Peugeot HDI For Sale

Club-306 Forum: Peugeot HDi Technology Jump to content Sign In » New user? Register Now! Help Search Search section: Forums Members Help Files Calendar Articles Links Downloads Gallery Blogs Store Advanced Forums Members Shoutbox Links Downloads Gallery Blogs Store Articles > Peugeot 306 Information > Article: Peugeot HDi Technology Club Guidelines View New Content Peugeot HDi Technology Aug 13 2010 11:00 PM | John Blackmore in Peugeot 306 Information You cannot edit this article What HDi is and how it works For 306 hdi info try Peugeot 306 Dturbo . For 306 hdi reviews or hdi buying guide try Peugeot 306 reviews . Introduction For many years the Peugeot diesel engine range has been regarded as one of the most reliable and efficient within the European car manufacturing market. Up until around 1999 the Peugeot 306 Dturbo was fitted with the reliable yet slightly noisy XUD9TE turbocharged diesel engine which produced a reasonable 92bhp. The XUD9TE was a mechanical engine, which meant it had no ecu control over injection timing and boost control, which was one cause for its noise. Peugeot diesel engines changed considerably with the release of the Peugeot HDi diesel range which boasted better fuel economy, lower exhaust emissions and greatly reduced engine noise. The Peugeot HDi diesel engines use a number of technologies but the main difference in comparison to the mechanical turbo-diesel engine is the addition of an ecu to finely control fuel injection. The rest of this article describes the operation of the HDi engine, however it is not my own work so it is being provided for reference only. I found this mainly on the Russian Peugeot website at www.peugeot.ru High pressure Direct Injection Breakthrough technology Behind the wheel A high-performance engine Economy Respect for the environment High pressure Direct Injection Peugeot has worked ceaselessly over the past decades to develop its reputation as the world's leading manufacturer of diesel engines. It comes as no surprise, therefore, that Peugeot should have used the latest Common Rail technology to create a high-pressure direct-injection motor known as the HDI. HDI: Under this system, the fuel is injected under high pressure directly into the combustion chamber. The HDI badge, therefore, identifies both this new type of engine and those cars in the Peugeot diesel range that are equipped with the HDI system. Back to the Top Breakthrough technology HDI technology depends on an essential component - the Common Rail system. Electronically controlled injectors (A) are linked to the same fuel feed pipe ( , which is kept under very high pressure (1350 bars). A highly accurate onboard computer, which is specific to the Common Rail system, monitors a wide range of parameters including the engine temperature, the air temperature, the atmospheric pressure, and even the position of the accelerator pedal. Taking these factors into account, the computer is then able to regulate the various processes in the engine - the fuel supply, the injection pressure and the rate at which the fuel is injected into each cylinder. The injectors have variable control heads which allow a very precise dose of diesel to be injected into each cylinder. The computer makes sure the fuel is injected at the optimum moment. The quantities of fuel injected and the length of each fuel injection are regulated independently of the injection pressure and the engine turnover. This separation of functions allows: A pre-injection, or "pilot injection", of a limited size and duration. This helps reduce engine noise and the amount of pollutants emitted by the motor. A main injection that is regulated according to the size of combustion spark and power output required. Back to the Top Behind the wheel In order to optimise the power output and acceleration, while at the same time maintaining fuel economy, the roller-and-pawl valve driving system has been designed to reduce engine friction. The pistons, drive-rods and engine valves are significantly lighter (by 50% in the case of the latter), resulting in much less inertia from the engine's moving parts. Responsiveness at low revs The Common Rail system maintains the fuel injection under high pressure even at low turnover. This allows the engine to develop high torque at low revs and across a wide power range. The result is an engine which is smooth, responsive and which offers excellent pick-up for safe and easy overtaking. In addition, fuel economy is maintained even at low revs. A significant reduction in noise and vibrations The pre-injection, or "pilot injection", helps warm the cylinder before the main fuel injection, thus reducing ignition time and the amount of fuel burnt up at the beginning of the combustion process. The immediate result is a significant