FIA Appendix J - a brief history of time.

[FAL]

A spin-off from the Rally History Thread. See there for context.

"In the begining was...." well, not a lot really, with individual event organisers running International events to regulations they made up themselves. (who said: "but the Automobile Club de l'Ouest still do"...)

To be continued...

[FAL]

The consensus seems to be FIA regulations that we now understand as Appendix J were around from about 1954 (not necessarily in properly published format!) but, in a rally context at least, no one was taking much notice until about 1958/9.
Two vitally important dates: the original Appendix J expired 31/12/1965 and the replacement expired 31/12/1981. So you have to look at three basic versions and then all the changes that were applied each individual year, sometimes minor sometimes major. This is a summary. Wording is necessarily generalised. It would be possible to challenge a lot of this with: “except for…” if going into the detail.


Up to the end of 1965, relevant from a rallying aspect, there was:
Group 1 - Series Production Cars.
1000 built in 12 months. Very limited modifications (in theory̷) – brake and clutch materials, damper rates etc. – but some creative parts “options” began to appear.
Group 2 - Improved Production Cars.
1000 built in 12 months. Significant modifications but constrained by things like original inlet manifold.
Group 3 – GT Cars.
100 built in 12 months, significant variations in bodywork (open and coupe versions) could be counted together. Further options, including new bodies, could be recognised once the 100 were complete. Two different carburettor set ups could be permitted (eg. triple Webbers on Healey 3000). Saloon cars modified beyond the constraints of Group 2 could also run in Group 3 (eg. the 65 Monte winning Cooper S).
Group 4 was effectively a “catch all” category for anything not covered by Groups 1-3 but does not seem to have featured on many major rallies.

Then there was the small print…
The FIA itself did not normally inspect production quantities: that role was carried out by “National Sporting Authorities” eg, in the UK the then RAC stamped homologation papers on behalf of the FIA. Despite the primary wording, the fine detail actually said that “provisions for” the production of the relevant quantity in the required timescale were to be examined. This might be parts “orders” etc. Countless models were homologated long before the “minimum production” was reached, if it ever was. Add in a country like the USA where the FIA-recognised national body was no more than an artificial “committee” of the major different sanctioning bodies (SCCA, NASCAR, USAC, NHRA etc.) and the scope for inventive homologation reaches the level of the 1964 Monte Falcon papers, written by Alan Mann to reflect the car they wanted, not an existing car.
This “small print” was carried forward into the next version of Appendix J that applied from 1.1.1966. and resulted in some more “surprising” homologation timescales.

[FAL]

The new Appendix J was:
Group 1 Series Production Touring Cars - now 5000 in 12 months, similar limited modifications as before.
Group 2 Special Touring Cars - still at 1000 in 12 months, initially similar modifications as before.
Group 3 GT Cars – now 500 in 12 months, more limited modifications now, as for Group2.
Group 4 Sports Cars – now a more specific category. Quantities varied from 25 to 400 over the period and eventually some saloons were homologated in Gp4. From Porsche 917/Ferrari 512 to Fiat 131 Abarth/Escort RS was quite a leap…
Group5 – basically Gp2 saloons with freer suspension and alternative cylinder heads.
Group6 “Sports Prototypes” - that came to embrace (because there was nothing to say it didn’t) saloons in rallying with “anything goes” modifications.
As a generalisation (there were many exceptions), the major rallies (that we would now call WRC events) ran Gps1- 4 only. It’s not spelt out anywhere now but Gp4 was never originally intended for rallying, just like GpB of the next Appendix J…

