» A little bit about Peugeot Boxer fuel consumption - full information!

Fuel consumption Peugeot boxer

When buying a car in a store, or from a private person, we always ask the question: what is the fuel consumption of the car? How much diesel or gasoline is spent on 100 kilometers? This is one of the main selection criteria for technology. What determines the consumption of a car, in particular, on Peugeot boxer let's figure it out together.

What is meant by the concept fuel consumption?

For all cars descending from the assembly line of the manufacturer, the norms of fuel consumption are prescribed. In fact, the figures do not match. He appears taller.

Fuel consumption is calculated according to the formula. It all depends on the distance traveled by the car:

1. On diesel fuel.
2. Or using gasoline.

For the standard, it is customary to take a segment of the path to 100 km that the vehicle has passed. For example, a French commercial truck Peugeot boxer fuel consumption per 100 km is 8.4 liters (highway), 10.8 (city). As a comparison: for the VAZ-2104th, this figure is on the verge of 8.5 liters per hundred kilometers. Bus Peugeot Boxer consumes 6 9 liters per 100 km. For a detailed clarification of the costs of passing a certain segment for the purpose of gradation, take into account:

• fuel consumption, which is spent while driving around the city;
• costs when driving on the highway;
• mixed traffic option: highway/city combination.

Due to a number of objective and subjective reasons, during the operation of vehicles, real consumption does not coincide with the indicated indicators in the car's passport.

What can affect the increased fuel consumption?

From objective reasons can be called:

• dimensions vehicle,
• what the car is “shod” in (the rubber used, its size),
• the workload of the machine, its overload,
• power power unit,
• transmission used: automatic transmission or manual transmission,
• fuel quality,
• operating conditions (highway / city / country road / off-road),
• trunk mounted on the roof of the car,
• counter air flow,
• season (summer/winter),
• year of car manufacture,
• total mileage from the date of sale,
• driving style.

On the consumption Fuel Peugeot boxer the above reasons, which we are talking about, are objective. The increased cost of fuel may be accompanied by a number of subjective reasons, which we will discuss later. Now let's find out which powertrains, gearboxes, are installed on the "French Boxer".

Line of power units

At the beginning of their journey, cars were offered with one 2-liter gasoline engine. Power was 109 liters. With. Feature: two vortex chamber diesel power plants, the volume of which was respectively:

1. 1905 cm³.
2. 2446 cm³.

Since 2000 on heavy variants of the range boxer with a total working weight of 3.2–3.5 tons, more economical and modern diesel units 2.8 liters for four cylinders (2.8HDi) in 128 horses. It was equipped with a turbocharger with an intercooler system. The engine was aggregated with 5MKPP, specially designed for this car.

The French Boxer came to the consumer in four modifications. The engine range is represented by five power units, the volume of which was:

• 1900,
• 2000, 2300,
• and 2800 cu. see accordingly.

Engine power ranged from 68 to 128 Horse power. Separately, there was an engine of 2.0 l / 110 horses. The type of fuel consumed is gasoline. The motor was aggregated with automatic transmission at four speeds. And three-liter power units with a capacity of 145, 156 and 177 horsepower.

About fuel consumption and operating trends under certain conditions

Let's see how Peugeot Boxer consumes fuel by year of manufacture of the vehicle using the Boxer Combi transformer as an example.

Consumption fuel Peugeot Boxer combi transformer ( l/100 km)
	year	Volume diesel	city	track	Mixed cycle
1	1996	1,9	7,5	8,5	9,5
2	2000	1,9	7,0	8,5	10,0
3	2008	2,2	10,0	11,5	13,0
4	2010	2,2	8,8	8,3	8,9
5	2011	2,2	15,3	11,8	13,6
6	2012	2,2	6,7	5,3	6,0
7	2013	2,2	7,3	7,0	7,7
8	2014	2,2	10,5	11,6	11,5

There are certain trends and patterns in fuel consumption during the operation of a passenger-and-freight minibus Peugeot Boxer combi transformer. Compared fuel consumption Peugeot boxer 2.2 diesel with a 2HDi power unit is 8.6 liters of diesel fuel per 100 km way.

Fuel consumption for Peugeot Boxer Fourgon

Let's look at the consumption of Peugeot Boxer diesel fuel equipped with diesel power plant. We will find out consumption on the road, within the city, mixed version and off-road. Let's see what actually happens.

Peugeot boxer diesel: fuel consumption

• Diesel .