reduction in the engine "rattle" so typical of diesel motors, and overall sound levels become similar to that of a petrol-driven motor. Reduced engine friction, extra-light moving parts and the ribbed design of the engine casing help to greatly decrease the vibrations caused by the motor. Back to the Top A high-performance engine The HDI engine's performance is the result of an advanced optimisation study which combines: A Common Rail high-pressure direct-injection system. A supercharged, geometrically aligned intake system. The HDI motor has been designed to give high torque a low revs. HDI engine specificationsType of engineDW 10 ATED transversely-mounted, four-cylinder, eight-valveCapacity1997 ccMaximum power output80kW (110 bhp) at 4,000 revs per minuteMaximum torque250Nm at 1,750 revs per minuteInjection Common Rail high-pressure electronic injectionTurbochargingTurbocompressor and air exchangerPower DistributionOverhead camshaft and direct-drive fan belt Back to the Top Economy The HDI motor offers a fuel saving of 20% compared to the previous generation of diesel engine. Service intervals are also further apart, every 20,000 km instead of every 15,000 km. This exceptional economy is the result of three innovations The Common Rail combustion system Developed in conjunction with Bosch, the Common Rail combustion system uses a high-pressure pump (up to 1,350 bars). The amount of fuel supplied to the cylinders can be precisely controlled thanks to the onboard computer. The small bore of the injection holes guarantees the fuel is finely vaporised before combustion. A specially designeed combustion chamber The combustion chamber has been designed to optimise air dispersal (swirl), and ensure a highly consistent fuel-air mix. This contributes to an almost-total burn up of engine gases. A new type of engine oil The HDI engine uses a new type of oil which has been designed to highly economical. The engine constructions features: A 12%-reduction in weight, achieved through the use of lighter components. A decrease in engine friction. Even greater reliability Back to the Top Respect for the environment "The fuel burns more efficiently, which means it burns more cleanly." HDI technology, and in particular the "pilot injection" feature, guarantees a more efficient combustion and a more complete burn up of the fuel. This results in a reduction of exhaust emissions at source. This "chemical continuum", which integrates the combustion and de-pollution cycles, is the result of extensive studies, while Peugeot's in-depth knowledge of the composition of exhaust emissions has allowed it to develop the best post-treatment of emissions possible. Thanks to a 20% reduction in greenhouse gasses (CO2), a 50% reduction in ozone-harmful emissions and a 50% reduction in soot particles compared to normal standards, the HDI engine emits hardly any exhaust fumes. The HDI motor thus helps to protect the environment. 0 Comments Page 1 of 1 No comments have been made yet You do not have permission to leave comments on this article Page 1 of 1 Skin and Language Theme: Language: Execution Stats Time Now: Dec 10 2010 11:26 PM Back To Top Forum Home Delete My Cookies Mark Board As Read Community Forum Software by IP.Board Licensed to: Club-306 UK Peugeot Owners Club Designed and Hosted by Web Design Somerset || Skip to main navigation Skip to main content Contact us | RSS | FR | EN News | All news Corporate Products and innovations Events Search Newsletter Roland Garros Paris Motor Show PRODUCTS | Cars 107 1007 206+ 206 207 307 SW 308 3008 3008 HYbrid4 407 4007 408 5008 RCZ 508 Expert Tepee 607 807 Partner Tepee Bipper Tepee Hoggar 207 Sedan Vans Bipper Partner Origin Partner Expert Boxer Engines PETROL ENGINES DIESEL ENGINES Cycles Motorcycles Concepts Cars and future models Concept Peugeot SR1 Concept Peugeot BB1 Peugeot iOn Concept PEUGEOT EX1 CONCEPT PEUGEOT HR1 DESIGN | Design Center ADN: Automotive Design Network Stylists interviews Birth of a concept car Peugeot Style LOOK EXTERIOR LINES INTERIOR Concept cars The 2000's The 1990's The 1980's Design Contest 5th EDITION 4th EDITION 3rd EDITION 2nd EDITION 1st EDITION INNOVATION | Engines HDi FAP ENGINES PETROL ENGINES HYBRIDHDi ENGINE FUEL CELL Safety PREVENT AVOID PROTECT HELP IN EMERGENCIES Comfort ACCESSIBILITY LIGHT PASSENGER COMPARTMENT SPORT | Motorsport Tennis and Golf TENNIS GOLF HISTORY | 200 YEARS THE LION'S STORY Museums A CENTURY OF COMPETITIONS A CENTURY OF EXPERTISE CYCLES MORE THAN A CENTURY OF MODELS Environment | Homepage   >  INNOVATION  >  Engines   >  INNOVATION Engines HDi FAP ENGINES HDi FAP and the driver HDi FAP and the environment FAP How does it work ? PETROL ENGINES HYBRIDHDi ENGINE FUEL CELL HDi FAP and the driver The HDi FAP engine, a technical standardIntroduced on the 607 in 2000 in a