Peugeot 407 with outstanding diesel V6

Car.fanatics
The Peugeot 407 Elixir - A hint at the Future

Petrol and diesel editions will be available, including a flagship oil-burner with a 2.7-litre V6 co-developed with Ford. Entry-level cars will use a 1.8-litre petrol unit and cost around £14,500. The 407 saloon is expected to debut at the Frankfurt Motor Show in September and arrive here next March, with the estate following three months later. Load-lugging 406s are already popular, and Peugeot hopes the 407 SW will take 40 per cent of the range's sales. Dynamic and innovative styling - points to future models.
Twin wishbone suspension front and rear.
Large glass roof panel - as seen on 307 SW.
Six-cylinder, 2,700cc diesel engine.
next year.
Power for the 407 Elixir is provided by an all-new, 6-cylinder 2,700cc HDi diesel engine. This engine features the latest-generation particulate emission filter, ensuring automatic regeneration without any mileage limitations. The maximum power developed by this DT17 type diesel engine is 148 kW (more than 200 bhp), with a maximum torque figure of 440 Nm ( more torque/cylindervolume than the new Audi 3 liter V6.) Both are made with blocks in the new enginematerial CGI.


<font color="red"> Compacted graphite iron is top prospect </font>
Lightweight products aren’t always manufactured from light weight materials because performance often is a trade-off between weight and strength. Nowhere is this clearer than in the looming battle between aluminum and Compacted Graphite Iron (CGI) for dominance in cylinder blocks and heads for next-generation vehicles.

Today the battle is fully joined in the lightweight automotive diesel arena where CGI’s superior strength (it’s nearly twice as strong as gray cast iron) gives it a major advantage. CGI diesel engines are both lighter and more compact than any other materials used in cylinder block production.

Because CGI is such an obvious candidate for next-generation engines, the Lamb Technicon division of UNOVA Industrial Automation Systems began working several years ago with the leading supplier of CGI casting systems, SinterCast of Sweden, to understand the unique machining characteristics of this material. The first opportunity to put the knowledge gained to work came from Ford U.K. which announced their plan to put an automotive diesel engine using a CGI cylinder block into production.

Lamb won the machining system contract for the new block, but cost and timing issues dictated a conventional low-speed/high-feed tooling approach, although the machines and fixtures were fully CGI-capable. This fact, however, makes the new block system a prime candidate for the next generation of high-speed CGI tooling as it becomes available, and those tools are now almost ready.


Is CGI worth it?

Until now, the price for this improved performance has been a more complex tool that requires specialized maintenance. That is why rotary tools have thus far found only a limited range of applications on gray iron where the productivity gains are sufficient to justify the tools’ complexity.

CGI is a different story, however. The productivity gains in this material easily justify the additional cost and complexity of rotary tools. Even more important, rotary tools make it practical to machine CGI at high speeds for the first time. Still, other issues, including reliability and the physical size of the tools, remained for the Lamb development team.

Actually, reliability and size are closely linked. As the Lamb team applied advanced computer modeling and analysis technologies to make the tools more reliable, it became easier to downsize them as well. After more than 5 years of work, rotary boring tools can now handle bores as small as 70 mm, and 40 mm bores will be possible in the future

Will the changeover to CGI be worth the price? The answer is almost certainly yes. Using the new Ford cylinder block system as an example, a relatively simple retrofit with Lamb’s rotary tooling system can possibly deliver significantly increased tool life while running at speeds up to 1,000 m/min. Compare that to today’s 150 m/min. and the benefits of rotary tooling technology are obvious.

Lighter, more efficient engines are an absolute necessity for the automotive industry, and high-performance diesels and bio-diesels could mount a major challenge to conventional gasoline power plants. Those diesels will depend on CGI blocks and possibly heads, and putting them into high-volume production will depend on practical, reliable high-speed machining systems.

But that’s not the end of the story. As new casting techniques come on line to permit wall thickness less than 3 mm, CGI may well become the material of choice for truly lightweight, and extremely compact gasoline engines as well as diesels. Here again, reliable, high-speed machining systems will be the key to making the next generation of automobile engines practical and cost-effective.

Diesel or gasoline, or some hybrid of the two, it’s a very good bet that there is a compact, lightweight, iron engine in your automotive future.
manufacturingcenter.com

That's pretty cool. And the car doesn't look half bad either. /images/graemlins/wink.gif

Hasn't Audi been using CGI for blocks on the 3.3 & 4.0 V8 TDI for several years?

I give Ford credit for helping to push the envelope on high speed tooling for the CGI. The 3.3 TDI was a low production engine because it is so hard to machine.

I suspect the 2.7 has more torque/liter because of the slightly lower compression ratio than the Audi 3.0 V6 TDI.

I have not found any info on emissions for either the Peugeot or the Jaguar yet. Be curious to see if they can undercut EU4 without after treatment like the Audi can.

That picture of the 407 is a concept AFAIK, and yes, more than likely it'll have some exhaust after- treatment. Present Peugeots have a particle trap with Eolys- fuelled regeneration, the next won't need the additive...

Has anybody seen any info about the fuel injection system on this engine? I wonder if it has piezo injectors or not.

Since there is not very much specific info out there, apparently the final configuration has not been determined.

Any Jaguar enthusiasts out there with an opinion about the first use of a diesel in a Jag? I'm referring to the X Type with the 2 liter engine.