Individual Group regulations evolved. Gp2 in particular changed significantly, gradually becoming freer until it was restricted for 1976. From “standard inlet manifold/free carburettors” (and the 68 Monte split Webber debate) it went to alternative heads and gearboxes recognised on much the same basis as the previous era’s Gp3 modifications (ie. make one or two and say they are freely available to order).
When Gp2 freedoms were cut back for 1976, 1975 spec Gp2 cars (which, not co-incidently, included most of the main factory entries with their 16 valve twin cam heads etc.) were allowed to continue in International rallies (but not races) for a further 2 years but only if entered in the Gp4 category.
The end, and a new Appendix J, came after Gp1 in particular had sprouted cars with rally cam/big valves/twin carbs as an “emissions kit”, close ratio gears, alternative stronger axles, “Brazilian” blocks, “Iranian” twin carbs etc.
What never changed was that Gp1 did not officially allow any body strengthening whatsoever – and this fact alone made it far from the cheap formula it was often claimed to be, when rough rallies were involved. Of course, “accident damage” could be repaired, so a lot of spot welds got doubled up in the process, whether or not the car had actually been damaged…
The new Appendix J for 1982 was also targeted against a Gp2 that had freed up its original induction regulations to allow a different manifold with twin carbs to be bolted on - exactly the sort of cheap, home-fitted set up used on typical UK club level rally cars and for the odd International in Gp2 without many changes required. This was to end.
With cars from this era remaining active in rallying and the growth of historic rallying, some of the terminology has become widely misused – by those who should know better, not just by much younger “fan boys” and incompetent journalists who were not involved in period. The “boy racer” brigade seems to think any arched rwd Escort is “Group 4” and any non-arched rwd Escort is “Group1”. Most of those so described are not. The Ford works rally team only ran Gp4 Escorts for 2 of the model’s 12 year works life – and they were the separately homologated (never a production car) “Escort RS”, not RS1600s and 1800s.

[FAL]

From 1.1.82. the new Appendix J was (as far as rallying was concerned):
GroupN Production Cars (5000 in 12 months)
GroupA Touring Cars (5000 in 12 months)
GroupB Sports Cars (200 in 12 months)

GpN was originally intended as a FIA-standardised National, not International, category.
GpB was originally intended only as a Race category.
With the exception of the required production quantities and dry sumping being allowed in GpB but not GpA, the detailed technical regulations (the “freely allowed” changes to the homologated car) for both GpsA and B were exactly the same when first introduced.
To ensure sufficient entries in International rallies in 1982 (extended later to include 1983), Gps 2 and 4 (only) were allowed to continue temporarily in parallel as separate categories.
Gps N and A changed significantly in later years, with restrictors for turbo cars and even a reduced production quantity in GpA. Both generally became freer, especially GpN, which came to bear little relationship to its original concept.
Popular myth has GpB banned at the end of 1986. It wasn’t. Only the over 2 litre classes were (which contained all the so-called “supercars&#8221 ;) . The lower capacity GpB classes continued for a few years as a valuable International rally category for many relatively ordinary vehicles that were not produced in sufficient quantities for Gps N and A..
The introduction of the new Appendix J was, as with the new for 1966 version, a “down to the wire” affair, with draft detailed technical regulations only available late in 1981. Initial English versions were translations by the national body. As in 1966 (headlight dipping) there was controversy on the first major event under the new regs, the Monte Carlo Rally, with an exclusion (works Sierra V6 4x4 for having L jetronic injection instead of K jetronic) and rumblings over “sliding/extending” bumpers on works Lancia Delta 4x4s to accommodate studded snow tyres.
Plus ca change….

[BDunnell]

FAL, very belatedly, thank you for providing these explanations.

A question — to pick one example, what modifications had to be made to the Chevette HSR when the transition was made to Group B?

[FAL]

FAL, very belatedly, thank you for providing these explanations.

A question — to pick one example, what modifications had to be made to the Chevette HSR when the transition was made to Group B?

It seems to have been quite a fudge. Only 40 HSRs had to be made under the 10% "evolution" rules for Gp4 (they were converted HSs actually? - which was not strictly allowed, as they should have been new additional cars to the 400 HSs). This obviously was not enough to claim GpB (200) homologation, unlike most other "transfers".
The GpB accepted car was a bit of a mix of HS and HSR (probably by negotiation?). It kept the long wheelbase and HSR arches but lost the Atlas axle and Getrag box, reverting to the HS ZF box and Salisbury 4HA axle (the latter originally a bit dubious as HS "alternative production" or "option" anyway).
The Getrag, particularly in Pond's hands, was weaker if quicker than the ZF - they changed it frequently during rallies. Pentti Arikkala, on this very forum about a year before he died, said it was the 4HA axle that prevented the HS being as good as the Escort. Presumably, although he left for 81 and didn't drive the HSR in competition, he must have been the one pushing to get the Atlas in the HSR.
So, a GpB HSR was not as quick a car as a GP4 HSR, which makes Brookes' performance in the GpB car more impressive than it might appear.

