This is Peugeot’s arrow-tip for the 208 range. Its full name is the Peugeot 208 R2 and yes, it is a rally car that you can buy. If you’re living in Europe, that is. The R2 has been in development since 2011 and it’ll be put to test at the Tour de Corse on May 10–12 in France, where Stéphan Sarrazin and co-driver Benjamin Veillas will drive the car.
Because you can get this off the shelf, Peugeot has put extra eyeballs on the car’s reliability, with additional attention to transmission, electrics and electronics. To make ownership less of a migraine, Peugeot sourced parts from existing cars and assemblies as well as PSA Group’s customer competition catalogue. That way, the number of parts is significantly reduced.
What can you expect from the 208 R2? A leaner car, definitely. The 208 R2 is about 40 kg lighter than the 207 Super 2000 rally car. The R2 also inherits the 208’s long wheelbase, has a lower centre of gravity and short overhangs, to make the car tighter all around. The structural integrity of the R2 is reinforced with a multi-point, welded roll cage.
Providing the firepower is a naturally-aspirated 1,600 cc engine derived from the 1.6 litre VTi. It produces 185 hp and 190 Nm of torque, according to the spec sheet. Specifically, the engine produces 116 hp/litre. Peugeot says this is a totally new competition version of the VTi, which is equipped with variable valve timing (VVT) for the intake and exhaust. The low-weight body and naturally-aspirated engine have made the car fuel-friendly also.
Peugeot worked closely with Sodemo to make the engine driver-friendly, choosing to focus on flexibility rather than peak power that often goes unused. The 208 R2 kits will be sold with the engine built, run-in and checked on the dyno.
Paired with the engine is a new gearbox. The unit is a five-speed manual sequential gearbox mounted on the steering column instead of on the floor. This makes the lever much shorter and higher, and the shifts are more direct and precise because it is in line with the gearbox. The gearbox also gets cooling air ducts at the front that sucks in air to the fins built into the front part of the casing. The heat and oil of the gearbox is cooled this way.
Peugeot have saved the three-way adjustable dampers and shoehorned it into the front of the 208 R2. As for the rear, the R2 rides on a strengthen H-beam modified to accommodate an anti-roll bar. Additionally, there are also new bespoke adjustable Öhlins dampers with hydraulic bump stops for the front and rear. The R2 also has a specific wishbone arrangement that increases suspension travel. Which simply means the R2 has better traction.
As for the steering, Peugeot dumped the electric power steering in favour of a hydraulic system, merging it with a higher-ratio hydraulic rack for more precision and comfort. The hydraulic system is also better at feedback especially on loose surfaces.
The diametre of the brake discs are dictated by regulations, so that cannot be changed. What is different is the single Alcon caliper with standard, re-machined ventilated discs. And because of the floating caliper arrangement, only the mount needs to be moved to get the R2 from gravel-spec to asphalt-spec.
The R2’s wheels follow regulations and have different specifications. For asphalt, the R2 wears the 6.5 X 16, while gravel tracks require the R2 to put on the 6 X 15 wheels – Michelin tyres provide grip.
The price – if you have a 208, you need to spend €37,500 for the kit that includes a fully-built engine. If you want to buy the car in fully built form, you need €57,500. In both cases, you can spec it to gravel or asphalt. Deliveries are scheduled for November this year.
One more thing, before the year ends, Peugeot will also be releasing a circuit version of the 208 that features specification similar to the R2. The circuit version will be followed by a FIA R5-compliant 208 in September, which will replace the 207 Super 2000 rally car at national and international levels.
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The 4 colour stripes on the body was inspired by the days of Peugeot-Talbot ; the 205 T16 Group B monster up to the early 90s BTCC 405 Supertouring..
Yup, and it won by Ari Vatanen in WRC 1981.
I believe you were meant to say winning pikes peak in 1987 and paris dakar 1988 and 1989.
Ari Vatanen won the WRC in a ford escort.
Sorry brada, me wrong typo.
Pug won the first rally in Rally Finland, 1984 by Vatanen. Such a great car…they will be sadly missed.
Can it drive on daily use or just for competition use?
It is road-legal but track-ready. I thinkg Satria Neo also need this kind of version. Not R3, I mean a little bit more serious, more hardcore version. With track-compund tyres, roll-cage, 6 speed or sequential gearbox. Will be a hit among Malaysian’s race boys. There is some local drivers who love taking their car to weekend open track days.
€37,500? For this price much better to buy Ford Fiesta
No wonder Fiesta owners are pointless; they cant see the light of day with their blinkers on. The R2 is a rally car. This is for someone who wants to race the bloody thing in a rally. Now look what you made me do; profiling Fiestas. Your fault.
sometimes its best to think before you write or try to read the article 1st… . the price doesn’t even include the bas unit btw.. i know ur a proud owner of a fiesta but there is a limit of how ingnorant one can get. .. on to the topic very nice car indeed seems like peguet new lince up are geting better
still delicious in whatever form!
looks really nice. although the 208’s features have matured somewhat.. i cant help feelin that the 207 was a little sportier and younger in its looks.
like cusco satria neo right? of course with more power
satria r3 lagi best
R2 only? proton better, they have R3..
looking for some body can avail me or donate a 205 version to use it in my country uganda motor ralling