French automaker Peugeot has released the first images of the 908 RC — a new concept car it plans to exhibit at the Paris auto show in September. Powered by a V12 engine, the car will put down around around 700 horsepower 885 pound feet of torque.

Peugeot Sport presented a 908 HDi FAP equipped with a hybrid power plant at the final round of the 2008 Le Mans Series at Silverstone, this weekend.

Peugeot Sport profited from the final round of the 2008 Le Mans Series at Silverstone to unveil a 908 HDi FAP equipped with a hybrid power plant, featuring a kinetic energy recovery system. The 908HY was presented in a new, specific silver-grey livery and will provide a foretaste of what Peugeot’s next endurance racing challenger could resemble, although its use will depend on the regulations that will govern LMP 1 cars from 2009.

The 908 HDi FAP’s “HY” technology enables a proportion of the kinetic energy produced under braking to be either recovered or stored. In the case of a non-hybrid car, this energy is lost and simply dissipated in the form of heat via the brakes. However, when harnessed, it enables the vehicle’s efficiency to be improved in one of two ways:

--Enhanced performance with no increase in the amount of energy consumed, thanks to the combination of the stored mechanical energy and the energy produced by the internal combustion engine
--Reduced fuel consumption for the same level of performance, thanks to the availability of stored mechanical energy
The system featured on this demonstrator comprises three key elements:

1) A 60 kW gear-driven electric motor-generator which takes the place of the conventional starter motor

2) Batteries which permit recovered energy to be stored in 600 lithium-ion cells divided into 10 battery packs (six in the cockpit instead of the conventional battery and four on the left-hand side of the floor pan)

3) An electronic power converter (located in the rear part of the front left wing) which controls the flow of energy between the batteries and the motor-generator

The 908HY can be powered in one of three ways:

--Electric mode only (e.g. in the pit-lane)
--Internal combustion engine only
--A combination of the two
--In the course of a lap of Le Mans, for example, the system will recuperate energy for between 20 and 30 seconds. This energy reserve can be used for:
--Either delivering extra power thanks to an additional boost of 60 kW (80 bhp) for approximately 20 seconds per lap, either automatically when re-accelerating or when the driver chooses to make use of it (‘push to pass’)
--Or to reduce fuel consumption for the equivalent level of performance thanks to the mechanical energy recovered (between three and five per cent)

Michel Barge (Peugeot Sport, Director): “This hybrid 908 HDi FAP is in perfect keeping with the overall mission of our endurance racing programme which covers not only the challenge of competing, of course, but also the fact that as a car manufacturer we can use motor sport as a research and development tool for the Peugeot brand as a whole. After innovating through the use of our HDi FAP technology in competition, running a hybrid car in endurance racing would give Peugeot a chance to gain extremely valuable experience that would benefit the development of production cars. Whether we use this technology or not in 2009 will obviously depend on the details of the new regulations published by the Automobile Club de l’Ouest.”

Peugeot have confirmed that they will enter two cars for the Sebring 12-hour race as part of the manufacturers' preparation for the 2009 Le Mans 24 Hours.

The announcement, at their 2009 competition programme launch in Paris on Monday, means the team will go head-to-head with Audi's new R15 TDI and the factory Acuras of Highcroft Racing and De Ferran in the American classic on March 12.

The French company will run a pair of heavily-revised 908 HDi FAPs for Nicolas Minassian, Pedro Lamy, Christian Klien, Franck Montagny, Stephane Sarrazin and Peugeot returnee Sebastien Bourdais in the event.

They will then take all three Le Mans contenders to the Spa 1000kms in May, although they have yet to confirm whether they will participate in any more Le Mans Series events after the race at La Sarthe in June.

Peugeot Sport director Olivier Quesnel said: "Our busy test programme notably includes endurance simulation tests at a variety of circuits, and we will take part in two races upstream of Le Mans which will serve as full-scale dress rehearsals for everyone in the team.

