2008 Dakar

STABLE LINE-UP TARGETS RECORD EIGHTH CONSECUTIVE DAKAR SUCCESS FOR REPSOL MITSUBISHI RALLIART

PONT-DE-VAUX, France – As the Dakar Rally prepares to celebrate its 30th anniversary event, Mitsubishi Motors Corporation (MMC) and its motorsport unit MMSP have entered a field of four cars for the 2008 Dakar as the Japanese carmaker bids to take its score to a record-breaking 13 overall victories from 26 starts, and its eighth consecutive success.

Mitsubishi, which first contested the celebrated African marathon for the first time in 1983, has gone unbeaten on the event since the turn of the century and a line-up of four latest-spec Mitsubishi Pajero/Montero Evolution MPR13s has been entered for 2008's 16-day rally which starts in Lisbon on Saturday January 5. The event finishes beside the Lac Rose, near Dakar, Senegal, on Sunday January 20.

One of the strengths of Repsol Mitsubishi Ralliart's 2008 assault will be the fact that its driver line-up remains unchanged for the second year running. Spearheading the team's challenge will be former winners Stéphane Peterhansel/Jean-Paul Cottret (France), Hiroshi Masuoka/Pascal Maimon (Japan/France) and Luc Alphand/Gilles Picard (France), plus Joan 'Nani' Roma (Spain), who finished third on the 2006 Dakar, who pairs up once again with Lucas Cruz (Spain).

Stéphane Peterhansel, 42, became the second driver to win the Dakar on both two and four wheels when he secured the first of his three victories with Mitsubishi in 2004. This time round, he will be looking to follow up his 2007 success with a fourth win at the wheel of the Pajero/Montero Evolution. "Nobody's saying it will be easy, but I've got one more year's experience behind me, I'll be with the same co-driver and I'll be driving the same car for the same team that won last January, so it's not as though we were starting out from scratch," observes the Frenchman. "True, the new technical regulations in force for the 2008 event [switch from a six- to a fivespeed gearbox, 32mm to 31mm engine air-restrictor] tend to put the MPR13 at a handicap in outright performance terms, but we have spent all year working on the chassis and ride comfort so there is good reason to be positive about our chances, despite the high standard of the opposition."

"With even more competitive action on the menu this year, reliability promises to be crucial, too, and my recent win in Dubai for Mitsubishi was a very encouraging sign in that domain. That said, despite its resemblance to the Dakar's Mauritanian stages in places, the UAE Desert Challenge is a very different sort of challenge. The Dakar demands a more sustained, faster pace, yet at the same time we are much more familiar with the terrain. It is consequently easier to sense the hazards and adjust your speed accordingly. Gauging how fast you can go is more instinctive, and that's where the experience factor comes into play…"

Indeed, Peterhansel and his co-driver will form one of the most experienced pairings on the 2008 event which will be Cottret's 24th entry, while Alphand’s co-driver, Gilles Picard (France), former biker is about to tackle his 20th Dakar, with a 50/50 split between his starts on two and four wheels… "It's not just our experience that counts, though," he continues. "The team behind us is also incredibly experienced and strong, from the engineers, technicians and mechanics to the management staff. They are all highly skilled in their respective fields and are genuinely passionate about the sport. Another of our strengths will be the bond that exists between all the drivers and co-drivers. We form a closely-knit group and our objective will be to work together to try to win for Mitsubishi."

Former Downhill skiing champion Luc Alphand, 42, who won the 2006 Dakar with Mitsubishi and who finished second behind Peterhansel in 2005 and 2007, is swift to echo his team-mate's analysis. "Team spirit and solidarity are essential," he stresses. "You never know when it might be your turn to require help, especially since the 2008 route promises to be very difficult. Reliability also promises to be the key to a top result, as it always is. That said, you can't just sit back and wait for your rivals to hit trouble. You've got to stay in contact with the front-runners and you rarely get a chance to take a breather on the Dakar. It will be therefore important to be part of the leading group through Morocco before the core of the challenge which, to my mind, will be the marathon legs and the Mauritanian stages. That is why our victory on the UAE Desert Challenge, which bears certain similarities to the western Sahara – was so encouraging. Obviously, we can't read too much into our performance in Dubai against a strong field, but we were competitive and Stéphane and I both led. Now I'm just looking forward to the Dakar. I feel optimistic, we are all in great shape thanks to our physical fitness programme and, above all, as I say, we form a bonded team."

The 2008 Dakar will be Hiroshi Masuoka's 21st start on the world's most famous Cross Country Rally which he has already won on two previous occasions, in 2002 (with current co-driver Pascal Maimon) and 2003. "I think it's time for 'Samurai' Masuoka to add another victory to that list," smiles the 47-year old Japanese driver. "I would dearly love to make it eight Dakar wins in a row and 13 in total for the Pajero/Montero, although this record is due as much as anything to the Repsol Mitsubishi Ralliart team's collective, in-depth strength. Despite our current successful run, each event is seen as a fresh challenge but I will do everything I can to try to secure another win. There will be plenty of pressure on us and we face strong opposition against teams like Volkswagen and BMW, so it won't be easy and I am sure it will be a very fierce fight."

"The rumour is that there will be more sand and more dunes on the 2008 Dakar," he continues. "That will obviously make it very difficult, but it could also play into the hands of the Pajero/Montero which is very strong on this type of terrain. Personally, I enjoy competing on sand, too, especially following the good work the team has put in on the MPR13 during testing in Africa this year. The car has improved a little in all areas, beginning with the suspension. And while the engine has been developed almost as far as it can go, the overall package has evolved. Naturally, the engineers have had to adapt to the new rule which forces us to run a five-speed gearbox. They had to take a close look at the ratios and I think the end result is very satisfactory. It could even be an improvement, in fact."

As the youngest member of the squad and its most recent recruit, 35-year old Nani Roma recognizes that he has less experience of the Dakar than his teammates, but believes he has made solid progress since last year's event. "I think I have notably improved in terms of outright speed," says the Spaniard who came second on the Rally Transiberico and the Baja Espana in 2007 after proving a match on the stages in Portugal for two-time World Rally Champion Carlos Sainz. "I still need more experience on sand and in camel grass, though. I see myself as a quick learner but it's difficult to practice over that sort of terrain during the year and, unfortunately, my run in Dubai was curtailed prematurely again.

"When you finish on the podium at only second attempt, like I did in 2006, it's easy to see yourself as a potential winner the following year. However, you've got to keep your feet on the ground: success doesn't come overnight, not even for the likes of Stéphane, Luc and Hiroshi. That said, I believe I am capable of keeping up with the leading group and I will do my best to win if the opportunity arises, but I know it won't be easy. One thing in my favour is the fact that this will be my second Dakar with Lucas as co-driver. It wasn't simple for him to sit in for the 2007 event but, in a way, we have grown together this year and he has received so much help from the other co-drivers. Indeed, that's one of Repsol Mitsubishi Ralliart's big strengths: we form a genuine, bonded team. By that, I don't just mean the crews; I include everyone. However good a driver you are, it's vital to have talented engineers to design the car and skilled, motivated people to work on it in the evening after each stage..."

Repsol Mitsubishi Ralliart Team Director Dominique Serieys is looking forward to the challenge of helping Mitsubishi score a record eighth consecutive win on the Dakar, but acknowledges that his mission will be far from easy. "For the 30th anniversary Dakar, I think we can expect a very difficult route through Morocco and Mauritania, although I think the Mauritanian stages will be the toughest test," he predicts. "The experience of our crews and team will obviously be a 'plus' for Repsol Mitsubishi Ralliart, while the reliability of the Pajero/Montero Evolution also promises to be a big asset. That said, the exact effect the changes that have been made to the technical regulations will have on us for the 2008 Dakar remains to be seen." Dominique Serieys is also acutely aware of the high quality of this year's entry and knows that he faces some stiff opposition. "Volkswagen has a very strong line-up with Sainz and de Villiers. We mustn't forget the BMW operation either; it benefits from factory support and some experienced drivers. And, as ever, there's no way anyone should overlook Schlesser."

For the third year running, the Dakar will start from the Portuguese capital Lisbon. Scrutineering takes place from Wednesday January 2, while competitive action will begin with a prologue in Portugal (where an estimated million spectators turned out to watch the 2007 event's two prologues!) before the convoy is shipped across the Mediterranean for the first African stage in Morocco.

The organisers promise an extra 10 per cent of stages in 2008, with a total competitive distance of around 4,800km compared with 4,300km on last year's event. The selective sections themselves will also be longer, while the road sections will be shorter. The traditional rocky trails of Morocco will be followed by the sandy reaches and dunes of Mauritania and the rest day in Nouakchott on Sunday January 13 will come as a welcome break for everyone before the competition resumes until the finish by the Lac Rose, near Dakar, Senegal, on Sunday January 20.

TEAM REPSOL MITSUBISHI RALLIART TEAM – 2008 DAKAR ENTRIES
Luc Alphand (F)/Gilles Picard (F) Mitsubishi Pajero/Montero Evolution
Stéphane Peterhansel (F)/Jean-Paul Cottret (F) Mitsubishi Pajero/Montero Evolution
Hiroshi Masuoka (J)/Pascal Maimon (F) Mitsubishi Pajero/Montero Evolution
Joan Roma (E)/Lucas Cruz Senra (E) Mitsubishi Pajero/Montero Evolution

LUC ALPHAND

Luc 'Lucho' Alphand was born in Briançon, France, in August 1965 and currently lives in Serre-Chevalier. In the 1980s and 1990s he became one of the world's most famous downhill skiers of all time, taking 12 Downhill and Super-G World Cup victories and being crowned Champion of France on seven occasions.

Twice a winner of the Pro US Tour and ranked the world's number one skier, 'Lucho' switched to four-wheel cross-country rallying in 1998, when he contested the Dakar for the first time. The following season saw him win the T1 category and, in 2002, he finished seventh overall and claimed the T1 diesel category in a Mitsubishi Pajero* before going on take part in the Le Mans 24 Hours later that year.

