Prepare the car for amateur rally not as difficult and not as expensive as it might seem. AutoPortal journalists decided to look into this issue.

Last weekend, the Ukrainian Championship and Cup stage of the Kievan Rus Rally took place (rally results). What needs to be improved in a car in order to take part in competitions (or, in other words, what kind of cars do athletes drive), and what it will cost - we look into this article.

Let's start with the fact that cars taking part in official competitions must comply with the so-called homologation cards. These maps are approved by the Fédération Internationale de l'Automobile (FIA) - they strictly define the permitted changes to the design of the car.

The main purpose of such restrictions is to create more or less equal technical specifications for different cars (within the class), as well as compliance with safety regulations.

Homologation cards provide competition in skill among pilots, and reduce the dependence of the result on the amount of money invested in modifying the car.

In addition, the FIA ​​standard imposes requirements on the athlete’s equipment, as well as additional equipment.

Rally car classes

In accordance with international classification, “rally” cars are divided into two groups according to the level of training - N and A. In our country (as, indeed, in many others) a national group has also been introduced - "U"(“Ukraine”), with technical requirements that are more loyal to “overdue homologation”.

In turn, each of the groups consists of four classes, the main difference of which is engine size.

Cars Group N represent serial cars(issued in a circulation of at least 2500 copies). They are allowed to modify:

• body,
• injection system,
• adjust the suspension,
• change shock absorbers,
• reprogram the ECU.

Forbidden:

• change the engine design,
• suspension geometry.

Cars group A undergo significant changes. In this class it is allowed to modify:

• body,
• injection system,
• engine design,
• install sports suspension,
• install a sports gearbox,
• shock absorbers,
• reprogram the ECU,
• etc.

			Engine - naturally aspirated up to 1.4 liters. Drive - one axis. Minimum weight - 790 kg.
			Engine - naturally aspirated up to 1.6 liters. Maximum power - 200 hp. Drive - one axis. Minimum weight - 880 kg.
			Engine - naturally aspirated up to 2.0 l. Drive - one axis. Minimum weight - 960 kg.
			Engine - up to 3.5 liters without turbocharging or up to 2.0 liters with turbocharging. Maximum power - 300 hp. The drive is usually all-wheel drive. Minimum weight - 1230 kg.

There are also a number of international rally car groups. For example, group W.R.C.(World Rally Car) - the "top division" of rally cars - allows maximum changes in car design. Group S2000- a less expensive alternative to the WRC - the cars have a serial body (no limit on the number of doors), naturally aspirated engine and a standard all-wheel drive transmission.

In Ukraine, competitions are held in groups N, A and U.

Preparing the car for the rally

To participate in Group N competitions, just a few steps are enough. Required to install:

• safety cage, body reinforcement,
• 4-point seat belts,
• fire safety system,
• locks on the hood and trunk,
• ground switch.

It is also necessary to purchase equipment for the driver and navigator: helmets, overalls, gloves.

In more detail, the necessary and permissible modifications are indicated in the homologation card for the model.

Technical requirements for production vehicles (group N).

Unfortunately, there are a number of models that, for one reason or another, technical features, it is not possible to prepare for the rally (a lot of useful information can be found on the forum).

Lists of current FIA homologations for sports cars.

And an example of a homologation card for the VAZ-21083. It looks scary, but the specialists who professionally prepare cars for competitions have the necessary homologation cards.

Now in general outline We will describe the necessary modifications to the car.

Body. The car body must be strengthened and, if possible, lightened. To strengthen the body, they install a safety cage (from $1500), stabilizers, strengthen the attachment points of the front pillars, side members, rear beam, etc. The underbody of the car is also strengthened (especially in the area of ​​the gearbox), and Kevlar (or other) protection is installed.

The cost of such work is from $2000-5000 .

Suspension. Bringing a car into compliance with group N involves only slight changes in the suspension settings, and for group A the suspension is completely redesigned (in accordance with the homologation cards).

At a minimum, sports CV joints, shock absorbers, and ball joints are installed.

Suspension modifications and brake system will cost $1000-20 000 (and can cost more than $25,000).

