37 cars at the start, 11 safety car interventions, 394 laps of the exacting, hilly American circuit, temperatures in excess of 30°C... and just 4.512 seconds in it at the flag between the only Peugeot 908 HDi FAP present and the N°1 Audi which finally took the spoils at Road Atlanta. Peugeot Sport came to the United States to gain experience as it prepares for its 2009 campaign, and thats exactly what it achieved! The way qualifying unfolded suggested that the 2008 Petit Le Mans would be an extremely close and unrelenting race, and it ended up being an amazing 1,000-mile sprint which turned the best-laid strategies on their head from the start. In the hands of Nicolas Minassian, then Stéphane Sarrazin and Christian Klien, the Peugeot 908 HDi FAP faced particularly stiff competition from the American Le Mans Series regulars, namely Audi, Porsche and Acura. And right from the beginning there was a spate of safety car interventions, with a total of seven in the first four hours! Six cars took turns at the front of the particularly buoyant pack and the Peugeot trio spent much of the race crossing swords with the N°2 Audi of Werner/Luhr in particular. At the height of this extraordinarily intense fight, Christian Klien succeeded in posting the fastest race lap with a time of 1m 7.056s on Lap 173, shortly before the midpoint, at which stage there were still eight cars on the same lap! The battle became fiercer still during the second half of the race as the N°1 Audi (McNish/Capello/Pirr o) fought back to figure amongst the front-runners after an accident during the formation lap. Helped by the numerous safety car interventions, it succeeded in making up lost ground after taking time to make repairs. The three cars (two Audis and the Peugeot) traded the provisional lead as a function of their refuelling stops and driver/tyre changes. With some 20 laps remaining, Christian Klien, who was clearly faster, made an attempt to pass the then leader McNish who responded with a virile defensive manoeuvre which saw the Peugeot driver lose valuable seconds. A further safety car intervention deprived the Peugeot driver of a second chance and he ultimately crossed the line 4 seconds after the N°1 Audi, and with the slenderest of cushions over his chasers. No fewer than five cars took the flag on the same lap after almost 10 hours of racing round a track on which the Peugeot 908 HDi FAP was competing for the very first time.Michel BARGE: "We came to Road Atlanta to work on our approach to race strategy, gain pit-stop experience and push the cars reliability, and thats exactly what we achieved. Events like this confirm our belief that we need to race and glean extra experience as we prepare for 2009. We gave it our very best effort all the way to the flag and crossed the line just 4 seconds behind our rival which has gone unbeaten round this highly specific track for many years. We only had one 908 HDi FAP here but we didnt have a single technical problem and the team rose magnificently to the challenge of taking on the high level, battle-hardened competition we knew we would face this weekend."Road Atlanta - final positions: 1, Audi (McNish/Pirro/Capell o), 394 laps in 9h 41m 17.825s2, Peugeot 908 HDi FAP (Sarrazin/Klien/Mina ssian), +4.512s3, Audi (Werner/Luhr), +7.565s4, Porsche (Castroneves/Briscoe ), +42.672s5, Porsche (Bernhard/Dumas), +1m 4.350s Etc.Fastest race lap: C. Klien (Peugeot 908 HDi FAP), 1m 7.056s
Peugeot 908 HDI FAP.At the end of a closely fought season, the results of Team Peugeot Total provide abundant proof of the intrinsic competitiveness of the car, the drivers and the team itself. Peugeot scored four wins from the five LMS races including a one-two finish, two cars on the podium at Le Mans, with three cars finishing the race, and every pole position this season, including the Le Mans 24 Hours. Following a hard-fought battle with the competition today at Silverstone, the N°7 908 HDi FAP crashed out of the race through contact with a slower competitor. The second 908 HDi FAP, with Stéphane Sarrazin at the wheel, collided with the N°1 Audi after having overtaken it. The car returned to the pits for repairs to a broken wishbone, hydraulic line, water radiator and rear crash box. Sarrazin restarted 25 minutes later, and went on a charge in order to climb back through the field. He broke the fastest race lap six times, finally leaving it at 1m 31.166s. It once again demonstrated the high level of performance of the teams engineers and technicians, as well as underlining the mechanical quality of the car.2008 was a second extremely hard-fought season against a competitor which has been competing in endurance racing for a decade. Team Peugeot Total claimed major wins throughout an exciting championship, which was characterised by the unstinting competition between two major players in world motorsport.In 2009, Peugeots motivation to win in the Le Mans Series and at the Le Mans 24 Hours will be as great as ever.Furthermore, Peugeot has once again proven that it is at the cutting edge of automotive technology, as the first manufacturer use top-level motorsport to introduce and develop a hybrid competition car: the 908 Hy.When the 2009 season begins, all Peugeot will be right behind Peugeot Sport, supporting the team throughout what promises to be another compelling season.
