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Group Rally1

Group Rally1 is a technical regulation class defined by the (FIA) for the highest level of rally cars competing in the (WRC), as outlined in Appendix J, Article 262 of the . These four-wheel-drive vehicles are derived from production car models but extensively modified for extreme performance on diverse surfaces including , , and , prioritizing safety, sustainability, and controlled costs. Introduced in 2022, Group Rally1 succeeded the long-standing specifications, marking the WRC's shift toward powertrains to align with global environmental goals while delivering over 500 horsepower in combined output. The category debuted with cars like the , , and , emphasizing a shared supplied by Compact Dynamics—a 100 kW paired with a 3.9 kWh —to boost and enable electric-only driving zones on special stages. This integration, alongside 100% sustainable synthetic fuels, aimed to reduce emissions without compromising the sport's high-speed spectacle. In response to escalating development expenses and ahead of major regulatory overhauls in 2027, the FIA paused the for the season, allowing teams to remove the 87 kg unit and related components to streamline operations. This dehybridization lowered the minimum car weight to 1,180 kg (from 1,260 kg) and adjusted the turbo air restrictor to 35 mm (from 36 mm), targeting an output of around 380 horsepower from the mandatory 1.6-liter direct-injection turbocharged inline-four, thereby preserving a similar for competitive balance. Teams received limited "jokers"—up to two per manufacturer—for modifications, such as closing side air intakes previously optimized for hybrid cooling, further aiding aerodynamic efficiency and cost savings. At its core, Group Rally1 cars feature a standardized tubular steel spaceframe chassis designed to FIA safety standards, offering significantly improved impact absorption—up to 70% more from the front and 115% from the roof compared to prior generations—along with features like six-point harnesses and roll cages. Transmission is limited to a five-speed sequential gearbox with a rear-drive disconnect for better traction control, while suspension systems provide up to 270 mm of travel for handling rough terrain. requires at least 2,500 production units of the base model and mandates unique chassis numbering, ensuring accessibility for manufacturers while capping evolutions to foster parity among entries from brands like , , and . This framework positions Group Rally1 as the pinnacle of rally engineering, bridging heritage with modern imperatives for affordability and eco-friendliness until the next evolution in 2027.

History and Development

Origins and Approval

In , the FIA Rally Commission conducted a thorough review of existing regulations, driven by concerns over escalating development and competition costs, the need to align rally technology more closely with road car advancements, and growing environmental imperatives such as reduced emissions. This assessment highlighted the limitations of the category introduced in , prompting the FIA to propose a successor specification that prioritized affordability, , and broader manufacturer appeal. The review concluded with a strategic decision to phase out World Rally Cars in favor of a prototype-oriented class better suited to modern automotive trends. Building on the 2017 review, the FIA outlined key proposals in early 2018 to reshape the rally landscape under a new "" structure. These included ambitious cost reduction targets, such as making cars approximately 30% cheaper to develop and operate compared to prior regulations through standardized components and limited customization; the integration of powertrains to reflect surging consumer adoption of electrified vehicles and promote eco-friendly performance; and simplified to curb expensive testing while maintaining competitive spectacle. These measures aimed to lower barriers for entrants, enhance safety, and ensure the sport's long-term viability amid shifting industry priorities. The proposals received formal approval from the on June 7, 2018, during its meeting in , , establishing Group Rally1 as the pinnacle category under 262 of J to the . Development of the regulations involved close collaboration with major manufacturers, including , , and (via ), who contributed technical input to balance innovation with practicality. Homologation standards were defined for a 2022 rollout, shifting away from traditional silhouette-based and homologation toward a more flexible prototype framework that emphasized performance parity and cost controls.

