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Peugeot 208 features new generation of 3-cylinder gasoline and Stop & Start System (e-HDi) diesel engines

5-door 208. Click to enlarge.

The new Peugeot 208 B-segment supermini, which launches this spring in Europe, will be available in 3- and 5-door bodystyles with a range of gasoline and diesel engines including a new 3-cylinder gasoline engine range and the latest generation of Stop & Start System (e-HDi) diesel engines.

The 208 achieves average CO2 emissions of 34 g/km lower than the 207. Its latest generation engine technology and the use of the e-HDi micro-hybrid Stop & Start System on virtually all versions, add to the vehicle’s improvements in terms of weight reduction and aerodynamics. With five models, four of which are equipped with the new generation Stop & Start System (e-HDi), the diesel range starts at 87g/km of CO2 (delivering fuel economy of 69 mpg US or 3.4 L/100km) and doesn’t exceed 99 g CO2/km.

The 208 also introduces a new range of 3-cylinder gasoline engines, 1.0- and 1.2-liter VTi, starting at 99 g/km of CO2 (and delivering 54.7 mpg US or 4.3 L/100km).

New generation of 3-cylinder engines. A new stage in the PSA Peugeot Citroën Group’s downsizing strategy, this new generation of engine block delivers a reduction of fuel consumption and CO2 emissions, while offering a good level of performance for the entry-level versions.

Designed by the PSA Group and produced at its Trémery factory in France, the 1.0 l and 1.2 l VTi versions will allow the 208 to offer gasoline versions at 99 g/km and 104 g/km of CO2.

These normally aspirated indirect injection engines have respective maximum powers of 50 and 60 kW (68 and 82 hp) at 6,000 rpm and a maximum torque of 95 and 118 N·m (70 and 87 lb-ft ) at 3,000 and 2,750 rpm respectively.

This block is designed to be both very compact and light, with an aluminium alloy cylinder block and cylinder head, the exhaust manifold integrated in the cylinder head. It also benefits from technological features such as the variable valve timing system (VVT) on the inlet and exhaust camshafts or the variable capacity oil pump.

208 gasoline range
1.0 l VTi 50 kW (68 hp); 95 N·m, 5-speed manual gearbox; CO2: 99 g/km
1.2 l VTi 60 kW (82 hp); 118 N·m, 5-speed manual gearbox; CO2: 104 g/km
1.4 l VTi 70 kW (95 hp); 136 N·m, 5-speed manual gearbox: CO2: 129 g/km
1.6 l VTi 88 kW (120 hp); 160 N·m, 5-speed manual gearbox: CO2: 134 g/km
1.6 l THP 115 kW (156 hp), 240/260 (2) N·m, 6-speed manual gearbox; CO2: 135 g/km

The Group invested €717 million (US$908 million) in the 3-cylinder gasoline engine project, launched in early 2008, of which €460 million (US$583 million) was for research and development. In all, 52 patents have been filed and 1,200 engineers and technicians have been involved. A total of €257 million (US$325 million) was allocated for capital spending projects in eastern France, mainly at the Trémery plant in Moselle, eastern France.

In the start-up phase since September 2011, the new EB engine will be produced at Trémery. The project has a potential annual production capacity of 640,000 engines. Brought on stream in 1979, Trémery is the world’s leading diesel engine production facility with a total output of 35 million units.

In a second phase, the new engines designed in France will be produced in Latin America and China to meet local needs and will represent a key asset for the Group’s international expansion.

Extended e-HDI diesel range. The 208 will benefit from the e-HDi technology—launched on the 508 and the new 308 in 2011 (earlier post)—on 4 of its 5 diesel power trains. This new generation Stop&Start system reduces fuel consumption and emissions of CO2 by up to 15% in town, while stopping of the engine and almost instantaneously restarting without any noise or vibration.

The e-HDI system is uses Valeo’s second-generation Starter-Alternator Reversible System (StARS). (Earlier post.) StARS combines the alternator and starter functions. As a starter, it starts the engine instantly and silently using the alternator belt. This allows the machine to start the engine silently and without vibrations in less than 0.4 seconds, before immediately switching to alternator mode.

The StARS starter alternator is a synchronous machine using three-phase current. The rectification of the alternator current to battery current (AC/DC) is realized with field-effect transistors instead of diodes, which gives an excellent efficiency at >77% (VDA measurement), or 10 points higher than a traditional alternator and thus allows additional fuel savings, independently from the engine stop phases.

The starter-alternator is driven by the front-end accessory belt. A reversible tensioner allows power to be transmitted in both directions, depending on whether the StARS starter alternator is working as a starter or an alternator.

208 diesel range
1.4l HDi PEF 50 kW (68 hp), 160 N·m, 5-speed manual gearbox; CO2: 98 g/km
1.4l e-HDi PEF 50 kW (68 hp), 160 N·m, 5-speed piloted gearbox, Stop & Start; CO2: 87 g/km
1.6l e-HDi PEF 68 kW (92 hp), 230 N·m, 5-speed manual gearbox, Stop & Start; CO2: 98 g/km
1.6l e-HDi PEF 68 kW (92 hp), 230 N·m, 6-speed piloted gearbox, Stop & Start; CO2: 98 g/km
1.6l e-HDi PEF 84 kW (115 hp), 270/285 N·m, 6-speed manual gearbox, Stop & Start; CO2: 99 g/km



Amazing, after 15 years, it gets the same fuel economy as my 97 geo metro with a 3 cylinder 1L engine. We've come a long ways baby...


man how ignorant do you have to be to realize these cars will pass today's crash tests in addition to having a crap load of features built into the car? The two cars are like night and day... learn to compare apples to apples...

your comments is one of the many that needs to realize we have come a long way and its only going to get better.


There's the competition for the Prius-C - regular state of the art superminis.

Note that the diesels are all well below the EU limit of 120 gms/km. They are obviously getting ready for the next EU limit which I think is 95 gms/km in 2020.

What sort of Europe and what sort of world economy we have in 2020 is another matter.


I like the Valeo stop start system, which uses Maxwell ultracapacitors.
Those would be very useful in electric cars too, as most batteries can't pick up a lot of the regnerative braking energy, as it comes in too fast.
Ultracapacitors would do a lot better, although perhaps not as well as flywheels whicha re very efficient as they do not change rotational energy to electricity and back again.


Don't believe those official European figures of 3.4 l/100 km. It's BULLSHIT. I live in Europe and my car is a Seat Toledo with a 1.9 liter TDI engine, curtosy of Volkswagen. I try to hypermile and RARELY ever get the stated fuel economy, mostly in summer and on long trips. For a realistic figure for this car for an average (non hypermiling) driver, averaged over summer and winter, multiply by 1.5 or a little higher at 5.1 l/100 km and above.

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