Motorizari 407

Creat de Gabriel, Aprilie 07, 2008, 09:00:49 A.M.

« precedentul - următorul »

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Gabriel

Am condus mai multe dintre motorizarile de pe 407 si va invit sa ne dam aici cu parerea despre ele. Astfel, daca cineva doreste sa-si ia un 407 va putea sa-si faca o idee despre ce sa aleaga.

2.0 benzina - un motor corect pentru cei care nu fac multi km. Raspunsul la pedala este instant, acceleratiile sunt bune, reprizele necesita mestecatul in cutie.
1.6 HDi - fara nici un pic de valente sportive dar nu face deloc gaura in buget.
2.0 HDi - la aproape toate masinile conduse era  usoara intarziere la apasarea pedalei de acceleratie. Ultimul condus facea parte din noua serie de motoare cu sistem de injectie Delphi in loc de Siemens. Lucrurile au luat o turnura favorabila. Raspunsul la pedala este mult mai bun. Reprizele sunt peste aspiratul benzinar de aceiasi cilindree dar tot nu este un motor care sa dea valente sportive.
2.7 HDi - care vine numai in combinatie cu BVA6. Motorul este foarte potent. Trage zdravan si e oarecum brutal. In ciuda puterii si cuplului mare vai sti intotdeauna ca sub capota se afla un diesel. Cutia BVA6
3.0 benzina - aici nu e nevoie sa zic prea multe, colegii care au avut ocazia sa se dea cu masina colegului 407SW stiu despre ce e vorba. Cutia de viteze BVA 6 il pune in valoare. E silentios, puternic si liniar, un motor de gentleman.
2.2 HDI 170 CP - sambata am mers a doua oara cu un 407 cu motorul asta. De departe mi se pare cel mai bun diesel de la Peugeot. Are doua turbine: una intra la 1400 rpm cealalta la 300 rpm. Liniar aproape ca un benzinar. Motorul te surprinde prin elasticitate iar de la 3000 de ture parca trage mai bine chiar daca cuplul maxim e decalarat a fi la 1500. Poti sa-l duci linistit pana in 5000 rpm, plaja de turatii pe care trage fiind enorma pentru un diesel. De departe dieselul de la Peugeot care-mi place cel mai mult.

Cloud no.75

Completare:
2.2 benzina - 160cai. Dupa parerea mea este motorul benzina de pe 407 cu cel mai bun raport performante/consum/pret achizitie. Motorul este foarte liniar, gratie admisiei variabile si trage excelent de la 2,000 pana la 6,000rpm. Singurul minus al acestei masini este...evident...cutia. Desi in 6 trepte, timoneria e de PGT...
"And still I stand this very day/ With this burning wish to fly away.../ ...I'm still looking, looking for the summer..."




Kman

Ne poate zice cineva cum e 2.2 benzina cu BVA6?
Poate asa se scapa de problemele timoneriei

SportWagon

2.2. are doar admisia variabila si aceasta in 2 trepte, nu continuu.

Nu l-am condus incit sa imi fac o parere despre el insa recenziile specialistilor acuza ca etajarea cutiei ii sugruma orice urma de entuziasm facindu-l mult prea liniar pentru a fi a agreabil.

As mai mentiona ca perechea 3L-bva 6 este caracterizabila mai degraba ca fiind exponentiala datorita patinarii deliberate din cutie in primele rapoarte si timpului necesar urnirii celor 1600-1700 kg ale masinii.
De altfel aceeasi senzatie de "exponential" o confera Peugeot cu mai multe motorizari benzina. Un 2 l pe 605 oferea aceleeasi senzatii.
Ofer consultanta in domeniul auto,

Dior


  Mor de ciuda ca nu au continuat cu motoarele turbo :( Se miscau EXCELENT!

dadu

Umbland pe net, am gasit asta:


THE 2.2 HDi FAP ñ€" DW12BTED4 ENGINE

The 4-cylinder engine has a capacity of 2179 cm3 with a 16-valve cylinder head and twin overhead camshafts.

Particular attention has been paid to the torque delivery and response times at low engine speed. At 1000rpm the engine develops 147lb ft of torque, and 206lb ft at just 1250rpm. In addition, the engine has a very wide operating range with excellent driveability through the rev range, attaining its maximum power of 170bhp at 4000rpm and a torque of 277lb ft from 1500rpm (54% more than the previous generation engine at the same engine speed).

A new type of combustion chamber, third-generation common rail increasing injection pressure to 1800 bar, and of course parallel sequential twin turbos are the main technological innovations.

The parallel sequential twin turbo

The technology of the parallel sequential twin turbo is a world first on a 4-cylinder car. The system (patented with Honeywell Turbo Technology) consists of two identical, smaller-diameter turbochargers. At low engine speeds, a single turbocharger ensures engine responsiveness. It is then supported by the second turbo, which starts to operate in parallel between 2600 and 3200rpm according to the required load and atmospheric conditions. The entire range of engine speeds is therefore covered. The system is controlled entirely by the engine Electronic Control Unit (ECU).