Transmission. Modification of the transmission depends on the intended group of the car: if in group N you can (and should) drive a “factory” gearbox, then for group A they use from a shortened main couple, before installing the sports transmission (plus it is adjusted “for asphalt” or “for gravel”). The clutch disc can be enlarged.

Reinforced highways. Be sure to change the fuel brake lines to reinforced - reinforced. They also replace the fuel tank with a sports one (about $800) - it does not allow fuel to leak.

Engine. Engine development in group N is somewhat limited (for example, original system injection must be preserved), but it is permissible to reprogram the engine control unit and replace the intake injectors with more efficient ones. If the engine is turbocharged, the turbine should remain standard.

For cars in group A, “finishing” is allowed piston groups, cylinder heads and much more.

Wheels and tires. On rally cars, forged wheels are used as they are the most durable and lightest (for example, VILS, VSMPO), although this is not necessary.

Tire sets should be: for dry, for wet asphalt, for gravel and for winter.

Safety precautions. Safety requirements are regulated by Appendix J of the FIA ​​rules. In accordance with them it is necessary:

• strengthen the seat fastenings (or better yet, change the seats to sports ones),
• install 4-point seat belts,
• cut holes in the bottom for water,
• install locks on the hood and trunk,
• install a toggle switch that turns off the battery,
• install a fire safety system (includes a fire extinguisher and a fire extinguishing system with nozzles directed at the manifold, fuel rail and under the feet of passengers).

This will cost from $500 to $4000 and more.

Bottom line

Preparation for participation in a Group N rally, for example, a serial one, will cost $2000-5000 .

The cost of preparing a car for group A can go through the roof, well over $100,000.

But anyway, The main role in competitions is played not by the car preparation budget, but by the skill of the pilot and navigator.

The editors would like to thank Sergei Dyshkant (Shock Motorsport team) for his assistance in preparing the material

How to build a rally car?

You will need:

Civil version of the car

Roll cage

Engine and transmission components

Welder

Hand tool

Instructions.

1. Preparatory stage.

First you need to decide on basic model a car that will form the basis of your future rally car. The machine must be competitive and not expensive to maintain, and spare parts for it must be easily available. as soon as possible. Therefore, the best options are: Ford, VW and Honda. We'll tell you about Ford example Fiesta.

Next, we select the class (group) in which the car will compete. Investments and the level of available activities depend on this. The car can be made in accordance with the rules of the local series (“Luga Rubezh”), where the requirements are minimal, or “at the highest level,” up to the WRC class (here the budget will be cosmic). We will take the rules of the RAF (KiTT 2015)

2. Security.

No matter what rally regulations you choose, a safety cage in one form or another will always be required. For all cars of international and national groups, safety cages must meet the requirements of the FIA ​​(clause 8 of Article 253 of Appendix “J” to the FIA ​​MSK) and Appendix 14 to the KiTT 2015. In rally sprints in the Northwestern Federal District, the presence of a bolted (removable) frame is allowed, in all other competitions - welded only! He must also have homologation (a nameplate with a date and code on the pipes), without it the Technical Inspector will not allow him to enter the competition.

There are two options for installing the frame: weld it yourself, buy necessary details in a specialized motorsport store (abroad), or take the car to a licensed company. Before welding the frame, it is necessary to remove the entire interior from the car so that “bare walls” remain.

A couple more points for safety: you need to make a fire extinguishing system (sold in stores) or install a fire extinguisher, and purchase five-point belts, also with valid homologation.

3. Filling.

If you have not yet reached the pinnacle of mastery of driving a rally car, then there is no point in paying much attention to the “bells and whistles” and increasing the power of the car. First of all, you need to improve your skills on an almost stock car. But when the moment comes that you can no longer improve your time on the track on this car, then you gradually need to make changes to the equipment. The basic changes that should be made to a road car are to install a crankcase guard, secure the battery tightly, remove everything unnecessary from the interior and install a sports steering wheel without an airbag. You will also need “buckets” - sports seats made of carbon fiber, and bring the “mass key” out in the area of ​​the hood. Of course, you need to carry out basic maintenance: replace all fluids, filters, clean the engine, check the exhaust system and transmission.

