M-Sport introduces a new championship and an all-new Fiesta rally car

Ever since its 2006 inception, the Fiesta SportingTrophy (FST) has been a tremendous success. There are two reasons for this. Firstly, the company behind this influential and inspirational championship is the WRC-winning and hugely-respected M-Sport. Secondly, the car M-Sport selected for the championship is also a class act. That car is the extremely capable Fiesta ST. Thanks to a very structured and cost-effective approach; M-Sport engineered a package that turned the roadgoing ST into a GpN rally weapon.

In the past five years, the FST has been a rally regular, both overseas, and here in the UK. A brilliant concept, the series has been, and continues to be, the perfect platform for both young and ambitious drivers who see it as a stepping stone to greater things, and for those older more experienced drivers who want to savour the delights of a professional championship without breaking the bank.

The thinking behind the FST still underpins what M-Sport has in mind for 2010 except, with the arrival of the Fiesta R2, things have become even more exciting, as Malcolm Wilson was recently pleased to reveal.

"We are delighted with the package we were able to offer and I am confident that we will again be able to provide drivers with an economical, reliable and competitive vehicle for the coming season that, above all, is really fun to drive. We have used our WRC engineering resources to provide a solid base car that will be competitive all over the world."

Although it has been built to compete in the new Group R class in the WRC and numerous other countries, the R2 is also going to become a significant part of the British rally scene. From 2010, in a rather neat Fiesta-to-Fiesta continuum, there will be two Fiesta championships on offer and both will be running within the British Rally Championship.

One Series - Two Championships

Fiesta STs built to the original FST regulations will now be able to compete in an all-new and mixed-surface championship. This championship, the 'Fiesta SportChallenge', begins with the Malcolm Wilson Rally and then contests five rounds of the 'British Rally Championship Challenge'. The winner of this National B series will take part in the International Rally Yorkshire, driving a M-Sport prepared and run Fiesta R2.

New in format for 2010 is the seven-round, mixed-surface, Fiesta SportTrophy. This series also commences with the Malcolm Wilson Rally. Competitors will then contest all six rounds of the prestigious 'MSA British Rally Championship'.  Whilst the GpN Fiesta ST will be eligible for this championship, the primary championship contender will be the new Fiesta R2. The winner of the Fiesta SportTrophy will contest the International Rally Scotland in a M-Sport prepared and run Fiesta R2. What's a Fiesta R2 I hear you ask? Read on and find out!

Fiesta R2

Based on the latest generation Fiesta, and using either the 1.6 Sport or Zetec S variants as a base model, the R2 has been designed for the FIA's new Rally 2 (up-to-and-including 1600cc) category. It's an exciting new category and an exciting new rally car.

In road trim, the new Fiesta is most definitely a good-looker. All versions, especially those with a sporting bias, are beautifully sculpted and possess a wonderfully fluid style and masses of presence. Ford has created a 'look at me' car. It's certainly a super road car but, when kitted out for the rigours of rallying, the new Fiesta takes on a whole new character.

It has character, and talent, by the bucketful. Using the experience gained with the Fiesta ST, and its Focus WRC programme of course, M-Sport has turned the award-winning new Fiesta into a class-winning rally car (the R2 has already taken a number of class victories in Europe). Although built to comply with the new regulations, the R2 has some of the look and feel of a scaled-down WRC car and it is most definitely a step up from the Fiesta ST.

Perhaps the biggest change from the ST is the engine. Whereas the ST uses 2-litre power, the R2 sports a 1600cc engine. The decision to run the R2 as a 1600 came about for two reasons. Firstly, there isn't a 2-litre model in the current Fiesta range. Secondly, and more importantly, the decision was influenced by changing trends. Although the UK market has a predilection for 2-litre performance cars and indeed above; in Europe the market has long-favoured the 1600cc class. As a global company, for the conceivable future, Ford has opted to peg the Fiesta, the first car in what will become a portfolio of global small cars, at 1600cc.

The engine used in the R2 is based on a 1598cc production Zetec Ti-VCT unit. It has plenty of punch in standard form but when equipped with the M-Sport conversion kit, the power climbs to 170 PS at 7500rpm. This is  5 PS or 5% greater than the 2-litre Duratec, and a figure of 182Nm of torque at 5700rpm is very respectable too. These figures certainly look good on paper but it's the engine's real-world performance that truly impresses.

