The latest 407 Coupé features new levels of performance - with two new engines that are both more powerful and that have lower CO2 outputs, while ensuring that it remains as an attractive long-distance grand tourer. While the elegant lines of the 407 Coupé remain largely untouched, new features ensure it retains its distinctive appeal.
Benefiting from the arrival of these new engines, the elegant style of the 407 Coupé is subtly enhanced by chrome trim spanning the entire upper section of the side windows. The door mirrors, which are now larger to offer better rear vision, conform to new legislative standards, and the 407 Coupé’s Connect Navigation (RNEG) now includes Bluetooth™ hands-free as standard equipment.
In keeping with the demands of the times, the 407 Coupé features a range of engine and transmission choices that ensure that driver involvement is aligned even more closely with environmental responsibilities:
The new V6 HDi PEF 3.0-litre engine is coupled with a 6-speed sequential automatic gearbox and develops a maximum power output of 241bhp at 3,800rpm. Maximum torque of 450Nm is available from 1,600rpm - a value which remains unchanged up to 3,600rpm.
With the 3.0-litre engine, the 407 Coupé becomes the most powerful production vehicle ever constructed by Peugeot in its 120 years’ automotive history.
The performance (0-62mph in 7.7 seconds) is matched by good fuel economy, in comparison to competitors.
Compared to the 2.7-litre V6 HDi it replaces, the 3.0-litre reduces fuel consumption by more than 15%, while power is increased by 18% with a Combined Cycle of 39.2mpg and 189g/km of CO2, previously 225g/km.
Equipped with the particle emissions filter (PEF) and compliant to latest Euro 5 standards, this supreme engine technology demonstrates that driving pleasure need not come at the expense of compromising fuel consumption and emissions. 3.0-litre HDi V6 models are distinguished externally by symmetrically mounted twin oval exhaust pipes, on either side of the rear bumper diffuser.
The new 2.0-litre HDi PEF engine produces 163bhp at 3,750 rpm and is coupled with a 6-speed manual gearbox. With this power and maximum torque of 340Nm (constant between 2,000 and 3,000rpm), this 4-cylinder diesel engine is the perfect counterpart to the V6 HDi PEF and brings genuine appeal for its combined attributes in terms of purchase price, running costs and a top-of-the-range specification. This new engine has 20% more power than the previous 2.0-litre HDi, with a Combined Cycle of 52.3mpg, CO2 at 140g/km - a reduction of 8.5%.
Introduced into the UK market in 2006, the 407 Coupé is the latest in a long tradition of prestige Coupés produced by Peugeot, where style and road presence play a key role. Equipped with dual wishbones, a drop link at the front and multi-arm rear suspension, the 407 Coupé is acknowledged for its ride comfort over long distance and engaging dynamic handling. Stature is also appropriate in terms of the choice of high-performance engines, including a new V6 HDi PEF version at the top of the diesel range that is more powerful, flexible and more economical.
UK prices for the 407 Sport HDi 163 FAP 6-speed manual is £22,990 and £27,490 for the Sport 3.0 V6 HDi 240 FAP 6-speed automatic.
For more information, please contact Kevin Jones on 02476 884215 or Ian Sedgwick on 02476 884216
A more detailed version of this press release, pricing & specification information, and high resolution downloadable images is available at Peugeot press website: www.peugeotpress.co.uk.
Developments in detail
Developed in partnership between PSA Peugeot Citroën and the Ford Motor Company, the 3.0-litre HDi PEF is an extensively engineered development of the successful 2.7-litre HDi 204bhp V6 engine.
* To obtain a higher level of responsiveness and power output with a view to exceeding the high expectations of customers in the prestige segment
* To attain improvements in environmental performance allowing compliance with future Euro 5 standards
* To combine a great sense of improved driving pleasure with a rational approach, by further reducing fuel consumption and CO2 emissions
* To accentuate the excellence of its acoustic comfort in keeping with the car’s exclusive and refined positioning
* To further improve cold start and driveability at very low temperatures.
The ‘DT20C’ is a V6 HDi engine with a capacity of 2992 cm3 with two aluminium cylinder heads, 4 valves per cylinder, two overhead camshafts on each cylinder head. Maximum power of 241bhp is produced at 3,800 rpm with considerable torque available over a wide operating range. For example, the maximum torque of 450Nm is available from 1,600 rpm, remaining constant up to 3,600 rpm. From 1,000rpm it develops torque of 252Nm and at 4,500rpm torque is 332Nm.