In 2003, he finished ninth overall on the Dakar Rally and this time won the Proto Diesel category. The same year also saw him score outright wins on the German and Spanish Bajas. In January 2004, he entered the record books by posting the first overall stage time on the Dakar with a diesel-powered car and ultimately finished fourth with co-driver Henri Magne.

Alphand joined the Mitsubishi team in the summer of 2004. After working on the Mitsubishi Pajero* Evolution's test and development programme, he flew the teams colours for the first time on the 2005 Dakar at the end of which he secured second place. Three months later he took his maiden FIA World Cup win with Mitsubishi in Tunisia, following that up with another success on Portugal's Baja Portalegre in October the same year.

Months later, he fulfilled his dream of winning the Dakar when he steered his revised MPR12 version of the Pajero* Evolution to Mitsubishi's sixth consecutive victory on the African marathon in January 2006. A little more than two months later he won the Patagonia-Atacama Rally in South America but rolled out of contention in Tunisia in April (suffering a minor hand injury in the process) before coming third overall on the Rally Transiberico in May.

During the summer months he worked on Mitsubishi’s test and development program with the latest MPR13 version of the Pajero* Evolution. His efforts were rewarded with outright victory on the 2006 UAE Desert Challenge in November and second place on the following January's Dakar. The 2007 season saw him take fourth on the Rally Transiberico which he followed up with a victory on South America's Por las Pampas/Patagonia-Atacama Rally.

Career highlights:
1983                       Junior World Downhill Champion (at Sestrières)
1994                       8th, Lillehammer Olympic Games (Downhill and Super-G competitions)
1995                       Ranked world's number one (Men's Downhill)
1996                       Bronze medal, World Championships
                              Ranked world's number one (Men's Downhill)
1994/1997            Member of the French alpine skiing team
1997                      1st, Alpine Skiing World Cup
                             Ranked world's number one (Downhill and Super-G)
1998                      1st, Pro US tour (Downhill)
                             Dakar debut
1999                      1st, Pro US tour (Downhill)
                             1st T1 category, Dakar
2002                      7th, Dakar (1st, T1 diesel category with a Mitsubishi Pajero*)
                             Le Mans 24 Hours
2003                      9th, Dakar (1st, Proto Diesel category)
                             1st, Baja Espana
                             1st, Baja Germany
                             Le Mans 24 Hours
2004                      4th, Dakar (two stage wins with a BMW)
                             2nd, Rally Monte Pennino
                             Joins the Mitsubishi factory team for the 2005 Dakar
                             16th, Le Mans 24 Hours (Porsche GT3RS)
2005                       2nd, Dakar
                             1st, Rallye de Tunisie
                             1st, Baja Anta Da Serra 500-Portalegre
2006                      1st, Dakar
                             1st, Por Las Pampas/Patagonia-Atacama Rally
                             3rd, Rally Transiberico
                             1st, UAE Desert Challenge
2007                      2nd, Dakar
                            4th, Rally Transiberico
                            1st, Por Las Pampas/Patagonia-Atacama Rally

GILLES PICARD

Frenchman Gilles Picard was born in France in March 1955 and has three children. He first began competing in motorcycle Enduro events back in 1973 and took part in numerous rallies on a motorcycle between 1973 and 1992 as a factory rider with Husqvarna, Cagiva and Yamaha.

He then made the switch to co-driving and partnered both Hubert Auriol and Ari Vatanen in the factory Citroën team. Gilles joined Mitsubishi and began a successful association with the French driver Jean-Pierre Fontenay. The pair won the UAE Desert Challenge in 1998 and took a maiden Dakar triumph together the same year.

In 2000, they finished third on the Dakar, Morocco and Por Las Pampas rallies and fourth in Dubai. Podium places followed on the 2002 Italian Baja (3rd, with Kenjiro Shinozuka) and UAE Desert Challenge (2nd, with Fontenay) before he and Fontenay rounded off their partnership with second place on the 2003 Dakar.

When Fontenay retired from active competition after that event, Gilles teamed up with Hiroshi Masuoka to take outright victory on the 2003 Italian Baja and the pair then came second together on the 2004 Dakar.

For 2005, Gilles teamed up with Luc Alphand and scored his third consecutive runner-up finish with as many drivers on the Dakar. The pair went on to win April's Rallye de Tunisie, then the Baja Portalegre in Portugal the following October

In 2006, he navigated the former skiing champion to an outright win on the Dakar. It was his second success on the African marathon after his victory with Fontenay eight years previously. The same year saw him navigate Alphand to victory on the Patagonia-Atacama Rally in March 2006 and to third place on the Rally Transiberico two months later. Their season concluded with another win, this time on November's UAE Desert Challenge.

Still alongside Alphand, Gilles was second once again on the 2007 Dakar Rally and was fourth on the Rally Transiberico Rally before taking the laurels on the Por Las Pampas/Patagonia-Atacama Rally during the summer.

Career Highlights:
1984-1990            Development mechanic for Peugeot's Dakar and Rally-Raid programs
1985                    Safari Rally (with Pierre Pagani/Peugeot 205 T16)
1987                    Contested the Dakar with Jacques Houssat (Peugeot service)
1988                    21st, Dakar (with Gérard Boin/Peugeot P4)
1989                    16th, Pharaohs Rally (with Jacques Houssat/P4)
                           16th, Dakar (with Jacques Houssat/P4)
1990                    Dakar Rally (with Gérard Boin/P4)
1993                    Atlas Rally (recce and note taking for Mitsubishi)
1992                    Dakar (with Bruno Saby/Mitsubishi)
1993-1997            Worked for TSO on roadbooks and route work
2000                    Baja events (with Hiroshi Masuoka/Mitsubishi)
                           Dakar-Cairo Rally (with Miguel Prieto/Mitsubishi)
2001                    2nd, Paris-Dakar Rally (with Hiroshi Masuoka/Mitsubishi)
2002                   1st, Dakar (with Hiroshi Masuoka/Mitsubishi)
                           Rallye de Tunisie (with Bruno Saby/Ford Ranger)
2003                    5th, Dakar (with Giniel de Villiers/Nissan)
                           Italian Baja and UAE Desert Challenge
                          (with Khalifa Al-Mutawei)
                          Rallye de Tunisie (with Marc Blasquez)
                          Baja Portugal (with Marc Blasquez)
                          Baja Espana (with Mark Blasquez)
2004                   Dakar (with Yves Loubet)
                          Rallye de Tunisie (with Kenjiro Shinozuka/Nissan)
2005                   Dakar (with Kenjiro Shinozuka/Nissan)
                          3rd, Rallye de Tunisie (with Hiroshi Masuoka)
2006                   Contested the Dakar , the Rallye de
                          Tunisie, the Rallye du Maroc and the UAE
                          Desert Challenge (with Hiroshi Masuoka)
2007                   6th, Dakar (with Hiroshi Masuoka)

STÉPHANE PETERHANSEL

Stéphane Peterhansel was born in France in August 1965 and now lives in Montana, Switzerland, with his girlfriend who is the rally driver and former Dakar biker Andrea Mayer. In the last 16 years he has become the most successful competitor in the history of the Dakar Rally, amassing nine outright victories, plus a win in the car T1 category.

He made his motor sport debut in a motorcycle event in 1980 and took the first of his six Dakar wins on a Yamaha in 1991. He repeated the feat in 1992, 1993, 1995, 1997 and 1998 before switching from two to four wheels. After contesting a number of ice races, he made his Dakar debut in a car in 1999 and finished seventh overall.

The following year saw him finish second in a Mega Special with a Mitsubishi engine and, on the 2001 event, he took the top prize in the T1 category. Peterhansel finished first overall on the 2002 Rallye de Tunisie and went on to give the Mitsubishi Pajero* Evolution a winning debut on the 2002 UAE Desert Challenge. He repeated the feat in 2003, but eventually finished third in the Dakar after losing a potential victory on the penultimate stage in Egypt.

2004 was his most successful season to date in a car. Stéphane took his maiden win on the Dakar to follow Hubert Auriol into the record books as only the second driver to win the event on both two and four wheels. He also finished first in Tunisia and Morocco, before adding to his growing list of achievements with a second consecutive Dakar win with Mitsubishi in January 2005.

Stéphane finished second overall on the 2005 Patagonia-Atacama Rally at the wheel of an MPR10 version of the Pajero* Evolution, but suffered cruel luck in both Morocco and on the Baja Espana with victory seemingly in his grasp. He then crushed the opposition on the 2005 UAE Desert Challenge to claim the event for the third time in four years, and followed that up with fourth overall on the 2006 Dakar after spending several days in the lead.

He then secured Mitsubishi’s eighth victory on the Rallye de Tunisie in April 2006 and was leading June's Rallye du Maroc before the team was withdrawn from the event. After taking part in the two test sessions in Morocco with the latest MPR13, Stéphane tackled the 2006 UAE Desert Challenge as a final shakedown for the 2007 Dakar Rally and finish second behind team-mate Luc Alphand.

Continuing his winning record, the Frenchman went on to collect his third Dakar success on four wheels in January 2007 before taking victory on July's Baja Espana, as well as on the UAE Desert Challenge which rounded off the year's FIA Cross-Country Rally World Cup.

