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38-460: Following Sauber's return to sportscar racing with Group 5 BMW M1s , Peter Sauber decided to return to the top echelon with the creation of a new scratch built sports car in association with Team GS-Sport, who would run the team. Among the more notable features of the SHS C6 was the large "whaletail" rear wing, centrally mounted on the chassis. Launched in the 1982 season, the SHS C6 first ran at

76-429: A BMW M88 3.5L I6. Debuting at the 24 Hours of Le Mans , the car finished a distant 23rd. The only other finish for the year was a 17th at the 1000km Spa , leaving the teams with no points in the 1985 championship. Roland Bassaler would continue into 1986, again starting at Le Mans where he failed to finish, then followed by a 17th-place finish at Brands Hatch . Roland Bassaler would then score their only points at

114-637: A compression ratio of 10.5:1. The M88/3 was also fitted to the South African BMW 745i, due to packaging problems with the turbocharged M102 engine which was used in other markets. Applications: The M30B35LE is a lower performance, two-valve, SOHC version of the M88/1 engine, also known as the M90 . It utilizes the same block as the M88 and maintains the same bore and stroke, but borrows its head from

152-566: A 3-litre engine capacity and 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 1976 season the FIA introduced a new Group 5 "Special Production Car" category, allowing extensive modifications to production based vehicles which were homologated in FIA Groups 1 through 4. These cars would contest

190-564: A fine seventh position. Early in the race Brun had a dreadful accident on the run up to the Karussel, destroying the car and blocking the track. Brun escaped with minor injury, suffering a broken arm in the accident. The car was refitted with a Cosworth engine for the 24 Hours of Le Mans were the car was driven by the Canadian drivers Villeneuve , Heimrath and Deacon. The raced was a disaster as they retired with an overheated engine before

228-536: 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. On April 20 Ferdinand Piëch displayed 25 917s parked in front of

266-559: 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 exotic alloys that had been developed for lightweight hillclimb racers. Other ways of weight reduction were rather simple, like

304-581: The 1983 season. Brun initially took over GS-Sport's BMW M1s and the Sauber SHS C6, modifying the later into what became known as the Sehcar C6. The Sehcar made its debut at Silverstone , were Brun hired Hans-Joachim Stuck as his co-driver. The race only lasted 32 laps after a gearbox failure. The car was fitted with a BMW engine for the race at the Nürburgring . Stuck qualified the car in

342-442: The 24 Hours of Le Mans at the end of competition story. Group 5 (racing) Group 5 was an FIA motor racing classification which was applied to four distinct categories during the years 1966 to 1982. Initially Group 5 regulations defined a Special Touring Car category and from 1970 to 1971 the classification was applied to limited production Sports Cars restricted to 5 litre engine capacity. The Group 5 Sports Car category

380-615: The BMW M30 engine, as the higher performance engine. In North America up until 1989, the BMW S38 engine was used instead of the M88. In 1989, an updated version of the S38 became the worldwide replacement for the M88. The M30B35LE is a SOHC engine which is based on the M88/1; this is sometimes referred to as the M90. BMW engineers used DOHC valvetrain on a production engine for the first time on

418-469: The FIA ) announced that the new International Championship for Makes would be run for Group 6 Sports-Prototypes limited to 3 litre capacity for the four years from 1968 through 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

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456-603: The Group 4 regulations. This race engine produced 470 PS (350 kW; 460 hp) in Procar specifications. This version had forged pistons, sharper camshafts, bigger valves, as well as oil cooling for the transmission and rear differential. Applications: For Group 5 racing, the M88 engine was turbocharged and became known as the M88/2. It was downsleeved and had a shorter stroke to displace 3,191 cc (3.2 L), which with

494-612: The Group B regulation, but continued to compete in JSPC , IMSA GTX category and other national sports car racing championships for a few more years. BMW M88 The BMW M88 is a straight-6 DOHC petrol engine which was produced from 1978 to 1989. It is based on the DOHC version of the BMW M49 engine, which was used in the BMW 3.0CSi racing cars. The M88 was produced alongside