1. A diesel power unit with a manual transmission in 2013 with a volume of 1.6 liters consumes 11 liters on the highway. Average actual consumption is 11 liters of fuel.
2. A diesel installation with a manual transmission in 2012 with a volume of 1.6 liters consumes 12 liters on the highway. Average consumption in fact is 12 l. diesel fuel.
3. A diesel plant with a manual transmission in 2007 with a volume of 1.6 liters on the highway, in the city, in combined mode spends 13.5 liters. 3 liters are spent on warming up. When passing off-road, it consumes 14.5 liters. Average consumption upon operation of the vehicle is 12 l. fuel. In fact, the consumption on the autobahn or road, in the city and the combined cycle is 13.5 liters.
4. A diesel unit with a manual transmission in 2001 with a volume of 1.6 liters consumes 8.5 liters on a well-surfaced road, 9.5 - 10 in the city, and spends 9.0 liters in combined mode. When passing off-road, 11.0 liters are consumed. In fact Peugeot Boxer fuel consumption rate Fourgon is 8.5 liters. Real consumption 8.5 highway, 9.75 city and 9.0 combined l. Off-road performance unchanged - 11 liters.
5. Diesel installation with manual transmission in 1999 with a volume of 1.6 liters in the city consumes 11 liters of fuel. Existing norm fuel consumption Peugeot Boxer Fourgon is still the same 11 liters.
6. Diesel installation with manual transmission in 1997 with a volume of 1.6 on the road with a good canvas 12.0 - 13.0 liters, in the city 14.0 - 15.0, in the combined version it spends 12.0 - 13.0 liters. Idling warming up takes 2.0 liters. When passing off-road, it consumes 14.0-15.0 liters. In fact, fuel consumption Peugeot Boxer Fourgon is 8.5 liters. The average consumption on a normal road is 12.5, in the city 14.0-15.0 and the combined cycle consumes 12.0 - 13.0 liters. Off-road performance is 14.0 - 15.0 liters. idle flow car without changes - 2.0 liters.

Turbo diesel .

Let's look at the fuel consumption of a Peugeot Boxer equipped with a turbo diesel. Let's look at fuel consumption on the highway, in the city, combined cycle and off-road and see what happens in fact.

1. Turbo diesel engine with manual transmission 2013 Volume 1.6 liters without driving style on the road 12.0 - 13.0 liters, in the city 14.0 - 15.0, in mixed mode spends 10.7 - 11.7 liters . Idling warming up takes 4.0 - 5.0 liters. When passing off-road, it spends 15.0-16.0 liters. The average consumption rate of Peugeot Boxer Fourgon diesel fuel in the metropolis is 14.5 liters. The average consumption of the car on the autobahn is 12.0 - 13.0, in urban conditions 14.0 - 15.0 and the combined cycle consumes 10.7 - 11.7 liters. Off-road performance is 15.5 liters. Actual heating consumption is 4.5 liters.
2. Turbo diesel engine with manual transmission 2012. A volume of 1.6 liters will consume 15.0 - 16.0.0 liters in the city. Real consumption on heating is 15.5 liters.
3. Turbo diesel engine with manual transmission 2011. Route - official consumption 8.2, in summer 9.4, in winter 10.3 liters are actually spent. City - official consumption is 10.7, in summer 11.0, in winter 12.3 liters are actually spent. Combined cycle: officially the cost part is 9.0, real summer - 10.3, winter - 11.3. Single summer 4.4, winter 2.0 liters. Off-road performance is as follows. Real summer 13.3 liters. Fact in winter 14.1 l. Official data: highway 8.2, city 10.7, mixed 9.1. It is easy to calculate the % gap in performance. track. The actual average is 9.89, which gives an increase in fuel consumption by 20.6%. The picture in the city is also disappointing. The average actual consumption is 11.64, in fact the overrun is 8.8%. The average option is 10.77 with a loss of 18.4%.
4. Turbo diesel engine with manual transmission 2011. The volume of the power unit is 2.2 liters. Route: according to official data, 8.2 should be spent, in reality it takes 7.2 in summer, all 8 in winter l. Idle consumption 2.0 liters. officially on the track should go 8.2, in the city 10.7, mixed form 9.1 liters. let's see what happens in percentage. In fact, the average consumption of 7.63 - ↓ 7.0%. City 9.28 ↓ - 13.3%. Mixed 7.55, actual savings is ↓ 17,0%.
5. Turbo diesel engine with manual transmission 2010. The volume of the power unit is 1.9 liters. Summer and winter consumption, respectively, 9.0 and 10.0 liters. in fact it turns out 10.5 liters. 8.2 is declared on the highway, the fact of consumption in summer is 7.2, in winter 8.0 liters. In urban conditions, 10.7 liters are declared, the fact of consumption in summer is 8.6, in winter 10.0 liters. Combined cycle: fact - 9.1, summer - 7.1, winter - 8.0. Warming up takes 2.0 liters. Official data: highway / city / mixed = 82 / 10.7 / 9.1. Which, with a short calculation, shows a tendency to decrease. See for yourself. In fact - 7.63, which is ↓ – 7.0% less than declared consumption on the autobahn or highway. The picture is the same in the city. Fact 9.28, savings ↓– 13.3%. Mixed version of 7.55 with a downtrend ↓ - 17.0%. Consumption at idle picks up 2.0 l. This option we are considering has remained unchanged.

