This page contains a Flash digital edition of a book.
PEUGEOT 208 R2 Better all round

Lighter, and with improved suspension, brakes, steering and balance, Peugeot’s new 208 rally car looks to be a worthy replacement for the outgoing 207

car is the first of a new range of rally cars. Two other motorsport derivatives of the 208 road car will see the light of day before the end of 2012 – a racing version with a specification similar to that of the R2 and a higher performance variant built to the FIA’s R5 regulations, which


eugeot’s new R2 rally car rolled out in France in late May. Squarely aimed at customer teams, the


closely with Sodemo to make our new engine driver friendly by focussing on flexibility rather than on peak power, which often goes unused in rallying. We achieved this thanks to the use of variable valve technology. The 208 R2 kits will be sold with the engine built, run in and checked on the dyno.’ The gearbox, too, is new, and features an innovative cooling

specific wishbone arrangement that increases suspension travel. This, in turn, improves traction and is positive for the car’s overall performance.’ ‘The 208 R2’s steering is

specific, too. We have switched from the standard car’s electric power steering to a hydraulic system, combined with a higher ratio hydraulic rack for greater precision and enhanced comfort. The use of a hydraulic system also permits more accurate

“These features combine to provide the 208 R2 with outstanding roadholding”

will take over from the current 207 Super 2000 rally car. Though the 208’s bodyshell

is approximately 40kg lighter than that of the 207, its overall volume is one of the R2’s chief strengths. ‘Weight-saving work has enabled us to bring down the c of g further, optimise where the weight is located and reduce the intrinsically low inertia of this car with its short overhangs,’ explains Yann Goraguer, the 208 project leader. ‘These features combine to provide the 208 R2 with outstanding roadholding.’ To comply with the

regulations, Peugeot Sport has developed for the 208 R2 a brand new, naturally aspirated, 1.6-litre engine based on the 1.6 VTi road car unit. ‘For the competition version of this engine, we started from a clean sheet of paper and achieved the 185bhp specified in the brief,’ continues Goraguer. ‘At the same time, we succeeded in maintaining the low fuel consumption and CO2


figures of the original engine. ‘Group R regulations specify

that the valves must be of the same size as those of the standard engine… so we worked

208 R2 will use a 185bhp, naturally-aspirated, 1.6-litre, VVT engine July 2012 • 65

solution using an air duct at the front of the car that channels cooling air to fins built into the front part of the casing. The 208 R2 is equipped with a five-speed sequential gearbox, with a gearshift system similar to that of the 207 S2000, but with a much shorter gear lever now positioned on the steering column, in line with the gearbox, instead of on the floor, making shifts more direct and precise. Goraguer: ‘We have carried

over the proven three-way adjustable dampers, plus a new, bespoke, adjustable, hydraulic bump stop, developed specially in association with our supplier, Öhlins. The R2 also features a

feedback of information, notably on loose surfaces.’ Lastly, the brake package has also been improved, with an eye on cost and reliability. ‘To simplify the ordering and management of parts, and to facilitate the [easy] conversion from gravel to asphalt-spec, we have opted for a single Alcon caliper plus standard, re- machined discs. Thanks to the floating caliper arrangement, the conversion between specs only requires the caliper mount to be changed.’

With all this in mind, the new 208-based rally car has surely to be an improvement over the outgoing 207. Time will tell.


Engine Type: EP6C – special pistons, con rods, camshafts (chain driven DOHC with VVT intake and exhaust timing); indirect (Magneti-Marelli) fuel injection; motorised single throttle valve Cubic capacity: 1598cc Bore x stroke: 77mm x 85.8mm Maximum power: 185bhp at 7800rpm Maximum torque: 19m.daN at 6300rpm Specific power: 116bhp/litre Fuel tank: 60 litres

Gearbox Five speed, sequential gearbox with three homologated final drive ratios Differential: pre-loaded limited slip differential Clutch: hydraulically-operated 184mm cerametallic single plate clutch

Brakes / steering Front brakes: floating, radial-mount, four-piston calipers and ventilated discs

Asphalt: 310mm x 30mm Gravel: 285mm x 26mm Rear brakes: solid discs: 290mm x 8mm with radial-mount, two-piston calipers Handbrake: hydraulic Power steering: hydraulic

Suspension Front: MacPherson type with uniball- jointed wishbones; interchangeable front anti-roll bar (three stiffness choices) with plain bearings; cast aluminium struts (camber adjustment at pivot) Rear: strengthened H-beam modified to accommodate an interchangeable, three-position, anti-roll bar Front / rear dampers: three-way Öhlins dampers with adjustable hydraulic bump stops

Chassis Bodyshell reinforced by welded, multi- point, FIA-approved steel rollcage; underbody shielding Weight: minimum 1030kg (unladen) / 1180kg (with crew) Front / rear distribution: 64 / 36 per cent

Dimensions Length: 3962mm Width: 1739mm Wheelbase: 2538mm Track: 1475mm / 1470mm (f / r)

Wheels / tyres Asphalt: 6.5 x 16 wheels with Michelin 17/60-16 tyres Gravel: 6 x 15 wheels with Michelin 16/64-15 tyres

Page 1  |  Page 2  |  Page 3  |  Page 4  |  Page 5  |  Page 6  |  Page 7  |  Page 8  |  Page 9  |  Page 10  |  Page 11  |  Page 12  |  Page 13  |  Page 14  |  Page 15  |  Page 16  |  Page 17  |  Page 18  |  Page 19  |  Page 20  |  Page 21  |  Page 22  |  Page 23  |  Page 24  |  Page 25  |  Page 26  |  Page 27  |  Page 28  |  Page 29  |  Page 30  |  Page 31  |  Page 32  |  Page 33  |  Page 34  |  Page 35  |  Page 36  |  Page 37  |  Page 38  |  Page 39  |  Page 40  |  Page 41  |  Page 42  |  Page 43  |  Page 44  |  Page 45  |  Page 46  |  Page 47  |  Page 48  |  Page 49  |  Page 50  |  Page 51  |  Page 52  |  Page 53  |  Page 54  |  Page 55  |  Page 56  |  Page 57  |  Page 58  |  Page 59  |  Page 60  |  Page 61  |  Page 62  |  Page 63  |  Page 64  |  Page 65  |  Page 66  |  Page 67  |  Page 68  |  Page 69  |  Page 70  |  Page 71  |  Page 72  |  Page 73  |  Page 74  |  Page 75  |  Page 76  |  Page 77  |  Page 78  |  Page 79  |  Page 80  |  Page 81  |  Page 82  |  Page 83  |  Page 84  |  Page 85  |  Page 86  |  Page 87  |  Page 88  |  Page 89