Does Neuville have a point with his Rally1 rant?

The World Rally Championship is set for a new hybrid future next year, but not everybody is a fan of the new Rally1 regulations. Hyundai driver Thierry Neuville made that point abundantly clear prior to last weekend’s Acropolis Rally.

One of the WRC's more senior figures, his 14 wins putting him level with double champion Walter Rohrl in the history books, Neuville has been outspoken in his concerns about the WRC’s new direction before. But last week, he took that to another level highlighting several points worthy of discussion.

“I definitely don’t agree on all those changes which are done and done by FIA and manufacturers all the time for moving things, just to make the car less exciting, more dangerous to drive, and at the end it could be more expensive than anything else we have seen so far in the WRC,” he said.

“I’m not happy at all to be honest, and I said it many times. But obviously nobody has the balls to take different decisions and go against what the FIA is deciding. That’s a pity but it must be the time we are living. The drivers are not listened to anymore, and that’s another thing which makes our lives more frustrating.”

Before analysing the Belgian’s comments, we must first revisit what is planned for the WRC’s new era, set to begin at the time honoured Monte Carlo Rally in January next year.

The new Rally1 ruleset is arguably the biggest shift in technical regulations that the world championship has witnessed. From next year, cars will be fitted with a 100kW electric motor that will combine with the current 1.6 litre turbo-charged petrol engine to create its first hybrid cars.

Neuville didn't hold back in his Rally1 criticisms

Photo by: Fabien Dufour / Hyundai Motorsport

The combination of the electric motor and internal combustion engine will result in Rally1 cars producing 514 horsepower, significantly more than the current generation of machines that have been run since 2017. But this extra power will only be available in short bursts and the extra kit needed will make the cars 100kg heavier. As a result, the Rally1 cars will most probably be slower across a stage - particularly in slower sections, without the hybrid boost.

Importantly, unlike IndyCar’s push to pass system, drivers won’t be able to access the extra power at a push of a button. The hybrid power will be used for 10 seconds at the start of each stage and then on sections of the test via three pre-programmed personalised software maps connected to the car’s ECU. The power will only be able to be deployed if the hybrid unit is sufficiently charged with energy regenerated through braking.

Full electric mode is expected to be used on road sections and in the service park. Cars will also run on 100% sustainable fossil-free fuel to further improve the championship’s carbon footprint, and help the WRC on its path to become carbon neutral by 2030.

"Although we do have more power, it is very possible we will see the cars being slower - especially when the stages are more technical and twisty. In many places, they have stripped the cars back and not all for the good to be honest" Elfyn Evans

The vehicles will be much simpler too, with paddle shifts replaced by sequential gearbox lever. Aerodynamic components will be reduced and the centre differential removed while suspension travel will be decreased.

Safety has also been a focus on the new regs with a new, tougher, FIA-approved space frame chassis design. According to the FIA, side impacts showed a 51% reduction in intrusion. The roof section can absorb energy up to 115% better than a current WRC body shell reinforced by a traditional roll cage. A frontal impact against a rigid obstruction resulted in 70% less intrusion in the bulkhead area, protecting the occupants’ feet and legs.

It’s plain to see that these are not small changes, but a significant overhaul born out of multiple discussions involving the FIA and manufacturer working groups.

Change is inevitable in motorsport as technology improves and the motoring market evolves to cater for the needs of its customers and satisfy environmental requirements. Ultimately, motorsport will always be a marketing tool for manufacturers that invariably need to justify their spend to boardroom suits by demonstrating some relevance to motoring trends.

New Rally1 cars will have hybrid power, but it won't be like an IndyCar-style push to pass

Photo by: WRC.com

Therefore, the WRC moving to hybrid or incorporate a greater degree of sustainability was always going to happen at some point. Rally1 effectively allows existing marques to continue their WRC programmes while perhaps attracting new players, which can only be good for competition in the future.

