Honest Dave’s Used Car Sales

dr_miniProdrive has talked a good game with MINI and of plans for 2013 but it hasn’t contested a full season, even with investment from BMW. To no great surprise, therefore, it’s apparent that a number of cars are being offered for sale. No classified ads have been taken – although you can have plenty of fun inventing your own.

“Very low mileage, seldom raced or rallied, genuine reason for sale’ etc.

01B 2012 new: £320,000
01B Works ex-Sordo (2012): £290,000
01B  Works ex-Nikara (2011): £270,000
01A R-Tec Snijers (2011): £231,000

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40th WRC Season Review Pt.2 – The Teams

The bald facts are that the 2012 season gave Citroën Racing the chance to continue a 100% record in the drivers’ and manufacturers’ titles in this, the 1.6-litre era of the WRC. Through the course of the season it seized that chance with both hands.

The DS3 WRC is a fine little car, one blessed with chuckable handling which Loeb professes to enjoy far more than the bigger C4s and Xsaras of his early years of dominance. In 2012 nothing really failed to perform to title-winning standards, with two notable exceptions.

The team messed up sufficiently to get Hirvonen excluded from victory in Portugal, which was a blip. Secondly,and of longer-term concern, is that Hirvonen himself has not yet shown that he can pick up where Loeb leaves off. Nevertheless, in 2012, Hirvonen’s consistency was a blessing for the team – particularly in ensuring that fabulous string of consecutive 1-2 results at the mid-point of the year, which smothered any hopes that those in the Ford camp may have harboured.

The Citroën squad was further bolstered by a Junior Team entry for Belgian driver Thierry Neuville and by the Qatar World Rally Team entry of Nasser Al-Attiyah. This was intended to be a precursor to deeper ties between Citroën and Qatar in 2013, but instead the French marque has allied itself with Abu Dhabi, causing Nasser to abandon his campaign early.

Of course the might of the French squad’s claim to both drivers’ and manufacturers’ titles was greatly assisted by the number of times that Ford drivers dropped the ball, lost the ball or left the ball on the dressing table at home when rushing to get to the airport. For the Ford World Rally Team, 2012 would prove to be its last – and despite the firm’s financial troubles, the responsibility for losing the iconic Blue Oval from the WRC must be shouldered by the men of the M-Sport team.

Bringing Petter Solberg in to partner Jari-Matti Latvala in the works squad looked like a good move. Solberg was the only other world champion still active in the sport, the fans love him and he signed on in the knowledge that his primary role was in giving support to the younger man. The early season problem was that, all too often, the younger man had already gone out on the first day, making the supporting role redundant. Later on in the season, the pair seemed to be in competition for the most retirements.

Ford boys got themselves in a knot throughout 2012

With Loeb leading from the front all season long, neither of the Ford drivers made a convincing case that they were competing to win a single round of the 2012 WRC. In truth they only ever looked likely to get an each-way result – and even that was on the proviso that they could refrain from going off the road, which they very often did.

Latvala crashed out of three from the first four rallies of the year, before missing the fifth with a broken collarbone. Solberg took a conservative route to third on the Monte, got told to speed up, and then he too started crashing and collecting damage more regularly.

Some have speculated that the Fiesta is a very, very hard car to drive on the limit and much less forgiving than the Citroën DS3. For his part, Latvala claimed with characteristic candour that he put himself under too much pressure to stay on Loeb’s pace when clearly he wasn’t up to it, and thus took himself out of contention by going past his own limits.

Either way, Ford was on a hiding to nothing with its works team – and so too were the majority of its privateers.

The fastest non-works car was almost always Mads Østberg’s Fiesta, tended by the Adapta squad. Mads was there to pick up the pieces when the works cars hit trouble, and when Hirvonen was penalised in Portugal he was handed victory on a plate. This M-Sport supported effort delivered the reliability it needed to and got its driver out of any mechanical issues with commendable skill. The point must soon come, however, when its star man will have to move on or go backwards.

