As soon as it was launched, the 207 has p roved to be a worthy heir to the ’20’ series dynasty. With its feline and dynamic styling, wide ranging standard specification levels, suspension developed using Peugeot’s renowned expertise and comprehensive safety equipment it meets the requirements of many different customers.
The 207 was first launched in April 2006.
With 110,000 cars already produced, the 207 is undeniably successful with buyers, attracted by a stylish vehicle that offers both value and versatility.
To meet the requirements of a wide range of customers the 207 is available with a choice of engines:
1.4 l 54 kW (75 bhp) - to be launched during September 2006
1.4 l 65 kW 16v ( 90 bhp)
1.6 l 80 kW 16v ( 110 bhp)
The 207 range now sees the introduction of a new top of the range petrol engine which produces 110 kW ( 150 bhp).
As a result of the co-operation between PSA Peugeot Citroën and the BMW Group this new-generation engine includes a number of technically advanced features. This helps to increase the engine’s performance and torque output over a very wide operating range, while at the same time help reduce both fuel consumption and exhaust emissions.
The engine know as the EP6DT is the first of a new family of direct injection, high pressure turbo charged petrol engines, which will be known generically as THP (Turbo High Pressure).
In the 207 range the 1.6 litre THP 16v engine will be available, exclusively at launch, in the new Griffe level, firstly in the three door version and then in the five door version before the end of the year.
This 1.6 litre THP 16v engine launches a new family o f petrol engines, the result o f the co-operation between the PSA Peugeot Citroën and BMW Group.
The aim o f this partnership is to develop petrol engines which are equipped with innovative technologies that o ffer high levels o f per formance - with low fuel consumption - at the same time as meeting the cost constraints imposed in the lower and lower-medium vehicle market segments.
Each partner has contributed the best o f their skill and expertise, whether it be in engine design or in manu facturing processes.
The engine is produced at the PSA Peugeot Citroën factory in Douvrin, France.
The EP6DT engine has a sixteen valve cylinder head with two overhead camshafts and 4 cylinders displacing 1598 cc. It produces a maximum power output o f 110 kW ( 150 bhp) at 5800 rpm.
The choice of a 4-cylinder 1.6 litre engine was made because smal turbocharged engines with a high specific power output, o fer a significant advantage in terms o f fuel consumption over normaly aspirated engines with a larger displacement.This downsizing strategy is also in line with Peugeot's HDi diesel engine strategy.
From design onwards, the specification o f the engine was aimed at meeting many requirements:
Ensure adequate power directly comparable with that obtained with a normally aspirated 2.0 litre engine,
Provide great driveability, in particular through a high torque output at low engine speeds,
Reduce fuel consumption and emissions,
Ensure the engine is compact and light weight, so that it is easier to fit into small vehicles.
The aim is there fore to increase the pleasure and driveability experienced by 207 customers but, at the same time reduce running costs to a minimum.
On this engine, a lot o f attention has been paid to the torque output and reducing possible turbo lag. Due to this the engine produces 156 Nm o f torque from 1000 rpm. The engines maximum torque output o f 240 Nm is reached at only 1400 rpm and remains unchanged up to 3500 rpm. In addition, it offers a wide usable engine speed range, as the torque is stil 208 Nm at 5000 rpm. In terms o f maximum power the 1.6 litreTHP 16v engine produces 110 kW (150 bhp) at 5800 rpm.
Several technological innovations have made it possible to meet these technical challenges, in particular:
Direct fuel injection,
Continuously variable valve timing (VVT) on the inlet camsha ft,
Flow controlled oil pump,
Innovative crankcase design.
Direct Fuel Injection – Increases Performance
The use of direct injection makes it possible to combine a high specific power output with low fuel consumption. It also gives excellent results in terms o f emissions.
A mechanically driven two-piston high pressure fuel pump is fitted on the end o f the inlet camshaft and feeds the fuel injectors through a stainless steel fuel distribution rail.The highpressure injectors spray the fuel directly and laterally into the combustion chamber at a maximum pressure of 120 bar.As this distributes the mixture evenly inside the combustion chamber, combustion is improved and the overall power output o f the engine is increased. In addition, direct injection contributes to reducing the quantity of fuel that is incompletely burnt by reducing the proportion o f fuel in contact with the cylinder walls.
