Le Mans 2007- Photos of the 908 first run -

[Plex]

Exciting area in motorsports Peugeot has gotten back into Le Mans after deciding to leaving the WRC. The new weapon is a diesel V12 engine. This will be Peugeot attempts to challenged Audi R10 diesel engine which has already making marks in the Le Mans.

Le Mans 2007 will be Peugeot chance to show the world not only in WRC there are winners but also a chance to be winners in the Le Mans.

Engine specifications:

Configuration:Mid Engine/RWD
Engine:Turbodiesel V12
Displacement:5500 cc
Horsepower:700 bhp @ ---- rpm
Torque:886 lb-ft @ ---- rpmMax RPM:
Transmission:6-Speed Sequentia



Extract taken from Peugeot Sport France

PEUGEOT 908 HDi FAP Engine | Partners
On 14 June 2005, Peugeot announced its decision to accept a new technological challenge: to win one of the world�s most prestigious and demanding motor races, the Le Mans 24 Hours, with a car powered by an HDi diesel engine equipped with a diesel particulate filter system (DPFS).

This legendary race, which every year attracts more than 200,000 spectators, will provide Peugeot with an opportunity to express fully the values enshrined in its philosophy: excellence, demonstrated by the choice of endurance coupled with reliability, dynamism, emphasised by a team challenge based on performance, looks, illustrated by the car�s feline profile, and lastly innovation, expressed amongst other ways through the use of technology designed to protect the environment.


The car that will display the Peugeot colours in the Le Mans 24 Hours race and in the �Le Mans Series� in 2007 will be the Peugeot 908. The choice of number comes from, �90� designating an exceptional Peugeot model and 8 the next number in sequence after the 907 concept car.

The choice of body style is that of a closed car, in line with changes to the regulations announced by the Automobile Club de l�Ouest on 16 June 2006. Equally there was also a desire to keep a link with the two-times winner of the Le Mans 24 Hours in 1992 and 1993, the Peugeot 905.

While from a technical point of view this solution presents a number of drawbacks (weight, height of the centre of gravity, operational problems), the Peugeot Sport team felt that it also offers advantages, particularly in terms of chassis rigidity and aerodynamics.

The monocoque body:
The monocoque body is made of carbon and presents a truly closed structure, contrary to the 905, which was a �racing car� with a detachable tubular rollover bar. This type of structure offers strong natural rigidity (the �eggshell� effect) and allows the weight of the monocoque body to be optimised.

Body and aerodynamics:
Created from scratch at the beginning of 2006, Peugeot Sport�s aerodynamics department had the difficult task of designing in just a few weeks an exterior body that was both original and aerodynamically efficient.
Three months after the appointment of the aerodynamics project team leader, a model of the car was undergoing the first tests in the wind tunnel!
The car's profile results not only from the necessary compromise between aerodynamic efficiency and drag, but also the need to provide optimum airflow to the different radiators and intercoolers located within the generously dimensioned bodywork.

Suspension, steering, brakes:
Given the challenge of designing a complete car in record time and the particular constraints of the HDi DPFS engine, the Peugeot Sport team relied on proven solutions for the front and rear suspension design, the electric power steering and the brakes.

The gearbox:
This is positioned longitudinally and will allow the fitment of up to 6 gear ratios, the limit laid down by the regulations.
It has been designed to withstand the enormous torque of the engine, while ensuring optimum weight and size characteristics.
The gearbox is controlled electro-pneumatically.

The engine:
The chosen engine architecture is a 100� V12 with a capacity of 5.5 litres. This is the maximum capacity permitted by the regulations and was chosen due to its greater internal airflow at low engine speeds. It also gives potential future development opportunities to use different grade fuels.
The choice of a twelve cylinder engine helps keep the cylinder bore diameter very close to that of a production series engine. In doing so, Peugeot can call on its extensive knowledge of diesel combustion and also ensure the engine has a reasonable piston stroke. The V12 architecture, well known for its good balance, also reduces vibrations to a minimum.
The 100� V angle, like the V12 architecture, makes it possible to lower the height of the centre of gravity without affecting the engine�s torsional rigidity.
Two diesel particulate filters are located at the end of each exhaust system and guarantee �smoke-free� operation of the engine under all conditions.
The two exhaust systems are as short as possible. On each side a 6 into 1 exhaust manifold is connected to a Garrett turbocharger, then to a very compact diesel particulate filter before ending in a side exhaust pipe, located in front of the rear wheel.
The expected level of performance � a power of more than 515 kW (700 bhp) and a torque in excess of 1200 Nm, which is unprecedented for a diesel engine � is a direct results of Peugeot�s diesel engine expertise, combined with the mechanical specification of the V12 engine.

