First revealed in 2005, the Peugeot 407 Coupe receives two new engines for the 2009MY: a V6 3.0 litre HDi PEF 241 bhp and 2.0 litre HDi PEF 163 bhp.

2009 Peugeot 407 Coupe
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The new V6 HDi PEF 3.0-litre engine, coupled with a 6-speed sequential automatic gearbox, develops a maximum power output of 241 bhp at 3,800 rpm supplemented by maximum torque of 450 Nm from 1,600 rpm - a value which remains unchanged up to 3,600 rpm. With this engine, the 407 Coupé becomes the most powerful production vehicle ever constructed by Peugeot in its 120 years history as a car manufacturer.

2009 Peugeot 407 Coupe
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The new 2.0-litre HDi PEF 163 bhp at 3,750 rpm is coupled with a 6-speed manual gearbox. With this power and a maximum torque of 340 Nm (constant between 2,000 and 3,000 rpm), this 4 cylinder 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.

Full details in the press release after the jump.

  • 2009 Peugeot 407 Coupe
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Press release

A stylish design combining driving exhilaration has long been a key attribute of Peugeot vehicles, and with cars like the 407 Coupé, utilises the company’s expertise to the full. Launched in 2005, the 407 Coupé is the latest in a long tradition of prestige Coupés produced by Peugeot, where style plays a key role, combining stature and refi nement to create a product capable of long-distance touring with comfort and high performance developments. This stature is expressed initially through the coupé’s suspension dynamics, with dual wishbones and a drop link at the front and multi-arm rear suspension; the 407 Coupé produces superb road holding, is acknowledged for its grip, progressive control, dynamism and ride comfort.

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 powerful, fl exible and economical. In keeping with today’s demands, the 407 Coupé features a range of engine and transmission choices that ensure that ‘‘driver involvement’’ is aligned more closely with “environmental responsibilities”.

The new V6 HDi PEF 3.0-litre engine, coupled with a 6-speed sequential automatic gearbox, develops a maximum power output of 177 kW (241 bhp) at 3,800 rpm supplemented by maximum torque of 450 Nm from 1,600 rpm - a value which remains unchanged up to 3,600 rpm.

With this engine, the 407 Coupé becomes the most powerful production vehicle ever constructed by Peugeot in its 120 years history as a car manufacturer.

The level of performance it produces (80 to 120 kph in 4.7 seconds; 0 to 100 kph (62 mph) 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%), and a combined cycle rate of 7.2 litres/100 km
(39.2 MPG) or 189 g/km of CO2 (instead of the 225 g/km previously).

Equipped with the particle emissions fi lter (PEF) and compliant to Euro 5 standards, this supreme engine technology demonstrates that driving pleasure does not have to come at the expense of compromising fuel consumption and emissions.

The 3.0-litre HDi V6 is distinguished on the outside by two oval exhaust pipes, arranged symmetrically on either side of the rear bumper diffuser.

The new 2.0-litre HDi PEF 120 kW (163 bhp) at 3,750 rpm is coupled with a 6-speed manual gearbox. With this power and a maximum torque of 340 Nm (constant between 2,000 and 3,000 rpm), this 4 cylinder 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 specifi cation. This new engine, which has 20 % more power than the previous 2.0-litre HDi, in the 407 Coupé is particularly environmentally-friendly in its category with a fuel consumption of 5.4 litres/100 km (52.3 MPG), with 140 g/km of CO2 in the Combined Cycle (a reduction of 8.5 %).

Benefi ting from the arrival of these new engines, the elegant and refi ned style of the 407 Coupé is subtly enhanced by chrome trim spanning the entire upper section of the side windows. Another development is the door mirrors which are now larger to offer better rear vision, conforming to new legislative standards.

Finally, the Coupé’s WIP Com and WIP Nav telematics (accessible satellite navigation and Bluetooth™ hands-free kit) and the all new WIP Bluetooth™ (option coupled with WIP Sound
radio featuring USB connector and hands-free kit) equipment are now available. In France, the 407 Coupé 407 2.0 litre HDi PEF 120 kW (163 bhp) is available in two levels of finish (Sport and Féline) and a special series (with Navteq). It is available from 33,350 euros. The V6 HDi PEF is available from September with an exclusive ‘‘GT’’ model, priced at 48,200 euros, and includes 19’’ wheels as standard.


Thanks to its delicately sculpted architecture, this new body radiates balance, elegance and dynamism. Its feline appearance begins with the steeply inclined front windscreen, creating a low roof line which then flows back into the boot, with its integral dynamic spoiler. At the rear, the lower panel with its dynamic lines creates an unmistakeable visual impact, giving the impression that the 407 Coupé is about to pounce, even when at a standstill.

