Peugeot

CMP platform. 1.2L PureTech 75hp base. 1.2L PureTech Turbo 100hp. 1.2L PureTech Turbo 130hp. 1.5L BlueHDi diesel 100hp. e-208 electric 136hp. 50kWh battery pack. 225 miles WLTP range. 100kW DC charging. 6-speed manual. 8-speed automatic. FWD only. 4055mm length. 2540mm wheelbase. 1155kg curb weight. 3D i-Cockpit. 10in digital cluster. Active trim. Allure trim. GT Line trim. GT performance trim.

EMP2 platform. 1.2L PureTech Turbo 110hp. 1.2L PureTech Turbo 130hp. 1.5L BlueHDi diesel 130hp. PHEV 180hp combined. PHEV 225hp combined. 12.4kWh battery. 37 miles electric range. 8-speed automatic. FWD only. 4367mm hatchback length. 4636mm SW wagon. 2675mm wheelbase. 1395kg curb weight. New Peugeot i-Cockpit. 10in HD touchscreen. Compact steering wheel. Head-up display. Active trim. Allure trim. GT trim. First Edition.

EMP2 platform. 1.2L PureTech Turbo 130hp. 1.6L PureTech Turbo 180hp. 1.5L BlueHDi diesel 130hp. 2.0L BlueHDi diesel 180hp. Hybrid 225hp combined. Hybrid4 300hp AWD. 13.2kWh battery PHEV. 8-speed automatic. FWD standard. AWD Hybrid4. 4447mm length. 2675mm wheelbase. 1535kg curb weight. i-Cockpit innovation. 12.3in digital cluster. Small diameter steering wheel. Elevated touchscreen. Active trim. Allure trim. GT Line trim. GT trim.

EMP2 platform. 1.2L PureTech Turbo 130hp. 1.6L PureTech Turbo 180hp. 1.5L BlueHDi diesel 130hp. 2.0L BlueHDi diesel 180hp. 8-speed automatic. FWD only. 4641mm length. 2840mm wheelbase. 1565kg curb weight. Seven-seat standard. Three individual rear seats. Flat-folding third row. i-Cockpit interior. 12.3in digital cluster. 8in touchscreen. Panoramic roof. Active trim. Allure trim. GT Line trim. GT premium trim.

EMP2 platform. 1.6L PureTech Turbo 180hp. 1.6L PureTech Turbo 225hp. 1.5L BlueHDi diesel 130hp. 2.0L BlueHDi diesel 160hp. PHEV 225hp combined. PHEV 360hp PSE performance. 11.8kWh battery PHEV. 8-speed automatic. FWD standard. AWD PSE. 4750mm fastback length. 4778mm SW wagon. 2793mm wheelbase. 1560kg curb weight. Frameless doors. i-Cockpit. Night Vision. Focal audio. Active trim. Allure trim. GT trim. PSE performance flagship.

CMP platform. 1.2L PureTech 100hp. 1.2L PureTech Turbo 130hp. 1.5L BlueHDi diesel 110hp. e-2008 electric 136hp. 50kWh battery pack. 214 miles WLTP range. 100kW DC charging. 6-speed manual. 8-speed automatic. FWD only. 4300mm length. 2605mm wheelbase. 1285kg curb weight. Raised ride height. 3D i-Cockpit. 10in digital cluster. Active trim. Allure trim. GT Line trim. GT premium trim.

Peugeot Sport Engineered. 508 PSE flagship 360hp. AWD plug-in hybrid. Front electric motor 110hp. Rear electric motor 113hp. 1.6L PureTech Turbo 200hp. Combined system 360hp. 520Nm torque. 0-100 km/h 5.2 seconds. Sport chassis tuning. Lowered suspension. Koni dampers. Larger brakes. 20in wheels. Unique body styling. Kryptonite green accents. Performance interior. Alcantara trim. Racing heritage. Le Mans connection.