In addition, the low inertia and compact size of the turbo reduces turbo lag. These technological innovations enhance driveability, and in particular ensure excellent torque availability. Moreover, the driver can more easily drive at low engine speeds, thereby reducing fuel consumption.
ECCS combustion chamber (Extreme Conventional Combustion System)

In each of its pistons, the 2.2-litre HDi engine is equipped with an all-new combustion chamber. Compared to the previous generation, the chamber is characterised by a reduced compression ratio (16.6 compared to 18 previously) and a larger diameter (+25 %), helping to reduce the quantity of incompletely burned fuel by limiting the proportion of fuel in contact with the walls. This effect is obtained as a result of a special piston design and geometry (manufactured from aluminium with a very high mechanical strength and thermal resistance). This geometry also makes it possible to significantly reduce SWIRL (air movement in the combustion chamber) by limiting thermal losses against the walls.

These developments allow greater homogeneity of the air-fuel mixture, resulting in a significant improvement to the engineñ€ℱs overall efficiency, as well as quieter combustion.
Third-generation common rail injection system

The ECCS combustion system is combined with an all-new, third-generation Bosch common rail injection system in which the injection pressure has been increased to 1800 bar (1350 bar for the first generation).

The higher injection pressure, associated with new piezo-electric injectors in which each nozzle is equipped with seven apertures (instead of five previously) with a diameter of 135 microns, allows the number of injections to be multiplied (potentially up to six per cycle) and ensures meticulous uniformity of the diesel injection spray pattern. As a result of this optimised air/diesel mix, combustion is more complete and more uniform, and therefore reduces emissions at source.
The environment

The new 2.2-litre HDi is a worthy standard bearer in terms of environmental protection. Firstly, it should be remembered that through its basic design, the Diesel engine ensures excellent thermodynamic efficiency and that HDi direct injection increases its performance still further.

Due to the very high pressure injection of the common rail system, the extremely fine spray of diesel fuel in the combustion chamber allows more uniform and more complete combustion, giving rise to more efficient combustion, which significantly reduces emissions at source.

In addition, the two turbochargers and the exhaust gas recirculation system contribute actively to environmental protection and observance of the EURO 4 standard.

Specifically, on the new 2.2-litre HDi, the combination of the new combustion chamber design with an injection pressure of 1800 bar results in a reduction of emissions of around 30% compared to the previous generation engine.

It is of course combined with the latest-generation DPFS (Diesel Particulate Filter System) technology featuring an additive-enhanced filter. This third-generation Octosquare particulate filter has a service interval on the 2.2-litre HDi of 120,000 miles. This interval has been made possible by improvements to the additive and the ceramic filter. The Eolys additive, with an enhanced effect that allows a smaller dose to be administered to the fuel, reduces the quantity of residue stored on the walls of the filter. The filter has a new structure in which the Octosquare geometry and larger diameter inlet ducts significantly increase the residue storage capacity.
Compact size

Compared to the previous generation engine, the overall height of the engine has been reduced by 4 cm. This highly compact engine allows greater adaptation into other vehicles and also improves the protection of users (particularly pedestrians) by creating a larger space between the bonnet and the engine block. Creating greater space under the bonnet ensures better energy absorption in the event of an impact.

The double-wall cylinder block, patented and produced entirely in the Trémery foundry, improves the engineñ€ℱs acoustic performance by 3dB, a level which is a significant improvement and will be appreciated by customers.
Service

A large capacity two-part oil sump allows the oil change interval to be increased to 20,000 miles. Similarly, the drive belt and its engine accessories are designed and dimensioned to be maintenance-free during the life of the vehicle.
THE ML6C MANUAL GEARBOX

The 407 2.2-litre HDi engine is coupled with the 6-speed ML6C manual gearbox, highly acclaimed for its smoothness of operation, precision and swift gear changes.

Its compact size, one of its most striking characteristics, means it requires no more space than a 5-speed gearbox, so preserving the turning circle radius.
When you set out for Ithaka,
ask that your way be long!

rara

Mai multe detalii despre motorul de 1.6 litri Hdi 110cp poate cineva sa ofere. Sunt chiar curios daca nu cumva nu e submotorizat.