[OldF]

Thanks FAL for the summary of different appendix J’s. This kind of stuff I’ve been waiting for.

First few questions.

What were the group 3 features the 1965 Cooper had? It was after 1965 Monte I became a rally fan for the first time.

Was the 100 pcs manufacturing limit for special parts (Art 260 aa) in the 1971 appendix controlled in any way?

You said in your post “From “standard inlet manifold/free carburettors” (and the 68 Monte split Webber debate) it went to alternative heads and gearboxes recognised on much the same basis as the previous era’s Gp3 modifications (ie. make one or two and say they are freely available to order).”

What are “Brazilian” blocks and “Iranian” twin carbs?

I read quickly today the appendix J 1965-1981 Historic Appendix J Regulations (http://www.fia.com/sport/regulations/histappjregs.html) (I assume these are the original regulations)

So, it was from 1969 the technical regulations were the same for group 2, 3 and 4 and from 1971 the regulations was freed significantly.

[BDunnell]

Pentti Arikkala, on this very forum about a year before he died, said it was the 4HA axle that prevented the HS being as good as the Escort. Presumably, although he left for 81 and didn't drive the HSR in competition, he must have been the one pushing to get the Atlas in the HSR.

Interestingly, the RallyBase database gives Airikkala as having driven a Group 4 HSR several times in 1980 — is this incorrect?

[FAL]

Interestingly, the RallyBase database gives Airikkala as having driven a Group 4 HSR several times in 1980 — is this incorrect?
He was in an HSR by the 80 RAC. I actually took a photo at the service area on the A34 (it's his car, not Jim McRae's, as it's on Michelin, not Dunlop). I think he insisted on Michelin for that rally. (The 80 RAC was the rally Dunlop lost and anyone else could have won!). I wrote "presumably" based on what he said. It was in 81, with Pond and Michelin, that the HSR flourished. Arguably, Airikkala could have done even better in it in 81 by not overdriving it - but Rothmans money beckoned..
I was out of the picture in 78-80 in USA and only returned to be around rallying on the 80 RAC (and, from watching one service area, I decided to come back and build a car for the RAC).

[FAL]

Thanks FAL for the summary of different appendix J’s. This kind of stuff I’ve been waiting for.

First few questions.

What were the group 3 features the 1965 Cooper had? It was after 1965 Monte I became a rally fan for the first time.

Was the 100 pcs manufacturing limit for special parts (Art 260 aa) in the 1971 appendix controlled in any way?

You said in your post “From “standard inlet manifold/free carburettors” (and the 68 Monte split Webber debate) it went to alternative heads and gearboxes recognised on much the same basis as the previous era’s Gp3 modifications (ie. make one or two and say they are freely available to order).”

What are “Brazilian” blocks and “Iranian” twin carbs?

I read quickly today the appendix J 1965-1981 Historic Appendix J Regulations (http://www.fia.com/sport/regulations/histappjregs.html) (I assume these are the original regulations)

So, it was from 1969 the technical regulations were the same for group 2, 3 and 4 and from 1971 the regulations was freed significantly.

I think the works S that won the 65 Monte was mainly lightened rather than having much in the way of different mechanical spec. Photos show a different grille from standard. Infamously, the rear bulkhead was drilled out with large holes -something that would today (and for many years past now) give scrutineers a heart attack!
Things like special heads were not really controlled in the sense we now understand. Very few Holbay 16 valve heads, homologated for the Escort RS2000 in 74, existed...
The "Brazilian" block was common slang for the 1900, later 2000, block for the 1600 Avenger GT that made that car competitive overall in Gp1. Allegedly an option for the Brazil market...
"Iranian" option (twin 40 Weber) carbs were homologated for the Avenger GT in GP1, despite only ever being standard on some Hillman Hunters (which were licence built in Iran, without twin carbs) and the Avenger Tiger (a Gp2 car, never Gp1).
Just about the earliest example of such things in the the 1.1.66. Appendix J was revealed in internal BMC correspondence in quite recent years - a memo from Stuart Turner to Alec Issigonis asking for the competition (red) hydrolastic units used on the 66 Monte Gp1 Cooper S to be quickly specified as an option for some export country.