"We have consequently chosen to compete in March's 12 Hours of Sebring, which is the opening round of the American Le Mans Series, with two cars and six drivers," he added.

"We will then take three cars in Belgium for the 1,000km of Spa- Francorchamps in May (8-10). We haven't yet decided what our programme after the Le Mans 24 Hours will be.

"We are looking at the different options to ensure the best possible exposure for the brand in promotional and media coverage terms, and also as a function of the level of competition."

The latest evolution, newly-livered 908 was also unveiled at the launch, featuring a eye-catching chrome-canopy and shorter rear-wing in keeping with the strict 2009 aero regulations in the LMP1 class.

"The livery of the 908 HDi FAP has changed," said Quesnel. "All the cars will now be predominantly blue, with the cockpit covered in a reflective chromelike aluminium covering aimed at keeping the temperature inside the car to a minimum."

The team's technical director Bruno Famin explained that the team had also focussed on improving several aspects of the car which set the pace throughout last year, yet failed to capture any of the major sportscar titles in 2008.

"The engine settings have been completely revised to take onboard the new air restrictor dimensions and the lower turbo pressure which has resulted in a fall in power of approximately 10 per cent," said Famin. "Significant work has gone into the 908's aerodynamics, too, in order to re-optimise the car's balance following the notable reduction in the width of rear wings which has been cut from two to 1.60 metres.

"We are also continuing with development work aimed at putting air-conditioning in the cockpit with a view to ensuring that the temperature inside the car stays within the regulatory threshold," he added.

"At the same time, we are working on enhancing the car's performance potential. This includes ongoing work on weight reduction in a bid to get close to the minimum limit, even with air conditioning, as well as optimisation of the diesel engine's combustion, particulate filters (in association with Dow) and fuel injection (with Bosch), plus research into defining best possible chassis/tyre package (with Michelin)."

Peugeot has begun work on a replacement for its 908 turbodiesel Le Mans 24 Hours car, reports this week's AUTOSPORT.

Team manager Serge Saulnier has revealed that the French manufacturer is evaluating concepts for the 2011 LMP1 regulations.

A new car for 2010, the last year of the existing prototype engine formula, has already been ruled out by Peugeot Sport boss Olivier Quesnel.

Saulnier said: "We are starting to work on a 2011 car; we are beginning to think about the concept."

He suggested that Peugeot would remain in sportscar racing beyond the life of the 908 coupe introduced in 2007.

"The management understands the need for consistency," said Saulnier, "but it is difficult to make a long-term plan at the present time."

He also explained that the state of the global economy would play a more significant role in the company's decision-making process than its result at Le Mans.

"That will decide the future, not our success at Le Mans this year," he said.

Peugeot's 908HY hybrid has not tested since its public airing last September.

Peugeot unveiled their new Le Mans nose today, illustrating how committed the French auto manufacturer is to winning their home race on Sunday. The new nose abandons the previous low downforce iteration for a high downforce solution similar to the one used on the Audi R15.

The 908 now feeds its radiators over the new high ramps on nose. The previous nose allowed air into the radiators through a large opening between the wheels and over the top of the front suspension fairing.

Le Mans is often thought of as a low downforce track, and while manufacturers will develop lower downforce packages just for this race, no one actually uses a genuinely low downforce solution due to the many high speed corners that require a car to be stable and planted.

Peugeot's move to the new nose is a bold one, but it makes sense. The 908s were decisively faster than the R15s at Sebring, and especially so on the straights. The two diesels were matched in the corners with the 908 holding a slight advantage on overall lap times. For Le Mans, and with their big power advantage, Peugeot has opted to increase their front downforce to make their cars even faster and have willingly sacrificed a bit of their top end advantage.

Throughout the 24 hours of racing, the extra downforce will give the 908s more stability in traffic but will also slightly compromise fuel economy. The aerodynamic development speaks to Peugeot's strategy of out sprinting Audi to the finish. Provided they can pull out a significant lead on each stint, they hope their increased lap speeds will more than mitigate the increased fuel consumption.