Importator, distribuitor corpuri de iluminat. Reducere pentru membri Club Peugeot.

marius.v

1.6 Hdi pe 407 da o nota clara de submotorizare.
Am 3 exemple in acest sens, toate trei de la oameni din firme de distributie, care umbla cam 40-50000 km. pe an si care spun ca masina merge, consuma putin, dar este clar lenesa si ca in depasiri trebuie sa fii atent.
Dar per total, toti trei, dintre care unul are cam 150000 km cu ea, sunt foarte multumiti de masina.
Condusul unui automobil este o chestiune de atitudine si de aptitudine

SportWagon

1.6 HDI pe 407 este un compromis nefericit, mai ales intr-o tara fara retea autorutiera.
In Romania, datorita stilului in trafic cred ca este o varianta nesigura, o depasire angajata cu o astfel de motorizare risca sa puna oarece probleme.
Cu exceptia cazului in care factorul timp chiar nu conteaza in cazul unei deplasari si accepti sa stai in urma unui camion indifeent de consecinte.
Asa cum un 1.4 80 CP de exemplu e subdimensionat pe o masina din clasa compacta mai usoara cu citeva sute de kg.
Ofer consultanta in domeniul auto,

Vlad01

Nu as fi asa drastic in conditiile in care am mai vazut si in curtea altora ca sa spun asa, submotorizari clare: Volvo S40 1.6d (tot HDi-ul), Passat 1.9 TDI 105CP, A4 1.6 FSI 102 CP!, A4 1.9 TDI 116CP, si lista poate continua. Dar asta fiecare decide daca, doreste o compacta relativ sprintena, sau un autoturism de clasa medie, dar lenes. Sunt unii care probabil ar merge in spatele camionului  :001_smile:.

costin_dsm12

Dragilor, aceste motorizari sunt dedicate masinilor de clasa medie ce vor functiona mai mult in regim urban. Va dau un exemplu, Peugeot 407 SW 1.6 HDI FAP 110 CP - masina ideala pentru taximetrie(bine-nteles nu la drumurile din IASI).
206 HDi, Nature will remember.

Kman

Sunt motorizari de flota cum este si 1.8 benzina tot pe 407.


SportWagon

#12
Citat din: costin_dsm12 din Ianuarie 22, 2009, 07:34:57 P.M.
Dragilor, aceste motorizari sunt dedicate masinilor de clasa medie ce vor functiona mai mult in regim urban. Va dau un exemplu, Peugeot 407 SW 1.6 HDI FAP 110 CP - masina ideala pentru taximetrie(bine-nteles nu la drumurile din IASI).

Poate ca o fi in IASI un 407 SW Taxi dar pe cit de adaptat era pt TAXI un 406 de exemplu pe atit de nepotrivit este 407 care privilegiaza cum se stie confortul si spatiul pe locurile din fata in dauna celor din spate si al portbagajului.
407 este dupa parerea unei cunostinte arhitect "un hatch supus unui proces de stretching". Si am ajuns sa ii dau dreptate. E break-ul ideal de stil nu si cel mai practic.

Iar ca e de flota (ceea ce e adevarat)sau nu e doar o clasificare care nu schimba cu nimic calitatea intrinseca.
Si nu pot fi decit drastic pentru ca se intimpla sa cunosc specificul traficului in RO care m-a determinat intre altele sa iau o decizie extrema in privinta motorizarii, altfel greu de justificat rational. Dar cind am ocazia sa conduc masina de serviciu a celuilalt membru al familiei conducator auto (un break din clasa compacta "animat" de un vajnic 1.4 benzina 80 CP) nu pot deit sa constat ca se pot gasi o argumente serioase pentru a justifica afirmatia.
1.6 hdi, 1.8 benzina sint foarte probabil suficiente intr-o tara in care reteaua de autostrazi iti permite sa rulezi constant pe sute de kilometri la viteza constanta de croaziera de 120-130 km/h fara sa fii nevoit sa dispui de reprize intr-o depasire in rampa in serpentine, pe autostrazi unde chiar si o motorizare atipica, de cilindree mai mare se multumeste  cu consumuri sub 8% (ei, nu chiar), in conditiile in care masina e incarcata ca pentru concediu de 2-3 saptamini.
Ofer consultanta in domeniul auto,

Cloud no.75

Si totusi...mai e un aspect: Bugetul.

Exemplu: intre un 407 2.0hdi chel si un 407 1.6hdi plin de optionale, as alege ultima varianta. Din pacate cazul de fata nu se aplica., intrucat la 1.6hdi nu poti sa pui mai nimic pe el. Dar asta e o alta discutie.

Passat 1.9tdi 105 vs. Passat 2.0tdi. Intre 2.0tdi Trendline, Prefer 1.9tdi Comfortline cu Xenon, Jante, Scaune incalzite, Lumini interioare, etc. Elementele de confort ma incanta mai mult la drum lung decat un motor puternic dar o masina neechipata.

De altfel, vorbesc in cunostinta de cauza: 90,000km (prin Ro) cu un 1.9tdi pe Passat, cu ESP, Scaune sport cu reglaj lombar, incalzite, magazine de CD, 6 airbag, etc. Si uite ca nu am murit cu doar 105 cai si uite ca faceam TM-B in 7 ore si inca am trait.

Deci...ideea e ca nu motorul e totul ci gradul de confort al masinii.
"And still I stand this very day/ With this burning wish to fly away.../ ...I'm still looking, looking for the summer..."




Kman

Acum depinde de stilul fiecaruia. Si eu unul prefer o echipare mai bogata in detreimentul unei motrozari mai puternice.