Introduction and Initial Seasons

Group Rally1 marked a significant evolution in World Rally Championship (WRC) regulations, debuting as the premier class at the 2022 Rallye Monte-Carlo and fully supplanting the previous World Rally Car specification for manufacturer championship points. This transition introduced standardized hybrid technology to the top tier of international rallying, aiming to enhance sustainability while maintaining competitive performance. The inaugural event showcased the new cars navigating the demanding asphalt stages of Monte Carlo, with Toyota's GR Yaris Rally1 securing an early lead by winning the first two special stages. The first homologated Group Rally1 vehicles were the and , both certified by the FIA in January 2022 to meet the initial specifications, including a tubular space-frame chassis construction. followed with the Puma Rally1 homologated in February 2022, completing the trio of manufacturer entries for the season opener. These cars represented the core factory teams—, , and —transitioning from the prior generation to the hybrid-era platforms, with each built around production-derived bodywork but featuring extensive modifications for compliance. In the 2022 season, demonstrated clear dominance in the nascent Rally1 era, achieving seven victories across the 13 rounds and clinching the manufacturers' championship with a substantial points lead. Key successes included wins by in six events and in the season finale at Rally Catalunya, underscoring the GR Yaris Rally1's reliability and adaptability. The shift to Rally1 regulations contributed to notable cost efficiencies, with each car's total build estimated at around €1,000,000—a reduction from the approximately €1.2 million required for World Rally Cars—primarily through simplified , standardized components, and prohibited upgrades to prior-generation . Early competition revealed adaptation hurdles for teams and drivers, particularly with the hybrid system's deployment rules limiting initial boost usage to 10 seconds per special stage for a temporary power surge of up to 130 horsepower. This mandatory activation at stage starts required precise throttle management to optimize energy recoup and avoid penalties, influencing driving strategies amid the of the new integration. Additionally, feedback highlighted handling enhancements from the simplified differentials, which eliminated active center differentials in favor of fixed 50:50 front-rear split and mechanical limited-slip units at each , promoting more predictable on varied surfaces despite initial setup challenges in .

2025 Regulatory Changes

In late 2024, the FIA announced the discontinuation of powertrains in Group Rally1 cars effective from the 2025 and 2026 seasons, citing high repair costs exceeding €50,000 per incident and persistent reliability issues with the Compact Dynamics-supplied units. This shift reverted the cars to pure () configurations using 1.6-liter turbocharged engines, with base power increased via a reduced air restrictor size from 36 mm to 35 mm to target approximately 380 horsepower, aiming to offset the loss of the 100 kW hybrid boost while enhancing drivability. The revised process for involved software recalibrations and the physical removal of hybrid components, including the 3.9 kWh battery and motor-generator unit, resulting in estimated cost savings of around €150,000 per car through eliminated maintenance and replacement expenses. Core chassis elements and safety features, such as the and aerodynamic structures, remained unchanged to minimize development burdens, with no new manufacturer entries expected due to the mid-cycle adjustments. The minimum car weight was also reduced from 1,260 kg to 1,180 kg, improving power-to-weight ratios and agility without compromising structural integrity. These changes were anticipated to foster closer competition by emphasizing pure performance, complemented by the ongoing mandate for 100% synthetic sustainable fuels introduced in prior seasons to align with environmental goals. At the season-opening 2025 , the updated Rally1 cars demonstrated adjusted power delivery without the , with drivers noting enhanced responsiveness despite the net power reduction. Broader implications include the FIA's strategic pivot toward future targets for 2027, informed by data from 2022-2024 indicating limited overall influence from the due to deployment constraints.