Peugeot 908 HDI FAP.Two months after the 2008 Le Mans 24 Hours, Team Peugeot Total was eager to pull off a win in Germany where its two 908 HDi FAPs both qualified on the front row of the grid for todays race. The two crews produced a perfect team effort to provide the French carmaker with its first one-two finish of the season, just as they had done at the Nürburgring this time last year. The result also hands Peugeot and its crews the provisional lead in both championships. The start of the fourth round of the 2008 Le Mans Series, which drew a crowd of 22,000 spectators, saw the two 908 HDi FAPs pull away at a pace that enabled them to pull gradually clear of their pursuers. At the wheel of the N°7 car, Nicolas Minassian emerged as the early leader and he even succeeded in posting the fastest race lap in the opening stages, with Stéphane Sarrazin shadowing his team-mate in the N°8 car. Half an hour into the race, the latter profited from the heavy traffic to pass his team-mate and take control, but the lead switched back into the hands of the N°7 machine shortly after the first round of pit-stops. Other than the obligation to keep their duel perfectly sportsmanlike, the Peugeot drivers were under no team orders and they proceeded to thrill the crowd with an exciting battle. Their speed even allowed them to lap their main championship rivals at around the races halfway mark which still saw heavy traffic on the track. Indeed, it was traffic that caused Marc Gené to loose more than 20 seconds in the N°7 908 HDi FAP as he tried to find a way past the Lola Aston Martin for a full five laps. His car was also slightly delayed during a pit-stop because of a faulty starter button and Pedro Lamy, who had just taken over in the N°8 Peugeot, found himself in front. With the gap stabilized at around the 23/30 seconds mark, Pedro Lamy and Stéphane Sarrazin - the reigning Le Mans Series champions - were able to go on to pick up their second success of the season, making it two wins apiece for each of the Peugeot Sport crews!Nicolas Minassian and Marc Gené crossed the line in second place -16.161s behind their team-mates - to hand Peugeot its first one-two finish of the year and enable the French carmaker to move to the top of the provisional standings, six points clear of Audi. In the Drivers table, Minassian/Gené (N°7 Peugeot HDi FAP) now lead, two points ahead of Prémat/Rockenfeller (N°2 Audi).Bruno Famin: "Our race-plan went perfectly. We stayed with our incisive strategy of starting strongly in order to pull out a gap and we lapped our closest rivals at the halfway point so as not to lose the benefit of our hard work should the safety car come out. The aerodynamic set-up of the 2008 sprint-spec 908 proved very competitive."Pedro Lamy: "I am proud of our performance for Peugeot today. It was very important to get both cars to the finish with a view to scoring championship points. And after Junes Le Mans 24 Hours, it was also important for Stéphane and me to get back onto the podium. Theres nothing like winning! I am really delighted with this result because there were no team orders, which goes to show what a sporting team Peugeot is."Stéphane Sarrazin: "Its a fantastic result for us and for the whole team. Our car was perfectly balanced and the mechanics did a terrific job which enabled us to claim our second win of year following our victory at Monza. We had a good fight with the N°7 car and there was never much in it, so nobody could afford to make a mistake."Marc Gené: "We lost a lot of time in the traffic, especially behind the Lola Aston Martin. That cost us the lead, and we then dropped a further 30 seconds to the N°8 car when we had a small problem with the starter, probably because of a loose connection in the button."Nicolas Minassian: "Todays result is very positive for us in terms of the Drivers championship. It was nice to start from pole-position and we also posted the fastest race lap. The title decision will now go down to the wire at Silverstone, which is a circuit I love."
Peugeot 908 HDI FAP.Loeb and Sarrazin swap cars for a day.Stephane Sarrazin's Peugeot 908 and Sebastien Loeb's Citroen C4World rally champion Sebastien Loeb and former Le Mans Series champion Stephane Sarrazin swapped cars in France yesterday with Loeb taking the wheel of a Peugeot 908 HDi at Paul Ricard and Sarrazin sampling a Citroen C4 WRC on a nearby gravel stage.Loeb, who contested the 2005 and 2006 Le Mans 24 Hours in an LMP1 Pescarolo, drove five laps of the circuit in a specially-converted two-seater 908, before taking 15 laps on his own - lapping just over a second off a time set by Sarrazin."It was great fun and I'm delighted that Stephane and I were given this opportunity to test our respective cars," said Loeb. "What is always impressive about sports prototypes and single-seaters is their speed and the amount of downforce they generate, but I have to say that I was struck by the amount of torque delivered by the Peugeot's diesel engine."I was a little surprised by the restricted visibility you get from the closed cockpit, but I soon felt confident enough to start pushing a little harder and I savoured every minute of the experience. The time passed so quickly and I didn't want to give the car back afterwards."Then Sarrazin, who competed in the WRC for Subaru in 2005 and 2006, was given a passenger ride around the 3km stage in Domaine de Riboux by Loeb before taking over behind the wheel for 12 runs through the course - setting similar times to Loeb."It's been a tremendous thrill to drive the C4 today," said Sarrazin. "Maybe we could swap places for an event? Sebastien could take my place on an endurance race and I could drive his car on a rally!"Compared with the rally cars I have driven in the past, I was impressed by its overall balance and more especially by how easy it was to set up into the corners."It really is a very efficient machine, and very predictable - you immediately feel confident enough to start pushing hard. It was great and I would love to have carried on a little longer."Both Loeb and Sarrazin will contest the final round of the French Rally Championship - Rallye du Var - this weekend. Loeb will be co-driven by his wife in a Citroen C2 Super 1600, while Sarrazin will be joined by Jacques-Julien Renucci in a Peugeot 207 RC Rallye.
