As an example, we will give two interesting ones, which explain the principle of operation of several technologies used in the creation and testing of rally cars.
The first video tells us how manufacturers test a prepared rally car using a treadmill during wind tunnel testing. It is the use of a combination of two technical means, as experts say, allowed to revolutionize the process of running in the aero kit and its further tuning in various racing conditions.
Probably for ordinary car This approach is clearly superfluous, but for a rally car it makes sense, because on the rally track, a sports car moves not only in the plane of the road, but also flies up on ramps, that is, the aerodynamics of flights must also be taken into account during calculations.
The combination of the "treadmill" and the aerodynamic tunnel allows you to create the effect of full presence:
1. can be blown from almost all sides by the oncoming air flow.
2. At the same time, the running belt under the wheels allows the wheels to be turned, creating point zones of blowing the moving parts. For example, the same wheel rims... Why is this needed? To optimize the wheel design and ultimately stabilize the vehicle in flight.
3. The same applies to attachments. How will the air flow change if you attach an auxiliary lighting unit for night racing to the front of the hood? Experts easily recognize this in a wind tunnel.
4. But that's not all. With the help of special shock absorbers, changing the angle of attack of the body, you can literally blow out under the bottom of the car, learning how the aerodynamics of the car will change in flight. What additional elements of the lower aero kit should be added, what needs to be changed to stabilize the car in flight on the springboard.
The whole complex of measures allows you to find out how the car will behave in a real race.
Ford Performance filmed a video briefing how the WRC team used the supplemented treadmill to further improve their Fiesta rally cars this season.
This is an example of the most advanced technology in service. But there is also a more standard way to improve the car, without which a real rally car cannot be imagined. This method is used by more than one generation of rally drivers, and it is associated with a special technique of additional welding of the body, which makes the body safer and more durable.
Do you know how a monster rally is created? An ordinary production car is often taken. It is disassembled to a screw, and painstaking work begins on replacing components and assemblies, adding additional parts and finalizing existing ones. The front of work depends entirely on the level of the race, but in general, the main stages can be broken down into seven parts:
1. Suspension modernization.
2. Replacing brakes with more durable ones. And even for a rally brakes designed with complex road conditions in which these machines work.
3. Powertrain changes.
4. Underbody protection.
5. Full bulkhead of the passenger compartment for the needs of the rider.
6. Installation of special wheels: tires and disks.
7. And even overcooking the body.
If we examined the first six points in detail in one of our early articles, then we will study the seventh point right now. Rally specialists from the Team O'Neil Rally School team will help us with this.
When the car is built from the ground up, the specialists have an excellent opportunity to make adjustments and the required reinforcements to the standard body. Moreover, in this case, we are talking not only about installing the so-called safety cage, but also about welding critical parts of the body with additional welding, which makes the body stiffer, stronger and even safer in the event of an accident.
See for yourself, here is a photo of Thierry Neville:
WRC Argentina 2018
In a moment, the car will land on the left side at a very unfavorable angle. The suspension on the left side will work to failure. The load will be transferred to the body, and at this moment the body will begin to twist with incredible force. If it was a regular factory Hyundai or any other car mass production, after such a hard landing, he would have received serious damage to the body.
What do the masters do in this case? They take up the welding machine, put on a welding mask and begin to cook ... Moreover, the welding technique is not anyhow, but precisely calculated and technically justified, otherwise at the end of the work you can get not a "candy", but a fatally ruined body: it can lead, the geometry changes, there will be unnecessary stress, and instead of winning places will go to the junkyard.
It is impossible to just take and weld all the joints of the body with a solid line. Such a seam will make the body extremely rigid, which will quickly render it unusable after a couple of racing sessions. On the contrary, as they say and show in Team O'Neil Rally School, you need to operate according to factory technology, using spot welding, with the help of it, reinforcing the joints of sheet metal joints.
Please note that although an example of spot welding is visible on the body, it does not resemble factory work. The "points" after the intervention of the guys who prepared the car for participation in the rally turned, rather, into a "dash". This technology also adds rigidity to the bodywork.