If your skill level is high, then you can “play” with the machine settings. Co standard engine Fiests, with proper configuration, can remove an additional 20 Horse power. Next, we go through the suspension, install sports shock absorbers and springs, and you can increase its travel. We change brake discs and pads. We throw out the box and install a sequential or cam one. But here you need to understand that maintenance costs will immediately increase, and you will have to search for spare parts for a long time and hard.

4. Ammunition and equipment.

Remember, there are two of you on the team: the pilot and the assault, so everyone should be comfortable. The location of the intercom, line cutters and fire extinguishing button should be optimal for both. The co-driver's seat is always located slightly lower and deeper into the car in order to have maximum protection in the event of an accident.

The pilot needs: special. shoes, fireproof overalls, underwear, helmet, Hans (hybrid) (not always) and gloves. The navigator gets almost the same, plus: a notebook, an office and a bag for documents. All equipment must have a valid homologation!

5. Let's make a mess

The car must have special stickers: arrows pointing to the eye and the “mass key”, as well as mandatory stickers from the organizers, they will be given to you at registration before the race. Don't forget about tires! For dirt tracks, special tires with deep checkers are sold, for asphalt - slicks, and for snow and ice - winter tires with a “combat” stud.

Attention!

When building a car, be sure to consult with specialists, always check the current regulations and rules, do not try to “knock off” or “cheat” - motorsport is deadly! The right car- the guarantee of your safety.

Accredited journalists are allowed a lot: they can study cars, monitor the work of mechanics... But it quickly became clear that the openness of the teams is largely for show - you cannot see the true secrets behind the broad backs of the mechanics. In addition, “top” know-how is hidden inside engines, transmission units and in electronic units control - where the path is closed to outsiders. But during the three days spent in the Cyprus Rally paddock, we managed to figure out some things.

The main difference between WRC cars and ring series cars is the all-metal body and the close relationship of the design with serial cars. After all, the “body” cars of the DTM or NASCAR championships are, in fact, prototypes - with composite bodies, only externally reminiscent of their serial ancestors. But the WRC regulations more strictly limit alterations base machine. For example, the position of the engine can be changed by no more than 20 mm...

Here Chris Atkinson's Subaru Impreza WRC 2005 hobbled under the signature blue tents, for which the first racing day ended with a transmission failure. The mechanics surrounded the car like hardworking ants and after twenty minutes they dismantled it almost completely - they removed the gearbox, suspension struts, stabilizers, cardan shaft and rear gearbox. All these components look exactly the same as on ordinary “civilian” cars. Sometimes it’s even easier! But the highlight is that the layout and every single detail are brought to perfection.

Perfection comes first from materials. Lightweight and durable composites are used wherever regulations allow, even for oil pans. Wheel bearings are made using ceramics, suspension and transmission parts are made of titanium, and wheel disks- made of magnesium alloy. One can only guess what alloys are used to make especially loaded parts - for example, pistons of a turbo engine, the boost pressure of which reaches 2-3 bar!

The maximum power of WRC engines is officially limited to no more than 300 hp. But since the technical commission is not able to control it, real indicators 10-20% higher. And this despite the fact that the block and cylinder head are made on the basis of serial ones! A 34 mm air restrictor located at the inlet of the turbine and dooming the engine to oxygen starvation does not allow squeezing even more out of the engine. high speed. But the torque of the engines is enormous. Two-liter turbo engines develop up to 600 Nm - this is more than the five-liter engine of the BMW M6. By the way, unique to sports cars The “torque” nature of the engine predetermines specific driving tactics - with a minimum number of gear changes. The optimal switching moment is determined by the control electronics, and the light on the instrument panel serves as a hint for the driver: if it lights up, shift “up”!

