EP6 Series Gasoline Engine. PSA (EP6 DT 150 hp)

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Engine components are manufactured at the PSA Peugeot Citroen plant in Douvrine in northern France. The same engines are equipped with cars Mini Cooper and Cooper S, produced by the BMW Group in the UK. The final assembly of the engines takes place at the fully robotized Franciase de Mechanique factory in Douvrin. The main principle of this plant is to create a highly integrated independent production.

Due to this, it became possible to quickly produce engine components in other capacities, as well as to combine production lines for the main components – cylinder heads, engine crankcase, crankshaft, connecting rods, etc. Such an organization of production can produce up to 2500 engines per day! Every 26 seconds a new, highly reliable and perfect engine appears.

EP6 gasoline engine (1.6 liter VTi / 120 hp) EP6 series gasoline engine

EP6

Specifications:

    • Working volume: 1598 cm3
    • Power: 88kW / 120 hp at 6000 rpm
    • Torque: 160 Nm at 4250 rpm
    • The range of the maximum torque: 3900 – 4500 r / min
    • Cylinder Bore / Stroke: 77.0 mm / 85.8 mm
  • Compression ratio: 11.1: 1

Engine design:

  • 4-cylinder in-line
  • 2 camshafts per cylinder head
  • 4 valves per cylinder (16-valve)
  • The system of variable valve timing and valve lift height VTi
  • Timing Drive – Chain
  • Valve Actuator – Roller Pushers and Hydro Bearings
  • Distributed (multipoint) fuel injection
  • Cylinder block material – light alloy
  • Cylinder Head Material – Light Alloy EP6 Series Gasoline Engine
  • Environmental Compliance Euro IV
  • Used gasoline – RON 95-98

Combination options with PPC:

  • Manual 5-speed gearbox BE4 / 5N
  • Automatic adaptive 4-band AL4 with “Tiptronic System Porsche®”

Features:

  • The engine is mounted on cars Peugeot 207, 308, as well as Mini Cooper
  • Special adaptation for the Russian market (for special conditions of operation)

EP6 DT gasoline engine (1.6 liter THP Turbo / 150 hp) EP6 series gasoline engine

Specifications:

  • Working volume: 1598 cm3
  • Power: 110kW / 150 hp at 5800 rpm
  • Torque: 240 Nm at 1400 rpm
  • The range of the maximum torque: 1400 – 4000 rpm
  • Cylinder Bore / Stroke: 77.0 mm / 85.8 mm
  • Compression ratio: 10.5: 1
  • Boost pressure: 0.8 bar

Engine design:

  • 4-cylinder in-line
  • 2 camshafts per cylinder head
  • 4 valves per cylinder (16-valve)
  • VVT valve timing system
  • BorgWarner “Twin-Scroll” Turbocharger
  • Turbocharger autonomous cooling system
  • Intercooler EP6 gasoline engine
  • Timing chain drive
  • Valve Actuator – Roller Pushers and Hydro Bearings
  • Direct (direct) fuel injection
  • Cylinder block material – light alloy
  • Cylinder head material – light alloy
  • Environmental Compliance Euro IV
  • Used gasoline – RON 95-98

Combination options with PPC:

  • Manual 5-speed gearbox BE4 / 5N

Features:

The engine is installed only on the Peugeot 207 GT and Peugeot 308
Special adaptation for the Russian market (for special conditions of operation)
Turbocharger autonomous cooling system

EP6DT gasoline engine (1.6 liter THP Turbo / 140hp) EP6 series gasoline engine

Specifications:

  • Working volume: 1598 cm3
  • Power: 103 kW / 140 hp at 6000 rpm
  • Torque: 240 Nm at 1400 rpm
  • The range of the maximum torque: 1400 – 3600 r / min
  • Cylinder Bore / Stroke: 77.0 mm / 85.8 mm
  • Compression ratio: 10.5: 1
  • Boost pressure: 0.8 bar

Engine design:

  • 4-cylinder in-line
  • 2 camshafts per cylinder head
  • 4 valves per cylinder (16-valve)
  • VVT valve timing system
  • BorgWarner “Twin-Scroll” Turbocharger
  • Turbocharger autonomous cooling system
  • Intercooler
  • Timing chain drive EP6 gasoline engine
  • Valve Actuator – Roller Pushers and Hydro Bearings
  • Direct (direct) fuel injection
  • Cylinder block material – light alloy
  • Cylinder head material – light alloy
  • Environmental Compliance Euro IV
  • Used gasoline – RON 95-98