Petrol.

1. Engine: petrol version with a 1.6-liter power plant with a manual transmission in 2012. In the city, it “drinks” 15 liters, which corresponds to the actual data.

It's time to sum up our conclusions

Perhaps we can stop there. Indeed, the years of manufacture of the vehicle from 1997 to 2013 were taken as the basis for the calculations. Actual and declared fuel indicators are shown with a breakdown of the vehicle’s operation in different options movement and opposite climatic conditions. We hope that the data will help to estimate the real fuel consumption in each mode of operation of your car. Perhaps the material will tell you which version of a particular Peugeot Boxer model is better to buy, taking into account the use. Good luck on the roads and be careful!

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Here we will talk about the possibility self replacement timing chains on diesel Peugeot Boxer 2.2. Some people think that it is impossible to make repairs of this complexity on their own, but this is not so. replacement chain drive cannot be called too complicated a procedure, and every motorist who has little experience in repair work can cope with it.

In some car models, a belt is used as a transmission. It cannot be said that it is more efficient than a chain, although manufacturers increasingly prefer to install belt drives on their cars. The belt is made of rubber, which means that it can easily break off. But it can happen at the most inopportune moment.

When and why to change the chain?

The chains do not break (very rarely do break). But that doesn't mean they will last forever. The chain also becomes unusable, although its service life is longer than the belt. What can happen to the chain, because it is made of high-quality metal? During operation, it may be damaged, as a result of which chips or dents will appear on it. But the main trouble of the chain transmission is the possibility of its stretching. After a while, the pitch between the links increases, and the chain stretches. If the standard tension does not give a positive result, then the chain needs to be changed. Stretching the chain may result in it coming off the sprockets. And this is the same thing as a broken belt. As a result of the chain coming off, the synchronization of the movement of the shafts will be disrupted, the valves will collide with the pistons, which will lead to their deformation. Other parts of the mechanism will also suffer from this.

That is why it is so important to constantly monitor the condition of the chain drive and prevent it from stretching. Diagnostic procedures in this direction should be carried out at least after 25,000 km. And the life of the chain itself varies from 150 to 200,000 km. But this does not mean at all that this regulation cannot be violated. How else can! Premature wear of the chain drive can be influenced by several factors, the main of which is improper operation of the vehicle. What is meant by misuse? First of all, it is an aggressive driving style. If you are reckless on the roads, then know that you should look under the hood of your car more often. If you use a car with a trailer, this also negatively affects the condition of the chain drive and may well cause it to stretch. Among other things, you could simply buy a low-quality consumable during the next replacement. These chains don't last long. Experts recommend buying drives only in trusted stores. But if you buy it from your hands, then you just need to know how to check the chain for stretching. This is done as follows: we put the chain flat on the palm of your hand. If it sagged by more than 5 mm, you do not need to buy it, it is better to look for a quality consumable elsewhere.

So, if during the diagnostic procedures it was revealed that the chain was stretched and it was decided to replace it, then start. First of all, you will need to prepare everything that is required for such repairs. Here we are talking about new consumables and necessary tools. The tool for this will require a standard:

• a set of keys;
• set of heads;
• jack;
• mount;
• pliers;
• screwdrivers with different stings.

Of the consumables, first of all you need the chain itself. Be sure to buy a set of new gaskets and seals. Pay attention to the tensioner. If its condition is unsatisfactory, then it is better to buy a new one. This also applies to stars. Do not save on timing consumables. Ultimately, such savings will necessarily result in additional expenses. And now, if everything is ready, then you can start.

Chain replacement steps

1. First you need to de-energize the car by disconnecting the negative terminal from the battery.
2. We get rid of the expansion barrel, because it will definitely interfere.
3. Now the car needs to be raised with a jack. This is done in order to remove the right wheel.
4. We dismantle the engine protection.
5. After that, you will need to remove oil pump. Before reinstalling it will need to be cleaned of dirt. It certainly has enough of it. The oil pump pipes will also need to be cleaned.
6. We remove the power steering along with all its pipes and hoses.
7. Now we turn our attention to the generator. To remove it, you will have to unscrew a few bolts of its fastening. We disconnect all wiring connected to the generator from the generator and take the wires to the side.
8. Remove the water pump. When it is removed, you will be able to see the accelerator cable. It is held on a bracket, which also needs to be dismantled.
9. Remove the ventilation pipe.
10. The preparation is over. Now you can proceed to the main procedure - the dismantling of the chain drive. To do this, remove the motor housing. We remove the disk located on the crankshaft, for which we unscrew the bolt of its fastening. After that, we dismantle the roller disk.
11. Now you can remove the tensioner. We check its condition. If it needs to be replaced, then the old one can simply be thrown away. But if its condition is normal, we will not throw it away, but at the same time it will need to be cleaned of dirt and lubricated.
12. After that, you need to remove the guide and tensioner lever.
13. Remove the chain along with the camshaft gear. The old circuit has labels that will need to be transferred to the new circuit.
14. Let's start with the new chain.