And, of course, don't forget about the roll cage. All together makes the rally car exactly a rally shell that can be flown and very hard to land on.
These two seemingly "simple" technologies allow modern architects to create real rally cars. Did you know about this?
The famous poet Vladimir Mayakovsky once wrote the poem "To Comrade Nette, the Steamer and the Man". If someone does not remember, then it is about how the author met a steamer in the port of Yalta, bearing the name of his old friend, the red diplomatic courier Theodore Nette. It was already distant 1926.
Many years have passed since then. And now "people and ships" can be found not only in seaports, but also ... on quite ordinary highways. More precisely, we are not talking about steamers, but about cars. About cars that belong to the so-called limited edition, that is, limited editions. It is these limited editions that are usually named.
In our article, we will focus, in particular, on cars that bear the proud names of world rally champions, and trace their history from the world of snow, ice, gravel, dust, mud, breakneck speeds, cornering in a controlled drift and crazy jumping on trampolines. ... In general, our story is about those cars that can help their owner, at least for a while, feel like at least Sebastien Loeb.
Ford Escort Mexico
Pilot: Hannu Mikkola.
Year: 1970.
The Ford Escort Mexico was perhaps the first civilian car to exit the global rally. Technically, this car was similar to the sporty versions of the Escort Twin Cam and, since 1971, the Escort RS1600. But, like the cars participating in the rally-marathon, the Escort Mexico was equipped with a simpler and more reliable engine of the Kent family, which was installed on the heavier Cortina and Capri and which produced only 86 hp. versus 120 for the RS1600 version. Against the background of 48 forces in the mass modification with a 1.1 liter engine, 57 "horses" in the Escort 1.3 and even close to 72 hp. "Hot" modification 1300GT, the novelty looked quite fast and relatively affordable machine.
Externally, the Ford Escort Mexico differed from the "older brother" Escort RS1600 only by nameplates and a sticker along the body with the proud name of the modification. In total, from 1970 to 1974, they managed to release 9,382 charged Escorts with a Mexican accent (the RS1600 sold only 1,108 copies).
Toyota Celica GT Four Carlos Sainz Limited Edition
Pilot: Carlos Sainz.
Year: 1990.
1990 was a year of triumph for Toyota in the WRC. Carlos "El Matador" Sainz, driving a Toyota Celica GT Four ST165, won four stages of the World Rally Championship, and in the remaining seven stages finished at least fourth place, thereby securing the world title. Toyota itself took second place in the Constructors' Cup.
It was decided to perpetuate this victory. This is how the road-going Toyota Celica GT Four Carlos Sainz Limited Edition appeared. The car was released in 1991. And it was really a limited edition. A total of five thousand copies were produced. The long name Toyota Celica GT Four Carlos Sainz Limited Edition, the car had only in the European market. In Japan, it bore the short designation RC, and in Australia it was sold as Group A Rallye.
Externally, the Toyota Celica GT Four Carlos Sainz Limited Edition differed from its usual "sister" Toyota Celica GT Four only by a large ventilation hole on the hood, which was intended to remove hot air from the engine compartment, and another bumper with additional air intakes. Naturally, the nameplates of the Carlos Sainz Limited Edition were not forgotten either.
All the most important things were inside. Under the hood, it had a turbocharged engine with a capacity of 225 hp. and a torque of 304 Nm. Of course, this version was all-wheel drive. So, driving the Carlos Sainz Limited Edition, anyone could feel like El Matador.
A total of five thousand copies of this modification were produced. So today this Celica is a real rarity and is very much appreciated by fans of rally cars all over the world.
Mitsubishi Lancer Evo VI Tommi Makinen Edition
Pilot: Tommy Mäkinen.
Year: 1999.
Now let's remember Vladimir Mayakovsky again. To paraphrase one of the most famous lines of his poems, we can say: “We say Mäkinen, we mean Mitsubishi! We say Mitsubishi, we mean Mäkinen! " This is exactly the case, because the famous Finn Tommi Mäkinen is inextricably linked with the Japanese automaker Mitsubishi.
