• Aug 31st 2007 at 9:58PM
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"HYBRID!" "DIESEL!" Arguments about which one's the better everyday fuel economy solution sound like old Miller Lite commercials sometimes. Next month in Frankfurt, Peugeot's going to show off its latest stab at mashing them together with the 308 Hybride HDi show car, and if there was ever a happy medium, this might be it. Due as a production vehicle in 2010, the 308 Hybrid combines a stingy-to-begin-with 110 HP 1.6L diesel with an electric motor that produces an additional 22 horsepower. Power's channeled to the front wheels through a 6-speed gearbox that can be operated in full automatic or sequential manual modes. The net result places the hybrid on essentially equal footing with the standard-production 308 2.0L diesel.

Performance numbers are basically the same, with the Hybrid delivering better in-gear acceleration than the regular diesel car. Naturally, it also boasts big-time fuel economy numbers. In the combined-cycle, it gets 69 miles to the gallon (yes, the US gallon). In urban driving, the number goes up to 78 MPG. All the usual hybrid traits are found here. At startup and at low speeds, the electric motor provides motivation, and when the diesel kicks in, the car will call upon the electric powerplant to help with acceleration when necessary. Stop-start tech is standard, of course. The 308 Hybrid concept also has a Zero Emissions mode that's designed to let the car operate freely in "heavily regulated urban centres" (hello, London!). And even when it's not running as a ZEV, its emissions output complies with the Euro 5 standards coming in 2009. The 308 hybrid emits just 90 g/km of CO2 vs the 308 2.0 diesel's 146 g/km.

All of that in a package that is nicely equipped, including a panoramic roof. If Peugeot can keep the production vehicle's pricing generally in line with the rest of the 308 range, they might find Europeans lining up, checkbooks in hand in a couple of years.

[Source: Peugeot]


* World Premiere at the Frankfurt Motor Show
* Powered by an HDi diesel hybrid power train
* Emits only 90g/km of CO2
* 83 mpg in the combined cycle
* To be launched in 2010

At the Frankfurt Motor Show Peugeot will showcase its new 308 Hybrid HDi, which emits just 90g/km of CO2 and reduces fuel consumption by 58% in the Urban Drive Cycle compared to a standard 308 HDi.

In its pearlescent white and green colour scheme, two colours chosen as symbols of purity and ecology, the 308 Hybrid HDi demonstrator is the eagerly anticipated star of the environmental section of Peugeot's stand at the 2007 Frankfurt Motor Show.

This new 308 Hybrid HDi demonstrator represents another step on the path towards the planned commercialisation of the technology in 2010. Further evaluation of the original Peugeot 307 Hybrid HDi demonstrator in 2006 has confirmed the choice of a diesel engine, instead of a petrol engine, as the best option to provide the best reduction in fuel consumption and emissions.

The demonstrator is powered by Peugeot's most efficient parallel hybrid powerplant to date, combined with a 6-speed electronically controlled manual gearbox. It has a 110 bhp 1.6 HDi DPFS diesel engine coupled with a 22 bhp electric motor providing a maximum power output of 132 bhp, comparable to that of the 308 with the 2.0 litre HDi DPFS 136 bhp diesel engine. Fuel consumption in the combined cycle is 83 mpg and 90g/km of CO2 or a reduction of 38% compared to an equivalent 308 diesel HDi model.

In addition, the engine has been designed to meet the future Euro V directive which comes into force in 2009 and offers the possibility of driving exclusively in electric or "ZEV" (Zero Emission Vehicle) mode for journeys in regulated urban centres.

The excellent aerodynamic performance of the 308 hatchback and the use of Michelin's new Energy Saver tyres, which reduce rolling resistance, help to enhance further its performance.

A step towards commercialisation
Compared to the previous 307 Hybrid HDi demonstrator presented in 2006, the focus of the development has now switched to concentrating on the packaging of the hybrid technology into the structure of the new 308, and to ensure its compatibility with the future Euro V emission standards.

To ensure a competitive purchase price, priority has been given to using as many components as possible from current Peugeot vehicles. This has enabled the number of specific parts associated with the hybridisation of the 308 to be reduced by around 30% compared to the previous 307 Hybrid HDi demonstrator.

A simple, automatic technology
The vehicle is started by a customary ignition key but, unlike a conventional vehicle, this does not start the diesel engine. Instead by pressing the accelerator pedal with the gearbox in automatic mode, the electric motor powers the vehicle. The diesel engine only operates when required and is controlled by a stop and start system. All the powertrain operating modes are controlled by a Power Train Management Unit (PTMU) according to the driver's requirements.

