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Super Africa Rally: Difference between revisions
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Margai's first cause of action was to help establish the ''Rally Motorsport Union of Africa'' (RMUA) in 1964, as he felt that the somewhat arbitrary nature of the SAR accords could easily lead to instability between the states. The RMUA would be an intergovernmental organization, with all member states being represented, including Liberta through the LNMO. The ownership rights to the Super Africa Rally brand would be transferred from the LNMO to the RMUA, with the profits of the rally distributed evenly to all the states; Margai theorized that the prospect of profit would be sufficient in ensuring that the African nations would continue supporting and allowing the championship to take place. It also worked to counteract the idea of the rally as neocolonialist. The LNMO was dissatisfied with this arrangement however, as the rally was a valuable trademark. In light of this, he managed to settle on an agreement with the rest of the RMUA; due to the lack of resources and competence to run the competition within the RMUA, the LNMO would organize the rally, whilst the RMUA would act as a board of oversight, having the final say on all major decisions. The LNMO could still use its branding for the rally, in conjunction with the RMUA. It was decided that the RMUA was to be headquartered in {{W|Lagos|Lagos, Nigeria}}. | Margai's first cause of action was to help establish the ''Rally Motorsport Union of Africa'' (RMUA) in 1964, as he felt that the somewhat arbitrary nature of the SAR accords could easily lead to instability between the states. The RMUA would be an intergovernmental organization, with all member states being represented, including Liberta through the LNMO. The ownership rights to the Super Africa Rally brand would be transferred from the LNMO to the RMUA, with the profits of the rally distributed evenly to all the states; Margai theorized that the prospect of profit would be sufficient in ensuring that the African nations would continue supporting and allowing the championship to take place. It also worked to counteract the idea of the rally as neocolonialist. The LNMO was dissatisfied with this arrangement however, as the rally was a valuable trademark. In light of this, he managed to settle on an agreement with the rest of the RMUA; due to the lack of resources and competence to run the competition within the RMUA, the LNMO would organize the rally, whilst the RMUA would act as a board of oversight, having the final say on all major decisions. The LNMO could still use its branding for the rally, in conjunction with the RMUA. It was decided that the RMUA was to be headquartered in {{W|Lagos|Lagos, Nigeria}}. | ||
The now venerable team Maison Citroën ({{Lit.|'house of Citroën'}}) entered the 1965 rally and upon the request of rally driver René Cotton, received the vacant #1 number. The team entered with a {{W|Citroën DS}}, which won the first ever super-swing, marking the start of a long line of successes for the team. The rivalry between the DS and the Mini Cooper, already established in the 1966 {{W|Monte Carlo Rally}}, also unfolded in the 1966 SAR rally, where both cars competed. Taking place in June, only a few months from the Monte Carlo controversy in January, the race brought attention from those who were hoping for a Mini revenge. The 1966 rally ended with a Cup of Africa win for the Mini Cooper, and a Championship Trophy for the DS. However, rally driver Paddy Hopkirk driving the victorious Mini remarked that the near month-long experience was "hellish by the end of it". | The now venerable team Maison de Citroën ({{Lit.|'house of Citroën'}}) entered the 1965 rally and upon the request of rally driver René Cotton, received the vacant #1 number. The team entered with a {{W|Citroën DS}}, which won the first ever super-swing, marking the start of a long line of successes for the team. The rivalry between the DS and the Mini Cooper, already established in the 1966 {{W|Monte Carlo Rally}}, also unfolded in the 1966 SAR rally, where both cars competed. Taking place in June, only a few months from the Monte Carlo controversy in January, the race brought attention from those who were hoping for a Mini revenge. The 1966 rally ended with a Cup of Africa win for the Mini Cooper, and a Championship Trophy for the DS. However, rally driver Paddy Hopkirk driving the victorious Mini remarked that the near month-long experience was "hellish by the end of it". | ||
