Petter Solberg driving on gravel at the 2006 Cyprus Rally, a World Rally Championship event.

Rallying, also known as rally racing, is a form of auto racing that takes place on public or private roads with modified production or specially built road-legal cars. This motorsport is distinguished by running not on a circuit, but instead in a point-to-point format in which participants and their co-drivers drive between set control points (special stages), leaving at regular intervals from one or more start points. Rallies may be won by pure speed within the stages or alternatively by driving to a predetermined ideal journey time within the stages.

History[link]

Pre-war era[link]

Marcel Renault during the 1903 Paris–Madrid race.

1912 Monte Carlo Rally entrant.

The term "rally", as a branch of motorsport, probably dates from the first Monte Carlo Rally of January 1911. Until the late 1920s, few if any other events used the term.^[1] Rallying itself can be traced back to the 1894 Paris–Rouen Horseless Carriage Competition (Concours des Voitures sans Chevaux), sponsored by a Paris newspaper, Le Petit Journal, which attracted considerable public interest and entries from leading manufacturers. Prizes were awarded to the vehicles by a jury based on the reports of the observers who rode in each car; the joint winners were Panhard et Levassor and Peugeot.^[2]

This event led directly to a period of city-to-city road races in France and other European countries, which introduced many of the features found in later rallies: individual start times with cars running against the clock rather than head to head; time controls at the entry and exit points of towns along the way; road books and route notes; and driving over long distances on ordinary, mainly gravel, roads, facing hazards such as dust, traffic, pedestrians and farm animals.

The first of these great races was the Paris–Bordeaux–Paris race of June 1895, won by Paul Koechlin in a Peugeot, despiting arriving 11 hours after Émile Levassor in a Panhard et Levassor.^[3] Levassor's time for the 1,178 km (732 mi) course, running virtually without a break, was 48 hours and 48 minutes, an average speed of 24 km/h (15 mph).^[4] Just eight years later, in the Paris–Madrid race of May 1903, the Mors of Fernand Gabriel, running over the same roads, took just under five and a quarter hours for the 550 km (340 mi) to Bordeaux, an average of 105 km/h (65.3 mph). Speeds had now far outstripped the safe limits of dusty highways thronged with spectators and open to other traffic, people and animals; there were numerous crashes, many injuries and eight deaths. The French government stopped the race and banned this style of event.^[5] From then on, racing in Europe (apart from Italy) would be on closed circuits, initially on long loops of public highway and then, in 1907, on the first purpose-built track, England's Brooklands.^[6] Racing was going its own separate way.

One of the earliest of road races, the Tour de France of 1899, was to have a long history, running 18 times as a reliability trial between 1906 and 1937, before being revived in 1951 by the Automobile-Club de Nice.^[7]

Italy had been running road competitions since 1895, when a reliability trial was run from Turin to Asti and back. The country's first true motor race was held in 1897 along the shore of Lake Maggiore, from Arona to Stresa and back.^[8] This led to a long and thriving tradition of road racing, including events like Sicily's Targa Florio (from 1906^[9]) and Giro di Sicilia (Tour of Sicily, 1914), which went right round the island,^[10] both of which continued on and off until after World War II. The first Alpine event was held in 1898, the Austrian Touring Club's three-day Automobile Run through South Tyrol, which included the infamous Stelvio Pass.^[11]

In Britain, the legal maximum speed of 12 mph (19 km/h) precluded road racing, but in April and May 1900, the Automobile Club of Great Britain (the forerunner of the Royal Automobile Club) organised the Thousand Mile Trial, a 15-day event linking Britain's major cities, in order to promote this novel form of transport. Seventy vehicles took part, the majority of them trade entries. They had to complete thirteen stages of route varying in length from 43 to 123 miles (69 to 198 km) at average speeds of up to the legal limit of 12 mph (19 km/h), and tackle six hillclimb or speed tests. On rest days and at lunch halts, the cars were shown to the public in exhibition halls.^{[12][unreliable source?]} This was followed in 1901 by a five day trial based in Glasgow^[13] The Scottish Automobile Club organised an annual Glasgow–London non-stop trial from 1902 to 1904, then the Scottish Reliability Trial from 1905.^[14] The Motor Cycling Club allowed cars to enter its trials and runs from 1904 (London–Edinburgh, London–Land's End, London–Exeter—all still in being as mud-plugging classic trials).^[14] In 1908 the Royal Automobile Club held its 2,000 mi (3,200 km) International Touring Car Trial,^[15] and 1914 the important Light Car Trial for manufacturers of cars up to 1400 cc, to test comparative performances and improve the breed.^[16] In 1924, the exercise was repeated as the Small Car Trials.^[17]

In Germany, the Herkomer Trophy was first held in 1905, and again in 1906. This challenging five-day event attracted over 100 entrants to tackle its 1,000 km (620 mi) road section, a hillclimb and a speed trial, but sadly it was marred by poor organisation and confusing regulations.^[18] One participant had been Prince Henry of Austria, who was inspired to do better, so he enlisted the aid of the Imperial Automobile Club of Germany to create the first Prinz Heinrich Fahrt (Prince Henry Trial) in 1908. Another trial was held in 1910. These were very successful, attracting top drivers and works cars from major teams – several manufacturers added "Prince Henry" models to their ranges.^[19] The first Alpine Trial was held in 1909, in Austria; by 1914, this was the toughest event of its kind, producing a star performance from Britain's James Radley in his Rolls-Royce Alpine Eagle.^[20]

Then in 1911 came the first Monte Carlo Rally (later known colloquially as "the Monte"), organised by a group of wealthy locals who formed the "Sport Automobile Vélocipédique Monégasque" and bankrolled by the "Société des Bains de Mer" (the "sea bathing company"), the operators of the famous casino who were keen to attract wealthy sporting motorists.^[21] The competitive elements were slight, but getting to Monaco in winter was a challenge in itself. A second event was held in 1912.