Career Highlights:
1991                       1st, Dakar (motorbikes)
1992                       1st, Paris-Le Cap (motorbikes)
1993                       1st, Dakar (motorbikes)
1995                       1st, Dakar (motorbikes)
1996                       1st, UAE Desert Challenge (motorbikes)
1997                       1st, Dakar (motorbikes);
                              4th, UAE Desert Challenge (motorbikes)
1998                       1st, Dakar (motorbikes)
                              1st, 24 Heures de Chamonix
1999                       7th, Dakar (Nissan)
2000                       2nd, Dakar (Mega)
2001                       1st T1 category, Dakar (Nissan)
2002                       1st, Rallye de Tunisie
                              1st, UAE Desert Challenge (Mitsubishi Pajero* Evolution)
2003                       3rd, Dakar (Mitsubishi Pajero* Evolution)
                              2nd, Italian Baja (Mitsubishi Pajero* Evolution)
                              1st, UAE Desert Challenge(Mitsubishi Pajero* Evolution)
2004                       1st, Dakar (Mitsubishi Pajero* Evolution)
                              1st, Rallye de Tunisie (Mitsubishi Pajero* Evolution)
                              1st, Rallye du Maroc (Mitsubishi Pajero* Evolution)
                              8th, UAE Desert Challenge(Mitsubishi Pajero* Evolution)
2005                       1st, Dakar (Mitsubishi Pajero* Evolution)
                              2nd, Patagonia-Atacama Rally (Mitsubishi Pajero* Evolution)
                              1st, UAE Desert Challenge (Mitsubishi Pajero* Evolution)
2006                       4th, Dakar (Mitsubishi Pajero* Evolution)
                              1st, Rallye de Tunisie (Mitsubishi Pajero* Evolution)
                              2nd, UAE Desert Challenge (Mitsubishi Pajero* Evolution)
2007                       1st, Dakar (Mitsubishi Pajero* Evolution)
                              1st, Baja Espana (Mitsubishi Pajero* Evolution)
                              1st, UAE Desert Challenge (Mitsubishi Pajero* Evolution)

JEAN-PAUL COTTRET

Frenchman Jean-Paul Cottret was born in June 1963 and now lives with his wife Sandrine and his two children, Marine and Charlotte, near Auxerre, France. Between 1984 and 1992 he was actively involved in cross-country rallies as a member of various service crews, before making the switch to the co-driver's seat.

He participated in the 1992 Rallye de Tunisie and finished ninth overall. He was ninth in Spain the following year and then took third on the 1994 Dakar Rally and clinched the T2 Cross-Country Rally World Cup title.

Numerous top class results followed in events such as Tunisia, the Australian Safari, Morocco and Egypt and he was second overall with Stéphane Peterhansel on the 2000 Paris-Dakar-Cairo Rally. The following season saw the pair win the T1 category, before joining the Mitsubishi team to take a series of outright wins in Tunisia, Dubai, Morocco and a maiden Dakar Rally triumph in January 2004.

Cottret repeated his Dakar success with Peterhansel by winning the event for a second time in January 2005 and they were second together on the Patagonia-Atacama Rally.

After disappointments in Morocco and Spain, the pair gave the revised MPR12 version of the Pajero* Evolution a successful shakedown with a crushing win on the 2005 UAE Desert Challenge and went on to finish fourth on the 2006 Dakar after leading for several days. Prior to working on the development of the new MPR13, the pair clinched victory on the Rallye de Tunisie and took part in the Rallye du Maroc. In January 2007, he won the Dakar with Peterhansel for a third time before spearheading a Mitsubishi one-two on last summer's Baja Espana and navigating Peterhansel to a fourth success in the United Arab Emirates.

Career Highlights:
1984-1992            Participation in cross-country rallies as a member of different service crews
1992                    9th, Rallye de Tunisie
1993                    9th, Baja Espana
1994                    3rd, Dakar
                           1st, T2 Cross-Country Rally World Cup
1995                    6th, Rallye de Tunisie (1st, T1 category)
                           3rd, Baja Portugal (1st, T2 category)
1996                    3rd, Australian Safari (1st, T1 category)
                           5th, Master Rally (1st, T2 category)
1997                    3rd, Rallye du Maroc (1st, T2 category)
                           3rd, Australian Safari (1st, T1 category)
                           1st, Rallye Monte Carlo Electric
1998                    1st, Baja Portugal
1999                    1st, Egypt
2000                    2nd, Dakar.

JOAN ROMA

Joan 'Nani' Roma Cararach was born in February 1972 in Spain. He currently lives in Catalonia and is married with two daughters, April and Julia.

Nani first contested the Dakar in 1996 and his participation in the African marathon in 2007 was his 12th in total and his third on four wheels.

The record of the 1994 European Enduro Champion also includes a long list of wins on the Baja Aragon Espana during his spells in the BMW and KTM factory teams. He has twice taken gold at the International Six Days Enduro (ISDE) – in the United States and Poland – and contested the 24 Hours of Catalunya on four wheels.

It was on the 2002 Dakar that he sprang to international acclaim when he took command in the closing stages through Mauritania and Senegal, only to retire within sight of the finish.
After securing further stage wins and leading the event on several occasions, he went on to
fulfil his dream by taking his first Dakar win in January 2004 in Repsol KTM colours.

In October 2004, it was announced that the Spaniard would join the Mitsubishi team for the 2005 Dakar Rally at the wheel of a Mitsubishi Pajero* Evolution which he drove for the first time in Dubai after the UAE Desert Challenge.

Roma went on to finish sixth overall on the Dakar and followed that up with fourth places on the 2005 Patagonia-Atacama and the Rallye du Maroc. The same year saw him claim his first
outright win for the Mitsubishi Motors Team – on the Zaragoza-based 2005 Baja Aragon Espana – less than twelve months after his debut for the team.

After taking sick during the 2005 UAE Desert Challenge, which forced him to miss two days of the dress rehearsal for the following year's Dakar, Nani went on to finish his second Dakar outing with Mitsubishi on the podium (3rd) in 2006.

He finished second overall on the 2006 Patagonia-Atacama Rally behind team mate Alphand and was second again on the 2006 Transiberico Rally after a thrilling rally-long fight with Giniel de Villiers. Following the tragic accident which claimed the life of his co-driver Henri Magne in Morocco, Nani returned to testing duties in Morocco over the summer months, before continuing the development of the new MPR13 version of the Pajero* Evolution in readiness for the 2007 Dakar Rally which he finished in 13th place overall.

Later in the year, he came 2nd overall on the Transiberico Rally in June and second again on  July's Baja Espana, while sickness once again forced him to miss much of the 2007 UAE Desert
Challenge.

Career Highlights:
1991                       2nd, Spanish 125cc Enduro Junior Championship
1992                       Contests the Spanish European 125cc Enduro Championship
1993                       4th, Spanish Enduro Championship
1994                       1st, European Enduro Championship Gold medal, ISDE (USA)
1995                       2nd, Spanish Enduro Championship
                              1st, Baja Espana Gold medal, ISDE (Poland)
1996                       Dakar Rally (motorbike)
                              3rd, Spanish 4T Enduro Championship
                              2nd, World 4T Championship
1997                       1st, Baja Aragon Espana
                              1st, Spanish Enduro Championship
                              1st, Spanish Rally Raid Championship
1998                       1st, Baja Aragon Espana
                              4th, Rallye de Tunisie
                              1st, Spanish Rally Raid Championship
1999                       1st, Baja Aragon Espana
                              1st, Italian Baja
                               2nd, Rally Egypt
                              2nd, UAE Desert Challenge
2000                       17th, Paris-Dakar-Cairo (4 stage wins)
                              1st, Italian Baja
                              1st, Baja Aragon Espana
2001                       2nd, Baja Aragon Espana
2002                       1st, Rallye de Tunisie
                              1st, Baja Aragon Espana
                              Leads Dakar until the final stages and retires
2004                       1st, Telefonica Dakar Rally (KTM)
                              Joins Mitsubishi Team for the 2005 Dakar
                              2nd, Qatar Baja
2005                       6th, Dakar
                              4th, Patagonia-Atacama Rally (Mitsubishi L200 Pick-Up)
                              4th, Rallye du Maroc
                              1st, Baja Espana
2006                       3rd, Dakar
                              2nd, Patagonia-Atacama Rally
                              2nd, Rally Transiberico
2007                       13th, Dakar
                              2nd, Rally Transiberico
                              2nd, Baja Espana

LUCAS S. CRUZ

Lucas S. Cruz was born in Barcelona, Spain, in December 1974 and now lives in Ripollet, Catalonia. Multi-lingual, Lucas is a professional computer engineer, who first entered the world of rallying in 1994 when he tackled the tarmac Catalunya Championship with Miguel A.Fernandez in a Peugeot 205 Rally for two seasons.

He had to wait a further seven years to record his first victory in the Spanish Rally Championship, when he and Txus Jaio won the Rally Ciudad de Murcia in a Ford Focus WRC running as part of the Carlos Sainz Junior Team.

His first international success came the same year, when he and former Ralliart driver José-Luis Monterde won the Rookie category and were classified as the first Amateur crew in the 2001 Dakar Rally in a Nissan Patrol GR. By this time Lucas had gained experience assisting Luis Climent in the Skoda factory team tackling the FIA World Rally Championship.

Lucas and Txus clinched the Spanish Gravel Championship in 2002 and 2003 in a Ford Focus WRC and he also tackled the Dakar with Monterde and the Baja Espana with Santiago Lopez. Lucas became an official co-driver for Honda Spain alongside Luis Climent and also tackled the Baja Espana again, this time with Climent in a Mitsubishi Pajero*.

In 2004, he tackled the Spanish tarmac series with Salvador Canellas in a factory Honda Type-R, as well as his home gravel series with Txus Jaio in a Mitsubishi Lancer Evolution. Lucas also partnered Climent on the Baja Espana and Rallye de Tunisie.

The following season he and Carlos Sole won the Spanish TT series in a BMW X5 and Lucas worked as a co-ordinator for the BMW Motor Cadiz Team, in addition to contesting the Spanish tarmac series with the Mitsubishi-RACC team, the gravel series with Fiat and the Rally Mexico with Xavier Puns.

In 2006, Lucas competed in the Dakar Rally as a co-driver in a T4 support truck with the Volkswagen team and signed with the Nissan team to partner the experienced Marc Basques in the Spanish TT Championship and the FIA International Cup for Bajas.

The pair won the Italian Baja, the opening round of the FIA series. He then attended the second MMSP test session in Morocco and signed a contract with Mitsubishi to partner Nani Roma in the 2007 Dakar Rally and finished 13th overall before taking second overall on June's Transiberico
Rally and on July's Baja Espana.