Video

Family diesel engines P22DTE - result mutually beneficial cooperation concerns Ford motor Company and PSA Peugeot Citroen in the development and production of new generations of diesel engines for commercial vehicles and light trucks.

To this end, the forces of two concerns in 2002 - 2005. a unique production and design center was created in English Dagenham (Dagenham, Essex, Gran-Bretagne). Here, in Dagenham, these diesel engines are produced in the amount of 700,000 engines per year. Production is maximally robotized and fully computerized, which ensures that products comply with the highest quality levels of ISO 9002 and ISO 14001.

The P22DTE engines power the Peugeot Boxer III, Citroen Jumper and Ford Transit.

It should be noted that, despite the different designations of the engines of this family for PEUGEOT and Ford cars, the differences between them are only in the presence of parts and systems specific to cars of these brands. For this reason, the question of predominantly using Ford or PEUGEOT technologies is incorrect - engines are a product joint production with equal participation of the best know-how, financial and production resources of the concerns.

When developing diesel engines of the P22 family, a very successful series of PEUGEOT diesel engines of the DW family was taken as a basis and critically reviewed, which have become a substitute for high reliability and enviable endurance in the most difficult conditions operation. The developed concept of new engines also used diesel technologies Ford engines- Duratorq. Thanks to joint efforts, on the basis of one cylinder block, it was possible to create several highly reliable diesel engines with power from 85 to 150 hp.

It is appropriate to list only some of the new technological solutions that prove the perfection and reliability of the P22DTE engines:

• Ductile iron cylinder block
• Light alloy cylinder head AS7
• 4 valves per cylinder (16-valve cylinder head)
• Common Rail™ - system direct injection 3rd generation fuel
• Timing drive double row roller chain
• "SOOT IN OIL" - system for detecting soot particles in engine oil

Peugeot Boxer is equipped with a P22DTE 130hp engine. :

• 2.2 HDi / 130 hp for universal use in various, including severe operating conditions

Diesel Peugeot engine boxer:
2.2 HDi 130 hp (4HF)

Characteristics:
Displacement: 2198 cm3
Bore x stroke (mm): 86.0 x 94.6
Power: 130 HP (96 kW) / 3,500 rpm
Torque: 320 Nm / 2,000 rpm
Realization range 80% torque: 1300 - 3800 rpm
Compression ratio: 15.5:1
Boost pressure (overpressure): up to 1.6 bar
Max pressure Commom Rail™ injection: 2,000 bar

Engine design:
On the car is located in front transversely
4-cylinder in-line
2 camshafts in the cylinder head
4 valves per cylinder (16-valve)
Turbocharger Garrett (Honeywell) with variable geometry boost (VGT)
Boost pressure control with adjustable valve"Wastegate"
intercooler
Timing drive roller chain
Valve drive - roller tappets and hydraulic bearings
Common Rail™ Continental® Direct Injection
Cylinder block material - ductile iron
Cylinder head material AS7 light alloy
Euro V environmental compliance
Recommended grade diesel fuel: Grade F type II GOST R 52368-2005 (EH 590:2004)

Peculiarities:
DVA dual mass flywheel
Modified injection program
System additional cooling piston crowns

This series of engines is by far the best that is installed on light trucks in the world! For this reason, we list the most important features of the 2.2 HDi engines of the P22DTE family for future owners of PEUGEOT BOXER cars.

Common Rail™ direct injection system

The Common Rail™ Direct Fuel Injection system, which is installed on P22DTE diesel engines, has solved all the problems that a diesel car owner usually faces. In a conventional diesel engine, injection of fuel into the combustion chamber, control of "gas" and adjustment of exhaust toxicity is carried out by a plunger injection pump - fuel pump high pressure. Plunger high-pressure fuel pump during its operation emits a mass loud sounds(characteristic diesel "grunt"), has a very complex design, is extremely demanding on the purity of the fuel, because has a so-called. "Plunger pairs", which are ultra-precisely fitted to each other, make many mutual movements, while bathing directly in the fuel, being lubricated by it, and creating enormous pressure in the long fuel line. Setting up the injection pump is trusted only by specialists high class. In heavy Russian conditions plunger injection pumps of classic diesel engines often require unscheduled repairs or adjustments, and their reliability is insufficient.

In the Common Rail ™ system, everything is arranged differently - simpler, more reliable and more efficient. The main node of the Common Rail ™ system is the receiver (or ramp), in which the FFP (high pressure fuel priming pump) is usually piston design creates and maintains a fuel pressure of about 1,000 - 2,000 bar.