Electronics:
The 908 will benefit fully from Peugeot Sport�s considerable expertise and knowledge in electronics, acquired as a result of its extensive experience with WRC cars � which are generously equipped with electronic systems � and in particular with respect to their experience of electronically controlled differentials.
Peugeot Sport will also benefit from the experience of the main supplier Bosch, who will be supplying and developing the �car system� on the basis of specifications provided by Peugeot Sport.
A high level of performance is therefore expected in terms of �traction control�, a key function for controlling engine torque in a race track environment, whilst also ensuring optimum performance of the Michelin tyres.


TECHNICAL SPECIFICATION OF THE PEUGEOT 908:

Engine:
- Rear central longitudinal position
- All-aluminium with one-piece aluminium cylinder block.
- 12 cylinders, V angle 100�
- Capacity: 5.5 litre
- Common rail direct injection
- Engine management: Bosch MS17
- Power: 700 bhp
- Torque: 1200 Nm

Transmission :
- Gearbox: longitudinal with a maximum of 6 gear ratios.
- Electro-pneumatic gearbox control.
- Differential: self-locking
- Suspension, steering, brakes:
- Linked front and rear suspension
- Electric power steering
- Michelin tyres
- Wheels: BBS, magnesium
- Length: 4,650 mm
- Width: 2,000 mm
- Minimum weight: 925 kg
Peugeot�s main partners in the �Le Mans Series� Championship are: Total, Michelin, Bosch, Eurodatacar, and Xbox.

[chinee]

Man i gonna miss seeing peugeot kick a@! in rally...

[Plex]

actually they are in rally but it is not PSA..It is another team representing Peugeot..

http://www.bozian-racing.com/ze/f_enews.htm

i am glad there are in the Le Mans this is a prestiges sport. Show other car manufacturers what they can do (peugeot)..

[Plex]

adapted common-rail system from Bosch

Bosch Injection System for Diesel Racing Car Peugeot 908
� 2007 start planned for 24 hours at Le Mans
� Specially adapted common-rail system from Bosch
� Intensive joint development work leading up to racing activities in 2007

October 2, 2006 -- Bosch is developing a specially adapted common-rail injection system for the new high-performance long-distance racing car from Peugeot Sport. The Peugeot 908, equipped with cutting-edge diesel technology and presented at the "Mondial de l'Automobile" trade fair in Paris on September 28, 2006, is scheduled to start its racing career in 2007, and will also take part in the 24-hour race in Le Mans in June of that year. In series-production vehicles, the advantages of diesel technology � high performance combined with low fuel consumption � have won over a great number of drivers, especially in France. A strong two-thirds of all newly registered cars in France in 2005 were powered by diesel engines.

Source: http://www.autospectator.com/modules/news/index.php?storytopic=38

[Plex]

Peugeot diesel to take on Audi at Le Mans '07

Paris, France - Audi's R10 TDI diesel race cars, one of which won the Le Mans 24 Hours on Sunday, could have a diesel challenge from Peugeot for the 2007 event.

The engine, named for now as the V12 HDi DPFS diesel, will power a Peugeot 908 race car - at 5.5 litres the maximum allowed by the Le Mans regulations.

Peugeot is expecting to squeeze more than 515kW (700bhp) of power and 1200Nm of torque out of the unit, something the company says "is without precedent in a diesel engine and a direct result of Peugeot�s current level of knowhow in diesel technology".

The choice of a V12 helps keep the cylinder bore diameter very close to that of production series engines which means its developers can call on extensive data on diesel combustion obtained during the development of the current HDi diesel engines
Keeping the bore similar to that of production engines give developers lots of data
.
It also ensures the engine has a reasonable piston stroke.
Here's how Peugeot sees the engine's progression:

September 28, 2006: Presentation of a scale model at the Paris auto show.
September 30, 2006: Peugeot V12 HDi DPFS engine to be run on test bed.
December 2006: First drive of the car by test driver Eric H�lary (winner of the 1993 Le Mans 24 Hours in a Peugeot 905).

Source: http://www.motoring.co.za/index.php?fSectionId=768&fArticleId=3299357#related

[Plex]

Saulnier joins Peugeot

Serge Saulnier has confirmed that he will leave Swiss Spirit to be Team Manager at Peugeot for its Le Mans return next year, as predicted by Autosport.