The Gambia would join the RMUA in early 1965 following its independence, resulting in the departure of the United Kingdom from the organization. The Portuguese colonies of {{W|Portuguese Angola}} and {{W|Portuguese Guinea}} were considered especially difficult to run through, as the protracted conflicts resulted in somewhat odd choices of roads in order to avoid guerrilla forces. Margai was reluctant to request outright military protection from Portugal, as that could politicize the race, and in turn, jeopardize its future. Instead, he convened with the RMUA and transferred the newly created Internal Security Force from the LNMO to the RMUA. The ISF was deployed in Angola and Guinea in order to protect the race teams and the places where they slept overnight. The ISF acted mostly as a security firm rather than a true military force. The decision to deploy it was controversial with Portugal, but an agreement was reached following the assurance that the force would not be publicized. In 1968, following its independence, Equatorial Guinea became the second independent member to join since the Gambia in 1965. However, in spite of the instability surrounding the race, it also benefited from the 1968 decision to begin televising the race at a wider scale; the results of the race and limited footage was broadcasted in Liberta as early as 1963, but the 1968 decision contributed to over a twenty hours of total footage from the 1968 race. In 1967, the RMUA headquarters were evacuated following the {{W|Nigerian Civil War}} and relocated to Liberta. | The Gambia would join the RMUA in early 1965 following its independence, resulting in the departure of the United Kingdom from the organization. The Portuguese colonies of {{W|Portuguese Angola}} and {{W|Portuguese Guinea}} were considered especially difficult to run through, as the protracted conflicts resulted in somewhat odd choices of roads in order to avoid guerrilla forces. Margai was reluctant to request outright military protection from Portugal, as that could politicize the race, and in turn, jeopardize its future. Instead, he convened with the RMUA and transferred the newly created Internal Security Force from the LNMO to the RMUA. The ISF was deployed in Angola and Guinea in order to protect the race teams and the places where they slept overnight. The ISF acted mostly as a security firm rather than a true military force. The decision to deploy it was controversial with Portugal, but an agreement was reached following the assurance that the force would not be publicized. In 1968, following its independence, Equatorial Guinea became the second independent member to join since the Gambia in 1965. However, in spite of the instability surrounding the race, it also benefited from the 1968 decision to begin televising the race at a wider scale; the results of the race and limited footage was broadcasted in Liberta as early as 1963, but the 1968 decision contributed to over a twenty hours of total footage from the 1968 race. In 1967, the RMUA headquarters were evacuated following the {{W|Nigerian Civil War}} and relocated to Liberta. | ||
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=== 1970s === | === 1970s === | ||
[[File:Datsun 1600 SSS 1971 Rally.png|thumb|A 1971 {{W|Datsun 510|Datsun 1600 SSS}} being driven through the Savannah of Benin, with spectators behind.]] | [[File:Datsun 1600 SSS 1971 Rally.png|thumb|A 1971 {{W|Datsun 510|Datsun 1600 SSS}} being driven through the Savannah of Benin, with spectators behind.]] | ||
The 1970s were equally tumultuous for the rally, as Portugal was failing to keep the conflicts in Angola and Guinea under control. The {{W|1973 oil crisis}} was detrimental to the rally, though not to the 1973 race as the embargo was announced in October, three months after the race had concluded. Maison Citroën was nearly decommissioned due to financial troubles and it at one point appeared as if the 1974 rally would not occur. The economic impact of the embargo was not rooted in the access to petroleum itself however, as only a few of the RMUA states were affected. Instead, the financial downturn of the {{W|1973–1975 recession}} resulted in a lack of interest on the part of sponsors of the race. Sponsorship prices were halved, and several teams lacked a major sponsor, resulting in the cars from 1974 often being referred to