Technical Regulations

Chassis and Bodywork

Group Rally1 vehicles feature a standardized tubular space frame developed by the FIA to prioritize safety, cost efficiency, and uniformity across manufacturers. This construction mandates a multi-point welded integrated into the structure, using high-strength steel tubing to meet stringent FIA crash test requirements, which demonstrate enhanced impact absorption compared to previous rally car generations—70% more from frontal collisions, 51% from side impacts, and 115% from roof loading. The design allows for prototype-level freedoms in and mounting while ensuring a minimum torsional rigidity suitable for high-speed and demands, though specific quantitative targets are not publicly detailed in regulations. The minimum weight for Rally1 cars was set at 1,260 kg from 2022 to 2024, inclusive of the , to balance performance with safety ballast distribution; for 2025, following the removal of the hybrid unit, this was reduced to 1,180 kg to maintain competitive dynamics without the . Dimensions are constrained to a maximum overall width of 1,875 mm, encompassing all aerodynamic elements, while length is not strictly capped but typically measures around 4,200 mm to align with production model silhouettes, promoting close racing on narrow rally stages. These parameters, combined with a minimum of 125 mm, ensure vehicles remain agile yet stable across diverse terrains. Bodywork in Group Rally1 adheres to a rule, requiring the external panels to closely mimic a production road car model, such as the five-door Hyundai i20 N or the three-door . Panels are constructed from lightweight or carbon fiber composites to minimize weight while maintaining structural integrity, with freedom in internal layout but strict adherence to external proportions for visual authenticity. Aerodynamic enhancements are limited to passive elements, including a front splitter, rear wing, and underbody diffuser, explicitly prohibiting active systems like variable flaps to control costs and levels. Safety integrations extend beyond the chassis to include mandatory FIA-standard fuel cells with a 60-liter capacity, filled with 100% sustainable synthetic fuels since 2022 to reduce environmental impact without compromising energy density. From 2022 onward, Rally1 cars have been equipped with forward-facing Artificial Intelligence Safety Cameras (AISC) to detect track incidents and unsafe spectator positions in real-time, alerting officials via onboard telemetry for rapid response—though initial deployment faced delays, full integration occurred by 2023 across WRC events. The homologation process requires manufacturers to submit detailed forms to the FIA for approval, valid for five years with annual technical passport updates; limited "joker" evolutions allow targeted modifications, such as chassis reinforcements, subject to FIA validation to prevent excessive development spending. No minimum production run is mandated for rally-specific parts, ensuring accessibility for manufacturers.

Engine and Drivetrain

Group Rally1 cars utilize a 1.6-liter direct-injection turbocharged inline-4 as the core propulsion unit. This delivers a maximum power output of 280 kW (386 ) at 5,000 rpm and a peak of 425 , achieved through a 35 mm air restrictor (reduced from 36 mm prior to 2025) that limits airflow to control performance. The operates under a rev limit of 7,000 rpm and is required to be compatible with 100% sustainable synthetic fuels to align with environmental goals. The features permanent all-wheel drive with a fixed split and limited-slip differentials at the front and rear, prohibiting active or electronic differentials to simplify and reduce costs. Power is transmitted via a 5-speed sequential gearbox, which incorporates a twin-clutch enabling shifts in under 50 ms for rapid gear changes during high-speed stages. The is restricted to a single turbine configuration, supporting the while maintaining regulatory constraints on boost levels. Cooling systems are centralized, serving both the engine and to optimize thermal management in demanding conditions. To curb development expenses, regulations mandate standardized components such as pistons and valves, with engines homologated for a 5-year lifespan to encourage longevity and limit frequent redesigns. Prior to the 2025 removal of augmentation, the engine integrated points for electric deployment.

Hybrid Powertrain

The hybrid electric powertrain in Group Rally1 vehicles, introduced in 2022, features a standardized system supplied exclusively by Compact Dynamics, a Schaeffler , in with Kreisel Electric for the components. This setup includes a rear-axle-mounted electric motor-generator unit (MGU) rated at 100 kW (134 PS) and 180 Nm of torque, which integrates with the front-mounted 1.6-liter turbocharged to deliver a combined peak output of over 380 kW (500 PS). The system adds approximately 84 kg to the vehicle's minimum weight of 1,260 kg, contributing to enhanced all-wheel-drive performance through at the rear axle. Operation of the is governed by FIA regulations emphasizing and strategic deployment during special stages. Energy is primarily recovered through , stored in a 3.9 kWh high-voltage pack operating at 750 V, which must be fully depleted by the end of each stage to prevent carryover advantages. The electric boost can be activated by the driver using a dedicated paddle on the , providing instantaneous addition in short bursts limited to a total of 10 seconds per stage—typically divided into up to three deployments for optimal use on starts or traction-critical sections. The supports external recharging with sustainable electricity during service intervals, ensuring readiness without relying solely on on-track regeneration. Technical integration prioritizes compactness, durability, and thermal management within the rally car's demanding environment. The MGU employs a P3 topology, positioning the motor on the rear to enable precise distribution between wheels for improved handling on varied surfaces, while the high-voltage includes insulated cabling and interlocks compliant with FIA standards. Cooling is handled by a dedicated and fans to maintain battery and inverter temperatures under extreme loads, with the entire unit designed to withstand s up to 70 g in six axes. This configuration not only boosts but also allows brief pure-electric operation at low speeds. The hybrid powertrain was discontinued for the 2025 season following FIA approval of regulatory changes driven by escalating costs and reliability concerns. A mid-2024 directive from Compact Dynamics required full disassembly and inspection of units after detecting three shocks exceeding 15 g or one over 25 g, leading to frequent rebuilds that exceeded €100,000 annually per car for teams. This phase-out reduces vehicle weight to 1,180 kg and simplifies operations, though it marks the end of a three-year effort to advance sustainable electrification in .