The driver is informed in real time of the powertrain operating mode by a schematic diagram on the vehicle's colour multifunction display. Other information is also available, such as the battery charge status or the power train operation mode.

Well equipped and without compromise
The comprehensively equipped demonstrator has all the standard equipment of a Premium Pack 308 and also includes a panoramic glass roof and the RT4 multi-media system with a retractable colour display screen. The level of standard equipment, interior space, interior brightness, dynamic qualities and driveability are no different to those of the standard 308.

General dynamic performance is also comparable to a standard 308 HDi. In-gear acceleration, however, both in town and on the open road, is improved with the Hybrid HDi. Indeed, during in-gear acceleration, the diesel engine is backed up by the electric motor which is able on demand to deliver a power boost of up to 31 bhp (and 96 lb ft of torque).

Optimised Hybrid HDi technology
The parallel hybrid power train consists of a 1.6 litre HDi DPFS 110 bhp diesel engine and an electric motor with a continuous output of 22 bhp and a torque of 59 lb ft. The Power Train Management Unit (PTMU) selects the right distribution of power from both units to meet the requirements of the driver and minimise fuel consumption.

The electric motor alone is responsible for starting and driving at low speed, while only the diesel engine is used on open roads and motorways, with both units coming into play simultaneously to provide quicker acceleration. The system is fitted with a 6-speed electronically controlled manual gearbox able to operate in automatic or manual sequential mode.

To extend the battery range, kinetic energy recovered during phases of deceleration and braking is used to recharge the batteries. A special button provides access to an all-electric "ZEV" Zero Emission Vehicle mode. Operation of the diesel engine is then restricted to more pronounced acceleration phases or high speed driving. This "ZEV" mode provides total absence of exhaust emissions and noise pollution.

Technical description of main specific components
The electric motor is of the synchronous type with permanent magnets, developing a continuous power of 22 bhp and a torque of 59 lb ft. However, intermittently its output can attain 31 bhp and 96 lb ft.

An inverter regulates the 150 to 260 volt current from the high voltage battery pack supplying the electric motor in accordance with the torque requirements determined by the Power Train Management Unit (PTMU).

A new generation battery pack has been developed which delivers an output of 200 volts. It is housed in the spare wheel well and does not, therefore, reduce the available boot volume. The batteries are of the Nickel Metal Hydride (Ni-MH) type.

A converter converts the 200 V from the battery pack into 12 V to supply the vehicle equipment in phases of solely electrical operation.

Managed braking maximises the recharging of the batteries during phases of deceleration and braking. An Intelligent control of the braking optimises the distribution between regenerative electric braking and traditional dissipative hydraulic braking. The braking management system gives priority to braking efficiency over the recovery of energy.

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    • 1 Second Ago
      • 8 Years Ago
      Exciting technology. I would love to see something like this in America in the next few years. A diesel-electric hybrid with a clean diesel engine, wow.
      • 8 Years Ago
      This is the best combination of the two power sources everybody has been looking for! with a little American know how we could see the long seeked 100 mpg and, it won't come from some secret gas carburator that the Oil Companies bought/stole and put on the shelf waiting for a rainy day! Pay attention Oil Companies, we know you're out there listening/reading to see what you can stop or
      steal! That rainy day has come!
        • 8 Years Ago
        I'd be more impressed with "American know-how" if US manufacturers were making anything anywhere near this efficient in the first place. Americans are great engineers, but if you want great innovation you have to look elsewhere. I very much doubt the first 100mpg car will come from the US of A ("what, no V8?)".
        • 8 Years Ago
        Oil companies will make profit on less they sell. Cars get better milage now then they did when fuel was at a fraction of the cost. Yet they make record profits every quarter. Someday oil will be sold by the ounce.
      • 8 Years Ago
      The front of this car makes me smile...reminds me of a 'Transformer' car ready to morph into a friendly, good-guy character. The diesel-hybrid concept is a long time in coming, but glad to see it finally arrive. Many talk about wishing for something like this to come to the USA. I suspect that if enough people log onto the Peugeot website and contact them directly, they just might think we are interested. Definitely worth a few minutes of my time.
      • 8 Years Ago
      And there it is, the perfect contrast to the Peugeot to illustrate how awesome its technology really is... in the article below.. the innovative Challenger that will get, what.. 12mpg? maybe 21 on the highway if driven by a little old lady? Golly. Not so cool after all.

      What a contrast. Personally, the retro charms of the Challenger are nil to me. Just a dorky 'look at me' ride with old-tech gas wasting. The Dodge would be cool with mod eco-wizdom (and power- nothing wrong with that), but as it is, it's really just an example of platform sharing.