Two ultra long distance challenges took place at this time. The Peking-Paris of 1907 was not officially a competition, but a "raid", the French term for an expedition or collective endeavour whose promoters, the newspaper "Le Matin", rather optimistically expected participants to help each other; it was 'won' by Prince Scipione Borghese, Luigi Barzini, and Ettore Guizzardi in an Itala.^[22] The New York–Paris of the following year, which went via Japan and Siberia, was won by George Schuster and others in a Thomas Flyer.^[23] Each event attracted only a handful of adventurous souls, but in both cases the successful drivers exhibited characteristics modern rally drivers would recognise: meticulous preparation, mechanical skill, resourcefulness, perseverance and a certain single-minded ruthlessness. The New York–Seattle race of 1909, if shorter, was no easier. Rather gentler (and more akin to modern rallying) was the Glidden Tour, run by the American Automobile Association between 1902 and 1913, which had timed legs between control points and a marking system to determine the winners.^[24]

Interwar years[link]

Renault Nervasport won the Monte Carlo Rally in 1935.

The First World War brought a lull to rallying. The Monte Carlo Rally was not resuscitated until 1924, but since then, apart from World War II and its aftermath, it has been an annual event and remains a regular round of the World Rally Championship. In the 1930s, helped by the tough winters, it became the premier European rally, attracting 300 or more participants.^[25]

In the 1920s, numerous variations on the Alpine theme sprang up in Austria, Italy, France, Switzerland and Germany. The most important of these were Austria's Alpenfahrt, which continued into its 44th edition in 1973, Italy's Coppa delle Alpi, and the Coupe Internationale des Alpes (International Alpine Trial), organised jointly by the automobile clubs of Italy, Germany, Austria, Switzerland and, latterly, France. This last event, run from 1928 to 1936, attracted strong international fields vying for an individual Glacier Cup or a team Alpine Cup, including successful Talbot, Riley, MG and Triumph teams from Britain and increasingly strong and well funded works representation from Adolf Hitler's Germany, keen to prove its engineering and sporting prowess with successful marques like Adler, Wanderer and Trumpf.^[26]

The French started their own Rallye des Alpes Françaises in 1932, which continued after World War II as the Rallye International des Alpes, the name often shortened to Coupe des Alpes.^[27] Other important rallies started between the wars included Britain's RAC Rally (1932)^[28] and Belgium's Liège-Rome-Liège, officially called "Le Marathon de la Route" (1931),^[29] two events of radically different character; the former a gentle tour between cities from various start points, "rallying" at a seaside resort with a series of manoeuvrability and car control tests; the latter a thinly disguised road race over some of Europe's toughest mountain roads.

In Ireland, the first Ulster Motor Rally (1931) was run from multiple starting points. After several years in this format, it transitioned into the 1,000-mile (1,600 km) Circuit of Ireland Rally.^[30] In Italy, Benito Mussolini's government encouraged motorsport of all kinds and facilitated road racing, so the sport quickly restarted after World War I, and in 1927 the Mille Miglia (Thousand Mile) was founded, run over a 1,000-mile (1,600 km) loop of highways from Brescia to Rome and back. It continued in this form until 1938.^[31]

The Liège of August 1939 was the last major event before World War II. Belgium's Ginet Trasenster (Bugatti) and France's Jean Trevoux (Hotchkiss) tied for first place, bravely denying the Swastika-bearing German works teams shortly before their countries were overrun.^[32] This was one of five Liège wins for Trasenster; Trevoux won four Montes between 1934 and 1951.

Post war years[link]

Osmo Kalpala servicing his car during the 1956 Jyväskylän Suurajot, now known as Rally Finland.

Rallying was again slow to get under way after a major war, but the 1950s were the Golden Age of the long-distance road rally. In Europe, the Monte Carlo Rally, the French and Austrian Alpines, and the Liège were joined by a host of new events that quickly established themselves as classics: the Lisbon Rally (Portugal, 1947), the Tulip Rally (the Netherlands, 1949), the Rally to the Midnight Sun (Sweden, 1951, now the Swedish Rally) the Rally of the 1000 Lakes (Finland, 1951 - now the Rally Finland), and the Acropolis Rally (Greece, 1956).^[33] The RAC Rally gained International status on its return in 1951, but for 10 years its emphasis on map-reading navigation and short manoevrability tests made it unpopular with foreign crews.^[34] The FIA created in 1953 a European Rally Championship (at first called the "Touring Championship") of eleven events, won by Helmut Polensky of Germany. This was the premier international championship until 1973, when the Fédération Internationale de l'Automobile (FIA) created the World Rally Championship for Manufacturers, won in the first year by Alpine-Renault. Not until 1979 was there a World Rally Championship for Drivers, won that year by Björn Waldegård.

Initially most of the major postwar rallies were fairly gentlemanly, but the organisers of the French Alpine and the Liège (which moved its turning point from Rome into Yugoslavia in 1956) straight away made no bones about setting difficult time schedules: the Automobile Club de Marseille et Provence laid on a long tough route over a succession of rugged passes, stated that cars would have to be driven flat out from start to finish, and gave a coveted Coupe des Alpes ("Alpine Cup") to anyone achieving an unpenalised run;^[35] while Belgium's Royal Motor Union made clear that no car was expected to finish the Liège unpenalised - when one did (1951 winner Johnny Claes in a Jaguar XK120) they tightened the timing to make sure it never happened again.^[36] These two events became the ones for "the men" to do. But the Monte, because of its glamour, got the media coverage and the biggest entries (and in snowy years was also a genuine challenge); while the Acropolis took advantage of Greece's appalling roads to become a truly tough event.^[37] In 1956 came Corsica's Tour de Corse, 24 hours of virtually non-stop flat out driving on some of the narrowest and twistiest mountain roads on the planet – the first major rally to be won by a lady driver, Belgium's Gilberte Thirion, in a Renault Dauphine.^{[38][unreliable source?]}

