Метка: wrc

WRC and Dakar winner Kenjiro Shinozuka dies aged 75

Опубликовано от ASPPA IMAGES ANO


Shinozuka shot to fame by becoming the first Japanese driver to claim outright victories in both the WRC and the gruelling Dakar Rally.

Born in Tokyo, Shinozuka’s greatest success came as a factory Mitsubishi driver. In 1988, he claimed the inaugural Asia-Pacific championship alongside co-driver Fred Gocentas. The pair took the title scoring a solitary rally win in India at the Himalayan Rally, driving a Mitsubishi Galant VR-4.

But it was in 1991 when he and co-driver John Meadows left their mark on the WRC by taking a factory-backed Galant VR-4 to victory in the Ivory Coast round of the WRC to claim one of two WRC wins. On this occasion Shinozuka claimed a first WRC win for a Japanese driver with a margin of more than two hours over local Mitsubishi driver Patrick Tauziac.

Shinozuka outlined his skills in particularly challenging rallies by repeating his Ivory Coast success the following season, this time beating Belgian, Opel driver Bruno Thiry.

This was the last of the Japanese pilot’s WRC triumphs having racked up 88 points from 20 starts in a WRC career that began in 1976 and ended with his last outing in Australia in 1997. All bar one start was behind the wheel of a Mitsubishi in a relationship with the Japanese brand that extended into rally-raid.

Kenjiro Shinozuka, Gilles Picard, Nissan Pick-Up.

Kenjiro Shinozuka, Gilles Picard, Nissan Pick-Up.

Photo by: Sutton Images

Shinozuka was equally successful tackling the notoriously difficult Dakar Rally. A third in 1987 was followed by a runner-up finish 12 months later, finishing behind WRC champion driver Juha Kankkunen.

A further two third-place finishes followed in 1992 and 1995, before claiming an outright victory in 1997, driving a Mitsubishi Pajero, after seeing off Frenchman Jean-Pierre Fontenay. The triumph also was the first for a Japanese driver.

Shinozuka secured podium finishes in 1998 (second) and 2002 (third), before ending his long-time association with Mitsubishi to join the factory Nissan operation for 2003 with Ari Vatanen.

However, that year’s event was marred by a nasty crash involving Shinozuka and co-driver Thierry Delli-Zotti, who were both seriously hurt while attempting to navigate a sand dune. Shinozuka was put into a coma but survived life-threatening injuries and returned to contest the event the following year. His final Dakar start came in 2007 where he finished in 59th position. 

He was inducted into the Japanese Automobile hall of fame in 2022 and last year was part of the WRC safety team at Rally Japan.



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Adjusting to hybrid-less WRC cars will be a “challenge”

Опубликовано от ASPPA IMAGES ANO


The FIA announced last month that the WRC would drop hybrid power from its Rally1 class three years after its introduction in 2022.

The change is part of the FIA’s roadmap for the future of top-level rallying, which will also see Rally1 cars undergo a reduction in aerodynamics and the car’s air restrictor, to cut costs and close the gap in performance to the Rally2 class.

Removing the hybrid unit is understood to drop €150,000 from the cost of the car and reduce the weight of the vehicle by 87 kilograms.

When the control 130kW hybrid unit is engaged alongside the 1.6-litre turbocharged engine, the current Rally1 car produces approximately 500 horsepower in short bursts.

Reflecting on the upcoming changes to the rules for next year, M-Sport driver Fourmaux is expecting the cars to feel dramatically different.

“For sure, the cars with the hybrid are really nice to drive, the push we have when we have the engine and the hybrid is really impressive, it’s 550 horsepower,” Fourmaux told Motorsport.com’s Gravel Notes Podcast.

“But you also have to understand that when we remove the hybrid, the car was designed with the hybrid so the weight distribution will change.

Watch: WRC Safari Rally Preview with M-sport’s Adrien Fourmaux

“We moved the radiator to the back of the car and there is the big block of the hybrid and a lot of pipes, so many things will change, it is not a case of just removing the power and go. I think the cars will change a bit with the driveability so, in the end, it will be a challenge.

