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PSA Peugeot Citroën Unveils HYmotion4 All-Wheel Hybrid Drivetrain; Diesel and Gasoline, Front- and Rear-Engined Variants

The HYmotion4 hybrid powertrain components as applied in the Prologue concept car. Click to enlarge.

PSA Peugeot Citroën has introduced a new hybrid drive architecture—the HYmotion4 all-wheel drivetrain—which will be fitted on select mid-sized and executive Peugeot and Citroën models scheduled for market launch in 2011.

Unveiled at the Paris Motor Show on the Peugeot Prologue, Peugeot RC, Citroën Hypnos, and Citroën C4 WRC concept cars, the HYmotion4 uses a “through-the-road” design to provide hybrid all-wheel drive. The motor is mounted in either the rear or front of the vehicle, depending upon whether the vehicle is front- or rear-engined, respectively.

With no mechanical connections between the front and the rear power units, the system is controlled entirely and automatically by electronics using “by wire” technology as used for the first time on the Hoggar, the concept car which appeared in 2003 and was equipped at the time with two HDi FAP diesel engines.

HYmotion4 technology is based on a parallel full-hybrid design using existing powertrain sub-assemblies.

Peugeot Prologue HYmotion4. The Prologue is a diesel-electric hybrid crossover. In the engine bay, it combines a 2-liter HDi diesel with particulate filter, a high-power Stop &Start system, and a six-speed automated gearbox. The high-torque, high-power electric motor is mounted in the rear.

The 2.0-liter HDi FAP engine in this car develops maximum power of 120 kW (163 bhp) at 3,750 rpm and a maximum torque of 300 Nm (221 lb-ft) at 1,580 rpm. It has a variable geometry turbocharger, an electronically controlled high-pressure pump and piezoelectric injectors. It is coupled with a particulate emission filter (FAP), which collects particles and then incinerates them in a special process exclusive to Peugeot’s HDi common rail technology combined with the use of an Eolys additive.

The synchronous permanent magnet motor develops continuous power of 20 kW (27 bhp) and has a transitory peak capacity of 27 kW (37 bhp). It generates a continuous torque of 100 Nm (74 lb-ft), with a peak of 200 Nm (148 lb-ft). It is coupled to an inverter, which controls the torque by regulating the current from the high-voltage battery pack. The latter operates in a voltage range of between 150 and 270 volts.

The Prologue HYmotion4 uses a NiMH battery pack located under the rear floor, near the electric motor.

The HYmotion4 concept car be driven in electric only mode (to start up, in town at speeds of less than 50 kph (31 mph) and when decelerating); in diesel engine only mode, at stable speeds on the open road or on motorways, when the diesel engine attains its optimal efficiency; and with both mechanical and electric power combined for extra boost or in four-wheel drive mode.

The concept has a fuel consumption rating of 4.1 L/100km (57 mpg US) and emits 109 g/km of CO2—about 35% better than a comparable conventional vehicle with a 2.2-liter diesel engine, according to Peugeot.

RC HYmotion4. Peugeot uses “RC” to designate sports models in its range. The new RC concept, the full name of which will be introduced at Paris, “fills the gap” between the RC ♠ and concept cars revealed in 2002 and the 908 RC introduced in 2006, according to Peugeot.

The RC HYmotion4 combines a 1.6-liter 160 kW (218 bhp) THP gasoline engine fitted transversally in a central position at the rear of the vehicle with a 70 kW electric motor under the hood. Maximum torque is 178 Nm (131 lb-ft) from the front motor, and 280 Nm (207 lb-ft) from the rear engine.

The RC HYmotion4 features a lithium-ion battery pack, positioned in the central tunnel running through the passenger compartment. The RC HYmotion4 can be driven in electric only mode; in gasoline engine only mode; and in combined mode for extra power and all-wheel drive.

Acceleration from 0 to 100 kph takes 4.4 seconds, and from 80 to 120 kph in 3 seconds. Fuel consumption is 4.5 L/100km (52 mpg US), with CO2 emissions of 109 g/km in the combined cycle (or zero in electric mode).

The Hypnos. Click to enlarge.

Hypnos. Citroën’s Hypnos represents another diesel application of the HYmotion 4 system. In this vehicle, the HYmotion system combines a front-mounted 147 kW (200 bhp) 2.0-liter HDI DPFS diesel engine with 420 Nm of torque; Stop& Start system; a six-speed electronic gearbox system; and a 37 kW (50 hp), 200 Nm (148 lb-ft) electric motor on the rear axle.