world debut, the particles filter is a system that has become a worldwide standard. It has been gradually applied to most Peugeot HDi diesel engines.The HDi FAP engine provides the driver with many advantages.Fuel savingsThe HDi engine reduces fuel consumption.HDi is more economical than previous diesel engines and facilitates more complete combustion. Thanks to the Common Rail system’s injection at very high pressure (up to 1,800 bar), the constant and well distributed, very fine atomisation of the diesel fuel facilitates a more even and complete combustion, thereby providing better performance.Consumption comparison of an HDi engine and a classic diesel engine:206 1.6 litre HDi 70 hp, manual 5-speed gearbox: mixed consumption: 4.3l / 113g206 1.9 litre D 70 hp (previous generation), manual 5-speed gearbox: mixed consumption: 5.5l / 144gVariation: 1.2l at 100km, which is a stand-alone difference of over 200 km for a 50-litre tank.Better performanceThe HDi engine gives the driver remarkable performance.As against previous generation engines, the HDi has excellent thermodynamic yield and much better performance. It delivers better acceleration from low speeds thanks to very high engine torque, and is available in a wide range of uses. This also ensures greater safety when overtaking, providing a more supple drive for unequalled driving pleasure.Comparison of maximum torque* between an HDi and a petrol engine:407 2.2 litre engine 170 hp, manual 6-speed gearbox: 370 Nm at 1,500 rpm407 2.2 litre petrol engine, 163 hp, manual 6-speed gearbox: 220 Nm at 4,150 rpm* Statement of the engine’s immediate ability to pull the car.Better sound insulationThe HDi engine provides the driver with better sound insulation.Thanks to the hi-tech injection system for multiple injections, the HDi engine does a pre-injection of the fuel that smoothes the noise of combustion and attenuates vibrations for the passengers’ enhanced acoustic comfort. Terms and conditions Site Map Warning International Corporate Sales PSA Group Investors Diplomates Museum Newsletter WebTV || Peugeot 908 HDi FAP From Wikipedia, the free encyclopedia Jump to: navigation , search Peugeot 908 HDi A Peugeot 908 in the 2010 1000 km of Spa with Anthony Davidson on board the #1 car Category Le Mans Prototype LMP1 Constructor Peugeot Technical specifications Chassis Carbon fibre monocoque Engine 5.5 litre V12 HDI FAP twin-turbo , mid-engined , longitudinally mounted Transmission 6-speed sequential manual Fuel Total Diesel Tyres Michelin Competition history Notable entrants Peugeot Sport Pescarolo Sport Team Oreca Notable drivers Nicolas Minassian Jacques Villeneuve Marc Gené Stéphane Sarrazin Pedro Lamy Sébastien Bourdais Alexander Wurz Ricardo Zonta Christian Klien Franck Montagny Simon Pagenaud Anthony Davidson Debut 2007 1000 km of Monza Races Wins Poles Fastest laps 26 19 23 20 Teams' Championships 3 ( 2007 Le Mans Series , 2010 Le Mans Series , 2010 Intercontinental Le Mans Cup ) Constructors' Championships 3 ( Le Mans Series 2007 , 2010 Le Mans Series , 2010 Intercontinental Le Mans Cup ) Drivers' Championships 2 ( Le Mans Series 2007 , 2010 Le Mans Series ) The Peugeot 908 HDi FAP is a sports prototype racing car built by the French automobile manufacturer Peugeot to compete in the 24 Hours of Le Mans endurance race , starting in 2007 [ 1 ] and eventually winning in 2009. This effort, in development since 2005, was publicly unveiled on 15 June 2005. It first competed against the Audi R10 TDI , becoming the second diesel engined sports car from a major manufacturer, and then against the Audi R15 TDI . This was Peugeot Sport 's first Le Mans effort since the end of the Peugeot 905 project in 1993. The 908 name is also shared with a Peugeot concept saloon/sedan , named the 908RC, which shares the diesel V12 engine from the 908 sportscar. The Peugeot 908 is not to be confused with another sportscar of the same number that successfully raced from 1968 to 1981, the Porsche 908 . At the 2008 1000 km of Silverstone , Peugeot Sport unveiled the 908 HY , a hybrid electric variant of the diesel 908, [ 2 ] [ 3 ] with a KERS system. Peugeot planned to campaign the car in the 2009 Le Mans Series season , even though it would not be capable of scoring championship points, but gave up the idea to concentrate on preparation for the 2009 24H of Le Mans. [ 4 ] Contents 1 Design 1.1 Chassis 1.2 Drivetrain 1.3 908 Hybrid Electric 2 Planning 3 Racing history 4 Peugeot 908 RC 5 See also 6 References 7 External links [ edit ] Design [ edit ] Chassis As part of new rules announced by the Automobile Club de l'Ouest (ACO) on 16 June 2006 which encouraged closed cockpit Le Mans Prototypes , Peugeot unveiled the 908 with a closed cockpit, the first Le Mans Prototype (LMP) since the Bentley Speed 8 to race with such a