The emotion aroused by this aesthetic effect is strengthened by the “look” of the car, the taut design of the flanks, and the aerodynamic front design. The affect also portrays a passenger compartment, which appears compact from the outside but is extremely generous inside. The complex shape of the Coupé accentuates the stylistic traits introduced on the 407 range and emphasises the harmonious balance between dynamism and refinement.

Inside, the Coupé continues the driving pleasure expressed by its bodywork. Its luxurious interior makes reference to the great tradition of GT touring cars, with its four “separate” seats, its instrument panel, real aluminium trim detail and leather upholstery.

The fascia panel is different from the saloon, particularly on “integral leather” versions where the fascia panel and seats are enhanced by saddle-stitched leather upholstery. Matching the bucket style seats, brushed aluminium inserts decorate the fascia panel and door panels give the interior ambience a strong dynamic feel. This dynamism is enhanced further by the instrument panel, featuring five dials with chrome surrounds, needles with an aluminium finish and chronograph style graduations that call to mind the sophisticated technology of watch making. The three-spoke steering wheel features perforated leather on the side sections, while the thumb rests have a smooth leather finish. A brushed chrome insert on the third spoke of the steering wheel echoes the theme of the aluminium inserts in the passenger compartment.

Regardless of the engine chosen, the Coupé customer will have the choice of three levels of finish, Sport, Sport Pack and Griffe, with specific equipment levels and trims that place this Coupé firmly in the refined world of touring cars.

A generous passenger compartment

The 407 Coupé has a length of 4.815 m and a width of 1.868 m. Its height does not exceed 1.40 m and the front and rear overhangs are 1.08 m and 1.01 m respectively, or + 5.5 cm and + 8.5 cm compared to those of the saloon. The interior of the passenger compartment will easily seat four adults, due to the increased length of 1.72 m, or 5.8 cm greater than that of the 406 Coupé. Similarly, elbow width in the front seats has been extended to 1.542 m and in the rear seats to 1.376 m, i.e. + 12.8 cm and + 14.2 cm compared to the 406 Coupé.

Equipped with a folding rear seat, the 407 Coupé has a boot with a capacity of 400 dm3 VDA or 466 dm3 (water). The perception of remarkable space is accentuated further by the forward position of the front windscreen and the large glazed surface area (2.8 m2) bringing abundant light into the passenger compartment.

Driving position

Like all 407s, the architecture of the driver’s seat ensures perfect alignment between the pedals, steering wheel and driving position. The many possible adjustments ensure optimal comfort, even for the very tall, and enhance both driving pleasure and safety. To give this car a true Coupé feel, the driving position has been lowered by 20 mm and set back by 9 mm compared to that of other 407s.


The structure, derived directly from that of the two other silhouettes, has been developed specially to accommodate the new body. It satisfies all requirements laid down in terms of safety and driving pleasure by offering a torsional rigidity even higher than that of the saloon. Subject to a torsional load and a torque of 100 daNm applied to the axles, the deformation value does not exceed 0.71 mrd, a result hitherto not attained by any of the Marque’s vehicles. This guarantees optimal operation of the suspension while enhancing road holding (active safety) and drivability.

The platform, though identical to that of the saloon, has been specially developed to create a vehicle lower by 4.4 cm and, as a direct consequence, a centre of gravity lower by 25 mm.

The body is also designed with a two energy paths to efficiently absorb energy through the engine compartment in the event of a collision, thereby enhancing repairability. In addition to the traditional upper path, a second, lower path takes the form of an extended, aluminium sub-frame. In addition to the aluminium bonnet, the use of a composite boot lid reduces weight and frameless doors enhance the style.


New 3.0 litre HDi PEF

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 150 kW (204 bhp) 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 2,992 cm3. It has two aluminium cylinder heads with 4 valves per cylinder, controlled by two overhead camshafts on each cylinder head.

With a maximum power of 177 kW (241bhp) at 3,800 rpm and considerable torque it offers a particularly wide operating range. For example, the maximum torque of 450 Nm is available from 1,600 rpm, remaining constant up to 3,600 rpm. From 1,000 rpm it develops a torque of 252 Nm, and at 4,500 rpm torque is 332 Nm.

In short, these characteristics ensure good driveability both from a standing start and at high engine speeds. In addition, while 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% (1.3 litres/100 km less), with a reduction of 36 g/km of CO2.

To obtain these characteristics, more than half the engine’s components have been redesigned, including: ECCS technology with a new generation combustion chamber, maximum injection pressure increased to 2,000 bar and piezoelectric injectors with 8 apertures; two new low-inertia turbochargers; a sophisticated exhaust gas recirculation system (EGR) as well as extensive work on all peripherals to minimise energy requirements (variable capacity power-steering pump, new energy-recovery alternator).