      Rock on Pug. Lookin good. 78 mile per gallon? DAMN good.
        • 8 Years Ago
        Hey Dondonel-
        I don't disagree with the weight issue. When a swift, fun 1993 Honda Civic VX (a FOURTEEN year old car) got an average of 55mpg with two airbags, room for four, I do agree that light ALWAYS = better mpg. The reality, though is that ain't a whole lot of automakers going that route (Mazda maybe excepted, on one model we won't get).

        I still have to compliment Peugeot on moving the game on and getting to 78 mpg. Imagine the inspiration and 'we can't do it' whining by automakers that will change as every car like this one busts previous ceilings of development.
      • 8 Years Ago
      70mpg/78mpg...now that's what i'm talking about! I thought I had such an original idea when I mentioned a Diesel hybrid, but I guess Peugeot engineers have been working on this a long time. Unfortunately, this is another product that America might not see for a long, long, time... unless Peugeot decides to team up with some local manufacturer of course. Chrysler, are you listening?
      • 8 Years Ago
      What an interesting front grille...
      • 8 Years Ago
      wow, finally a diesel hybrid. It's taken a while, but it was only a matter of time. They better find some way to get this powertrain to the largest market in the world. Hopefully the US's (well California's), anti-diesel regulations won't discourage them.
        • 8 Years Ago
        The largest market in the world? China?
        Yes, they should bring it, and it's crash worthy protection to China, but, I, in the U.S. want it too.
      • 8 Years Ago
      What I find amazing is that a diesel is usually cold blooded and turning it on & off doesn't seem like it would be very seamless.

      I think future hybrids should be run 100% on the electric motors and only use an internal combustion engine to recharge the battery as required. The internal combustion engine could then be optimized to run at the most effective RPM/load and have very few components & controls.

      I see similar looking models in China with the same totally ugly grille. Good thing it's smiling otherwise it could never work!
        • 8 Years Ago
        GM is going to introduce an E-Flex (like the Volt) concept at Frankfurt with a series hybrid / diesel generator like youve described.


        Unfortunately, GM has gotten consumers hooked on the idea of a 40 mile battery only range for the E-Flex. That would, of course, require a very heavy, expensive battery pack.

        I'd like to see the E-Flex marketed with a diesel generator and ~1 mile battery range. Longer range optional at additional cost.

        (EVs are pointless here in New England because they don't produce waste heat to defrost the windshield and heat the interior.)
      • 8 Years Ago

      A4 Duo was produced in just 60 units because it was a failure. It was heavy and produced no better fuel economy than then current diesel offering. Fuel consumption was higher than 5 l / 100km, which was poor for the weak engine used. It also cost a small fortune.
        • 8 Years Ago
        Sounds like a project doomed to fail. Maybe even they wanted it to fail? Because, look, a few years later and suddenly the concept works.
      • 8 Years Ago
      I was wondering how long it would take to see a Hybrid Diesel. I've heard and read that the oil burner doesn't benefit as much as a gas burner with the hybrid setup, but I believe that the start/stop tech is a great benefit alone, much less the extra free 22hp boost available anywhere and everywhere in the powerband.

      And, as usual the United States has little to no chance of ever seeing this on our shores. We get none of the really good stuff, even from our own domestic manufacturers.
        • 8 Years Ago
        first diesel hybrid sold to public was in 1997 the Audi A4 Duo... the successor of the gas hybrid Audi 80 Duo from 1994...
        Audi was much to early with hybrid technology and sold it with Europe on the wrong market... in 1998 Audi stoped A4 Duo production after only 90 cars build ... no one was interested in such fancy stuff at that time during the TDI hype...
        The Audi A4 Duo was powered by a 66kW 1.9TDI together with a 21kW electro engine..
      • 8 Years Ago
      Those are chequebooks in Europe...
      • 8 Years Ago
      Hmmm, expensive and high NOx emissions. Even with sky-high fuel prices in Europe, the incremental depreciation will nuke any (financial) savings in fuel. In the US, low fuel cost plus expensive emissions equipment make a diesel hybrid even less attractive. MPG/fuel cost is not the whole equation.

      American green geeks appear to loooove super-duper fuel-saving technology for the bragging rights it confers on the owner. Apparently, Peugeot has decided there is also some brand marketing mileage - pardon the pun - in having the single most economical model on the European market. They'll sell a few, but not many.

      Unfortunately, superlative fuel economy just isn't the best way to curb aggregate CO2 emissions from road traffic. Focus instead on making millions of cars just ~5% more frugal year-on-year. Fast forward a decade and look at the actual fuel consumption of the actual fleet on the road.

      Such small fry improvement may be a bit boring but it is entirely feasible and affordable, making it much easier to shame your neighbors into doing their bit for the common good when they buy their next car.
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