532-483: The Nürburgring with a 12th-place finish, in an event which was actually won by a Sauber C8 . After the 1986 season, Roland Bassaler would stop participating in the World Championship, but continued to race in the 24 Hours of Le Mans until 1988, scoring no finishes in the two attempts. Roland Bassaler would again bring his SHS C6 chassis out of retirement for a second time in 1993, again to participate in

570-570: The World Endurance Championship 1000km Monza where it unfortunately failed to finish due to fuel pump failure. Following this, the car appeared in its first Deutsche Rennsport Meisterschaft at the Nürburgring , where it again failed to finish due to an accident. Brun and Sauber's luck however would increase as the year went on, with an SHS C6 finishing 13th at Silverstone , earning its first WEC championship points, although its second entry failed to finish. However, for

608-498: The World Endurance Championship for Manufacturers . With 1982 over, Sauber decided that the SHS C6 needed improvement, and decided to develop a replacement, the Sauber C7 , and to use a BMW motor in place of their Ford Cosworth they had used for the bulk of 1982. As they were no longer needed for 1983, the two SHS C6 chassis were retired. Walter Brun would take over the ailing GS-Sport company and rename it Brun Motorsport for

646-546: The 1.4 turbo factor placed it in the 4.5-liter class. This race engine produced up to 670 kW (900 hp). Applications: The M88/1 engine was modified for use in the E24 M635CSi and E28 M5 and was known as the M88/3. The Kugelfischer fuel injection was replaced with Bosch Motronic producing 210 kW (286 PS; 282 hp) at 6,500 rpm and 340 N⋅m (251 lbf⋅ft) at 4,500 rpm. It has

684-497: The 3.5 atmo engine formula, reminiscent of events nineteen years previous. In an effort to reduce the speeds generated at Le Mans and other fast circuits of the day by the unlimited capacity Group 6 Prototypes such as the 7 litre Fords, and to entice manufacturers of 3 litre Formula One engines into endurance racing, the Commission Sportive Internationale (then the independent competition arm of

722-498: The C2 class at the 24 Hours of Le Mans . The car was still outfitted with a 3.5L BMW I6, although the bodywork was radically different from how the SHS C6 had started life in 1982. Unfortunately the car would not finish due to an accident. In 1993, the Group C was cancelled, however, this car was last time entered by Roland Bassaler in the 24 Hours of Le Mans in 1994. The car, entered in the top LMP1/C90 class (including ex-Group C cars),

760-449: The M88, with the camshafts driven by a single-row timing chain . Kugelfischer fuel injection was used with individual throttle valves and the distinctive six individual throttle bodies . The construction is an aluminium cylinder head and a cast iron block . The bore is 93.4 mm (3.68 in) and the stroke is 84.0 mm (3.31 in), resulting in a displacement of 3,453 cc (210.7 cu in). The M88

798-462: The Porsche factory to the CSI inspectors. Piëch even offered the opportunity to drive one of the cars, which was declined. During June 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

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836-524: The World Championship for Makes series from 1976 through to 1980 and then the World Endurance Championship in 1981 and 1982. The Deutsche Rennsport Meisterschaft also used these regulations from 1977 until 1981. The only non-circuit events that used Group 5 cars were in the Giro d'Italia automobilistico rally. The rules restricted the width of the car, therefore cars were built with standard body widths but wide mudguard extensions. The regulation required only

874-542: The aging Ford GT40 and the newer Lola T70 coupe. In April 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

912-467: The bonnet, roof, doors and rail panel were left unmodified. 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 hallmark flat nose. The category was also mostly associated with the wide boxy wheel arches and extravagant body style. The category would be banished after 1982 in favour of