The receiver is connected to the injectors, which in the Common Rail ™ system are opened not by fuel pressure, as in a conventional diesel engine, but by one or more electrical impulses. At what moment, in what quantity and with what duration to inject a portion of fuel into the combustion chamber - now these processes are controlled by a computer, without making a sound, and with the highest level of reliability. As a result of all of the above, 2.2 HDi diesel engines are no louder than gasoline engines, several times more economical than diesels classical type, cheaper to maintain and has the best performance power and torque. Due to the fact that electronics constantly analyzes the composition exhaust gases, the purity of the exhaust has become such that odors are not felt, even when the engine is running indoors.

It is worth noting that the 2.2 HDi diesel engines of the P22DTE family meet Euro V environmental standards, but they do not have particulate filters, and the exhaust systems have a relatively simple design with the usual catalytic converter.

What benefits and benefits does the Common Rail ™ system provide to the owner of the Peugeot Boxer 2.2 HDi:

• High power.
• High torque.
• Dynamics that is not inferior to cars with gasoline engines of the same working volume.
• Small fuel consumption.
• Longer mileage between refueling.
• Low noise level, comparable or better than gasoline counterparts.
• Absence of vibrations and resonant phenomena - the pressure build-up in the combustion chamber occurs smoothly and gently.
• Low level of harmful emissions into the atmosphere.
• Full diagnostics and control of all components of the Common Rail ™ system.
• Improving engine reliability.
• Increase in engine resource.

Also to clear benefits The use of Common Rail ™ should include the following features of this system:

• Complete absence of characteristic odors! Increased tightness requirements fuel system Common Rail™ and the short length of high pressure piping with a minimum of connections have made it impossible for diesel fuel to penetrate the outside of the system, even at the molecular level.
• Common Rail™ engines are less expensive to maintain than unit injector diesel engines and diesel engines with classical systems injection.
• Relatively fast and inexpensive repair of the system.
• The highest level of reliability of the Common Rail ™ system of P22DTE diesel engines due to the absence of precision plunger pairs in the injection pump, as in classic diesel engines. Thanks to the same feature, diesel engines with the Common Rail ™ system are theoretically less demanding on the degree of purification of diesel fuel from water and other impurities.
• No need for a complex, expensive and massive variable valve timing system. The same effect is achieved with P22DTE diesel engines by using the flexible program of the common rail™ control computer.
• Low cost of the Common Rail™ system due to high volume production and fully robotic production.

Advantages of a diesel engine with a common rail ™ system compared to diesel engines with a classic type injection system (with a plunger injection pump):

• Lack of complex and expensive plunger injection pump.
• Lack of precision plunger pairs.
• Higher torque in more wide range revolutions.
• Less noise.
• Less fuel consumption.
• Management is carried out by a single computer unit.
• Electronic control of all parameters of the engine.
• Inexpensive maintenance, as well as simple and inexpensive repairs.
• Extended service intervals.
• Absence of extended high-pressure pipelines of complex configuration.
• Less weight of the power unit.
• Easy start with low temperatures Oh.
• Absence of soot when working in any mode (relevant for enclosed spaces, warehouses and bases)

Turbocharger Garrett / Honeywell GTB17 with variable geometry boost

P22DTE diesel engine turbochargers are manufactured by the famous Garrett-Honeywell Corporation and have changeable geometry boost.
The principle of operation of a turbocharger is based on the use of energy from exhaust gases. The gas flow enters the turbine impeller, mounted on a shaft, on the other side of which there are compressor blades that pump air into the engine cylinders.

Since air is forced into the cylinders, and not only due to the downward movement of the piston, a larger mass of air enters the engine compared to a naturally aspirated "atmospheric" diesel engine. As a result, it becomes possible to apply more fuel to the cylinders and burn, which leads to an increase in engine torque and power.

Turbocharged diesel engines have lower specific effective fuel consumption and higher liter power (power taken per unit of engine volume - kW / l), which makes it possible to increase the torque (and hence power) of the diesel engine without increasing the speed crankshaft.
The Garrett/Honeywell GTB17 turbocharger, having high reliability, service life and performance, at the same time has a relatively simple and rational design, optimal for commercial vehicle engines

Intercooler.
Intercooler - an intercooler of the air inflated by a turbocharger, which is a radiator for cooling the air. In a turbocharged diesel engine, the air that enters the cylinders is heated by compression, as well as from the parts of the turbocharger, heated exhaust gases For this reason, it needs to be cooled down.

How colder air- the greater its density - then more air will enter the cylinder, which means more oxygen. More oxygen reacts with more fuel, which burns more completely, resulting in more power and engine torque.
The reliability of the intercooler is almost absolute, since it does not produce any mechanical work and is a heat exchanger.

SWIRL® intake manifolds.
One of distinguishing features, characteristic specifically for the P22DTE engine - the presence of a system for changing the turbulence of the air flow entering the SWIRL® cylinders. This system works through the use of intake valves each cylinder of two manifolds. The secret lies in the fact that one collector (a) is helically curved, and the second (b) is located tangentially relative to the surface of the combustion chamber.

