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Peugeot 2008 crossover delivers CO2 emissions as low as 99g/km for gasoline, 98 g/km for diesel

6 March 2013

2008
The 2008 on display in Geneva. Click to enlarge.

Peugeot’s new 2008 B-Segment urban crossover, introduced at the Geneva Motor Show, leverages its light-weight design, aerodynamic silhouette and a wide range of gasoline and diesel engines equipped with Stop&Start—including a new generation of 3-cylinder gasoline engines—to offer fuel consumption and CO2 emissions as low as 3.8 l/100km (62 mpg US) and 98g/km for diesel, and 99g/km for gasoline.

New generation of 3-cylinder gasoline engines. The PSA Peugeot Citroën Group designed the new generation of 3-cylinder gasoline engines, which, while maintaining comparable output to 4-cylinder engines, are more compact and lightweight (a 21 kg reduction of the 1.2-liter VTi over a 4-cylinder counterpart). (Earlier post.)

For a 30% reduction in losses due to friction, which represent approximately 20% of the power consumed by an engine, this family of engines uses:

  • a Diamond-Like Carbon coating on the gudgeon pins, piston rings and tappets;
  • pistons with liner offset by 6.9mm; and
  • an oil-bathed timing belt integrated in a sump, which also contributes to the quiet operation.

The Split Cooling thermal management system allows the optimum operating temperature to be reached more quickly. On starting, with the engine cold, the coolant only circulates in the cylinder head to heat it on contact with the exhaust. Then, once the ideal temperature has been reached, the cooling system opens in the direction of the radiator and engine base.

Combustion was also optimized by improving the aerodynamics of the chamber (inlet ducts, piston tops) and by adapting the ignition to operation with a high rate of residual gas (IGR, “internal gas residual” ). The aluminium alloy cylinder head has four valves per cylinder, multipoint indirect injection, continuously variable timing at the inlet and at the exhaust (VTT).

The cylinder head, produced via the Lost Mould Process (PMP), has the number of attached parts reduced to a level currently unequalled, Peugeot says. The exhaust manifold, the cooling outlet module and the engine mounting are integrated in the cylinder head. This contributes to the rapid increase to the engine operating temperature by permitting contact between the coolant and the exhaust manifold for an optimum exchange of calories. Being 6kg lighter, this cylinder head contributes to reducing the overall weight of the engine.

Vibration is treated by a high inertia single engine flywheel and a counter-rotating balancing shaft. The quality of the sound has been treated by making the crankcase more rigid to reduce the transfer of noise and by a resonator, installed at the inlet, to absorb unpleasant acoustic frequencies. Finally, the exhaust line has a special intermediate silencer.

This new generation of engines sees its performance increased by the introduction of turbocharging coupled with direct injection and the Stop&Start.

The Stop&Start system restarts almost instantly, with no noise or vibration. In addition, it covers temperatures from -5°C to +35°C. Supported by an alternator control system (Volt Control) to recover energy on deceleration and by a hybrid battery to store and deliver additional energy on starting (e-booster), the Stop&Start uses a reversible alternator on the e-HDi and a reinforced starter on the e-VTi to:

  • reduce fuel consumption by up to 15% when driving in town;
  • restart quickly (400ms);
  • activate an engine switch-off from 20km/h / 12mph with a manual gearbox (8km/h / 5mph for an EGC gearbox) on the e-HDi, 0km/h / 0mph on the e-VTi;and
  • increase the pleasure of use (quiet operation, no vibration).

The driver can deactivate the Stop&Start function at any time by pressing a button on the fascia.

This technology was introduced successfully by the e-HDi engines on the 508 and 308 before being popularized by the 208.

Fitted on both the gasoline and diesel engines, this technology, which reduces consumption and increases the comfort of use, is now available on 6 of the 9 engines of the 2008 range.

New turbocharged 3-cylinder engines. In the months following its launch, the engine range will be expanded versions of the supercharged three-cylinder gasoline engine. Two power levels are available; 1.2-liter e-THP 110 and 1.2-liter e-THP 130 offer smooth driving characteristics, due mostly to its high torque, respectively of 205 N·m and 230 N·m (151 lb-ft and 170 lb-ft).

The 1.2-liter e-THP is 12kg lighter compared to a 4-cylinder naturally aspirated equivalent engine, even though it has a turbo, a larger cooling system and that it offers performance with 45% more torque. The fuel consumption improvement is between 15 and 20%, depending on the version.

2008 gasoline engine range
Unit Power Torque Gearbox Stop& Start CO2
g/km
Fuel cons.
l/100 km
1.2 l e-VTi 60kW (82bhp) 118 N·m 5-speed piloted yes 99 na
1.2 l VTi 60kW (82bhp) 118 N·m 5-speed manual no 114 na
1.2 l e-THP 81kW (110bhp) 205 N·m 5-speed manual yes 104 na
1.6 l VTi 88kW (120bhp) 160 N·m 5-speed manual no 135 na
1.2 l e-THP 96kW (130bhp) 230 N·m 6-speed manual yes 109 na
2008 diesel engine range
Unit Power Torque Gearbox Stop& Start CO2
g/km
Fuel cons.
l/100 km
1.4 l HDi PEF 50kW (68bhp) 160 N·m 5-speed manual no 104 4.0
1.6 l e-HDi PEF 68kW (92bhp) 230 N·m 6-speed piloted yes 98 3.8
1.6 l e-HDi PEF 68kW (92bhp) 230 N·m 6-speed manual yes 103 4.0
1.6 l e-HDi PEF 84kW (115bhp) 270 N·m 6-speed manual yes 106 4.0

March 6, 2013 in Diesel, Engines, Fuel Efficiency | Permalink | Comments (2) | TrackBack (0)

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Comments

"The cylinder head, produced via the Lost Mould Process (PMP)"

Shouldn't it be Lost Foam Process?
"Procès à Modèle Perdu"

oops. Procédé à modèle perdu .....

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