As a very (very) general rule, The tech regs for Gp1 and 3 were much the same and also for Gp2 and 4. Production quantities being the main difference, like the original GpA and B.
The free inlet manifold in Gp2 came in for 74 I think. The 76 Gp2 regulations (and GP4) introduced the drastic restrictions for suspension etc. The reason "Gp4 Escorts" retained the original Gp2 spec was b ecause a new car was homologated in Gp4 only on the basis of the reduced production quantities (not that any were actually built as production, just that 400 by then existed worldwide modified to that spec).

[OldF]

One question I forgot was about the inlet and exhaust ports in group 2. I have a book from 1966 where the group 2 regulations were explained. There was written that the ports can be modified and enlarged and because the valves were free it would be possible to install larger valves.

I couldn’t find in the 1965 appendix any direct reference to this if it’s not a part of art 263 (26) “finishing off”.

Interpreting these regulations is an art of it selves.

I also remember reading from a Finnish motor sport magazine “ Vauhdin Maailma” an article about turning a Nissan Micra to a A group car. There the owner told that he didn’t acquire the inlet manifold because it was so expensive. I’ve always thought that inlet manifolds have to original in group A. Maybe a modified original one?

[FAL]

Both the pre 66 and post 65 Gp2 allowed removal of material from the head - but not adding material to it (something which has been a major controversy in the British Historic Rally Championmship very recently). Larger valves could even be homologated in Gp1 (typically as a so-called "emissions kit, along with twin carbs and a different manifold, making a mockery of the intent and spirit of the regulations).
GpA has been through all manner of changes. Originally the first regs for 1.1.82. said standard size valves and a maximum 3mm increase in valve lift (and standard induction, with no incease in air, only fuel flow). The main change in the "Maxi Kit Car" GpA era (silly title) was, apart from bodywork, to allow a different induction sysytem (usually separate throttle bodies in place of single plenum injection).

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[OldF]

Larger valves could even be homologated in Gp1 (typically as a so-called "emissions kit, along with twin carbs and a different manifold, making a mockery of the intent and spirit of the regulations).

It just bumped into my mind one day how the homologations were pre 1982 (Before group A, B and N). Reading the thread again there must have been some kind of racing homologations.

Were the homologations similar to the variant options (VO), erratum (ER) etc. or was there only a basic homologation of the car and the tuner / car builder build the car by the regulations?

Could the tuners / car builders make the parts allowed to be replaced or modified by them selves or did they have to acquire the parts from the manufacturer?

Could this “emission kit” be compared to a variant option (VO) or was this some specific homologations for cars pre 1982?

[FAL]

I don't quite follow the question (I appreciate that writing in a second or third language is never easy).
FIA homologations were for all International motorsport and were not separate ones for racing and rallying. What confuses the issue is that national sporting authorities sometimes added some conditions for national championships. An example: the British Saloon Car Racing Championship is usually described as going to GP1 in the 70s but in reality was a sort of "Gp1 and a half", allowing some things FIA Gp1 did not.
Specific items were homologated by amendments to the FIA Homologation papers but it needs to be remembered that in all Groups there were some "freedoms" covered by the narrative of Appendix J, not what was in the homologation papers.
Where a modification was covered by these "freedoms", any parts meeting the criteria could be fitted. In the case of homologated modifications, there would be a photo (a very poor photo that was open to interpretation!) in the papers. In some cases such parts were only available from the vehicle manufacturer. In other cases all manner of companies made and supplied the parts (including the company that made them for the vehicle manufacturer in the first place!).
To get twin carburetters homologated in Gp1 for a car that was only fitted with a single carb, the best approach togetting them approved was to describe them as an "emissioins kit" or "export market specification, country X..." rather that "performance enhancing twin carbs".
Often, things seemed to get approval because the FIA had recently approved something similarly performance-enhancing for a competing manufacturer's vehicle in the same category and were having a guilty conscience about having done so! That was the best time for the other manufacturer to then submit something "tongue in cheek" and hope it got through...

[OldF]

OK, I’ve shouldn’t haven’t use the words “racing homologations”. What I meant was homologations in rallying.

