Combustion system targets
Full load:
High specific torque at low engine speed Good transient response No abnormal combustion (pre-ignition / auto-ignition)
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For

Architecture and technology features for a significant reduction in friction


Optimizations Specific technologic choices
Optimized design of the mobile parts Crankshaft offset Liners coating Thermo-management
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Very high torque & good engine efficiency on a wide range
Project targets
CO2 reduction Customer satisfaction:
"Fun to drive" Fuel consumption in all driving conditions BMEP 1.2l e-THP 130
Exhaust manifold: with optimized flow of exhaust gas and cooling in a compact design Blow-by circuit: totally integrated HP pump housing Weight optimization ( -6,2 kg vs 1.6 N.A )
Losses
(CR reduction, knock, friction)
1.2 l e THP 130: 192 Nm/l TC
Major improvements :
Base engine & Turbocharger design NVH Combustion Efficiency Fuel and air loop system
Wet belt timing belt Diamond Like Coating (Tappets, axes and rings),Low tension piston rings Lubrication with Map regulated variable displacement oil pump Low viscosity oil
1st worldwide turbocharger with monoblock arm and valve
Monoblock arm and valve design Valve - Seat contact : Sphere on cone Valve with additional spherical shape Clearance compensation of external wastegate kinematic by spring Valve noise reduction Better controllability Wastegate system wear reduction Sealing robustness
*Compression ratio in Europe, adapted to 9.5 in China for RON92 fuel standard.
Integrated exhaust manifold
Intake duct Bowl in piston
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Main features
3 cylinders : pitch vibration
Balancer shaft driven by gear
3 steps to optimize : Decrease acyclism / hight Inertia TVD pulley Gear design Damped gear : dynamic torque reduced by more than 50%
Ideal Downsizing effect Global Right sizing
High mechanical / combustion constraints
Cylinder pressures Pre-ignition & Auto-ignition Thermal Flow Low end torque & transient Boost pressure response Acyclism Fuel consumption at part load
* certificated by NAST on 19/04/2016
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2,93l/ 100 km and 1,878 km with one full tank
A brand new modular 3 cylinder gasoline engine family :
1. Mid 2012 : 2 natural aspirated deritatives (50 kW to 60 kW power) 2. Start 2014 : 2 turbo derivatives (80 kW and 96 kW power) 3. Start 2015 : Serial production in China (100kW power)
Reinforcement :
Die casting aluminum alloy with heat treatment ( +30% fatigue resistance, + 40% Yield strength) Hybrid liners , liners to the top with conical design Optimized rigs for NVH
Replaced NA engine
Part load : low BSFC on a wide operating range
RPM
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Optimized TC – Dual VVT – 200 bar GDI combustion system
Central Direct injection up to 200 bar Intake and exhaust Variable Valve Timing High compression ratio (10.5*)
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NA
A modular crankcase design
Optimized design with function integration
Balancershaft housing integrated Driving belt housing Blow-by circuit to insure PCV Water & oils circuit Sinter bearing caps with anchorage pattern (MIBA) Weight optimization ( -3,8 kg vs 1.6 N.A )
Denis FOURCHON – PureTech Chief Engineer, Powertrain and Chassis Director China GU Xianglong – Powertrains calibration manager
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Dongfeng Peugeot 308S 1.2 e-THP 130 in Hubei Xiangyang: 2.93L/100km, 1878km with only 1 tank*
Power range
1.2 eTHP 130 – 96 kW 1.2 eTHP 110- 80 kW
1.2 VTi – 60 kW 1.0 VTi – 50 kW

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CO2 efficiency
Fun to Drive
NVH Compact package – Weight Modularity and Cost Investments and Production
High tumble – High Compression Ratio GDI combustion system with multi-injection capabilities
Tumble level : 1.55
generated by intake ducts enhanced by combustion chamber and piston shape
World wide application on large range of PSA vehicles
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Main lever for fuel efficiency & fun to drive
High downsizing level
1.2l defined as the right sizing for 96-100 kw Specific torque of 192 Nm/l @ 1750 rpm Specific power of 80 kw/l
Injector Spark plug
Low bore/stroke ratio (0.83)
High tumble air motion High energy ignition system (90 mJ/ 130 mA) Efficient cylinder head cooling Water cooled integrated exhaust manifold.