Career Highlights:
1994                       Co-driver, Catalonia Rally Championship (with Miguel Fernandez)
1997                       Co-driver, Catalonia Rally Championship (with Joan Frequent)
1998                       Co-driver in the Catalunya Championship (with Miguel Fernandez)
1998-1999               Co-driver, Carlos Sainz Junior Team in Spanish Gravel and Tarmac Rally Championships (with Oscar Fuentes)
2000                       Gravel crew for works Skoda driver Luis Climent (FIA World Rally Championship)
                              Co-driver, Spanish Gravel Rally Championship (with Toni Former/Group N Seat Ibiza)
                              Co-driver for José-Luis Monterde on the Baja Espana and Egypt Rally
2001                       1st, Rally Ciudad de Murcia (Ford Focus WRC)
                              1st Rookie and 1st Amateur, Dakar (with José-Luis Monterde)
                               Co-driver, Carlos Sainz Junior Team (with Txus Jaio)
2002                       1st, Spanish Gravel Rally Championship (with Txus Jaio/Ford Focus)
                              Co-driver for José-Luis Monterde on the Dakar
                              Co-driver for Santiago Lopez on the Baja Espana
2003                       1st, Spanish Gravel Rally Championship (with Txus Jaio)
                              Co-driver, Spanish Tarmac Rally Championship (with Luis Climent)
                              Co-driver for Luis Climent on the Baja Espana (Mitsubishi Pajero*)
2004                       Co-driver, Spanish Tarmac Rally Championship (with Salvador Canellas)
                              Co-driver, Spanish Gravel Rally Championship (with Txus Jaio/Mitsubishi Lancer Evolution VIII)
                              Co-driver for Luis Climent on the Baja Espana and the Rallye de Tunisie
(Toyota)
2005                       1st, Spanish All-Terrain Co-drivers' Championship (with Carlos Sole)
                              Coordination work
                              Co-driver, Spanish Tarmac Rally Championship (with Samuel Lames/Mitsubishi-RACC Lancer Evolution VII MR)
                              Co-driver, Spanish Gravel Rally Championship (with Albert Liberal)
                              Co-driver for Xavier Pons on the Rally Mexico (WRC)
2006                       Co-driver for Joseph Pool on the Lisbon-Dakar Rally
                              Co-driver, Spanish TT series and FIA Baja Cup (with Marc Basques)
                              1st, Spanish Gravel Rally Co-drivers' Championship (with Albert Liberal)
                              Attended MMSP tests in Morocco in September and joined Team Repsol
                              Mitsubishi Ralliart to partner Nani Roma on the 2007 Dakar
2007                       13th, Dakar
                              2nd, Rally Transiberico
                              2nd, Baja Espana

MITSUBISHI PAJERO/MONTERO EVOLUTION (MPR13)
DAKAR RALLY 2008
(T1 Modified Cross-Country Cars)
Technical Specification

OVERALL LENGTH                          4195mm
OVERALL WIDTH                            1990mm
WHEEL BASE                                 2775mm
FRONT TRACK                                1750mm
REAR TRACK                                  1750mm
ENGINE MODEL                              Based on Mivec, 6-cylinder, 24-Valve, DOHC,fixed inlet port, dry-sump oil system
FUEL SYSTEM                                ECI multi-point fuel injection
DISPLACEMENT                              3997cc
MAXIMUM OUTPUT                         199kw (270 PS) / 5500 rpm, 417Nm (42.5 kgfm) /4500rpm
TRANSMISSION                              5-speed Ricardo-type, sequential shift gearbox and mechanical gear selection
4WD system                                   full time, mechanical centre diff lock
Front diff                                          Xtrac self-locking differential
Rear diff                                          Xtrac self-locking differential
SUSPENSION
Front                                              Independent, double wishbones, coil spring
Rear                                               Independent, double wishbones, coil spring
Dampers                                         2 shocks per wheel, fully-adjustable damping and
anti-roll bar system
STEERING                                     Power-assisted rack and pinion
WHEEL STROKE                           250 mm front and rear
BRAKES                                        Front and rear: Ventilated Brembo discs with 6-piston
Brembo calipers
WHEELS                                        aluminium 7x16
TYRES                                            BF Goodrich 235/85 - 16
MINIMUM WEIGHT                          1825 kg
OTHERS                                         Aeronautic steel multi-tubular frame, Honeycomb body
floor and carbon fiber body
FUEL TANK CAPACITY                    500 litres (competition range around 800 kms - 400 kgs
extra weight with full tank)

The Mitsubishi Pajero/Montero Evolution story

PONT-DE-VAUX, France – The Mitsubishi Pajero/Montero Evolution was developed from the Super Production car regulations of the FIA (Federation International de l’Automobile) that came into force from 2002.

The original design was the brainchild of the Design Center at Mitsubishi Motors.  The car was based upon the Mitsubishi Pajero/Montero Evolution and Evo 2+2 concept cars and, like all Super Production class models, was limited to a maximum width of 2,000mm and maximum wheel travel of 250mm.

The base model was launched at Frankfurt and a refined version was shown at the Geneva Motor Show in March 2002. The motor sport program began in June 2002, in conjunction with MMSP's Sport Director Dominique Serieys and Technical Director Thierry Viardot. The prototype was tested extensively in the wind tunnel.

The original Pajero/Montero Evolution MPR10 (MPR standing for Mitsubishi’s factory code name for each model) complied fully with the new regulations. Mitsubishi introduced several modifications to the original Mitsubishi Pajero/Montero Evolution after a detailed test session in Morocco in July 2003.

The major development was the successful transition from a 3.5-litre V6 engine to a 4.0-litre V6 unit. FIA Cross-Country technical regulations allowed engine capacity increases in a minimum of 500cc increments. The powerplant was built and developed in Japan. It was used for the first time during the two-week test in Morocco and powered the factory cars during the 2003 UAE Desert Challenge.

Modifications were also made to the suspension set-up and these were put into practice on the UAE Desert Challenge in 2003. MMSP used Brembo brakes, a 500-liter fuel tank was retained, but the minimum weight was extended from 1,750kg to1,825kg as per the FIA technical regulations. The interior roll cage was reinforced around the windscreen and roof areas.

Torque and throttle response was improved considerably and maximum torque increased from 36 to 43 kg/m at 3,500rpm, a 19% improvement. The original Pajero/Montero Evolution engine was lowered by 100mm and placed 300mm back for a lower center of gravity to optimise weight distribution. Mitsubishi retained a six-speed sequential gearbox, although a new Kinetic and hydraulic anti-roll bar system was tested extensively in Morocco and used for the first time during the 2003 UAE Desert Challenge.

But Mitsubishi knew that to remain competitive against improving competition, then the MPR10 would need to be further developed and improved. The MPR11 was the result of many months hard work by the team at Pont-de-Vaux and it made its competition debut in the hands of Stéphane Peterhansel and Jean-Paul Cottret during the 2004 UAE Desert Challenge.

Team-mates Hiroshi Masuoka and Andreas Schulz used the existing MPR10 in Dubai to enable MMSP technicians and engineers to make a comparison between the two cars in adverse conditions. The new MPR11 offered increased torque, especially at lower engine speeds, although it delivered a similar power output to the MPR10. Mitsubishi carried out exhaustive tests in Morocco with various suspension settings and there were subtle improvements to the suspension. The MPR11 benefited from improved weight distribution and had a lower center of gravity to improve handling, cornering and road holding.

Peterhansel and team-mate Luc Alphand went on to take first and second overall in the 2005 Dakar Rally with the MPR11 to retain the Pajero/Montero Evolution's unbeaten record on the Dakar Rally.

But Mitsubishi Motors team management knew that to stand still in terms of car development was asking for trouble and work had began even before the 2005 Dakar Rally on a revised MPR12 version of the all-conquering car.

Components were tested on events during the course of the season and Mitsubishi again utilised two rigorous test sessions in Morocco in June 2005 and September 2005 to ensure that the changes and revisions to the car were worthwhile.

"The plan was to make sure that every component on the Mitsubishi Pajero/Montero Evolution was capable of completing an entire Dakar Rally," admitted Technical Director Thierry Viardot.

Viardot admits that the extra weight of a full tank of fuel can be critical. "A full tank of 500 liters weighs around 400kg and that is a lot of extra weight to carry at the start of a day. FIA regulations state that a car in this category must have a fuel range of 800km. Weight distribution is so important with this car. With the fuel tank in the back and the engine in the front, a 50:50 weight split is arrived at with around 250 liters of fuel in the car.

"We completely revised components such as the differentials and the dampers with the MPR12. These suspension parts can experience staggering temperatures of up to 200 degrees Centigrade over terrain like camel grass. We have spent many hours working on damper and suspension settings and fine-tuning what we have."

New technical regulations dictated several minor changes to the new car, although Viardot admitted that the MPR12 was very similar to its predecessor from the outside. An adjustable engine inlet port was replaced by a fixed inlet port and the team was forced to adapt the damper settings with the abolition of the Kinetic or hydraulic antiroll bar system.

Magnesium was replaced by aluminium as a base metal for the wheels, although Viardot admitted that each aluminium wheel weighed around five kilograms more than its magnesium predecessor.

Work was carried out on engine performance and torque characteristics of the engine and Viardot stressed that individual set-ups were devised for differing road and stage conditions - be it hot twisty summer stages in Spain where the brakes are crucial, cool Dakar desert stages in Mauritania or the baking heat of the dunes of the United Arab Emirates, where engine and transmission cooling is critical.

The MPR12 fulfilled its goal of clinching a sixth successive Dakar victory for Mitsubishi.  But the MPR13 was already under development. An initial computer design was carried out by Viardot’s technical team in May 2005 at Pont-de-Vaux and the car was tested on gravel terrain for the first time in late June 2006 in Morocco.