Østberg was a solid performer and his victory was a Ford highlight

M-Sport had another busy year. The Ford ‘B-team’ took on a new look at the start of the season, with the arrival of Russian youngster Evgeny Novikov and the equally youthful Estonian driver Ott Tänak, after several seasons of fielding M-Sport team boss Malcolm Wilson’s son Matthew and Petter Solberg’s brother Henning.

At the start of the year it seemed as though Henning and Matthew would be competing all year in a Ford ‘C-team’ under the Go-Fast Energy Drink banner, but this fizzled out after Sweden. Instead, M-Sport gave Novikov a forum to show that his talent is beginning to draw level with his wallet, while on the other hand the much-touted Tänak appeared to suffer a crisis of confidence in the second M-Sport car.

Novikov took the lead within the M-Sport setup

 

A fourth Ford effort was pieced together by M-Sport under the Monster World Rally Team colours as a means of getting three more rallies out of the viral movie stunt driver, Ken Block. Quite why they bothered is a mystery, as Block once again showed that there is a world of difference between going sideways around an abandoned warehouse for an Internet film and successfully completing a WRC event. A second car was entered for Chris Atkinson in Mexico.

The other regular Ford runner was the Czech National Team, built around the hard-trying talents of Martin Prokop. It did a decent job, then lost its car in a fire on the Rallye Deutschland and was forced by fiscal prudence – there can be no other explanation – to switch to DMACK tyres. One suspects that, like Wyle E. Coyote, Prokop will keep coming back in the WRC, although success will continue to prove as elusive as pursuing a cartoon Roadrunner.

If Ford was everywhere and nowhere in 2012, BMW had confused everyone with its WRC programme for the MINI. It attempted to bail out of its deal with Prodrive at the start of the season, failed on legal grounds, and so took its works status and granted it to  the Motorsport Italia-run WRC MINI Team Portugal.

MINI will seemingly always be left in the Mini-Cooper’s shade

This fairly inexplicable move by BMW came across as some sort of Bavarian hissyfit – completely bonkers, given that Motorsport Italia was dependent upon Prodrive for development, parts and support. Whether due to the pressure of works status or simply the Mediterranean temperament, the team dropped its lead driver, former PWRC champion Armindo Araújo. It replaced him with Chris Atkinson, who managed to drive all three of the competing cars in one season thanks to stints with Monster (Ford), Qatar (Citroën) and MINI Team Portugal.

The Munich marque has now washed its hands of MINI rally cars and the WRC completely – which is a shame. Prodrive remains in an optimistic mood and is seeking to contest all of next year’s events – although without Dani Sordo, the performances of the succession of rent-a-drivers it placed in the car during 2012 don’t give cause for great optimism.

There ends the WRC team review, but if we’re talking teams and manufacturers then mention must be made of Volkswagen Motorsport.

Ogier flew high in the S2000 Fabia for his Volkswagen team

 

Entering a pair of Škoda Fabia S2000s in the SWRC, the team’s star driver, Sébastien Ogier, truly lived up to his billing. He was flat-out everywhere, refusing to concede ground to the turbocharged WRC cars and running happily in the top eight, often the top six, on virtually every round he entered.

Kevin Abbring made four appearances in the second Volkswagen car and Sepp Wiegand made a one-off run, but for the majority of the time Ogier was paired with Škoda’s double IRC champion Andreas Mikkelsen, who earned a pass to the WRC squad for next year with an impressive season. The SWRC campaign was a signal of intent from the German giant – and a deeply impressive performance on its own merits.

Coming up in Pt.3 we have the story of the support classes: PWRC and SWRC.