Mäkinen is one of the most successful riders in the history of the World Rally Championship. He has four world titles (according to this indicator, he shares the second place with Juha Kankkunen), 24 WRC wins (fifth place) and 139 WRC stages (sixth place). And until the arrival of Sebastien Loeb, Tommi Mäkinen was the only World Rally Championship driver to win his four titles in a row. Mäkinen became world champion in 1996, 1997, 1998 and 1999. And all these titles were won by him on Mitsubishi lancer Evo.
Taking into account the merits of the Finnish pilot, the Japanese decided to perpetuate his name by releasing the Mitsubishi Lancer Evo VI Tommi Makinen Edition. This car was created on the basis of the usual (so to speak) Mitsubishi Lancer Evo VI.
Externally, the Evo VI TME featured a front bumper, Recaro sports seats (with an embossed Tommi Makinen Edition emblem), 17-inch Enkel wheels, a Momo leather steering wheel and a peculiar gearshift knob.
The color scheme of the Mitsubishi Lancer Evo VI TME stood out with shades of red. The car also came with decals that could be used to transform your car into a complete replica of Tommi Mäkinen's Mitsubishi rally car.
In technical terms, the Evo VI TME practically did not differ from the usual Evo VI. The only difference was the titanium turbine and the improved stretcher. 280 hp engine gave out a torque of 373 Nm. From zero to "hundred", this car accelerated in 4.4 seconds.
The main feature of Mitsubishi Lancer Evo VI Tommi Makinen Edition was that it was produced ... only for the domestic Japanese market! There were simply no export options for the car! But over time, some of the cars still broke out of the Land of the Rising Sun and allowed rally fans all over the world to show off their "Mäkinen's car" in front of local pubs.
Subaru Impreza RB5 and RB320
Pilot: Richard Burns.
Year: 1999 and 2006.
The 2001 world champion Richard Burns became the first pilot of the World Rally Championship to win not one, but two registered cars. True, only the first limited series turned out to be lifetime for him, the second was released in memory of the untimely deceased racer.
Richard Burns became the pilot of the Subaru factory team in 1993. Then this team competed in the UK Rally Championship, and Burns, having won four stages, became the youngest British champion. In 1994 and 1995, Richard Burns already played for the Subaru factory team in the WRC. True, at that time he could not achieve great success, but he managed to show his potential.
In 1996-1998, Burns left Subaru to join Mitsubishi. During this time, Richard won his first victories in the WRC stages. But in 1999, Richard Burns returns to Subaru again. It was this event that was marked by the release of the limited edition Subaru Impreza. She was named Subaru Impreza RB5. RB is the initials of Richard Burns, and 5 is his number, under which he competed in the WRC.
The Subaru Impreza RB5 is a truly unique car. A total of 444 such cars were produced (attention!)! Those interested could purchase both the regular RB5 version and two versions with additional equipment - the WR Sport spec (with a new high rear spoiler) and the Prodrive Performance Pack (PPP), which increased the car's power.
The RB5 was only available in one color - Blue Steel. All mirrors, door handles, side skirts, front / rear spoilers and fog lamp plugs have been painted in body color. The interior trim is trimmed with blue Alcantator with black inserts, air conditioning, a Prodrive short-stroke stage, a MOMO steering wheel, and the mats have RB5 embroidery. Of course, there was also a number plate with a unique car number from 001 to 444.
The exterior has also changed: the car stood on 17-inch alloy wheels with a unique titanium finish and the Prodrive logo in the center, shod with Pirelli P-Zero 205/45 ZR17 Corsa 88W rubber. A high Prodrive wing was installed at the rear, and 120W PIAA headlights were installed at the front. Also, the car received a new exhaust system, air filter and a new ECU. RB5 decals / nameplates were applied on the sides and back.
In 2001, Richard Burns became world champion. In 2002, he left Subaru WRT again, joining the Peugeot factory team. In 2003, Burns decided to return to Subaru and even signed a contract with the team ... But at the end of that year he was diagnosed with astrocytoma (one of the types of malignant brain tumors), so Richard was forced to leave the sport altogether and start fighting disease. Unfortunately, Richard Burns failed to emerge victorious from this fight. On November 25, 2005, at the age of 34, he passed away.