MMSP took one MPR12 and one MPR13 to Erfoud in Morocco for a two-week test with team drivers Stéphane Peterhansel, Luc Alphand, Joan ‘Nani’ Roma, Hiroshi Masuoka and test driver Jean-Pierre Fontenay. A second test took place at the start of September 2006 using one MPR13 and each of the team’s contracted Dakar drivers. A revised cooling system, new air ducting and a repositioned radiator assembly was tested at this time.

The new MPR13, which features a revised space frame chassis, was designed and developed jointly between Pont-de-Vaux and Okazaki R&D Design in Japan, with extensive liaison between the two parties critical to the success of the project. “There has been  extensive collaboration between France and Japan on this car,” said Viardot.

One of the major improvements over MPR12 is the weight distribution in MPR13.  The positioning of the fuel tank has been improved and spare wheel holders have been moved, leading to a lower center of gravity and balanced weight distribution.

MMSP technicians have increased the comfort and safety for the crew inside the cockpit. There is slightly more leg room, the seats can be pushed back a little and headroom has been improved for tall drivers like Roma.

Mitsubishi have slightly improved the approach angle of the front of the car – critical when crossing dune complexes – but Viardot admits that improvements to the engine have been limited by stringent FIA technical regulations. “Unfortunately we are already on or near our power output limit so there are limited ways to improve the performance of the car in this area.”

Small modifications to the engine have made it more responsive, courtesy of weight reduction in the valve gear train, as well as improvements to the fuel injection system.

Improvements have also been made in the area of brake cooling as well and MMSP carried out a test of a new BF Goodrich tire compound which the Clermont-Ferrand based tire supplier hopes to use in competition in the near future.

The MPR13 also features new suspension geometry and revised suspension settings and Viardot admits that this aspect of the car is being improved all the time. The internal components of the transmission are largely unchanged, but MPR13 utilises a new casing to fit in the new chassis dimensions.

The new vehicle offers additional advantages in weight reduction and improved rigidity through the replacement of the conventional sub frame with the newly-designed integral multi-tubular frame. The lowered and centred mass, when used in conjunction with a modified suspension system, makes a significant contribution to enhanced manoeuvrability and dynamic stability. The new car also features gull-wing doors.

“We have been integral in coming up with the ideas and specifications that we require for the new car and Japan have the expertise and facilities to carry out feasibility studies and develop the components we need. This has been especially useful on chassis design, where Japanese technicians are in a position to optimise the specification to its maximum potential.

“The engines are built in Japan and we assemble the transmissions using some components sourced from the United Kingdom. The remainder of the car is built at Pontde-Vaux in collaboration with Japan.”

The MPR13 has practically reached the peak of its potential but the team profited from the eleven months between the 2007 and 2008 Dakar Rallies to further fine-tune its performance.

Development work in Morocco and France focused on enhancing the suspension set-up with a view to making the car even more comfortable to drive, while significant work went into finishing the ideal ratios for the new five-speed which has replaced the initial six-speed speed box following the introduction of changes to the technical regulations.

"Our mission has basically been to select the ratios that will give us the best compromise between performance and reliability since each gear clearly has to cope with greater constraints in a five-speed box," observes Thierry Viardot.

The latest regulations also dictate a bigger engine air-restrictor for petrol-engined cars which has not had such a major effect on performance.

"This change was relatively straightforward to take onboard and was mainly dealt with by working on the electronics on the dyno," concludes Viardot. "Torque hasn't been severely affected, although we have lost a little top-end power."

A MITSUBISHI OUTLANDER ON THE 2008 DAKAR…

Outlander's unique blend of power, styling and versatility makes it an ideal choice
for modern, active families. Thanks to a long list of Mitsubishi technical
innovations and, as its slogan 'All Road Handling Pleasure' implies, it adapts
effortlessly to all types of conditions and terrain.
It is for this reason that Mitsubishi Motors has decided to enter an Outlander 2.2 asa Team Repsol Mitsubishi Ralliart service vehicle on the 2008 Dakar.

Outlander symbolizes the renewal of Mitsubishi's line-up and is the brand's first vehicle to be built on the global platform that is the result of MMC's Project Global.  Outlander is also packed with Mitsubishi's acclaimed expertise in the realm of four-wheel drive technology and is powered by a choice of 2.2 Di-D 156hp and 2.0 Di-D 140hp engines.  Although the route for service vehicles on the Dakar will not cover the same challenging terrain as that faced by competing cars, it will still be necessary to have a certain degree of off-road ability to cross the region's vast, sandy and rocky expanses and possibly come through the odd complex predicament…

Like the Delica D5 service vehicle which took part in the 2007 and which uses the same platform as Outlander, the 2008 Dakar Outlander has been built in compliance with ASO's safety regulations and features four bucket seats with harness belts, a safety rollcage, an additional fuel tank, underbody protection, Bose dampers, navigational equipment, etc.

Outlander's carefully penned styling combines elegance with sporty lines which have contributed to making Outlander a genuine best-seller in Europe, and there is no doubt that its colourful livery will turn heads since it is identical to that of the competition Pajero/Montero Evolutions.

Outlander's overall dimensions are smaller than those of comparable vehicles, while its versatility is enhanced by the availability of five-seater and five+two versions, plus a carrying capacity of up to 1,691 litres. Its modularity also means that the four Repsol Mitsubishi Ralliart team members and their luggage will be able to travel in comfort and safely throughout the two-week event.

MAIN TECHNICAL CHARACTERISTICS (standard Outlander 2.2)

o 2.2 Di-D common-rail diesel engine with particulate filter
o 156hp @ 4,000rpm, and 380Nm @ 2,000rpm,
o Fuel consumption from 7.2 litres/100km (combined cycle)
o Emissions from 194g/km (combined cycle)
o 0-100kph: 9.9 seconds
o Top speed: 200kph (where legally permitted)
o All Wheel Control (active control of the four driven wheels),
o ASTC (active stability and traction control)
o ABS and EBD,
o Six-speed manual gearbox,
o Three-year or 100,000km warranty.

Active mode

Although Outlander is happy to leave the role of out-and-out 4x4 to the Pajero/Montero, it still stands out as an uncompromising solution for drivers looking for a different kind of leisure vehicle.

It makes full use of the adaptability that has been dialled into the new MMC Project Global platform and offers a standard of active safety and driving pleasure equivalent to that of a saloon. This has been made possible thanks to features such as active control of the four driven wheels, fully independent suspension, high performance brakes and a low centre of gravity which has been obtained, in part, thanks to an aluminium roof which employs technology tested on Lancer Evolution IX. Outlander also calls on the Mitsubishi-developed electronic 4x4 control system which permits drivers to choose between three modes to match the level of traction control to individual preferences and/or road conditions.

The centre differential incorporates an electronically controlled coupler which uses predictive control to determine the optimal torque split between the front and rear wheels based on data received from the butterfly valve sensors, the vehicle's speed, the conditions, the type of road and driving style:

��            In 2x2 mode, torque is delivered exclusively to the front wheels to ensure agility and enhanced fuel economy.

��            In 4x4 AUTO mode, torque transfer is controlled to permit progress and steering on unsealed roads or in unfavourable road conditions.

��            Finally, in 4x4 LOCK mode, torque is immediately available to the rear wheels which receive approximately 1½ times more torque than in the normal 4x4 mode with a view to optimizing performance in very slippery conditions (ice/snow) or on dirt roads and tracks.

Changing from one mode to another is extremely simple and practical: all the driver has to do is turn the illuminated, easy-to-manipulate switch located between the front seats.

In the light of Outlander's success in Europe, Mitsubishi Motors Corporation has decided to transfer the vehicle's production to its NedCar factory in Holland in 2008. The production lines consequently freed up in Japan will be employed to produce future Mitsubishi models based on the same global platform (Lancer).

INTERVIEW: DOMINIQUE SERIEYS
(TEAM DIRECTOR, MMSP)

MMSP's Team Director Dominique Serieys, who won the 1993 Dakar in a Mitsubishi with Bruno Saby (France), talks about the forthcoming Dakar Rally and of Repsol Mitsubishi Ralliart's chances of winning the event for an eight successive year which would mean a record-breaking 13th time in total.

How do you see Mitsubishi's chances of taking its score to eight Dakar wins in a row?
Dominique Serieys: "Our success over the years puts pressure on us to maintain the high standards we have achieved in the past. Mitsubishi has contested the Dakar 26 times without missing a single year and our current run totals seven consecutive wins.

"That's a record that speaks for itself and a unique accomplishment in any form of motor sport at this level, but I have mixed feelings about the 2008 event. Generally, we turn up for the start of the Dakar with a car that is either an evolution of the previous year's model, or else brand new, as in 2007 when the Mitsubishi Pajero/Montero Evolution MPR13 made its debut.

"For once, this year's car is practically identical to the one that won outright in the hands of Stéphane Peterhansel last January. Not only that, but the technical regulations have changed for 2008 and we will be forced to run with a 31mm engine air-restrictor instead of the 32mm restrictor enforced for then 2007 event. The new regulations, which were only released last April, have also forced us to switch from our proven six-speed gearbox to a five-speed box which we have had to design and develop in a very short space of time."

You've obviously had to work hard to take these changes into account, yet the MPR13 recently won the 2007 UAE Desert Challenge which many see as a full-scale dress rehearsal for the Dakar. What do you consider to be the MPR13's principal strengths?
Dominique Serieys: "Indeed, as our car has approached the peak of its development potential, we have focused our effort on making it as comfortable and easy to drive as possible by working on the suspension, balance and traction. The 2007 UAE Desert Challenge revealed that our overall package is competitive on sandy terrain and dunes at least, and that's extremely encouraging for the Dakar's Mauritanian stages. The reliability of the MPR13 will hopefully also be a factor."

Has what you see as a performance handicap led you to revise your approach the 2008 event?
Dominique Serieys: "To overcome the unbalance between the categories, we have sought to prepare a global strategy that will focus more on consistency than on targeting overall stage wins. It will call for a disciplined approach but this is something all our drivers and everyone in the team understands. I think our experience and team spirit count among our main strengths, especially when you couple that with the contribution of the enthusiastic, hard-working staff who operate out of our base in Pont de Vaux and in Japan."