as "barebodies". However, the oil crisis also caused the rally to resort to driving the mechanics along the route instead of flying them to a select few stops along the entire race. A system was devised which would sort the mechanic team into two teams, with each team servicing at every other stopping point, a system which is still employed today. Harold Granius passed away in early 1976, and was honored with a {{W|Moment of silence|one-minute moment of silence}} before the {{W|Starting pistol|starter pistol}} was fired in Tangier. | The 1970s were equally tumultuous for the rally, as Portugal was failing to keep the conflicts in Angola and Guinea under control. The {{W|1973 oil crisis}} was detrimental to the rally, though not to the 1973 race as the embargo was announced in October, three months after the race had concluded. Maison de Citroën was nearly decommissioned due to financial troubles and it at one point appeared as if the 1974 rally would not occur. The economic impact of the embargo was not rooted in the access to petroleum itself however, as only a few of the RMUA states were affected. Instead, the financial downturn of the {{W|1973–1975 recession}} resulted in a lack of interest on the part of sponsors of the race. Sponsorship prices were halved, and several teams lacked a major sponsor, resulting in the cars from 1974 often being referred to as "barebodies". However, the oil crisis also caused the rally to resort to driving the mechanics along the route instead of flying them to a select few stops along the entire race. A system was devised which would sort the mechanic team into two teams, with each team servicing at every other stopping point, a system which is still employed today. Harold Granius passed away in early 1976, and was honored with a {{W|Moment of silence|one-minute moment of silence}} before the {{W|Starting pistol|starter pistol}} was fired in Tangier. | ||
There was also some deliberation on how the RMUA would handle the {{W|Guinea-Bissau|Guinean-Bissau}} declaration of independence on September 24, 1973, as Portugal still represented the nation in RMUA. The RMUA voted to maintain status quo, which it held until April 1974; following the {{W|Carnation Revolution}}, it unofficially conducted deliberations with the Guinean-Bissau government, which granted it permission to run the rally. In September of that year, when Portugal granted independence to Guinea-Bissau, it officially became a member of the RMUA. Angola was granted membership following its independence in November 1975. The low-intensity {{W|Western Sahara War}} resulted in the deployment of ISF troops along some points of the race in Western Sahara. In 1979, the rally began being broadcasted using {{W|Broadcast delay|deferred live television}}, and the RMUA, under the direction of LNMO representative and chief executive Sertor Margai, implemented a system of broadcasting rights. The RMUA hired over 50 cameramen to document the rally as it unfolded, and sold the footage to various international bidders. | There was also some deliberation on how the RMUA would handle the {{W|Guinea-Bissau|Guinean-Bissau}} declaration of independence on September 24, 1973, as Portugal still represented the nation in RMUA. The RMUA voted to maintain status quo, which it held until April 1974; following the {{W|Carnation Revolution}}, it unofficially conducted deliberations with the Guinean-Bissau government, which granted it permission to run the rally. In September of that year, when Portugal granted independence to Guinea-Bissau, it officially became a member of the RMUA. Angola was granted membership following its independence in November 1975. The low-intensity {{W|Western Sahara War}} resulted in the deployment of ISF troops along some points of the race in Western Sahara. In 1979, the rally began being broadcasted using {{W|Broadcast delay|deferred live television}}, and the RMUA, under the direction of LNMO representative and chief executive Sertor Margai, implemented a system of broadcasting rights. The RMUA hired over 50 cameramen to document the rally as it unfolded, and sold the footage to various international bidders. | ||