A year later, in November 2006, in memory of Richard Burns, Subaru released a limited series of Subaru Impreza cars. WRX STi RB320. RB still stood for the pilot's initials, and 320 stood for engine power.
Impreza RB 320 is equipped with up to 320 hp. turbo engine and can accelerate from zero to one hundred kilometers per hour in 4.8 seconds. The car received a suspension lowered by 30 mm at the front and 10 mm at the rear with Bilstein shock absorbers and a thicker stabilizer. lateral stability on the rear axle. The RB320 is equipped with exclusive 18-inch Prodrive anthracite wheels.
Externally, the RB320 differs in the original front bumper with a new lip on the lower edge, and a large air intake in the center. The air intakes and radiator grille are finished with a fine-mesh chrome mesh.
The first 50 Subaru Impreza RB320 buyers in England had the opportunity to ride their cars with Subaru team driver Peter Solberg on the Prodrive test ring near Warwick, UK. “In my opinion, this best version the road Impreza I have ever driven, ”said Peter Solberg. - Lots of fun. I hope that people who bought it will get the same buzz. It is difficult to think of something better to honor the memory of such an outstanding driver as Richard Burns. "
Citroen C4 SE by Loeb, Citroen DS3 Racing S. Loeb Edition
Pilot: Sebastien Loeb.
Year: 2006 and 2012.
In all the world motorsport, there is no pilot who could match the number of titles with Sebastien Loeb. Alsatian became world champion 9 times! He holds the record for wins, points, special stages and podiums in the WRC. There are simply no equals to Cebu in the world rally and will not be for a long time. So it’s not surprising that Loeb has a personalized series of cars. And even as many as two.
Accredited journalists are allowed a lot: they can study cars, follow the work of mechanics ... But it quickly became clear that the openness of the teams is largely ostentatious - the true secrets behind the broad backs of mechanics cannot be discerned. In addition, the "top" know-how is hidden inside the engines, transmission units and electronic blocks management - where the path is forbidden to prying eyes. But after three days spent in the Cyprus Rally paddock, I managed to figure out something.
The main difference between WRC cars and ring series cars is the all-metal body and the close relationship of the design with production cars. After all, the "body" cars of the DTM or NASCAR championships are, in fact, prototypes - with composite bodies, only superficially resembling their serial progenitors. But the WRC regulations are stricter restricting alterations to the base car. For example, the position of the motor can be changed by no more than 20 mm ...
Chris Atkinson's Subaru Impreza WRC 2005 hobbled under the corporate blue tents, for which the first racing day ended with a transmission breakdown. Mechanics with hardworking ants covered the car and after twenty minutes dismantled it almost completely - they removed the gearbox, suspension struts, stabilizers, cardan shaft and rear gear. All these components look exactly the same as on ordinary "civilian" cars. Sometimes it's even easier! But the highlight is that the layout and every single detail are perfected.
Perfection is primarily about materials. Lightweight and durable composites are used wherever regulations permit - even for oil pan. Wheel bearings are made using ceramics, suspension and transmission parts are made of titanium, and wheel disks- from magnesium alloy. It remains only to guess what alloys are used for the manufacture of particularly loaded parts - for example, pistons of a turbo engine, in which the boost pressure reaches 2-3 bar!
The maximum power of the WRC engines is officially limited to no more than 300 hp. But since the technical commission is not able to control it, the real indicators are 10-20% higher. And this despite the fact that the block and cylinder head are made on the basis of serial ones! The 34-mm air restrictor located at the turbine inlet and condemning the engine to oxygen starvation at high speeds even more does not allow the engine to squeeze out of the engine. But the engine torque is huge. Two-liter turbo engines develop up to 600 Nm - more than a five-liter BMW M6 engine. By the way, the "momentary" character of the motor, unique for sports cars, predetermines specific driving tactics - with a minimum number of gear changes. The optimum moment of switching is determined by the control electronics, and a light on the instrument panel serves as a hint for the driver: if it lights up - switch "up"!