design. Peugeot's choice of a closed cockpit is possibly intended to allow the 908 to run a larger air restrictor due to rules mandating the use of air conditioning on closed cockpit designs. [ 5 ] An early 908 design model shown in 2006 Peugeot also felt that weight, centre of gravity , and operational drawbacks were able to be overcome by better chassis rigidity and aerodynamics with using a closed cockpit design. The cockpit uses a unique 2 part door system with the upper part of the door (the window) swinging forward and out with a hinged plate (part of the sidepod) forming the lower part of the door that can be either swung out or removed completely, this was reportedly done to allow the car to conform to current regulations regarding door size. The body is a carbon fibre monocoque instead of a conventional open structure to offer better rigidity and lower weight. [ 6 ] Front and rear suspension are linked, steering is electrically powered, magnesium wheels come from BBS. The car measures 4.65 m (183 in) × 2 m (79 in) and weighs 925 kg (2,039 lb) minimum. Peugeot announced they would build the 908 chassis themselves, instead of relying on another manufacturer to build it for them. [ edit ] Drivetrain The 908's 5.5 litre twin-turbocharged diesel V12. One of the FAP particulate filters is on the right. Peugeot 908 HDI FAP (2009) 2009 Peugeot 908 HDI FAP at Goodwood Festival of Speed 2009 Problems listening to this file? See media help . The Peugeot 908 is powered by a 5.5 L (340 cu in) HDi diesel engine , the maximum size allowed by Le Mans Prototype rules. Its configuration is a 100° V12, the angle having been chosen to lower the center of gravity. Its output has been revealed to be over 730 horsepower (540 kW) and 1,200 N·m (890 ft·lbf) of torque , nearly 10% more than Audi's similar R10 TDI . [ 7 ] Oil systems are developed by technical partner Total . The electro-pneumatic controlled gearbox, designed and built by Ricardo , [ 8 ] is longitudinal with a maximum of 6 gear ratios, and the differential is self-locking. [ edit ] 908 Hybrid Electric In 2009, Peugeot will compete with the 908 HY, an hybrid electric version of the 908 diesel. [ 9 ] The 908 HY adds a 80 hp (60 kW) electric motor , replacing the car's standard starter motor . The motor is powered by 600 lithium ion batteries which are located in the cockpit and on the left bottom of the car. The batteries are charged through regenerative braking , requiring approximately 20 to 30 seconds to recharge. The electric motor can be used to provide extra power to the car for approximately 20 seconds, either automatically or through driver activation. The motor can also run on its own while the car is entering a pit lane , shutting the diesel motor off to conserve fuel. The electrical systems add approximately 45 kg (99 lb) to the weight of the standard 908, although Peugeot believes they can lower this weight further. [ edit ] Planning On 28 September 2006 Peugeot unveiled a model of the 908 at the Mondial de l'Automobile Paris Auto Show. The V12 HDi will be started for the first time in a bench test on 30 September, while the actual first chassis will start test driving in December with Eric Hélary in preparation for a 2-car effort at Le Mans along with participation in the full 2007 Le Mans Series season . The team will be sponsored by Xbox 360 , Total , and tyre supplier Michelin . On January 10 2007 at the 908's first public test at the Paul Ricard HTTT , Peugeot confirmed that the drivers of the 908 will be Stéphane Sarrazin , Nicolas Minassian , Marc Gené , and Pedro Lamy for the Le Mans Series , while Jacques Villeneuve and Sébastien Bourdais would be added for the 24 Hours of Le Mans . [ edit ] Racing history The #7 Peugeot 908 being driven by Jacques Villeneuve at the 2007 24 Hours of Le Mans test session. The Peugeot 908 made its race debut at the opening round of the 2007 Le Mans Series season , the 1000km of Monza . The two 908s were very quick in qualifying, managing to take the top two spots by over a second from the nearest competitor. During the race the Peugeot lead nearly the entire race, although the #8 car of Lamy and Sarrazin suffered numerous difficulties with its doors, leaving them to finish third. However the #7 908 of Gené and Minassian held on to take victory in the 908's debut. At the next round at Valencia , it would be the #8 Peugeot's turn to take the win, while the #7 car suffered clutch problems and did not finish. On the 3rd of June 2007, Peugeot managed to best the Audi R10 TDI diesel, setting a Le Mans test day lap time of 3:26.707. This was followed by Peugeot earning pole position in Le Mans qualifying with a 3:26.344 set by Stéphane Sarrazin , again beating Audi - although it is believed Audi did not go as fast as they could, unlike Peugeot. In the