Combination options with PPC:

  • Automatic adaptive 4-band AL4 with “Tiptronic System Porsche®”

Features:

  • The engine is specially created and installed only on the Peugeot 308 c automatic transmission
  • Special adaptation for the Russian market (for special conditions of operation)
  • Turbocharger autonomous cooling system

That allows us to consider the engines of the EP6 family as the most modern and sophisticated engines – of course, the innovations applied in their design! The most important of them are listed below:

VTi variable valve timing system – “Variable Valve and Timing injection” (120 hp EP6 engines)

A bit of theory:
What, in general, need a variable valve timing system? The fact is that the nature of the behavior of gases (combustible mixture and exhaust) in the cylinder, in the intake and exhaust paths, varies depending on the engine operating conditions. The flow velocity constantly changes, various vibrations and turbulences of the elastic gaseous medium arise, which lead to both useful resonance and, on the contrary, parasitic phenomena. For these reasons, the speed and efficiency of filling the cylinders with different engine operating conditions are not the same. For example, for operation at low revs, narrow valve timing with late opening and early closing of valves are necessary, and the phase of simultaneous opening of the intake and exhaust valves should be as short as possible. However, during operation at revolutions corresponding to the maximum power, the valve opening time should be shortened as much as possible, valves should be opened a little earlier, in other words, the phases should be made as wide as possible, at the same time, a much larger amount of gases will be thrown through the cylinders than at low revs for ensure high torque and power. In other words, during the development and fine-tuning of engines, designers have to co-ordinate a number of mutually exclusive requirements and make complex compromises. The paradox is that the engine cannot work with the same fixed phases, but it must have high thrust at low and medium rpm, and at the same time, high power at high. We add here the mandatory compliance with more stringent environmental standards, fuel economy requirements. It often happens that while improving some indicators, you have to sacrifice others.
In order to resolve this paradox, a system of variable valve timing was invented, which adjusts the operation of the gas distribution mechanism to different engine operating modes, not only shifting the phases in time, but also narrowing or expanding them!

The VTi system is a system that not only shifts in time, expands or narrows the valve timing, but also changes the position of the intake valves (between 0.2 and 9.5 mm). It has a lot in common with BMW’s proprietary technology called “Valvetronic®”. For owners of Peugeot 308 cars, the VTi system is synonymous with increased power and torque, as well as “smooth” engine operation, which are combined with low fuel consumption and minimal exhaust emissions. EPi engines equipped with a VTi system, unlike other engines, use a set of mechanical and electronic elements to minimize the use of a thrown-out, outdated and very imperfect control unit for supplying the working mixture to cylinders to control the throttle. In case of incomplete opening, the usual damper creates too much resistance to the air flow, which leads to an increase in fuel consumption and increased toxicity of exhaust gases. However, the “old” throttle valve was not removed from the engine at all. In most engine operating modes, the damper remains fully open and “wakes up” only in some modes.

How it works:

In EP6 engines on the Peugeot 308, the familiar chain “intake camshaft (1) – rocker – valve” was supplemented with an eccentric shaft (2) and an intermediate lever (3). The rotation of the eccentric shaft (2) is carried out electrically. A stepper motor controlled by a computer, turning the eccentric shaft (2), increases or decreases the shoulder of the intermediate lever (3), setting the necessary freedom of movement of the rocker arm (4), supported on the hydraulic support (5) on one side, and acting on the intake valve on the other (6). The intermediate lever arm (3) changes – the height of the valves changes, from 0.2 mm to 9.5 mm (7) in accordance with the engine load.

What advantages does the VTi system provide to the future owner:

Improve vehicle dynamics. Using the VTi system has a beneficial effect on the dynamics of the car. After all, there are no “electronic collars” now. The new EP6 engine almost instantly reacts to pressing the “gas” pedal. There are no “delays” characteristic of most other engines in EP6 engines. This is definitely appreciated by fans of active driving style. It is appropriate to recall that one of the mottos of the Peugeot 308 – “More sports!”.
The same motto is loudly heard from every line of the dynamic and power characteristics of a new car! Even the “atmospheric” 1.6 VTi / 120 hp already at 2000 rpm, the torque reaches 88% of its maximum value. For comparison – in the “turbo versions” the maximum torque develops at 1,400 r / min. A quick start Peugeot 308 is provided in full and even more …. After all, even the 2.0-liter engines installed on the predecessor did not have such agility!