The Liège continued as uncompromisingly an open road event run to an impossible time schedule, and remained Europe's toughest rally until 1964, by which time it had turned to the wilds of Yugoslavia and Bulgaria to find traffic-free roads; but in the end the pressures were irresistible.^[39] The Coupe des Alpes struggled on until 1973 until it too succumbed, its demise no doubt hastened by the decision of the French motor sporting authorities to select the Tour de Corse as its representative event in international rally championships.^[40]

These events were road races in all but name, but in Italy such races were still allowed, and the Mille Miglia continued until a serious accident in 1957 caused it to be banned.^[41] Meanwhile in 1981, the Tour de France was revived by the Automobile-Club de Nice as a different kind of rally, based primarily on a series of races at circuits and hillclimbs around the country.^[42] It was successful for a while and continued until 1986. It spawned similar events in a few other countries, but none survive.

Rallying became very popular in Sweden and Finland in the 1950s, thanks in part to the invention there of the specialsträcka (Swedish) or erikoiskoe (Finnish), or special stage: shorter sections of route, usually on minor or private roads—predominantly gravel in these countries—away from habitation and traffic, which were separately timed.^[43][44] These at long last provided the solution to the conflict inherent in the notion of driving as fast as possible on ordinary roads. The idea spread to other countries, albeit more slowly to the most demanding events.

Jari-Matti Latvala on the muddy gravel roads of the 2007 Wales Rally GB.

The RAC Rally had formally become an International event in 1951, but Britain's laws precluded the closure of public highways for special stages. This meant it had to rely on short manoeuvrability tests, regularity sections and night map-reading navigation to find a winner, which made it unattractive to foreign crews. In 1961, Jack Kemsley was able to persuade the Forestry Commission to open their many hundreds of miles of well surfaced and sinuous gravel roads, and the event was transformed into one of the most demanding and popular in the calendar, by 1983 having over 600 miles (970 km) of stage.^[45] It is now called Rally GB.

Outside Europe[link]

This unreferenced section requires citations to ensure verifiability.

Checkpoint during the 1973 Safari Rally.

In countries where there was no shortage of demanding roads across remote terrain, other events sprang up. In South America, the biggest of these took the form of long distance city to city races, each of around 5,000 to 6,000 miles (8,000–9,500 km), divided into daily legs. The first was the Gran Premio del Norte of 1940, run from Buenos Aires to Lima and back; it was won by Juan Manuel Fangio in a much modified Chevrolet coupé.^[46] This event was repeated in 1947, and in 1948 an even more ambitious one was held, the Gran Premio de la América del Sur from Buenos Aires to Caracas, Venezuela—Fangio had an accident in which his co-driver was killed.^[47] Then in 1950 came the fast and dangerous Carrera Panamericana, a 1,911-mile (3,075 km) road race in stages across Mexico to celebrate the opening of the asphalt highway between the Guatemala and United States borders, which ran until 1954.^[48] All these events fell victim to the cost - financial, social and environmental - of putting them on in an increasingly complex and developed world, although smaller road races continued long after, and a few still do in countries like Bolivia.

In Africa, 1950 saw the first French-run Méditerranée-le Cap, a 10,000-mile (16,000 km) rally from the Mediterranean to South Africa; it was run on and off until 1961, when the new political situation hastened its demise.^[49] In 1953 East Africa saw the demanding Coronation Safari, which went on to become the Safari Rally and a World Championship round,^[50] to be followed in due course by the Rallye du Maroc in Morocco, and the Rallye Côte d'Ivoire in the Ivory Coast. Australia's Redex Round Australia Trial also dates from 1953, although this remained isolated from the rest of the rallying world.^[51]

Canada hosted one of the world's longest and most gruelling rallies during the 1960s, the Shell 4000 Rally. It was also the only one sanctioned by FIA in North America.[1]

Modern times[link]

Juuso Pykälistö in his Peugeot 206 WRC at the 2003 Swedish Rally.

The introduction of the special stage brought rallying effectively into the modern era. It placed a premium on fast driving, and enabled healthy programmes of smaller events to spring up in Britain, France, Scandinavia, Belgium and elsewhere.

Since then, the nature of the events themselves has evolved relatively slowly. The increasing costs, both of organization and of competing, as well as safety concerns, have, over the last twenty years, brought progressively shorter rallies, shorter stages and the elimination of nighttime running, scornfully referred to as "office hours rallying" by older hands. Some of the older international events have gone, replaced by others from a much wider spread of countries around the world, until today rallying is truly a worldwide sport. At the same time, fields have shrunk dramatically, as the amateur in his near-standard car is squeezed out.

Gruelling long distance events continued to be run. In 1967, a group of American offroaders created the Mexican 1000 Rally, a tough 1,000 mile race for cars and motorcycles which ran the length of the Baja California peninsula, much of it initially over roadless desert, which quickly gained fame as the Baja 1000.^[52] "Baja" events now take place in a number of other countries worldwide.