950-715: The concurrent Group 1 and Group 2 Touring Car categories. Group 5 regulations were adopted for the British Saloon Car Championship from 1966 and for the European Touring Car Championship from 1968. The Special Touring Cars category was discontinued after the 1969 season. For the 1970 season, the FIA applied the Group 5 classification to the Sports Car class which had previously been known as Group 4 Sports Cars . The minimum production requirement remained at 25 and

988-454: The end of that year. Surprisingly, Ferrari decided to give up any official effort with the 512 in order to prepare for the new 1972 season regulations. 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

1026-426: The engine capacity maximum at 5 litres as had applied in the superseded Group 4. Group 5 Sports Cars contested the FIA's International Championship for Makes in 1970 & 1971, alongside the 3 litre Group 6 Prototype Sports Cars . During 1970 the FIA decided to replace the existing Group 5 Sports Car category when the rules expired at the end of the 1971 season, so the big 917s and 512s would have to be retired at

1064-412: The evening had even fallen. The team also entered a second Sehcar at Le Mans for Brun, Stuck and Harald Grohs . This car was fitted with a Porsche engine but did not start the race as the car was not prepared properly. The Sehcar Porsche returned at the 1984 1000 km of Monza were the car was driven by Clemens Schikentanz and Huub Rothengatter . After an engine failure the car once again did not start

1102-693: The homologation in Group 4 of cars such as the Ferrari 250 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

1140-523: The next few WSC and DRM races, neither SHS C6s would be able to finish, including at the 24 Hours of Le Mans . Following Le Mans though, Brun and Sauber would improve again, as they finished 7th at Norisring , 4th at Hockenheimring , and 8th at Hockenheimring again in DRM, then followed by a 9th at the 1000km Spa and 5th at 1000 km Mugello in WEC. With these results, Sauber managed to finish tied for 5th in

1178-468: The race. At Silverstone Schikentanz and Rothengatter finished in 15th position, which was the first finish for the Sehcar in a World Sportscar Championship race. At Spa-Francorchamps the car was driven by Didier Theys , Boy Hayje and Pierre Dieudonné . After another engine failure the team did not start the race. Theys and Dieudonné returned at Imola were a crash ended their race after 99 laps. This

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1216-404: 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

1254-405: Was fitted with a 3.5L Ford Cosworth engine (the same as in 1982-1984), rebadged as Alpa LM (however, it was actually the same as 1993, except for the engine) and painted blue instead of red. The car retired after a suspension accident on the 64th lap. In 1995, the car didn't participate due to the final cancellation of Group C cars at Le Mans. In fact, the car was the oldest car to ever participate at

1292-405: 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 Escuderia Montjuich which not receive

1330-471: Was redefined in 1972 to exclude the minimum production requirement and limit engine capacity to 3 litres. From 1976 to 1982 Group 5 was for Special Production Cars, a liberal silhouette formula based on homologated production vehicles. In 1966 the FIA introduced a number of new racing categories including one for highly modified touring cars, officially known as Group 5 Special Touring Cars. The regulations permitted vehicle modifications beyond those allowed in

1368-468: 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 For 1972, the FIA applied the Group 5 classification to what had previously been known as the Group 6 Prototype Sports Cars category. These cars, now officially Group 5 Sports Cars, were limited to

1406-423: Was the last appearance of the Sehcar at a World Sportscar Championship event. In 1983, the FIA split the Group C category into two classes, with the lower class designated Group C Junior and intended for less wealthy private teams. For the 1985 season, French racer Roland Bassaler, needing a cheap chassis for competition in the class (which was now designated as Group C Junior), decided to buy an SHS C6 and install

1444-568: Was the original iteration of the engine and was fitted to the BMW M1 . It produces 204 kW (277 PS; 273 hp) at 6,500 rpm and 330 N⋅m (243 lbf⋅ft) at 5,500 rpm. A dry sump is used. Applications: For the BMW M1 Procar single-make series, the M88 engine was bored out marginally to reach 3,498 cc (3.5 L). This racing version, called the M88/1 , met

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