So drivers can use the paddles in non FIA events, but not in FIA events.
So they will have to be removed for FIA events?
Is the stickshift fully functional i paralell with paddles on all R5 cars?
Or are some gearboxes fully dual-functional and some not?
On the WRCars some stickshifts can not be used directly if the paddles start to cheat, or not work at all.
Or is the case that this only occur when the fault is in the gearbox itself, and not in the transfer machanism?
Anyway FIA does not make it easy for the drivers. In some rallies they can use paddles and in some not. Not always easy to understand the logic behind some policy decisions ...
it's just own M-Sport idea, tested already long time ago. They decided to offer upgraded R5 for non-FIA events, so R5+ (or even 2,0l R5), now they offer also paddle shift. It's just conversion, so you can remove it and drive FIA event easily.
What are your predictions on the debut of the C3 R5 in Corsica?
Top of flop?
Difficult to say. They have been testing there a lot, so they should have good setups for both Bonato and Lefebvre. I really want that car to be good, and hopefully it will be, but for now I'd say it will be fast, but it won't be the new R5 benchmark as they want that car to be.
Originally Posted by Sulland
Also Skoda are homologating new engine parts on 1st April (don't know whether they will be in Corsica?), so the target for Citroen is a moving one.
What was the specifications of the C3 R5?
The idea was clearly to start from a blank sheet. With the objectives that it is obviously reliable and powerful, in a context where the level of the R5 category, already very high a year and a half ago when we started the development, continues to climb, with the arrival of new competitors.
What are the challenges imposed by this category R5?
They are multiple. Starting with having very little leeway (5 jokers on the first 24 months, 5 others later) once the car homologated. It must therefore be well born input. Similarly, at the level of running gear, the number of possible interfaces is very limited. But we have given ourselves as ambitious constraints to optimize both the asphalt version and its counterpart earth, opting for different designs. On the bitumen, the front strut is tilted backwards, while it is leaning forward on the ground. We are the only ones to have done so, and as it is quite easy to do in WRC, as much it is much less in R5! Finally, regarding the engine, the coupling flange / pop-off makes these mechanics particularly complicated: everyone has about the power and torque needed for the engine bench, but the differences are then rally, when the altitude, the temperature vary, as well as in all transient phases. That's why we invested in a much more advanced electronic management, with a heavier focus, but that gave us very good results.
How was the development?
If the overall timing left us with little room for error, everything went very well. We started to work on a preliminary project at the end of 2016, before actually starting the study on the basis of the C3 in January 2017, for a first drive in early September 2017. Since then, we have not experienced any concern about no major organ, the motor endurances went off without a hitch, and we arrive at a mileage that is starting to be reasonable. We drove pretty much all types of asphalt and set a good basic set-up. Ditto for the land, where we attended a nice variety of test bases. We will now take advantage of this year to refine our settings on specific terrains like Monte Carlo, Sweden, Finland, Great Britain or Germany.
You have made a lot of pilots, from Stéphane Lefebvre to Yoann Bonato, through Craig Breen, Kris Meeke, but also Yohan Rossel, Paolo Andreucci and Simone Tempestini. What purpose ?
Our belief is that a successful rally car must be versatile. Especially in a logic of competition customers. Hence the interest of using a small panel of pilots to have a complete view, but also go faster to understand the possible points to correct on the car, cross-checking the opinions.