“I think we are just going to have to find a way to get the balance back as we will remove a lot of weight from the back of the car.

“I don’t know how it will be so I think we will need a bit more explanation of the regulation and how it will work. But it the end, it is the same for everybody, so we will have to fight with that.”

The changes for next year will be followed by the introduction of new Rally1 regulations for 2026 based on the current Rally1 car concept. The cars are expected to incorporate a larger spaceframe chassis and produce 330 horsepower, and will be capped at €400,000.

These regulations were announced alongside a raft of proposals including changes to event formats and the promotion of the championship.

When asked about the FIA’s plans for the future, Fourmaux believes improving the promotion of the championship should be the main focus. 

“New regulations are always interesting, but regarding the technical regulations about the car it is hard to give an answer,” he added.

 

“But what I personally feel is we need to be more focussed on the promotion of the sport. The cars are spectacular, and we have one of the most spectacular championships in motorsport, so for me it is more about the promotion and how we can improve.

“I think for me I would be more focussed on that than changing the regulation, but at the end of the day I’m not a manufacturer, so it is more difficult for me to answer.”

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Neuville clarifies WRC future amid anger over FIA technical reforms

Опубликовано от ASPPA IMAGES ANO


The Hyundai driver has moved to clarify his future after comments made in an interview with AutoHebdo this week suggested this season could be his last. The championship leader is in the final year of his contract with Hyundai and is yet to put pen to paper on a new deal.

Neuville has previously told Motorsport.com that he would like to secure a new two-year deal and this view remains. The 35-year-old also clarified that the only situation where he could envisage himself retiring from the championship next year would be if Hyundai decided to pull out.

“I never said I want to retire but I think if a manufacturer pulls out, I will probably retire, that is what I said,” Neuville told Motorsport.com.

“This has been turned that way by the media. For sure if Hyundai decided to pull out, I would probably be retired, but not only me.»

When asked about the comments made last year about remaining in the championship for a further two years, he replied: “Yeah for sure [I would like to].

“I never said that I want to retire; I don’t know where that came from. I said that if Hyundai pulls out, I could be retired by next year for example and that is the truth.

“If Hyundai carries on, and they still want me, then I would like to carry on of course.”

The comments have arrived in the wake of the FIA releasing its vision for the future of the WRC. While Neuville is in favour of proposals to improve the event formats and the championship’s promotion, he strongly opposes plans to make changes to the Rally1 technical regulations for next year.

Thierry Neuville, Martijn Wydaeghe, Hyundai World Rally Team Hyundai i20 N Rally1

Thierry Neuville, Martijn Wydaeghe, Hyundai World Rally Team Hyundai i20 N Rally1

Photo by: Romain Thuillier / Hyundai Motorsport

The FIA intends to remove hybrid power from the Rally1 cars and further reduce the performance of the cars through changes to the aerodynamics and the air restrictor to bring them closer to the Rally2 class. The exact details of the proposed aero changes are yet to be confirmed by the FIA.

The world motorsport governing body then wishes to introduce new Rally1 regulations for 2026 based on the current Rally1 car concept. The cars are expected to incorporate a larger spaceframe chassis, produce 330 horsepower and will be capped at €400,000.

“To be honest it was a bit of surprise for myself and many others that is for sure,” Neuville added.

“I would prefer something stable until the end of 2026, and to use that time period now to plan something nicely for the future of the WRC, whatever it would be I don’t know.

“The question is simple; who is going to join the championship in 2025 and 2026 with the regulations we have now in a transition period that change basically every year? I don’t know.

“Why I ask this question is that if we change the regulation [for 2025], it will bring additional costs to the existing manufacturers who are spending millions and millions for more than 10 years.

“They now have to modify the car and, okay, there is the removal of the hybrid — but what is the cost of a hybrid when you have a budget of nearly hundreds of millions of euros? Removing around 15 hybrid kits, which is roughly two million euros per year, where is the difference?