The Delay Liner wing break passes structural test.The Dreamliner has been beset by a series of embarrassing delays that have now stretched more than a year and a half, engineers accomplished a significant structural milestone Saturday when they broke a 50-foot-long section of one of the composite wings. On purpose.The wing did just what it was supposed to -- withstand, with a substantial safety margin, the highest aerodynamic forces the Dreamliner is ever expected to encounter in flight.Now, engineers and 787 program officials must decide if they want to break the wing on one of the 787 test planes. Other than first flight, it is arguably the most dramatic moment during the testing of an all-new commercial jetliner before it can carry passengers.A Boeing spokeswoman said engineers will study the results of the just-completed destructive testing on the Dreamliner wing box before deciding whether to go forward with the big break."Saturday's test will help us decide on the full wing. We haven't crossed that bridge yet," she said.Boeing released a video of the wing box being stressed until it exploded, a jagged tear ripped across the composite structure.Before a new commercial jetliner can be certified to carry passengers, the Federal Aviation Administration requires that the wings be able to withstand loads up to 1.5 times, or 150 percent, of the highest aerodynamic load that the jet could ever be expected to encounter during flight. After holding at that load for three seconds, the test is considered successful. There is no need to keep going until the wings break. But Boeing has done so in the past, to the breaking point, to demonstrate that the wings of its jetliners have a safety margin greater than required and to validate the analytical tools that engineers use in designing new jets.Engineers previously had loaded the wing that was destroyed Saturday up to 150 percent of the limit load, but then backed off because they did not want to actually test the wing until it broke.This time they did.Boeing would not say how much above the 150 percent threshold the wing broke, just that it was "well in excess" of that figure."The technical team doesn't feel comfortable doing that," the Boeing spokeswoman said when asked why the break-point figure was not made public. "They said that on its own, the number is meaningless and people would try to make inferences that would not be founded with the proper context."On the Boeing video of the test, Mark Jenks, vice president of 787 development, said the break occurred in the wing box exactly where engineers predicted.The 50-foot-long wing box weighs about 55,000 pounds. Boeing and its 787 partners, Fuji Heavy Industries and Mitsubishi Heavy Industries, which manufactures the 787 wing in Nagoya, Japan, have been doing structural testing on the 787 wing box for a couple of years at Boeing's research center on East Marginal Way South across from Boeing Field.Although it is full-scale, the 50-foot piece represents only a portion of the wing section, beginning at about the center of the 787 and stopping at about two-thirds of the span of the wing.Static testing involves a one-time loading of areas of the plane to determine their ability to carry load, typically the maximum load expected in the lifetime of the airframe. There is also a fatigue-test 787. Fatigue testing helps engineers determine the plane's durability and involves cyclic loading of the structure to simulate repetitive flights.The 787 wings are composite rather than aluminum. And that has allowed them to be very long -- 197 feet from tip to tip for the 787-8. The longer wingspan reduces drag, and that makes for a more efficient plane. But it never would have been possible without composites. The lighter and stronger composite material means more of the load can be carried on the outward part of the wing.The 787 wings are nearly as long as the wings of the much bigger 777, which Boeing engineers broke during its static-certification testing. In January 1995, the wings were bent 24 feet above their normal position before they splintered -- at 154 percent of the design load.Airbus also broke the wings of its latest jet, the A380. But they failed at only 1.45 times the limit load.At the time the A380 wing broke, the wingtips were deflected just over 24 feet -- much farther than they could be expected to ever bend in flight. The A380 was subsequently certified by the FAA and European regulators to carry passengers, but Airbus had to make structural modifications to the wing.The 787 wings are so long that some Boeing engineers think the tips might actually touch above the plane before they snap
Peugeot's 908 HYThe new hybrid 908 HDi FAP powerplant.Peugeot Sport has unveiled a new hybrid 908 HDi FAP powerplant.The car, presented at the final Le Mans Series race at Silverstone in September and called 908 HY, features a kinetic energy recovery system.This HY technology sees some of the kinetic energy produced under braking either recovered or stored. And this means enhanced performance with no increase in the amount of energy consumed due to a combination of the stored mechanical energy and the energy produced by the internal combustion engine.It also reduces fuel consumption for the same level of performance, again thanks to the stored mechanical energy.Peugeot Sport Director Michel Barge says: This hybrid 908 HDi FAP is in perfect keeping with the overall mission of our endurance racing programme which covers not only the challenge of competing, but also the fact that as a car manufacturer we can use motor sport as a research and development tool for the Peugeot brand as a whole.'The 908 HY can be powered by electric mode, internal combustion engine or a combination of the two.Unveiled with a new silver-grey livery, it is a taster of what Peugeots next endurance racing car could look like. Yet whether or not it makes it onto the racetrack depends on new regulations, to be published by the Automobile Club de lOuest, that will govern LMP 1 cars from 2009.Currently, in a non-hybrid car when the vehicle brakes, the energy from braking is lost.The HY system has three elements which allows it to recover and use some of this energy: 1. A 60 kW gear-driven electric motor-generator which takes the place of the conventional starter motor 2. Batteries which allow recovered energy to be stored in 600 lithium-ion cells, divided into ten battery packs 3. An electronic power converter which controls the flow of energy between the batteries and the motor-generatorThe technology could also be seen in other Peugeot vehicles.Michel Barge adds: After innovating through the use of our HDi FAP technology in competition, running a hybrid car in endurance racing would give Peugeot a chance to gain extremely valuable experience that would benefit the development of production cars.