I’ll try to explain it again whit my skills of English.

Nowadays there is a basic group-A homologation for N-group cars, WRC cars, and R-group cars and in the past group-A cars. The cars called group A cars in past was made rallying cars by variant options (VO) homologations allowed by the homologation regulations for a group A car.

Similar homologations regulations extensions exist for N group, WRC and R-group cars. As an example a group N homologation explains the entire basic measurements etc. of the cars that is not allowed in group N but was free in group A or able to homologate by a VO in group A. As an example the pistons is free in group-A but in the group-N they have to be original.

My question was, were there a homologation of a car similar to the basic group a homologation pre 1982? Reading the technical regulations pre 1982, I understood that there where more freedom modifying a car without any homologation because of the regulations of Appendix J but what changes needed a separate homologation?


What confuses the issue is that national sporting authorities sometimes added some conditions for national championships. An example: the British Saloon Car Racing Championship is usually described as going to GP1 in the 70s but in reality was a sort of "Gp1 and a half", allowing some things FIA Gp1 did not.

We also have these national exceptions as an examples called “FIN R 2WD technical regulations” and “FIN R 4WD technical regulations”.

[FAL]

The homologation papers described all the parameters of the basic standard road car. Then there were the "alternatives" that were freely allowed in Gp1 (eg. one alternative final drive ratio and one alternative set of gearbox ratios). Then there were specific items added by amendments (eg. the dreaded "emissions kit" alternative carburetters, additional alternative final drive ratios - one new one a year in the latter case? - alternative minor bodywork changes etc.). All cars homologated in Gp1 (5000 off from 1.1.66.) were automatically also homologated in Gp2 (1000 off from 1.1.66.). It was more normal to get Gp2 homologation and later Gp1 homologation.
In the case of cars like the "Escort RS" in Gp4 that were never a road car, the basic "standard" car described in the papers was the spec of a former works Gp2 car prior to the changes that limited Gp2 modifications.

[OldF]

Thanks FAL,

Now I know more how the homologations worked pre 1982.

[janvanvurpa]

GpA has been through all manner of changes. Originally the first regs for 1.1.82. said standard size valves and a maximum 3mm increase in valve lift (and standard induction, with no incease in air, only fuel flow). The main change in the "Maxi Kit Car" GpA era (silly title) was, apart from bodywork, to allow a different induction sysytem (usually separate throttle bodies in place of single plenum injection).

Having built a Group A Saab in 1986 for Olympus rally, I really burned up the phone lines with people from Saab, to be absolutely ceratin I was legal----I did not trust the organiser who was very off hand and also full of himself. So with much thanks to Kaj Bäckstrom (I hope I reme4mber that correctly!) I got the Homologation papers all the way back to the first V4 papers in mid 67, thru the Group A papers...and they are in that desk drawer just over there <--------. Bäckström is the man who wrote Saabs papers...and he put me in touch with Saab competition departments engine builder from 1959 thru 1980 when they closed down the Factory rally department named Bengt-Erik Ström, and i was already friends with ex Swedish Champion in rally Ola Strömberg--the ''Big Class already being Group A, and he had won in a Saab 99 turbo 8v.

All these guys said ''Oh man you're lucky you're building now!'' Well considering the Group A 96 was only homologated with the little 1.5 liter, and the rules were clear ''Ports tolerance: according to drawing provided by MFG of car in this case +1.8mm to 0,8mm and I\m comparing this to my normal 1815cc motor with big ports, big carbs, BIG valves....well all those guys say "Ah! from 1 Jan 1986 cam lift is free" And I never saw any reference to "max 3mm more than original" and I read both the English and French.
I did ask the guys how the max and min tolerances changed from the old Gp1 and Gp2 which were all "+0,8 and -0,8mm" including the horrible siamesed exhaust port at 32mm and suddenly the "tolerance is + 1,8? and the papers read on the horrible exhaust port suddenly "Not applicable, integral exhaust manifold" and the outlet was suddenly 44.5mm..

"Oh well nobody looks very carefully"..Okie dokie.....


One thing that should be pointed out is the wording for Gp1 and Gp2 read "four place cars" and Gp4 read "two place cars" abd GroupN and A continued that with interior dimensions specified....