World Rally Championship Integration

Manufacturer Competition

The manufacturer competition in Group Rally1 is centered around three primary entrants in the (WRC): World Rally Team as the factory operation for , Shell Mobis World Rally Team as Hyundai's factory squad, and M-Sport World Rally Team as the customer-focused program representing Ford. These teams dominate the top tier, with no entries eligible to score points in the manufacturers' championship, ensuring competition is limited to officially registered manufacturers whose cars meet FIA standards. Each manufacturer homologates a single Rally1 model compliant with FIA Appendix J Article 262, allowing entry of up to three cars per for points, with teams often fielding a fourth non-scoring for or additional drivers. Operations are governed by strict entry requirements, including a minimum of two Rally1 cars per event for registered manufacturers and nomination of up to three drivers, with only the best two results counting toward points per . controls emphasize component limitations rather than an overall , such as restricting each manufacturer to nine per and two engines per car name annually, alongside audited testing restrictions to promote and . Ford's 2022 return via marked a strategic shift toward a cost-effective customer model, enabling broader access to Rally1 technology without full factory investment, contrasting with the direct operational control of and . Rivalries among these manufacturers highlight distinct strategic approaches within the framework. Toyota Gazoo Racing has prioritized reliability and balanced performance in its GR Yaris Rally1, leveraging consistent finishes to maintain competitive edges across diverse rally surfaces. In contrast, Hyundai Shell Mobis employs an aggressive development philosophy, rapidly iterating on its i20 N Rally1 through frequent testing and updates to chase performance gains, often at the expense of early-season teething issues. M-Sport Ford's customer-oriented strategy focuses on affordability and driver development, supplying Puma Rally1 cars to semi-private entrants while optimizing logistics to sustain participation amid budget constraints. Eligibility rules reinforce manufacturer-centric competition, with only Rally1 cars entered by registered teams scoring in the manufacturers' , while the drivers' remains open across classes but is overwhelmingly contested by Rally1 machinery due to its performance advantage. This structure fosters intense inter-manufacturer battles, where strategic driver lineups and resource allocation—capped by FIA oversight on spares and development—determine seasonal outcomes.

Championship Seasons and Results

The Group Rally1 era began in the season, marking the debut of hybrid powertrains in the top class across 13 rounds. secured the manufacturers' championship with seven rally victories using the GR Yaris Rally1, while claimed the drivers' title, becoming the youngest champion in history at age 22. The introduction of the standardized 100kW hybrid system from Compact Dynamics contributed to enhanced performance, particularly in and deployment, aiding Toyota's dominance in varied conditions. In 2023, repeated as manufacturers' champions with six wins, maintaining their edge in the Rally1 format over 13 events. finished as drivers' runner-up, with placing third after consistent podiums for . The season saw refinements to management, including surface-specific power mapping adjustments that optimized deployment on stages to improve traction and efficiency. The 2024 season featured intense competition across 13 rounds, with clinching a third consecutive manufacturers' title in a tight battle decided on the final power stage of . secured his maiden drivers' championship for , edging out teammate after Tänak's crash in the finale; achieved four rally wins but fell short in the teams' standings. Rising operational costs, particularly for unit repairs and safety upgrades enforced mid-season, prompted an FIA review of the Rally1 regulations to address manufacturer concerns over . As of November 15, 2025, following the 13th round at , leads the manufacturers' championship with a fifth straight title secured at the , across a 14-round . The removal of units for 2025—reducing car weight by 80kg and standardizing output around 380 hp on sustainable fuels—has equalized among the remaining entrants, fostering closer points battles; holds a 3-point lead over teammate heading into the Saudi finale. Regulatory changes like the elimination have directly influenced outcomes by simplifying drivetrains and lowering barriers for competition. Throughout the Rally1 era from 2022 to 2025, these cars have dominated WRC events, securing the vast majority of stage wins—often exceeding 90% in top-class competition—due to their advanced aerodynamics and power delivery. Compared to the preceding World Rally Car generation, Rally1 vehicles have achieved average stage time reductions of approximately 3-5 seconds per kilometer, depending on surface and conditions, enhancing overall event speeds and spectacle.