1968 brought the first of a series of British-organised intercontinental rallies, the Daily Express London-Sydney Marathon, which attracted over 100 crews including a number of works teams and top drivers; it was won by the Hillman Hunter of Andrew Cowan/Brian Coyle/Colin Malkin.^[53] Not to be outdone, the rival Daily Mirror sponsored in 1970 the London-Mexico World Cup Rally, linking the stadia of two successive football World Cups, on a route that crossed Europe to Bulgaria and back before shipping out from Lisbon to Rio de Janeiro, after looping around South America, and a run through some of the most frightening sections of Peru's road race, the Camino de los Incas, they wrap it up being shipped to Panama and a final run up Central America. The Ford Escort of Hannu Mikkola and Gunnar Palm won.^[54] These were followed in 1974 by the London-Sahara-Munich World Cup Rally,^[55] and in 1977 by the Singapore Airlines London-Sydney Rally.^[56]

In 1979, a young Frenchman, Thierry Sabine, founded an institution when he organised the first "rallye-raid" from Paris to Dakar, in Senegal, the event now called the Dakar Rally. From amateur beginnings it quickly became a massive commercial circus catering for cars, motorcycles and trucks, and spawned other similar events.^[57] Since 2008, it has been held in South America.

Rally car evolution[link]

This unreferenced section requires citations to ensure verifiability.

Timo Mäkinen drives the Mini Cooper S to first of three wins in the 1000 Lakes Rally. Mini also won the Monte Carlo Rally in 1964, 1965 and 1967.

The main change over that period has been in the cars, and in the professionalisation and commercialisation of the sport. Manufacturers had entered works cars in rallies, and in their forerunner and cousin events, from the very beginning: the 1894 Paris-Rouen was mainly a competition between them, while the Thousand Mile Trial of 1900 had more trade than private entries.

Although there had been exceptions like the outlandish Ford V8 specials created by the Romanians for the 1936 Monte Carlo Rally, rallies before World War II had tended to be for standard or near-standard production cars, a rule supported by manufacturers because it created a relatively even playing field. After the war, most competing cars were production saloons or sports cars, with only minor modifications to improve performance, handling, braking and suspension. This kept costs down and allowed many more people to afford the sport using ordinary family cars, so entry lists grew into the hundreds.

Hannu Mikkola's 1970 World Cup Rally-winning Ford Escort RS1600.

Group 4 Lancia Stratos HF helped Lancia win the World Rally Championship in 1974, 1975 and 1976.

As public interest grew, car companies started to introduce special models or variants for rallying, such as the British Motor Corporation's highly successful Mini Cooper, introduced in 1962, and its successor the Mini Cooper S (1963), developed by the Cooper Car Company. Shortly after, Ford of Britain first hired Lotus to create a high-performance version of their Cortina family car, then in 1968 launched the Escort Twin Cam, one of the most successful rally cars of its era.^[58] Similarly, Abarth developed high performance versions of Fiats 124 roadster and 131 saloon.

Other manufacturers were not content with modifying their 'bread-and-butter' cars. Renault bankrolled the small volume sports-car maker Alpine to transform their little A110 Berlinette coupé into a world-beating rally car, and hired a skilled team of drivers too; then in 1974 came the Lancia Stratos, the first car designed from scratch to win rallies, and the dominant asphalt rally car of its time. These makers overcame the rules of FISA (as the FIA was called at the time) by building the requisite number of these models for the road.

Group B Audi Sport Quattro S1

Group B Lancia Delta S4

In 1980, a German car maker, Audi, at that time not noted for their interest in rallying, introduced a rather large and heavy coupé version of their family saloon, installed a turbocharged 2.1 litre five-cylinder engine, and fitted it with four-wheel drive. Thus the Audi Quattro was born. International regulations had prohibited four-wheel drive; but FISA accepted that this was a genuine production car, and changed the rules. The Quattro quickly became the car to beat on snow, ice or gravel; and in 1983 took Hannu Mikkola to the World Rally Championship title. Other manufacturers had no production four-wheel drive car on which to base their response, so FISA was persuaded to change the rules, and open the Championship to cars in Group B. This allowed cars to be much further removed from production models, and so was created a generation of rallying supercars, of which the most radical and impressive were the Peugeot 205 T16, Renault 5 Turbo and the Lancia Delta S4, with flimsy fibreglass bodies roughly the shape of the standard car tacked on to lightweight spaceframe chassis, four-wheel drive, and power outputs reportedly as high as 600 hp (450 kW). Further Group B cars were developed by Ford (the RS200), British Leyland (the Metro 6R4) and many others, but these were less successful.

This particular era was not to last. On the 1986 Rallye de Portugal, four spectators were killed; then in May, on the Tour de Corse, Henri Toivonen went over the edge of a mountain road and was incinerated in the fireball that followed. FISA immediately changed the rules again: rallying after 1987 would be in Group A cars, closer to the production model. One notably successful car during this period was the Lancia Delta Integrale, dominating world rallying during 1987, 1988, 1989, 1990, 1991 and 1992 – winning six consecutive world rally championships, a feat yet unbeaten.

Drivers[link]

Sébastien Loeb, the world's most successful rally driver in terms of WRC wins.

Most of the works drivers of the 1950s were amateurs, paid little or nothing, reimbursed their expenses and given bonuses for winning (although there were certainly exceptions, such as the Grand Prix drivers who were brought in for some events). Then in 1960 came arguably the first rallying superstar (and one of the first to be paid to rally full time), Sweden's Erik Carlsson, driving for Saab.

In the 1960s, the competitions manager of BMC, Stuart Turner, hired a series of brave and gifted young Finns, skills honed on their country's highly competitive gravel or snow rallies, and the modern professional driver was born. As special stage rallying spread around the world Scandinavian drivers were challenged by drivers from Italy, Germany, Britain, Spain and elsewhere. Today, a World Champion may be of any nationality.

The World Rally Championship now visits nearly all continents, taking its stylish sideways driving style and specialized cars to a vast global market, estimated by some to be second only to the Formula One juggernaut. This has produced unprecedented levels of visibility in recent years, but in many ways removed the motorsport from its grassroots past. For better or worse, rally has become a lucrative business.

Rally types[link]

Spectators along a special stage watch Chris Atkinson drive past in a Subaru Impreza WRC.