Phillip Bradshaw, M-Sport's Technical Co-ordinator for the R2 (and ST) explains why the new engine is such a good choice and why its performance is so impressive. "Although it's just 1600cc, the conversion kit raises the power beyond that of the ST. It must be remembered that the R2 is typically 60kg lighter than the ST in rally trim. The real advantage though, is the engine's twin independent variable valve timing, which gives it two different characteristics. It idles really smoothly and will pull without hesitation from low speeds and in a high gear. Just like the road version in fact. But, when the engine reaches around 4000 revs, the cams will switch 180° from one ramp to another and the power really kicks in. The ST has more torque but, because of the variable valve timing, the R2 is able to make much better use of its torque. We haven't overmodified the engine either. The kit just consists of rally cams, uprated valve springs, stronger conrods and forged pistons, and a balanced but same weight solid-steel flywheel. The flywheel has been designed so that all of its weight is at the centre, which lessens the inertia and allows the engine to rev more freely."

To help get the best from the engine, it runs far bigger injectors. These are operated by an overlay wiring loom that plugs into the standard loom. Teams can choose from four ECU maps to suit the type of fuel available and required driving characteristics. On the day, the R2 was using 97 octane pump fuel and had power-a-plenty.

The R2 has also made the move to sequential and utilises a Sadev five-speeder and very clever electronics. Basically, as the gear lever is moved, the electronics momentarily cut the engine meaning that the driver can keep his foot buried. This 'flat-shift' system makes for lightning-fast gearchanges and saves a significant amount of time. The Sadev gearbox, which features a plate-type LSD, is made specifically for the R2 and is marketed by M-Sport. Stronger driveshafts and joints are also employed and these come from larger vehicles in the Ford range i.e. the Focus/Kuga.

Longer and wider than the ST, the R2 is an inherently more stable car. This characteristic, together with M-Sport's rigorous test regime, has resulted in the development of a very effective suspension set-up. M-Sport has opted to fit 2-way Reiger MacPherson struts on the front, single adjustment Reiger dampers and separate springs on the rear. Phillip explains how the dampers are designed and used. "The units are made specifically for the R2 and are 'upside-down'. Designing them in this way means that the damper/strut body is placed where it adds strength. We have two suspension set-ups, one for tarmac, and another for gravel and we always use Eibach springs. And, we are running 16in wheels on tarmac, as opposed to the 17in on the ST. Citroën has done all the development for 16in tyres and this size has been written into the regulations. On gravel, both the ST and the R2 use 15in wheels. The R2 also features an electrically-powered steering column. This has proved to be a real boon and tough with it."

The braking system has been equally well thought out. AP Racing provides the alloy four-piston front calipers and ventilated discs. If the car is being used on gravel, the front disc diameter drops slightly is 285mm due to the 15in wheels. For tarmac, a 310mm disc is specified. At the rear, single-piston AP Racing alloy calipers are used and the disc size is 280mm for tarmac and gravel. The all-important handbrake is hydraulically-operated and incredibly powerful.

Given its relatively compact dimensions, the new Fiesta is a roomy car. M-Sport's technicians have done a fabulous job of using that space to great advantage by strategically placing components to make best use of their inherent weight, whilst at the same time ensuring that the key items are right at hand. The interior's dominated by the beautifully-fabricated and neatly-integrated multi-point roll cage that imbues the shell with an enormous amount of strength and rigidity. The actual design and installation are the result of hours of research, and masses of on-event experience. "The cage is made from T45 steel and we have undertaken a lot of stress analysis work. Plus, we employed the experience gained with the ST and the WRC Focus," explains Phillip. "As with all of our cars, the actual installation is tested by MIRA and it's the MIRA engineers who sign it off for FIA approval."

This may sound rather clichéd, but the roll cage, and the interior, is a work of art. A lot of thought has gone into this car, which is very definitely fit for purpose. Any items of trim and fitments that are not needed have been given the heave-ho. The original dashboard has been retained but even this has come in for a bit of a trim. Only the main section remains and, to eliminate glare, this has been flocked. The bespoke R2 instruments, which have been recalibrated specifically for the car, are a nice touch. Rally drivers work quite up a sweat, so the weighty heater has also been removed although, to ensure a clear view, a 'Quickclear' windscreen is standard fitment. Surprisingly, the electric windows have been retained. Phillip explains why. "The motors don't add much to the weight and having electric windows makes it more convenient at time controls etc."

 So, those standard-fitment items that are not required have been removed, some have been retained, and there have been some significant deviations from standard too. Take the gearlever for example. Gone is the rather weedy Ford item. Its replacement, a very tall and masculine-looking affair, is designed to facilitate rapid changes and positioned to be within easy reach of the driver. Alongside, and to the right of the gear lever, is the all-important handbrake lever. Coloured red to help distinguish it from the gear lever, it too is rather lengthy and masculine!