Developed for the fi rst 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 is 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 fi lling);
  • a reduction of SWIRL (air movement in the combustion chamber) of nearly 10 %, there by reducing heat loss against the walls.

In addition, the adoption of ceramic pre-heat glow plugs operating at very high temperatures (1,300 °C) allows ultra-fast start-up (time divided by fi ve 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.


This ECCS combustion system is combined with an all-new Bosch common rail in which the injection pressure has been increased to 2,000 bar (compared to 1,650 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.


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 effi ciency 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 ‘‘down time’’ at low engine speeds is therefore particularly well addressed: it takes the engine only 500 milliseconds to develop its maximum torque of 450 Nm.

These technological innovations allow incomparable driveability thanks to the instant availability of torque and offer superb operating fl exibility, 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.


Numerous other technologies have been used to prevent the slightest loss of 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 signifi cant improvements to engine effi ciency and reductions in fuel consumption. By contrast, when the engine is cold it is less effi cient 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.


This new 3.0-litre HDi engine is naturally combined with latest generation PEF technology (octosquare), with an Eolys additive enhanced fi lter. Its maintenance interval is 260,000 km (160,000 miles) compared to 210,000 km (130,000 miles) previously.


While the six-speed ‘‘AM6’’ sequential automatic gearbox naturally showcases the high performance of this new engine, changes made specifi cally for this model help exploit
its effi ciency 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 signifi cantly 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 340 mm and a thickness of 30 mm.

New 2.0-litre HDi PEF

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 120 kW (163 bhp) engine replaces the 2.0-litre HDi 100 kW (136 bhp) on the 407 Coupé.


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 fl exibility 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 signifi cant reduction in fuel consumption and CO2 emissions.


This 4-cylinder engine with a capacity of 1,997cm3 featuring a cylinder head with 16 valves and dual overhead camshaft sees its maximum torque increased to 340 Nm at between
2,000 and 3,000 rpm. While the response time at low engine speeds is particularly good (225 Nm at 1,250 rpm), the engine also has a very wide operating range with torque available at any time (240 Nm at 4,500 rpm).

Its maximum power is 120 kW at 3,750 rpm.

In parallel with its enhanced performance (+20 % power), its fuel consumption of 5.4 litres / 100 km (52.3 MPG) in the combined cycle constitutes a reduction of 8.5 % compared to the previous engine. The rate of emissions is therefore the equivalent of 140 g/km of CO2 (16 g/km less).


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 benefi ts, 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 2,000 bar (compared to 1650 previously) and new DDS
8-aperture solenoid injectors (instead of 6 for the previous 2.0-litre HDi). This unit helps to optimise the homogeneity of the air/diesel blend for maximum performance, reduced fuel consumption, a reduction of emissions at source and quieter combustion.


The engine uses a Honeywell Turbo Technology variable geometry turbocharger optimised in terms of size: it is smaller, and therefore has a lower inertia. With a speed of rotation of up to 210,000 rpm, this turbocharger improves the responsiveness of the engine.


More than 50 % of the components have been entirely redesigned on this new 2.0-litre HDi compared tpo 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 effi ciency by reducing the loss of potential energy. Finally, engine fl exibility 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.


Taking advantage of engine effi ciency which helps to eliminate emissions at source, the particle emissions fi lter, available as standard, has a maintenance interval of 210,000 km (130,000 miles) compared to 180,000 (110,000 miles) previously.

Wheels and suspension

The 407 Coupé is the standard bearer of the Peugeot Marque in terms of dynamism. Road holding in particular has been optimised to ensure good control of body movement, stability under all circumstances, a high level of responsiveness and extremely accurate steering.

The suspension

To this end and in addition to the very high torsional rigidity of the structure (0.71 mrd), the suspension used on the 407 saloon and SW, renowned as particularly efficient, has been optimised further by:

For example, the height of the body has been lowered by shortening the springs by 10 mm at the front and 23 mm at the rear. To limit roll and obtain effective coordination between the front and rear suspension units, the latter are equipped with springs offering new flexibility (enhanced rigidity), while the bump stops are shorter and denser than on the saloon and SW.

The front suspension, a double-wishbone drop-link set up derived from competition, and the integral multi-arm rear suspension provide the best possible control to benefit active safety, driving pleasure and passenger comfort.

The components of the front and rear suspension also benefit from advanced technology, such as the generous use of Cobapress© aluminium, which is lighter than forged steel but offers the same mechanical properties.

At the front, the separation of suspension movement (vertical travel) and steering functions ensures optimal steering consistency under all circumstances (control of the wheel position) and also ensures the virtual elimination of steering inaccuracies, which helps cornering and also reduces sensitivity to wheel imbalance.