1.0L VTi 68hp. 1.2L VTi 82hp. 5-speed manual. 5-speed automated manual. FWD only. 3475mm length. 2340mm wheelbase. 865kg curb weight. City car segment. Three-door hatchback. Five-door hatchback. Top! convertible version. Toyota Aygo/Citroën C1 triplet. 7in touchscreen. MirrorLink smartphone. Customization options. Colour packs. Low emissions. Low fuel consumption. Urban fashion focus. Youth market targeting. Practical city transport.

1.2L VTi 72hp. 1.6L VTi 115hp. 1.6L HDi 92hp diesel. 5-speed manual. 6-speed automatic. FWD only. 4442mm length. 2652mm wheelbase. 1105kg curb weight. Subcompact sedan. Boot capacity 506L. Emerging markets focus. Turkey manufacturing. Latin America sales. Africa sales. Eastern Europe sales. Basic instrumentation. Air conditioning. Central locking. Affordable transportation. PSA PF1 platform. Low-cost engineering. High parts commonality.

EMP2 platform. 1.2L PureTech 130hp. PHEV 180hp combined. PHEV 225hp combined. 8-speed automatic. FWD only. 4687mm length. 2787mm wheelbase. 1609kg curb weight. Fastback crossover. Coupe-SUV styling. 200mm ground clearance. 19in wheels. i-Cockpit interior. 10in touchscreen. Digital instruments. Allure trim. GT trim. Unique body style. Segment innovation. French design statement.

CMP platform. 1.2L PureTech 110hp. 1.5L BlueHDi 100hp. 1.5L BlueHDi 130hp. e-Partner electric 136hp. 50kWh battery. 6-speed manual. 8-speed automatic. FWD only. 4403mm standard. 4753mm long. 2785mm wheelbase. 1400kg payload. Panel van. Passenger Tepee. Crew van. Sliding side doors. 3.8m³ load volume. 4.4m³ long version. 1000kg payload. Towing capacity. Professional use. Family MPV option.

EMP2 platform. 1.5L BlueHDi 120hp. 2.0L BlueHDi 150hp. 2.0L BlueHDi 180hp. e-Expert electric 136hp. 50kWh battery. 6-speed manual. 8-speed automatic. FWD only. 4609mm standard. 4959mm long. 5309mm extra long. 3275mm wheelbase. Panel van. Combi passenger. Shuttle people carrier. 5.3m³ load volume. 6.1m³ long version. 1400kg payload. Grip Control traction. Modular seating. Professional series. Standard equipment.

2.2L BlueHDi 120hp. 2.2L BlueHDi 140hp. 2.2L BlueHDi 165hp. 3.0L BlueHDi 180hp. 6-speed manual. FWD only. 4963mm to 6834mm lengths. 3000mm to 4035mm wheelbases. 2000kg to 4500kg GVW. Panel van. Chassis cab. Crew cab. Platform cab. 8m³ to 17m³ volume. 1400kg to 2100kg payload. Heavy-duty suspension. Traction control. ABS standard. Airbag optional. Professional LCV. Construction use. Logistics fleets.

EMP2 platform. 1.2L PureTech 110hp. 1.5L BlueHDi 100hp. 1.5L BlueHDi 130hp. 6-speed manual. 8-speed automatic. FWD only. 4403mm standard. 4753mm long. 2785mm wheelbase. 1400kg curb weight. Leisure activity vehicle. SUV styling cues. 597L boot standard. 3000L seats folded. Sliding rear doors. Roof rails. All-Terrain version. Raised suspension. Black wheel arches. Modular interior. Family adventure focus.

EMP2 platform. 1.5L BlueHDi 120hp. 2.0L BlueHDi 150hp. 2.0L BlueHDi 180hp. 6-speed manual. 8-speed automatic. FWD only. 4609mm standard. 4959mm long. 5309mm extra long. 3275mm wheelbase. 5 to 9 seats. Business shuttle. Family MPV. Premium finish. i-Cockpit available. 8in touchscreen. Panoramic roof. Rear camera. Park assist. Luxury seating. Executive travel. Hotel transport.