Mads leads a mad Spanish dash

The final round of the 2012 WRC season is well underway, with Norway’s young star Mads Østberg out in front, heading a Ford 1-2 in front of the M-Sport Fiesta of Ott Tänak in a rain-lashed Rally de España. This is much-needed good news for Norway, given that its other two rally heroes – Ford’s Petter Solberg and VW’s Andreas Mikkelsen – both crashed out after hitting the same rock on SS2. They were joined by Citroën’s junior driver, Thierry Neuville, who also fell foul of the intransigent mineral.

Some rueful faces on SS2 following rock intervention…

Staying the course – so far at least – in the wake of the two leading Fiestas come the pair of works Citroën DS3s with Mikko Hirvonen in front of Sébastien Loeb, ahead of early leader Jari-Matti Latvala in the surviving works Ford, who is taking things very steadily indeed.

Less than a minute covers the top five after three stages, with all the drivers finding the conditions extreme and many spins and near-misses reported. In the wake of the surviving big guns, sixth place is held by the oft-overlooked Finn, Jarkko Nikara, in his paid-for run at the wheel of a Prodrive MINI although the second M-Sport Ford of Russian youngster Evgeny Novikov is hard on his heels.

Australia’s Chris Atkinson holds eighth in the ‘works’ MINI followed by the Qatar-backed Citroën DS3 of Dutchman Hans Weijs Jr. The top 10 is rounded out by the all-Irish crew of Craig Breen and co-driver Paul Nagle in their Fiesta S2000, in an impressive performance to stay in front of Sébastien Ogier’s VW-entered Škoda Fabia.

 

 

 

A brief history of WRC promotion

Much is being said about the commercial rights of the WRC at present, so let’s take a little look back through the last 25 years of the sport’s rollercoaster ride through popular culture.

In 1987, Jean-Marie Balestre, in his role as president of FISA, the worldwide governing body for motor sport, was encouraged to appoint Bernie Ecclestone to the role of vice-president of promotional affairs, with authority over all of its motor sport series.

Balestre was so encouraged by Max Mosley, the then-president of the FISA Manufacturers’ Commission, as a means of bringing ‘peace in our time’ to the endless squabbling over control of the commercial rights to Formula One. Something to do with keeping friends close and enemies closer, no doubt came to mind…

Bernie and Balestre – an unlikely double-act

Right away Ecclestone’s department at FISA focused its efforts on squeezing every last cent out of Formula One. One of its first moves, for example, was cancelling the hugely successful World Touring Car Championship at the end of its first season in 1987 in order to encourage greater participation in Grand Prix racing from sponsors and manufacturers.

Rallying generally escaped such terminal attentions, however – indeed, Ecclestone’s department generally improved matters.

Have you ever noticed that footage of the Group B era, for example, is as rare as hen’s teeth? That’s because if an event was filmed (and not all were) it was by domestic broadcasters for domestic TV coverage and the subsequent tapes were scattered to the four winds.

In his FISA role, Ecclestone ensured that a consistent season-long approach was taken to filming WRC events by his production and distribution company, International Sportsworld Communicators (ISC). It all worked rather well – even if ISC reported that the 1990 Swedish Rally showed a large increase in spectator numbers and global TV viewership…  a Herculean achievement when it was cancelled due to lack of snow and replaced with a rallysprint!

ISC brought order – and coverage – to the WRC in early 1990s

ISC’s footage was made available to national broadcasters in a season-long deal alongside Formula One events. If you wanted one, you took the other – and for a while everything was rolling along very nicely, in many ways.

Meanwhile, in 1991, Max Mosley ousted Balestre as FISA president and subsequently became FIA president in 1993, absorbing FISA back into its parent organisation. Again, the WRC largely escaped any direct attention as a result of this move, not least because of the furore that followed the 1994 San Marino Grand Prix and the deaths of Roland Ratzenberger and Ayrton Senna.

When the dust finally settled in Formula One, however, a new fly arrived in the ointment for the Mosley-Ecclestone FIA: the European Union.

