This conversation perpetuates because it is such a fundamental point of our passion. Many are vocal about it which is why the media will reignite the topic and provoke engagement from time-to-time. It can be a vague topic and there are no correct answers because all opinions are just that. And because times change silently, I have found from online discussions or podcasts that two parties can both have valid points, yet be contradicting each other without necessary vital context about timelines present.
There’s a lot to unpack, especially about the commercial circus, so I wanted to here just clarify what the manufacturers to be attracted means. Hopefully it will be useful to improve the debate.
Manufacturers
The key point: Manufacturers could mean:
Entrants of the FIA World Rally Championship for Manufacturers. They essentially fund the WRC promotional roadshow which we all enjoy. Entrants pay huge fees and have obligations to enter all rounds with a minimum of two cars and oblige media and PR duties. They are the driving force behind the calendar, the itineraries, the commercial decisions, many of the rules and regulations. Without them there would be no Rally1 and perhaps even no WRC at all. Their Rally1 cars are only used on WRC events.
Builders of:
cars of the Rally Pyramid (Rally2-5 and R-GT), which could be used in the WRC. Only manufacturers (or subsidiaries or partners) are permitted under current FIA rules to design, approve and homologate such cars. Current specifications exclude electric powertrains for example, so when we hear/read “X-manufacturer wants to enter WRC with electric rule change”, it could be anywhere down the pyramid and not necessarily as a (type 1) WRC manufacturer entrant.
standard production touring cars as bought from the dealer and/or slightly modified. (i.e. refer to the ‘Group A/N’ argument)
These manufacturers have no obligation to enter rallies or championships at all. Their cars can be used in regional and national championships and events too.
a Breakdown of Current Manufacturers
Type 1 - the WRC Entrants
Toyota Gazoo Racing using GR Yaris
Hyundai Motorsport using i20 N
Ford Performance (through M-Sport) using Puma… (ST 2023?)
These are performance divisions and brands of Toyota, Hyundai and Ford, the point being they aren’t just blanket or global brands as we call them.
Toyota Gazoo Racing developed the GR Yaris and GR Corolla, and there exists a GR-line branded sports trim of other Toyota models. Hyundai Motorsport likewise developed the i20, Veloster, Elantra and Kona N models, and also likewise, there are standard Hyundai models with N-line branded sports trim available.
Ford Performance meanwhile are not natural entrants to WRC, M-Sport are. Although they provide support, Ford do not use WRC with the same marketing aim as the others, but perhaps they could and should. Ford, and M-Sport, were the most vocal about moving to hybrid technology for the Rally1 era but it would not be all surprising if they backtrack in order to go with promoting the not-hybrid Puma ST. The Puma Rally1 isn’t pretending to be a Puma ST - but it could be with only updated paperwork. It shares the same basic silhouette.
Volkswagen also used WRC to promote their R performance cars although Citroën did not have a performance brand. Possibly a good reason why their entry never looked well supported by head office in the later years. Mini too, operated more like a type 2 manufacturer whilst they were briefly around.
So, these current entrants are still invested in the petrol (or internal combustion) engine and ‘hot’ performance cars. Two things that are worth bearing in mind when considering or suggesting new manufacturers who could join WRC as entrants. Are they the typical fit, or what makes things different for the suggested marque?
If rule changes are suggested, such as an electric specification, then it must be considered that these current manufacturers would leave.
Type 2 - Builders
The ‘builders’ are commercially self-sufficient subdivisions or partners of their parent brands. They aren’t in the pyramid tiers of motorsport for brand promotion, in fact they often run counter to the parent brand’s intended image.
The Independent Rally Engineers (who require a series manufacturer partner to manufacturer FIA homologated rally cars).
M-Sport (partnered with Ford Performance)
Mellors Elliott Motorsport (MEM, partnered with Proton)
VW Group
Škoda Motorsport, do not enter WRC2 but are known to support Toksport entries
Volkswagen Motorsport, officially closed by VW but new Polo Rally2/R5 cars keep appearing.
Renault Sport, now quietly hidden as a part of Alpine Customer Racing as ‘Renault’ parent brand aim to be fully electrified brand. Alpine also have the only homologated R-GT to offer.
Stellantis have now organised into niches for each of their brands:
Citroën Racing (Rally2), do not enter WRC2 but are supportive of entries by PH Sport and Saintéloc.
Peugeot Sport (Rally4)
Opel Motorsport (electric rally car development, currently for non-FIA use). Opel has a 100% electric future planned but new Rally4 cars are still being produced quietly.
Hyundai Motorsport, same division that enters the Rally1 Manufacturers championship produces the i20 N Rally2.
It may be worth adding that few of these manufacturer divisions are entering rallies. M-Sport and MEM may do at their own risk as that is their business. Another note is that M-Sport and Hyundai can enter WRC2 for free thanks to their Manufacturer championship entries, meaning no manufacturer has willingly entered WRC2 since 2019, but perhaps this is worthy of exploration in another post.
Not forgetting also that local importers may also enter rallies but these are separate businesses to the rally car manufacturers.
If one wants to suggest that x-manufacturer may join WRC in the pyramid, then there should probably be a commercial operating plan within motorsport behind that decision.