We managed to look into the salon only at the moment when the mechanics were adding water to the tank for driver's seat. It powers the water supply system inlet pipe, now actively used in world rallying. Water is sprayed through a special nozzle under pressure up to 10 bar, reducing the temperature fuel mixture almost to atmospheric level. This seemingly simple solution produces an amazing effect. The heat load of the engine decreases, it becomes less prone to detonation, which allows the boost pressure to be increased even higher. True, a five-liter tank is enough for only one section - about 60 km.

Each stage requires special engine tuning. For example, before a mountain race, the boost pressure is increased in order to compensate for the decrease in atmospheric pressure. Gasoline with octane number 102 all teams are supplied with the same one - manufactured by Shell. Combustion products are removed by an exhaust system equipped with one or two catalysts and reliable multi-layer ceramic-aluminum thermal insulation. When “anti-lag” is operating, the fuel that turns on the turbine burns out directly into exhaust system- flames burst out of the pipe, and the entire tract becomes red-hot. The exhaust pipes are located so that they are not removed when servicing the main units.

The gearbox is a different matter. Modern WRC cars use six- or five-speed gearboxes, and recently there has been a tendency to reduce the number of gears - such tactics are dictated by “torque” motors. Gears are switched using rings or buttons located on the steering wheel hub, and pushing forward lowers the gear. Just in case, the driver also has a traditional floor lever at his disposal - if the electronics fail, it allows him to control sequential box in "emergency" mode. But if everything is in order, and the process is monitored by electronics, then the hydraulic actuators open the carbon three-disc clutch with a diameter of about 150 mm in just 35-50 milliseconds and change gear. On the same BMW M6, the robotic gearbox works slower - switching takes at least 60 milliseconds.

On each car, the gearbox is changed on average twice per race. The central and front differentials with electrohydraulic control. Hydraulics regulate the compression force of discs connected to opposing shafts - in the same way Haldex couplings. On all cars except the Mitsubishi Lancer WRC05 with its simple mechanics, the differentials are controlled by electronic “brains,” although the driver can forcefully set the differential operation algorithm based on specific conditions. For example, before starting, lock them tightly for the most effective acceleration, and later switch them to automatic mode.

A modern WRC car accelerates to 100 km/h in just over four seconds. And here maximum speed not impressive - 210-220 km/h. But you don’t need more: in rally stages, it’s not so much the maximum speed that is important, but the perfection and reliability of the chassis. The regulations allow considerable freedom in choosing the design and mounting points of the suspension. But all teams prefer the simplicity and maintainability of the McPherson circuit to sophisticated multi-link designs. To simplify maintenance, sometimes not only the parts of the left and right side, but also the front and rear suspension! On dirt rallies - like here in Cyprus - the suspension travel is increased to 220 mm. Any electronic systems are now prohibited, although last year teams used controlled stabilizers lateral stability. Recently, at asphalt rallies, some teams, in particular Peugeot, have been trying suspensions without stabilizers at all - coupled with special shock absorber settings.

I was able to observe how the pilots adjusted the shock absorbers right on the track, before the start of the special stage. On some cars - for example, on Subaru - the number of external adjustments reaches four: you can change the compression and rebound resistance at low and high speeds stock

And yet the basis of all fundamentals is the body. The bodies of WRC cars are made entirely of metal. They are made from composites only aerodynamic body kit. The body of the production model is taken as a basis, or more precisely, its main elements - the floor, sidewalls, roof pillars... But these parts are also subject to serious modification - for example, in order to accommodate non-standard suspension units and all-wheel drive transmission. A safety cage is welded into the body, which becomes a key element power structure. The total length of alloy steel frame pipes reaches 50 meters. The frame not only entangles living space crew, but also connects the suspension attachment points.

The downside of amplifying everything and everyone is excess weight. Therefore, in parallel, designers are constantly searching for excess “fat” and trying to get rid of it. For safety reasons, the FIA ​​even introduced a limit on the minimum weight of the body “in metal” - 320 kg, so that its excessive lightening would not harm safety. But it is almost impossible to control the weight of the “naked” body, but the technical commission checks the curb weight of the car before each stage. According to FIA requirements, a WRC car must weigh at least 1230 kg, and all manufacturers have reached this lower threshold a long time ago. But at the same time, the loss of excess “fat” continues. For example, many cars are equipped with lightweight polycarbonate glass. The kilograms gained thanks to this solution can be used as ballast in certain places of the car, achieving optimal weight distribution, which affects not only handling, but also tire wear. By the way, it is not cast iron ingots that are used as ballast, but spare parts, impact wrenches and powerful jacks - everything that can be useful at the stage.