The rugged indirect-injection diesel that powered the Peugeot 504 and established Peugeot's reputation for diesel excellence. This 1,871cc SOHC inline-four featured a cast-iron block with aluminum head and indirect injection with pre-combustion chambers. The valve train used timing gear-driven single overhead camshaft with rocker arms, while the crankshaft was a forged unit running in five main bearings. The intake system used natural aspiration with mechanical injection pump, while the exhaust featured a cast-iron manifold. With 23.0:1 compression and a 4,800 RPM redline, it produced 60 hp at 4,500 RPM and 85 lb-ft at 2,500 RPM. The cooling system used a belt-driven water pump with thermostatic control, while the oiling system employed a gear-type pump with full-flow filtration. This engine's legendary durability, simple mechanical design, and ability to run on low-quality diesel made it the powerplant of choice across Africa and developing markets.

The sophisticated gasoline engine that powered the Peugeot 405 Mi16 and represented Peugeot's performance ambitions. This 1,998cc SOHC inline-four featured an aluminum block with aluminum head and four valves per cylinder. The valve train used timing belt-driven single overhead camshaft operating four valves via rocker arms, while the crankshaft was a forged unit running in five main bearings. The intake system used multi-point fuel injection with variable-length intake manifold, while the exhaust featured a tubular header. With 10.4:1 compression and a 6,800 RPM redline, it produced 158 hp at 6,500 RPM and 133 lb-ft at 5,000 RPM. The cooling system used a front-mounted radiator with electric fan, while the oiling system employed a gear-type pump. This engine's combination of four-valve technology, high-RPM capability, and sophisticated fuel injection made the 405 Mi16 a giant-killer in touring car racing.

The turbocharged diesel that powered the Peugeot 405 and 605 models and demonstrated Peugeot's diesel leadership. This 2,088cc SOHC inline-four featured a cast-iron block with aluminum head and indirect injection with swirl chambers. The valve train used timing belt-driven single overhead camshaft with rocker arms, while the crankshaft was a forged unit running in five main bearings. The intake system used a Garrett T2 turbocharger with wastegate, while the exhaust featured a cast-iron manifold feeding the turbo. With 21.8:1 compression and a 4,600 RPM redline, it produced 109 hp at 4,300 RPM and 173 lb-ft at 2,000 RPM. The cooling system used an upgraded radiator with oil cooler for the turbocharger, while the oiling system employed a high-capacity gear pump. This engine's combination of turbocharged performance and diesel efficiency made it one of the most advanced diesel powertrains of its era.

The modern twin-cam sixteen-valve four that became Peugeot's gasoline workhorse throughout the 2000s. This 1,997cc DOHC inline-four featured an aluminum block with aluminum head and four valves per cylinder. The valve train used timing belt-driven dual overhead camshafts with hydraulic lash adjusters, while the crankshaft was a forged unit running in five main bearings. The intake system used variable-length intake manifold with electronic throttle control, while the exhaust featured a tubular header. With 11.0:1 compression and a 6,500 RPM redline, it produced 138 hp at 6,000 RPM and 147 lb-ft at 4,000 RPM. The cooling system used a front-mounted radiator with electric fan, while the oiling system employed a variable-displacement vane pump. This engine's combination of modern twin-cam design, refined power delivery, and good efficiency made it ideal for everything from compact cars to executive sedans.

The revolutionary common-rail diesel that established Peugeot as a leader in modern diesel technology. This 1,997cc DOHC inline-four featured an aluminum block with cast-iron liners and common-rail direct injection. The valve train used timing belt-driven dual overhead camshafts with four valves per cylinder, while the crankshaft was a forged unit running in five main bearings. The intake system used a variable-geometry turbocharger with intercooler, while the exhaust featured a diesel particulate filter. With 18.0:1 compression and a 4,500 RPM redline, it produced 136 hp at 4,000 RPM and 240 lb-ft at 1,750 RPM. The cooling system used a dual-circuit design with separate cooling for EGR and charge air, while the oiling system employed a variable-displacement vane pump. This engine's combination of common-rail precision, variable-geometry turbocharging, and modern emissions control set new standards for diesel refinement and efficiency.