This design, combined with rigorous assembly, guarantees steering accuracy and noise suppression, which directly benefits drivability. Compared to other 407s, the front track is wider by 23 mm on the 2.2 litre and by 19 mm on the 3.0 litre thanks to a larger wheel offset. To control roll, the diameter of the front anti-roll bar on petrol versions has been increased by 0.5 mm to 24.5 mm and on the V6 Diesel engine it is 25 mm. As on all 407s, the multi-arm rear suspension incorporates inclined spring and damper assemblies and on each side a drop-link longitudinal arm, ensuring integral operation in the longitudinal plane only, to eliminate vibrations generated by ancillary stresses.

Compared to that of other 407s, the rear track of the Coupé has been widened to 1.575 m (+ 46 mm) on the 2.2 litre and to 1.567 m, (i.e. + 45 mm) for the V6 engines. This increase in track is obtained by the adoption of a wider and more rigid hub assemblies (+ 26 mm) and also by the use of a larger wheel offset. To control roll, the diameter of the front anti-roll bar on V6 petrol models has been increased by 0.8 mm to 20.6 mm and with the V6 diesel engine it is 21.3 mm.

Shock absorption

Shock absorption on the 2.2 litre 407 Coupé is based on PSA multi-valve technology and special damper settings have been used to match to the new body height and specific weight of this model. Six-cylinder models are equipped with the latest version of the AMVAR electronically-controlled suspension. Shock absorption is therefore variable and each damper is controlled separately. A wheel travel sensor controls each wheel independently in accordance with 9 damping settings, with changes possible every 2.5 milliseconds. A new damping control strategy means that progression to firmer settings occurs very rapidly to achieve more energetic control of pitch, bounce and roll movements under all driving conditions (uneven roads, high speed, obstacles, loaded vehicle, etc). Thanks to a push-button, it is possible at any time to change to the “Sport” position with a direct orientation towards the firmest damping settings.


The steering set up is developed from the 407 saloon/SW, but has been designed specifically to guarantee the required dynamic performance, particularly by offering enhanced centring and accuracy. The electro-hydraulic power steering of the 2.2 litre model is variable with a controlled electro-pump unit that controls the pressure with respect to the car’s speed and the speed of rotation of the steering wheel according to seven software setting options. Compared to traditional hydraulic power steering, this assistance is independent of engine speed, thereby improving directional control and helping to reduce fuel consumption. The valve and electronic control are specific to the 407 Coupé.

On 6-cylinder models, “continuous” variable hydraulic assistance is provided by a computer-controlled control valve. This takes into account a wide range of information such as vehicle speed, engine speed, steering angle and steering wheel speed. Compared to the other set up, this provides more assistance at low speed and a wider range of power steering variations (217 possible adjustment steps), while ensuring a good “reading” of the road. On all versions, the steering wheel is height- and depth adjustable over a distance of 40 mm in both axes, and the turning circle pitch diameter between kerbs is 12 m.


Assisted braking on all versions is provided by large-diameter, ventilated front discs (330 mm, thickness 30 mm). The rear discs have a diameter of 290 mm and a thickness of 12 mm.

The ESP, standard on all models, includes the following main functions:

  • An anti-lock braking system (ABS), calibrated specially for each of the two wheel sizes.
  • Integral electronic management of braking on individual wheels to ensure stability and braking efficiency, particularly when ABS or CDS is not in operation.
  • Emergency brake assist (EBA), linked to the speed at which the brake pedal is depressed. Above a rate of deceleration of 8 m/sec2, the hazard warning lights come on automatically.

- In addition to traction control (ASR) acting on the brakes and the engine, stability control (CDS) continuously compares the steering wheel angle, the car’s rate of yaw, the speed of the wheels and the vehicle’s transverse acceleration to detect the start of under- or oversteer. As a result of these detections, the ECU, if necessary orders corrections to be made to return the car to the trajectory requested by the driver, as far as the laws of physics allow.

Wheels and tyres

To match its dynamic personality, the 407 Coupé is equipped with large diameter wheels fitted with sports tyres. These generous wheels make a direct contribution to road holding quality and the expression of exterior style. The 4-cylinder 2.2 litre version has 215/55 WR 17 tyres mounted on “Squatina” alloy wheels with a width of 7.5 inches. V6 versions are equipped with “Alopias” alloy wheels with a diameter of 18 inches and a width of 8 inches, clad with 235/45 YR 18 tyres.
This 18 inch wheel is optional on 4-cylinder versions.

A 19 inch diameter wheel with a width of 8 inches is available as an accessory, in which case 235/40 ZR19 Y tyres are fitted. The spare wheel has the same dimensions as the original and is housed in the boot.

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