The French manufacturer is building up to a busy period for the project, as it prepares to take on Audi's R10 with a diesel-powered car of its own, the 908.

A scale model of the car is scheduled to be unveiled at the Paris Motorshow on September 28, before the V12 HDi engine has its first run on a test bed two days later.

Swiss Spirit is set to announce a replacement soon, and intends to compete in the Le Mans Series again next year.

"My appointment at Peugeot Sport does not change anything for Swiss Spirit's 2007 programme," said Saulnier.

"The rest of the team will remain unchanged, and for the remainder of this year the team is focused on the last LMS race at Jarama where the objective is to secure second in the championship."

"The team will continue to develop its Courage-Judd LMP1 car, and I'm sure they will be a prominent force in the LMS and the Le Mans 24 hours - if they get an invitation."

Source: http://www.autosport.com/news/report.php/id/54464

[Plex]

Background information

Why will Peugeot be at Le Mans with a diesel engine?

The PSA Peugeot Citro�n group is today a world leader in diesel technology. � Common rail direct injection � HDi technology can be found on more than 60% of vehicles sold by the brand in Europe in 2005 and more than 70% in France. In 2000, Peugeot confirmed its commitment and strategic policy to reduce exhaust emissions, by fitting as standard equipment on the HDi engine in the 607 a diesel particulate filter system. In December 2005, Peugeot celebrated the production of the millionth vehicle fitted with a diesel particulate filter system.

Today, it is the production car which brings its HDi diesel particulate filter technology to the competition arena, in order to show its qualities in extreme conditions of endurance and performance, all the while respecting the environment.



The Peugeot HDi diesel DPFS:

The choice of engine architecture has been based on a 100� twelve-cylinder V design,
This is the maximum cylinder capacity that regulations allow and was chosen for it efficient operation at low speed. It also enables engine power to be limited in the first instance, but also enables further development.
The number of cylinders results, on the one hand, from the wish to keep bore diameter very close to that of a production series engine, in order to make best use of Peugeot's diesel combustion knowledge and, on the other hand, to limit the stroke to a reasonable value. The V12 architecture, well known for its good balance, also reduces vibration to a minimum.
The 100� V angle, of the V12 architecture, allows the height of the centre of gravity to be lowered without affecting the torsional rigidity of the engine.
Two diesel particulate filters are mounted at the end of each of the exhaust systems. Through technology which has come directly from production cars, they will provide a guaranteed control of exhaust emissions under all operating conditions.
The two diesel particulate filters fitted to the engine being presented, carry the numbers 1.195.520 and 1.195.521 which are the numeric production numbers of the filters in the overall production total of all filters since the introduction on to Peugeot vehicles. The level of performance expected - more than 515kW (700 bhp) of power and a torque output greater than 1.200 Nm - is without precedent in a diesel engine and is a direct result of Peugeot's current level of know-how in diesel technology, linked to the mechanical characteristics of the V12.
Bosch is one of Peugeot Sport's essential partners on this project, making an active contribution to the specification of the fuel injection components and to the engine management system.

Peugeot Sport's engine department:

With the arrival of this new challenge, Peugeot Sport was re-organised at the end of the 2005 World Rally Championship.
Claude Guillois, under the supervision of technical manager Bruno Famin, was named as manager of the engine department thanks to his experience of race engines, supercharged engines and knowledge of production engine design. The department is based at Peugeot Sport's V�lizy facility, which includes three engine test beds, including one for simulation.


HDi is the system of DIRECT injection of diesel oil developed by the PSA Peugeot Citro�n Group.
This system is based on heavy injection pressure, in the range of 1,600 to 2,000 bars. The injectors are fed diesel oil by a �shared ramp�, more commonly called a �common rail�.

The �hydraulic� operation is the same in racing as in mass-produced models.
The high-pressure pumps � there are 2 for the V12, one for each bank of cylinders � must be adjusted to the flow of diesel required to feed the motor.
The injectors are optimised in terms of shape and the direction of the diesel jets.

The competition motor requires adaptation of the �mechanical� aspects, particularly in seeking to reduce as much as possible the various components of the system (high-pressure pumps, common rails, injectors), while remaining capable of bearing the constraints of temperature and vibrations that are different from the mass-produced model.

Video: http://www.peugeot.com/sport/sport_auto/lemans/en/moteur_HDi.htm

[Plex]

The Particles Filter is a �cylinder� located in the exhaust line. Made up mainly of a bar of carborundum, it is highly porous, with a large number of tiny holes that trap the soot from the combustion.
To avoid the filter getting blocked up and to destroy the soot particles, the filter has to be periodically (every 80,000 km) �regenerated�, which means that with the help of an additive, the soot is burnt off inside the filter itself.