These characteristics ensure good driveability both from a standing start and at high engine speeds. The power of the DT20C is increased by nearly 18%, compared to the 2.7-litre HDi PEF (DT17), its combined cycle fuel consumption is lower by more than 15%, with a reduction of 36g/km of CO2. More than half the engine’s components have been redesigned, including: ECCS technology with a new generation combustion chamber, maximum injection pressure increased to 2000 bar and piezoelectric injectors with 8 apertures; two new low-inertia turbochargers; a sophisticated exhaust gas recirculation system (EGR) and extensive work on all peripherals to minimise energy requirements (variable capacity power-steering pump, new energy-recovery alternator).
A new generation combustion chamber (ECCS)
Developed for the first time by the group for the dual-turbo 2.2-litre HDi PEF engine in 2006, ECCS technology (Extreme Conventional Combustion System) has been applied and optimised on the 3.0-litre HDi PEF. For example, the combustion chamber of each piston has an optimal geometry to attain power and emissions targets. These pistons are made of very high strength aluminium offering exceptional thermal resistance.
This allows the following improvements:
* A lower compression ratio (16.1 compared to 17.3 for the DT17) for enhanced performance and emissions (including NOx).
* The cylinder bore and piston diameter are both larger than the DT17, helping to reduce the quantity of incompletely burnt fuel due to less contact with the walls.
* Improved air circulation throughout the combustion system (“permeability” of the cylinder head increased by nearly 10%), which reduces losses caused by decantation and optimises filling.
* A reduction of SWIRL (air movement in the combustion chamber) of nearly 10%, thereby reducing heat loss against the walls.
In addition, the adoption of ceramic pre-heat glow plugs operating at very high temperatures (1300°C) allows ultra-fast start-up (time divided by five when the ambient temperature is -25°C), and improved driveability with reduced emissions when the engine is cold.
These developments allow improved homogeneity and a more efficient combustion of the air/fuel blend, resulting in a considerable improvement of the engine’s overall efficiency, fewer emissions, and quieter combustion.
An entirely redesigned injection system:
This ECCS combustion system is combined with an all-new Bosch common rail in which the injection pressure has been increased to 2000 bar (compared to 1650 previously). The high injection pressure is combined with new piezoelectric injectors on which each nozzle has 8 apertures (instead of 6 for the DT17), each with a diameter of 120 microns, for improved homogeneity of the air/diesel blend.
This allows multiple injections in each combustion cycle (potentially up to 5 injections) to achieve a perfect and uncompromising synthesis between combustion itself, its noise level (processed by 2 pre-injections), and the processing of emissions (2 post-injections). As a result, combustion is more complete, more homogeneous and quieter, and emissions are reduced at source.
The dual turbocharger
While the ‘dual-turbocharger’ architecture of the 2.7-litre HDi V6 is retained (two identical turbochargers operating in parallel), their characteristics have evolved to produce increased performance.
* The new generation Honeywell Turbo Technology (HTT) turbochargers are smaller and feature optimised internal aerodynamics. This improves their efficiency in the low capacity range (for better acceleration at low engine speeds), while allowing the engine’s maximum power to be increased (maximum capacity of turbochargers 250,000 rpm compared to 230,000 rpm for the 2.7 litre HDi).
* The variable geometry technology of the turbochargers is composed of electrical actuators with a higher torque, ensuring precision and optimal positioning rapidity (response time of 100 milliseconds).
The problem of ‘off throttle time’ at low engine speeds is therefore particularly well addressed: it takes the engine only 500 milliseconds to develop its maximum torque of 450Nm. These technological innovations allow incomparable driveability thanks to the instant availability of torque and offer superb operating flexibility, with responsive, linear and smooth acceleration both from a standstill and in gear. As a result, users can do more of their driving at low engine speeds, reducing fuel consumption on a daily basis.
Technologies focused on the optimisation of fuel consumption
Numerous technologies have been used to prevent losing potential energy, and even recover it, in order to reduce fuel consumption as far as possible:
* a variable capacity power-steering pump, which adjusts pressure strictly in accordance with demand (less energy required when the wheels are straight…),
* an optimised exhaust gas recirculation system in the combustion chambers (EGR valve). The thermal output of the heat exchanger that cools recirculating gases has been increased by 40% on the 3.0-litre HDi, allowing very significant improvements to engine efficiency and reductions in fuel consumption. By contrast, when the engine is cold it is less efficient as far as emissions are concerned to cool incoming air. To remedy this problem, the system uses a ‘by-pass’ valve controlled by the engine ECU. This directs hot gases to the exchanger according to conditions.
