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The Peugeot 406 engine
The diesel versions were all the rage, and the 406 became one of Europe’s best-selling diesel powered cars. Initially, the car was available with 1.8 L and 2.0 L petrol and 1.9 L turbo diesel engines, followed by a 110 bhp 2.1 L turbo diesel, turbocharged 2.0 L and 3.0 L petrol V6 engines. The 2-door coupé was both designed and built by Italian designer Pininfarina, with choices of a 2.0 L 4-cylinder engine or a 3.0 L V6, and from 2001, a 2.2 L HDi diesel engine.
The Face lifted sedan was introduced in 1999 and it has changed in many aspects to make it safer, stronger and faster. The changes included a new and improved EW/DW Engine Family which produced more power and better fuel economy.
The level of build quality on the Peugeot 406 is excellent but there have been some stories of problems with the four-cylinder petrol engines. Stalling, especially in the 2.0-litre versions, is by no means exceptional, so try to ensure you start your engine from cold on your test drive.
There’s also the known weakness of this engine family of engines with the timing belt. Make sure it’s been changed every 30,000 miles or it may snap without warning and stop the engine. It costs about £100 to replace, much cheaper than a new engine. What this engine does offer is the sort of handling that Peugeot are renowned for, a type that’s stood the test of time extremely well and a reputation for superiority engines.
The old models benign face gave way to more hostile frontal aspects when the face lifted car was launched in 1999. In the case of the 2.0-litre petrol versions, that hostility comes courtesy of the 16-valve 137bhp power plant borrowed from the potent 206 GTi shopping rocket.
If that’s not enough, you might want to try the 160bhp 2.2-litre petrol unit fitted to the sporting SRi model. However, unless you really do rate your progress against the stop watch, you’ll probably be just as happy at the wheel of the 110bhp 2.0-litre turbo diesel. This hi-tech common rail HDi engine is little more than a second slower to sixty on the way to 119mph, yet is capable of recording consumption figures of over 50mpg during effortless long distance cruising. The second generation range also offers a 90bhp version of this excellent type.
With a diesel engine, don’t expect it to be any ball of fire (sixty takes a leisurely 14 seconds on the way to 112mph) but for family buyers, it will probably be just right. There’s also a powerful 136bhp 2.2-litre HDi engine which uses much of the new technology pioneered in the 607. Able to sprint to 60mph in just 10 seconds yet still able to return 58mpg, it’s an impressive installation.
For petrol, there’s an interesting 2.0-litre HPi engine that utilizes high-pressure direct injection technology to spring benefits in terms of performance, economy and emissions. The figures would certainly seem to back up Peugeots claims. The peak power output of 143bhp is up 6bhp on Peugeots standard 2.
With a petrol unit, similarly the sprint to 60mph is dispatched in 10.3 seconds, a clear half-second quicker and the top speed increases by a reasonably academic 1mph to 130mph. Otherwise, the engine line-up hasn’t changed very much, with an entry-level 1.
With an 8-litre petrol unit at one end of the range and a 210bhp 3.0-litre V6 at the other, the estate model is – at over 4.7 metres long – one of the longest cars in its class.
The New Peugeot 406 HDi
It makes Peugeot one of the world’s first volume car manufacturers to offer common rail engines as part of its range and demonstrates the company’s commitment to maintain its lead in diesel technology.
Saloon and estate versions of the executive car range will be equipped with the common rail system via a new engine – the DW 10 ATED. This is a 1997cc engine which is capable of producing 110 bhp.
The most immediate and obvious advantage is a much smoother drive.
This is the result of lower acoustic and vibration levels, as well as producing up to 50% more low speed torque than the 2.1 litre turbo diesel (XUD 11 BTE) it replaces. Even at 1500 rpm the new engine yields 230 Nm.
Furthermore, by its very design the HDi engine has the best thermodynamic efficiency. This also contributes to lower fuel consumption and a significant reduction in emissions.
This dramatic reduction of engine emissions is part of Peugeot’s broader environmental policy which includes initiatives such as the 65 million francs investment in setting up the world’s first carbon sink – a 10,000,000 tree plantation in Brazil’s Matto Grosso province, capable of absorbing 50,000 metric tons of carbon annually.
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