“So why not keep something stable until [the end of] 2026 and use this period now to develop something for 2027? Call all the manufacturers and bring them round one table and ask them ‘Who is interested in entering the WRC?’

“Maybe out of 20 you will maybe see seven, and the seven that stay you ask them what they need. The conversation is then about budgets, amount of people, technology, what type of cars you want to promote. That is the question and then from there you start, and you find a common sense regulation that works for everybody.

“Creating the promoter group within the FIA, changes to event formats, bringing back remote service to be closer to the public and reducing hospitality costs, these are interesting points because these are changes that make sense. If the promotion is great and the return on investment is great nobody cares how much a WRC car costs.”

Neuville says the FIA’s working group had not reached out him or his fellow drivers for input regarding the future vision, which he feels would have been valuable.

“I just find it a bit of a shame that the decisions have gone against what the teams have asked for, and the teams were not really considered in the decision, and also the drivers were not either,” he said.

“With all the feedback we gave, very little has been heard. I have never ever had any contact with the new FIA working group.

“I’m not a manufacturer, but I am the driver leading the championship and I have been here many years, so maybe also I can give some feedback on what has changed over the years and what changes have had a more negative impact over the years.”

Watch: WRC Safari Rally Preview with M-sport’s Adrien Fourmaux

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More details needed for WRC Rally2 upgrade kit decision

Опубликовано от ASPPA IMAGES ANO


As part of the FIA’s extensive vision for the future of top-level rallying, the world motorsport governing body announced plans for affordable upgrade kits to be made available for Rally2 cars next year to close the performance gap between Rally2 and Rally1 cars.

These bolt-on upgrade kits will be priced at approximately €5,000, comprising a larger exhaust, modified aerodynamics, a larger air restrictor and a paddle-shift gearbox.

Former WRC team boss David Richards – part of the FIA working group that has designed the concept – explained the idea behind the move is to offer an option to competitors that wished to challenge the top tier cars, before the FIA introduces its new Rally1 car regulations in 2026.

“Basically, it is a compromise, if I’m honest with you,” said Richards in a media roundtable earlier this month. “It’s an opportunity where in the next couple of transition years, somebody with a Rally2 car can compete on a close to equivalent level to the Rally1 cars.

Roope Korhonen, Anssi Viinikka, Toyota GR Yaris Rally2

Roope Korhonen, Anssi Viinikka, Toyota GR Yaris Rally2

Photo by: McKlein / Motorsport Images

“We don’t believe anyone is going to be purchasing the Rally1 cars for the moment until the new formula is in place, but it’ll allow younger drivers, for anyone who wants to, to upgrade their car to compete on a similar performance. It won’t be the same; Rally1 cars will still be the top level.”

Toyota is the latest manufacturer to join the Rally2 sphere, launching its GR Yaris Rally2 customer car this season.

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Team principal Jari-Matti Latvala can see how the regulations could bolster the WRC field competing at the sharp end for rally victories, but says his team requires more information before making the decision to develop a kit for the GR Yaris Rally2 car.

“I think generally speaking that is a good idea,” Latvala told Motorsport.com. “The only thing I would avoid is allowing the paddle shift, because if you want to compete in the same class with the Rally1, then the cars need to be equal. So if the Rally1 car is a sequential [shift], then the Rally2 Plus car needs to be a sequential [shift] as well.

“Rally2 cars with the kit competing in the Rally1 class will raise up some numbers, which is good. It could maybe open up some interest for the manufacturers.

“To be honest we haven’t considered that [developing a kit] yet. We need to get a more solid base for the regulations until we can consider that.”

Watch: WRC Safari Rally Preview with M-sport’s Adrien Fourmaux



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The Rally1 inspiration behind the WRC’s latest customer weapon

Опубликовано от ASPPA IMAGES ANO


For the past three years, Toyota has been the dominant force in the World Rally Championship, sweeping aside the opposition to win a stunning drivers’ and manufacturers’ treble. But this year the Japanese marque is taking on a new challenge and has entered the Rally2 customer sphere with the GR Yaris Rally2 – “the aggressive sibling of the GR Yaris Rally1”, according to Toyota WRC team technical director Tom Fowler.

