- 2007 InternationalEngine of the Year Award for the1.4 litre to 1.8 litre category
- Available in the Peugeot 207 CC, GT THP 150 and GTi THP 175 models
- Manufactured by PSA Peugeot Citroen
The 1.6 litre THP (Turbo High Pressure) turbocharged petrol engine which powers Peugeot’s 207 CC, GT and soon to be released GTi models has won the 2007 International Engine of the Year Award in the 1.4 litre to 1.8 litre category.
Judged by a panel of 62 renowned motoring journalists from around the world, the International Engine of the Year Awards are some of the automotive industry’s most sought-after accolades. To determine the winning engine the judges drive all the nominated power plants in the latest cars and assess the engine’s driveability, performance, economy, and refinement. With no fewer than 71 engines nominated, the 1.4 litre to 1.8 litre category is a key battleground as the compact and super mini sectors continue to grow.
The final result, however, saw the 207’s THP engine come away as a clear winner with a total of 273 points.
The THP engine is a joint development between PSA Peugeot Citroen and the BMW Group, to develop a range of class leading petrol engines.
The engine is available in two power outputs of 150 and 175 bhp and currently powers the 207 CC GT THP 150, 207 GT THP 150 and the shortly to be launched 207 GTi THP 175.
All major components for the engine for both Peugeot and the BMW MINI which also shares the 175 bhp engine, are manufactured at the dedicated €330 million, PSA Peugeot Citroen production facility in Douvrin, Northern France. PSA Peugeot Citroen’s Charleville and Mulhouse Metallurgy Division plants supply all the raw castings, whilst final assembly is carried out at Douvrin for Peugeot and at BMW’s Hams Hall facility in the UK for the MINI.
Key engine features:
The engine is a direct-injection four cylinder inline turbocharged intercooled petrol engine which, depending on application produces either 150 or 175 bhp and a maximum torque of 180 lb-ft. The maximum torque, on the 175 bhp engine can be increased further by an over boost system to 195 lb-ft.
The use of direct petrol injection common-rail technology, combined with a twin scroll turbocharger, is the main contributing factor to the high level of engine performance, superior fuel economy, outstanding refinement and exemplary emission management. High-pressure fuel injectors inject fuel into the side of the combustion chamber at a pressure of up to 120 bar, maximising combustion efficiency.
This is the first engine in its class to feature a twin-scroll turbocharger, which separates the exhaust flows from the cylinders into pairs within the exhaust manifold and the turbocharger. The use of this technology reduces the time for the inlet charge to build up and ensures maximum turbocharger pressure is obtained from a low speed of approximately 1,400 rpm. This gives the engine torque characteristics similar to a supercharged engine.
The engine also uses a compression ratio of 10.5:1, which for a turbocharged engine is a relatively high ratio for an internal combustion engine of this type. For this reason, the combustion process is monitored by an anti-knock control system which automatically adjusts the ignition timing and turbocharger pressure when required.
The cylinder head design features a conventional setup of two overhead camshafts, roller-type rocker arms, and hydraulic tappets. Fully variable valve timing (VVC) on the inlet camshaft ensures optimum power output and torque, combined with low fuel consumption and minimum emissions.
The controlled output oil pump supplies exactly the required amount of engine oil, no more and no less. Having the oil pump volume controlled reduces fuel consumption by up to 1 per cent.
Unique FeaturesIn terms of strength and acoustic performance, the aluminium cylinder block and main bearing housing are made in two parts, a construction method which is absolutely unique and unparalleled. Optimisation of the crankshaft bearings and the use of roller rocker arms help to reduce internal friction losses to a minimum providing the lowest level in its class.
The integration of numerous functions and ancillaries in the cylinder head as well as the crankcase, make many of the usual add-on components superfluous, improving the engine’s acoustic performance, and reducing both the weight and size. A single ancillary engine belt drive also helps to keep dimensions to a minimum making the engine very compact.Published 11 May 2007