In the space of just a year and a half, Peugeot has risen to a formidable challenge. It has designed a car from A to Z capable of taking the fight to rivals seen as the benchmark in the realm of endurance racing. On June 14, exactly 531 days after its track debut on December 31, 2006, the 908 HDi FAP will begin its bid to secure the priority objective of Peugeot's 2008 season: victory at Le Mans. The nine drivers who will drive the three cars, and the bonded, motivated team are already fully focused on their attempt to write a fresh chapter in Peugeot's motor sport history. When it comes to the world's greatest endurance race, however, nothing can ever be taken for granted, and that was demonstrated yet again during the official preliminary test-day which saw Stéphane Sarrazin post a remarkable 3m 22.222s but which also saw Marc Gené destroy the N°7 car in a crash."We have prepared extremely thoroughly for this monumental competition," underlines Michel Barge, Peugeot Sport Director. "We have raced at Sebring and in the three rounds of the 2008 Le Mans Series, including Spa where we fielded two complete driver line-ups, not to mention an extremely busy programme of testing since the flag came down on the 2007 Le Mans 24 Hours. Everyone at Peugeot Sport has done a tremendous job, but we've still got lots of work on our hands, including a car to rebuild. But that's what Le Mans is all about, too: big ups and sometimes moments that are more difficult. Thankfully, Marc Gené came out of his crash with nothing more than a dislocated toe but Stéphane Sarrazin gratified us with an excellent time during today's preliminary test. We are optimistic for the busy week ahead."The benchmark time when qualifying proper begins for this year's race is 3m 22.222s, more than four seconds quicker than the best time recorded in 2007: a 3m 26.344s, also the work of Sarrazin. Today's fastest lap was claimed by the N°8 908 HDi FAP after the track had dried out at the start of the afternoon. Indeed, today's test was marked by constantly changing weather which made the day extremely difficult, and this was the context behind the accident which saw the N°7 car crash into the wall at the Karting turn at almost 270kph. Meanwhile, the N°9 car posted an encouraging 3m 26.641s and, above all, the day ensured the qualification of the team's two Le Mans rookies, Austria's Christian Klien and Brazilian Ricardo Zonta who are paired with Frenchman Franck Montagny."We were let down by our lack of reactivity and strategy in last year's changing weather, so today was good practice for us" says Technical Director Bruno Famin. "We worked on finding the most effective set-ups for the different tyre options, but we won't be able to salvage anything from the N°7 car. That means we will be forced to use some of the spares planned for the race."This isn't the first time Team Peugeot Total has had to rise to a tough challenge, however, and morale is high within the team. Once again, the 908 HDi FAPs has shown real potential and it notably featured a new aerodynamics package which was seen for the first time today. The team has also worked hard on reliability to ensure that the three crews have a car that is capable of contesting a 24-hour sprint.