Given the high operating temperatures in competition, the filter has no need to be regenerated. That is the main difference between standard and racing models.

The two filters (one per exhaust line) must therefore be big enough to hold the soot for the entire 24 hours. Lastly, the FAP�s must also naturally be the most compact and lightest possible, to facilitate fitting into the car.

Video: http://www.peugeot.com/sport/sport_auto/lemans/en/moteur_fap.htm

[Plex]

Peugeot to reveal line-up next month

Peugeot will announce their driver line-up for the 24 Hours of Le Mans in mid January, as they gear up to take on arch rivals Audi.

Several leading French stars have been linked with a role at the French car manufacturer, but so far only Eric Helary has been confirmed as a test driver.

Among those rumoured to be in contention for race roles are Sebastien Bourdais, Stephane Sarrazin and Olivier Panis.

But Peugeot Sport boss Michel Barge, speaking at the Bologna Motorshow, said that an announcement about drivers was still one month away.

"We're going to Le Mans to win, and we are not afraid of the competition with Audi," he was quoted as saying by Gazzetta dello Sport.

"We are the top manufacturer of diesel engines in the world, and we count on confirming the reliability of our HDi engines.

"We'll enter two 908 HDi at Le Mans, but the names of the drivers will be officially announced only in mid January."

Former Grand Prix driver Jean Alesi has ruled himself out of the equation, after admitting at the Autosport Awards last weekend that he had little interest in competing in the endurance classic.

"Le Mans is too long," he said. "I am getting too old."

Source: http://www.autosport.com/news/report.php/id/55939

[chinee]

Rel love those Audi r8 cars, but i hope peugeot can whoops some a@!

[Plex]

Me to..

[Plex]

Peugeot on course with 908

Peugeot are expecting to have the first of their 2007 Le Mans challengers completed before the end of the year.

The French manufacturer's motorsport boss Michel Barge has said that work would begin on the car this month, and that the diesel engine has already been run on a dyno.

Autosprint quoted Barge as saying: "We are working full time and everything is more or less in line with our timetable.

"In the second week of December the building of the first car will begin, and it will be finished by the end of the year.

"The engine, by contrast, is already on the dyno and it has successfully passed the 24-hour test."

Peugeot will not take a car to the Sebring 12 hours in March, but Barge expects the team to use the gruelling circuit for some of their preparations for Le Mans.

"We will carry out some tests at Sebring, probably both before and after the race," he said.

"We need to get experience and we consider that track very suitable to our needs."

Barge added that a World Touring Car programme was unlikely in the near future with projects underway in sportscar racing and rallying already.


Source: http://www.autosport.com/news/report.php/id/56014

[Plex]

Rumour: Le Mans - The Peugeot Driver Lineup

Le Mans

With the first test of Peugeot�s 908 LMP1 coming up and the driver announcement being eagerly awaited by all, FeedMeSportscars will run down who is in and who is rumoured to be in.

The French

Stephane Sarrazin and Nic Minissian � Both all but officially confirmed for the full season. The rumours for those have been going round for ages and the lack of other contracts for those professional drivers suggests that this on the cards. Rumours too that these drivers will shake down the cars over the coming days.

Sebestian Bourdais � An F1 test and a Champ Car contract has had the Le Mans native busy of late. It is common knowledge that he wants Le Mans glory and is good enough to get it. There is a gap in the CCWS calendar to allow him to race for a Le Mans one off drive.

Eric Helery � Tester for the team so far, most likely will remain in that spot. Do not expect him to elevate to a full time drive though in 2007.

Seb Loeb � No. Will drive once again for Pescarolo at Le Mans. Has offered his services for free to the private outfit. Plus personal sponsorship with Sony Playstation clashes with Peugeot�s deal with Microsoft�s X-Box.

Jean Alesi � No. Has said it straight. Was always a long shot but appears to have no real want for Le Mans glory. Plus a strained relationship with Peugeot after racing F1 with Prost seems to mean any race deal would be a surprise.

Olivier Panis � Maybe. Raced with Peugeot in F1 and has just ended his testing arrangement with Toyota. A possibility but rumoured strongly to move to tin-tops. A deal would be nice and possible but maybe with Sarrazin, Minissian and Bourdais in the team, is there room for another French driver.

Christophe Bouchet � Maybe. A regular GT2 runner with a budget and talent. Although apparently not enough for Pescarolo earlier this year at Le Mans. Peugeot do not need his sponsor � Matmut as they already have money and like Panis, already have French drivers � but still in with a good shout.