race, where the cars competed directly for the first time, the Audi R10s were obviously faster than the Peugeots on the straights and much more stable in the corners. The #8 Peugeot finished second to the Audi R10 after covering 359 laps. The #7 Peugeot sister car had to withdraw from the race in the final hour due to engine failure. [ 10 ] When the stricken car reached the pits for the second time, Peugeot mechanics made no effort to resolve its problems and simply withdrew it from the race. Following the break for Le Mans, the Peugeots returned to the Le Mans Series . Peugeot #8 would take two straight victories at Nürburgring and Spa before the #7 908 took the last two wins of the season at Silverstone and Interlagos . Winning three races and finishing in five out of six, 908 #8 won the LMP1 teams' championship, while the #7 car would suffer some reliability issues and would settle for third in the championship, behind Pescarolo Sport . For 2008, Peugeot expanded their 908 program to include the 12 Hours of Sebring . Although the sole 908 led early, mechanical problems dropped the car from contention. However, the 908 completed the event, serving in preparation for a return to Le Mans. Back in the Le Mans Series, the two team 908s now had to face newcomer Audi, as they too entered two R10 diesels. The 908 however opened the season with a victory in Catalunya , marking the first time a 908 has beaten an R10. For Le Mans three 908s were entered and the team started on pole position as they had in 2007. However during a rain-soaked night at the race the Audi R10 was able to take the lead and go on to win their seventh Le Mans. Peugeots finished second, third, and fifth. Peugeot finished their season at the 1000 km of Silverstone , but their streak of LMS race wins ended after two accidents involving both cars. The accidents not only allowed the Audis to win the race, but also allowed Audi to secure the Drivers, Teams, and Constructors Championships, titles Peugeot had led all season. After their loss in the LMS, Peugeot announced their intent to bring two of their 908s to North America to compete in the American Le Mans Series Petit Le Mans at Road Atlanta . Drivers Christian Klien and Alexander Wurz would have rejoined the squad to face Audi's North American R10s. [ 11 ] However, because of accident damage to the 908s at Silverstone, Peugeot later opted to bring only one car. The sole 908 qualified in pole position and led several times over the race, but finished only 4.5 seconds behind the North American Audi team. Four 908s were entered into the 2009 24 Hours of Le Mans , three by Peugeot, and a 2008 model by Pescarolo which crashed at night. The cars #9 and #8 took the first two places, 16 years after Peugeot's last win. Together with the sixth-placed #7, they performed a formation finish, crossing the line with all three cars line-astern. [ 12 ] Peugeot continued to challenge the Audi R15s at the 2009 Petit Le Mans . Team Peugeot Total entered two cars and won the rain soaked race while leading only 10% of the race laps. Because of the Le Mans victory Peugeot will contest in 2010 with numbers 1-2-3. Peugeot entered two cars for the 2010 12 Hours of Sebring , scoring a 1-2 finish to take their first victory at Sebring and finishing first and second in every official session in the run-up to the race. [ 13 ] At Le Castellet, the Oreca Peugeot's airjacks failed to come off, falling 8 laps behind the Audi. The Audi continue to push, and in the end they got the better performance out of the Oreca, a margin of 10 laps. Peugeot fielded 3 cars at the 2010 Spa 1000km and the 2010 24 Hours of Le Mans , along with the Oreca Peugeot. In the Spa race, the #3 908 finished 1st, the #2 2nd and the #1 4th, while the Oreca crashed out four laps into the race. In the 2010 24 Hours of Le Mans, the Peugeots took the top four spots in qualifying (including the Oreca #4 in 4th); however, problems on all four cars - first suspension damage on the pole-sitting #3, then three related engine issues - the #2, the #1 and the Oreca #4 - forced all of the Peugeots to retire before the end of the race. This would mark the first time that none of the Peugeot 908s finished at the end of the 24-hour classic. Proving its reliability compared to the 908's engine issues, Audi's revised R15 TDI plus swept the podium while breaking a new distance record previously set in 1971 , despite the four 908s ran faster in a single lap than any of the three R15s. A post-race analysis found out that the #3 had a suspension mounting point separating from the carbon fiber tub, while the other three (#1, #2, #4) had increased stress of the engines throughout the race (particularly the connecting rod) that caused the engine failures, partially because of the pace the Audis were going at. [ 