Performance and Safety Features

Group Rally1 cars deliver exceptional on-rally performance through optimized power delivery and dynamics, achieving 0-100 km/h in approximately 3.5 seconds and top speeds exceeding 200 km/h. The class's weight-to-power ratio of 3.1 kg/hp supports high agility, enabling up to 0.8g of lateral on surfaces, which is critical for maintaining control during high-speed cornering on varied terrains. These metrics stem from the integration of a potent with hybrid assistance in earlier iterations, where the electric boost enhanced low-end torque for sharper launches. Handling is enhanced by a simplified yet robust suspension setup featuring MacPherson struts at the front and multi-link configuration at the rear, offering 270 mm of travel to absorb rough rally conditions while preserving stability. Complementing this, the anti-lag turbo system sustains boost pressure during deceleration and gear shifts, ensuring seamless power delivery and reducing turbo lag for consistent performance across special stages. Safety integrations prioritize driver protection with the mandatory FIA-standard Head and Neck Support (HANS) device, which minimizes basilar skull fracture risks by tethering the helmet to the shoulder harness during impacts. Additionally, integrated fire suppression systems automatically deploy to extinguish potential engine or electrical fires, adhering to FIA Appendix J standards. Sustainability features align with environmental goals through the exclusive use of 100% synthetic fuels, which achieve up to a 90% reduction in CO2 emissions compared to traditional fossil fuels over their lifecycle.

Group Rally1 Cars

Toyota GR Yaris Rally1

The was developed by the World Rally Team (TGR-WRT), based in , , as the successor to the Yaris WRC, incorporating lessons from five seasons of competition to meet the FIA's 2022 Rally1 technical regulations. Homologated in January 2022, the car draws its design inspiration from the road-going GR Yaris hot hatch, a three-door performance model produced in a limited run of 25,000 units in to satisfy eligibility requirements for entry. This production commitment ensured the rally version could leverage the road car's chassis and bodywork silhouette while adapting it for extreme rally conditions, marking Toyota's continued emphasis on integrating into consumer vehicles. The GR Yaris Rally1 employs a lightweight tubular spaceframe with suspension and up to 270 mm of damper travel, paired with a 1.6-liter direct-injection turbocharged inline-four and a standardized for the 2022–2024 seasons, delivering a combined output exceeding 500 PS (approximately 370 kW). Key drivers including , , , and have piloted the car to numerous successes, with 2023 updates focusing on enhanced cooling efficiency through revised air ducts and aerodynamic refinements to smoother bodywork for better thermal management during prolonged high-speed stages. For the 2025 season, in response to regulatory changes eliminating the , the was adapted to a non- using 100% sustainable fossil-free , with the tuned to produce approximately 380 horsepower (283 kW) while reducing minimum weight to 1,180 kg for improved agility. In competitive use, the GR Yaris Rally1 has amassed 33 victories across the 2022–2025 seasons (as of November 2025), powering to five consecutive manufacturers' championships from 2022 to 2025, and contributing to a dominant overall performance with a win rate exceeding 60% in Rally1 events. Notable achievements include securing the first Rally1 victory at the 2022 Arctic Rally, where Rovanperä placed first and Ogier second in challenging snowy conditions, demonstrating the system's potential early in the regulations' introduction. In 2025, the car continued its dominance with 12 event wins, clinching the manufacturers' title early at the . The car's reliability has been exceptional, achieving a finish rate greater than 95% across starts, with retirements limited to under 10% primarily due to accidents rather than mechanical failures, underscoring TGR-WRT's engineering focus on durability.

