In the paddock: Jack Cozens

The TCR changes to the top level of international touring cars have attracted some of the biggest names in tin-tops, which is no bad thing

YVAN MULLER, GABRIELE TARQUINI AND ROB HUFF. You’d be forgiven for looking at the headline entries for the World Touring Car Cup this year and thinking you’d stepped back in time a decade (or two).

But don’t be fooled – this is no nostalgia trip, nor a ‘hurrah’ for the old guard still kicking about. TCR is the most groundshaking development in the tin-top world in the past 20 years.

It was a harder job to defend the World Touring Car Championship during its much-maligned TC1 era than expose its many flaws, but it often felt like there was an obligation to highlight some of the good happening. As rivals gradually caught up to Citroen, then got on level terms with the C-elysees after the French manufacturer exited as a works team, the competition at the front and, by extension, the racing did improve.

But while the championship plodded on until the end of 2017, the writing was already on the wall. People had seen enough (or too little) to invest more time watching aerodependent cars following each other in a procession.

It was something of a miracle that the WTCC managed to club together a sufficient entry for the 2017 season, but ’18 always looked like a step too far. A deathly silence about the series’ next step hung over it for much of the season but, eventually, the adoption of TCR rules from this year was ratified.

There’s no question that the change in the world touring car plan is for the better – regardless of any derogatory comments about TCR machinery compared to other top-line touring car series. What better endorsement could there be than fourtime WTCC champion Muller – the godfather of 21st century touring car racing – suggesting it was “necessary” for him to reverse his decision to retire and try out the new world cup?

The DTM and Australian Supercars might have complete fields for 2018, and British Touring Cars may be within striking distance of having all its spaces tied up, while WTCR still has only 10 drivers announced. But in a relatively short space of time – the revamp was only formally announced on December 6 last year – the world cup could declare it had secured its 26-car limit on sign-ups. Granted, it shouldn’t have had any trouble getting 13 two-car entries from the 18 serious outfits that contested either the WTCC or TCR International last year, but the calibre of driver that has been attracted is not to be sniffed at.

Of the 10 drivers signed up for WTCR at the time of writing, four have WTCC titles and another two could consider themselves unfortunate not to have been crowned last year. It’s still early days, but this is exactly the start WTCR needed before any wheels have turned in anger.

Some may argue WTCR is, to an extent, dependent on these names – some of whom were considered established figures 20 years ago, towards the end of the Super Touring era’s pomp – to help populate the grid, and say that’s a hindrance. I’d suggest it’s more of a boost.

You’d struggle to find many people who didn’t squeak an ‘ooh’ when Muller’s return was announced, and the evergreen Tarquini – who’ll be 56 by the time the season starts in April – is a genuine one to watch, having served as development driver for the Hyundai i30 N TCR he’ll race this year.

Those two in particular – though you can chuck in exformula 1 driver Tiago Monteiro, Huff and Norbert Michelisz too – are the star names WTCR needs to build its profile. As well as 2018 is shaping up, the loss of worldchampionship status and switch to cars that on regular tracks can be upwards of five seconds a lap slower than their predecessors are notable deficiencies. Tarquini admits he won’t be racing forever, and goes about his business on a year-to-year basis but, with headline players in place from the start of this new era, the series has the anchors it needs while providing the platform for the next generation of tin-top aces to prove their worth.

WTCR could do far worse than following the example set by Formula E, which had a grid populated by ex-f1 drivers in its inaugural season but has been reducing those as drivers such as Felix Rosenqvist begin to make a name for themselves.

Who’s to say Attila Tassi – last year’s TCR International Series runner-up – can’t become the next Michelisz?

How about Swiss Stefano Comini, who won two of the three TCR International titles, forging a reputation like the one compatriot Alain Menu enjoys? Pepe Oriola impressed as a 16-year-old in the WTCC, but found it difficult to remain in the series. He’s still only 23, and on a more level playing field should again have the chance to prove the pace that made him a WTCC race winner.

Give those up-and-comers the chance to shine, and

WTCR – or whatever it morphs into in two years’ time

– will reap the benefits further down the road.

“WTCR could do far worse than following Formula E’s example”