International

Frank Biela, Emmanuel Capello and Marco Werner � All would be good for Peugeot as they are experienced and have diesel backgrounds with the Audi R10. News about Audi is still to come but it also has been rumoured that one of these drivers is to be shown the door from the team. We say, expect one of these guys for a full season.

Marc Gene and Guy Smith � Both have heavy rumours (Gene in national press, Smith on the internet) that they have deals to race at Le Mans. The thing is if Bourdais has a seat than only one of these guys can be there (as Peugeot will only be running 2 cars and will have 4 full time drivers, leaving 2 drivers needed). Smith has the better sportscars pedigree and his deal with Dyson will not cover Le Mans as Porsche does not seem to want to compete at Le Mans. It has been reported that Gene has permission from Ferrari to do this race while testing for the F1 team. Interesting. Expect one of these guys for Le Mans.

Pedro Lamy � The final driver for this list. A late rumour to unfold and also rumoured to be testing the car in a few days time. A quality driver and winner of the GT1 title in the LMS in 2006. We think this could happen � experience, talent and a relatively known name.

We know we have left out some big names like Boullion, Collard for example. These drivers could be in with a shout too�but who really knows at this stage. Keep visiting FeedMeSportscars to find out if our guesses are widely wrong or right on the money.

The FMSC Peugeot pick: Sarrazin, Minissian, Lamy, Werner as full time drivers with Bourdais and Gene being in for Le Mans�

Source: http://feedmesportscars.com/node/1638

[Plex]

The Peugeot Le Mans Press Conference...The Wait is Over!

In 2007 Peugeot will be returning to the world�s automotive racing circuits at the highest level, after retiring from the WRC at the end of 2005. Announced on 14th June 2005 Peugeot�s Le Mans programme only really started once the last WRC test trial finished, in November 2005. Since then the Peugeot Sport team has been reorganised to produce a mock-up of the V12 HDi FAP engine in June 2006, followed by a mock-up of the 908 at the Paris Motor Show last September, and today it unveils the 908, ready to start is first development tests. The main race this year will of course be the Le Mans 24 Hours, a race that Peugeot has twice already won in 1992 and 1993. 2007 will, however, be a breaking in period for everyone, men and cars, before claiming victory in this prestigious race in 2008. Peugeot will also be present in the LMS with, as at Le Mans, two cars in each of the 6 races.

Michael Barge, Director of Peugeot Sport, unveils the Marque�s sporting strategy

�2007 is a real �restart� for Peugeot Sport, conveyed by a new logo and by its new programmes that are based on two elements: the official programme based on endurance and the HDi FAP as well as sporting promotional programmes built around the Peugeot 207.

In little more than a year, we are putting the 908 on the track for the first time with a partly-renewed team in which we have searched for both the necessary skills and consistency to achieve our common goal. The team that we have formed is exceptionally effective, which has allowed us to show you today a completely new car, engine, gearbox and chassis. With this in mind, our 2007 objective is to progress and develop the 908 for all the different circuits in a manner that enables us to achieve a winning level of performance necessary for the 2008 season. But as for 2007 we are striving to present the best possible mix of track performance and endurance.

Two cars are already committed in each of the 6 LMS races as well as the Le Mans 24 Hours. A team of six drivers has been recruited by our Team Manager, Serve Saulnier: for four of the LMS races, the Frenchmen, Nicolas Manassian and St�phane Sarrazin, the Portuguese, Pedro Lamy and the Spaniard, Marc G�n�. S�bastien Bourdais and Jacques Villeneuve will help to strengthen the two driving teams for the Le Mans 24 Hours whilst Eric H�lary will be the test driver and the reserve.

The promotion of sporting products, which underlines the dynamic qualities and the technical elements which make up our production cars, is based around the Peugeot 207 with two new products fitted with the THP petrol engine. Both are destined for the race track and have already been unveiled, the 207 LW, the entry level competition car, which will be developed in France at the Peugeot Sport Meetings in the 207 Sprint Cup. Its winner will be presented with a Spider 207, the second car destined for the track. A European based formula; the Spider Cup will accompany the 908 in the various LMS races as well as 2 races in the French calendar. The winner will have the possibility of test driving the 908 for a day.

Finally for rallying, the 207 Super 2000 conforms to the new Super 2000 regulations. It will be used by our subsidiaries, importers and private customers in national and international championships, such as the intercontinental Rally Challenge and the Production WRC in 2007.