Peugeot 908 HDI FAP.Wow wow wow...Three in a Row for Peugeot.Just like the first two rounds of the 2008 Le Mans Series, the 1,000km de Spa-Francorchamps turned out to be yet another fiercely-disputed, drama-filled race. The result saw Team Peugeot Total claim its third success from three starts without suffering the slightest technical problem. Nicolas Minassian, Marc Gené and Jacques Villeneuve shared the winning N°7 Peugeot 908 HDi FAP, but the teams other car crashed out shortly after the two-hour mark. The Belgian Ardennes were bathed in glorious summer sunshine throughout the weekend and an impressive crowd of 35,000 spectators turned out to watch the 42 starters begin the race behind the Safety Car following an off by a competitor during the formation lap. When the cars were finally unleashed, Pedro Lamy got away cleanly with the N°8 908 HDi FAP N°8 and soon started to pull clear of his chasers, putting five seconds between his Peugeot and the Audi R10 of McNish who was coming under pressure from Nicolas Minassian in the other 908 HDi FAP. The scrap between the two began in earnest on Lap 21 and ended in a virile clash on Lap 35 during which neither driver was prepared to give way and both were forced to take to the grass through Combes. The last word went to Nicolas Minassian, however, which left the two Peugeots lapping in first and second places for the rest of their double-stint. The first driver changes on Lap 44 saw Villeneuve take over from Minassian, but the N°8 car dropped 35 seconds in the pits when the engine was accidentally switched off with Wurz on board. The Austrian re-joined in third place behind Capellos Audi and began to push hard to make up the gap which was closed on Lap 56. As Wurz came up to pass a Spyker, however, the two cars touched and the Austrian crashed hard in a tyre wall, taking with him the hapless Capello who was able to re-join, albeit with a damaged car. "It all happened so quickly," explained Alexander Wurz. "I was pulling back in front of the Spyker when the rear right of my car hit it, and that sent me into a spin. I couldnt avoid hitting the Audi and I would like apologise for that, just as I would like to say sorry to everyone at Peugeot whose excellent work had given us a fantastic car." Jacques Villeneuve handed over to Marc Gené who went on to post the fastest race lap before the Spaniard handed back over to Nicolas Minassian, as the three drivers took turns to head the field without suffering the slightest technical or strategic problem. In the Drivers standings, Minassian/Gené now top the standings, equal with Rockenfeller/Prémat, while Peugeot has lost its advantage in the Manufacturers table to Audi by two points.Jacques VILLENEUVE: "I thoroughly enjoyed the race. We had a good fight and the three of us did a good job together. The weekend was excellent preparation for the Le Mans 24 Hours and it was also very nice to win a race again. My last victory dated back to the 1997 Luxemburg Grand Prix!"Nicolas MINASSIAN: "I suffered quite badly with oversteer during my first stint but everything returned to normal once new tyres were fitted and I had a great scrap with McNish. I left my braking as late as possible, and he braked even later, and we both end up crossing the grass. It was close, but perfectly fair and square! I spent the rest of the race enjoying the afternoon with my two team-mates."Marc GENE: "Nico did most of the work. Its a good result in championship terms and Im delighted that the team brought in Jacques for this race to help us prepare for Le Mans."Michel BARGE: "Peugeot has kept up its unbeaten run in the Le Mans Series and we were also pleased that we chose to use Spa to prepare for Le Mans by entering three-drivers for both cars. That doesnt necessarily mean we are perfectly ready for Le Mans; we still have a great deal of work to do, especially following the accident of the N°8 car. Unfortunately, thats racing. Mixing cars of differing performance levels is one of the draws of this discipline, but its also its biggest difficulty."Bruno FAMIN: "We didnt have any technical problems whatsoever. The engine cut on the N°8 car following an erroneous manoeuvre during the driver change. The N°8 cars crash has obviously made life more complicated for us, but it isnt the first challenge we have had to rise to!"
LESSONS LEARNT AT SEBRING When the decision was taken to enter a single 908 HDi FAP for the 2008 12 Hours of Sebring, Team Peugeot Total was clear about its objective which was to prepare for this year's priority, the Le Mans 24 Hours. The race enabled it to accomplish that mission and the overall result was finally positive for the team which saw the 908 overcome technical problems to finish the race after spending more than two hours in front and with the fastest race lap under its belt.Despite the frustration of not being able to start from pole position after the results of the qualifying session were scrubbed, Nicolas Minassian started the race for Peugeot intent on being first into the opening corner. Watched closely by the entire Team Peugeot Total squad, he achieved his goal and the car went on to pull out an assertive lead as Portugal's Pedro Lamy and fellow Frenchman Stéphane Sarrazin took over at the wheel of the 908 HDi FAP. Its lead was practically 35 seconds after the first two hours of racing. However, 52 minutes later, a hydraulic leak forced Stéphane Sarrazin to make a lengthy pit stop. Despite losing nine laps, the Frenchman rejoined the race and soon came out on top of his ensuing duel with Allan McNish before having to make another stop, this time for 45 minutes, again because of a hydraulic problem.The incident saw the 908 HDi FAP drop to 22nd place, 25 laps behind the leader, but the three drivers and the team's engineers then worked closely together to put in a string of fastest race laps which culminated in Pedro Lamy bagging the best time of the day with a 1m 44.536s (an average of more than 207kph) after eight hours of racing. This impressive run was interrupted two hours before the chequared flag when the rear left wheel-bearing had to be changed, and then by another stop to repair a leak in the air intake system. Determlined not to give up despite these difficult conditions, the team continued to give its all and Pedro Lamy eventually crossed the line in 12th place.