There are two main forms: stage rallies and road rallies. Since the 1960s, stage rallies have been the professional branch of the sport. They are based on straightforward speed over stretches of road closed to other traffic. These may vary from asphalt mountain passes to rough forest tracks, from ice and snow to desert sand, each chosen to provide an enjoyable challenge for the crew and a test of the car's performance and reliability.

The entertaining and unpredictable nature of the stages, and the fact that the vehicles are in some cases closely related to road cars, means that the bigger events draw massive spectator interest, especially in Europe, Asia and Oceania.

An Escort RS Cosworth on a stage rally, driven by British driver Malcolm Wilson.

Road rallies are the original form, held on highways open to normal traffic, where the emphasis is not on outright speed but on accurate timekeeping and navigation and on vehicle reliability, often on difficult roads and over long distances. They are now primarily amateur events. There are several types of road rallies testing accuracy, navigation or problem solving. Some common types are: Regularity rally or a Time-Speed-Distance rally (also TSD rally, testing ability to stay on track and on time),^[59] others are Monte-Carlo styles (Monte Carlo, Pan Am, Pan Carlo, Continental) rally (testing navigation and timing), and various Gimmick rally types (testing logic and observation).

Many early rallies were called trials, and a few still are, although this term is now mainly applied to the specialist form of motor sport of climbing as far as you can up steep and slippery hills. And many meets or assemblies of car enthusiasts and their vehicles are still called rallies, even if they involve merely the task of getting there (often on a trailer).

Rallying is a very popular sport at the "grass roots" of motorsport—that is, motor clubs. Individuals interested in becoming involved in rallying are encouraged to join their local automotive clubs. Club rallies (e.g. road rallies or regularity rallies) are usually run on public roads with an emphasis on navigation and teamwork. These skills are important fundamentals required for anyone who wishes to progress to higher-level events. (See Categories of rallies.) Short special stage practice events on public roads are in some countries organized by the local clubs, with a permission of the local police, the community normally using the road, and the road authority. The public road is closed during these by the organisers or the police.

Rally courses[link]

François Duval takes a hairpin turn on an asphalt-based special stage in Germany.

Rallying is also unique in its choice of where and when to race. Rallies take place on all surfaces and in all conditions: asphalt (tarmac), gravel, or snow and ice, sometimes more than one in a single rally, depending on the course and event. Rallies are also run every month of the year, in every climate, bitter cold to monsoon rain. This contributes to the notion of top rally drivers as some of the best car control experts in the world. As a result of the drivers not knowing exactly what lies ahead, the lower traction available on dirt roads, and the driving characteristics of small cars, the drivers are much less visibly smooth than circuit racers, regularly sending the car literally flying over bumps, and sliding the cars out of corners.

Marcus Grönholm and Sébastien Loeb compete on a gravel-based super special stage in Argentina.

A typical rally course consists of a sequence of relatively short (up to about 50 km (31 mi)), timed "special stages" where the actual competition takes place, and untimed "transport stages" where the rally cars must be driven under their own power to the next competitive stage within a generous time limit. Rally cars are thus unlike virtually any other top-line racing cars in that they retain the ability to run at normal driving speeds, and indeed are registered for street travel. Some events contain "super special stages" where two competing cars set off on two parallel tracks (often small enough to fit in a football stadium), giving the illusion they are circuit racing head to head. These stages, ridiculed by many purists, seem increasingly popular with event organizers. Run over a day, a weekend, or more, the winner of the event has the lowest combined special and super special stage times. Given the short distances of super special stages compared to the regular special stages and consequent near-identical times for the frontrunning cars, it is very rare for these spectator-oriented stages to decide rally results, though it is a well-known axiom that a team can't win the rally at the super special, but they can certainly lose it.

Pacenotes and reconnaissance[link]

Pacenotes are a unique and major tool in modern rallying. Television spectators will occasionally notice the voice of a co-driver in mid-race reading the pacenotes over the car's internal intercom. These pacenotes provide a detailed description of the course and allow the driver to predict conditions ahead and prepare for various course conditions such as turns and jumps.

In many rallies, including those of the World Rally Championship (WRC), drivers are allowed to run on the stages of the course before competition and create their own pacenotes. This process is called reconnaissance or recce. During reconnaissance, the co-driver writes down shorthand notes (the pacenotes) on how to best drive the stage. Usually the drivers call out the turns and road conditions for the co-drivers to write down. These pacenotes are read aloud through an internal intercom system during the actual race, allowing the driver to anticipate the upcoming terrain and thus take the course as fast as possible.

Other rallies provide organizer-created "route notes" also referred to as "stage notes" and disallow reconnaissance and use of other pacenotes. These notes are usually created using a predetermined pacenote format, from which a co-driver can optionally add comments or transpose into other pacenote notations. Many North American rallies do not conduct reconnaissance but provide stage notes through the use of the Jemba Inertia Notes System, due to time and budget constraints.^[60]

In the past, most rally courses were not allowed to be scanned prior to the race, and the co-drivers used only maps supplied by the organization. The exact route of the rally often remained secret until race day. Modern rallies have mostly converted to using organizer-supplied notes or allowing full reconnaissance, as opposed to racing the stages blindly. This change has been brought on in large part due to competitor demand.

Historic rallying[link]

A Saab 96 participating in a historic rally.

In the wake of the ever more advanced rally cars of the 21st century is a trend towards historic rallying (also known as classic rallying), in which older cars compete under older rules.^[61][62] This is a popular sport and even attracts some previous drivers back into the sport. Many who enter, however, have started their competition careers in historic rallying.

Rally driving techniques[link]

• Handbrake turn
• Heel-and-toe
• Hill jumping
• Left-foot braking
• Scandinavian flick

See also[link]

	Book: Rallying
Wikipedia books are collections of articles that can be downloaded or ordered in print.