The sophisticated turbocharged four developed with BMW that powers the Peugeot 208 GTi and RCZ. This 1,598cc DOHC inline-four featured an aluminum block with aluminum head and twin-scroll turbocharger. The valve train used timing chain-driven dual overhead camshafts with variable valve timing, while the crankshaft was a forged unit running in five main bearings. The intake system used a twin-scroll turbocharger with air-to-air intercooler, while the exhaust featured an integrated manifold. With 10.5:1 compression and a 6,500 RPM redline, it produced 156 hp at 6,000 RPM and 177 lb-ft at 1,700-4,500 RPM. The cooling system used a dual-circuit design with separate cooling for cylinder head and turbocharger, while the oiling system employed a variable-displacement vane pump. This engine's combination of BMW engineering and Peugeot tuning created one of the most charismatic hot hatches of its generation.

The high-output turbocharged four that powers the Peugeot RCZ R and represents the ultimate evolution of the Prince engine. This 1,598cc DOHC inline-four featured the same basic architecture as the standard EP6 but with significant performance enhancements. The valve train used reinforced valve springs and revised camshafts, while the crankshaft was a balanced forged unit. The intake system used a larger twin-scroll turbocharger with improved intercooling, while the exhaust featured a low-restriction system. With 9.5:1 compression and a 6,800 RPM redline, it produced 266 hp at 6,000 RPM and 243 lb-ft at 1,900-5,500 RPM. The cooling system used upgraded radiators with additional oil cooler, while the oiling system employed a high-flow variable-displacement vane pump. This engine's increased boost pressure and optimized thermal management created the most powerful production Peugeot ever built at its launch.

The award-winning turbocharged three-cylinder that powers current Peugeot models and represents the PureTech family. This 1,199cc DOHC inline-three features an all-aluminum block with aluminum head and turbocharger. The valve train uses timing belt-driven dual overhead camshafts with variable valve timing, while the crankshaft is a forged unit running in four main bearings with a balancer shaft. The intake system uses a single-scroll turbocharger with air-to-air intercooler, while the exhaust features an integrated manifold. With 10.5:1 compression and a 6,000 RPM redline, it produces 110 hp at 5,500 RPM and 151 lb-ft at 1,750 RPM. The cooling system uses a dual-circuit design with separate cooling for cylinder head and turbocharger, while the oiling system employs a variable-displacement vane pump. This engine's combination of three-cylinder character, modern turbocharging, and excellent efficiency has won multiple International Engine of the Year awards.

The higher-output version of the PureTech three-cylinder that powers more performance-oriented Peugeot models. This 1,199cc DOHC inline-three features the same basic architecture as the EB2 but with increased boost pressure and revised calibration. The valve train uses timing belt-driven dual overhead camshafts with variable valve timing, while the crankshaft is a forged unit running in four main bearings. The intake system uses the same turbocharger but with higher boost pressure, while the exhaust features the same integrated manifold. With 10.5:1 compression and a 6,000 RPM redline, it produces 130 hp at 5,500 RPM and 170 lb-ft at 1,750 RPM. The cooling system uses the same dual-circuit design but with improved heat rejection, while the oiling system employs the same variable-displacement vane pump. This engine's increased power output provides better performance while maintaining the efficiency advantages of the three-cylinder design.

The modern diesel that powers current Peugeot models with focus on emissions and efficiency. This 1,499cc DOHC inline-four features an aluminum block with cast-iron liners and common-rail direct injection operating at 2,000 bar. The valve train uses timing belt-driven dual overhead camshafts with four valves per cylinder, while the crankshaft is a forged unit running in five main bearings. The intake system uses a variable-geometry turbocharger with intercooler, while the exhaust features a diesel particulate filter and selective catalytic reduction. With 16.5:1 compression and a 4,500 RPM redline, it produces 130 hp at 3,750 RPM and 221 lb-ft at 1,750 RPM. The cooling system uses a dual-circuit design with separate cooling for EGR and charge air, while the oiling system employs a variable-displacement vane pump. This engine meets the latest Euro 6 emissions standards while maintaining diesel efficiency advantages.

