www.racetechmag.com 52 NEW CARS 2008 DKR PEUGEOT’S DESERT GAMBLE Having blitzed the Pikes Peak 20-kilometre asphalt sprint, is tackling the 10,000 km raid – with two-wheel drive. Chris Pickering finds out why

ABOVE 25 years on from its last Dakar triumph, Peugeot is returning with this monster

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DEFY anyone with an ounce of petrol in their it was when Peugeot first entered the Dakar. blood not to be drawn to the new Peugeot MINI, in particular, is very strong, with a reliable I2008 DKR. Set high on its almost comically car and good crews.” large balloon tyres and kicking up a trail of dust It’s nearly a quarter of a century since the firm across the desert skyline, it looks like a Tonka toy last took to the dunes and much has changed, brought to life. but Famin says the engineers are still on familiar There is definitely a sense of fun at work here, ground: “Physically the machinery is very and not just in the aesthetics, but it also has different to what we’ve done recently – the DESERT GAMBLE a serious job to do. This is the car tasked with Pikes Peak car, for example, was basically a track taking Peugeot back to the Dakar. car with 908 suspension, steering and brakes The French brand’s previous exploits – back and a lot of downforce – but we still have a in the rally’s original African incarnation – have lot of experience of designing rally cars. The become the stuff of legend. and philosophy is not that different; rally raid is, first traded wins for four years on and foremost, .” the trot in the late Eighties, driving rally raid variants of first the 205 T16 and later the 405 TWO IS THE MAGIC NUMBER T16. Following on from the rally era and coinciding with a string of notable victories The 2008 DKR differs from most of the recent at Pikes Peak, it cemented Peugeot’s status as a factory entries to the Dakar in one crucial detail: force to be reckoned with on the rough stuff. it’s two-wheel drive. Strange, you might think, But that was then and this is now. So why for an event that takes in 5,000 miles of mud, Photos: Red Bull return to rally raid? The answer is refreshingly sand and occasionally even snow over some of straightforward. “Following Pikes Peak we the most daunting terrain on earth. So why not were looking for another programme – a go for four-wheel drive? medium to long-term programme – that would The decision is not as daft as it seems. For present a very good return on investment a start, the Dakar rules feature considerable for communications,” explains Bruno Famin, concessions for two-wheel drive vehicles, director of Peugeot Sport. including a lower minimum weight limit and Not so long ago, the company’s endurance significantly larger suspension travel. They also programme had come to an abrupt halt due to allow two-wheel drive competitors to run those financial problems within the PSA group and gigantic 37-inch tyres (the wheels, incidentally, there simply wasn’t the budget for a return to are far more down to earth at 17 x 8.5) and something like the . automatic re-inflation systems.

To finish the race you have to put quite a big safety factor on all the parts, but at the same time you’re trying to reduce the weight”

The Dakar, on the other hand, provided an Ultimately, however, there was also a conscious iconic challenge that could be contested on effort to do something a bit different, admits a relatively modest budget. What’s more, Famin: “We took the same approach as we did it seemed a good fit for PSA’s international with the 908. In that instance we thought a lot strategy, which sees the 2008 about whether we should run a closed car or an marketed in territories ranging from South open car. We did a lot of simulations and it was America to Russia. very hard to choose a clear winner, so in the end “The 2008 is really our world car,” says it came down to a strategic decision: Audi had Famin. “With the Dakar in South America and already been there for 10 years in an open car, major rallies in Russia and China, it fitted in so the concept had been thoroughly optimised. well with our plans.” If we had chosen the same route then we would Those plans extend well into the future, it have needed a lot more time to be competitive, turns out. “We should be in rally raid for at so in the end we chose the other option. least three years,” he continues. “It’s quite a big “It was more or less the same thing with investment and it’s a big challenge, so it would the 2008 – there were pros and cons to both be very optimistic to say that we are going to approaches and we knew that some of the win from the first year. The race is very difficult stages would be better suited to two-wheel and level of competition much higher than drive, while some would favour four-wheel drive

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ABOVE & BELOW With cooling such Peugeot Sport an issue, CFD was used extensively

