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TECHNOLOGY – PEUGEOT 908 HYBRID4


was not reliable enough, and we had some leaks,’ admitted Calippe. ‘When you have water leaks in batteries, it can be very dangerous. The battery is functional, but it becomes dangerous, so we moved to oil-cooled batteries using oil from a high voltage transformer. Then, if ever you have a small leak somewhere, it is not dangerous at all. That was a major change between generation two and three.’ However, fate dictated that the Le Mans test day would have been the only public outing for the 908 HYbrid4.


DEVELOPMENT CYCLE As the 2011 season progressed, so did testing on the hybrid system. The majority of the development concerned cooling, increasing the duty cycle of the system and optimising the system usage to improve lap time. ‘In the last months, 80 per cent of the team was working on the hybrid system. It was our main development for 2012,’ said Jansonnie. ‘Even though it was expensive and time consuming, it was worth it for the gain in performance. It was the promotion, but the technical side was good, too. We knew the cost of the system would be worth the expense.’


The team was confident


that, by the time Le Mans rolled around in June, it would have been competitive against the flywheel system in the Audi R18 Quattros, the lightweight design of the R18 ultras and the capacitors housed in the Toyota TS030. Given that Peugeot was consistently competitive throughout the five-year programme, the 908 HYbrid4s could well have added an extra spark to the 2012 event.


Sitting in the workshop, the 908 HYbrid4 featured the latest VGT development and quick-shift gear system TECH SPEC


Engine: HDi 90º V8 Location: Mid, longitudinally mounted Construction: aluminium block and head Displacement: 3.7 liter / 225.8 cu in Valvetrain: 4 valves / cylinder, DOHC Fuel feed: Direct Fuel Injection Aspiration: Turbo Power: 550 bhp / 410 KW BHP/Liter: 149 bhp / liter


Technical director Bruno Famin led the Peugeot endurance racing programme to two ILMC titles, at victory at the Le Mans 24 hours in 2009


Electric Engine: Electric Motor Location: Mid, longitudinally mounted Power: 160 bhp / 120 KW


The carbon tub was built by Capricorn to Peugeot’s specific design, and here housed the triangular battery


Body: carbon-fibre composite panels Chassis: carbon fibre monocoque with fully-stressed engine Suspension: double wishbone, push-rod actuated torsion bars and dampers Steering: rack-and-pinion, power assisted Brakes: carbon ceramic discs, all-round Gearbox: 6 speed Semi-Automatic Drive: Rear wheel drive Weight: 900kg / 1984.2 lbs Length / Width / Height: 4640 mm (182.7 in) / 2000 mm (78.7 in) / 1030 mm (40.6 in) Wheelbase: 2950 mm (116.1 in) Combined Power: 710 bhp / 530 KW


Peugeot’s hybrid system was considerably better packaged than in 2008, when an interim system was squeezed into the V12 powered 908 HDI FAP


July 2012 • www.racecar-engineering.com 63


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