Meeting in the combustion chamber, two air streams are intensively twisted. Thanks to this effect, the mixing of fuel and air under any engine operating conditions is as close to optimal as possible. The presence of the SWIRL® system allows you to get the following advantages and benefits:

• Torque and power increase over a wider rev range.
• Reduced fuel consumption.
• The engine becomes more flexible.
• Improved vehicle dynamics.

The operation of the SWIRL® system, namely, the answer to the question "why do we need enhanced vortex formation?" very easy to explain! It is easier to describe it as a cup of tea (the cup will be the cylinder, and the tea in it will be the air), in which you need to dissolve a spoonful of granulated sugar (the fuel sprayed by the nozzle will be granulated sugar). If you pour a spoonful of granulated sugar into an immovable cup in which the tea is not stirred, then the sugar will simply sink to the bottom, and will dissolve there for about an hour. Eventually, the tea will cool down and become tasteless. And if you pour out granulated sugar while stirring the tea?... After half a minute, we can already enjoy a delicious sweet drink with sugar completely dissolved in it. The faster we stir the tea, the faster the sugar dissolves. Exactly the same process, obeying exactly the same laws of physics, occurs in the cylinders of the P22DTE diesel engine due to the presence of the SWIRL® system.

Engine cold start system.
The P22DTE engines have a new cold start assist system with controller and glow plugs. Distinctive feature of this system is to minimize the time for preparing a diesel engine for start-up. This system allows you to start the engine in almost all climatic conditions as quickly as a gasoline engine. In this case, there is no need to wait for a long warm-up of glow plugs.

To the benefits new system cold start should include:

• Reliable start-up at temperatures down to -25°С.
• Rapid heating of glow plugs (up to 800 - 1000°C within 2-5 seconds).
• Regulation and control of the heating temperature of glow plugs during preparation for starting and warming up the engine using a computer (controller).
• The inclusion of a cold start system in the on-board self-diagnosis system.
• Maximum battery conservation.

Drive unit camshafts roller chain.

Both camshafts are driven by the crankshaft through a single double row roller chain.

This design of the timing drive is fully justified by the purpose of the engine and is ideally suited for long-term operation with heavy loads, providing great resource power unit and high reliability. The following are just some of the benefits of using a double row roller chain in the timing drive of P22DTE engines:

• High torque transmission to camshafts.
• High resistance to alternating loads and tensile loads.
• Ensuring high accuracy of valve timing.
• Reduced noise level due to double row design.
• Several times larger than toothed belt life time.

Ductile iron cylinder block.
"What's new here?" - you ask - "after all, it is cast from cast iron for everyone." In fact, it was not without the participation of high technology. The PSA group patented technology for manufacturing cylinder blocks from cast iron with the so-called oriented graphite structure, made it possible to give a thin-walled cylinder block increased strength with a relatively small product mass. At the same time, this technology made it possible to completely abandon the sleeves!

That's right - the cylinders are an integral part of the block, and the surface of the cylinder mirror is subjected to additional heat treatment and additional hardening. This design has a lot of positive properties:

• The special structure of graphite on the surface of the cylinder mirror reduces friction losses several times
• The microstructure of the surface of the cylinder mirror, like a sponge, is constantly filled with fresh engine oil and reduces the wear of rubbing parts to almost zero.
• Cast iron is known to be an excellent conductor and retainer of heat, thereby facilitating better heat transfer of the coolant, which in turn improves the overall heat resistance of the engine as a whole and largely explains the renowned reliability and endurance of Peugeot diesel engines.
• Reduced fuel consumption.
• Excellent maintainability.
• Resource increase.

Here you should focus your attention on the word "cast iron". The fact is that the cast iron from which the cylinder block of the 2.2 HDi diesel engine is made has little in common with the cast iron from which cast iron pots, potbelly stoves and street fences are cast. In order not to dive into the depths of chemistry and metallurgy, let's just say that if we look at the structure of "domestic" cast iron through a powerful microscope, then graphite will look like crystals of sugar, randomly scattered on a black table. If we look through a microscope at a section of high-strength cast iron of the P22DTE cylinder block, we will see an ordered structure of graphite cones firmly bonded to each other. In part, we can say that this structure resembles a sponge, but which, in terms of strength, is not much inferior even to diamond. It is thanks to this structure that the engine cylinder mirror appears gray (for comparison: gasoline engines with steel sleeves, the mirror of the cylinder is silver). But this "gray sponge" has a unique physical property - the ability to quickly absorb fresh (especially synthetic) motor oil, retain it, and quickly get rid of combustion products and various deposits, while practically not wearing out.

Light alloy cylinder head AS7.

The cylinder head (cylinder head) of 2.2HDi diesel engines of the P22DTE family is cast from a special AS7 light alloy.