It should, however, be noted that this turbocharged petrol engine also has a comparatively high compression ratio o f 10.5:1.
Twin-Scroll Turbocharger, A First In This Category – Reduces Turbo Lag
This is the first time that a Twin-Scroll turbocharger has been used on an engine o f this displacement.
As the name "Twin-Scroll" suggests, the exhaust ports in the cylinder head are first and foremost grouped in pairs ("twinned") in the exhaust mani fold and the turbocharger.This therefore combines the exhaust gases exiting from cylinders 1 and 4 and from cylinders 2 and 3. These two columns o f “pulsating” exhaust gas arrive in "scrolls" whose combined flow drives the turbo charger’s “turbine” to provide the maximum possible boost.
This separating o f the exhaust gases as they enter the turbo charger improves the efficiency o f the flow o f the gases and maximises the available energy to drive the turbo charger “turbine”. The result is a remarkably responsive engine, as it starts to boost from only 1000 rpm. The turbo lag or response time, frequently criticised on turbocharged petrol engines, is therefore drastically reduced.
The flow o f exhaust gases can accelerate the turbo charger “turbine” up to a speed o f 220,000 rpm. It simultaneously drives the “compressor” which pressurises the air entering the engine.The maximum turbo charger pressure is limited to 0.8 bars by the turbo charger waste gate.
Continuously Variable Valve Timing (VVT) - Optimises Power and Torque
The cylinder head o f the engine is fitted with two composite overhead camsha fts with hydraulic tappets to automatically adjust the valve clearances. Due to the positioning o f the valves in the cylinder head, it has been possible to reduce friction losses by using roller valve rockers for all the mechanical engine components. One o f the priorities o f the project was to reduce engine friction losses, in order to lower fuel consumption.
The weight o f the timing gears has also been optimised to improve the engine response time. As part o f this thinking,the diameter o f the engine valve stems have been reduced to just 5mm. The continuously variable timing o f the inlet camsha ft (also calledVVT orVariableValveTiming) helps optimise the power and torque output o f the engine and reduce fuel consumption and exhaust emissions.
Flow Controlled Oil Pump – Reduces Fuel Consumption
The chain driven flow controlled oil pump supplies only the exact volume of oil necessary for particular engine operating conditions. Due to its optimised control it does not take power from the engine, pumping excessive oil not required by the engine. The pump therefore consumes up to 160Watts less energy than a conventional engine oil pump, while reducing fuel consumption as measured by the European combined cycle by approximately 1%. At an engine speed o f 6000 rpm a saving o f 1.25 kW is achieved.
In addition, as turbocharged engines are subject to greater thermal stresses, an oil/water heat exchanger integrated in the oil filter and assisted by a controlled thermostat maintains the temperature o f the engine oil at a sa fe level, even under full load. By allowing the engine oil to heat up more quickly, the exchanger also shortens the warm-up period, reducing fuel consumption and there fore emissions.
Innovative Crankcase Design – Greater Stiffness and Improved Noise Management
The construction o f the aluminium crankcase in two parts, cylinder block and main bearing housing guarantees:
Extreme rigidity thanks to the sti f fening ribs,
Excellent noise suppression, similar to those o f a thicker (and there fore much heavier) cast iron cylinder block.
The aluminium cylinder block has cast-iron liners inserted in to it during the production process in the foundry. A separate main bearing housing is bolted directly to the base o f the cylinder block, securely locating the cranksha ft.As a result o f the considerable physical stresses created by the increased torque generated by the use o f a turbocharger, sintered steel inserts are inserted around the location points o f the cranksha ft main bearings. Considerable e f fort has also been made to reduce friction losses from the cranksha ft assembly, and the crankcase has been designed to minimise the pumping losses created by the movement o f the connecting rods and cranksha ft.