It was possible to look into the salon only at the moment when the mechanics were refilling the water tank behind the driver's seat. It feeds the water supply system to the inlet pipeline, which is now actively used in the world rally. Water is sprayed through a special nozzle at a pressure of up to 10 bar, reducing the temperature fuel mixture almost to atmospheric. This seemingly simple solution has a striking effect. The heat load of the engine decreases, it becomes less prone to detonation, which allows the boost pressure to rise even higher. True, a five-liter tank is enough for only one section - about 60 km.
Each stage requires special tuning of the engine. For example, before a mountain race, the boost pressure is raised in order to compensate for the drop in atmospheric pressure. Gasoline with octane number 102 all teams are supplied with the same - made by Shell. The combustion products are removed by an exhaust system equipped with one or two catalysts and reliable multilayer ceramic-aluminum thermal insulation. When the "anti-lag" is working, the fuel, which turns the turbine, burns out directly in the exhaust system - tongues of flame are pulled out of the pipe, and the entire path is red-hot. The exhaust pipes are located so as not to be removed when servicing the main units.
The gearbox is a separate story. On modern WRC cars, six or five-speed gearboxes are used, and recently there has been a tendency to reduce the number of gears - this tactic is dictated by "torque" motors. Gears are shifted using rings or buttons located on the steering wheel hub, and moving "away from you" downshifts. Just in case, the driver has a traditional floor lever at his disposal - in case of electronics failure, it allows you to control the sequential box in "emergency" mode. But if everything is working properly, and the process is monitored by the electronics, then the hydraulic actuators in just 35-50 milliseconds open the carbon three-plate clutch with a diameter of about 150 mm and change gear. On the same BMW M6, the robotic gearbox works slower - switching takes at least 60 milliseconds.
On each car, the gearbox is changed on average twice per race. The center and front differentials with electrohydraulic control are installed in the same block with it. The hydraulics regulate the compression force of discs connected to opposite shafts - in the image and likeness Haldex couplings... On all cars, except for the Mitsubishi Lancer WRC05 with its ingenuous mechanics, the differentials are controlled by electronic "brains", although the driver can force the differentials to work based on specific conditions. For example, before starting, hard block them - for the most effective overclocking, and later switch to automatic mode.
The modern WRC class car accelerates from 0 to 100 km / h in just over four seconds. And here maximum speed not impressive - 210-220 km / h. But more is not needed: on rally stages, it is not so much the maximum speed that is important as the perfection and reliability of the chassis. The regulation allows considerable freedom in the choice of the scheme and attachment points of the suspension. But over sophisticated multi-link designs, all teams prefer the simplicity and maintainability of the McPherson circuit. To simplify maintenance, sometimes not only the parts of the left and right sides, but also the front and rear suspensions are unified! On dirt rallies - like here in Cyprus - the suspension travel is adjusted to 220 mm. Any electronic systems are now banned, although last year the teams used controlled anti-roll bars. Recently, on asphalt rallies, some teams, in particular Peugeot, have tried suspensions without stabilizers at all - coupled with special damper settings.
I was able to observe how the pilots were adjusting the shock absorbers right on the track, before the start of the special stage. On some cars - for example, on Subaru - the number of external adjustments reaches four: you can change the resistance for compression and rebound at small and high speeds stock.
And yet the basis of all the basics is the body. The bodies of the WRC cars are made entirely of metal. Composites make only aerodynamic body kit... The body of the serial model is taken as a basis, more precisely, its main elements - floor, sidewalls, roof pillars ... But these parts are also subject to serious revision - for example, in order to accommodate non-standard suspension assemblies and all-wheel drive transmission. A safety cage is welded into the body, which becomes a key element of the power structure. The total length of alloy steel frame pipes reaches 50 meters. The frame not only wraps around the living space of the crew, but also connects the attachment points of the suspension.