There is a lot of information at
V6-diesel from Ford/PSA

More CGI-diesels om the move.

Ford V8 Diesel to be Made at Dagenham

Ford is planning a V8 version of the new V6 lion diesel engine.

The new engine will be manufactured at Ford's Dagenham engine plant with a planned capacity of 25,000 units a year. It will be assembled in the same hall as the new V6 Lion engine.

Like its stable-mate, the Lion V6, the new V8 is a joint operation. Unlike the Lion, which is a joint venture with PSA Peugeot Citroen, the new V8 has a development partner in the form of International Truck and Engine Corporation (formerly Navistar) of the US. Navistar has its own design for a V6 and V8 engine - the Powerstroke. Ford in North America uses the V8 Powerstroke in its light-duty F-Series trucks, but the V6 Powerstroke has yet to make it to the production line. It has been suspended pending a further decision.

The new Ford V8, designed and developed mainly by Ford engineers in Aachen, Germany, has already been tested. Plans call for up to 100 prototype engines to be built for further development and evaluation. Like the V6 Lion, the new V8 will use compacted graphite iron (CGI) for the cylinder blocks. Tupy in Brazil, which uses SinterCast process control technology, will supply the V8 blocks. The new engine will use features similar to those in the V6, but with some significant differences. The engine is likely to have a piezo common rail fucl injection system from SiemensVDO, as well as twin turbochargers from Garrett. It will retain twin assernbled camshafts for each bank of cylinders, but the drive for the camshafts is likely to be different from that adopted for the V6.

The expected production volume is likely to be modest. At this stage, an annual output of 20,000 units has been pencilled in from an installed capacity of 25,000 units annually. If additional vehicle programmes could be found in North America, volumes could be increased. It is conceivable that the engine could even be manufactured in North America. The V8, with a swept volume of 3.6 litres, should deliver 275 bhp and 575 Nm of torque. These are equivalent to 76 bhp/litre and 160 Nm/litre. Higher power and torque are possible in the future. Officially, Ford managers, while admitting to a W-engine farnily" in the context of the V6 range, point out there are "no plans" for a V8 turbocharged diesel. (jm

From the last issue of AutoTechnology - page 11.
( on page 16 more about CGI/Jaguar S-type.)

One thing I was curious about is the peak torque range. I would think that having a wide range would make for a better driving experience.

Since the first application is the S-Type, what will the production torque, HP & emissions be? The article mentions that the output will be 200PS or 207PS and up to 440Nm depending on application. I'm wondering if the S-Type and 407 are the only apps or if they are planning more.

I'm not sure how well the V8 might be received in the states as a truck engine, since the 6 liter Powerstroke is already here with a strong following. Parts availability will make or break it. I was involved with a Lincoln Continental transmission problem years ago. It had a BMW 6 cyl diesel and automatic transmission. The transmission had been malfunctioning for quite awhile and had been overhauled to correct the problem. That only lasted a few weeks before the problem returned. It was determined that the case was warped and required replacement. It took 7 months to get another transmission from BMW which was really unacceptable.

As long as the support is there, it will probably do fine.

Jaguar is now using the same engine slightly tuned in the new Jaguar R D6, a most interesting concept that most likely will be produced in the near future. A 2,7 liter V6 under the hood, 500 Nm and 230 hp makes it capable to 0-60 mph in LESS than 6 sec.

Every day we make decisions. We choose the rational – following our head – or the emotional – following our heart. The real trick, though, is to balance the two and so get the best of both worlds. This is something that Jaguar understands in a way that few other car companies do.

“With R-D6 we set out to create a concept car which would build on the R-Coupe and further develop Jaguar’s new design direction. We also wanted to showcase the latest technology in lightweight vehicle structures and our potent new bi-turbo, common-rail V6 diesel.”

Mike Wright Managing Director, Jaguar Cars
And it’s the engine that will surprise many people – although, when you think about it, a high-performance 2.7-litre diesel engine makes perfect sense. Confirming Jaguar as a potent new force in the world of large-capacity diesels, the bi-turbo V6 is a tuned version of the engine that will make its debut in the S-TYPE in 2004. With horsepower in excess of 230bhp and a massive 500Nm of torque, the V6 diesel engine endows R-D6 with the pace to satisfy its looks and R-Performance rating. Acceleration from standstill to the benchmark 60mph takes less than six seconds. Top speed is an electronically limited 155mph.
WomanMotorist.com

The all-new diesel engine that powers R-D6 encapsulates the spirit of Jaguar today and at the same time reinforces the promise of its future. Due to make its debut in a production Jaguar - the S-TYPE - in mid-2004, the 2.7-litre V6 features twin turbochargers and the latest, high-pressure, common-rail direct injection, making it among the most advanced high-performance diesel engines in the world.

Innovations such as a Compacted Graphite Iron (CGI) cylinder block - which provides outstanding strength and durability as well as weighing less than a traditional cast iron unit - allied to state-of-the-art electronic engine control systems have given Jaguar the engine that the marque, and many thousands of potential customers, have been waiting for.

For R-D6, the 24-valve engine is tuned beyond road-going levels, but central to its design is the need to deliver all the power, refinement and spirited performance that Jaguar drivers demand. The V6 diesel engine that today brings a concept car fully to life will, in less than a year, be putting a smile on the face of Jaguar customers.