See more Wikipedia articles related to Rallying.

• Andros Trophy
• Australian Rally Championship
• Canadian Rally Championship
• Classic rally
• Dakar Rally
• Intercontinental Rally Challenge
• Rally raid
• Rallycross
• Regularity rally
• Road rally
• SCCA RallyCross
• World Rally Championship

References[link]

External links[link]

Wikimedia Commons has media related to: Rallye

• FIA - Sanctioning body for the WRC
• World Rally Championship - WRC official website
• NASA Rally Sport - US sanctioning body
• Rally America - US sanctioning body
• United States Rally Championship - race series
• National Rallying Committee of Mexico - Mexican sanctioning body

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This biographical article needs additional citations for verification. Please help by adding reliable sources. Contentious material about living persons that is unsourced or poorly sourced must be removed immediately, especially if potentially libelous or harmful. (January 2010)

Travis Alan Pastrana Pastrana at the 2009 Lake Superior Performance Rally Born (1983-10-08) October 8, 1983 (age 28) Annapolis, United States Achievements 2000 AMA Motocross 125cc Champion 2001 AMA Supercross 125cc Champion Awards 10-time X Games gold medalist NASCAR Nationwide Series career 4 race(s) run over 1 year(s) Car no., team No. 99 (RAB Racing / Michael Waltrip Racing) First race 2012 Virginia 529 College Savings 250 (Richmond) Last race 2012 History 300 (Charlotte) Wins Top tens Poles 0 0 0 Statistics current as of May 26, 2012. Sport Sport Rally, Motocross, Supercross, Freestyle Motocross, Base Jumping, NASCAR, monster truck freestyle Event(s) X Games, Red Bull X-Fighters, Dew Tour, Rally America

Travis Pastrana (born October 8, 1983) is an American motorsports competitor and stunt performer who has won championships and X Games gold medals in several events, including supercross, motocross, freestyle motocross, and rally racing. He runs a show called Nitro Circus with some of his friends. For 2011, Pastrana has partnered with NASCAR team owner Michael Waltrip to form Pastrana-Waltrip Racing. He planned to drive the #99 Boost Mobile Toyota Camry for 7 races in the NASCAR Nationwide Series,^[1] but after an accident, his Nationwide Series debut was delayed until 2012.

Early life[link]

He was born on October 8, 1983 at 12:20 p.m. in Annapolis, Maryland to parents Robert and Debby Pastrana.^[2] His uncle, Alan, played as a quarterback from 1965 to 1968 at the University of Maryland,^[3] which Travis Pastrana also attended.^[2] On June 11, 2003, 19-year old Pastrana was seriously injured when he crashed his Corvette into a tree in Davidsonville, Maryland.^[4]

Motocross/Supercross[link]

Pastrana has won two motocross racing championships: the 2000 A.M.A. 125cc National championship, the 2001 125cc East Coast Supercross Championship, and the 125cc Rose Creek Invitational. Pastrana also raced in the 2000 Motocross des Nations. He moved up to the 250cc class in 2002. His stand-up style, ability to spot jump combinations and great speed through the whoops make him easy to spot on the track. Although Pastrana has never won a 250cc race, his kindness to the fans and love of the sport still makes him one of the most popular riders of all time. Pastrana has always raced and competed on Suzuki motorcycles, and remains fiercely loyal to the brand. He races with Team Cernic's Suzuki. All of his motorcycles and rally cars carry the number 199. He even sponsors a Monster Jam truck called Pastrana 199, and Nitro Circus after the TV show on MTV.

Team Puerto Rico[link]

Robert Pastrana, Travis' father, is a native Puerto Rican, which made Travis directly eligible to represent Puerto Rico in international competition.^[5] On February 27, 2008, the Asociación de Motociclismo de Puerto Rico (Motorcycling Association of Puerto Rico) provided him with a license to represent the island, which was accepted by the Unión Latinoamericana de Motociclismo, the relevant sanctioning body in Latin America.^[5][6] His debut with the team took place on March 15, 2008. Here he qualified to the finals by defeating Erick Vallejo of Mexico. In the finals he finished third, behind local Costa Rican racer Roberto Castro and Vallejo.^[6]

X Games[link]

• 1999 – Pastrana wins the first ever MotoX Freestyle event at the X-Games. He also scores the highest ever run of 99.00 points.

• 2000 – Pastrana wins the gold medal for the second time, and attempts the first ever backflip on a motorcycle.

• 2001 – Pastrana wins his third gold, still the only person to win the event.

• 2003 – Pastrana claims his fourth gold and becomes the second rider ever to complete a 360 in competition.

• 2004 – Pastrana crashes while trying a 50 ft (15m) 360, sustaining a concussion, but is able to compete the next day and wins a silver medal. Nate Adams becomes the only rider to beat Pastrana at that time. Before this event, he had won Bronze in Best Trick, performing a One-Handed 360 and a Superman Seat Grab-Indian Air Back flip.

• 2005 – Pastrana wins his fifth gold in Freestyle and also attempts the first ever Backflip Barspin on a motorcycle, however the bike fails and he resorts to a regular bike and performs a Backflip Saran Wrap to take Silver in Best Trick.

• 2006 – Pastrana becomes the third athlete to win three Gold medals at a single X Games Event. He wins Gold in MotoX Best Trick, MotoX Freestyle, and Rally Car Racing. Pastrana also performs the first Double Backflip in competition, scoring a 98.60, the highest score in the Best Trick competition at X Games.

• 2007 – Pastrana takes bronze in Rally after sliding into the other drivers area while inside the Home Depot Center. He is disqualified but retains his medal. He also competes in the first MotoX Racing event at X Games, but does not achieve a medal after two false starts in the heat race and last chance qualifier.

