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Peugeot Adds Coupé Cabriolet Diesel Hybrid Variant

The 307 CC Hybride HDi

Peugeot has applied its diesel parallel hybrid technology to the 307 CC (Coupé Cabriolet) Hybride HDi. The 307 CC Hybride HDi made its debut at the British International Motor Show and joins the 307 hybrid hatchback, announced in January (earlier post).

PSA Peugeot Citroën may introduce the diesel hybrids to the market in 2010.

Click to enlarge.

The hybrid powertrain in the two models is the same, combining a 1.6-liter HDi engine with diesel particle filter system (DPFS); a 2.5 kW Stop and Start System; a 16 kW (23 kW peak) motor; and a 288V NiMH battery pack. The hybrid delivers combined-cycle fuel economy estimated at 70 mpg—about 30% better than the standard HDi model.

The performance of the 110hp (82 kW) 1.6-liter Hybride HDi Coupé Cabriolet is roughly the same as the conventional model with a 136 hp (101 kW) 2.0-liter HDi with DPFS.

The Stop and Start system enables the engine to go into standby status as soon as the speed drops below 37 mph. The electric traction motor is located between the diesel engine and the gearbox. It offers 80 Nm (59 lb-ft) of continuous, with peak torque of 180 Nm (133 lb-ft).

The electronically controlled manual gearbox has an automated control to engage the hybrid power train. It eliminates the need for a clutch pedal and offers two driving modes; one fully automatic and one with sequential gear changes. Controlled regenerative braking during deceleration and braking recharges the batteries.



coool! hybrid that allows you to control the gears, I like the control!


Will this be available in the USA any time soon?


Not likely. PSA says it may have the hybrids on the market in 2010. Whether PSA resumes sales in the US is another question.

Roger Pham

Sounds expensive!! With the diesel engine and emission control system, the cost is already high, now adding to that a separate starter motor, a separate electric traction motor, a separate transmission, a dry clutch, and a regenerative braking control system...In comparison, the Prius II has the starter motor and traction motor and a very simple planetary torque split device also acting as a transmission unit and electric drive unit and still costing significantly more than a non-hybrid...Honda IMA scheme is even simpler,with only one electric starter/motor/generator all combined and a teeny weeny battery of ~.3kwh, and costing as much as a Prius...
Ah, well, in Europe, the price of diesel fuel is artificially much lower, 1/2 the price of gasoline, so everybody is making diesel. This means that the gov's can really determine the shape of things to come...having Big Oil controlling the gov. here in the USA, and we are having monstrous SUV's.

Mike Weindl

-Roger Pham- Diesel prices in europe are not anymore half
of gasoline prices, for example one liter of diesel in germany costs average 1.43$ versus one liter of regular gas 1.67$. Prices are average from today.



So, according to your logic, who is controlling European governments? Diesel engine manufacturers or doctors from lung cancer society?


Fuel is taxed in Europe. The Governments determine the tax levels and thus the relative levels of each fuel used therefore the governments are in control. Which is what's supposed to happen....


Roger, here in the UK, diesel is more expensive than gas: $6.88 per US gallon for diesel, $6.73 for gas. (as calculated here).

Rafael Seidl

Citroen PSA has proven that diesel hybrids are technically possible and do offer additional savings over and above regular diesels. It will be interesting to see if PSA will succeed in bringing down the price of sensible mild hybrid architectures such as this one by 2010.

Back-of-the-envelope calculation:
Hybrid 306cc HDi: 70MPG US = 3.4 l/100km
Regular 306cc HDi: 70*0.70 = 49 MPG = 4.8 l/100km
Distance: 20,000 km/year
Savings: 1.4 l/100km=~EUR 1.5 /100km (*)=EUR 300/year
ROI horizon: 8 years (**)
Acceptable premium at initial purchase: ~EUR 2400

The effect of inflation is ignored here. It is possible that oil prices will go up further. It is also possible that hybrids (as built by PSA) will entail higher maintenance cost than non-hybrids. Then again, customers may be willing to pay a premium for being seen to do their bit for global warming etc. All in all, the EUR 2400 is just a rough estimate.

"Today, the price gap between a Hybride HDi model and a comparable diesel HDi model is still too wide and would have to be halved to make diesel hybrid vehicles accessible to most consumers."

"The team estimates that the current additional cost for the hybrid powertrain would be approximately £3,000 ($US5,600) over the cost of a conventional diesel vehicle."

Note that no vehicle manufacturer will ever disclose the cost of manufacturing. The $5600 (~EUR 4500) above refers to the price premium seen by the customer, roughly 2x the EUR 2400 computed above.

(*) The UK is one of a few European countries that does not have a powerful agricultural or haulage industry lobby. This is why its taxes on diesel are relatively higher. A truly technology-neutral fuel tax policy would be based either on energy content per unit of volume or, CO2 produced by unit of volume. Either way, diesel would end up more expensive than gasoline, making all types of hybrids far more attractive.