The downside of strengthening everything and everyone is excess weight. Therefore, in parallel, designers are constantly looking for excess "fat" and try to get rid of it. For safety reasons, the FIA even introduced a limitation of the minimum weight of the body "in metal" - 320 kg, so that its excessive lightening does not go to the detriment of safety. But it is almost impossible to control the weight of the "bare" body, but the technical commission checks the curb weight of the car before each stage. According to FIA requirements, a WRC car must weigh at least 1230 kg, and all manufacturers have reached this lower threshold a long time ago. But at the same time, the shedding of excess "fat" continues. For example, many cars are equipped with lightweight polycarbonate glass panes. The kilograms won thanks to this solution can be used as ballast in certain places of the machine, achieving optimal weight distribution, which affects not only handling, but also tire wear. By the way, not cast iron ingots are used as ballast, but spare parts, wrenches and powerful jacks - everything that may come in handy at the stage.
Engineers think about weight distribution even when placing the crew, moving the seats to the limit back and down. A side effect is disgusting visibility from the driver's seat. And the pilot himself is almost invisible: I was never able to photograph any of the top pilots at the wheel. But the engineers take care of the working conditions of the driver and navigator tirelessly. For example, in "hot" stages like Cyprus and Greece, seat cooling systems (Ford) or even full-fledged air conditioners (Peugeot) appear in cars. In addition, additional air intakes are installed on the roof and in the exterior mirror housings, thermal insulation of the engine shield and the glass is pasted over with a mirror film.
In general, WRC cars are much "closer to the people" than FIA GT, DTM, NASCAR race cars or cross-country championships, not to mention Formula 1. The main engineering solutions in the rally are simple and straightforward, and space technologies are mainly in the materials used. And even then not in all - after all, the basis of the "world rally car", its body, is made of the same stamped metal as our cars.
10 best rally cars in history
Rally racing is one of the most interesting types of motorsport that requires pilots to perform delicate aerobatics in overcoming treacherous turns. But even great athletes do not succeed without a good car. The site names and displays the 10 best rally cars - from the angular Lanci Stratos to the merciless Citroen C4 by Sebastian Loeb.
Renault-Alpin A110 (since 1963)
Assembled from parts of various Renault models, Alpin A110 burst into the world of rally like a meteor. The first victories came at the very beginning of the car's "career" - in 1963, but more deafening successes followed later: the A110 cars took the first three places at the Rally Monte Carlo'71, and also won the very first World Rally Championship, held in 1973 year. Elegant design, rear drive with an engine located behind, as well as a relatively low weight made the car very obedient. However, after a sharp leap in the development of rally cars, this project has exhausted its full potential and could no longer compete with the giants. Nevertheless, it was this car that became the impetus for Renault's further participation in rally races.
Ford Escort RS1600 / RS1800 (late 60s - 1998)
Born as a small family car, the Escort later became the first Ford rally car. Having made its debut on racetracks in the late 60s, already in 1970 Escort won the London-Mexico Marathon with an overwhelming advantage: out of more than a hundred announced crews, only 23 covered 26,000 kilometers to the finish line, a quarter of which raced this car. In 1979, the 1.8-liter Escort earned Ford its first World Rally Championship titles, and two years later Ari Vatanen won his first championship with victories at the Acropolis Rally and Rally Finland. In the years that followed, the Escort gained fame as one of the most successful cars in rally history, and also served as the basis for other American rally cars.
Lancia Stratos (1972-1974)
Built from the ground up especially for racing, the Stratos looked a little crooked compared to other rally cars - the angular design, implemented in fiberglass, with huge spoilers, looked very extravagant. but appearance faded into the background after deafening four consecutive victories in the world championship and three triumphs in the European championship. This car significantly raised the prestige of the Italian company on the racetracks, but was forced to retreat due to the emergence of cars "Group B" - "Lancia" focused on the development of other models.
Audi Quattro (since 1981)
During its colorful history, the Audi Quattro has become one of those cars that have indicated the direction of development for all rally technology. All-wheel drive and a 600-horsepower turbo engine turned this car into a rocket with wheels - the advantage of German cars over competitors cannot be described in familiar terms. In the Quattro, Michelle Mouton became the first woman to win a World Rally Championship stage and the fastest woman in the Pikes Peak Hill Climb competition. Weak point German car there was reliability, but if the Audi Quattro reached the finish line, it was the fastest. However, this car has won two personal titles in the world championship and two in the manufacturer's standings.