Peugeot 908 HDI FAP.Third Victory for Peugeot with the 908 HDI FAP against Audi and its TDI Powered R10.The Heat is rising before LeMans...In the meantime...Audi eats the dust.
Peugeot 908 HDI FAP.Second Victory for Peugeot with the 908 HDI FAP against Audi and its TDI Powered R10.The Heat is rising before LeMans...in the meantime Audi eats the dust.
The Peugeot HDi diesel DPFS:The choice of engine architecture has been based on a 100° twelve-cylinder V design, This is the maximum cylinder capacity that regulations allow and was chosen for it efficient operation at low speed. It also enables engine power to be limited in the first instance, but also enables further development.The number of cylinders results, on the one hand, from the wish to keep bore diameter very close to that of a production series engine, in order to make best use of Peugeot's diesel combustion knowledge and, on the other hand, to limit the stroke to a reasonable value. The V12 architecture, well known for its good balance, also reduces vibration to a minimum.The 100° V angle, of the V12 architecture, allows the height of the centre of gravity to be lowered without affecting the torsional rigidity of the engine.Two diesel particulate filters are mounted at the end of each of the exhaust systems. Through technology which has come directly from production cars, they will provide a guaranteed control of exhaust emissions under all operating conditions.The two diesel particulate filters fitted to the engine being presented, carry the numbers 1.195.520 and 1.195.521 which are the numeric production numbers of the filters in the overall production total of all filters since the introduction on to Peugeot vehicles. The level of performance expected - more than 515kW (700 bhp) of power and a torque output greater than 1.200 Nm - is without precedent in a diesel engine and is a direct result of Peugeot's current level of know-how in diesel technology, linked to the mechanical characteristics of the V12.
The Group PSA Peugeot CitroënOn 14 June 2005, Peugeot announced its decision to take up a new technological challenge: to win one of the most prestigious and most demanding motor races in the world, the Le Mans 24 Hours, with a car powered by an HDi diesel engine, equipped with a diesel particulate filter system. This symbolic race, with attracts more than 200.000 spectators every year, will be used by Peugeot as an opportunity to showcase their brand values: reliability, dynamic performance, style illustrated by the feline lines and, finally, innovation expressed, amongst other means, by the use of environmentally friendly technology.Why will Peugeot be at Le Mans with a diesel engine?The PSA Peugeot Citroën group is today a world leader in diesel technology. « Common rail direct injection » HDi technology can be found on more than 60% of vehicles sold by the brand in Europe in 2005 and more than 70% in France. In 2000, Peugeot confirmed its commitment and strategic policy to reduce exhaust emissions, by fitting as standard equipment on the HDi engine in the 607 a diesel particulate filter system. In December 2005, Peugeot celebrated the production of the millionth vehicle fitted with a diesel particulate filter system.Today, it is the production car which brings its HDi diesel particulate filter technology to the competition arena, in order to show its qualities in extreme conditions of endurance and performance, all the while respecting the environment.The Peugeot HDi diesel DPFS:The choice of engine architecture has been based on a 100° twelve-cylinder V design,This is the maximum cylinder capacity that regulations allow and was chosen for it efficient operation at low speed. It also enables engine power to be limited in the first instance, but also enables further development.The number of cylinders results, on the one hand, from the wish to keep bore diameter very close to that of a production series engine, in order to make best use of Peugeot's diesel combustion knowledge and, on the other hand, to limit the stroke to a reasonable value. The V12 architecture, well known for its good balance, also reduces vibration to a minimum.The 100° V angle, of the V12 architecture, allows the height of the centre of gravity to be lowered without affecting the torsional rigidity of the engine.Two diesel particulate filters are mounted at the end of each of the exhaust systems. Through technology which has come directly from production cars, they will provide a guaranteed control of exhaust emissions under all operating conditions.The two diesel particulate filters fitted to the engine being presented, carry the numbers 1.195.520 and 1.195.521 which are the numeric production numbers of the filters in the overall production total of all filters since the introduction on to Peugeot vehicles. The level of performance expected - more than 515kW (700 bhp) of power and a torque output greater than 1.200 Nm - is without precedent in a diesel engine and is a direct result of Peugeot's current level of know-how in diesel technology, linked to the mechanical characteristics of the V12.Bosch is one of Peugeot Sport's essential partners on this project, making an active contribution to the specification of the fuel injection components and to the engine management system.Peugeot Sport's engine department:With the arrival of this new challenge, Peugeot Sport was re-organised at the end of the 2005 World Rally Championship.Claude Guillois, under the supervision of technical manager Bruno Famin, was named as manager of the engine department thanks to his experience of race engines, supercharged engines and knowledge of production engine design. The department is based at Peugeot Sport's Vélizy facility, which includes three engine test beds, including one for simulation.
