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PSA Peugeot Citroën and Mitsubishi Motors Enter Diesel Engine Supply Agreement

The 2.2-liter PSA engine.

Mitsubishi Motors Corporation (MMC) and PSA Peugeot Citroën have signed an agreement under which PSA Peugeot Citroën will supply MMC with diesel engines.

Under this agreement, PSA Peugeot Citroën will start supplying Mitsubishi Motors with its 2.2-liter common-rail, direct-injection diesel engine starting mid-2007. This engine will also be fitted with a PSA Peugeot Citroën patented particulate filter.

Mitsubishi Motors is introducing its new Outlander SUV in Europe this month, and towards the end of 2007, will add a new diesel version powered by the PSA diesel. PSA will also apply this same engine in the Peugeot 4007 and Citroën C-Crosser at their launches in mid-2007.

In July 2005, the two companies decided to work together on an SUV-type 4WD vehicle for PSA Peugeot Citroën based on a new platform already under development at MMC. This new agreement, which was not in the original scheme of the partnership, reflects an extension of the original agreement into the field of component supply.

The 2.2-liter engine is the outcome of Phase 4 of the cooperation between Ford Motor Company and PSA Peugeot Citroën, and was announced in 2005. (Earlier post.)

Ford and PSA designed the new engine to match the performance of the best 2.5-liter diesels on the market, combined with superior environmental performance (complying with Euro IV emission standards and being equipped with a particulate filter), enhanced fuel efficiency and lower CO2 emissions.

The engine variant produced by PSA (the HDi/TDCi 2.2-liter) uses a new Extreme Conventional Combustion System (ECCS) combustion chamber that reduces emissions of regulated pollutants at source by 30% while improving performance and reducing running noise. This combustion chamber has a large diameter and low compression ratio, which produces a more uniform air/fuel mix.

The size of the combustion chamber limits the amount of fuel in contact with the walls, thereby ensuring that fuel combustion is more efficient. Piston geometry and design have been tailored to create a 25% larger diameter combustion chamber compared with the previous engine generation. The use of aluminium with very high mechanical and thermal properties is a key feature to achieve such a piston design. The special geometry also significantly reduced swirl in the combustion chamber, thereby reducing heat loss to the walls and improving the engine’s efficiency.

The combustion system is combined with a Bosch third-generation common-rail 1,800-bar injection system. The high injection pressure and the new Bosch piezoelectric injectors with seven 135 µm nozzles—compared with five in the first generation—enable up to six injections per engine cycle, thereby making fuel injection more precise and improving injection duration.

To enhance power, the engine uses a parallel sequential dual turbo. A small, low-inertia turbo provides effective boosting even at low engine speed. A second turbo of the same size kicks in at 2,700 rpm. Both turbos are fully managed by the engine management system.

Ford, PSA and Honeywell Turbo Technology have filed five patents for this technology, which makes torque available at low revs and responds immediately when the turbo comes on line.

A third-generation electrically controlled variable geometry turbo was also developed for applications which do not require the bi-turbo ultimate boost at low engine speed.


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