2009 Peugeot 407 Coupe

25 Sep 2014 | Author: | Comments Off on 2009 Peugeot 407 Coupe
Peugeot 407

2009 Peugeot 407 Coupe

The 2009 Peugeot 407 Coupe starts at 27,490 GBP for the V6 and at 22,990 GBP for the HDi 163 Peugeot Press Release:

from the arrival of these new the elegant style of the 2009 407 Coupe is subtly enhanced by trim spanning the entire section of the side windows. The mirrors, which are now larger to better rear vision, to new legislative standards, and the 2009 407 Coupe’s Connect Navigation now includes Bluetooth™ hands-free as equipment.

In keeping with the of the times, the 2009 Peugeot 407 features a range of engine and choices that ensure driver involvement is aligned more closely with responsibilities:

The performance (0-62mph in 7.7 is matched by good fuel in comparison to competitors. Compared to the V6 HDi it replaces, the 3.0-litre reduces consumption by more than while power is increased by 18% a Combined Cycle of 39.2mpg and of CO2, previously 225g/km.

with the particle emissions (PEF) and compliant to latest 5 standards, this supreme technology demonstrates that pleasure need not come at the of compromising fuel consumption and 3.0-litre HDi V6 models are distinguished by symmetrically mounted twin exhaust pipes, on either of the rear bumper diffuser.

The new HDi PEF engine produces 163bhp at rpm and is coupled with a 6-speed gearbox. With this and maximum torque of 340Nm between 2,000 and 3,000rpm), 4-cylinder diesel engine is the counterpart to the V6 HDi PEF and brings genuine for its combined attributes in terms of price, running costs and a specification. This new engine has 20% power than the previous HDi, with a Combined of 52.3mpg, CO2 at 140g/km – a of 8.5%.

Introduced into the UK in 2006, the 2009 Peugeot 407 is the latest in a long tradition of Coupes produced by Peugeot, style and road presence a key role. Equipped with wishbones, a drop link at the and multi-arm rear suspension, the Peugeot 407 Coupe is acknowledged for its comfort over long and engaging dynamic handling. is also appropriate in terms of the of high-performance engines, including a new V6 HDi PEF at the top of the diesel range that is powerful, flexible and more

UK prices for the 407 Sport HDi 163 FAP 6-speed is £22,990 and £27,490 for the Sport 3.0 V6 HDi 240 FAP automatic.

A more detailed of this press release, specification information, and high downloadable images is available at press website: www.peugeotpress.co.uk.

in detail

Developed in partnership PSA Peugeot Citroën and the Ford Company, the 3.0-litre HDi PEF is an extensively development of the successful 2.7-litre HDi V6 engine.

The objectives

To obtain a level of responsiveness and power with a view to exceeding the expectations of customers in the prestige To attain improvements in environmental allowing compliance with Euro 5 standards To combine a sense of improved driving with a rational approach, by reducing fuel consumption and CO2 To accentuate the excellence of its acoustic in keeping with the car’s and refined positioning To further cold start and driveability at low temperatures.


The ‘DT20C’ is a V6 HDi with a capacity of 2992 cm3 two aluminium cylinder heads, 4 per cylinder, two overhead camshafts on cylinder head. Maximum of 241bhp is produced at 3,800 rpm considerable torque available a wide operating range. For the maximum torque of 450Nm is from 1,600 rpm, constant up to 3,600 rpm.

From 1,000rpm it develops of 252Nm and at 4,500rpm torque is

These characteristics ensure driveability both from a start and at high engine The power of the DT20C is increased by 18%, compared to the 2.7-litre HDi PEF its combined cycle fuel is lower by more than with a reduction of 36g/km of More than half the components have been including: ECCS technology a new generation combustion chamber, injection pressure increased to bar and piezoelectric injectors with 8 two new low-inertia turbochargers; a sophisticated gas recirculation system (EGR) and work on all peripherals to minimise requirements (variable capacity pump, new energy-recovery alternator).

A new combustion chamber (ECCS)

for the first time by the group for the 2.2-litre HDi PEF engine in 2006, technology (Extreme Conventional System) has been applied and on the 3.0-litre HDi PEF. For example, the chamber of each piston has an geometry to attain power and targets. These pistons are of very high strength offering exceptional thermal

This allows the following

A lower compression ratio compared to 17.3 for the DT17) for performance and emissions (including

The cylinder bore and piston are both larger than the helping to reduce the quantity of burnt fuel due to less with the walls.

Improved air throughout the combustion system of the cylinder head increased by 10%), which reduces caused by decantation and optimises

A reduction of SWIRL (air in the combustion chamber) of nearly thereby reducing heat against the walls.

In addition, the of ceramic pre-heat glow operating at very high (1300°C) allows ultra-fast (time divided by five the ambient temperature is -25°C), and driveability with reduced when the engine is cold.

These developments allow homogeneity and a more efficient of the air/fuel blend, resulting in a improvement of the engine’s overall fewer emissions, and quieter

An entirely redesigned injection

This ECCS combustion is combined with an all-new common rail in which the pressure has been increased to bar (compared to 1650 previously). The injection pressure is combined new piezoelectric injectors on which nozzle has 8 apertures (instead of 6 for the each with a diameter of 120 for improved homogeneity of the air/diesel

This allows multiple in each combustion cycle up to 5 injections) to achieve a perfect and synthesis between combustion its noise level (processed by 2 and the processing of emissions (2 post-injections). As a combustion is more complete, homogeneous and quieter, and emissions are at source.

