The FIA changed its rules so that suspending hybrid problems would no longer be so costly. According to Jari-Matti Latvala, the criticism given by the teams has been received. Toyota’s team boss will also tell you when the decision on the next generation of cars needs to be made.
21.3. 06:32 • Updated March 21st. 08:15
The backdrop of the World Rally Championship has been turbulent, although the season is on hiatus until the World Rally Championship in Croatia at the end of April. Thanks to the new Rally1 cars, the series has entered the hybrid era, but not painlessly.
The hybrid unit, which enables the co-operation of the internal combustion engine, has been criticized. In the Swedish World Rally Championship in February, something happened that should never have happened.
If you wish, you can read more about the hybrid unit and its operation in the fact box at the end of this article.
In Sweden, Hyundain Ott Tänak had to be suspended from the top fight of the World Rally Championship when the safety system of his car’s hybrid unit showed a red light instead of a green one. This realized the worst threat image that was painted before the start of the season: the driver had to stop for a reason that was not dependent on the actions of the driver or the stable.
The hybrid units used in the Rally1 cars of each team in the World Rally Championship are manufactured by one and the same external supplier.
– The situation would be completely different if each stable had been allowed to make its own product. We cannot influence the operation of the hybrid unit. We can only influence the software that determines how the unit releases energy, Toyota Team Manager Jari-Matti Latvala says.
When the red light comes on, driving must be stopped as the car can be dangerous. On the other hand, a red light may also come on due to a technical error, even if the system is operating safely.
This should not happen from a sporting point of view.
– We do not want to see a situation where the world championship would be solved by the reliability of the hybrid unit, Latvala underlines.
The Latvala stable was also in trouble with the hybrid units in Sweden. Elfyn Evans had to be suspended on the closing day when no light was on in the security system of the hybrid unit. Evans’ case still differed from the same one in that the Welshman had spun to the side of the bench in a special stage.
On the other hand, it was driven by flawless competition Even Kalle Rovanperän The race was at stake: in Finland, the hybrid unit did not operate at all during the closing day.
Rovanperä’s pace was enough to win without it. In Sweden, the extra power generated by the hybrid unit was not as useful as in other rallies.
– In Sweden, the efficiency of the hybrid was around 10-20%. Especially in asphalt races with better grip and tighter braking and acceleration, the efficiency can be as high as 30 percent. Then the inoperability of the hybrid will have a greater impact, Latvala describes.
The FIA reacted and made a change to the rules
It was no wonder, however, that because of these problems, both Toyota and Hyundai wanted clarifications to the rules. The International Motor Sports Federation (FIA) reacted to the situation on Saturday when it announced that in the future the suspension due to the hybrid unit will no longer be punished as severely.
Normally, if a driver interrupts, he will receive a 10-minute time penalty per special test. Thus, the driver is practically certainly out of the points race, even if he could continue the race the next day.
In the future, only a 2-minute time penalty will be suspended for an interruption due to a hybrid unit. On the closing date, the failing hybrid unit will still cause a final outage.
In Sweden, for example, Tänak, who interrupted the opening day, missed two special stages in the race. With a lower penalty, he could have risen to the top six in the general competition.
– The decision is good. However, this is a component that everyone has to buy and cannot be modified. If the product had its own product, there would have been no need to change the penalty, Latvala explains.
Latvala has to come up with a solution if the problems persist
Rule changes do not resolve reliability issues. If the problems of hybrids in Sweden were linked to the cold, for example, there will be even more extreme attempts in the World Cup calendar – for example, from the scorching heat of the Safari Rally in Kenya.
Latvala believes that the German company that manufactures hybrid units will improve its product.
– Pressure has now been given. The most important thing is that they fix the problems. There is no problem if there are no problems, Latvala says.
What if the problems increase during the year?
– Then the rule needs to be rethought. Car manufacturers must be given the opportunity to make the hybrid unit themselves, Latvala says.
An external supplier was chosen in the series in part because no manufacturer would benefit from the MM series. Latvala admits that Toyota would have liked to have made the hybrid unit itself.
However, the team is committed to the current rules, and Latvala is not calling for immediate changes.
– No need to go ahead. I think the situation will improve, he stresses.
Latvala: The next cars will be decided next year
At the same time, the FIA decided on Saturday to give the stables one extra test day this year to develop Rally1 cars. This will be necessary, as according to Latvala, the stables made the hybrid units available for test cars only about six months before the start of the new season.
Reid mentioned hybrid and electric cars, such as hydrogen cars, as possible new directions. Regardless of the direction in which the rules are taken, decisions must be made no later than next year, according to Latvala.
– The year is too tight. During 2023, a decision must be made on the next direction. That will give car manufacturers enough time, Latvala points out.
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The cars in the Rally World Championship section changed from WRC cars to Rally1 cars this season. They are powered by both an internal combustion engine and an electric motor.
The hybrid unit, which weighs about a hundred pounds, allows for an instant boost of about a hundred horsepower in a special test.
The battery is charged during braking. An additional boost is released during accelerations and, for example, at the start of a special test.
The extra power is not pressed, but its release depends on the charging during braking and the pre-defined engine maps in the stables that control the operation of the system.
During the rally, only certain sections are driven by the power of electricity alone. In maintenance, cars are loaded like charging hybrids.
Due to the hybrid unit, Rally1 cars are at risk of electric shock. When the red warning light is on, only touch the car with special equipment.