The casting is subjected to a special thermal and machining using PSA's patented technology, which is further development the famous COBAPRESS® (COuler, BAsculer, PRESSer). Thanks to this technology, the design of the cylinder head has the following advantages:

• Reducing the weight of the cylinder head by 3.5 - 5.0 kg compared to diesel engines of similar displacement from other manufacturers.
• High heat transfer.
• High temperature resistance.
• High corrosion resistance.
• Vibration damping.

What benefits does this cylinder head design provide to the owner:

• Reducing the likelihood of engine failure during overheating, that is, increased engine reliability.
• Reducing the weight of the entire engine, and hence the entire vehicle.
• The possibility of long trouble-free operation of the engine under extreme loads.
• The absence of cracks in the jumpers between the valve seats (alas, characteristic flaw some diesel engines from other manufacturers), which greatly prolongs (and explains!) And the huge resource of Peugeot diesel engines.

Systems useful when operating in low ambient temperatures.

• Heat exchanger "Modine" (engine oil / coolant).

Located near oil filter. The main purpose of the "Modine" heat exchanger is to achieve the fastest possible operating temperature engine.

The effect is carried out by mutual heating of engine oil and coolant immediately after starting and warming up the engine.

• EGR heat exchanger.

The main purpose of the EGR system is to reduce the content of nitrogen oxides NOx in exhaust gases.

However, in cold climates EGR system provides an additional beneficial effect - rapid heating of the coolant in the heat exchanger with the help of exhaust gases on a "cold" engine, and further maintenance of the operating temperature by adjusting the amount of exhaust gases entering the heat exchanger.

DVA dual mass flywheel

The DVA dual-mass flywheel used on 2.2 HDi 130 diesel engines provides excellent dynamic properties and comfort to Peugeot Boxer cars. This can be seen by the complete absence of transmission vibrations on the interior elements during gear changes, as well as by the softness of the process of changing steps.

The opinion that diesel engines operate with large vibrations is widespread and it is extremely difficult to challenge it. However, the design of P22DTE diesel engines has everything to eliminate the occurrence of vibrations, and a very interesting damping solution has been used to ensure their elimination. torsional vibrations– DVA dual mass flywheel.

What are the advantages and benefits of using a DVA dual-mass flywheel:

• Reduced fuel consumption due to lower engine speed idle move and confident uniform motion at speeds below 1,200 rpm.
• Security high level comfort due to the absence of noise generation - pulsating shocks and vibrations in the transmission no longer occur.
• Uniform and comfortable movement due to the damping of vibrations and torsional vibrations during sudden changes in load.
• Confident starting the engine, as well as maintaining ultra-low speed (when the engine is ready to "stall").
• Softness, precision and reduced effort when shifting gears and disengaging the clutch.
• Confident operation of the engine when starting and stopping the engine.
• Long service life of both the assembly itself and the entire engine as a whole.
• Increased service life and non-failure operation of the gearbox.

