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Peugeot Upgrades its Diesel 807 Minivan

The 807.

Peugeot has upgraded the entry-level diesel engine in its seven-seater 807 minivan for the European market with a more powerful 2.0-liter 120 hp (90 kW) turbo-diesel power unit that delivers 305 Nm of torque. Coupled with a six-speed manual transmissions, the 807 offers improved acceleration from 0 to 100 km/h (62 mph) in 12.9 seconds and a top speed of 179 km/h (111 mph).

Euro-4 compliant, the new engine achieves a combined drive cycle fuel consumption of 6.9 l/100km (34 mpg US) and 5.8 l/100km (40.5 mpg US) highway, with 182 g/km of CO2 emissions.

The older HDi 110 engine delivered 110 hp (82 kW) of power with 275 Nm of torque, with combined cycle fuel consumption of 7.0 liters/100km (33.6 mpg US) and CO2 emissions of 186 g/km with a five-speed manual transmission. Acceleration from 0 to 100 km/h took 15.1 seconds.

The engine range for the 807 includes a 2.0-liter gasoline model and 2.0- & 2.2-liter HDi turbo-diesels.


John W.



Please Peugoet, sell this engine to a company on American soil and get us off this downward spiral we are on!


Unfortunely, Diesels are going slowly into extinction for personal use. The ever increasing price caused by emmission controls will doom its fate.
What is a little frighten is the upward spiral of both the cost of energy and the transportation solutions to meet it.
We need to stop and think about this.
How to we create cheaper solutions for energy?
How to we stablize the cost of personal transportation?

Never mind about saving the environment, How do we save the economy!


I very much doubt diesels are going to extinction - certainly not in europe. Note this is the lowest end diesel on this model. Renault have a 2.2L 175 bhp diesel that propels their Espace minivan to 0-60 in 9.9 seconds.
[ Out soon ]
Since these are large vehicles, they are ideal for hybridisation, but that is another thing ...
But I am not sure that the Renault quality levels would be up to US standards.


Tonychilling...are you for real??? Diesel is not only DOMINANT in EU and will only stay that way, but it is also gaining over here. Yea, GAINING. Over the next 2 years, all manufacturers will be releasing new diesel cars and mini-vans in the US. The US is a prime market due to our biodiesel production capability. BD is better than ethanol because the current diesel infrastructure needs NO MODIFICATION for BD over fossil. Ethanol has a host of transport, delivery, and storage problems. Diesel/electric hybrids will also trump gas-electric very shortly.

Rafael Seidl

Renault won't be selling any vehicles in the US anytime soon, but Nissan has the option of putting a Renault diesel engine into a similar product in their own lineup. That's unlikely, though. The trouble, as always, is the strict US emissions regs. Tier 2 bin 8 (relevant for 45 states) and above will be disallowed after MY 2006.

It is possible that recent advances in diesel HCCI combustion, combined with refinements related to the injectors and charge motion control plus availability of ULSD fuel, could permit other carmakers to offer tier 2 bin 5 diesels in the US in the coming years. Now that DPFs are available, relatively high NOx levels are the only remaining emissions stumbling block.

Mercedes intends to address this with the exepensive urea injection (SCR) technology, provided EPA/CARB permit its use. Chances are, however, that AdBlue will not be made available nationwide until/unless it is required for the HDV fleet (~2010).

Note: outside the US, the Dodge Caliber will be offered with a VW-produced 2.0L 103kW diesel with six-speed manual and optional DPF. Early reviews suggest that it offers substantially more driver enjoyment than the gasoline variants, sipping 6.1 liters/100km NEDC (~38MPG US). Diesel = fuel economy + oomph (+ NOx, unfortunately).


I assume these mileage figures are based upon the European drive cycle. Off the top, does anyone know how this would translate to the EPA cycle.

Rafael Seidl

t -

x l/100km = 235.21/x MPG (US) = 282.48/x MPG (UK)

However, as you rightly point out, conversions between EU and US figures must be considered rather approximate indications. Differences not just in driving cycles but also in transmissions, tires, fuel grades and emissions/safety regs all significantly impact fuel economy. To some extent, it's an apples to oranges comparison because US and EU versions of the same car are not the same.


Diesel is workhorse of industry and heavy transport, and will be for foreseen future (50 years?). However, I do believe that for passenger vehicles it is dead end. The very moment diesel industry will develop affordable and reliable catalytic NOx absorber/trap, it will be used on gasoline direct injection engines with lean mode, which will elevate it efficiency almost to diesel level. In addition, this kind of engine is ideally fit to hybrid configuration with continuously variable transmission (Prius, Civic hybrid, etc.).

European automotive manufacturers are opposing hybrids for a reason: unlike for gasoline engines, hybridization of diesel vehicle will achieve very little gain in efficiency. Considering higher cost of diesel engine, much higher cost of diesel exhaust aftertreatment, and high cost of hybrid drivetrain, environmentally clean diesel hybrid, only marginally more efficient then gasoline hybrid, will be prohibitely expensive. These companies just trying to preserve their leading position and tremendous investments they already committed.

It is not only my opinion. Look, for example, how VW/Audi is pushing forward GDI technology. And make no mistakes, when yang generation of German engineers will turn their talents to hybrids, just to try new toy, we all will be amazed what they will achieve.

And considering that France get 70% of their electricity from nuclear power plants (which are intolerant to varying load and have to produce huge surplus electricity at night and just waste it), you bet who will be front runner in plug-in hybrids…


good, thought provoking points you made about the eventual decline of diesel cars.

tom deplume

American diesel fuel has a lower cetane number which would require changes in injection timing which few manufacturers are willing to do for the American market.


The diesel stage in Europe is already history; the battle now is between economy and ecology. The only way to reduce CO2 emissions is to discourage people to use motorised transport. This is why HST trains are put in operation, and at the same time secondary roads are brought back to single lane!Freedom to move and liberty are hard to change, but after hours and hours in traffic jams people learn.At the moment ecology seems to win.(maybe till the point we all loose our jobs?)

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