What next for the WRC?

The FIA has drawn up a raft of proposals aimed at improving the health of rallying, but not all the plans have gone down well with competitors

“Of course, changes should be made if a ruleset is failing, but stability is also key”

The World Rally Championship is at a crossroads as it strives for growth – in terms of manufacturers competing and a widening of its fanbase – to realise its potential. When it comes to spectacular motorsport, few can rival what the WRC can deliver. But there is no hiding from the fact that changes are required in technical, sporting and promotion facets, with the top-tier Rally1 entry struggling to reach double figures. And addressing the WRC’S current weaknesses is a complex job.

Assisted by a working group led by FIA deputy president

Robert Reid and former WRC team boss David Richards, the FIA has revealed plans for widespread reforms, some of which could come into force next year if ratified by the World Motor Sport Council in June. The sporting proposals, which include allowing organisers to be more flexible with event formats, and the creation of a new FIA team focused on improving promotion, have been met positively. But it’s the FIA’S vision on technical rules that have caused the most ire.

Rally1 cars in their current guise will no longer see out the original 2022-26 homologation window. Instead, the FIA plans to remove the cars’ control hybrid units and bring performance levels towards Rally2 through a reduction in aerodynamics and in the air restrictor. In addition, upgrade kits, costing around €5000, are to be made available to Rally2 cars for those wanting to battle with Rally1 machines. The thinking is to increase the number of competitors that can fight for overall victory. These proposed changes will create a two-year transition period before new Rally1 regulations come into force from 2027. These 330bhp cars will be capped at €400,000 and based around the current Rally1 concept.

It’s the 2025 changes that have upset teams and confused drivers, with most feeling they are too aggressive when the focus should be on ensuring the 2027 rules are a success. It’s understandable why teams feel aggrieved, having committed vast amounts of money to a ruleset that is coming to an end two years earlier than planned. They’ll have to go back to their management boards and explain the situation – and then likely need to ask for more funding to make changes for a two-year transitional period, before further expenditure for 2027. On top of that, the clock is ticking, with June’s confirmation of the rules offering teams six months to be ready.

When Richards was asked last month if he was confident teams had enough time to prepare, he said: “It is 10 months to 2025 and we will be looking to the teams to come back with their proposals around the aero changes, but I think all of them have accepted the amount of money wasted on aero for these cars could now be spent in better ways promoting the championship.”

Improving the championship’s promotion is an area teams and drivers are particularly passionate about, but 2025 is not far away.

Toyota and M-sport have raised concerns over the timeframe, while Hyundai team principal Cyril Abiteboul told Autosport that it’s simply “not possible” to be ready. Hyundai has been hit hardest by these technical reforms, creating some uncertainty regarding its future participation. It had planned – and has already committed resources to – extensive updates to its current i20 N Rally1 for next year, which will now have to be scrapped.

Leading drivers have also been critical of the decision for 2025.

Last week reigning world champion Kalle Rovanpera said: “There are some good things about the new ideas, but there is also the car thing, which makes no sense for me, to make a big hassle for two years and use more money to make two classes that will never be fully equal or connected. I understand they want more cars on the same main class but that’s it. They should focus now to make the new rules for 2027 and then maybe, hopefully, we will see new teams coming.” Hyundai’s Ott Tanak claimed that the FIA appears to be “working against manufacturers” with its technical reforms.

Of course, changes should be made if a ruleset is failing, but stability is also key. This proposal to make significant changes two years early does risk shaking the confidence of prospective manufacturers weighing up whether to commit to a future WRC programme. This situation could repeat itself in the future.

It begs the question, where does the WRC go from here? The FIA must be commended for its work in addressing the championship’s future, and the 2027 regulations have the potential to be a success. But this transition period risks upsetting those already committed to the championship for seemingly little reward.

There is a blueprint that maybe the WRC should look to – the World Endurance Championship. LMP1 was in the doldrums after Audi and Porsche had left the top tier by the end of 2017, leaving Toyota as the sole manufacturer. The FIA conducted a study focusing on forming the next set of long-term regulations and subsequently launched the Hypercar class, in association with the ACO, in 2021. The category is now enjoying a boom that not only kept Toyota involved but attracted Ferrari, Peugeot, Cadillac, Porsche and more, with Aston Martin set to join next year. The WEC is proof that focusing on long-term future regulations, rather than tweaking the current rules, can achieve desired goals.