This will be your fourth Dakar with exactly the same driver line-up – Luc Alphand (France), Hiroshi Masuoka (Japan), Stéphane Peterhansel (France) and Nani Roma (Spain). How much of an advantage is that?
Dominique Serieys: "Stability is very important. Its leads to a two-way sense of confidence and allows you to involve the drivers more closely as you build and develop. They don't have to spend their time worrying whether they will have a contract in, say, two months' time. As a result, they more committed. We form a bonded team and that, too, is essential because constantly having to start from zero in what can be a very individualistic sport can have a disturbing effect. On top of that, our drivers are complementary and very experienced. Three of them share six car wins on the Dakar between them, while Nani has won the event on a motor bike and now has the experience and ability on four wheels to make a real contribution to our overall strategy."

You also place the emphasis on driver and co-driver fitness which includes a year-long training programme. Why is this aspect so important in your eyes?
Dominique Serieys: "In addition to the basic benefit of keeping our drivers fit for what is an extremely physically demanding sport, it forges and strengthens bonds and, when the going gets tough, team spirit is essential. On the fitness front, we monitor their progress from year to year. This year's programme even went a step further by including a particularly punishing hike round the Mont Blanc. The idea was to push the crew members to their physical and mental limits in an extreme environment, and I have to say that they all came through it very well. "The diary continues with more conventional work-outs in Catalonia and then in Brittany as the Dakar approaches. Nani and Luc are both very strong physically, while Stéphane and Hiroshi are consistent and can also count on their mental strength. This overall mix could well turn out to be decisive this year…"

What do you think the principal challenge of the 2008 Dakar will be?
Dominique Serieys: "It has almost become a tradition for the organisers to mark the landmark events by making them particularly difficult. So, for the 30th anniversary Dakar, I think we can expect a very challenging route through Morocco and Mauritania, although I think the Mauritanian stages will be the toughest test. Our crews and everyone in the team are very experienced, so that will obviously be a big 'plus' for Repsol Mitsubishi Ralliart, while the Pajero/Montero Evolution's reliability also promises to be a big asset for us. "

Who do you see as your main opposition this year?
Dominique Serieys: "Clearly, Volkswagen has a very strong line-up with Sainz and de Villiers, and the team combines performance with the understanding of the Dakar it has gradually built up. And I don't think we can forget the BMW operation which benefits from factory support, a strong engine and some experienced drivers. And there's no way anyone should overlook Schlesser."

You expect a tough route and strong competition from your rivals. What influence will that have on your strategy?
Dominique Serieys: "Without wanting to give anything way, let me just repeat that our experience and team spirit are two of our major strengths. The 2007 Dakar showed once again that the priority is consistency and not necessarily taking stage wins. The thing about an event like the Dakar is that the crews are more or less on their own during the stages and are not always aware of what is going on around them in terms of what the competition is doing. This calls for a great sense of discipline and our drivers are very conscious of that."

INTERVIEW: THIERRY VIARDOT
MMSP'S TECHNICAL DIRECTOR

MMSP'S Technical Director is Thierry Viardot (France) and he is based at the MMSP SAS headquarters at Pont-de-Vaux in France and has worked in close liaison with Japanese engineers at MMC’s Okazaki R&D Center in Japan on all the most recent versions of the Mitsubishi Pajero/Montero Evolution.

Viardot and his team have made several improvements to the MPR13 which made its debut on the 2007 Dakar and hope that its competitiveness and pedigree will help steer Repsol Mitsubishi Ralliart to an eighth successive Dakar win in January.

The Mitsubishi Pajero/Montero Evolution MPR13 is about to contest the Dakar for the second year running. What are the strengths that helped it to win this event in 2007 and how has it been improved for the 2008 rally?
Thierry Viardot: "The MPR13 was competitive out of the box and, as we saw on last Dakar Rally, strength and reliability were built into is DNA from the outset. "The drivers have always found it to be a nicely balanced and significant groundwork went into weight distribution and suspension performance to produce a car that was both safe and comfortable to drive over the sort of distances you cover on the Dakar. The MPR13 also boasts excellent traction and cooling performance, including the engine, the dampers and the other assemblies prone to heat. We wouldn't be unduly concerned if this year's Dakar turned out to be exceptionally hot. "The current Montero/Pajero Evolution is a well-sorted car but I believe there is little we can do to take its development much further. The most recent tests essentially focused on the suspension with a view to making it even easier to drive and thereby minimize the strain put on the drivers."

What effect have the new technical regulations announced in April had on the MPR13?
Thierry Viardot: "The new regulations dictate the use of an even smaller airrestrictor for the engine and the mandatory switch from a six- to a five-speed gearbox which is a difficult handicap to overcome for a petrol-engined car like the MPR13. Our mission was basically to select the ratios that would give us the best compromise between performance and reliability since each gear clearly has to cope with greater constraints in a five-speed box. "

How much testing has the team done for the 2008 Dakar and to what extent did the different events you contested in 2007 contribute to the car's development?
Thierry Viardot: "We covered around 7,000km in Morocco, where we were able to run on all the different types of terrain we are likely to encounter on the Dakar. We also did a certain amount of testing in France. We returned to Morocco for tyre tests with our partner BFGoodrich. "The different events we contest during the year offer little chance to undertake any real development work, although they do allow us to validate and evaluate the endurance of certain solutions that result from testing."

Have there been any developments on the tyre front?
Thierry Viardot: "The Dakar rules say that we must choose a single tyre for the entire rally. We have done some valuable testing with BF Goodrich but we will essentially run the same tyre in 2008 that we used on the 2007 event. The Rock T/A has a long, successful record and it is always reassuring to run with a proven product on the Dakar."

INTERVIEW: DAVID SERIEYS
MMSP'S LOGISTICS MANAGER

MMSP'S Logistics Manager David Serieys is in charge of the myriad of logistical and organizational tasks that are crucial to the success of Repsol Mitsubishi Ralliart on the Dakar.

The brother of MMSP's Managing & Sports Director Dominique Serieys, David talks about some of the fascinating aspects of his role as MMSP’s Logistics Manager.

What are your responsibilities this year? Have they changed in the last 12 months?
David Serieys: "My responsibilities this year are identical. They cover the entire logistics operation for Repsol Mitsubishi Ralliart and include precise planning of team movements, team accommodation, fuel supply and logistics, freight movement and the logistical organization of our team before, during and after each stage of the event."

How many people will be in the Mitsubishi team on the 2008 Dakar?
David Serieys: "For the 2008 Dakar, our team will consist of 56 people, plus 14 additional staff who will provide additional help for the European stages and during the rest day in Nouakchott, Mauritania. The team is essentially made up of 10 mechanics, five stores staff, four body panel specialists and three electricians, plus the five  technicians, three logistics staff, one physiotherapist, the 14 drivers and mechanics who crew the different service vehicles, three team management personnel and the eight drivers and co-drivers."

How long do you spend working on the logistics for the Dakar?
David Serieys: "We have been working hard on preparations for the 2008 Dakar ever since ASO released the names of the four countries – Portugal, Morocco, Mauritania and Senegal – that this year's event would visit, as well as the dates and locations for the start and finish. This announcement was made in May. "Over subsequent months, ASO provided us with additional information such as the date of the official rest day in Nouakchott and that permitted us to work on other details of the overall plan.

"The first three months meant working on the Dakar logistics at the same time as the rest of our motor sport program. During the final three months of the countdown, however, the workload increases significantly, especially after the official presentation of the 2008 Dakar on November 21. This is when ASO divulges the complete route and specific details concerning the event."

Mitsubishi has vast experience in Africa. Is that one of the team’s strengths?
David Serieys: "Yes it is. The 30th anniversary Dakar will be Mitsubishi Motors 26th entry on this celebrated event. Over the years, all the various departments that make up our team have accumulated great experience."

How does the team travel during the Dakar?
David Serieys: "The entire team travels between stages in the service vehicles, with the exception of our Team Director Dominique Serieys who will follow the route in the ASO Team Managers' plane. "We will have five 6x6 trucks and six service vehicles, as well as two 6x6 T4 rapid service trucks that will follow the same route as the competitors.  This year, we have been able to reduce the total number of vehicles we take because we will be able to profit from three ASO stock points along the route instead of one. One stop will be in Morocco on January 9, then there is rest day in Nouakchott on January 12/13 and there is another stock point in Mauritania on January 16. This means we do not need to carry as many wheels – which are of course very space-consuming – as we did on the 2007 event. "Each day, the service team travels from one bivouac to the next via a precise itinerary which is given to them by the organizers in the form of a roadbook. Our crews must comply with specific route instructions and adhere to the navigation rules and any security measures imposed by ASO."

What is the biggest headache for a logistics manager on an event like the Dakar?
David Serieys: "There is no single aspect that is difficult to plan, but it is vital that the logistics work is efficient and prepared well in advance."

How do you arrange fuel shipments to each bivouac?
David Serieys: "For the fuel requirement at each bivouac I have to work closely with ASO who supply us with the fuel for the Senegal stages and who deliver our Repsol fuel to the bivouacs in Morocco and Mauritania. A huge African logistical operation has been running for some years now to ensure we will have the necessary fuel for each stage."

Are you a one-man logistics operation or do you have support?
David Serieys: "Thankfully, I benefit from the help of Philippe Tomas and Pascal Millet, who are in charge of the transportation of clothing, equipment and light catering. Their role is very important and consists of preparing everything we will need at each bivouac and making sure all the equipment for our team members need is available. "Preparing all the camping equipment and the larger MMSP tents and equipment for the bivouac – including extra clothing and parts, etc. – is a big job. Before the start, I am helped by Margaret Ledderhof, the Team Director’s assistant who works in Pont de Vaux, not to mention the invaluable assistance I get from the team's stores staff and secretaries."