FIA fell foul of EU competition laws under Mosley’s reign

A Statement of Objections lodged with the EU argued that the FIA had violated existing antitrust legislation and had abused its licensing power and its ownership of the commercial rights to all 16 FIA championships – including the rights to TV broadcasting and other commercial exploitation of those rights through ISC.

After much blood, sweat and tears in court, the EU found against the FIA in 2000 and it was ordered to break up its commercial alliance with Ecclestone. As a result the role of vice-president of promotional affairs at the FIA disappeared, and Ecclestone sold ISC, together with the WRC’s commercial rights, to a consortium led by Prodrive founder David Richards.

Richards paid the FIA $50 million for the 10-year rights to the sale of television, merchandising, licensing and advertising of the WRC, using cash generated by selling 49% of Prodrive to venture capital company Apax Partners & Co. Immediately changes began to be made to the way in which the WRC was promoted – and many of these changes proved successful on the surface of things.

David Richards went from co-driver to team owner to ringmaster

Manufacturer involvement was still strong, with Ford, Hyundai, Mitsubishi, Peugeot, SEAT, Škoda and Subaru being joined by Citroën. The Junior WRC was also thriving in quality and quantity and the Production Cup offering national-level participants their chance to take part in WRC events.

The sport was also at the cutting edge of the computer simulator market, with its own products alongside those endorsed by star drivers such as Colin McRae and Tommi Mäkinen. There was also an international magazine, RallyXS, produced by the British publisher Haymarket, aimed squarely at appealing to the same readership as its glossy sister F1 Racing.

Nevertheless, the foundations were already starting to give way. For starters the exodus of manufacturers was already taking hold. SEAT was gone at the end of 2000, Mitsubishi’s full-house effort ended in 2002, Hyundai abandoned ship in 2003, Peugeot and Škoda in 2005. Suzuki came and went in a season, as BMW brand MINI later would, but commitment to the cause was signally lacking.

Worse still, the WRC’s star drivers, who did so much to propel it in the 1990s, were also falling by the wayside. By the end of 2005 it had lost Tommi Mäkinen, Carlos Sainz, Colin McRae, Richard Burns, Markko Märtin, Francois Delecour, Gilles Panizzi, Didier Auriol and the sport had entered an age of complete supremacy for one man: Sébastien Loeb.

The days before Loeb: big guns battling in different cars

In October 2007, North One Television purchased ISC from Richards, promoting Simon Long from within the company to become CEO of the newly-renamed North One Sport. ISC was in trouble, reporting a £2.2m operating loss for the series – but North One saw something special.

“We’re moving in a dizzying and vastly different media world than when we first came into the sport,” said North One Television CEO Neil Duncanson. “Together with the teams, the events and the FIA our aim is to ensure the sport takes its rightful place in the digital era.”

Erm… right.

From that point on, the one drum that the remaining manufacturers repeatedly thumped under North One’s control was that nothing was being done to modernise the WRC’s promotion – it was not being taken online, out to the public or indeed doing anything much at all.

The reason was that it cost around £8 million a season to film the WRC, and without the substantial promotional funds previously provided by the manufacturers and sponsors, North One Sport was reliant on the income from its baseball caps and computer games rather than substantial corporate investment.

Simon Long, North One Sport. Smiling.

Without big brands to invest in the promotion or buy TV advertising around the WRC programmes, the great slump towards pay-to-view TV obscurity accelerated, while sourcing vital funds needed to develop the WRC as an online product were never found. A new recession loomed in which Subaru departed, Ford cut its budgets and Loeb’s grasp upon the title was unshakable.

The   advent of cheap and plentiful mini-cameras meant that the vast majority of WRC footage was shot from inside the cars, rather than from expensive helicopters flying overhead and remote camera crews out on the stages. Quality plunged in line with expenditure.

At the start of 2011, North One Television sold North One Sport to Convers Sports Initiatives (CSI), a company belonging to the ambitious Russian entrepreneur and investor, Vladimir Antonov, who had recently purchased the Dutch supercar concern Spyker and the troubled Swedish giant Saab as well as Portsmouth Football Club.