Hypnos offers an all-electric range of around 3 km (1.9 miles) at 50 kph (31 mph). Combined cycle fuel consumption is 4.5 L/100 km (52 mpg US) for CO2 emissions of 120 g/km.

C4 WRC HYmotion4. The C4 WRC hybrid concept is the first World Rally Car to be equipped with a hybrid energy recovery system. The WRC hybrid uses a front, transversely-mounted 2.0-liter engine that develops 320 hp at 5,500 rpm and 569 Nm (420 lb-ft, 58 kg-m) of torque at 2,750 rpm. A rear-mounted 125 kW electric motor is supported by a 400V, 22 Ah lithium-ion battery pack comprising 990 cells.

Two additional cooling systems support the motor-generator and battery pack, with a specific radiator positioned under the right-hand side of the floor.


Will S

Does anyone know the specifics of the 'combined cycle' they reference above?

Standard NEDC -- combination of the old ECE-15 (urban) and the Extra Urban Drive Cycle.


Why don't more people use this approach - ICE as you were and electric drive for the other pair of wheels ?

Also, it is a pity they don't do it for the 407 and 308 "normal" cars - and their minivan - that would really be useful - a hybrid diesel minivan (for me).


Sounds like they worked out a pretty good system here, but why did they use such a big engine? Why not introduce a version that would work for the majority of the people, like a 1.3 liter engine? 0 to 60 mph in 4.4 seconds is not what I'm looking for in a car.



A very good question. The same car with a 1.0 L engine with half the horse power (160 hp instead of 320 hp) could the job with less GHG/Km and lower fuel consumption.

I guess that a lower power version could be built.

This muscle car seems to be for people in a hurry on roads without speed limits.


The electric engine on the real wheels and the ICE on the front wheels is quite a smart idea that considerably simplifies the transmission of an HEV. The ideal would be to be able to get rid of the gear box to save weight and cost using a high torque for the electric engine. That's what WV is trying to do. Also I don't understand why a such a big ICE a 1.2 or evn 1.0 turbocharged engine would be lighter mor compact and powerful enough.


They are concept cars.
Lets hope they work well and the technology ends up in "real" cars soon - with downsized engines etc.


This is a brilliant idea, for a do-it-yourself retrofit. They could use this same idea to extend the life of the good ol' ICE.
Instead of one bulky 4 cylinder engine and big transmission they could have 4 one cylinder engines and 4 nice little transmissions.
Umm, no.
Well, it works with electric motors cuz they maintain (or get even more torque) down to zero speed, and you don't need a transmission.
Umm. Well, they say;
1. The electric motors continuous power is 27 bhp with a transitory peak of 37 bhp and
2. Continuous torque is 74 lb-ft, with a peak of 148 lb-ft (that's double), and
3. They are good up to 31 mph
4. Then at 15 mph they contribute 13 to 26 hp total for two motors and
5. At 7 mph they contribute 12 to 24 hp and
6. At 4 mph (just when you want get moving or power out of the mud) they contribute 6 to 12 hp.
Gee connect a single 50 to 74 bhp motor to the drive train AHEAD of the transmission and get about 25 hp at 4 mph and 50 to 74 bhp from about 7 mph up to about 80 mph. That's what transmissions are for, the car already has one, use it.

Will S

> Standard NEDC -- combination of the old ECE-15 (urban) and the Extra Urban Drive Cycle.

Thanks, that's what I thought; there seems to be a continuing need for a profile that properly evaluates PHEV performance.


Just had a wicked thought. I notice some presumably expensive components located in the rear vulnerable area. Surely if much of the exy bits found teir way to this area, the insurance premium could come down.
(shame about the other driver.)


Toppa Tom,
I'm not the brightest with respect to inerpreting these torque figures.
I'd like the more savvy electrical power peoples to give a bit of dummies style lift.

"The Prologue hymotion 4 electricn motor delivers a 'continuous' 100 NM tourque through a current controlling inverter.

Meanwhile this I must confess to agreeing that in this instance - ignorance is bliss.


To charge the battery, the energy of the ICE must be transferred through the road to the rear wheels. I wonder if that incurs transmission losses. The question to be answered is: Is rolling resistance (for a given tyre) only dependent on weight and tyre pressure, or is it also influenced by the forces transferred through the tyre?


The lowest RR from steel wheel. Pnuematic tyres absorb road surface irregularity by flexing . This flexing generates heat through internal friction.

If the pressure is increased, the flexing, heat, and compliance diminish. There are new generation tyres that have a lower RR while running standard pressures by somehow? limiting the internal friction.

These reportedly have good wear fuel economy figures.

Cooper tyres?

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