Director of Citroën Racing
«Goal title for Stéphane Lefebvre! "
"By joining him in WRC2 at the wheel of the C3 R5, we are asking Stéphane Lefebvre to win the championship, to demonstrate the car's potential in terms of performance and reliability on a wide variety of terrains and in a very competitive framework. The commercial stakes are high and Stéphane, who will be in the limelight, will be our showcase. It has two undeniable assets, starting with having achieved a good part of the development. He knows the car well and will arrive on sharp races, especially as he will each time benefit from a preparatory test session. He also has the experience of the events since he has mostly competed last year at the wheel of the WRC. In the wake of Corsica, he will play Portugal and Sardinia, then we reserve the possibility of making arbitrations for the future. In any case, we have faith in its speed, as in its regularity, to shine our new flagship product. "
After the introduction last year of the C3 WRC, 2018 was to dedicate the entry into competition of an R5 declination of the bodybuilded city car brand rafters, this time for the competition customers, and for s' to ensure that it wears its colors as well in WRC-2, the antechamber of the World Cup, as in the various regional championships FIA (Europe, Middle East) or in the multitude of national championships, Citroën Racing has not hesitated to literally question himself and to make a total break with his predecessor. Under the leadership of Olivier Maroselli, an experienced engineer known for having developed several successful rally mounts, the twenty or so people involved in the project started from scratch, to be sure of making the best technical choices. Especially since the level of the category has never been higher than today, with several renowned manufacturers very seriously involved. The main issue of the exercise, a regulation much more restrictive than the WRC in terms of homologation, to the point of providing only five jokers on the first two years (of which 2 allowed only for reasons of safety or reliability), then five more next. Hence the importance of making a copy successful! In other words, to offer from the outset a reliable and powerful mount. After the traditional drawing phase in design office, the Reds have therefore applied since September 2017, date of the first run of their latest creation, to confront the multitude of conditions that make the beauty, but also the difficulty of the disciplined. To sweep a wide variety of grip levels and refine the settings, the asphalt version of the C3 R5, paved with its large wheels of eighteen inches, has surveyed the selective roads of Corsica, Vosges, Tarn, but also the Var, as part of the rally of the same name played in opening last November with Yoann Bonato at the controls. A full-scale test session that had already proved more than conclusive for both the applause and the chrono. Meanwhile, the copy intended for the earth, the most represented surface in Mondial, was also not leftover and passed in particular to the developer of the tracks of Fontjoncouse, in Aude, of Cardona, in Spain, or Mazamet, reputed to test the mechanics. Six thousand kilometers of tests later, Citroën Racing is now able to present a successful product, whose development will be further refined on some very specific surfaces. With new runs still scheduled this year. Thought for the most ambitious hopes of the rally, as for gentlemen drivers, for teams with international pretensions, as for those of smaller size, his key words are already competitiveness, endurance, versatility and ease of maintenance. . Judge instead ...
Developed internally, the engine was a huge challenge for the Red team. "We have set very ambitious goals," explains Olivier Maroselli, the project manager, objectives that we have achieved by working on three major areas. On the one hand, the reliability and the thermal with all the internal part of the engine which proves very sophisticated. Special attention has also been paid to the cylinder head, to improve permeability as much as possible on the intake and exhaust ducts. The last big axis of development concerns electronics, with a management much more evolved than what we had in the past. The interest is in particular to have a much more functional anti-lag system, and therefore a much better response to the recovery of the accelerator, but also to be permanently closer to the maximum boost pressure allowed, without to open the pop-off, which is always very penalizing. All this makes today, the engine is clearly one of the strong points of the car. The pilots are unanimous to say how he is torquey, but we also know that we are well placed in power at the top compared to our opponents. "
The C3 R5 is equipped as its illustrious older WRC with a gearbox from Sadev's workshops. But the similarity stops there, the model used for the occasion having been specifically designed for the needs and constraints specific to the category. "It's the choice of safety," says Olivier Maroselli. If certain internal organs are known, and therefore tried, we have chosen to draw our own architecture. Our packaging is different in terms of width, but also the heights of out of box. Because the latter directly influence the angles of transmission, so the maximum deflections that we allow, but this point has been the subject of our greatest attention. "
Like its big sister the C3 WRC, the C3 R5 sports two different front end geometries depending on whether it is used on asphalt or on the ground. In an effort to optimize the two versions of the new muse of the firm to the rafters, with links on the ground answering each time to the specific constraints of the surface in question. "The number of interfaces allowed between the hub carrier, the force leg, the triangle and the tie rod being very limited, details Olivier Maroselli, it was not a small matter to achieve. But we made that choice, to tilt the strut backwards on the asphalt, for kinematic reasons, and forwards on the ground, mainly for deflection issues. This is certainly one of the strengths of the car, because we made no compromise on the drawings retained. We also made a point of being at the minimum weight on all these pieces. This also goes through the Reiger dampers. Not only are they very beautiful products, which offer a nice margin of maneuver to define the appropriate set-up, but their aluminum struts also contribute to the fact that we managed to contain the masses. "
Listening to the concerns of its customers, Citroën Racing has finally made a point of honor to optimize the maintenance conditions of the C3 R5, while also paying particular attention to the longevity of the selected parts. "It has clearly been one of our areas of work, without compromising on performance," admits Olivier Maroselli. The gearbox or the front panel, for example, disassemble very easily. We've also made a lot of progress on the body, investing in multi-material technology to have rubberized areas in all lower parts of the shields and in some areas of the wings. They have better tolerance to abrasion and deformation. Similarly, we drove a lot of tests on very strong bases type Fontjoncouse, and we have seen a much better aging of the body, and the entire base. Degradations of consumable parts, such as ski protection, are really of a very good level and it is certainly a plus for the cost per kilometer. "