• 2008 – Pastrana takes gold in Rally and competes in the Speed & Style event but does not place.

• 2009 – Pastrana attempts a rodeo 720 at X Games 15 in the Moto X Best Trick Event. He crashes on his first attempt and withdraws from his second after experiencing blurred vision. He places 4th for his efforts. He takes silver in Rally after being defeated by rookie and former Indy Car/Indy 500 champion Kenny Bräck. On November 8, Pastrana landed the famous Rodeo 720, and filmed it in his newest movie, Nitro Circus – Country Fried. Once he landed the trick, he named it the TP7, due to the fact that he was 20 degrees short of 720.

• 2010 – Pastrana wins Moto X Freestyle, landing yet another Double Backflip, the first one done at an X Games Freestyle. Travis also wins Moto X Speed & Style, beating silver medalist Nate Adams by a landslide. Travis had problems with his Rally Car during competition, costing him gold at Rally Car Racing and a chance to compete in the new event, Super Rally.

• 2011 – Pastrana launches "Pastranathon" which included Best Trick, a race at Lucas Oil Raceway in the NASCAR Nationwide Series, and then flying back to Staples Center in Los Angeles for RallyCross. However, Pastranathon seemed to be done when, in XGames Best Trick, Travis attempted the Rodeo 720, also known as the TP7, and failed, landing on his right leg. He had broken his foot and ankle, and was taken to a local hospital. Travis was thought to be done, and backed out of the NASCAR race. His team worked diligently to get Travis in the RallyCross event. A special hand-controlled device was made for the steering wheel, and Travis had to relearn to drive the car using the new controls. Travis won a qualifying event, then finished 4th in the final after a crash on the last lap.

Rallying[link]

Pastrana's Subaru Impreza WRX STI.

In 2003, Pastrana opened a rallying career in the Race of Champions, and began driving for the Subaru-backed Vermont SportsCar rally team in 2004. Starting in 2006, Pastrana was signed by Subaru to lead their new Subaru Rally Team USA, being paired once again with veteran co-driver Christian Edstrom. On August 5, 2006 Pastrana won the gold medal in the first rally car competition at the X Games, edging out rally legend Colin McRae by 0.53 seconds after McRae rolled his car through the last jump.

Pastrana and Edstrom clinched the 2006 Rally America National Series overall and open class championship on October 22, 2006 during day one of the Lake Superior Performance Rally. The team finished out the 2006 series with another first-place victory at the Wild West Rally in Olympia, Washington on December 31, 2006.

On December 16, 2006 Pastrana competed at the 2006 Race of Champions at the Stade de France in Paris. He represented the United States in the Nations' Cup by himself, after injuries forced teammate Jimmie Johnson and his replacement Scott Speed to withdraw.

February 19, 2007 brought news that Pastrana's longtime co-driver Edstrom had announced a sabbatical to concentrate on his career and family. Although former McRae co-driver Derek Ringer is set to compete with Pastrana for the 100 Acre Wood Rally in Salem, Missouri and Rally America, he has not announced a permanent replacement co-driver.

Pastrana driving a classic Ford Escort Mk1 at the 2008 Colin McRae Forest Stages.

In September 2008, Pastrana took part in the Colin McRae Forest Stages Rally, a round of the Scottish Rally Championship centred in Perth in Scotland. Derek Ringer was his co-driver and they entered in a historic Ford Escort RS1600. He was one of a number of celebrity drivers to take part in the event in memory of McRae, who died in 2007.

On August 29, 2009 Pastrana claimed the overall victory at Ojibwe Forests Rally, his fifth of the 2009 Rally America season. The victory sealed his fourth consecutive Rally America driver's title, the most in series history.^[7]

Complete Rally America results[link]

International competition[link]

Pastrana, Colin McRae and Ken Block at the X Games XIII.

On December 13, 2006, Subaru Rally Team USA announced plans to enter Pastrana in certain World Rally Championship events in 2007, 2008, and 2009.

In the 2007 season, he raced three P-WRC events in the Group N class, driving a Subaru Impreza WRX STI–based rally car. During March 9–11 2007, Pastrana competed in his first world rally at the 21º Corona Rally México. He finished fifth in the P-WRC (Group N) class (the best in-class finish by an American in a WRC event since John Buffum finished third in the Acropolis Rally in 1988), followed by a tenth place in Rally Argentina and an eleventh in Rally GB. Pastrana described his season as having gone "horribly".^[14]

Pastrana's 2008 season in the P-WRC was even less successful, with one retirement following a crash on stage one of Rally Argentina^[15] and one thirteenth place on the Acropolis Rally.

NASCAR and sports car racing[link]

Pastrana's 2012 Nationwide Series car

Pastrana made his debut in NASCAR competition by driving in the 2011 Toyota All-Star Showdown, finishing sixth. Plans to compete in 2011 in the Nationwide Series were cancelled as a result of his injuries at the X-Games in July of that year; currently, he plans to compete in the 2012 24 Hours of Daytona endurance race, as well as running a full season in the K&N Pro Series East and selected Nationwide Series races.^[16] On April 27th, 2012, Travis made his Nationwide series debut, finishing 22nd at the Richmond 250.^[17]

NASCAR Nationwide Series[link]

* Season in progress

Injuries[link]

“I don’t remember most of the injuries, there have been too many.” – Travis Pastrana

Injuries have often taken Travis Pastrana off the circuit for weeks or months at a time. His medical records include: a dislocated spine, he has torn his ACL, PCL, LCL, and MCL in his left knee, his bucket handle meniscus, broken his tibia and fibula, he’s had surgery on his left wrist twice, left thumb once, two surgeries on his back, one on his right elbow, nine on his left knee, six on the right knee, one shoulder surgery which left him with the only piece of metal he has in his body.^[18]

