2009 Peugeot 3008

Power trains

With six power trains featuring two petrol engines and two HDi FAP diesel engines, the 3008 will offer, between now and the autumn of 2009, a wide and first-rate choice which goes even further in meeting the requirements of its different customers. These four cylinder engines incorporate the most advanced technologies in their category.

They all have a cylinder head with two overhead camshafts and 16 valves. With their help, the 3008 offers particularly low fuel consumption and therefore CO2
emissions compared to all of its competitors. For example, the 3008 1.6 litre HDi FAP 80 kW (110 bhp) BMP6 has a combined cycle fuel consumption of only 4.9 litres/100 km
or only 130 g/km of CO2.

HDi FAP DIESEL ENGINES

The new 2.0 litre HDi FAP: 110 kW (150 bhp) 6 speed manual gearbox or 120 kW (163 bhp) 6 speed automatic gearbox – DW10DTED4 ML6C or DW10CTED4 AM6C With a capacity of 1,997 cm3, this new engine develops a maximum power of 110 kW at 3,750 rpm (and even 120 kW when coupled with the 6-speed automatic gearbox) and a generous maximum torque of 340 Nm at 2,000 rpm. This new engine, which already meets Euro 5 standards, is a major development of the ‘‘DW10B’’, the 2.0 litre HDi 100 kW (136 bhp) featured on other models. The cylinder head, internal moving parts, intake, exhaust, timing and crankcase have been entirely redesigned. To obtain this level of performance, the engine also has a new generation combustion chamber known as ECCS (Extreme Conventional Combustion System), a low inertia variable geometry turbocharger, a high-pressure injection pump now allowing a maximum pressure of 2,000 bar in the common rail, and soleinoid injectors with eight apertures.

This unit, therefore, demonstrates the 3008’s high levels of road holding to particularly good effect. This 2.0 litre HDi FAP engine is available with a manual or automatic 6-speed gearbox. This automatic gearbox with sequential control tops the 3008 diesel range. Dynamic and responsive, it adapts to the driving style of the user and exploits this engine’s potential to the full.

1.6 litre HDi FAP 80 kW (110 bhp) 6-speed manual gearbox or 6-speed electronically-controlled manual gearbox – DV6TED4 MCM or MCP Delivering a maximum power of 80 kW at 4,000 rpm, this HDi engine with a capacity of 1,560 cm3, complete with diesel particulate emission fi lter, is characterised by its liveliness and fl exibility in use with a maximum torque of 240 Nm from an engine speed of 1,750 rpm (or 260 Nm with overboost).

These characteristics are attained thanks to the use of technology such as a variable geometry turbocharger and a high-pressure direct injection system (up to 1,600 bar). This unit is coupled with two new 6-speed manual or electronically-controlled manual gearboxes, which fi rst appeared in 2008.

Built to an ambitious specifi cation in terms of precision, robustness and compactness, the ‘‘MCM’’ is a manual gearbox that ensures maximum driveability for the user.

Its ‘‘automated’’ version, the BMP6, eliminates the need for a clutch pedal and is therefore an economical alternative to a traditional automatic gearbox with its two modes: manual or automatic. This responsive gearbox allows the driver to change gear at any time by actuating the gear lever or paddles placed behind the steering wheel. It is intelligent and will meet the expectations of those who prefer stress-free driving by changing gear on its own. In automated mode, the electronically-controlled gearbox allows gains in fuel consumption compared to a traditional manual gearbox thanks to its electronic management which chooses the optimum time to change gear. In the fi nal analysis, this engine offers an excellent compromise between performance and running costs. Associated with the BMP6 its fuel consumption in the combined cycle is 4.9 litres/100 km,
or 130 g/km of CO2.

PETROL ENGINES

1.6 litre THP 110 kW (150 bhp) 6-speed manual gearbox – EP6DT MCM

The 1.6 litre THP (standing for ‘‘Turbo High Pressure’’ ), with a capacity of 1,598 cm3, benefi ts the chassis of the 3008 by offering superb fl exibility in use with its maximum torque of 240 Nm available from 1,400 rpm. It is remarkably lively at low engine speeds and delivers a power of 110 kW at 5,800 rpm. Its innovative Twin-Scroll turbocharger optimally pairs exhaust gases to ensure maximum fl ow onto the turbine, while its high-pressure direct petrol injection system improves
combustion and overall engine effi ciency.

This use of technology is the key to a remarkable compromise between performance and fuel consumption. In addition, from the autumn, a Euro 5 version of this engine will appear. More effi cient in terms of the environment, it will also offer a higher performance in terms of power (115 kW or 156 bhp). This unit is coupled with the new 6-speed manual gearbox.

1.6 litre VTi: 88 kW (120 bhp) 5-speed manual gearbox – EP6 BE

The 1.6 litre VTi (Variable Valve Lift and Timing injection) is a naturally aspirated engine with indirect injection developing a maximum power of 88 kW at 6,000 rpm and a maximum torque of 160 Nm at 4,250 rpm. This torque is available very uniformly, since even at low engine speeds (2,000 rpm), it reaches 140 Nm, or 88% of its maximum capacity, thereby ensuring a wide operating range.