Fuel economy. The use of the VTi system provides solid fuel economy, which, according to calculations, at idle reaches 15 – 18%, and at the most frequently used rev range – up to 8 – 10%. In this case, the valve rises by only 0.5-2.3 mm, and the air passing through this gap, due to the greater flow rate, is more fully mixed with gasoline. Formed a mixture with predetermined and optimal properties. It goes without saying that the engines of the EP6 family satisfy the requirements of environmental standards not only EURO IV, but also after symbolic modernization, even EURO V. gasoline However, Peugeot experts, after researching gasoline at a Moscow gas station, recommend using gasoline in Russia only with an octane rating of no less than 95.

In general, the advantages of using the VTi system completely compensate for the potential increase in the cost of the engine with increased power, increased efficiency and the fact that it caresses the soul of any driver – DRIVE!

BorgWarner “Twin-Scroll” turbocharger (EP6DT engines 140 hp and 150 hp)

A bit of theory:
The laws of physics state that engine power is directly dependent on the amount of fuel burned per cycle. The more fuel burns, the more torque and power. At the same time, the combustion of the fuel requires oxygen contained in the air. Therefore, it is not the fuel that burns in the cylinders, but the fuel-air mixture. Mixing fuel with air is necessary in a certain ratio. For gasoline engines, 14–15 parts of air are relied on for one part of the fuel, depending on the mode of operation, the chemical composition of the fuel, and many other factors. Conventional “atmospheric” engines suck air independently due to the pressure difference in the cylinder and in the atmosphere. The dependence is a direct one – the larger the cylinder volume, the more air, and hence the oxygen in it will fall on each cycle. Is there a way to drive more air into the same volume? The problem was solved – in 1905, Mr. Büchi patented the world’s first injection device, which used exhaust energy as a propeller, in other words, he invented turbocharging.

As the wind rotates the wings of the mill, so the exhaust gases turn a wheel with blades, called a turbine. The wheel is very small, and there are a lot of blades, and it is planted on one shaft with the compressor wheel. The compressor resembles a turbine externally, but performs the opposite function — it forces air like a home blower fan. So conventionally, the turbocharger can be divided into two parts – the rotor and compressor. The turbine receives rotation from the exhaust gases, and the compressor connected to it, working as a “fan”, forces additional air into the cylinders. The more exhaust gas enters the turbine, the faster it rotates and the more additional air enters the cylinders, the higher the power. The whole structure is called a turbocharger (from the Latin words turbo – vortex and compressio – compression) or a turbocharger.

The efficiency of the turbine depends heavily on the engine speed. At low speeds, the amount of exhaust gases is small, and their speed is small, so the turbine spins up to low speed, and the compressor almost does not supply additional air to the cylinders. As a result of this effect, it happens that up to three thousand rev / min the engine “does not pull”, and only then, after four or five thousand r / min, “shoots”. This effect is called “turbo lining”. Moreover, the larger the size and weight of the turbine / compressor kit (also called the “cartridge”), the longer it will unwind, without keeping up with the accelerator pedal pressed. For this reason, engines with very high liter capacity and high-pressure turbines suffer from the “turbojam” in the first place. Turbo-low low pressure turbines are almost not observed, however, high power cannot be achieved on them.
One of the solutions to the problem of “turbo lambs” is turbines with two “snails”, called Twin-Scroll. One of the “snails” (slightly larger) receives exhaust gases from one half of the engine cylinders, the second (slightly smaller) – from the second half of the cylinders. Both supply gases to the same turbine, effectively spinning it, both at low and at high speeds.

EP6 Series Gasoline Engine. The joint work of BMW and PSA Peugeot Citroen led to the emergence of the EP6 DT gasoline engine with a displacement of 1.6 liters, direct injection and a BorgWarner “Twin-Scroll” turbocharger in combination with the variable valve timing system VVT. The EP6DT turbocharger has an important feature: for the first time, a Twin-Scroll turbocharger was used on a turbocharger for such an engine of the displacement with a separate exhaust manifold supplying the exhaust gases from each pair of cylinders separately, rather than from all four at once. As a result of this, the effect of “turbo lag” is completely absent, and the effective work of the engine begins already at 1400 rpm.