What is the plan for returning the equipment from Africa to the team's base in France after the event?
David Serieys: "Depending on the outcome of the event, we will return one or more Pajeros/Monteros by plane for marketing purposes, media operations and motor shows. The bulk of our equipment and the remainder of the vehicles are shipped to Le Havre in France by ASO's official freight company. This is a welloiled method that has been used for several years."

What is potentially your worst nightmare in logistical terms on the Dakar?
David Serieys: "We have been preparing the logistics for the 2008 Dakar for around six months and it can be a very frustrating job at times. There are aspects of the organization, particularly in the more remote areas visited by the rally, which you cannot envisage without previously making a recce of the region by plane. We obviously prepare as much as possible but situations over which you have no control can arise, so we do our utmost to make sure everything works smoothly and efficiently."

MITSUBISHI MOTORS
A Unique and Glorious Cross-Country Heritage

Mitsubishi Motors first entered the Dakar Rally in 1983, when Andrew Cowan and the late Colin Malkin finished 11th overall in their Pajero/Montero. On the following year's Paris-Algeria-Dakar Rally, Andrew Cowan and co-driver Johnstone Syer finished third overall, with team mates Hubert Rigal and Patrick Fourticq following in seventh place.

The beginning of the Japanese manufacturer's heritage on the world's greatest off-road rally had begun. A trio of Pajeros for Cowan, Patrick Zaniroli and Bernard Béguin began the 1985 Dakar and Frenchman Zaniroli gave the team the first of its record-breaking 11 victories. Cowan finished second.

Hubert Rigal was the highest-placed of the three entrants (third) on the 1986 Dakar, although Cowan and Zaniroli claimed nine stage victories between them on the way to fifth and seventh places in the final classification.

Japan's Kenjiro Shinozuka joined the Mitsubishi Motors line-up in 1987 and joined Ari Vatanen and Zaniroli - who had switched to the Range Rover team – on the podium. Cowan finished eighth and the Dutch Tijsterman brothers were 12th in a privately run Pajero/Montero.

The reputation of the Dakar was growing every year and 311 cars entered the African marathon in1988, with Mitsubishi fielding three Pajeros/Monteros for Cowan, Shinozuka and Frenchman Pierre Lartigue. Shinozuka improved on his best ever finish by securing the runner-up position, while a little known Frenchman by the name of Jean-Pierre Fontenay was 12th in his Mitsubishi.

The 1989 Dakar headed through Tunisia and Mitsubishi Motors fielded its strongest ever team, with Lartigue and Cowan joined by ex-Grand Prix driver Patrick Tambay and Jean Da Silva. Tambay won his first Dakar stage between Dirkou and Termit and finished third. Tijsterman, Shinozuka, Fontenay and Da Silva were classified as finishers in a Mitsubishi Motors dominated top-10.

Mitsubishi Motors expanded its official entry to five cars in 1990, as the event crossed through the Libyan deserts en route to Dakar. Lartigue, a returning Zaniroli and Shinozuka were joined by newcomers to the factory team, Fontenay and former Sports Car racer Jean-Louis Schlesser. Peugeots monopolised the podium, but Cowan and Shinozuka were fourth and fifth overall and a young Japanese driver by the name of Hiroshi Masuoka finished 10th in a privately-run Pajero/Montero.

Frenchman Phillipe Wambergue and Swede Kenneth Eriksson joined Lartigue, Shinozuka and Fontenay in 1991. Second-placed Lartigue was followed over the finish ramp by two of his team mates, as Mitsubishis filled three of the top four places.

Organisers TSO made significant changes to the route of the 1992 Dakar and the event finished in Cape Town, South Africa, for the first and only time in its history. The event also turned out to be the most successful to date for Mitsubishi Motors, with victory going to Frenchman Hubert Auriol who was joined on the podium by team-mates Germany's Erwin Weber – a Dakar rookie – and Shinozuka.

Five official cars were entered in 1993, with Frenchman Bruno Saby joining Shinozuka, Weber, Fontenay and Spain’s Salvador Servia. Mitsubishi took its third outright victory, courtesy of Saby and co-driver Dominique Serieys – who now works as the team's Race Director at Pont de Vaux. Weber and Shinozuka were fourth and fifth.

A mere 96 cars started the 1994 event and seven of those were factory Mitsubishi entries led by Shinozuka, Saby, Fontenay, Weber and Masuoka - making his first official appearance with the Mitsubishi Motors/Sonauto team. The young Japanese driver (fourth) was the highest-placed of the Mitsubishi finishers.

Five cars were again entered in 1995. German lady Jutta Kleinschmidt replaced Erwin Weber. The event started at Granada, Spain, and the Mitsubishis of Saby, Shinozuka and Fontenay finished second, third and fourth overall.

The Mitsubishi Motors entry was reduced to five cars for Saby, Masuoka, Shinozuka, Fontenay and Tambay in 1996. Again the event began in Granada, and Fontenay finished third overall ahead of Masuoka (sixth) and Saby (seventh).

The 1997 event started and finished in Dakar. The team dominated from the outset to win for the fourth time. Mitsubishi Motors filled the top four places in the overall classification, with Shinozuka claiming his first win. He was followed over the line by Fontenay, Saby and Masuoka.

The event returned to a traditional Paris start the following year and attracted a 173-car entry. Saby, Shinozuka, Fontenay and Masuoka were joined by the former French skier Luc Alphand. Fontenay clinched the team's fifth outright success, as team-mates Shinozuka, Saby and Masuoka filled the top four positions. To cap a successful season, the team also won the FIA Cross- Country Rally World Cup for the first time.

Nissan and the Schlesser team were the major rivals in 1999. Shinozuka, Fontenay, Miguel Prieto, Kleinschmidt, Alphand, Masuoka and Carlos Sousa formed the biggest Mitsubishi Motors line-up in the team's history on the Dakar. Mitsubishi runners won 11 of the 17 special stages and Prieto finished in second, ahead of team-mates Kleinschmidt and Shinozuka. Mitsubishi Motors also won the FIA Cross-Country Rally World Cup for the second time.

For the 2000 Dakar, organisers TSO laid on a challenging route from Dakar to Cairo. Shinozuka, Fontenay and Kleinschmidt were joined by Prieto. Mitsubishi drivers won the majority of the stages, but a serious accident in the Libyan dunes sidelined both Shinozuka and Portugal's Carlos Sousa. Fontenay finished third overall. The team also completed a hat-trick of FIA World Cup titles.

Fontenay, Shinozuka, Kleinschmidt, Masuoka, Sousa and Prieto tackled the 2001 event for Mitsubishi Motors. The rally soon developed into a battle between Mitsubishi, Nissan and Schlesser. Kleinschmidt became the first woman ever to win the Dakar, after team-mate Masuoka lost time in Senegal and dropped to second place. Sousa and Fontenay were fifth and sixth. It was Mitsubishi's sixth outright win.

The 2002 event began in Arras, northern France and Mitsubishi Motors entered Pajeros/Monteros for Fontenay, Shinozuka, Kleinschmidt, Masuoka, Sousa and Alphand. Mitsubishi runners claimed nine of the 15 stages and took a second consecutive victory, courtesy of Masuoka's maiden success. The Japanese manufacturer completed a rout of the top 10, with Pajeros/Monteros filling nine of the top 10 places. Kleinschmidt and Shinozuka were second and third.

The 2003 event began in Marseilles, France, and finished in the Egyptian resort of Sharm El Sheikh. Mitsubishi Motors had given the new Mitsubishi Pajero Evolution a winning debut on the previous year's UAE Desert Challenge and fielded a pair of Evolutions for Frenchman Stéphane Peterhansel and Masuoka, plus two traditional Pajeros/Monteros for Fontenay and Italy's Miki Biasion.

Peterhansel charged into what appeared to be an unassailable lead, only to hit trouble on the penultimate stage in Egypt and hand a second consecutive victory to Masuoka. It was also the team's third successive win and its eighth Dakar success in total. Masuoka was joined on the podium by Fontenay and Peterhansel.

The Mitsubishi Pajero Evolution continued to be developed and the newlyformed Mitsubishi Motors Motor Sports Team (MMSP) went on to win the UAE Desert Challenge for the second year running in October 2003. Mitsubishi Portugal and Carlos Sousa clinched the FIA Cross-Country Rally World Cup to give the Japanese carmaker its fourth FIA World Cup win in seven years. Former biker Peterhansel made up for the previous years' disappointment by clinching a comfortable maiden victory on four wheels on the 2004 Dakar
Rally to give the new four-litre V6 Pajero/Montero Evolution a second successive win and Mitsubishi's ninth in total.

He also became the second after Hubert Auriol to have won the event on both two and four wheels. Team mate Masuoka finished second overall and Germany's Andrea Mayer completed her support role with co-driver Andreas Schulz in fifth position in a Pajero/Montero. Italian team-mates Mike Biasion/Tiziano Siviero retired after an accident in Morocco. The event began in Clermont-Ferrand for the first time and finished at Lac Rose, near Dakar.

In its bid to claim a record-breaking 10th Dakar victory, the Mitsubishi Motors Repsol ATS Studios Team entered five cars for the 2005 Telefónica Dakar Rally, which started in Barcelona for the first time and finished in Dakar.

Peterhansel and Masuoka were joined by Spaniard Joan 'Nani' Roma and Frenchman Luc Alphand at the wheel of four further revised Pajero/Montero Evolutions, while Mayer drove a Mitsubishi L200 Pick-Up.

Peterhansel and Alphand emerged in front once the event headed into Mauritania and clinched five fastest stage times on their way to a convincing 1-2 win for Mitsubishi. The success marked Mitsubishi's fifth successive Dakar triumph and a second win for Peterhansel in a Mitsubishi. Alphand took a personal best second overall and Dakar team debutant Roma was sixth.

Mitsubishi entered the first three rounds of the 2005 FIA World Cup to gain further experience and work on the development of the new MPR12 version of the Mitsubishi Pajero/Montero Evolution. Peterhansel and Roma were second and fourth overall in the Patagonia-Argentina Rally, while Alphand finished first overall in Tunisia.