Justifiably strong in motor sport, Peugeot expresses via competitions its marque�s values, dynamism, value, innovation and style.

Peugeot Sport will rely on its close collaboration with its partner, Total, as well as its technical partners, Bosch, Michelin, Dow Automotive and Eurodatacar and X Box 360 for this programme.�

Questions/Answers from the Key Players of the 908 HDI FAP Project

5 Questions Bruno FAMIN: Technical Director

How long did you have to set up the 908 project?

In June 2005, Fr�d�ric Saint Geours announced Peugeot�s wish to return with a HDI FAP diesel engine. But in 2005 and up until the end of November, the whole of the Peugeot Sport team was still developing the 307 WRC in the World Rally Championship. On 1st October 2005 I arrived at Velizy and from a blank sheet of paper, today we present, one year and 3 months later, a complete car and its drivers. It�s an enormous feat to accomplish, especially as the project only really started on 1st January 2006 with the arrival of Paolo Catone, Claude Guillois and Guillaume Catelani.

What were the mains stages?

To the end of 2005 we concentrated on deciding upon the major technical issues and adapted how the technical team was made up for the new programme.

From there things moved at a faster pace with few delays. At the beginning of March we were fixed on the idea of a closed car and at the same time created the first single cylinder test engine. In April the 908 �mock-up� had its first trials in the wind tunnel. We had decided on the shape of the body by the end of July and in September started to assemble the first engine which was started for the first time, the following day, after the 908�s presentation at the Paris Motor Show. We received the body in the middle of December and as soon as we had it we started assembly to enable the first drive on 31st December. A real marathon!

Have the changes to the ACO regulations made you late?

No, not really, but it now means that we have to look at the performance /fuel consumption to be more in favour of fuel consumption.

It was a question of using a bio-fuel - where are you with this?

The tests that we carried out during the engine�s presentation at Le Mans last June were inconclusive. We have therefore come up with the idea of using a biofuel from 2007 developed by our petroleum partner but which conforms to the regulations; ACO is maintaining the principle of a single fuel for all competitors for 2007.

What is the programme for 908 in terms of testing and races?

Some fifteen races, of which 3 simulate the 24 Hours, are planned for 2007. We are counting on doing 20 to 30,000 kilometres of tests. We will be going to Sebring but not for the racing only for the test sessions. It will be too early to partake in a race. On the other hand, it is very interesting to see what the competition is like on such an important track (heat, traffic, rubber on the track....) We will take part in our first race during the LMS race at Monza on the 14th and 15th April, we will then go to Valencia on the 5th and 6th May. Most importantly, these two rounds will be major tests for the 908 in order to amass as much information as possible before Le Mans.

5 Questions to Serge SAULNIER: Team Manager

What are you looking for in your drivers?

We are not looking for a particular profile but rather drivers that have certain qualities. Speed of course, but also consistency. A driver who knows how to get the best from his vehicle in all conditions, especially changes in the track, whilst being able to master the traffic and, of course, someone who is in excellent physical condition. An interest in driving for Peugeot and the ability to rise to the challenge, were equally predominant factors. I initially looked at those from Formula 1 or the young ex F1 drivers.

Despite what you may think, there are not that many of them who have these qualities.

Do you have any limitations regarding nationality?

It�s obvious that a manufacturer such as Peugeot cannot have a wholly French team in such a large scale programme. Nevertheless I have received no particular guidelines. To start with I set my sights on a German and English driver. But a lot of them were signed up to drive for Formula 1.

How did you go about choosing the drivers?

We got together at Peugeot Sport on 4th September. We already had a few ideas and combined these with ideas from Jean-Pierre Nicolas and Michel Barge. The phone never stopped ringing. I was even contacted by GP Masters drivers who surprised me with their motivation and their young thinking. I was equally surprised by the young drivers. All these boys dream of only one thing, to try their luck in Formula 1. I understand them but isn�t it a great opportunity to became part of a manufacturing team at 20 - 25 years old? Michael Schumacher, Karl Wendlinger and Heinz Harold Frentzen have all taken this route. I think that endurance racing with a main stream manufacturer such as Peugeot is an excellent preparation for Formula 1. I therefore adopted a more classic plan with experienced drivers who have an average age of 30. All my choices were of course confirmed by Michel Barge, as well as Bruno Famin and Paolo Catone for the technical side. They too have their opinion on the question.

Jacques Villeneuve and Marc G�n� do not have endurance racing experience, why did you choose them?