Mitsubishi Pajero (since 1983)
"Pajero" never took part in the races of the World Rally Championship, but became a true legend of the "Dakar". Built on the basis of Mitsubishi Jeep, a replica of the famous Jeep CJ3A, Pajero entered the planet's main rally-raid 26 times and reached the finish line 12 times first, including seven times in a row between 2001 and 2007. Driving the Japanese car, such racers and racers as Stefan Peteransel and Jutta Kleinschmidt became the triumphants of the Dakar. Up to the recent successes of the Tuareg, it was the Pajero that was the dominant force in the off-road category.
The 2016 World Rally Championship promises to be the most exciting ever! This season is a mixture of classic and modern. It will take place in the harshest locations, from the traditional Monte Carlo circuit to a brand new asphalt road in China, slated to debut in September.
The harsh conditions will put drivers, navigators and their vehicles under extreme stress. Plus, the sport's recent surge in popularity has pushed many manufacturers to take on the fight as well by improving everyday city cars, turning them into super-powerful rally cars, thereby surprising and delighting millions of fans.
What if automakers were free to build what they have long wanted? We asked this question and received a very peculiar answer. Perhaps some of the cars shown in the photo will one day really find themselves on the tracks, but for now we can only dream, contemplating pictures of these fantastic and truly exclusive rally cars.
So, go ahead, global automakers - you are able to create a real miracle!
Alfa romeo giulia
Alfa Romeo has an impressive track record of racing victories, but it is not as well known for its excellent handling on snow or gravel tracks.
The Alfa Romeo Giulia was spotted in road tests at the Nürburgring, Germany, and it looks like the car will be a true rival to the BMW M3 when it goes on sale this year. We wondered, what if Alfa Romeo started this super-car off-road before it had time to try out the asphalt?
Appearance this car definitely grabbing attention: huge fenders, splitters and other parts that maximize aerodynamics. The body has always been and remains smooth, discreet and functional. Air intakes are installed on the hood of the rally car, but the most important modification (which no one can do without italian car) is the Martini emblem, inspired by the legendary Lancia Delta Integrale.
Audi TT Quattro
Audi led system all-wheel drive into the world of rallying, thanks to the famous Quattro coupe, which debuted in 1980. The Audi Quattro A1 was the first rally car to take advantage of the newly introduced rules allowing four-wheel drive vehicles to race.
The combination of the trill of a five-cylinder turbo engine and unrivaled traction has turned this sleek German coupe into a true rally car. It would be simply unforgivable for Audi if it doesn't return to the rally world soon, as the latest TT model looks absolutely stunning after the WRC makeover.
Huge flared arches, an insane rear wing, and more holes in the hood than cheese grater holes made this powerful and compact sports car a fiercely flamboyant rally monster. What's the better way to earn a TT the recognition it really deserves?
Fiat 500 Abarth
Fiat has enlisted the support of factory tuning studio Abarth, which has been successfully developing high-performance rally cars for many years. At one time, "charged" modifications of two models Fiat 124 and Abarth 131 managed to make them the winners of numerous competitions.
The original Fiat 500, which dominated the track in the 60s, had a rear-engined layout that contributed to better grip with the road and provided quite good accelerating dynamics.
So Fiat's return to the rally world with the latest 595 Abarth doesn't seem so unlikely. The car looks very impressive with giant wheel arches and huge movable headlights. And this championship is a great chance to prove that Fiat is a true WRC titanium both in mud and on asphalt.
Ford Mustang RS200
In 1984, when 500-horsepower group B monsters began to appear on the rally tracks, the Ford factory team decided not to develop the existing options, but to create a completely new car.
Original four-wheel drive model sports coupe The RS200 (the abbreviation RS stands for rally sport, and 200 is the number of units produced for this model) had a composite body, easily overcame rough terrain and performed colossal jumps. But, unfortunately, the changed rules did not allow this rally "beast" to realize its potential.