In addition to its variable timing system (VVT) on the intake and exhaust camshafts, a variable lift system for the intake valves (derived from the VALVETRONIC technology of the BMW Group) gradually adjusts their maximum travel according to the position of the accelerator pedal. The combination of both VVT and the variable valve lift system makes it possible to improve the thermodynamic effi ciency of a petrol engine by signifi cantly reducing its fuel consumption (particularly in phases of partial load), and therefore CO2 emissions, while at the same time guaranteeing a more spontaneous response and greater engine fl exibility. Note that from its launch on the 3008, this 1.6 litre VTi complies with Euro 5 standards. Coupled with a 5-speed gearbox, this engine gives the 3008 appreciable dynamism while keeping fuel consumption to a minimum.

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Safety

A very high level of primary, secondary and tertiary safety The 3008 benefi ts from the Group’s extensive experience and the latest technology advances, to offer maximum safety at all levels. In terms of primary safety: as well as the introduction of new equipment (Head Up Display, Distance Alert, directional headlamps, etc), the excellent rigidity of the structure, the high-performance suspension and electronic aids give the 3008 benchmark road holding in its category. In terms of secondary safety: the body structure is generously dimensioned to withstand even the most severe collisions, such as those tested by EuroNCAP. The controlled deformation of its structure and the restraint systems used allow the 3008 to aim for fi ve stars under the new EuroNCAP protocol in 2009.

In terms of tertiary safety, the 3008 can of course include the Peugeot Emergency Service, included with the all new WIP Com 3D telematics system.

AN OPTIMISED STRUCTURE

The 3008 is designed structurally to dissipate impact energy in a programmed way. To allow it to meet high safety objectives, it includes in particular three impact
absorption structures at the front. The 3008 also benefits from Bogé impact absorbers, an innovation enabling it to meet its safety targets while also reducing the length of the
front overhang (see section ‘‘Basic engineering concepts/Structural innovations’’). The aim of this specification is to afford maximum protection to the passenger compartment (and its occupants), to limit the consequences for a pedestrian in the event of collision, and to facilitate repairability; which also has a direct effect on the car’s
insurance costs for its owner.

Front impact

The engine compartment comprises of three impact absorption structures or channels, a principle fi rst seen on the 308, consisting of: a lower structure which backs up the traditional upper structure formed by the chassis legs through the use of two sub-frame extensions, a feature derived from the 407, a third structure, consisting of reinforcements located above the front wheel arches and extending from the front windscreen pillars and door frame braces.

In the event of front impact therefore, 3/5ths of the energy is distributed through the main structure, 1/5th through the lower channel and 1/5th through the top structure. This triple structural design has an inbuilt absorption strategy that determines the build-up of forces before they are transmitted through the pre-established channels to areas specially designed to withstand them: the bulkhead, the underbody, the sills and the front door braces spanning the “A” and “B/C” posts. This creates around the passenger compartment a protective cell for all occupants.

Note also that the steering column is collapsible: in the event of impact, it retracts to a precise point to protect the driver.

Side impact

To afford the best possible protection to occupants in the event of side impact, the B post has been specifically reinforced. The B/C post is composed of two thicknesses of high
strength steel. All the doors also make a signifi cant contribution to the car’s overall rigidity by creating a “solid" structure between the A post, the B/C post and the rear wheel arch. Similarly, crossmembers located at fl oor level between the body sides and the bracing of the external sill panels add to the vehicle’s rigidity.

Rear impact

An impact beam is attached to the rear load sill area to absorb impact energy and thereby ensure a good level of repairability, despite the fi tment of the lower tailgate hobby which is fl ush with the rear load fl oor.

EFFICIENT MEANS OF RESTRAINT

Supplementing the performance of the structure in terms of impact resistance, a range of protective equipment has been developed to restrain and protect the occupants.
6 air bags are available to protect the occupants: 2 adaptive front air bags with a capacity of 40 litres for the driver and 80 litres for the passenger,
2 side air bags (each with a capacity of 18 litres) to protect the chest and pelvis of front occupants, 2 curtain air bags (30 litres) for the heads of the front and rear passengers.

5 point seat belts are featured, as well as an audible fasten seat belt warning system backed up visually by pictograms: in the front seats, the seat belts have pretensioners (double for the passenger to offer better restraint for the pelvis and chest) and low tare force limiters, in the rear seats, the outer seat belts also have force limiters, “foldover” head restraints at the front and “curved” head restraints at the rear optimise contact with the head in the event of an impact.

2 Isofi x seat mountings are available on the rear outer seats for the installation of an Isofi x child safety seat.

The 3008 also features an electrically operated child safety system which simply and safely locks the rear doors and windows. This function is coupled with rear electric windows or combined with deadlocking.

TERTIARY SAFETY: ALWAYS ONE STEP AHEAD

The WIP Com 3D telematics system, available as an option from the autumn, provides access to an assistance service and to the Peugeot Emergency service, in addition to its audio, telephone and satellite navigation functions.

This emergency call service, which pinpoints the car’s location, is available free of charge and for an unlimited period.

Countries where it is active to date include France, Germany, Spain, Italy, Belgium, Luxembourg and, from 2008, the Netherlands and Portugal. It puts the car’s occupants in contact with a professional who speaks the client’s own language. This service can be activated manually or automatically (when a means of restraint is deployed), and ensures rapid intervention by the emergency services. Since its launch in 2003, Peugeot Emergency has come to the assistance of more than 2,100 users. In 2006, this emergency call system was certifi ed in accordance with French civil defence requirements: it is approved by the Direction de la Défense et de la Sécurité Civile (DDSC), attached to the French Interior Ministry.

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