Engineers think about weight distribution even when seating the crew, moving the seats as far back and down as possible. A side effect is disgusting visibility from the driver's seat. And the pilot himself is almost invisible: I was never able to photograph any of the top pilots at the wheel. But engineers tirelessly worry about the working conditions of the driver and navigator. For example, at “hot” stages like Cyprus and Greece, seat cooling systems (Ford) or even full-fledged air conditioners (Peugeot) appear in cars. In addition, additional air intakes are installed on the roof and in the exterior mirror housings, thermal insulation of the engine shield and the glass is covered with mirror film.

In general, WRC cars are much “closer to the people” than FIA GT, DTM, NASCAR or cross-country championship cars, not to mention Formula 1. The basic engineering solutions in rallying are simple and straightforward, and space technology lies mainly in the materials used. And even then not in all of them - after all, the basis of the “world rally car”, its body, is made of the same stamped metal as our cars.

I won’t talk about the stages, technical requirements, organizational rules and other boring details. I’ll tell you about the most interesting thing for civilians – the car. And as the first post, we will again touch on the simplest and most interesting thing - the cockpit. Why and for what purpose there are all sorts of different and incomprehensible things stuffed there.

There is no rally fiesta at hand, there is only a rally eight))
Appearance. There is an air intake on the roof with a hole underneath it - so that the crew has something to breathe during the race. Photo #9 shows the inside of the blowers. There is an air intake on the hood to remove excess heat from exhaust manifold at the bottom. Looking ahead, you will notice that the safety cage is welded to the A-pillars through gussets - this is to reduce the deformation of the A-pillars in the event of an accident.

We open the navigator's door. And we see the interweaving of pipes. Made specifically to protect the crew from injury, crushing and grinding into mince during an accident and rollovers (“ears”). Also in this photo you can see that the navigator’s seat is more free than the pilot’s workplace. We note that the navigator is equipped with a foot rest. This is done so that when the crew is driving 100 km/h over potholes and potholes, the navigator’s legs do not dangle anyhow, but press his butt into the racing seat (“bucket”).

The navigator has a fire extinguisher at his feet.

Here we start with the “bucket”. A “bucket” is a special seat designed specifically to keep the body of the pilot (driver or navigator) from flopping around the cabin. The seating position is tight and uncomfortable. But when you get into it, everything changes. Now you are part of the machine, you are a detail, an integral element. Seat belts pass through the bucket. Two shoulder straps and two waist straps. They fasten just below the navel and press the body very tightly against the bucket - the palm does not enter. A large poker with a white knob is the gear lever. Raised in order to spend less time on switching (so that you don’t have to reach far with your hand). The kinematics of the mechanism have been changed to reduce the amount of strokes. There is a poker next to it and a smaller one - a hydraulic handbrake. Its function is as simple as a damn egg - to block the rear wheels. Therefore it is hydraulic and without a lock. Its functions as a parking brake have been removed at the roots.

Next to the handbrake is the brake force regulator (brake balance). Figuratively speaking, a tap that regulates how effectively the rear wheels will brake relative to the front ones. Brake and fuel lines are routed throughout the cabin to prevent them from being damaged by stones flying from under the wheels. By the way, their speed is almost like that of a bullet, and their mass will often be greater.
Please note that the buckets are fixed rigidly and on special brackets that can withstand loads in case of accidents. By the way, it is not the bucket that holds the pilot’s body. The main load falls on the belts. Therefore, they are attached through special eye bolts.

Dashboard. All the essentials and ascetic execution. On the main panel: speedometer, oil temperature, oil pressure, fuel volume in the reserves. The tachometer is visible a little to the left.