Jacques is someone who has turned up and won every competition that he�s undertaken. I�m thinking particularly of the Champcar Indianapolis 500 Miles or the Formula 1 World Championship. I like his sporting spirit and knew that he�d dreamed of taking part in the Le Mans 24 Hours. When I contacted him, he convinced me, he could become the first driver in the world to win Formula 1, Champcar, Indianapolis and the Le Mans 24 Hours.

Marc G�n� has a key job with Ferrari. He is a brilliant stand in driver, who is very capable of replacing more senior Formula 1 drivers.

How will the teams be made up?

We�re not yet certain; we need to do a few test runs. Size is obviously an important factor but also affinity and the impression of the car. Nicolas, St�phane, Pedro and Marc will take part in the complete programme for 2007. S�bastien and Jacques will join them for the Le Mans 24 Hours. In the meantime, they will all clock up the miles. All six will systematically attend the 24 Hour simulations. At the same time Eric H�lary will be a great attribute in the car�s development and as a reserve driver.

3 Questions to Paolo CATONE: Head of the 908 Project

Was the first 908 assembled as planned?

Despite the lack of time that we had to create the 908, everything�s gone well, even better than I thought. Once the idea and the technical issues were confirmed, we launched the production designs of the different components. We encountered no large scale issues. Testing through out the project was completed successfully, which in turn allowed for a smooth manufacturing process. The best example is still the integration of the group designed body and engine unit which encountered no issues.

Why the delay in the planned schedule?

The initial objective, as mentioned at the end of 2005, was to carry out an initial drive before the end of 2006, that objective was reached.... we can�t therefore talk about a delay.

On the other hand, at the beginning of 2006, we tried to gain a month on that objective but, during the summer, we decided to take more time to guarantee the soundness of our technical definitions, especially the chassis and the bodywork, in order to ensure that the assembly went as smoothly as possible.

How many 908�s will be manufactured?

At present three. Two will be used for the LMS and the Le Mans 24 Hours races, the third will be used for development trials. The exact number will be in relation to the technical programme as defined by Bruno Famin. Whatever happens, since the beginning of this project, the decisions made are agreed by everyone involved.

3 Questions to Guillaume CATTELANI: Aerodynamics Manager

What has changed between the mock-up presented at the Paris Motor Show last September and today?

We have rediscovered the original concept of a closed car that we know, but with the emphasis placed on the importance of cooling - required by the diesel engine - through the use of larger bodywork panelling. However, everything changed following the first wind tunnel tests and in order to conform to ACO regulations: doors, wings, air intake etc.

Will there be any more changes to the 908?

Of course! We now need to drive and accumulate the mileage. We are carrying out wind tunnel tests at the same time as the test drives. It�s true to say that with the current technical means, it�s possible to quickly obtain a satisfactory level of support to maximise the initial drives. But that�s not all, we also have to find a level of quality and it�s only through many test drives in the wind tunnel and outside that we can do so. Our main priority is to give the drivers a car which is capable of being driven in the LMS, more than just the Le Mans 24 Hours in order to allow them to get used to this new car. We will then refine things as we clock up the mileage. Between today and Le Mans there will be more changes.

How many hours has the 908 spent in the wind tunnel?

We have created an aerodynamic test model for the wind-tunnel wholly by ourselves. To be frank, I�ve never seen a model of this quality produced in such a short time. There are some real �stars� in the plastics� department at Peugeot Sport. We�ve used the most modern manufacturing techniques in order to transform the test model into a huge puzzle where each piece can be easily changed. As a result we are able to maximise the time spent in the wind tunnel. We started on the 18th April last year for the first time. Today we have carried out around 500 development hours in the wind tunnel.

3 Questions to Claude GUILLOIS: Engine Manager

What�s been happening since the 15 June, when the V12 HDi FAP was presented at Le Mans?

We have finished our detailed study of the engine to enable us to launch the manufacture of all the parts and to assemble all the components. Each component has undergone miniscule and rigorous metrological tests etc. The V12 HDi FAP engine uses complex components which need extremely rigorous controls. Certain sub assemblies such as the oil pumps and the water pumps, have undergone further bench tests before being fitted on the first engine; assembly began in the second week of September, and lasted for around three weeks. During the first fitting a certain amount of checks must be carried out, measurements, carrying out of certain adjustments, or minor modifications and adaptations, taking of photos and accurately understanding the assembly process to ensure easy mounting of other sub assemblies. As stated in the planning at the beginning of the project, and despite a particularly tight deadline, the V12 HDi FAP was installed onto the test bed at the end of September and started for the first time at V�lizy during the night of the 29th and 30th September at 2.30am.