14 ] [ 15 ] This race was also ran in perfectly dry weather allowing for incredibly fast qualifying-pace lap times. No rain would have slowed down the cars and as for the Peugeots the radiator are not as clogged as they were last year, allowing for more air in, more power and more strain on the pistons.Peugeot did prove themselves to be the fastest ever LMP car with Loic Duval setting a 3:19.000 in the race and the #1 car chasing down the leading #9 Audi from 3 laps down to a mere minute. The 908 of Franck Montagny and Stéphane Sarrazin leads the field at the start of the 2010 1000 km of Zhuhai . Montagny and Sarrazin won the race to seal the Teams' and Manufacturers' Cup for Peugeot . Peugeot entered 2 cars at the 2010 Silverstone 1000km and won the race as the #7 Audi hit problems and retired. Peugeot entered two cars at the 2010 Petit Le Mans, qualifying 1-2 for the race, and finishing 1-2 ahead of the 2 Audi R15s. The 908's last race ended well with a controversial team-work victory by the #2 908 at the Zhuhai 1000km just a few seconds ahead of the #7 Audi. Peugeot finished off the year winning the Le Mans Series LMP1 teams championship by Oreca as well as winning the ILMC LMP1 championship. New 2011 Le Mans Prototype regulations will render the 908 obsolete; Peugeot plans to introduce a new prototype, known as the 90X, the successor to the 908, later in 2010 for racing starting in the 2011 Le Mans racing seasons. The 90X is visually almost identical to the 908, except with the inclusion of a roof intake on top of the car as well as a vertical fin on the top of the engine cover, in order to comply with the new regulations stated. The engine that the car will use has not yet been verified. [ 16 ] [ edit ] Peugeot 908 RC The 908 RC is a luxury four-door limousine concept car equipped with the 5.5L V12 HDi diesel from the 908 sportscar installed centrally and transversally. [ 17 ] The car is seen as a preview of the design for the upcoming Peugeot 508 luxury sedan. [ edit ] See also KERS Diesel automobile racing [ edit ] References ^ "Peugeot Will Go to LeMans 2007 with a Diesel" . Green Car Congress. 15 June 2006 . http://www.greencarcongress.com/2006/06/peugeot_will_go.html .   ^ "2009 Peugeot 908 HY Pricing and Information" . Conceptcarz.com . http://www.conceptcarz.com/vehicle/z15767/Peugeot-908-HY.aspx . Retrieved 2009-05-16 .   ^ "2008 Peugeot 908 HY - 2008 Paris Motor Show Coverage, New Car Reviews, Concept Cars - Automobile Magazine" . Automobilemag.com. 2008-10-02 . http://www.automobilemag.com/auto_shows/2008_paris/0810_2008_peugeot_908_hy/index.html . Retrieved 2009-05-16 .   ^ "Peugeot Sport Hybrid" . Racecar Engineering. 2008-09-13 . http://www.racecar-engineering.com/news/people/273697/peugeot-reveal-hybrid-racer-for-2009.html . Retrieved 2008-09-13 .   ^ Michael J. Fuller (16 June 2006). "June 2006 News" . Mulsanne's Corner . http://www.mulsannescorner.com/newsjune06.html .   ^ Peugeot (28 September 2006). "The Peugeot 908 V12 HDi DPFS" (PDF). Press release . http://mediatheque.peugeot-pressepro.com/media/pdf/dossier/210/746/908_EN.pdf .   ^ Peugeot (2006-06-15). "A V12 HDi DPFS for the Peugeot 908" (PDF). Press release . http://mediatheque.peugeot-pressepro.com/dossiers/EN_IP_MoteurLeMans.pdf .   ^ "Ricardo transmissions lead the field in Le Mans practice and world rally car" . Ricardo plc. 2 June 2007 . http://www.ricardo.com/general/latestnews.aspx?id=22 .   ^ "Peugeot Presents 908 HDi FAP Hybrid" . Worldcarfans . http://www.worldcarfans.com/9080915.004/peugeot-presents-908-hdi-fap-hybrid . Retrieved 2009-05-16 .   ^ "! Official website of 24 Heures du Mans 2007 and 24 Heures Moto 2007 - ACO" . Lemans.org . http://www.lemans.org/24heuresdumans/actu/2007-06-17_AW_2403_gb.html . Retrieved 2009-07-16 .   [ dead link ] ^ Team Peugeot Total to contest Petit Le Mans [ dead link ] ^ SPEED, 24 Hours of Le Mans, 14 June 2009 ^ "Peugeot Takes 1-2 Finish at Sebring 12 Hours" . American Le Mans Series . 20 March 2010 . http://americanlemans.com/primary1.php?cat=news . Retrieved 27 March 2010 .   ^ "Technical report and looking forward to the future" . Peugeot Sport . 2010-07-06 . http://www.peugeot-sport.com/en/endurance/news-570-technical-report-and-looking-forward-to-the-future.html . Retrieved 2010-07-09 .   ^ Sam Abuelsamid (2010-07-08). "Peugeot finishes analysis of four car Le Mans failure. Conclusion? They drove too fast" . Autoblog . http://www.autoblog.com/2010/07/08/peugeot-finishes-analysis-of-four-car-le-mans-failure-conclusio/ . Retrieved 2010-07-09 .   ^ http://www.peugeot-sport.com/en/news-673-peugeot-90x-breaks-cover.html ^ "The 908 RC – The ultimate by Peugeot" (PDF). Press release. August 2006 . http://mediatheque.peugeot-pressepro.com/media/pdf/dossier/210/746/908RC_EN.pdf .   [ edit ] External links Wikimedia Commons has media related to: Peugeot 908 HDi FAP Peugeot Sport - Le Mans Peugeot 908 HDI FAP serial number on Endurance-Series || Skip to content Sign In / Register My inbox Why Register? About Us Contact Us Help Home Manufacturers News Spy Shots Reviews Blogs Gallery Magazine Forum Shop Cars for Sale News Feed | CAR reviews Long term tests Subscribe to CAR magazine Peugeot models, news & reviews Rivals Audi TT 2.0 TDI (2008) driven CAR review Mercedes CLC 220 CDI (2008) CAR review VW Scirocco GT (2008) CAR review Other models Peugeot 308 GT THP 175 (2008) CAR review CAR Reviews Click Thumbnails to Enlarge Statistics How much? £22,250 On sale in the UK: May 2010 Engine: 1997cc 16v 4cyl TD, 163bhp @ 3750rpm, 250lb ft @ 2000-3000rpm Transmission: Six-speed manual, front-wheel drive Performance: 8.5 0-62mph, 135mph, 48mpg, 139g/km How heavy / made of? 1370kg/steel Need to know CAR's rating 3 Handling 3 Performance 4 Usability 4 Feelgood factor 5 Readers' rating 3 Peugeot RCZ 2.0 HDI 163 (2010) CAR review By Jethro Bovingdon First Drives 15 March 2010 21:01 This is the new Peugeot RCZ coupé, a car with a huge weight of expectation on its incredibly broad shoulders. It is – yet again – an opportunity for Peugeot to get back to the sort of chassis dynamism that stole our hearts back in the ‘80s and early ‘90s with a string of seminal GTI hits including go-faster versions of the 205, 405, 309, 106 and 306. If the new Peugeot RCZ drives as well as it looks we’re in for a treat, because this French coupé really is a stunner. It looks exotic, low and really, really wide in the metal with a hint of Spyker about its rear haunches. Seriously. This is one concept car that broke out of the motor show and spirited itself straight into dealer showrooms. The TT, the RCZ's most natural rival, is a real Plain Jane in comparison. And that's praise indeed for a democratically priced French coupé. Peugeot RCZ: the range at a glance The new Pug RCZ will come with three engines at launch: a 163bhp diesel and two 1.6-litre turbocharged petrols, one with 156bhp and the range-topper with 200bhp. The four-cylinder petrol is the same engine as the Mini Cooper S's, so we already know it’s a cracker. Whichever engine you choose you’ll have the option of Sport or GT trim. The latter brings full leather trim and 19-inch alloys. Prices start at £20,450 for the HDI 163 FAP Sport and rise to £24,500 for a GT-spec THP200 model. That’s considerably cheaper than the TT, which starts at £26,245. Driving the Peugeot RCZ diesel CAR snagged a very early drive in the RCZ, ruling out testing the intriguing THP200 model. That’s a great shame as the 200 has extra bracing under the engine for added stiffness and response, a smaller steering wheel, shorter-throw gearshift and retuned suspension with a more aggressive edge. However, the HDI 163 FAP is still a seriously quick little coupé and with 250lb ft (check) it should thump along the road just as a sports car should. You can read how it stacks up against the coupé class benchmarks – the Audi TT and VW Scirocco – in CAR Magazine's exclusive triple test in the new April 2010 issue of CAR Magazine out on 17 March. But to continue reading our quick web review, click 'Next' below. >> Click 'Next' to find out if the Peugeot RCZ HDI 163 delivers on the road 1 2 Next >> Rate this article... 1 2 3 4 5 Average rating: 3 (40 votes) Discuss this Add your comment Sign in You must be signed in to submit a comment. Peugeot RCZ 2.0 HDI 163 (2010) CAR review Subject Your comment Please enter a comment Please enter a comment By submitting your comment, you agree to adhere to the CAR Magazine website Terms and Conditions Cancel Subscribe to comments You must be logged in to subscribe to a topic Login or register now bishopstortford says RE: Peugeot RCZ 2.0 HDI 163 (2010) CAR review I have had a good look at this thing at the Goodwood Festival of Speed. My first thought was 'how extremely ugly'. Now I have seen a few on the road, I think it is even uglier. It would't be quite so bad if that Peugeot nose had been left off, and something smoother added, but how anyone can compare it in any way with an Audi TT , VW Scirocco, or even a Mazda RX8, sadly now unobtainable, I have no idea. You could even get a 2 year old Boxster for this sort of price! I don't like Renaults but for the money I would have a Megane 250 Cup. 16 September 2010 10:16 lanimae says RE: Peugeot RCZ 2.0 HDI 163 (2010) CAR review I'm not sure about the UK, but here in Australia, Peugeots have a terrible name for reliability, especially in the hot hatch models. They have beefed up bits of the car and left other bits flimsy and unsubstantial. (especially the 206GTi 180 which simply fell to bits). The electrics are hit and miss to say the least. The gaping mouth has not been a hit and for my