The plug-in hybrid system that powers the Peugeot 3008 and 508 Hybrid models. This system combines the 1.6L PureTech gasoline engine with an 80 kW electric motor integrated into the 8-speed automatic transmission. The combustion engine produces 180 hp, while the electric motor adds 80 kW for combined system output of 225 hp. The 13.2 kWh lithium-ion battery pack provides up to 36 miles of electric-only range. The all-wheel-drive version adds a second 80 kW electric motor on the rear axle, creating through-the-road all-wheel drive. The thermal management system coordinates between engine cooling, battery temperature, and power electronics, while the regenerative braking system can recover up to 0.3G of deceleration energy. This system provides Peugeot's characteristic driving dynamics with electric efficiency.

The sophisticated V6 that powered the Peugeot 406 Coupe and 607 flagships with focus on refinement. This 2,946cc 60° V6 featured an aluminum block with aluminum heads and dual overhead camshafts per bank. The valve train used timing chain-driven camshafts with variable valve timing, while the crankshaft was a forged unit running in four main bearings. The intake system used variable-length intake manifold with electronic throttle control, while the exhaust featured equal-length headers. With 10.9:1 compression and a 6,500 RPM redline, it produced 211 hp at 6,000 RPM and 213 lb-ft at 3,750 RPM. The cooling system used a dual-pass radiator with electric fans, while the oiling system employed a variable-displacement vane pump. This engine's smooth operation and refined power delivery made it the perfect powerplant for Peugeot's luxury and grand touring models.

The all-electric powertrain that powers the Peugeot e-208 and represents the brand's electric future. This system features a permanent magnet synchronous motor producing 136 hp, powered by a 50 kWh lithium-ion battery pack. The motor uses conventional winding technology with air cooling, while the power electronics employ silicon IGBT technology. The battery management system features active thermal management with liquid cooling, while the charging system supports DC fast charging up to 100 kW. With 0-62 mph acceleration in 8.1 seconds and range of 217 miles (WLTP), this powertrain provides practical electric mobility for European markets. The system represents Peugeot's transition to electrification while maintaining the brand's characteristic driving dynamics and style.

The legendary racing V10 that powered the Peugeot 905 to victory at the 1992 and 1993 24 Hours of Le Mans. This 3,499cc 80° V10 featured an aluminum block with aluminum heads and pneumatic valve springs. The valve train used gear-driven dual overhead camshafts per bank, while the crankshaft was a forged unit running in five main bearings. The intake system used individual throttle bodies with optimized trumpet lengths, while the exhaust featured equal-length titanium headers. With 13.0:1 compression and a 12,500 RPM redline, it produced 640 hp at 11,500 RPM and 295 lb-ft at 9,000 RPM. The cooling system used advanced carbon-composite radiators with high-flow pumps, while the oiling system employed a full dry-sump design. This engine's incredible power density, reliability, and high-RPM capability demonstrated Peugeot's engineering capabilities at the highest level of motorsport.

The legendary cable-operated manual transmission that became the backbone of Peugeot's front-wheel-drive lineup for nearly two decades. Used in everything from basic 205 models to the iconic 205 GTI and 306 GTI-6, the BE3 featured single-cone synchronizers on all forward gears with a direct, mechanical shift feel. The aluminum case was designed for excellent weight distribution and featured integrated mounting points that contributed to precise shift quality. In high-performance applications like the 205 GTI 1.9 and 306 GTI-6, the BE3 received reinforced internals including shot-peened gears and stronger differential components. The shift mechanism evolved from rod linkage in early models to cable operation in later versions, improving precision while reducing vibration transmission. The transmission was renowned for its durability and shift quality, with many units exceeding 300,000 kilometers with basic maintenance. The BE3's design was so successful that it formed the basis for the BE4 used in later 206 and 307 models.

