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Peugeot Introduces 3008 Crossover; Platform for First Production Application of HYbrid4 Technology by 2011

The new 3008 crossover is the production platform for HYbrid4 technology by 2011. Click to enlarge.

Peugeot has introduced the new 3008 crossover. The 3008 will be the platform for the first production application in the PSA Peugeot Citroën Group of the HYmotion4 all-wheel drive technology, as unveiled on the Prologue HYbrid4 concept car at the last Paris Motor Show. (Earlier post.) Peugeot plans to launch the all-wheel drive hybrid crossover between now and 2011.

The HYmotion4 technology 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. The Prologue HYbrid4 concept and the production 3008 are front-engined.

Technology of the Prologue HYbrid4 concept at the Paris Motor Show. Click to enlarge.

At the Paris Motor Show, the Prologue HYbrid4 concept car was presented with a 2.0-liter HDi FAP engine with a power of 120 kW (163 bhp) and an electric motor with a maximum capacity of 27 kW (37 bhp) for a total power of 147 kW (200 bhp) and a maximum torque of 300 Nm (221 lb-ft) at the front and 200 Nm (148 lb-ft) at the rear.

There are no mechanical connections between the front diesel engine and the rear electric motor, everything is controlled electronically “by-wire”. The Prologue HYbrid4 used a NiMH battery pack located under the rear floor, near the electric motor.

The HYbrid4 concept car can 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 highways, 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.

With performance directly comparable to that obtained with a single 2.2-liter HDi FAP dual-turbo engine, its fuel consumption in the combined cycle is lower at 4.1 litres/100 km (57 mpg US), with CO2 emissions of 109 g/km—about 35% better than a comparable conventional vehicle with a 2.2-liter diesel engine, according to Peugeot.

The HYbrid 4 technology, which is still under development, was incorporated into the 3008 development program from the outset.

The conventional new 3008 offers a choice of six engines: two gasoline (with the 1.6-liter VTi and THP engines developed in co-operation with the BMW Group); and four diesel versions (1.6- and 2.0-liter HDi fitted with a diesel particulate emission filter). Lowest fuel consumption for the current range is 4.9 liters/100 km (48 mpg US) or 130 g/km of CO2.

To help reduce the vehicle’s weight, laser welding was used instead of normal spot welding, the front overhang was kept to a minimum by the introduction of a new type of impact absorber, a number of light weight materials were used and the thickness of the panoramic glass roof has also reduced to 5 mm, while still retaining the same levels of safety as current roofs fitted to the 308 SW etc.



That glass roof is nice. I wonder how much weight is saved going to steel with same level of sound proofing.


Can anyone explain why laser welding saves weight over spot welding?


Well, for that matter why a "green" car needs 200 Hp.

Or why 6 engines are offered plus this hybrid ?
Shades of GM there.

I seem to remember one of the cost cuttings that aided the Nissan turn-around was Carlos Ghosn's idea to put their V6 engine into virtuallly every model they produced.

On a slightly positive note, it would have been a good idea if Honda had similarly mounted their electric motor assist on the rear axle of the new Insight rather than the engine crankshaft.

I perceive several advantages to this style of mounting.

First, the electric drive efficiency is considerably improved by avoiding the CVT path.

Second, the launch from a standstill will have significantly reduced loading and wear on the CVT.

Third, the elimination of reverse gearing.

Speaking of which it would be useful to know the gearing used. When torque is stated perhaps the moderators could calculate the electric motor base speed for us. It gives a better handle on the technology being used.

For comparison purposes, the 50kw in the Prius is delivered by a 4.113:1 ratio and is peak rated 400nm @ 1200rpm (20mph).

Whereas this 27kw rated at 200Nm places its base speed at 1300rpm. With but half the torque one would hope the gearing would be twice that of the Prius which would place it at an acceptable 12000rpm @ 100mph.

If utilising a Priuslike 4:1 gear ratio the acceleration in electric mode will be understandably poor from only 27kw but it will allow use of a brushless AC motor.

The 12000 rpm solution with an 8:1 ratio would necessitate the use of an induction motor. That is because the generated back-emf from using a brushless motor at these rpms would be unmanageable by the electronic inverter. And certainly for any speed above 6000rpm (50mph) if the need is to keep the cost of the inverter within reason.

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