The dual turbocharger

the ‘dual-turbocharger’ architecture of the 2.7-litre HDi V6 is (two identical turbochargers in parallel), their characteristics evolved to produce increased

The new generation Honeywell Turbo (HTT) turbochargers are smaller and optimised internal aerodynamics. improves their efficiency in the low range (for better at low engine speeds), while the engine’s maximum power to be (maximum capacity of turbochargers rpm compared to 230,000 rpm for the 2.7 litre

The variable geometry technology of the is composed of electrical actuators a higher torque, ensuring and optimal positioning rapidity time of 100 milliseconds). The problem of throttle time’ at low engine is therefore particularly well it takes the engine only 500 to develop its maximum torque of

These technological innovations incomparable driveability thanks to the availability of torque and offer operating flexibility, with linear and smooth acceleration from a standstill and in gear. As a users can do more of their at low engine speeds, reducing consumption on a daily basis.

Technologies focused on the optimisation of consumption

Numerous technologies been used to prevent potential energy, and even it, in order to reduce fuel as far as possible:

a variable capacity pump, which adjusts strictly in accordance with (less energy required the wheels are straight…),

an optimised gas recirculation system in the combustion (EGR valve). The thermal of the heat exchanger that recirculating gases has been by 40% on the 3.0-litre HDi, allowing significant improvements to engine and reductions in fuel consumption. By when the engine is cold it is efficient as far as emissions are concerned to incoming air.

To remedy problem, the system uses a valve controlled by the engine This directs hot gases to the according to conditions.

an energy system during deceleration, an alternator that now recharges the during braking or when the is taken off the accelerator.


With its compacted graphite engine block guaranteeing rigidity and noise insulation, the of new piezoelectric injectors and important carried out on acoustics at all levels sumps, engine walls, the new V6 HDi goes one step further in of quietness in operation.

Particle filter naturally available as

Engineering in keeping the sophistication of the engine

While the ‘AM6’ sequential automatic naturally showcases the high of this new engine, changes specifically for this model exploit its efficiency to the full. a new converter to reduce slip and new change patterns, the driver more in control. This driveability is supplemented by a reduction of friction, which in turn in significantly reduced fuel

In terms of suspension, the 2009 407 Coupe V6 HDi PEF continues to rely on variable dampers controlled and electronically (AMVAR), enhancing quality in terms of comfort, and road holding for the driver and Braking is assured at the front by ventilated discs with a of 340mm and a thickness of 30mm.

NEW HDi PEF 120 kW (163 bhp) – ENGINE

Liveliness plus fuel consumption and emissions

product of cooperation between PSA Citroën and the Ford Motor the new 2.0-litre HDi PEF 163bhp engine the HDi 136bhp.

The objectives

As well as with new Euro 5 standards, new 2.0-litre HDi engine is also for improved performance in terms of at low engine speeds, responsiveness, and acoustic comfort, all features in with the prestige positioning of the Peugeot 407 Coupe. Lastly, the engine was designed to afford pleasure, the challenge was to combine characteristics with a significant in fuel consumption and CO2 emissions.

This 4-cylinder engine a capacity of 1997cm3 featuring a head with 16 valves and overhead camshaft sees its torque increased to 340Nm at 2,000 and 3,000rpm. While the time at low engine speeds is good (225Nm at 1250rpm), the also has a very wide range with torque at any time (240Nm at 4,500rpm). Its power is 120kW at 3,750rpm.

In with its enhanced performance power), its fuel consumption of in the combined cycle constitutes a of 8.5% compared to the previous The rate of emissions is therefore the of 140g/km of CO2 (16 g/km less).

Low inertia turbocharger

The engine a Honeywell Turbo Technology geometry turbocharger optimised in of size: it is smaller, and has a lower With a rotation speed of up to the turbocharger improves engine

New generation combustion chamber and injection system

Numerous based on the considerable expertise of the PSA Citroën group in terms of HDi PEF have made it possible to to this engineering challenge. As on the HDi, and with the same ECCS technology (Extreme Combustion System) is used on engine. The result is a lower ratio (16.0 compared to previously), an increase in chamber (+20%), and a reduction of SWIRL (by 12%).

This combustion is combined with a new DDS (Delphi Systems) common rail an injection pressure increased to bar (compared to 1650 previously) and new DDS solenoid injectors (instead of 6 for the 2.0-litre HDi). The unit the air/diesel blend for maximum better fuel economy, emissions and quieter combustion.

at every stage

More 50% of the components have been redesigned on this new 2.0-litre HDi to its predecessor. The use of a variable capacity oil an optimised exhaust gas recirculation (EGR valve) and reduced are technologies that allow improvements of engine efficiency by the loss of potential energy. flexibility and high availability of at low engine speeds help to driveability while allowing to do more of their driving at low speeds, thereby reducing consumption on a daily basis.

The emissions filter

Taking of engine efficiency which to eliminate emissions at source, the emissions filter, available as has a maintenance interval of 130,000 compared to 110,000 miles

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