When Travis was 14-years-old, he was severely injured while competing in an FMX competition. He came up short landing on the top of the front side of the landing ramp and the motorcycle went from 50 mph (80 km/h) to 0 mph (0 km/h) in less than one second. The bike was stuck into the dirt ramp with the front wheel just over the top and the crank case smashed into the dirt deep enough to support the entire bike upright. Upon impact Travis froze in the upright riding position and his feet went straight out to the sides like he was trying to straddle a bull. As soon as his legs went outward he fell off the motorcycle and his father took off across the dirt course in fear of what everyone just witnessed. He was seriously injured; he separated his spine from his pelvis. It also left him in a wheel chair for three months.^[19]

“I was in and out of consciousness for about three days and had six blood transfusions,” says Pastrana. He also adds that according to doctors, only three people in the U.S. have ever lived after such an injury. It was a long and difficult recovery. Pastrana would routinely ride wheelies in his wheel chair, around the hospital and therapy areas. While in the wheel chair recovering he vowed to continue motorcycle jumping. He was also injured in July 2011 while competing at the X Games when his bike did not rotate to the landing position, crushing his ankle and causing a fracture. However, Travis was back in his Subaru Impreza and competing in the Rally Cross final where he overshot the corner, forcing himself into the wall, on board footage shows his leg in plaster being slammed against the wheel well, much to his discomfort. He will need an operation to repair his ankle in the near future.^[20]

Other activities[link]

• A documentary story about Travis was filmed by ESPN in 2008, titled 199 Lives: The Travis Pastrana Story
• is featured as a hidden surfer in the 2002 video game Kelly Slater's Pro Surfer.
• Travis lent his voice to the game Colin McRae: DiRT as himself, and the in-menu voice.
• Travis also has part ownership in Ethika, an underwear company specializing in products for athletes.
• Travis features as a driver in Colin McRae: DiRT 2 for Subaru Rally Team USA.

On September 26, 2007, Pastrana jumped out of an airplane over Arecibo, Puerto Rico, without a parachute in a carefully choreographed stunt. He met up in midair with another jumper, then latched himself into a harness to make a safe tandem landing.

On Sunday, February 8, 2009 at 10:00 PM, MTV Nitro Circus, his new television show that he is an executive producer, premiered on MTV. A spinoff of MTV's Jackass, the two shows shared producers, Jeff Tremaine and was partially created by Jackass frontman, Johnny Knoxville. It features Jolene Van Vugt, Erik Roner, Streetbike Tommy, Andy Bell, JD Larson, Jim DeChamp, among others doing dangerous stunts. Jackass' Johnny Knoxville, Bam Margera, Chris Pontius and Steve-O; BMX freestylers, T. J. Lavin and Mat Hoffman; and actor, Gary Coleman have guest starred on various episodes. Nitro Circus was also featured on an episode of MTV's Rob Dyrdek's Fantasy Factory and vice-versa.

Travis and the rest of Nitro Circus appeared in the music video for Spaceship by Puddle of Mudd.

On Friday, January 1, 2010, Travis officially set a new world record in a ramp-to-ramp car jump. He jumped his rally car off the Pine Street Pier onto a floating barge anchored in Long Beach’s Rainbow Harbor, shattering the existing mark of 171 feet (52 m) and establishing a new world distance record of 269 feet (82 m). To celebrate, after getting out of his car, he performed a gainer from the landing ramp into the harbor below.^[21]

In September 2010, Travis set the world record for fastest ascent of Mount Washington in a car, using his Subaru WRX STi: 6min 20.47sec. In June 2011, David Higgins set a new record for ascent of Mt. Washington in a car, at 6:11.54, using the same model vehicle.^[22][23] Travis is featured in "X Games: The Movie"; Travis' work with motocross and rally cars is shown.

Pastrana 199/Nitro Circus Monster Truck[link]

This biographical section of an article needs additional citations for verification. Please help by adding reliable sources. Contentious material about living persons that is unsourced or poorly sourced must be removed immediately, especially if potentially libelous or harmful. (January 2010)

Pastrana' 199 is a monster truck that races on the USHRA circuit. The truck is owned by Live Nation/FELD Motorsports and sponsored by Travis Pastrana. It was originally driven by Paul Cohen^{[disambiguation needed ]}, then driven by Chad Tingler, then driven by Courtney Jolly and now driven by Cam McQueen. Travis made his monster truck debut on October 18, 2006 in the Pastrana 199 monster truck at the 2006 Monster Jam. Also, on an episode of Nitro Circus, Travis attempts to backflip the Nitro circus themed monster truck. Though unsuccessful, he walked away without injury. In 2008–2009, the Pastrana 199 truck was driven by Pastrana's good friend Cam McQueen. McQueen was invited to the 2009 World Finals for his second appearance. Pastrana himself competed in the freestyle competition of the event, finishing in a three-way tie for 5th place in a field of 24 trucks. On February 27, 2010 in Jacksonville, FL Cam McQueen nailed successfully a backflip in the Nitro Circus monster truck during the freestyle competition, making Nitro Circus the first to do a backflip in competition.

Personal Life[link]

In June 4, 2011, during a live performance of Nitro Circus, he asked professional skateboarder Lyn-Z Adams Hawkins to marry him. On October 29, 2011 Hawkins and Pastrana were married.^{[citation needed]}

See also[link]

• 199 Lives: The Travis Pastrana Story

References[link]

External links[link]

Wikimedia Commons has media related to: Travis Pastrana

• Official website
• Travis Pastrana at Racing Reference
• Travis Pastrana Fan Site
• Pastrana at EXPN (X Games) site
• Pastrana at WRC.com
• Nitro Circus
• Pastrana Waltrip Racing