L & # 39; ARGUS. What does the PSA Group Roadmap look like until 2025?
Alain Raposo, The automotive industry is experiencing the most complicated and varied time of its history with various technologies (gasoline, diesel, hybrid, electric …). We look at them, but we have to make economic decisions. On the other hand Nobody knows what the market will look like because it depends on political decisionsand the latter differ from country to country or even from city to city. The future emission standards Euro 7 in 2023 and Euro 8 in 2025 as well as the CO2 reduction targets (37.5% between 2021 and 2030) and the fines from 2021 onwards also make the situation more complex. 2025 will be a key date as the brand DS will switch 100% in electrification (hybrid and / or electric models).
1 / The diesel
Some manufacturers have come out of the diesel and others have programmed their stop. What is the position of the PSA?
The PSA has not made a final decision. The Justice of Peace will be the Euro 7 pollution standard in 2023, Technically, we know how to produce a diesel whose emission level is identical to that of a gasoline. But the additional costs and the decline in sales play a role. In city cars it is dead. On the compact plane the uncertainty. For large vehicles with average mileage, the plug-in hybrid (Ed .: Starting in 2019 on the DS7 Crossback and Peugeot 508 and 3008) is good compared to diesel in cost per consumption.
Why can the Euro 7 standard be lethal for diesel?
The key point is the reduction of NOx emissions to around 35 mg / km and the fact that Real Drive Emission (RDE) must be met under all operating conditions. This increases the complexity of gas aftertreatment (SCR double catalysis, addition of NOx traps and higher injection pressure) and significant additional costs. The future of diesel depends on the latter and political decisions (ban in cities, stricter standards …).
"By 2025, the diesel share in the passenger car market will be almost 0%."
Do we have to understand that you will reduce the diesel range?
If current trends are confirmed, From 2023 we are moving towards a single engine, The durability of diesel fuel is ensured by commercial vehicles, unless they are banned in cities, and by high-end vehicles. Although we have a stronger 1.5 BlueHDi in the boxes (Editor's note: 150 hp), only the BlueHDi 2.0 helps to offset the additional costs of the technologies.
2 / gasoline engines
Can they compete with diesel on the consumer side?
In terms of yield Future engines will approach the diesel (40% efficiency) thanks to numerous developments (increasing the injection pressure, generalization of the variable geometry turbocharger …). Consumption will decrease with the transition to low pressure EGR thanks to the increase in EGR gas recirculation (from 10 to 20 or 30%). On the other hand, the energy gap of 10% to gasoline is unchanging.
They also announced a mild hybrid essence for 2022.
With the decline in diesel sales and the predicted volumes of electric and hybrid vehicles, we will not be able to meet future CO2 targets without this technology. At the end of September, the PSA group merged with Punch Powertrain, which will provide a 7-speed dual-clutch transmission from 2022, with the electric motor (rated at 15 to 20 kW) driving the secondary shaft. In conjunction with 1.2 Puretech, this light hybridization technology (MHEV) enables a 15% reduction in consumption. Very quickly, the MHEV will have advantages close to the current hybrids.
What about cylinder decoupling and variable compression?
Both technologies are on the table for the term 2023. The first offers an increase of 2% in consumption, the second by 5%, but costs slightly more than twice as the low engine has to be redrawn. The engine design with variable compression ratio is complete (Note: with a PureTech 1.2 engine). From now on, the management must make the decision according to a ratio of industrial costs and consumption.