Hyundai i20 N Rally1

The was developed by at its headquarters in Alzenau, , and homologated for competition in the 2022 FIA season under the new regulations. Based on the production i20 N supermini , which has seen over 2,500 road-legal units produced to satisfy stipulations, the car was unveiled in January 2022 as Hyundai's flagship entry into the hybrid era of rallying. Engineering efforts focused on balancing the requirements of a cost-capped technical formula with high performance, incorporating advanced materials and powertrain integration to compete against rivals from and . The i20 N Rally1 features a tubular spaceframe chassis reinforced with composite fiber panels, including carbon fiber components for the hybrid battery housing to optimize weight distribution and safety. Its powertrain consists of a 1.6-liter turbocharged direct-injection inline-four delivering approximately 360 horsepower and 450 of , augmented by a 100 kW and 3.9 kWh for a combined output exceeding 500 horsepower in configuration prior to 2025. Power is routed through a five-speed semi-automatic sequential gearbox to all four wheels via a mechanical setup. Primarily piloted by factory drivers and Esapekka Lappi, the car received aerodynamic updates in 2024, including refined front and rear aero elements to improve and , particularly on high-speed stages. In competition, the i20 N Rally1 has proven versatile across surfaces, securing 13 outright victories from its 2022 debut through the 2024 season and playing a pivotal role in 's first drivers' and co-drivers' championship titles, clinched by Neuville and Martijn Wydaeghe at in 2024. The car has excelled on tarmac, where achieved wins in events like the 2024 Rallye Monte-Carlo and demonstrated consistent podium contention, underscoring its aerodynamic and handling advantages in dry, grippy conditions. For the 2025 season, introduced a non-hybrid evolution of the i20 N Rally1, removing the electric components while reducing the air restrictor to to maintain power parity; this version emphasizes enhanced low-end delivery from the , improving traction and drivability on gravel rallies such as the season-opening . In 2025, the car secured several podiums but no event wins amid Toyota's dominance. Notable achievements include the car's maiden Group Rally1 victory at the 2022 Rally Italia Sardegna, where led a 1-3 finish for , marking a breakthrough after early-season teething issues with the hybrid system. Additional highlights encompass Neuville's dominant 2024 Rallye Monte-Carlo win, the team's first on the iconic tarmac event, and Lappi's 2024 Rally Sweden triumph, 's second consecutive success on snow and . These results highlight the i20 N Rally1's evolution from a developmental platform to a title-contending machine, with the 2025 non-hybrid iteration further tuned for emphasis to sustain competitiveness amid regulatory shifts.

Ford Puma Rally1

The Ford Puma Rally1 was developed by , based in , , , as the British squad's entry into the new Group Rally1 regulations for the FIA . Homologated for the 2022 season, the car draws its silhouette from the production subcompact crossover SUV, which has seen strong market success with over 300,000 units sold in by the end of 2022 alone. M-Sport's approach emphasized a customer-oriented program from the outset, aiming to sell chassis to privateer teams to broaden participation beyond factory efforts, aligning with FIA cost-control measures that cap development spending at €4.5 million per season. Key technical features include a tubular spaceframe constructed from T45 high-strength for improved rigidity and , paired with a 1.6-liter turbocharged EcoBoost inline-four engine supplemented by a 100 kW in the integrated that was mandatory until the end of 2024. The setup delivered combined output exceeding 500 horsepower and 550 Nm of , with a 3.9 kWh supporting from braking. Primary drivers for 's factory program have included and , with the team fielding up to four cars in select events. Mid-homologation updates in 2023 included aerodynamic refinements and tweaks for better handling, while the 2025 evolution removed the unit per FIA rule changes, incorporating enhanced settings for improved traction and adjustability on varied surfaces. In competition, the Rally1 helped secure third place in the 2022 manufacturers' championship, its debut year, behind and . The car notched notable victories, including its first at the 2022 Rallye Monte-Carlo driven by guest star and a breakthrough for regular driver at the , marking 's first win on snow and ice with the model. By late 2025, the program had delivered multiple podiums across seasons (including five in 2024), with a focus on privateer sales leading to at least six built and deployed in and national events by teams like WRT. In the 2025 season, the non-hybrid Puma Rally1 achieved consistent top-six finishes but no victories, finishing third in the manufacturers' standings.

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