In 1977, tragedy struck the race, as a young woman was killed by a car crash involving the Ford RS1600 rally car of #8 Team Durand-Auclair. The woman was later identified as 23-year old Kanjinga Lokonga, who had been walking home after collecting water in a nearby village. The scheduled track ran along the road between the village of Mbungu Menga and Nsona Mbata. The car had lost traction in a sharp turn, and struck her head-on. The team had panicked and despite being wounded themselves, attempted {{W|cardiopulmonary resuscitation}} but failed to bring her back to life. The nearest stopping point was roughly 200 kilometers away, and as such one of the drivers drove back to Nsona Mbata to get help. The #1 Maison Citroën team later arrived to the scene and drove to the stopping point to alert the rest of the oversight team of what had occurred. The race was halted for one day as all ten teams attended the funeral of Lokonga. It was continued the next day, and #8 Team Durand-Auclair ended up winning the Championship Trophy, in what was described as act of solidarity by the other teams. Durand-Auclair dedicated the trophy to Lokonga, donating the prize pool to her family. Maison Citroën was awarded with a special mark of courage, after helping to alert the rest of the oversight team. Lokonga's death sparked a debate surrounding the integrity of race, and RMUA responded by tightening driver safety regulations and making a two week {{W|defensive driving}} program which was mandatory for all teams to attend. [[File:Safari Rallye 1978.jpg|thumb|Team #3 Rallye Peugeot in Cape Town after achieving a super-swing victory.]]The significantly higher speeds of the cars warranted a change in the racing schedule, which the RMUA did in 1974, increasing the length of each section to 600 kilometers, and lowering the racing schedule time from 16 hours to ten hours, running between 9 am to 7 pm. This increased the average lowest speed per hour from 19 km/h to 37 km/h. Meanwhile the {{W|Ford_Escort_(Europe)#First_generation_(1967–1975)|Ford Escort RS1600}} would see an early success in 1970, but the {{W|Alpine A110}} dominated the Cup of Africa from 1971 until 1974, when it was dethroned by the {{W|Lancia Stratos}}, despite the Stratos suffering from reliability issues. In 1975 however, the economy was improving, and the race could return to its previous levels of profitability. The crowd favorite {{W|Alpine A110}} won the Cup of Africa that year, but lost the 1976 rally to Ford RS1600, which would also win the next year. In 1978, the #3 Rallye Peugeot team's {{W|Peugeot 504}} achieved a much publicized super-swing victory and once again brought the French rallying tradition to the top. This victory would spur French interest in the race, contributing to new, bigger and more lucrative sponsorship deals. The French would continue to dominate this decade, with a Maison Citroën Cup of Africa victory in 1979, and a similar Rallye Peugeot victory in 1980. | In 1977, tragedy struck the race, as a young woman was killed by a car crash involving the Ford RS1600 rally car of #8 Team Durand-Auclair. The woman was later identified as 23-year old Kanjinga Lokonga, who had been walking home after collecting water in a nearby village. The scheduled track ran along the road between the village of Mbungu Menga and Nsona Mbata. The car had lost traction in a sharp turn, and struck her head-on. The team had panicked and despite being wounded themselves, attempted {{W|cardiopulmonary resuscitation}} but failed to bring her back to life. The nearest stopping point was roughly 200 kilometers away, and as such one of the drivers drove back to Nsona Mbata to get help. The #1 Maison de Citroën team later arrived to the scene and drove to the stopping point to alert the rest of the oversight team of what had occurred. The race was halted for one day as all ten teams attended the funeral of Lokonga. It was continued the next day, and #8 Team Durand-Auclair ended up winning the Championship Trophy, in what was described as act of solidarity by the other teams. Durand-Auclair dedicated the trophy to Lokonga, donating the prize pool to her family. Maison de Citroën was awarded with a special mark of courage, after helping to alert the rest of the oversight team. Lokonga's death sparked a debate surrounding the integrity of race, and RMUA responded by tightening driver safety regulations and making a two week {{W|defensive driving}} program which was mandatory for all teams to attend. [[File:Safari Rallye 1978.jpg|thumb|Team #3 Rallye Peugeot in Cape Town after achieving a super-swing victory.]]The significantly higher speeds of the cars warranted a change in the racing schedule, which the RMUA did in 1974, increasing the length of each section to 600 