Rallycross had its foundation event at Lydden Hill, UK, back in 1967. It started booming in Britain in the late '70s, became a hugely popular sport in Europe (particularly Scandinavia) in the '80s and its modern form has recently caught light here in the USA in the form of the Global Rallycross Championship. In the first of a three-part series, RACER editor David Malsher examines the GRC's intrinsic appeal.
I'm by no means an ageist snob regarding the young nor do I believe that racing was necessarily better in X, Y or Z era, but I can remember being absolutely floored when I heard that Colin McRae's presence at the X Games in 2006 had been a revelation to kids of a certain generation, who had played the Colin McRae Rally video game in the belief that he was a fictional character. For one thing, who'd name a fictional hero “Colin?” More pertinently, shouldn't kids who play video games also be aware of Google or YouTube or some other method of learning about one of the most devastatingly talented drivers ever to grace this planet?
Still, it was obvious, therefore, that Marcus Gronholm (LEFT) would be an even bigger revelation to fans of Global Rallycross. Never mind that the guy has 30 World Rally Championship wins and two WRC titles to his name, that he was Sebastien Loeb's only real rival until his retirement in 2007, nor that he took to the European Rallycross scene like a duck to water. He was a little known figure in the U.S., and though finishing second in the Pikes Peak Hill Climb caused a blip of recognition, it took his GRC achievements for him to really make an impression on America's motorsport fans.
You'll have heard of Global Rallycross but, like this writer, you may have somehow missed seeing it in person. So one of RACER's advertisers, Motegi Racing, who provide the wheels for several of the cars, took us out to the OMSE Ford team's test session in the grounds of Las Vegas Motor Speedway last month. The course was dull, there were no elevation changes, it was only 30sec long – and none of that mattered: The cars themselves provide the thrills.
Rumors that GRC might find its way onto the support bill at several IndyCar races next year is great news for IndyCar, great news for fans in general. There are certain aspects which may grate with race/rally purists…but there's so much more to recommend it.
To make any form of racing exciting enough to captivate new viewers, a car running solo has to look spectacular. That's an absolute must, because chances are that the cars are going to be on their own more often than in a pack. And all the other characteristics of entertaining motorsports will come as a natural consequence – a car that behaves spectacularly is going to swiftly sort the best drivers from the mediocre ones, and is more likely to induce mistakes.
A huge amount of power is one obvious way to make a vehicle spectacular, although it's not a necessity: Gilles Villeneuve could make a 240hp Formula Atlantic car as thrilling to watch as a 540hp F1 car. And watch a current World Rally Car: strangled to 300hp though it is, seeing one through the snows of Sweden or flying over the jumps of Finland, it's impossible to tear your eyes away. So it's not about power, per se, but rather the power-to-grip ratio.
But “standard” rallying has three main drawbacks for fans: 1) On any given day of a WRC event, in any given place, you're going to see each car just once (or twice if you stick around for the return leg). Obviously, there may be 100 competitors, but generally the fans only have eyes for the top 15 or so.
2) It's purely against the clock. Much though we'd love to have seen McRae vs Gronholm vs Carlos Sainz fighting wheel to wheel on the Col de Turini (can you imagine the onboard footage?), that's not the nature of the sport.
3) You have to drive out of your way to see some of the best action. The spectator superspecials are OK, but they're never going to be the heart of the WRC – nor should they be.
Global Rallycross addresses all these issues. Events are held on a relatively small circuit, the tracks are in easily accessible areas and there is potential fender-bending competition because they're running simultaneously.
And while WRC cars have lost some of their visual appeal on asphalt rallies due to the 300hp restrictions, the GRC has the answer to that, too. The OMSE-built Ford Fiestas, for example, as driven by Gronholm, Brian Deegan, Tanner Foust and others, pump out 600hp. That's barely less than the Group B monster rally cars of the mid-'80s and, with the aid of four-wheel-drive, they catapult from corner to corner in a manner that appears to match F1. However, their relatively high center of gravity and necessarily long suspension travel means the cars have far more longitudinal and lateral movement than anything else you'd see on a track. The input of the driver is reflected by the outward behavior of the car and it's plain to see even to the untrained eye, and that has to be a positive.