money, doesn't suit any of their models. One last thing, at least here in Australia, the $4,500 RT4 traffic and GPS system is almost useless. Even with the latest maps, it insists on a saga-tour zigzagging through unrelated suburbs on unralted roads. That is of course when the pop-up display is working, which is also hit and miss. The speed limiter is almost dangerous, what a stupid gadget! In short, Although this is a decent looking car, it is still going to be French, regardless of where it is made. Unless quality is improved, it isn't starter. And, don't forget, they fall into the "luxury" market here. A 407 is about £30,000 here, what on earth would the RCZ cost? 09 April 2010 17:02 andrew456 says RE: Peugeot RCZ 2.0 HDI 163 (2010) CAR review The debate about the design of the car being copied is silly..... the TT is a mini 911, albeit more bahaus influenced..... The peugeot is equally different due to its flourishes like the aluminium effect roof rails, bubbly roof and the peugeot mouth (am i the only one who thinks that this is finally a car that best suits it? a swan song before the 508?) nobody wrote off the 350 or 370z for resembling the TT.... interior wise i prefer the peugeot.... its just a bit mmmm.... plain in the TT.... 20 March 2010 21:14 lokinen says RE: Peugeot RCZ 2.0 HDI 163 (2010) CAR review Markh, just read the latest issue of Car. The big test is of the diesel RCZ.,which isn't as good a punt as the TT or the scirocco....but then they get a ride in the 200 petrol job which by all accounts is something else altogether and of which they think Audi should really be worried. 19 March 2010 09:59 markh says RE: Peugeot RCZ 2.0 HDI 163 (2010) CAR review On your first post lokinen I think were agreeing--the drivers car is the Audi (wow cant believe I wrote that :-) --thats a first--but the new aluminiulm TT has made a big difference). Re your second blog re £14k you should check out my big on the Ferrarri roller coaster--where the slaves (sorry migrant workers) who built it got $70 dollars a week, and live 6 to a room or a converted container. Now that really is sinister controlling. 18 March 2010 21:36 Show all comments Become a CAR contributor Upload stories, photos or videos direct to the site , or email newsdesk@carmagazine.co.uk . 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Audi TT, Renault Megane Coupe, Volkswagen Scirocco Peugeot's new RCZ coup� enjoys an unusual distinction: its door mirrors offer a more pleasing outlook than those of just about any other mass-produced car on the market. That's because they provide the best view of one of the RCZ's most appealing features, the voluptuous curves of its rear-side bodywork, which recall the similarly attractive flanks of Volkswagen's 1955 Type 14 Karmann Ghia. It's probably worth pointing out two other notable aspects of this car's design: the striking single-piece aluminium roof arches, and the arresting "double-bubble" contours of the main roof panel and rear window. Both features, apparently, are difficult to implement in a production car, but I think Peugeot was right to make the effort. Only the RCZ's frontal treatment has a hint of the open-mouthed "fish-face" look that mars some of the company's recent mainstream models, but the overall result is still very impressive. The great reflected view of the RCZ's rear bodywork isn't the only pleasure available to the occupant of this new car's driving seat. Peugeot's popular cars of the Eighties and Nineties offered exceptional ride and handling, and even the company's slower models had an appealing agility and subjective eagerness in those days. Unfortunately, the zip later turned to stodge and Peugeot's 21st-century products generally haven't had the same charm – until now. There have already been encouraging signs of a return to form with the understated 5008 seven-seater but the good news is confirmed by the RCZ, which showed quite a lot of the old Peugeot spirit on the demanding hairpin bends of the Basque mountain roads on which I tested it. But there is one area in particular in which the RCZ impresses. Older Peugeots were always excellent at suppressing road noise. Here, too, the company has rediscovered its old touch and the RCZ rides very quietly, a trait shared with the recently launched DS3 from Peugeot's corporate sister, Citroën. The RCZ is available with both diesel and petrol engines. The diesel probably provides the best balance of performance and economy but the most powerful turbocharged 1.6 litre petrol option is also worth a look – or more accurately, a listen – as it is one of the few modern four- cylinder engines that sounds good when it is working hard. On the evidence of the RCZ, it looks like Peugeot is back. Let's hope it's here to stay. 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