The Ford Mustang has built a reputation for agility and endurance as a sports car. Although, probably, on a flat road, he feels much better than in the impenetrable Finnish forests. latest model was created to prove that this is a real rally car, although in fact the appearance of a huge American coupe is not very suitable for this sport.
Lancia Delta Integrale
Lancia may not be as popular in the UK today as it used to be (and these cars are not even sold in the country!), But we cannot deny the tremendous success of this Italian company in the world of rallying.
Famous models such as Fulvia, Stratos, 037 and Delta have helped Lancia to win 11 world championship victories, an order of magnitude more than any other manufacturer.
That is why Lancia's return to the rally seems quite natural and, moreover, absolutely the right decision. The best car a manufacturer can imagine is a modern version of a model called the Delta, one of the most famous sports cars ever to race.
Looking at a Delta passing by in the Alitalia brand livery, one would notice that this concept looks so appropriate that it would certainly be peeped at from a considerable distance.
Mercedes S-Class - aka "Red Pig"
A rally version of the luxurious Mercedes S-Class may seem like an odd choice for motorsport competition, but Mercedes built a real one in 1971. racing car- Mercedes-Benz 300SEL, so get us right.
The car received a funny nickname "Red Pig" (translated from English means "Red Pig") for the characteristic roar of its engine and, frankly, was more suitable for driving on ring European routes than for storming the sands of Australia. Nevertheless, the 300SEL managed to achieve recognition and general admiration, finishing second in the prestigious "24 Hours of Spa" race in 1971.
The car is able to plug even some of the more prepared brethren in the belt. With the power output of the current S-Class, we have the S65's 6.0-liter twin-turbo V12 engine at our disposal, not to mention the tilt function, which allows you to go into corners like a two-ton superbike. Also worth noting is the 300SEL's large and luxurious saloon, which makes more modest rally representatives bow their heads. Plus, there is a night vision device in the car, should the need arise.
Porsche 911
The current generation of the Porsche 911 is the latest successor to a long line of top-class vehicles. Over the past half century, the 911 has been the winner of many world races, but a separate branch of the evolution of this model - the Porsche 959 has become a truly iconic event for rallying. This all-wheel drive monster, in the outlines of which you can trace the image of the same 911, won the grueling Paris-Dakar rallies in 1986.
Our 911 looks just amazing as a true rally supercar, especially with this bumper bar, six headlights and flared wheel arches.
The combination of blue and white (currently banned) Rothmans cigarette livery completes what is one of the more believable rally cars on our list.
Renault alpine
In the 60s and 70s, the original Alpine gained a large following, thanks in part to its victory in the legendary Monte Carlo Rally in 1971 and 1973. The rear-engined layout, a la Porsche 911, gave the car not only a unique visual profile, but also excellent grip on slippery surfaces.
Renault has shown several Alpine concept cars in recent years, so it is likely that production model may go on sale this year. After evaluating the design of one of the later concepts, the prospect of turning it into reality even turned our heads a little.
Rolls royce wraith
You are guaranteed to fly in the air in this crazy Rolls-Royce Wraith rally concept. Probably the wildest concept car ever created for this kind of competition! In fact, the inspiration for this car was the eccentric Rolls-Royce Corniche, which took part in the Paris-Dakar rally.
In a car as crazy as this, you are more likely to read your chauffeur's transcript than drive yourself. So there is something grossly wrong about Rolls-Royce off-road use. Plus, the built-in champagne flutes will definitely add elegance to the top spot on the podium ...
Rally Volkswagen car Touran
Taking into account the unknown niches that are opening up every day in the new passenger car market, it will not be long before an all-wheel drive rally-ready minivan appears.
The Volkswagen Touran rally car will excellent option if your daily commute to school passes through Timbuktu or Outer Mongolia.
Volkswagen, of course, will not be the first thought of most when trying to name an all-conquering rally car, but nonetheless SUV Touareg won the Paris-Dakar Rally in 2009 and 2010, while the Polo R has won the World Rally Championship every year since 2013.
A full-fledged Touran rally car, as crazy as it might seem, in fact, may not be such a stupid idea, because just think, you can always carry equipment with you ...