Have you reached the objective of 700 bhp and 1200 Nm?

That is what we hope, firstly through the different calculations and simulations, and then in relation to all the preparatory trials carried out on the single cylinder engine. A large number of theories were confirmed but some aspects such as those linked to the actual structural design of a 12 cylinder engine in particular were difficult to check before the first test. But we have reached a performance level in accordance with the specifications. And today the first V12 HDi FAP prototypes have accumulated 180 hours of testing. There remains however a lot that still has to be confirmed and tested, especially in terms of reliability, driveability and fuel consumption. We will and must change in relation to the results obtained from tests and races.

Why are you carrying out tests on a single cylinder engine?

This enables us to fine tune the combustion and the initial injection before the first multi-cylinder engine was manufactured. We are also able to explore lots of possibilities in a short space of time, validate certain principles, optimise construction parameters and even anticipate certain regulations.

Also, thanks to this engine, which may be described as a scale model, but a functioning scale model, we are able to significantly reduce the time to fine tune and help reduce costs, whilst at the same time reducing the inherent risks associated with this type of engine.

3 Questions to Jean-Marc SCHMIT: Chassis and Systems Manager

Are there electronic similarities between the 905 and the 908?

At team level there�s always the same difficulties, the same issues. On the other hand electronically and systems wise great strides have been made. It�s as if you compare a 386 PC with a Dual Core! However, in the main, it�s not that different from a WRC, even if there are fewer electronics on the 908. Since September 2006, that�s all I�ve been doing and thinking of, even during my free time. Nothing must be left to chance in as much as I haven�t mastered certain aspects such as the diesel and I hate not understanding, not knowing the basics. Taking into account the tight schedule I had to learn very quickly and familiarise myself with our new electronics partner, Bosch. It�s not easy to configure the tools and know how to make best use of them. But the PSA Group is a worldwide leader in diesel engines. You only have to pick up the phone to obtain a solution!

In some ways you�re creating the 908�s brains?

There are loads of sub assemblies in a car that we call systems, and they have to be put into place, radio, data acquisitions, driving aids, engine management etc..... But equally we have to ensure that all the car�s systems talk and interact together. Thus the harness has more than 5,000 connection points. For example, to display information about the gearbox or the temperature on the steering wheel may seem minor, but it is in fact highly complex in as much as safety strategies have to be taken into account. You need to think about everything.

How many people work with you?

Between the research offices, calculation offices, electronics and systems, we�re running at just over 30 people. The majority of human resources were already in place at Peugeot Sport, but we also had to call on external resources, especially for the research department, in order to be able to make the project work. The PC is everyone�s toolbox. Me, I prefer to have my hands inside.

3 Questions for Patrice LACOUR: Workshop Manager

How many people are involved with the 908 in the workshops?

We run two programmes simultaneously: 908 and 207 Super 2000. Lots of people work on both projects at the same time. Nevertheless out of 50 people who work in the workshops, including the labs, the plastic department, the machine shop, the warehouse, the mechanics, bodywork etc... 90% work on the 908 programme today.

Have you renewed any staff for this new programme?

Following guidelines, the staff level has reduced by 30%. However, those people working for WRC have all the necessary qualities to enable them to work on the 908 programme. What�s more we wanted everyone to be multi-tasking in a job and not confined to one job, as they are in WRC. This is a necessity, taking into account the reduction in staff numbers. Timing is tight but the infatuation and the motivation are such that no-one is watching the clock.

How will your staff be made up for the test season?

For each 908 there will be a team of 3 people, a car manager and 2 mechanics. Of course back at base they will be supported by 2 people from the labs (gearbox and SSB (suspension, steering, brakes)), a systems person, an engine engineer accompanied by a mechanic, a chassis engineer, a body panel specialist and 6 or 7people who will deal with material management.

Source: http://feedmesportscars.com/node/1665

[Plex]

Peugeot have confirmed their 2007 driver line-up for Le Mans this morning at a launch just outside of Paris.

The French squad announced their driver pairings for their campaign in the Le Mans Series, and also confirmed the addition of Jacques Villeneuve and Sebastien Bourdais for the Le Mans 24 Hours.

Bourdais will complete an all-French line-up alongside the LMS pairing of Stephane Sarrazin and Nicolas Minassian, while Villeneuve will team up with former F1 racers Pedro Lamy and Marc Gene.

The new 908 car, which tested for three days at Paul Ricard last week, also completed a few laps around a small circuit just outside of Paris this morning.


Source: http://www.autosport.com/news/report.php/id/56185