The Airbus A350 XWB has been designed with passenger well-being at the forefront, offering the quietest, most comfortable cabin in this aircraft size category. With a cabin cross-section of 220 inches/5.58 meters from armrest to armrest, the A350 XWB provides wider aisles and the widest seats in the industry. Compared to its nearest competitor, the A350 XWB cabin is 5 inches/12.7cm wider, offering superior levels of spaciousness for passengers.Seating in economy, for example, can be either eight abreast for high comfort or nine abreast for extra high efficiency. The modular cabin features of the A350 XWB Family allow overnight reconfiguration, enabling airlines to easily adapt to specific seasonal needs and changing markets. This capability further enhances operating flexibility.Thanks to leading edge cabin design, passengers will also benefit from more headroom, wider panoramic windows, and larger overhead storage space.The use of latest technologies results in enhanced air quality and cabin environment regulation. Improved purity of cabin air is provided by gaseous filters and Ozone/Volatile Organic Compound (VOC) converters. More precise temperature control zones, draft free air circulation, controlled cabin humidity of up to 16 per cent during flight cruise and a typical cabin altitude at or below 6,000 ft, further enhance passenger well-being.
The Airbus A350 XWB Family represents a 21st Century solution for an aircraft in this size category. The A350 XWB (Xtra Wide-Body) is Airbus' response to market demand for a medium capacity long range wide-body family. Designed with airlines' priorities in mind, the A350 XWB confronts the challenges of high fuel prices, rising passenger expectations and increasing environmental concerns.Available from 2013, it has an entirely new, uncompromised, 21st Century design with a wider and taller fuselage for extra space and passenger comfort. A complete family of airliners sized to generate cost reductions and provide unprecedented operating flexibility for airlines; three basic passenger versions are being offered. With a range of up to 8,300nm/15,380km they include the A350-800 for 270 passengers in a spacious three-class configuration; the A350-900 for 314 passengers and the A350-1000 seating 350 passengers. An ultra long-range version, the A350--900R, will fly even further while a freighter version, the A350--900F, will complement the passenger models.As befits the most advanced aircraft family in its segment, the A350 XWB is able to provide greater economy on long-range markets and is equally attractive as a route opener or as part of a multi-type Airbus fleet offering optimized network solutions. Thanks to the application of the latest innovations, the A350 XWB is able to offer 20 per cent lower cash operating costs per seat than competing aircraft in this size category and fuel efficiency improvements of up to 25 per cent per seat.The fly-by-wire A350 XWB Family is a significant addition to the Airbus product range. A member of the Airbus FBW Family of aircraft, it benefits from the same operational commonality as the other members of the Family. This handling and flight deck commonality allows airlines to benefit from the unique Airbus Family concept of cross crew qualification and mixed fleet flying, and will ensure smooth introduction into service.
The Airbus A350 XWB Family represents a 21st Century solution for an aircraft in this size category.The A350 XWB brings together the very latest in aerodynamics, design and advanced technologies.With an airframe made of more than 60 per cent new materials, chosen for their superior weight and strength properties, the A350 XWB has the most efficient structure in terms of design concept. In particular, its innovative use of all-new Carbon Fibre Reinforced Plastic (CFRP) panelled fuselage skins cater for much easier maintenance and reparability. This design also allows weight savings via optimum fibre lay-up and skin thickness tailored to the requirements of the location.The all-new composite wing design lifts the A350 XWB cruise speed to Mach 0.85 (the cruise speed of the A380). Excellent aerodynamics, together with advanced high lift devices and advanced systems contribute to greater fuel economy in all flight regimes and on the ground. Moreover, the new Rolls Royce Trent XWB engine, producing up to 92,000lb of thrust, will draw on the latest manufacturing, materials and thermodynamic expertise to deliver lower fuel burn and lower maintenance costs while minimising the noise 'footprint' around airports and reducing environmental impact.Building on the A380 interactive cockpit and systems, the XWB Family will feature- modern functions such as an airport navigation system and the brake to vacate, a system designed to optimize braking for passenger comfort and better runway usage.The A350 XWB is designed to give exemplary reliability in service with longer maintenance intervals and customised maintenance schedules to help provide airlines with higher operating productivity.The A350 XWB Family represents a 21st Century solution for an aircraft in this size category.
