The WRC wants to get off to a flying start in 2027 with a new set of regulations, but editor Tom Howard believes the ambitious plan could backfire
The plans for a major technical reset of the World Rally Championship (WRC) in 2027 are intended to bring a breath of fresh air: new rules, lower costs, more equal opportunities – and ideally more manufacturers. However, the reality currently looks sobering: according to M-Sport team boss Richard Millener, it could even end up being a single-brand championship.
And this is more than just a heightened concern: the schedule is extremely ambitious, with the details of the rules not due to be finalized until the end of August – just 16 months before the new vehicles are scheduled to be deployed. Developing a completely new car is a huge undertaking that Millener believes is virtually impossible to achieve. In practice, manufacturers usually need 18 months or more for design, construction, and testing.
Given these facts, the optimism of the FIA, the world governing body of motor sport, that 20 cars will be on the grid by 2027 seems almost naive. The FIA may emphasize that manufacturers already have enough information to get started, but that does not change the uncertainty that prevails, especially among established teams such as Toyota, Hyundai, and M-Sport. Not a single current manufacturer has yet confirmed its participation under the new regulations.
Who will build it?
Millener sums it up: “If the FIA believes that new manufacturers or tuners are getting ready in the background, that’s fantastic, of course. But as things stand, I don’t see anyone who will definitely have a car ready in 2027 – except maybe one.”
And that is precisely the problem: if only one team with a homologated car is on the grid in 2027, the WRC faces more than just a sporting setback. It would be a blow to its image that it can hardly afford – especially in a globally competitive motorsport market.
Hyundai on the way out?
In addition to the question of who will build a car, there is also the question of whether some manufacturers will continue their involvement at all. Hyundai, for example, is hesitating to commit to 2026, the last year of the current Rally1 rules. The plan to rely exclusively on combustion engines in 2027 and only introduce electrified powertrains later is meeting with little enthusiasm. This is particularly true in light of the changes in the automotive industry, where sustainability, electrification, and relevance for series production are crucial.
Hyundai team boss Cyril Abiteboul rightly warns: “We need a set of rules that attracts more manufacturers, not scares them away.” If major manufacturers such as Hyundai withdraw from factory racing, it is not only a sporting loss, but also a blow to confidence in the direction of the entire championship.
The FIA between aspiration and reality
The responsibility now clearly lies with the FIA to master the balancing act between vision and feasibility. Of course, the new rules should be more attractive, simpler and less expensive – but not at any price. Regulations that are too ambitious can be just as off-putting as those that are too conservative.
FIA technical director Xavier Mestelan-Pinon emphasizes that they want to listen to all sides and not make any “uncertain compromises.” But time is ticking. And while some new interested parties may already be quietly working in the background, on the other side of the stage, the established players are threatening to withdraw.
Conclusion: The WRC is facing a blind start
What was intended to be a major restart is threatening to become a solo effort – in the worst case with only one manufacturer. The idea behind WRC 2027 is the right one: reduce costs, lower barriers to entry, and broaden the field of participants. But without a realistic schedule, clear communication, and the trust of the manufacturers, even the best regulations are worthless.
Nothing is lost yet. But the next few months will decide whether the WRC heralds a new era – or maneuvers itself into a dead end.