* an energy recovery system during deceleration, with an alternator that now recharges the batteries during braking or when the foot is taken off the accelerator.
With its compacted graphite cast-iron engine block guaranteeing both rigidity and noise insulation, the addition of new piezoelectric injectors and important work carried out on acoustics at all levels (oil sumps, engine walls, etc), the new V6 HDi goes one step further in terms of quietness in operation.
Particle emissions filter naturally available as standard
This new 3.0-litre HDi engine is naturally combined with latest generation PEF technology (octosquare), with an Eolys additive enhanced filter. Its maintenance interval is 260,000 km (160,000 miles) compared to 210,000 km (130,000 miles) previously.
Engineering in keeping with the sophistication of the engine
While the six-speed ‘AM6’ sequential automatic gearbox naturally showcases the high performance of this new engine, changes made specifically for this model help exploit its efficiency to the full. With a new converter to reduce slip and new gear change patterns, the driver feels more in control. This enhanced driveability is supplemented by a reduction of internal friction, which in turn results in significantly reduced fuel consumption.
In terms of suspension, the 407 Coupé V6 HDi PEF continues to rely on four variable dampers controlled separately and electronically (AMVAR), enhancing ride quality in terms of comfort, safety and road holding for the driver and passengers. Braking is assured at the front by large ventilated discs with a diameter of 340mm and a thickness of 30mm.
NEW 2.0-litre HDi PEF 120 kW (163 bhp) - DW10C ENGINE
Liveliness plus reduced fuel consumption and emissions
Another product of cooperation between PSA Peugeot Citroën and the Ford Motor Company, the new 2.0-litre HDi PEF 163bhp engine replaces the HDi 136bhp.
As well as complying with new Euro 5 standards, this new 2.0-litre HDi engine is also designed for improved performance in terms of flexibility at low engine speeds, responsiveness, power and acoustic comfort, all features in keeping with the prestige positioning of the 407 Coupé. Lastly, while the engine was designed to afford driving pleasure, the challenge was to combine these characteristics with a significant reduction in fuel consumption and CO2 emissions.
This 4-cylinder engine with a capacity of 1997cm3 featuring a cylinder head with 16 valves and dual overhead camshaft sees its maximum torque increased to 340Nm at between 2,000 and 3,000rpm. While the response time at low engine speeds is particularly good (225Nm at 1250rpm), the engine also has a very wide operating range with torque available at any time (240Nm at 4,500rpm). Its maximum power is 120kW at 3,750rpm. In parallel with its enhanced performance (+20% power), its fuel consumption of 52.3mpg in the combined cycle constitutes a reduction of 8.5% compared to the previous engine. The rate of emissions is therefore the equivalent of 140g/km of CO2 (16 g/km less).
Low inertia turbocharger
The engine uses a Honeywell Turbo Technology variable geometry turbocharger optimised in terms of size: it is smaller, and has a lower inertia. With a rotation speed of up to 210,000rpm, the turbocharger improves engine responsiveness.
New generation combustion chamber and redesigned injection system
Numerous technologies, based on the considerable expertise of the PSA Peugeot Citroën group in terms of HDi PEF engines, have made it possible to rise to this engineering challenge. As on the 3.0-litre HDi, and with the same benefits, ECCS technology (Extreme Conventional Combustion System) is used on this engine. The result is a lower compression ratio (16.0 compared to 17.6 previously), an increase in chamber diameter (+20%), and a reduction of SWIRL (by nearly 12%).
This combustion system is combined with a new DDS (Delphi Diesel Systems) common rail with an injection pressure increased to 2000 bar (compared to 1650 previously) and new DDS 8-aperture solenoid injectors (instead of 6 for the previous 2.0-litre HDi). The unit optimises the air/diesel blend for maximum performance, better fuel economy, reduced emissions and quieter combustion.
Optimisation at every stage
More than 50% of the components have been entirely redesigned on this new 2.0-litre HDi compared to its predecessor. The use of a variable capacity oil pump, an optimised exhaust gas recirculation system (EGR valve) and reduced friction are technologies that allow optimal improvements of engine efficiency by reducing the loss of potential energy. Engine flexibility and high availability of torque at low engine speeds help to improve driveability while allowing users to do more of their driving at low engine speeds, thereby reducing fuel consumption on a daily basis.
The particle emissions filter
Taking advantage of engine efficiency which helps to eliminate emissions at source, the particle emissions filter, available as standard, has a maintenance interval of 130,000 miles compared to 110,000 miles previously.