Peugeot's first modern electronically-controlled automatic with sequential manual mode, developed in partnership with ZF. This five-speed automatic used a Lepelletier planetary gearset with five multiple-disc clutches and two one-way clutches in a compact transverse package. The electronic control system featured adaptive programming that learned driving style and adjusted shift patterns accordingly, while the Tiptronic function allowed manual gear selection via the gear lever. The torque converter incorporated a computer-controlled lockup clutch that could operate in all forward gears, improving efficiency. Gear ratios were carefully selected (2.84:1, 1.91:1, 1.39:1, 1.00:1, 0.74:1) to provide both strong acceleration and relaxed highway cruising. The transmission fluid was cooled through a dedicated heat exchanger in the radiator, with some V6 applications receiving auxiliary coolers. The ML-5C was notably smoother and more refined than the AL4 it replaced, and proved reliable when serviced regularly with the specific JWS 3309 fluid.

The evolution of the BE3/BE4 series, featuring improved synchronizers and reduced shift effort. This cable-shifted transmission used triple-cone synchronizers on second gear and double-cone on third in performance applications, with carbon-lined brass synchronizers on all forward gears. The shift mechanism employed PTFE-lined cables that reduced friction and provided more precise gate selection than earlier designs. The aluminum case was redesigned with additional ribbing to reduce noise transmission to the cabin, while the differential used stronger 28-spline output shafts in high-torque applications. Gear ratios were optimized for both fuel economy and driveability, with a taller fifth gear (typically 0.77:1) that significantly reduced engine RPM at highway speeds. The clutch system used hydraulic actuation that eliminated the need for periodic adjustment. This transmission proved particularly durable in taxi and ride-hailing applications, where stop-start driving typically wears out synchronizers quickly. The MA-5 represents the pinnacle of Peugeot's conventional manual transmission development before the widespread adoption of six-speed units.

The electronically-controlled four-speed automatic that brought modern electronic shifting to mainstream Peugeot models, though it became notorious for reliability issues. This transmission used a Simpson planetary gearset with four multiple-disc clutches and two band brakes, all controlled by a 16-bit transmission control module. The hydraulic system employed solenoid valves for gear selection and pressure control, while the transmission featured multiple driving modes including Sport, Snow, and Manual. The torque converter used a lockup clutch that could engage in third and fourth gears, improving fuel efficiency. However, the AL4 suffered from numerous problems including valve body wear, solenoid failures, and overheating issues that led to premature failure. The transmission was particularly sensitive to fluid condition and temperature, with many units failing before 150,000 kilometers without regular fluid changes. Later versions received improved solenoids and revised software that addressed some issues, but the AL4's reputation for unreliability persisted throughout its production life.

The electronically-controlled manual transmission that offered the efficiency of a manual with the convenience of an automatic. Based on the MA-5 manual gearbox, this system used electro-hydraulic actuators to control both clutch operation and gear selection. The transmission offered both fully automatic mode and manual sequential mode, with shift times of approximately 500-800 milliseconds. The system included creep function for easy parking and hill-start assist to prevent rollback on inclines. The hydraulic pump maintained system pressure up to 50 bar, with an accumulator storing energy for multiple shifts. While the shift quality was noticeably less smooth than traditional automatics, particularly during the characteristic pause between gears, the 6-speed AMT provided significantly better fuel economy than conventional automatics. The system was particularly popular in European markets where fuel prices were high, though it never gained significant traction in markets that prioritized shift smoothness.

The modern 8-speed automatic developed by Aisin that represents the current state-of-the-art in Peugeot automatic transmissions. This compact transverse transmission uses four planetary gearsets and five multiple-disc clutches to achieve eight forward speeds with a wide 7.01:1 ratio spread. The electronic control system features adaptive shift programming that considers driving style, road gradient, and even navigation data when available. The torque converter incorporates a centrifugal pendulum vibration absorber that allows aggressive lockup strategies as low as 1,200 RPM, significantly improving efficiency. Shift times are under 200 milliseconds in Sport mode, with the transmission capable of skipping multiple gears during aggressive deceleration. The transmission fluid is designed for 'fill-for-life' service, though most technicians recommend changes every 120,000 kilometers for optimal longevity. The ATN8 has proven reliable and refined, providing smooth shifts and excellent fuel economy while handling up to 400 Nm of torque in high-performance applications.