An accident on the final stage cost Peterhansel a possible on the Rallye du Maroc but Roma secured first outright win with the team on the Baja Espana Aragon. Meanwhile, the team organised two intensive endurance tests in Morocco during the summer before entering two cars for October's Baja Portalegre, in Portugal, and for the UAE Desert Challenge.

The same four drivers lined up for the start of the 2006 Dakar Rally in Lisbon, Portugal, with the latest version of the Mitsubishi Pajero/Montero Evolution MPR12 looking for a sixth successive victory on the African classic.

Peterhansel took command as the event reach Mauritania but damaged his suspension soon afterwards. Alphand inherited the lead and held on to it to the finish to clinch his maiden Dakar success and Mitsubishi’s eleventh in total. Roma finished third and Peterhansel recovered to take fourth place, although Masuoka crashed out of the event in Morocco.

MMSP had begun development work on an MPR13 version of the Pajero/Montero Evolution in May 2005 and the revised car was tested on two occasions in Morocco in July and September 2006. Alphand won the Patagonia-Atacama Rally and Peterhansel clinched the team’s eighth victory in Tunisia earlier in the season, before the MPR13 made its competition debut on the 2006 UAE Desert Challenge. Alphand and Peterhansel celebrated the occasion with a resounding one-two finish in the desert of the United Arab Emirates.

Peterhansel followed up the new car's successful debut with the team's 12th and his third win on the Dakar. Fellow Mitsubishi runner Alphand was second on the African marathon, Masuoka finished sixth, while Roma crossed the line in 13th place….

In addition to the team's continuing test and development programme with the MPR13, the 2007 cross-country rally season brought Mitsubishi further success as Peterhansel took the laurels ahead of Roma (2nd) on the Baja Espana, as well as his fourth win for Mitsubishi on the UAE Desert Challenge.

Alphand rounded off a one-car entry on the summer's Rally Por Las Pampas with a flag-to-flag win after finishing fourth on Portugal's Rally Transiberico, two places behind team-mate Roma who also took second on the 2007 Baja Espana.

The Mitsubishi Pajero/Montero Evolution MPR13 compared with the MPR12, the MPR13 version of the Mitsubishi Pajero/Montero Evolution features a revised cooling system, space frame design, new air ducting and a repositioned radiator assembly. Weight distribution has been improved through the repositioning of the fuel tank and spare wheel carriers and the MPR13 has a lower center of gravity. Comfort inside the car has been improved, including enhanced leg and headroom.

There are subtle changes to the exterior design, including an improved front approach angle, while the technical staff also worked to improve brake cooling. There have been improvements to the suspension geometry and settings. In accordance with the latest regulations announced in April 2007, the MPR13 has also seen a switch from a six-speed gearbox to a five-speed box, as well as a bigger engine air-restrictor.

Dakar results since 1983

1983
1. Ickx/Brasseur Mercedes
2. Trossat/Briavoine Lada
3. Lartigue/Destailllats Range Rover
11. Cowan/Malkin Mitsubishi

1984
1. Metge/Lemoyne Porsche
2. Zaniroli/Da Silva Range Rover
3. Cowan/Syer Mitsubishi

1985
1. Zaniroli/Da Silva Mitsubishi
2. Cowan/Syer Mitsubishi
3. Fougerouse/Jacquemar Toyota

1986
1. Metge/Lemoyne Porsche
2. Ickx/Brasseur Porsche
3. Rigal/Maingret Mitsubishi
5. Cowan/Syer Mitsubishi
7. Zaniroli/Da Silva Mitsubishi

1987
1. Vatanen/Giroux Peugeot
2. Zaniroli/Lopes Range Rover
3. Shinozuka/Fenouil Mitsubishi
8. Cowan/Syer Mitsubishi

1988
1. Kankkunen/Piironen Peugeot
2. Shinozuka/Magne Mitsubishi
3. Tambay/Lemoyne Range Rover
8. Tijsterman/Tijsterman Mitsubishi
12. Fontenay/Musmara Mitsubishi

1989
1. Vatanen/Berglund Peugeot
2. Ickx/Tarin Peugeot
3. Tambay/Lemoyne Mitsubishi
5. Tijsterman/Tijsterman Mitsubishi
6. Shinozuka/Magne Mitsubishi
7. Fontenay/Musmara Mitsubishi

1990
1. Vatanen/Berglund Peugeot
2. Waldegard/Fenouil Peugeot
3. Ambrosino/Gaurgartner Peugeot
4. Cowan/Delferrier Mitsubishi
5. Shinozuka/Magne Mitsubishi

1991
1. Vatanen/Berglund Citroën
2. Lartigue/Destaillats Mitsubishi
3. Fontenay/Musmarra Mitsubishi
4. Eriksson/Parmander Mitsubishi

1992
1. Auriol/Monnet Mitsubishi
2. Weber/Hiemer Mitsubishi
3. Shinozuka/Magne Mitsubishi

1993
1. Saby/Serieys Mitsubishi
2. Lartigue/Périn Citroën
3. Auriol/Picard Citroën
4. Weber/Hiemer Mitsubishi
5. Shinozuka/Magne Mitsubishi

1994
1. Lartigue/Périn Citroën
2. Auriol/Picard Citroën
3. Wambergue/Cot Bourgo
4. Masuoka/Schulz Mitsubishi

1995
1. Lartigue/Périn Citroën
2. Saby/Serieys Mitsubishi
3. Shinozuka/Magne Mitsubishi
4. Fontenay/Musmara Mitsubishi
9. Pornsawan/Tull Mitsubishi
10. Masuoka/Schulz Mitsubishi
12. Kleinschmidt/Lohmann Mitsubishi

1996
1. Lartigue/Périn Citroën
2. Wambergue/Gallagher Citroën
3. Fontenay/Musmarra Mitsubishi
6. Masuoka/Schulz Mitsubishi
7. Saby/Serieys Mitsubishi
10. Strugo/Catarelli Mitsubishi
11. Prieto/Olave Mitsubishi
12. Sousa/Laroque Mitsubishi

1997
1. Shinozuka/Magne Mitsubishi
2. Fontenay/Musmarra Mitsubishi
3. Saby/Serieys Mitsubishi
4. Masuoka/Schulz Mitsubishi
7. Strugo/Catarelli Mitsubishi
10. Sousa/Rey Mitsubishi

1998
1. Fontenay/Picard Mitsubishi
2. Shinozuka/Magne Mitsubishi
3. Saby/Serieys Mitsubishi
4. Masuoka/Schulz Mitsubishi
9. Prieto/Gil Mitsubishi

1999
1. Schlesser/Monnet Schlesser
2. Prieto/Serieys Mitsubishi
3. Kleinschmidt/Thörner Mitsubishi
4. Shinozuka/Magne Mitsubishi
6. Masuoka/Schulz Mitsubishi
9. Fontenay/Picard Mitsubishi
16. Alphand/Debron Mitsubishi
17. Kolberg/Larroque Mitsubishi
18. Sousa/Alcaraz Mitsubishi

2000
1. Schlesser/Magne Schlesser
2. Peterhansel/Cottret Mega
3. Fontenay/Picard Mitsubishi
5. Kleinschmidt/Thörner Mitsubishi
6. Masuoka/Schulz Mitsubishi
14. Kolberg/Larroque Mitsubishi

2001
1. Kleinschmidt/Schulz Mitsubishi
2. Masuoka/Maimon Mitsubishi
3. Schlesser/Magne Schlesser
5. Sousa/Polato Mitsubishi
6. Fontenay/Picard Mitsubishi

2002
1. Masuoka/Maimon Mitsubishi
2. Kleinschmidt/Schulz Mitsubishi
3. Shinozuka/Delli-Zotti Mitsubishi
4. Fontenay/Picard Mitsubishi
5. Sousa/Jesus Mitsubishi
6. Al-Hajri/Stevenson Mitsubishi
7. Alphand/Debron Mitsubishi
8. Kolberg/Larroque Mitsubishi
9. Ratet/Garcin Toyota
10. Misslin/Polato Mitsubishi

2003
1. Masuoka/Schulz Mitsubishi
2. FontenayPicard Mitsubishi
3. Peterhansel/Cottret Mitsubishi
4. Sousa/Magne Mitsubishi
10. Monterde/Tornabell Mitsubishi

2004
1. Peterhansel/Cottret Mitsubishi
2. Masuoka/ Picard Mitsubishi
3. Schlesser/Lurquin Schlesser
5. Mayer/Schulz Mitsubishi
10. Al-Attiyah/Bartholomé Mitsubishi
11. Kolberg/Lourival Mitsubishi
13. Housieaux/Fagot Mitsubishi
14. Komornicki/Marton Mitsubishi
15. Pornsawan/Bocande Mitsubishi
46. Ding/Henninot Mitsubishi

2005
1. Peterhansel/Cottret Mitsubishi
2. Alphand/Picard Mitsubishi
3. Kleinschmidt/Pons Volkswagen
6. Roma/Magne Mitsubishi
17. Kolberg/Lourival Mitsubishi
55. Housieaux/Fagot Mitsubishi
60. Holowczyc/Fortin Mitsubishi

2006
1. Alphand/Picard Mitsubishi
2. De Villiers/Thorner Volkswagen
3. Roma/Magne Mitsubishi
4. Peterhansel/Cottret Mitsubishi

2007
1. Peterhansel/Cottoret Mitsubishi
2. Alphand/Picard Mitsubishi
3. Schlesser Schlesser
6. Masuoka/Maimon Mitsubishi
13. Roma/Cruz Mitsubishi

For further information please visit:
http://www.mitsubishi-motors.com/motorsports/e/index.html

For further information please contact: press-e@mitsubishi-ralliart.com

Photography is available from:
http://www.mitsubishi-motors.com/motorsports/e/08dakar/photo/presentation.html 

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