Peugeot 207 gets New High Performance Engine

Peugeot 207

Innovative Petrol Power

By Text & Photos edited by Clinton Deacon
September 21, 2006 7:43 PM
Filed Under: European, Peugeot

Press Release

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:

In Petrol:

In Diesel:

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.

Co-operation

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.

Engine

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:

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 – 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:

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.

Maintenance

Depending on the operating conditions and the driving style, the oil change intervals will be 30,000 km or 2 years.The spark plugs and the air filter must be changed every 60,000 km. The use o f a timing chain instead o f a timing belt ensures greater accuracy and improved reliability, but also remains maintenance-free throughout the li fe o f the engine. Similarly, no maintenance operations are required on the valves because o f their automatic hydraulic adjustment.

Gearbox

This version uses the "BE4/5S" five-speed manual gearbox.This gearbox is already used in many PSA Peugeot Citroën group vehicles in both petrol and diesel applications.

On this new petrol engine and unlike that used on the 207 1.6 litre HDi 66 and 80 kW models, the spacing o f the gears has been altered to match the new engine, combined with closer gear ratios.

Performance

This new petrol engine uses very innovative technology and is capable o f making the 207 as dynamic and enjoyable to drive as a car with a larger engine.

Its performance is evidence of this as with just the driver on board, it only takes 29.4s to cover the standing start 1,000 m and accelerates from 80 to 120 km/h in 5th gear takes only 8.2 s (in comparison, the 206 S 16, despite a weight advantage, took 10.1 s). The maximum speed o f 210 km/h is reached in 5th gear.

The innovative technology used in this engine and the high torque output available at low engine speeds, helps reduce the fuel consumption to (7.0 l /100 km in the combined cycle compared with 7.7 l /100 km for the 206 S 16) and makes it possible to reduce the CO2 emissions (166 g/km compared with 185 g/km for the 206 S16).

Modifications

As road holding and driving enjoyment are part o f Peugeot's traditional values, special attention has naturally been given to guarantee all 207s are a dynamic benchmark but with no sa fety compromises.

It was planned to fit this completely new engine from the start o f the design o f the 207. There fore only a few special modi fications have been necessary to the 207 to install the EP6DT engine.

Suspension

Like all 207s, the front suspension consists o f a pseudo McPherson type strut assembly and for the rear suspension a torsion beam. This design ensures both low weight and compact overall dimensions, whilst still ensuring considerable rigidity, which reduces noise and ensures good body control.

In fitting the EP6DT engine, the rear flexible mountings o f the front suspension have been made more rigid to maintain the front wheel alignment, when under load.

For the rear suspension, the sti ffness o f the rear torsion beam has been increased by 12.5 % compared with the 1.6 litre HDi 80kW ( 110 bhp)version.

The hydraulic dampers which are pressurised to 5 bar, are structurally identical to the rest o f the 207 range but have di fferent damping characteristics, in order to give the best possible overall combination o f road holding and com fort on the road.

Steering

The "Brushless" electric power steering, which was praised as soon as it was launched on the 207 for its versatility, operation at low speed and accuracy at higher speeds, is used again on this version. The characteristics o f the steering, however, have been changed to ensure it is as easy to use as that on the rest o f the 207 range.

Brakes

Front brakes are 283 x 26 mm ventilated discs and at the rear solid 249 x 9 mm solid discs.

The latest Teves Mk60 ESP (Electronic Stability Program) is fitted as standard. It includes ABS, electronic brake force distribution (EBFD), emergency brake assist (EBA), traction control (ASR) and stability control (CDS), which detects any incipient understeer or oversteer.

The ASR and CDS functions o f the ESP can be switched o f for starting on slippery sur faces, but automaticaly re-activates when the vehicle exceeds 50 km/h.

Tyres

The 207 1.6 litre THP 16v is fitted exclusively with 17-inch alloy wheels, with 205/45 R 17 Pirelli P Zero Nero tyres.

Safety

All 207's have two impact absorption structures, which absorb and distribute impact energy more e ffectively in the event o f a collision, and also enhance repairability and pedestrian impact protection. This design is borrowed directly from the 407.

For side impacts, the design o f the body side frame and superstructure absorbs the impact energy and preserves a survival cell for the occupants. The rein forced box section and tubular bracing bars in the doors also increases rigidity. Impact absorption padding inside the doors adds further to the energy absorption.

The 3-door version is further strengthened against side impacts by a retention pin that ensures that the door remains connected to the B post, guaranteeing optimum strength o f the vehicle structure.

In recognition of the above, Euro Ncap awarded the 207 5 stars for adult occupant protection (with 35 points out o f 49), 4 stars child occupant protection (with 3 7 points out o f 49) and 3 stars for pedestrian protection (with 19 points out o f 36).

Range

The 1.6 litre THP 16v engine, which tops the current 207 petrol range, will be available at launch exclusively at the Gri f fe level o f the three-door range, to be shortly followed by the five-door version.

Apart from its 17-inch "Hockenheim" alloy wheels and ESP that contribute to the dynamic feel o f the car, this level o f trim also includes a very high level o f standard equipment. For example: panoramic glass roo f, rear parking assistance, hal f-leather trim, CD/MP3 compatible audio system, static directional headlamps, tyre pressure sensors, etc…

Specifications

ENGINE

EP6 DT - Euro 4

Capacity (cm3)

1,598

Max power kW

110

Speed (rpm)

5,800

Max torque Nm

240

Speed (rpm)

1,400

TRANSMISSION


BE4 /

5S

Gearbox type




Final Drive Ratio

19 / 72

Speed (km/h) for 1000 rpm in:


• 1 st

8.61

• 2nd

15.94

• 3rd

21.77

• 4th

28.23

• 5th

34.58

TYRES

Size

205 / 45 R 17

Rolling circumference (m)

1,879

ADMINISTRATIVE POWER

9


MAXIMUM SPEED (km/h)

210


PERFORMANCE (seconds)



15.9 / 16.5

• 0 to 400 m


• 0 to 1 000 m

29.4 / 30.2

Driver only /

1 /2 load • 0 to 100 km/h

8.1 / 8.7

• 80 to 120 km/h in 6th gear

8.2 / 9.3

• 80 to 120 km/h in 5th

6.6 / 7.5

CONSUMPTION (l/100 km - g/km)

ECE


9.3

EUDC


5.6

Mixed / CO2


7.0 / 166

KERB WEIGHT (kg) - Driver only - full tank

1,281