The performance-oriented 6-speed manual transmission developed for Peugeot Sport models. This transmission featured triple-cone synchronizers on second gear and double-cone synchronizers on third gear, with carbon-lined single-cone units on the remaining gears. The shift mechanism used a direct rod-linkage system with spherical bearings for precise engagement, while the case was cast from high-strength aluminum alloy with internal baffles to control oil flow to the gears. The gearset employed shot-peened teeth and super-finished surfaces for durability and reduced noise, with ratios optimized for both track performance and daily driveability. The differential used a conventional open design in most applications, though the RCZ R featured a mechanical limited-slip differential. With a torque capacity of 350 Nm, the BVM6 was capable of handling the 270 hp output of the RCZ R and 308 GTI, providing crisp, precise shifts that enhanced the sporting character of Peugeot's hot hatches.

The efficient 8-speed automatic that has become standard across Peugeot's current lineup. Based on the Aisin AW F8G series but extensively modified by Peugeot engineers, this transmission features reduced internal friction and optimized gear ratios for both performance and efficiency. The control system includes multiple drive modes (Eco, Normal, Sport) that significantly alter shift patterns and throttle response. The torque converter uses an advanced lockup strategy that engages as early as 1,100 RPM in certain conditions, virtually eliminating converter slip during steady-state cruising. Shift times are approximately 240 milliseconds in normal mode and 180 milliseconds in Sport mode, with the transmission capable of executing multiple downshifts simultaneously during aggressive braking. The transmission fluid is cooled through a dedicated heat exchanger, and the mechatronic unit is serviceable without removing the transmission from the vehicle. The EAT8 has proven both reliable and refined, providing smooth shifts and excellent fuel economy while handling the torque outputs of both gasoline and diesel engines in Peugeot's current lineup.

The heavy-duty manual transmission designed for Peugeot's commercial vehicles, capable of handling high torque loads and severe usage conditions. This transmission featured reinforced synchronizers with increased cone area for reduced shift effort despite high inertia loads. The shift mechanism used a direct rod-linkage system with oversized bushings to withstand the vibrations and shocks typical of commercial vehicle operation. The aluminum case was designed with additional ribbing and reinforced mounting points to handle the stresses of heavy payloads and rough road conditions. Gear ratios were selected for load-carrying ability rather than outright performance, with a very low first gear (typically 4.17:1) for starting with heavy loads and a tall overdrive sixth gear for fuel-efficient cruising. The differential used larger 32-spline output shafts and heavier-duty bearings than passenger car transmissions. The BM6R has proven exceptionally durable in demanding applications like delivery vehicles and emergency services, with many units exceeding 500,000 kilometers without major repairs when properly maintained.

Founded in 1810 as a steel manufacturer before producing its first automobile in 1889, Peugeot became the world's oldest automotive brand, identified by the iconic Lion logo symbolizing strength and durability. As a French automotive pioneer, Peugeot created the legendary 205 GTI hot hatch, achieved massive sales success with the 206, and established diesel technology leadership culminating in BlueHDi clean diesel systems. The innovative i-Cockpit interior architecture debuted in 2012 before electric vehicle commitment produced the e-208 and e-2008 alongside PHEV technology across the range. European market presence anchors operations while African market strength and Middle East presence demonstrate global reach, complemented by Chinese joint ventures expanding Asian footprint. Design excellence recognition and engineering innovation position Peugeot for a sustainable mobility future while maintaining the heritage that spans over two centuries. Peugeot's longevity demonstrates that automotive survival requires constant evolution—from steel manufacturer to automobile pioneer to diesel leader to electric future—while maintaining brand identity through the Lion emblem and commitment to accessible innovation that brings technology to mass markets rather than confining it to premium segments, proving that democratizing advanced engineering can build lasting success more effectively than chasing luxury positioning.