(**) This assumes hybrid variant will depreciate at the same rate as the base model and, that hybrid customers are prepared to accept a distant ROI horizon.


They should ditch the 2nd start/stop electric motor and just do that with the main electric motor.

Rafael Seidl

Ash -

they are using a robotized single-clutch manual transmission here, to save on cost. While it would be possible to set the vehicle in motion using just the electric motor and get the engine above its idling speed by closing the clutch, passengers would notice an acceptable lurch as it did so. Better to start the engine while disconnected as usual.

Having the main electric motor on the transmission side of the clutch significantly improves recuperation efficiency because the engine can be turned off.


Since it is electronicall controlled they should easily be able to have the controller shift the tranny into neutral connect cutch, start, discnnect clutch and await 1st or R before clutching again.

Rafael Seidl

Ash -

you're right, shifting into neutral would allow the electric motor to be connected to the engine without powering the wheels. I'm not sure why they chose not to eliminate the belt starter-alternator system. Perhaps it's just cheaper to keep the 12V and 288V electrical grids completely separate. Perhaps it's just that your proposed procedure of engaging the clutch, revving up the engine, disengaging, shifting into 1st or reverse and then re-engaging before you can get going just takes too long. Or, the clutch might not last long enough.

Roger Pham

Thanks many for the European diesel fuel price update. Of course, significant investment was made by European car makers in diesel technology some years ago, so the momentum must continue, to recoup cost. Diesel engine is unbeatable in term thermal efficiency, and great for non hybrid cars. Hybrids can take advantage of the electric motor boost, and hence can take advantage of high-expansion but less powerful engines with Miller cycle or Atkinson cycle, with less expensive, less rigorous engine construction and cheaper injectors, with efficiency almost rival that of diesel. Of course, Peugeot apparently does not plan to produce a lot of hybrids, so they slap an electric motor and a battery on a massed-produced diesel chassis so as to save on development cost.

Wonder how many start cycles will that weeny 2.5kw starter motor can take before giving out? Diesel takes a lot more starting torque, due to the high compression. The Civic hybrid uses the IMA of ~15kw for engine starting, and the Prius uses the entire momentum of the car to start the engine.

For more dedication to hybrid technology, and to the eventual evolution to PHEV of the near future, would it be cheaper or at least simpler to use a bigger traction motor of >60kw, and a bigger generator of >40kw, and a battery of >21kw of power, and to use all these also as an electrical transmission, WITHOUT A MECHANICAL GEAR-SHIFTING TRANSMISSION? After acceleration, a mechanical torque lockup will link the engine to the traction motor in order to transfer 100% of engine torque to the driving wheels, hence no loss via the electrical route during cruise mode. When more torque will be needed during cruise, either the battery can briefly supply extra torque to the motor, or to improve battery longevity, the engine can be declutched from the motor, and the engine will rev up to prove more torque via the electric motor. Efficiency in the electric mode may be above 80% if motor and generator are of sufficient size. This is comparable to some mechanical transmission in low gears, due to mechanical losses via the many gear stages and bearings. Braking recuperation will be more efficient with a motor much larger than the puny 23kw traction motor supplied. The bigger the motor or generator, the more efficient it will be for a given load, due less resistance in the armature winding. The huge 40kw generator/engine starter can start and restart that diesel engine ad nauseum all day with no sweat. Conversion to a PHEV will be a snap, with just a simple battery swap, and perhaps upgrade in power semiconductor box.



The price of diesel is not artificially lower than that of gasoline, just look up the refinig process, diesel is easier to manufacture than gasoline (takes less energy to manufacture it from crude). What determines the end cost in the end is more of a question of political will though. Also, having diesel cars makes sense just from the point of view of thermodynamical efficiency, and it is not a surprise that this diesel hybrid beats all gasonline hybrids(like Prius) at 70 mpg. Prius might be a fuel saver in the US, but regular european diesel cars can beat the Prius in fuel economy. However most european brands that are imported only carry the bigger and/or petrol engines and bigger cars to the US market. As long as the perception that 'bigger is better' is not changed, and as long as americans form their opinion on diesel cars based on old diesel truck engines, the US will miss an opportunity to drastically reduce fuel consumption just by employing ordinary, well-tested technology. In US car ads, 30 mpg is being touted as excellent fuel economy, but in Europe it would be considered dismal (my 30 year old Renault derivative on regular gasoline can best that). Also, with current US driving habits and most people driving under 100 mph nobody really needs big and powerful engines. A turbo does it for the very few situations when one really needs more power (like going uphill) and that's all.

donald ayling

i love my diesel and luv my peugeot and want a 307cc so bad i cant buy one in u.s. i will go to the dom republic and get my 45 there.waiting for a real dies-electric from anywhere.

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