Vladimir Antonov – a colourful character!

Some dubious noises had been made by the Swedish police about their investigations into Vladimir Antonov’s purchase of Saab, which were subsequently disproved in the USA. Nevertheless it was clear that this was going to be a colourful chapter in the WRC’s history. For his part, Simon Long was extremely upbeat about his new bosses, saying:

“Well, there’s going to be no shortage of action or momentum… Over the course of the current season you can expect to see a number of new innovations being unveiled. I can’t go any detail right now but it’s safe to say they will create a huge buzz when they are launched.”

How right he was!

On 23 November 2011, it was announced that a Europe-wide arrest warrant had been issued for Antonov by Lithuanian prosecutors wanting to question him as part of an investigation into alleged asset stripping at Snoras Bank. He was arrested in London the following day and appeared in Westminster Magistrates’ Court, while his properties were seized. A court hearing regarding Antonov’s extradition will be held in London on 21 January 2013.

In the absence of Antonov and CSI’s funds, North One attempted to continue as WRC promoter into 2012, but was stripped of all responsibilities on the eve of the Monte Carlo Rally by a furious FIA.

“The FIA sought urgent unequivocal assurances from North One Sport (NOS) that it could fulfil its contractual obligations and deliver the promotion of the upcoming Rally Monte Carlo and the Championship for 2012 and for the future,” it said.

“It is with regret and disappointment that no such assurance has been given to the FIA, and therefore today the FIA has been driven to terminate its contract with NOS.”

Jean Todt – FIA president un’appy with WRC in 2012

So it is that the 2012 WRC season has been promoted through a cobbled-together mix of budgets hastily thrown together by each event, ranging from small to tiny. There has been considerable rancour pointed in every direction, and it is this that the new incumbents at Red Bull Media House have inherited.

In all honesty, the WRC should be dead and buried. It is only the spectacle, the sport and the fans who have kept it alive – as defiant in the face of the odds as Petter Solberg’s dreams of winning a second title during the ‘Loeb era’. But here we are… now is not the time for the divisive comment being made before the new era is ushered in.

The FIA has given Red Bull Media House all the oxygen it can, in the shape of a calendar that strenuously avoids date clashes with the Formula One world championship at every possible turn. It also has the pick of the most famous events in the world, with the demise of the Intercontinental Rally Challenge. Then there’s the all-star Volkswagen Motorsport team arriving in a huge parade of elephants and dancing girls in Monte Carlo, with the existing and highly-professional setups at Citroën Racing and M-Sport saved from extinction by an influx of Middle Eastern cash.

Both M-Sport and Citroën Racing should celebrate their survival

As if all that weren’t enough, the 2013 will not be won by Sébastien Loeb. The old boy will turn up and sprinkle some magic on a handful of events, but leave the title race to a new generation, including Sébastien Ogier, Mads Østberg, Evgeny Novikov and Andreas Mikkelsen. These youngsters will keep established men like Solberg, Mikko Hirvonen, Dani Sordo and Jari-Matti Latvala on their toes.

Beyond 2013 a team from Hyundai is coming, while teams from Toyota and Subaru are expected. Plus there is plenty more young talent out there to be discovered and new stars to be born in the public eye.

It’s been a terribly sad decade for the sport, but the WRC can go in only one of two directions. It can be great once again or it can finally founder and die – and that responsibility is upon all of us who purport to care about it.

MINI: surprise! Oh no… you’re not surprised!

Well that’s that.