"Beard". The fuse block is also simplified (secretly - the mounting block, as such, is completely cut out of the car, the car is assembled using simplified sports wiring) and is placed in the beard - this is so that the navigator can quickly change the fuses if something happens. "Emergency" a little to the left. “Ignition” and “starter” are lower than “emergency lights”. The “dimensions” are already clear. A pair of black toggle switches is forced inclusion engine cooling fans and turning on the “chandelier”. Well, there’s a well with an electrical hazard sign – the “mass” switch for the entire car.

The tumor on the hood is the same “chandelier”. The pistol has nothing to do with rallying - equipment for purely sport shooting.

The 2016 World Rally Championship promises to be the most exciting ever! This season is a mixture of classic and modern. It will take place in some of the world's most challenging locations, from the traditional circuit in Monte Carlo to a completely new asphalt surface in China, set to debut in September.

Harsh conditions will force drivers, co-drivers and their vehicles to the limit. Plus, the sport's recent surge in popularity has prompted many manufacturers to get into the fray by upgrading everyday city cars into super-powerful rally cars, surprising and delighting millions of fans.

What if automakers were given free reign to build something they've always wanted? We asked ourselves this question and received a very peculiar answer. Perhaps some of the cars shown in the photos will one day actually end up on the tracks, but for now we can only dream while contemplating the pictures of these fantastic and truly exclusive rally cars.

So, go ahead, global automakers - you can create a real miracle!

Alfa Romeo Giulia

Alfa Romeo has an impressive list racing victories, but at the same time she is not so well known for her excellent handling on snow or gravel trails.

Alfa Romeo Giulia was spotted during a road test at race track Nürburgring (Germany) and it looks like the car will be a real competitor to the BMW M3 when it goes on sale this year. We wondered, what if Alfa Romeo took this super-car off-road before it even had a chance to try the asphalt?

Appearance of this car definitely attracts attention: huge wings, splitters and other parts that maximize aerodynamics. The bodywork has always been and remains smooth, discreet and functional. Air intakes are installed on the hood of the rally car, but the most important modification (which no one can do without) Italian car) is the Martini emblem, inspired by the legendary Lancia Delta Integrale.

Audi TT Quattro

Audi brought all-wheel drive to the world of rallying with the famous Quattro coupe, which debuted in 1980. Model Audi The Quattro A1 was the first rally car to take advantage of the newly introduced rules allowing all-wheel drive vehicles participate in races.

The combination of the trill of a five-cylinder turbocharged engine and unsurpassed traction turned this elegant German coupe into a real rally car. It would be simply unforgivable for Audi to fail to return to soon to the rally world, because the latest TT model looks simply stunning after its WRC makeover.

Huge flared arches, an insane rear wing and more vents in the hood than there are in a cheese grater make this powerful and compact sports car a fiercely flamboyant rally monster. What better way to earn TT the recognition she truly deserves?

Fiat 500 Abarth

Fiat has enlisted the help of factory tuner Abarth, which has been successfully developing high-performance rally cars for many years. At one time, “charged” modifications of two models Fiat 124 and Abarth 131 managed to make them winners of numerous competitions.

The original Fiat 500, which dominated the track in the 60s, had a rear-engine layout, which contributed to better traction and provided fairly good acceleration dynamics.

So Fiat's return to the world of rallying with the latest 595 Abarth doesn't seem all that unlikely. The car looks quite impressive with giant wheel arches and huge moving headlights. And this championship provides a great chance to prove that Fiat is a real WRC titan both in dirt and on asphalt.

Ford Mustang RS200

In 1984, when 500-horsepower Group B monsters began appearing on rally tracks, the Ford factory team decided not to develop existing options, but to create a completely new car.

Original all-wheel drive model sports coupe The RS200 (the abbreviation RS stands for rally sport, and 200 is the number of units produced of this model) had a composite body, easily covered rough terrain and performed colossal jumps. But, unfortunately, the changed rules never allowed this rally “beast” to realize its potential.

