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PEUGEOT 406 SV Highlights

Highlights

Two engines in the 406 range represent significant technological progress aimed at reducing fuel consumption and exhaust emissions as well as improving driving pleasure.

The second generation 406 introduces a 2.0-litre petrol engine coded EW and the HDi "common rail" diesel (see separate chapter).

The EW engine, fitted to the manual version of the 406 ST is a 2.0-litre, double overhead cam, 16-valve four cylinder developing 102 kW at 6000 rpm.

With its light alloy crankcase and a weight saving design brief during development, and with major improvements in internal friction, the performance and the fuel consumption of a 406 sedan fitted with a manual gearbox have been significantly improved.

Mated to the five-speed manual gearbox average fuel consumption is reduced by approximately 10 percent.

Improvements have also been made to the controls, notably the hydraulic clutch and manual gear change which are softer and more precise.

This engine has a cubic capacity of 1997 cm3 (bore 85.0 mm - stroke 88.0 mm) and develops a maximum power of 102 kW at 6000 rpm, with a maximum torque of 194 Nm at 4100 rpm.

From an engine speed of 1800 rpm, this engine develops a torque of 170 Nm which increases seamlessly up to the maximum value of 194 Nm to slowly fall back to 170 Nm at 5700 rpm as the power takes over.

This characteristic creates an engine which picks up well from low engine speeds without necessarily having to "work" the gearbox.

This recently designed engine is lighter (140 kg vs 167 kg) than the existing (XU10J4R) 2.0-litre unit which continues with the AL4 Auto-Active transmission.

The major assemblies, sub-assemblies as well as the slightest small part have been the subject of the weight optimisation.

A lighter cylinder block and crankcase cover contribute to this saving. The pistons and con rods save 2.5 kg, the complete timing gear saves 1 kg and the exhaust manifold saves 4 kg.

On the EW 10 the cast iron cylinder liners are inserted on casting, as are other inserts located in the crankcase cover and the cylinder head, to ensure a good fit of the assembly.

The timing gear on the 2.0-litre engines consists of double overhead camshafts driven by a toothed belt and actuating 16 valves.

The multi-point injection is sequential and the "twin-static" type ignition has two coils (one per pair of cylinders).

Performance of the 2.0-litre improves acceleration to 10.8 sec for the 0 - 100 km/h sprint (versus 11.0 sec previously) and CO2 emissions are down by 7.3 percent (203 versus 219 grains/km).

Peugeot servicing intervals have been extended to 20,000 km or 12 months (up from 10,000 km / six months), dramatically reducing maintenance costs over the life of the car.

This is tied to sealed-for-life manual and automatic transmissions, improvements in synthetic engine oil technology and longer life coolants.

The 406 range includes a choice of five-speed manual gearbox or four-speed, electronically controlled automatic transmission.

The BE type manual gearbox is coupled to engines with less than 220 Nm of torque (2.0-litre four cylinder), whereas the ML type is fitted to engines with a higher torque output (2.0-litre HDi, 3.0-litre V6).

The same applies for the automatic gearboxes with the AL4 "auto-active" unit in the 2.0-litre 406 and the 4HP20 type for the 3.0-litre V6.

To help filter out vibration and noise, the gear selection and gear changing countershafts are now (each) fitted with a counter balance weight of almost 500 gm.

On all models with a engine version as well as on the six-cylinder models, the clutch control is hydraulic with a pull mechanism on the ML gearboxes and a push mechanism on the BE4 gearboxes.

The hydraulic transmitter is on the foot pedal assembly, which also incorporates a thrust stop ensuring a de-clutching action 25 mm from the end of travel.

There are few modifications to the 406's running gear. The car's suspension has been designed to fulfil two essential roles: outstanding roadholding and optimum passenger comfort.

Active safety was a key design priority and a rigid body structure is the basis of good handling dynamics.

The front set up consists of MacPherson type struts with wishbones and a de-coupled anti-roll bar, and at the rear a multi-link system affords rigorous control of the wheel plane under all conditions thanks to four links on each half axle.

The rear multi-link system was chosen to allow the separation of applied forces for continuous and accurate adjustment in response to road surface changes and g-loadings.

The transverse and longitudinal elements compensate for cornering loads, acceleration, braking and surface irregularities and in cornering passive rear steering enhances stability and steering accuracy.

The design allows individual adjustment of each link relative to its purpose with total freedom of toe-in and camber settings. This rear-steer effect is generated by carefully varied stiffnesses of the connections between the suspension's arms and bars.

The final result is an automatic and progressive toe-in under load that increases as suspension height decreases.

As well as outstanding cornering balance this effect produces excellent cross-wind stability and improved tyre wear.

Shock absorbing is improved with the fitting on all models of gas pressurised (3 bar) shock absorbers which offer better damping when hot.

The 406 SV, powered by the 3.0-litre, quad-cam, 24-valve (ES9 J4) V6 engine, is equipped with 205/60 R15V tyres and the 406 Coupé (powered by the same engine) benefits from Michelin MXM 215/55 R16W tyres.

All 406s are fitted with four wheel disc brakes and the latest generation Bosch 5.3 ABS anti-lock brakes working in concert with an electronic braking management system.

Replacing the previous brake compensator system, the Electronic Brake Force Distributors (EBFD) not only distributes braking effort between the front and rear.

Although the EBFD system's reference threshold is managed by the ABS system it acts before the anti-lock, modulating brake pressure to each rear wheel in cornering, distributing the braking in favour of the outer wheel (which has a greater load).

Imperceptible to the driver it delivers better stability and reduces potential loss of grip.

On all the models in the 406 range, the rack and pinion steering is assisted with an integrated hydraulic cylinder.

On the petrol and diesel ST models modulated power steering, which varies assistance in relation to engine speed, is fitted. And on V6 models, variable power steering, which provides assistance in relation to engine and road speed, is fitted.

All 406 models have a style four-spoke steering wheel which remains adjustable for rake through 35 mm and reach through 27 mm.

The horn is now operated from the steering wheel centre pad rather than a column stalk.

MULTIPLEXING - The electronic architecture
If the 406 was wired conventionally it would require two kilometres of wire and 1,800 connectors - adding considerable weight to the car, and each with a failure potential of its own.

To overcome this problem Peugeot engineers have reduced the number of control units by incorporating Built-in System Interface (BSI) and Multiplex wiring.

The multiplex concept revolves around small electronic modules on various switches and components which recognise and distinguish signals sent down the same wires - saving weight, reducing maintenance and improving reliability.

In addition to simplifying and rationalising onboard electronics, multiplexing improves the efficiency of data exchange between systems and improves management of the entire system's performance.

As well, it reduces service time and cost for Peugeot owners through increased speed and precision of diagnosis.

A VAN (Vehicle Area Network) ensures inter-system connection between the BSI, multi-function display, instrument panel and climate-control air-conditioning.

A CAN (Control Area Network) connects the engine management ECU and the automatic transmission.