To not very much surprise, Dr. Key Segler, senior vice-president of MINI business coordination and brand management, today called time on BMW’s endorsement of the brand’s WRC programme. Let’s recap:

  • August 2010: BMW and Prodrive confirm that they are building a car based on the 5-door Countryman model
  • April 2011: MINI John Cooper Works WRC revealed
  • 2011 season: Six rallies contested with Dani Sordo and Kris Meeke. Podium finishes for Sordo in Germany and France, Meeke wins ‘Power Stage’ in Catalunya
  • January 2012: BMW withdraws backing from Prodrive team, makes MINI Portugal its ‘works’ effort using Prodrive-built cars
  • 2012 season: Prodrive carries on with a cast of pay-drivers instead of Meeke. Sordo takes second on the Monte. MINI Portugal employs lots of drivers and Chris Atkinson does well in the tail end of the season.
  • October 2012:  BMW drops the whole programme faster than a once-treasured Jim’ll Fix It badge.

Dr. Segler said: “By the end of the season WRC Team MINI Portugal will have competed in every rally in 2012. As such, in accordance with FIA regulations, we will have achieved the WRC homologation for the MINI John Cooper Works. In doing so, we would have achieved the prerequisites to allow those interested to continue to run the car in the WRC on a customer rallying basis.”

Many people have wondered why BMW got involved in the whole enterprise, given that its commitment lasted for a grand total of eight months at a time when, by the standards of most European motor manufacturers, it has prospered. Perhaps anticipating this question, Dr. Segler added:

“In a very difficult commercial environment, MINI has played an active role in ensuring that friends of the MINI brand can continue to participate in motorsport.”

That’s right: they did it for you. They spent all that money for ‘friends of the brand’, and in no way for themselves, you cynical old so-and-so’s. Now that their charitable work is done, these very same BMW execs are now going off to make world a better place in some other way. A bit like Spider-Man.

Meanwhile back on Earth, Prodrive’s business development director Richard Taylor said: “We understand MINI’s decision and in the current challenging economic climate it was not unexpected.”

WRF has no doubt that Prodrive expected the announcement. The clue probably came back in January when the funds were cut off and BMW attempted to prevent the cars competing at all in 2012… although we could be wrong.

Prodrive remains committed to running its MINIs in 2013 (or ‘focussed’ [sic] according to its website), aiming for a two-car squad with top drivers rather than a pay-as-you-go customers. We at WRF are committed to playing strip poker with the Brazilian women’s beach volleyball team in 2013 and are, frankly, getting better odds.

MINI Portugal is also understood to be entering two cars in 2013 for Australia’s Chris Atkinson and former IRC, ERC and SWRC champion Juho Hänninen.

Chris Atkinson looks set to stay a MINI driver in 2013

Odds on a MINI upset in France?

Prodrive has declared that Dani Sordo’s non-works MINI Countryman WRC is ready to rain on what many are predicting will be Sébastien Loeb’s championship-winning parade this weekend, when the Rallye de France-Alsace effectively runs around the eight-time champion’s back garden.

Such confidence from Prodrive is based on the fact that new engine software and a faster-shifting gearbox have been added to the car… which probably won’t be featuring on the works-backed Countryman WRCs of Chris Atkinson or Paulo Nobre.

With Sordo at the wheel, the Prodrive effort does indeed look like a strong proposition. Among the Spaniard’s 32 podium finishes on the WRC is a second place finish on the event last year, while he underlined the pace of the Countryman on asphalt earlier this year by winning the Tour de Corse – albeit in S2000 trim.

A further tweak to the regs has also bouyed optimism at the Banbury squad because they will also be allowed to use a gravel note car despite its non-works status. Last time out on the Rallye Deutschland in August, Sordo felt considerably disadvantaged by the lack of information available, finishing ninth after suffering a puncture and then losing an argument with a concrete block on the famous Panzerplatte.

While Sordo bids for glory, the second Prodrive car this weekend will be pedalled by none other than former BTCC, WTCC and ice racing champion, Yvan Muller. Another native of the Alsace region, Muller has run the event twice previously and hopes for a Top 10 result in what could well be an intriguing battle between S2000 and WRC machinery away from the overall honours.

WRC 1997 – 2012: a celebration

It’s always worth looking back before moving on…