The Ford Mustang has gained a reputation for being nimble sports car distinguished by its endurance. Although, probably, on a flat road he feels much better than in the impenetrable Finnish forests. latest model was created to prove that this is a real rally car, although in fact the appearance of a huge American coupe is not very suitable for this sport.

Lancia Delta Integrale

Lancia may not be as popular in the UK today as it once was (and these cars aren't even sold in the country!), but we can't deny the huge success of this Italian company in the world of rally.

Such famous models, how the Fulvia, Stratos, 037 and Delta helped Lancia to 11 world championship victories, an order of magnitude more than any other manufacturer.

That is why Lancia's return to rallying seems quite natural and, moreover, absolutely the right decision. Best car, which the manufacturer can introduce is a modern version of the model called Delta - one of the most famous sports cars ever to race.

Looking at the Delta flying past in Alitalia's signature livery, one would note that this concept looks so appropriate that it would certainly be glanced at furtively from a considerable distance.

Mercedes S-Class- aka " Red Pig"

A rally version of the luxury Mercedes S-Class may seem like an odd choice for a motorsport event, but Mercedes built a real one in 1971 racing car- Mercedes-Benz 300SEL, so don't misunderstand us.

The car received a funny nickname "Red Pig" (translated from in English means “Red Pig”) for the characteristic roar of its engine and, frankly, was more suitable for driving on European circuits than for storming the sands of Australia. However, the 300SEL managed to achieve recognition and widespread admiration, finishing second at the prestigious 24 Hours of Spa in 1971.

The car is able to outshine even some of its more trained counterparts. With all the performance power of the current S-Class, we have the S65's 6.0-litre twin-turbo V12 engine at our disposal, not to mention the tilt function that lets you corner like a two-tonne superbike. It is also worth noting the large and luxury salon A 300SEL that makes the more humble rally exponents bow their heads. Plus, the car has a night vision device, if the need arises.

Porsche 911

Current Porsche generation The 911 is the latest successor to a long line of top-notch performance cars. Over the past half century, the 911 has won many world races, but a separate branch of the evolution of this model, the Porsche 959, has become a truly landmark event for rallying. This all-wheel drive monster, inspired by the same 911, won the grueling Paris-Dakar rally in 1986.

Our 911 looks amazing, like a true rally supercar, especially with that bull bar, six projector headlights and flared wheel arches.

The combination of blue and white (now banned) Rothmans cigarette livery finishes off what is one of the most believable rally cars on our list.

Renault Alpine

In the 60s and 70s, the original Alpine gained many fans, in particular thanks to its victory in the legendary Monte Carlo Rally in 1971 and 1973. The rear-engine layout, a la the Porsche 911, gave the car not only a unique visual profile, but also excellent grip on slippery road surfaces.

IN last years Renault company showed several Alpine concept cars, so it's likely that production model may go on sale this year. Having looked at the design of one of the later concepts, the prospect of it becoming a reality even turned our heads a little.

Rolls Royce Wraith

You're guaranteed to fly in the air in this crazy Rolls-Royce Wraith rally concept. This is probably the craziest concept car ever created for this type of competition! In fact, the inspiration for this car was the eccentric Rolls-Royce Corniche, which took part in the Paris-Dakar rally.

In a car as crazy as this one, you're more likely to be reading a transcript to your driver than getting behind the wheel yourself. So there is something extremely wrong about using a Rolls-Royce off-road. Plus, the built-in champagne flutes will definitely add a touch of elegance to the top spot on the runway...

Volkswagen Touran rally car

Taking into account the unknown niches opening up every day in a new market passenger cars, it won't be long before an all-wheel drive rally-ready minivan appears.

Volkswagen Touran rally car will be excellent option, if your daily commute to school passes through Timbuktu or Outer Mongolia.

Volkswagen, of course, will not be the first thought of most when trying to name the all-conquering rally car, but nevertheless the Touareg SUV won the Paris-Dakar rally in 2009 and 2010, while the Polo R has won the World Rally Championship every year since 2013.

A full-fledged Touran rally car, as crazy as it might seem, may not actually be such a stupid idea, after all, think about it, you can always carry the equipment with you...