The 2017 season of the World Rally Championship is still nine months hence, quite a number in terms of sleeps, but with some significant changes looming, the most radical for some time, the excitement should be palpable. So why isn't it?
Wazzup?
For starters, there will be five constructors taking part. This year's three WRC makes, Ford, Hyundai, and VW will all be there, as will Toyota in its return from 16 years in the WRC wilderness, and Citroen will be back from their one-year hiatus in a brand new weapon.
So what's not to get excited about? Indeed, it's been a long time since there were as many official constructor teams for the fans to follow. So the promise of an additional brace of marques can only be good for the sport - in 2017 we'll probably see 8 "official" teams in all. Two VW teams, two Hyundai teams, two Citroen teams, one M-Sport team and one Toyota team. A big tick-mark in the happy camper column then.
Yet despite this impending pocketfull of rally riches, the level of thrall related to this knowledge is pegging the Excito-Meter somewhere south of where one might expect it to be. Wait... what? How can this be? Are rally fans never satisfied?
Maybe... maybe not. Let's take a look in this, the first of three blog posts.
New spec cars
As we all know, 2017 will bring a newer WRC specification into play though I needn't go too deeply into detail but some of the broader concepts may help us understand their effect on the Excito-Meter. First there will be more power from the turbo 1.6l engine format.
From (mumble)300kW(mumble) up to (mumble)380kW(mumble), is a 27% increase - not stratospheric you'll agree, but in concert with the lighter minimum weight in play for 2017, a nice little power-to-weight lift for the combatants, in this case the drivers whose mantra has been, is, and always will be "You can never have too much power".
More power means more speed
But wait! There are many commenters out there who have commented the comment that simply having faster cars doesn't necessarily make it more fun to watch. That's clearly true, as evidenced by the ridiculously high speeds in F1, but which do nothing to make watching it less ridiculously boring.
So speed alone doesn't guarantee a better spectacle, I'm sure we can all agree. But more power doesn't have to equal just a higher top speed. Acceleration also benefits as does the ability to hold an oversteer attitude at higher speeds, and both of these attributes make for a more visually exciting experience for the fans and a more exciting ride for the crews.
So overall, more power is a net plus, earning itself a coveted tick mark into the bargain.
Can you use it though?
Well, as far as 2016 is concerned, probably not. The current power limit, as imposed through the narrowed turbo restrictor flange thingies, is primarily there because exceeding the current 300kW stresses the rest of the drivetrain and the engine itself to the point that the drivetrain components reach their fail threshold sooner, which ups the cost of running the current-spec vehicles unacceptably. You get nothing for free.
The re-introduction of centre differentials, electronically controlled as they will be for 2017, will enable the cars to cope with the higher specific output through a combination of limiting absolute torque where it will otherwise result in damage, and apportioning the power and torque to where it's needed the most, and in effect, spreading the load across the drivetrain to protect components from extremes in peak forces.
So the driver's right driving boot will be able to summon as many as a third more relative ponies which should translate into quicker times through the stages, more dust, dirt, rocks, mud and foliage being hurled about the place, and physics-disobedient sideways attitudes that haven't been seen since the legendary Group-B days of yore. Testes size allowing, of course.
The diff gets a tick for helping its close relative, increased power, get a shot at stardom.
On balance of probability then, the additional power should improve the spectacle of the event without trashing the drivelines of the cars, while at the same time encouraging the drivers to give it the jandal with the knowledge that it's unlikely to invoke Group-B style consequences.
In Part 2 of this series, we have a gander at what the new chassis regulations are likely to mean.
Also, if you have what you believe is a better grip on this stuff than that offered above, feel free to share it in the comments section below.
On balance of probability then, the additional power should improve the spectacle of the event without trashing the drivelines of the cars, while at the same time encouraging the drivers to give it the jandal with the knowledge that it's unlikely to invoke Group-B style consequences.
In Part 2 of this series, we have a gander at what the new chassis regulations are likely to mean.
Also, if you have what you believe is a better grip on this stuff than that offered above, feel free to share it in the comments section below.
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