cars. Given MINI is using four-wheel drive, at this stage, but he confirms it is indeed we decided to follow the other path.” possible. “Frankly at the moment our It’s a technical gamble that could well main focus is on reliability,” he says. pay off. Equally importantly, it establishes a marketing synergy with the 2008 road car, ENGINE which is only available in two-wheel drive. Unlike its road-going namesake, though, the Under the skin, the 2008 DKR uses 2008 DKR has a mid-engined configuration, a 3-litre twin-turbo V6 , with drive sent to the rear wheels through a taken from the PSA parts bin. The same six-speed Sadev gearbox and differential. (DT20) base engine has seen service in the Intriguingly, the original press material and C5 road cars and on the 2008 DKR does mention the road features only relatively minor modifications car’s Grip Control system, which combines in Dakar form, despite producing a very intelligent traction control with the vehicle’s healthy 340 bhp and no less than 800 Nm in 2009. The reason lies with the technical ESP system. So does that mean we could see (590 lb ft) of torque. regulations, which allow turbocharging on some sort of active aid – possibly integrated Diesel engines have become a virtual diesel engines, while their petrol counterparts with the differential – making its way onto the prerequisite for the Dakar since the event must be naturally aspirated, leaving them rally raid car? Famin is remaining tight-lipped moved to its new South American home struggling for breath on the high altitude stages of the Andes and the Atacama desert. BELOW Beneath the skin “It’s crucial that the engine – in particular of the 2008 DKR in CAD the turbocharger – can work at all altitudes, but it also needs to work over a wide range of temperatures,” says Famin. “You need an effective intercooler, for example, otherwise you’re going to see a big loss of performance. Also, if you don’t control the temperature of the turbocharger and the exhaust the engine won’t last.” To that end, extensive CFD simulations were used to perfect the cooling flow around the heat exchangers. These also looked at the sheer sizes of the radiator and intercooler needed to provide the correct cooling capacity. The ability to cope with altitude isn’t the only reason for diesel’s popularity on the Dakar. A turbocharged diesel engine inherently Peugeot Sport produces a lot of low-down torque, which

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can be advantageous off-road. WRC. It costs a lot less and it’s Furthermore, naturally lean far more adaptable.” combustion means far less fuel has Off-road racing sees a wide to be carried onboard – something variety of different suspension that more than offsets the extra configurations in use, but weight of the diesel engine. Peugeot has opted for a relatively Perhaps surprisingly given the ABOVE Beneath conventional double wishbone savage outward appearance the carbon fibre layout on both sides. Each corner of a lot of Dakar vehicles, the body panels lies a is suspended by two remote substantial tubular technical regulations require the steel chassis reservoir coil-over damper units base engine to be an unmodified developed by ZF Sachs, while production unit. Changes are allowed to CHASSIS anti-roll bars are used front and rear. the turbocharger compressor, along with At 460 mm (18.1 inches) the maximum the intake and exhaust systems and the Beneath the carbon fibre body panels lies a suspension travel allowed on two-wheel engine management, but the internals are substantial tubular steel chassis. Like most drive cars is nearly twice that of their four- all standard. Even the camshafts and fuel Dakar racers it’s a true spaceframe, with no wheel drive competitors (capped at 250 injectors are straight from the production line. relationship to the monocoque construction mm). This extra travel doesn’t hamper the “We did a lot of simulation work to of the road car. While this does mean starting kinematics particularly, Famin says, but the optimise the new intake and exhaust from scratch, Famin says it’s easier than angles involved do introduce some durability systems,” explains Famin. “We have building a rally car from an existing platform. concerns when it comes to things like ball specialists who did a very good job of “I strongly believe that tubular chassis joints and driveshaft couplings. designing the turbocharger on the Pikes are easier and more economical,” he says. Designed with serviceability in mind, Peak car and before that the 908. A lot “I’m hoping that in the future the FIA will all eight wishbones are completely of it is the systems integration of the new extend this kind of possibility. I’m thinking interchangeable. The same goes for the brake turbocharger, intake and exhaust.” about rallycross, for example, and maybe discs, which are identical 355 mm vented

ABOVE The compact packaging has caused headaches

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www.racetechmag.com 58 NEW CARS Peugeot 2008 DKR

Peugeot 2008 DKR specifications

ENGINE Type V6 bi-turbo diesel Cubic capacity 2,993 cc Number of valves 24 Position Mid-rear Number of cylinders V6 (‘vee’ angle = 60°) Maximum power 340 hp Torque 800 Nm Maximum revs 5,000 rpm Top speed 200 kph Lubricant Total Quartz 10W50 ABOVE The maximum suspension travel allowed on 2WD cars is nearly twice that of their 4WD rivals TRANSMISSION BELOW The base engine is actually Type Two-wheel drive an unmodified production unit Gearbox Longitudinally mounted six-speed manual sequential gearbox Lubricant Total 755 HPX 80W140