Rally2 cars are to rallying what GT3 and TCR cars are to GT and touring car racing; off-the-shelf vehicles built to specific FIA regulations available to anyone who can stump up €200,000-€300,000. Rally2 regulations have been overwhelmingly successful since the birth of the ruleset under the R5 name in 2012, with 1500 of these four-wheel-drive, 1.6-litre cars on the market. Rally2 is the base for most national championships, the European Rally Championship’s top level, and WRC’s second tier: WRC2.

To ensure it hit the ground running against opposition from Skoda’s Fabia RS, Citroen’s C3, M-Sport Ford’s Fiesta and the Hyundai i20 N, Toyota conducted 18 months of development on the GR Yaris Rally2 and logged more than 9000 miles of testing between Kalle Rovanpera, Juho Hanninen, Stephane Lefebvre and Toyota team boss Jari-Matti Latvala.

While Toyota’s GR Yaris Rally1 is the WRC’s proven yardstick, winning 16 of 28 rallies it has contested to date, building a car to defined regulations specifically for customers of varying abilities is an altogether different task.

“The biggest challenge is getting the focus of the project correct because it’s a customer project that is out for sale,” Fowler explains. “It’s the first car we’ve designed like that as a company.

“In the past, our customer was only our factory driver, so we could easily understand what the need of the project was because the drivers are there with us. Now the driver could be anyone, so we had to really understand the focus and how to approach that.

Pajari has the best WRC result to date aboard the GR Yaris Rally2, with second in Sweden

Pajari has the best WRC result to date aboard the GR Yaris Rally2, with second in Sweden

Photo by: Red Bull Content Pool

“The regulation has been around for so long and there are lots of evolutions of all the other cars – it’s a very competitive market to come into. Everything has to work really well to match what everyone else has done as all the other cars are so good. Our first one has to be almost evo 3 or 4 straight away. That’s not just performance; it’s reliability, usability, everything has to be what everyone else has been doing for several years.”

There’s evidence of its Rally1 bigger brother’s DNA in the car, with Toyota successfully capturing a scaled-down version of the Yaris’s striking look. Fowler says its “aggressive features” were necessary “to be on the same level as the latest cars”. But, as he explains, the lessons from Rally1 carried over into the Rally2 car and vice versa.

«One of the big benefits from the way we structured the project to have it within the same design team as the Rally1 car was this ability to learn in both directions»
Tom Fowler

“There are certain components in Rally1 and Rally2 where the regulation is the same or very similar,” he says. “We were able to use a lot of the design philosophy and learning we had done for Rally1 to help with Rally2.

“But also in the other direction, we found some improvements for Rally1 based on what we have done for Rally2. One of the big benefits from the way we structured the project to have it within the same design team as the Rally1 car was this ability to learn in both directions.”

The GR Yaris Rally2 was reliable but struggled for outright performance on its WRC debut in Monte Carlo. Its best-placed driver Sami Pajari was fifth in class, almost five minutes adrift of the WRC2 winner, Citroen driver Yohan Rossel. But on the Swedish snow, it notched up an outright stage win courtesy of Georg Linnamae, while second-in-class Pajari led home a quartet of GR Yaris Rally2s. A first WRC2 victory appears a matter of time for Rally2’s newest car on the block.

Toyota GR Yaris Rally2 tech specs

Engine: Three-cylinder, 1.6-litre turbocharged (87.5mm bore x 89.7mm stroke)
Gearbox: Five-speed sequential
Suspension: MacPherson
Weight: 1230kg (including one spare tyre)
Length: 3995mm

Linnamae gave the GR Yaris Rally2 its first outright stage win in the WRC

Linnamae gave the GR Yaris Rally2 its first outright stage win in the WRC

Photo by: Red Bull Content Pool

Watch: WRC Safari Rally Preview with M-sport’s Adrien Fourmaux



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