As these events were unfolding, one Malcolm Campbell was at the forefront of another great engineering testbed: motor racing. Campbell was the son of a diamond dealer, but he found a much greater interest in the newly developing sport. He started racing motorbikes in 1906 at the age of 21, and switched to cars in 1910.
For a brand new team entering the sport, it was a living hell. As the 1.5L turbo engines were much more complicated and expensive than the increasingly outdated 3.0L naturally aspirated units, finding a competitive means of propulsion was nigh-on impossible. Despite this, Italian Formula Two outfit Minardi Team SpA moved to join Formula One during the course of 1984.
As the Group B RX7 was reaching its absolute peak, the FISA presented a way out for Mazda. Late in 1985 the governing body announced Group S, a formula intended to replace Group B. The ultimate goal of Group S was not to decrease speeds or limit power, but rather to expand on the formula and allow even more manufacturers to compete.
Right in the middle of the rally weapon’s winning streak, Lancia made plans to adapt the car to the new Group 5 Special Production Car GT-regulations taking effect in 1976. This new category was intended to free up technical limitations on production-derived GT-racers, setting the stage for an era of widebody turbocharged insanity.
The Ibiza was a small hatchback in the vein of the Fiat Uno and Volkswagen Polo, with some interesting names involved with its conception. German engineering specialists Porsche had a hand in designing the car’s drivetrain, and Giorgetto Guigiaro’s Italdesign penned the svelte body, which was actually intended as the second generation of the Volkswagen Golf.
Unsatisfied with having to choose between the two, d’Agostino proposed a compromise in the form of the radically different V10 layout. The V10 was more compact, lighter and more fuel efficient than a V12, but produced nearly the same power. With this invention, Pino d’Agostino had unknowingly shaped the future of Formula One.
After the heartbreak of last year's 24 Hours of Le Mans, Toyota Gazoo Racing returned to the World Endurance Championship with a renewed determination which has so far seen them win both of this season's opening races. And with Le Mans 2017 on the horizon, Anthony Davidson explains what it's like to drive the updated TS050, a car he shares alongside teammates Kazuki Nakajima and Sebastien Buemi.