Without the regulation changes, it is very likely the WRC would have lost M-Sport, given the Cumbrian team’s reliance on funding from Ford. The blue oval's continuation in the WRC was therefore hanging on new regulations, so even talk of delaying Rally1 regulations by a season was not really an option for M-Sport. Now Toyota, Hyundai and Ford are now committed to the championship for the next three years, with Ford upping its commitment and resources in the development of M-Sport's new Puma.

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“We have had a difficult period, but we were fortunate that Ford committed to be involved in the 2022 car just before COVID,” said M-Sport boss Malcolm Wilson. “From our point of view, it has been a really exciting period and we have had more technical support than we have ever had from Ford.”

It is only natural to react to change, but Neuville has raised some important points with his outburst, largely focused on the performance of the new cars. The 2022 Rally1 cars will most likely be slower and more basic without the centre differential, with less aero and reduced suspension travel.

He is also mostly likely correct that this new technology and development will come at a higher financial cost to manufacturers and teams. This is not simple technology to understand or develop.

To some extent, Toyota’s Elfyn Evans shares his concerns about the performance of the cars.

“Effectively we are going to have more power than what we have now, but there are many other areas of the car that will be restricted,” said Evans on Motorsport TV Live’s show This Week with Will Buxton.

Rally1 rules were vital in ensuring continued input from Ford, which has stepped up its commitment with the new Puma

Photo by: WRC.com

“From what I understand, on the transmissions we will only have one diff ramp available for tarmac and gravel and we lose some of the adjustability on the pre-load. A lot of the aero is being taken away from us, and of course the battery unit is heavy so we carry an extra 100kg of weight. Although we do have more power, it is very possible we will see the cars being slower - especially when the stages are more technical and twisty.

“In many places, they have stripped the cars back and not all for the good to be honest. We will have to wait and drive them properly to make a full judgement I guess.”

Whether the cars will be more dangerous is yet to be proved in active stage conditions. When adding an electrical component to vehicles there are always going to be concerns, but FIA technical director Xavier Mestelan Pinon has gone on record saying the hybrid unit can withstand a 70G impact and the FIA's findings suggest that the chassis will be much safer.

"I’m sure next year will be very interesting and the car already is really enjoyable to drive so it’s still good" Adrien Fourmaux

M-Sport’s Adrien Fourmaux has logged arguably the most mileage behind the wheel of a Rally1 car, having been heavily involved in the development of the new Puma. The Frenchman welcomes the introduction of hybrid power and is aware of Neuville’s views, but is confident the cars will at least be enjoyable to drive.

“I’m sure the FIA and all the teams are working together to find a good way for the future of the sport and now for me it looks like we needed to have a more ecological approach for rally, and for me it’s a good direction to use,” he said.

“I know Thierry is complaining about some specificity on the cars, but anyway I think my job is just to drive, and drive as fast as possible and find a way to be the best with what we have. We’ll see. I’m sure next year will be very interesting and the car already is really enjoyable to drive, so it’s still good.”

Neuville’s comments did highlight the lack of involvement drivers have in WRC’s key decisions that ultimately decide their futures. In an ideal world, drivers perhaps should be consulted and have more input, but manufacturers and the FIA will always have the most power.

Drivers might miss the aero performance of the current cars, but the Rally1 models are expected to be safer

Photo by: Austral / Hyundai Motorsport

In many ways, the truth about the Rally1 regulations and its full list of pros and cons won’t be truly realised until next season begins. Neuville has spent this week testing Hyundai’s new Rally1 car, and it will be interesting to hear whether his verdict has changed.

For now though, Toyota WRC boss Jari-Matti Latvala's viewpoint is perhaps the most reassuring for everyone involved.

“The situation and why it’s feeling bad now is you can compare the current car and the new car, but when everybody is in the new cars it’s the same situation,” said Latvala. “When they start to develop and get better and they get faster again, six months from now I don’t think drivers will criticise anymore.”

It's still early days to write off the Rally1 cars just yet

Photo by: WRC.com