There is another very important feature of the turbocharger of this engine – the presence of an autonomous cooling system. The cooling circuit of the turbocharger is controlled by a separate computer.

The time of circulation of coolant in the circuit after the engine is turned off can reach 10 minutes. Due to the presence of this circuit, the use of so-called “turbo timers” is not required, and the durability and reliability of the turbocharger operation is increased several times.

Direct (direct) fuel injection system (engines EP6DT 140 and 150 hp) EP6 series gasoline engine

The most noticeable difference of the direct (direct) fuel injection system from the “classical” multipoint is in the location of the nozzle. If with conventional injection engines it “looks” from the intake manifold to the valve, then in direct (direct) injection systems the nozzle dispenser is located directly in the combustion chamber. Hence the name of the injection – “direct”. Mixing takes place directly in the cylinder and the combustion chamber (hence, by the way, the second name is “direct” injection), which allows to avoid a huge amount of losses and optimize the combustion of fuel.

The engine with direct (direct) gasoline injection runs on a fuel-air mixture, its composition is very different from that used on engines with a “classic” multipoint injection system.

This mixture at some engine operating conditions reaches the ratio of air and fuel in the proportion of 30 – 40/1.

For a conventional engine, this ratio is approximately 15/1.

That is, the mixture is “super-lean”, which is the reason for achieving fuel efficiency, especially when the engine is operating in the lowest load mode. EP6 gasoline engine

Direct (direct) fuel injection is more promising and effective in terms of fuel combustion. It allows the engine to operate at higher compression ratios compared to engines equipped with a “classic” multi-point fuel injection system. In “ordinary” gasoline engines, it is impossible to raise the compression ratio above 12–13. The reason for this is detonation (too early, an explosive ignition of the air-fuel mixture during compression). Direct (direct) fuel injection eliminates this obstacle, since only air is compressed in the cylinder. Detonation is not possible. The fuel is injected into the combustion chamber at a pressure of up to 120 Bar. Ignition occurs at a strictly specified time, regardless of the degree of compression of the fuel-air mixture.
As a result, the engine develops more power, consumes less fuel and emits less harmful gases, especially in combination with the use of the VVT ​​valve timing system

How it works:

  1. Spark plug
  2. Exhaust valve
  3. Piston
  4. Connecting rod
  5. Crankshaft
  6. Cylinder
  7. Inlet valve
  8. Injection nozzle system

Oil pump and coolant pump with variable performance. EP6 gasoline engine

The performance control system of the oil pump has been used for several years on the famous inline “sixes” of BMW, it has managed to give a good account of itself, and, with minor changes, is used in engines of the EP6 family. The system delivers to the friction units exactly the amount of oil and precisely under the pressure that is required at the moment. According to calculations, this saves up to 1.25 kW of power expended and up to 1% of fuel.
The same principle works the coolant pump. Forced circulation of antifreeze does not start in the engine immediately after a cold start, but depending on the speed at which the working temperature is reached. The pump is driven by a friction gear by “closing” the pump and crankshaft pulleys.

 

Intercooler (EP6DT 140 hp and 150 hp engines) EP6 series gasoline engine

A bit of theory:
The pressure created by the pumping wheel of the turbocharger, according to the laws of physics, leads to the heating of air. If you do not cool the heated air before it enters the collector, you may encounter the following unpleasant problems:
1. Hot air has a lower density – this means that it contains less oxygen molecules, which is necessary for the combustion process. The result is a noticeable loss of power.
2. Hot air may cause fuel to ignite too early, resulting in detonation. The result – work with increased loads, the possible destruction of the engine.
Cooling the pressurized air with just one intercooler allows you to add an extra power of about 15-20 hp to the engine of your car, as well as improve its efficiency and eliminate the possibility of overheating.

 

On EP6DT engines, an air / air intercooler is used. The intercooler outwardly resembles a conventional radiator, inside which, instead of the coolant, air is blown by the turbocharger. In other words, the intercooler is a cooling system for the air supplied by the turbocharger to the cylinders. The smaller the gasoline engine of the EP6 series is the air temperature, the greater its density, and hence the greater the amount of oxygen that can react with a large amount of fuel.

This system allows you to increase the power and torque of the engine, equipped with a turbocharger, especially at maximum loads. At the same time, it has absolute reliability, because It is a heat exchanger that does not produce any mechanical work.

 

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