In general, not entirely successful execution. The quality is ill. The body is weak. It seems that the metal used here is the weakest and cheapest. The painting is mediocre, one might say manual. In fact, there was a lot of work to be done! In particular: ...for mirrors, I had to come up with and implement protective pads against slush and water drops, which in wet and slushy weather, through the gap between the body and the mirror body, covered the window and the mirror with a film of dirt, in the right place. After manufacturing and installation, the problem disappeared by 95%! They fit perfectly on the case, along the inner contour of the case and cover the entire gap. ... there is no groove above the middle door, as on FORD TRANSIT, and because of this, all the water gets inside, not to mention the door lock mechanisms, which froze and stopped functioning in the cold. The door simply did not close. I had to make and screw the groove, after which the problem disappeared. ...loops on rear doors they are not adapted to lubrication at all. I had to insert "boobs" into them to lubricate from a syringe. And this problem is also excluded. ... the spare wheel mechanism does not work (or I could not figure it out), but even a call to the dealer did not shed any clarity on this issue. They said that supposedly it could rust, but the car was 3 months old at that time. touch, plastic was used there. I didn’t deal with this issue, because from the words of the guys I talked to, I realized that they all had to cut off the wheel suspension in order to get it. I think that my hands will not reach this. The spare tire is new, it hangs, well, let it hang for itself. ... mudguards, factory, some are not beautiful and, in addition, do not fulfill their functions. Under the arched space, especially in the rear arches, the ends of the parts of the body elements stick out, which in winter conditions contributes to the engagement and formation of ice blocks, even with factory mudguards, which are more decorative than practical. As a result, these places had to be finalized by removing these (ears) from the inside of the arches and closing these niches with plastic overlays with glue (of our own design), followed by treatment with anticorrosive and anti-gravity, well, it was not without the manufacture of home-made mudguards, which fully fulfill their functions, and are much more beautiful than factory ones. ... the very first trip to the Kuban showed that the fog lights of this car are contraindicated in the form in which it is intended. Since at an angle of attack of 90 degrees, even the smallest pebble becomes a large projectile at medium speeds. Both headlights crashed , to smithereens. I had to come up with and make polycarbonate glass for them, with a convex surface and completely cover the recess, at an angle, but instead of the usual fog lights xenon lenses have found their place, which shine many times better and it turned out that it is even cheaper! They shine much better than the factory dipped beam. The line is clear and uniform, and that “dead zone” in front of the driver, a few meters away, due to the high-mounted headlights, has disappeared. (I don’t know if you paid attention to this zone or not) ! ... the recesses in the bumper, which supposedly serve as footboards, are frankly weak and it seems that rarely anyone will stand on them to reach windshield.Personally, it is much more convenient for me to grab the mirror housing, stand on the wheel and calmly reach out to 2/3 of the windshield on each side. So I found a use for these niches and made original daytime running lights for them, right along the bumper profile and recesses. They shine, just a beast, and they look like factory ones. ... I glued additional seals to the doors, since the factory ones are much deeper and protect only the interior. Meanwhile, the entire space up to these seals is filled with mud from the same front wheels and from the impressive gap between the lower edge of the door and the wing. So that, around the entire perimeter, I glued a thick, black sealant, which saved me 90 percent from unnecessary manipulations with a rag. Dirt does not get inside. ... tubes that are designed to drain water from under the wipers of a very small cross section and in our slushy and dusty conditions did not fulfill their functions at all. the problem also disappeared. ... I had to dig under the hood as well. Instead of a grid, which is supposedly an obstacle, for large particles that go to the stove, I also modified it. In particular, I made and installed a new filter, finer air purification, behind this grid, right on the hole that it gets into the cabin. I understand that there is a cabin filter, but for some reason it is located so deep that the incoming dust, before reaching the filter, settles on the walls and pipes of the heating systems, as a result why, in half of the pipelines, this dust settles and accumulates, and it smells of dust. After refinement, there was no trace of dust left)! Friends! Of course, I understand that each of us has our own opinion and experience, but I just shared my personal experience with you. for all these improvements, the car is not bad. The motor initially seemed weak, but these were just the first sensations. Otherwise, there was not a single breakdown for the entire period of operation. The main thing is to change consumables in time. everything and everywhere "ate" everything! Only, periodically, every 4-5 thousand kilometers, he poured flushing into the tank, for injectors and the fuel system, Hi Gir! The front suspension turned out to be weak, but only to the sound. There are some kind of tapping that doesn’t understand where it comes from, but all the main suspension components are regularly monitored and quite reliable. So, most likely, the knock is also a flaw. The car drives quickly and cheerfully, especially after installing a sports chip that adds engine torque by 20%! And I installed the CHIP, in fact, installed it due to a lack of traction in the factory version. In principle, for a calm, measured ride, more than enough, but when on the highway I had to overtake, it was difficult in the basic version, since there was not enough momentum. I had to switch to fourth or even third gear in order to have time to make a maneuver. With the chip, the engine has changed and even in fifth gear you can safely overtake, regardless of speed , let's say, starting from 50 km / h, the machine pulls very confidently and to the very bottom edge of the speedometer scale. I personally drive on this chip, for 3 years now and I can confidently to show that the consumption remained at the same level. Not according to the on-board computer, since it gives an average indicator (very low), which some owners refer to with confidence, but from a full tank to a full one. And many times !!! On average consumption is 8.5-9 liters, in the city with all the traffic jams. On the highway, if you keep within the speed range of 2000-2200, then the consumption will surprise even experienced drivers .... 6 liters per hundred. But frankly, it’s boring to drive like that , especially when you feel great traction and agility under your foot (in relation to trucks)))) The time has come and now, I’m already thinking about changing the generation. But the machine, as it served properly, continues to serve. rare truck able to prove itself as almost a passenger car, for every day. The review is magnificent, the motor reliable and like it turned out to be very nimble. The most important thing, in my opinion, is that he is not afraid of high revs, although you should not forget that, for a diesel engine, the main thing is traction (torque), and not revs. Here, the guys complain about brake discs and pads, and I’ll tell you that on my speedometer there are 81,000 km of run and there are still factory pads on all wheels. Yes, and the thickness of the pads of 6 mm is enough for one more season. The main thing is to brake with the engine and do it skillfully. On the old "DUCATO" of our assembly, I changed the pads for 75,000 km, but they could last longer. And, in my opinion, the most important! ! That's probably all. If there are thoughts of taking such a car, then I personally advise. Although, recently their prices have skyrocketed and I will say that it is not worth the money that dealers are now asking for. The price, frankly speaking, is overpriced by 30 %. But, everyone has their own motives)! If you think that my experience could be useful to you, then I will gladly respond to YOU! Write, do not be shy)!