There is no doubt that in designing the R2 M-Sport has moved the goalposts. This is a truly competitive and highly-focused rally car which will give competitors in the Fiesta SportTrophy the opportunity to savour a 'proper' rally car. What's more, I have the feeling that the R2 has the potential to become a giant-killer. I am sure that capable drivers, who venture into other championships, will be surprised just how high up the leader board the R2 will take them.

M-Sport may have moved the goalposts but it hasn't moved away from its rallying roots. In fact, it's moved closer to them. Despite its global nature, and its success within the WRC, M-Sport is actually a reachable company. It's not all about the WRC; the R2 is a grass roots car. But, it's also a car that can mix it with the best of them, both nationally and internationally. And, don't run away with the idea that buying yourself an R2 will involve the sale of one of your organs! It won't. At the time of writing, M-Sport will supply a LHD base car for just £9745, with the conversion kit retailing at £18,995. All prices are plus the dreaded VAT of course.

What this means, is that if you can wield a spanner with reasonable dexterity, it is possible to build a new R2 for less than £33,500. For those who prefer to keep their hands clean, or are mechanically inept, M-Sport will provide a turnkey car for around £40,000 plus VAT. Plus, it doesn't matter whether you build it yourself, or go for the ready-made option; all competitors are able to take full advantage of on-event technical support, which will be provided by M-Sport. M-Sport will attend each round with full parts support. The R2 is undoubtedly a bespoke car for a budget price...it's a no-brainer really.

Man and Machine - in perfect harmony

At the recent British Rally Championship Open Day, which was held at the purpose-made and challenging Sweet Lamb Rally Complex in Mid-Wales, M-Sport brought along its pre-production Fiesta R2 to show enthusiasts what it was capable of. On behalf of Performance Ford, I went along to have a look...and a ride....and came away impressed, very impressed. Driver for the day was the massively-talented Craig Breen.

Although just 19 years of age, Craig Breen has become something of a rallying phenomenon. In 2009 he became Fiesta SportTrophy International Champion, Fiesta SportTrophy UK Champion, Fiesta SportTrophy Ireland Champion, Irish Junior Rally Champion, and he won the coveted Billy Coleman Award. He also beat off challenges from 15 other finalists on his way to winning the series' finale, the Shootout. This young man will undoubtedly go places....quickly!

Just before the start of my demonstration lap, I asked Craig whether he'd mind me chatting to him on the way round. He replied that he'd be more than happy to chat. Well, that was my plan! It failed. All I can say is that as we left the startline I opened my mouth to speak. Minutes later, when we crossed the finish line, my mouth was still open and not one single word had passed my lips! Craig's pace and commitment is staggering and rendered me speechless!

 He adores the handbrake and hardly a corner was entered without Craig first having set the car up using the handbrake.  At the bottom of one downhill section, which then turned 90° and ran between two malevolent-looking and deep reservoirs, Craig selected second gear, tugged the handbrake, and then threw the car onto the narrow ribbon of track between the reservoirs. I know for a fact, that as we entered this modestly-proportioned section, the RH front wheel was in the air, dangling over the water. Being a left-hooker, I was sat on the right-hand-side, which afforded me a perfect view of the water, all dark and foreboding, as I glanced out of the side window. Not that this bothered Craig a jot, it was all-in-a-day's work for him!

Craig really impressed. So too did the R2. The engine pulled like a 2-litre and delivered more than enough pace on gravel, especially as the revs passed the 4000 mark. It's a feisty engine that's for sure. Yet, when driving back into the pits, it was as benign and easy-natured as a driving school car. The gearbox was fantastic and Craig was making blink-of-an-eye changes without the merest complaint from the internals. And, I couldn't believe how much traction the car had. There were many other cars using the stage, some with almost WRC-matching power. Not only was the surface was cutting up badly, there were massive potholes appearing, and it was raining too. Nonetheless, the Fiesta found traction just about everywhere. The brakes were wonderfully confidence-inspiring too. Time-and-time again they slowed the car from high speeds.

It's difficult to pinpoint what impressed me the most about the car as it was such a complete and superbly-sorted package. However, if I had to choose one facet of its character, then it would be the car's structural integrity and astonishing ability to absorb bumps. Modern cars don't make natural rally cars. They are built with weight-saving in mind, and designed to crumple and deform progressively in the event of an accident. M-Sport has cleverly engineered the R2's bodyshell in such a way that it is enormously safe, yet it can soak up the enormous punishment that a rally stage can hand out. For instance, on one particular corner there was a pothole which looked as if it would swallow the R2. Fearing a massive impact, I braced myself in readiness. I needn't have bothered! The R2 rode over the pothole as if it wasn't there. This isn't some journalistic hyperbole either...it's a fact. Awesome!