated with the wide boxy wheel arches and extravagant body style.

The category would be banished in 1982 in favour of the Group B regulation, but did continued to compete in JSPC, IMSA GTX category and other national sports car racing championships for a few more years.

The only non-circuit events that used Group 5 cars were in the Giro D'Italia Automobilistica rally. In Japan, the wide arch boxy with extended front spoiler body style is still favoured amongst bōsōzoku car drivers, impersonaters of the former and fans of the body style, who usually build a more over exaggerated body style.

Autos Grupo 5

1ª Generation

2ª Generation

3ª Generación

Racing Series that included FIA Group 5 cars

1ª Generación

  • International Championship for Makes (1970 to 1971)

2ª Generación

  • World Championship for Makes (1972 to 1975)

3ª Generación

Enlaces externos

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