kilometers, and lowering the racing schedule time from 16 hours to ten hours, running between 9 am to 7 pm. This increased the average lowest speed per hour from 19 km/h to 37 km/h. Meanwhile the {{W|Ford_Escort_(Europe)#First_generation_(1967–1975)|Ford Escort RS1600}} would see an early success in 1970, but the {{W|Alpine A110}} dominated the Cup of Africa from 1971 until 1974, when it was dethroned by the {{W|Lancia Stratos}}, despite the Stratos suffering from reliability issues. In 1975 however, the economy was improving, and the race could return to its previous levels of profitability. The crowd favorite {{W|Alpine A110}} won the Cup of Africa that year, but lost the 1976 rally to Ford RS1600, which would also win the next year. In 1978, the #3 Rallye Peugeot team's {{W|Peugeot 504}} achieved a much publicized super-swing victory and once again brought the French rallying tradition to the top. This victory would spur French interest in the race, contributing to new, bigger and more lucrative sponsorship deals. The French would continue to dominate this decade, with a Maison de Citroën Cup of Africa victory in 1979, and a similar Rallye Peugeot victory in 1980. | ||
=== 1980s === | === 1980s === | ||
| Line 135: | Line 135: | ||
The competition involves 50 different teams, split into five classes for a total of 10 teams per class. These classes are in turn defined by seniority, with A-class, the most prestigious of the five, hosting teams that have participated in the rally the longest, and are in turn considered most likely to win the rally. The classes run from A to E, with E-class consisting of newcomer and semi-professional teams. Per tradition the E-class is the first off the start line, followed by D, C, B, and finally A-class; the praxis is intended to both ensure a fairer game, but also to keep the A-class teams sharp, and thereby create a more entertaining race wherein the higher class teams can "hunt down" and overtake the lower class teams. Though all classes compete for the same trophy, the system allows for upsets to occur, such as when E-class #48 Team Dakar won the 2006 Cup of Africa. | The competition involves 50 different teams, split into five classes for a total of 10 teams per class. These classes are in turn defined by seniority, with A-class, the most prestigious of the five, hosting teams that have participated in the rally the longest, and are in turn considered most likely to win the rally. The classes run from A to E, with E-class consisting of newcomer and semi-professional teams. Per tradition the E-class is the first off the start line, followed by D, C, B, and finally A-class; the praxis is intended to both ensure a fairer game, but also to keep the A-class teams sharp, and thereby create a more entertaining race wherein the higher class teams can "hunt down" and overtake the lower class teams. Though all classes compete for the same trophy, the system allows for upsets to occur, such as when E-class #48 Team Dakar won the 2006 Cup of Africa. | ||
All A-Class teams have a significant amount of dedicated fans, in part due to their venerability and stable commitment to the competition, year after year. The A-Class is in turn often unofficially divided into the "top five" and "bottom five", with the top five having been likened to "rallying royalty", these teams are (in order of team number): #1 Maison Citroën, #2 Team Prodrive, #3 J.H. Todt-Peugeot Sport, #4 Team M-Sport, and #5 Team Ralliart. | All A-Class teams have a significant amount of dedicated fans, in part due to their venerability and stable commitment to the competition, year after year. The A-Class is in turn often unofficially divided into the "top five" and "bottom five", with the top five having been likened to "rallying royalty", these teams are (in order of team number): #1 Maison de Citroën, #2 Team Prodrive, #3 J.H. Todt-Peugeot Sport, #4 Team M-Sport, and #5 Team Ralliart. | ||
{| class="wikitable" style="margin-left: auto; margin-right: auto; border: none;" | {| class="wikitable" style="margin-left: auto; margin-right: auto; border: none;" | ||
!Class | !Class | ||
| Line 158: | Line 158: | ||
|0–2 years | |0–2 years | ||
|- | |- | ||
! | !Avg. odds to win | ||
Cup of Africa | |||
|>40% | |>40% | ||
|~30% | |~30% | ||
| Line 164: | Line 165: | ||
|~8% | |~8% | ||
|<5% | |<5% | ||
|- | |||
!Avg. odds to win | |||
Championship Trophy | |||
|~25% | |||
|~20% | |||
|~20% | |||
|~20% | |||
|~15% | |||
|} | |} | ||