BODY AND CHASSIS Chassis Tubular steel spaceframe Bodywork Carbon

SUSPENSION/BRAKES/ STEERING Suspension Double wishbones Springs Coil springs (two per wheel) Dampers Twin remote-reservoir ZF Sachs dampers units front and rear, gripped by one- problems. At times, it can be difficult Travel 460 mm piece light alloy four-piston callipers. enough to fit all the necessary Anti-roll bars Front and rear “Dynamically, the target was to keep gear into a conventional rally car, Steering Hydraulic power steering up with the two-wheel buggies on but racing for hundreds of miles Brakes Hydraulic dual circuit, the desert stages, while providing across the desert involves a long one-piece light alloy something that would be quicker list of additional luggage, including four-piston callipers still on the twisty WRC stages,” says drinking water supplies for the Discs Vented Brembo discs Famin. “We did talk about other crew, spare parts, tools and a GPS 355 mm front and rear suspension options right at the start, tracking system. Although perhaps Rims Aluminium two-piece but we quickly decided to use a surprisingly, one thing the 2008 wheels (17 x 8.5) wishbone configuration to keep the DKR doesn’t have to carry is an air Tyres Michelin 37/12, 5x17 car as agile as possible.” conditioning system. Mounting the Agility isn’t perhaps the first quality engine behind the cockpit significantly that springs to mind, when you cast reduces heat soak, and unlike some DIMENSIONS eyes on the 2008 DKR, but looks can series the Dakar doesn’t have any Length 4,099 mm be deceiving, Famin points out: “The restrictions on cabin temperature. Width 2,033 mm car is not actually that big – it’s mostly There’s an old adage stating that Height 1,912 mm just the size of the wheels. The body to finish first, first you must finish. Front overhang 641 mm is only 2 metres wide, which is quite Nowhere is this more so than in Rear overhang 658 mm small for this kind of car.” the Dakar, which clocked up a total Wheelbase 2,800 mm When it comes to the Dakar, a distance of nearly 5,000 km (3,107 Fuel tank capacity 400 litres compact stature can bring its own miles) last year. “The terrain can be

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very rough, the car has very big wheels and there’s a lot of torque [800 Nm] from that diesel engine, so our target is to make everything reliable for the first attempt,” he notes. “We will optimise in following years, for sure.”

Wherever possible Peugeot has tried Peugeot Sport to make the car simple to work on, but that’s not always easy. The access is said ABOVE The 2008 DKR pictured with the 205 T16 to be pretty good for the suspension and driveline components, but the compact packaging around the engine bay has The sour and the glory! caused a few headaches. “If we have problems on the engine it The trials and triumphs of Peugeot’s Dakar history could be quite difficult to repair, so we have to make sure everything is reliable,” PEUGEOT Sport left an indelible mark on the Dakar by winning the legendary says Famin. “These days there’s no time competition four years running from 1987 until 1990, first with the 205 T16 Grand to stop and work on the car for an hour if Raid, then with the equally iconic 405 T16 Grand Raid. something goes wrong.” Beyond the cold, if impressive statistic of its four victories from four starts, the As with any competition car, it’s crucial to Peugeot legend is founded on many sometimes improbable-sounding tales balance performance with durability. “The accumulated during some 48,125 km of competitive action in northwest Africa. most challenging part of the project has At its first attempt, on the ‘Paris-Alger-Dakar’, Ari Vatanen’s 205 Turbo 16 was been keeping the weight down, especially seriously damaged in an early accident. He ended the event’s short Prologue, when you’re coming back to the category near Paris, in a lowly 274th overall. A thrilling fightback enabled him to collect for the first time in many years,” says Peugeot’s first Dakar triumph. Famin. “The wheel sizes have gone up The 1988 event confirmed the famous rally-raid’s unpredictability when Vatanen dramatically since we last designed a rally arrived in Mali’s capital Bamako in front, but his 405 T16 was stolen during the raid car and that introduces a lot of extra night! It was eventually recovered but too late to avoid the Finn’s disqualification. load on the chassis. To finish the race you The win eventually went to the 205 T16 of team-mate Juha Kankkunen, who had have to put quite a big safety factor on been recruited to serve as Vatanen’s rapid assistance driver. all the parts, but at the same time you’re The 405 T16 Grand Raid finally got its chance in 1989 after an enthralling trying to reduce the weight. Everything battle between team-mates Ari Vatanen and . To make sure their duel has been designed with FEA, but you don’t didn’t end in tears, the team decided to settle the issue by tossing a coin at the really know how good the correlation is overnight halt in Gao, Mali. The result favoured Vatanen, who went on to claim until you get out and start testing the car.” victory despite rolling twice. By July the 2008 DKR had begun its The following year, the Finn managed to build up a safety margin of two hours shakedown runs. With the best part of at the top of the order, which was just as well since he had a troubled day on six months set aside for testing before the leg from Niamey and Gao, again in Mali. The stage placed the emphasis on the 2015 event kicks-off in Buenos Aires, navigational skills, but Vatanen’s co-driver was poorly and his compass was faulty. Peugeot is clearly taking things seriously. To crown it all, the Peugeot driver punched a big hole in the bodywork of his 405 That’s also mirrored in the support when he hit a tree. He survived to collect Peugeot’s fourth straight Dakar win. operation, which is likely to number around 60 or 70 people for the three-car team. It’s certainly going to be a professional operation, but Famin is keen to remain in- keeping with the spirit of the Dakar. Despite being virtually the only full works team in the event, the Peugeot engineers and mechanics plan to live and work in exactly the same way as the other competitors, rubbing shoulders in the bivouac tent with amateur adventurers and family-run teams. Whether the great gamble of running two- wheel drive on the Dakar will work out has yet to be seen, but there’s no question that the engineers behind the 2008 DKR have ABOVE done their homework. Whatever happens, handles the 2008 DKR it’s sure to be an adventure. on its first test in

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