Test aircraft A380 MSN004 has flown between Filton and Toulouse with one engine powered by alternative fuel. The test, part of Airbus' research programme into alternative fuels, was run in collaboration with Shell International Petroleum and Rolls Royce.The project is particularly important for environmental and economical reasons. Crude oil derived products are increasingly in demand and prices are rocketing. If it is possible to find a suitable alternative fuel, this could stabilize the market for the benefit of all. Secondly, some alternative fuels could be beneficial for the environment. It is Airbus' goal as a key stakeholder to support evolution towards a carbon neutral aviation industry. Alternative fuels may contribute to reducing our carbon footprint.The tests were run on an A380 as it is the most modern aircraft flying today, however the fuel could equally have been tested on any Airbus aircraft. The alternative fuel used on the test flight was gas to liquid (GTL), which looks like kerosene, but is clear coloured. It is a natural gas, which has been cleaned and has undergone the Fischer-Tropsch process - the conversion of synthesis gas to liquid fuel.The flight's goal was to see how the aircraft operated on GTL. Engine behavior was observed as it was shut down and re-started in flight. Emissions will be compared with those of kerosene and the team will be using the results to predict the environmental benefits and define the next steps.In researching alternative fuel, Airbus is looking for a drop-in product, meaning that it could be used in aircraft currently in service. It would equal or better the aircraft performance while offering environmental benefits. Airbus is hoping to establish what the best alternative fuel options are and how they will benefit the environment. As synthetic fuels are reported to have similar characteristics, whatever their original feedstock, this test was an excellent pre-cursor to research into biomass to liquid (BTL) fuels, should a suitable supply become available.In order for an alternative fuel to qualify for commercial aviation, review and approval by the international Fuel Standards is a pre-requisite. Airbus is committed to this goal, and it is hoped that this will be obtained for GTL by 2013.
On the 3rd of June 2007, Peugeot managed to best the Audi R10 diesel, setting a Le Mans test day lap time of 3:26.707. This was followed by Peugeot earning pole position on Le Mans qualifying with a 3:26.344 set by Stéphane Sarrazin, again beating Audi - although it is believed Audi did not go as fast as they could, unlike Peugeot (in the race, where the cars were faced directly for the first time, the Audi R10's were obviously faster than the Peugeots on the straights and much more stable and less forcing on the corners). In the race itself the #8 Peugeot managed to finish second to the Audi R10 after covering 359 laps. The #7 Peugeot sister car had to withdraw from the race in the final hour due to engine failure.[6] When the stricken car reached the pits for the second time, Peugeot mechanics made no effort to resolve its problems and simply withdrew it from the race.Fourteen years after its memorable one-two-three finish in the great French race in 1993, Peugeot's return to the Le Mans 24 Hours could hardly have got off to a more successful start. The new Peugeot 908 HDi FAP shared by Frenchmen Stéphane Sarrazin, Sébastien Bourdais and their Portuguese team-mate Pedro Lamy took the chequered flag at the end of the 24-hour race in 2nd place. In spite of the untimely retirement of the N°7 car of Nicolas Minassian, Marc Gene and Jacques Villeneuve with just 100 minutes remaining after figuring in 2nd place at one stage, the weekend proved particularly promising for Team Peugeot Total whose objective in contesting the world famous endurance classic was to gain valuable experience for its return in 2008.Despite the changeable, occasionally appalling weather, Team Peugeot Total had every reason to be pleased with the way the 2007 Le Mans 24 Hours unfolded. It was barely a year ago at a special press conference here at the French circuit that it had unveiled a mock-up of the V12 diesel engine it had earmarked for the forthcoming Peugeot 908 HDi FAP. Twelve months later, the real thing powered the Le Mans prototype to pole position for the celebrated race after previously posting the fastest time in the official pre-event practice day and also securing Le Mans Series successes at Monza and Valence.Prior to Le Mans, the Peugeot 908 HDi FAP had covered no more than 3,500km in race simulations, yet this weekend saw it go much, much farther. The N°7 car had amply exceeded that threshold when it was sidelined with the finish in sight and the N°8 sister car ultimately took the flag in 2nd position, a dream result that has permitted Team Peugeot Total to collect a great deal of valuable data and experience that will obviously prove useful in its build-up to the 2008 race.France's Stéphane Sarrazin qualified the N°8 Peugeot 908 HDi FAP on the coveted pole position for Saturday afternoon's start in a thrilling showdown with the team's rivals . Audi . during race-week's opening practice session, while Nicolas Minassian put the N°7 car third on the grid.The two French cars consequently powered away from the first two rows at the stroke of 3pm yesterday (Saturday) in front of more than 200,000 spectators. Unfortunately, shortly after the race's five-hour mark, the N°8 Peugeot 908 HDi FAP was forced to pit to have its rear wheel-bearings replaced. The incident saw the car of Sarrazin/Lamy/Bourda is drop back to 13th overall, but they battled unrelentingly throughout the ensuing night to secure a footing on the provisional podium at daybreak alongside their team-mates Minassian/Gene/Ville neuve (Peugeot N°7) who had inherited 2nd spot when the race leader crashed out on Sunday morning.Unfortunatel y, with exactly 100 minutes remaining, the oil pressure of the N°7 car's engine fell alarmingly, prompting the crew's instant retirement. The powerplant of the other car also showed signs of weakness in the dying laps but Sébastien Bourdais succeeded in holding on to cross the finish line of the 2007 Le Mans 24 Hours in 2nd place!http://mediath eque.peugeot-pressep ro.com/media/pdf/dos sier/210/746/908_EN. pdfhttp://mediathequ e.peugeot-pressepro. com/dossiers/EN_IP_M oteurLeMans.pdf
