Peugeot refreshes Euro 5 comliant cars line-up

Peugeot will roll out a range of Euro 5 engines across its model line up in the final quarter of 2009. The Frech auto maker will introduce the new Euro 5 compliant 1.6 litre HDi FAP 82 kW turbo diesel engine – DV6C, as well as the new six-speed automatic gearbox - AT6.

The summary of the refreshed Euro 5 compliant powertrain line-up at Q4 2009 looks as following:
• 1.6 VTi 88 kW (120 bhp) gasoline engine coupled with either automatic gearbox (207 CC 207 SW) or 5-speed manual gearbox (Patner)
• 1.6 THP 115 kW (156 bhp) turbo gasoline engine coupled with either a 6-speed manual gearbox (308 CC, 3008), or the new 6-speed automatic gearbox (308 CC)
• 1.6 HDi FAP 82 kW (112 bhp) turbo diesel engine coupled with 6-speed manual gearbox (308 CC)
• 2.0 HDi FAP 103 kW (140 bhp) turbo diesel engine with a 6-speed manual gearbox (308 hatchback and SW)
• 2.0 HDi FAP 120 kW (163 bhp) turbo diesel engine coupled with a 6-speed automatic gearbox (407).

The new Euro 5 1.6 litre HDi FAP 82 kW (112 bhp) turbo diesel engine – DV6C benefits from improved performance in terms of flexibility and responsiveness, as well as noise reduction, while at the same time optimizing its fuel consumption and CO2 emissions. Between this new 1.6 litre HDi and its predecessor, more than 50 % of parts have been entirely redesigned.

This new four cylinder engine with a capacity of 1,560 cm3, and eight valves, provides improved environmental performance through higher torque.
Very usable torque of 135 Nm is available at low engine speed of just 1000 rpm. At 1500 rpm it provides 242 Nm, which once was the 1.6 HDI’s maximum.

Now the maximum torque of 270 Nm is available at 1750 rpm and it is kept that high all the way to 2000 rpm. Going higher in engine speed would provide 224 Nm at 3500 rpm, which is close to the maximum engine speed before it loses breath. Its maximum power output is 82 kW (112 bhp) at 3600 rpm. During overboost the torque rises from 260 to 285 Nm.

The new DV6C engine benefits from ECCS combustion chamber design with:
- A lower compression ratio (16.0 compared to 17.5 previously) for enhanced performance and reduced emissions (including NOx).
- An increase in the diameter of the combustion chamber (+ 10 %), helping to reduce the quantity of incompletely burned fuel as a result of less contact with the chamber “walls”.
- A reduction of the SWIRL of nearly 10%, thereby reducing heat loss against the walls.

ECCS is combined with a new common rail system (provided by Continental Automotive System, ex Siemens VDO) where the injection pressure is increased to 1650 bar (compared to 1600 previously) as well as new piezo-electric injectors with seven apertures (instead of solenoid injectors with six apertures as fitted to the previous 1.6 litre HDi diesel engine).

The engine management software has also been entirely redesigned to give this unit more comprehensive injection mapping (up to 5 injections per cycle), improved operating quality and better diagnostics for after-sales service.

The engine also uses a Honeywell Turbo Technology (ex Garrett Engine. Boosting Systems) variable-geometry turbocharger optimized in terms of its size. Being smaller, it has a lower inertia, reducing response times to a minimum.

Finally, the use of an optimized exhaust gas recirculation system (EGR valve) and the reduction of internal friction losses allows maximum enhancement of engine efficiency while reducing the loss of potential energy.

The new six-speed automatic gearbox (AT6) has been developed by the company “Aisin AW” to specifications defined by the PSA Peugeot Citroën group. It was created to support the maximum torque of 300 Nm. It is lighter than its predecessor and benefits from optimization of the torque converter and a significant reduction in losses caused by friction. Special attention was given to the optimization of quality and speed of gear changes in terms of smoothness, synchronisation and responsiveness (adoption of a directly controlled hydraulic valve block, optimized electronic control strategy with rapid multiple downshifts, etc).

Two driving modes are possible: automatic, for quiet, stress-free driving which adapts to the user’s driving style, and a more active mode thanks to the sequential selection control.