It should be noted that Peugeot used this same ploy at Le Mans last year and it backfired horribly.

On the momentum of its one-two finish at Le Mans this time last year, Peugeot is on the hunt for a second straight win in the prestigious French competition. Twelve months of hard preparation work since June 2009 have kept the team under pressure in its bid to secure repeat success on this uniquely popular event which attracts more than 250,000 spectators annually.

From 2009 to 2010: emotions aplenty and a great deal of exacting work If only because of the unknowns, drama and potential pitfalls that have always been part and parcel of the Le Mans 24 Hours, the emotion and joy that come from winning the great French race are absolutely unique. When Peugeot had the privilege of tasting Le Mans success in 2009, it was able to measure the wave of passion its result prompted, both among the public and across the company. The victorious 908 HDi FAP and its three drivers – Alexander Wurz, Marc Gené and David Brabham – embarked almost immediately on a 'lap of honour' tour which lasted from June until September before the car finally made its way back to the team's Vélizy workshops. Since then, with its sights set firmly on 2010, the year of Peugeot's 200th anniversary celebrations, Team Peugeot Total hasn't taken its eye off the ball in the slightest.

Last January, the French carmaker released details of its new project which – in keeping with the brand's new brand signature: Peugeot, MOTION & EMOTION – continues to put emotion at the heart of motoring, and motor sport has long been deeply rooted in Peugeot's DNA.

Thorough preparations Since the chequered flag came down on last year's visit to Le Mans on June 14, 2009, the team's preparations have taken the form of three races and 11 test sessions, including simulation runs, set-up work and the development of a complete range of tyres in association with Michelin. "Our work initially focused on adapting the 908 HDi FAP to the 2010 regulations, which essentially meant the engine and bodywork," explains Peugeot Sport's Technical Director, Bruno Famin. "The only aerodynamic change is the result of having to adjust to this year's new engine power levels. We have endeavoured to recover some of the power lost because of the rule changes, which involved working with Bosch on combustion, combating energy losses through friction with Total and enhancing the flow efficiency of the intake and exhaust systems in association with Dow. All the things that gave us trouble in 2009 have been looked at, too, while we haven't eased up in our ongoing efforts to improve reliability. This is the 908 HDi FAP's fourth and final year of competition. It is an outstanding car and I think we can look forward to an incredibly thrilling Le Mans 24 Hours; I believe it will be very close from flag to flag."

The 1,000km de Spa-Francorchamps in May provided a foretaste of what spectators can expect at Le Mans, namely a long, unrelenting sprint during which the slightest error or misjudgement on the track, in the pits or in terms of strategy could well prove very costly. It was therefore deemed essential for the team to get in real-world race practice in order to give everyone a chance to rehearse their respective roles under the sort of pressure that only competitive action can provide. Last October's 10-hour Petit Le Mans, March's 12 Hours of Sebring and the recent 1,000km de Spa are all outings that have contributed to making Team Peugeot Total an even more mature operation, a process helped by its one-two finishes in all three races. To date, the 908 HDi FAP has carved out an exceptional record of 15 wins from 21 starts, including such classics as Le Mans, Sebring, Petit Le Mans, etc.

Since their return from Spa, the three factory 908 HDi FAPs have all been stripped, meticulously inspected and rebuilt ahead of scrutineering which will take place at Le Mans on Sunday, June 6. Meanwhile, the mechanics have been busy in the team's Vélizy workshops practicing wheel changes and pit-work to ensure that they are prepared for all eventualities. "We also bedded in a certain number of parts for Le Mans at Magny-Cours," adds Bruno Famin, "and a final shakedown run with the cars is planned at Satory, near Paris. When race week begins, we will use the early part of Wednesday and Thursday's free and qualifying practice sessions to work on the set-ups of our three cars and to evaluate fuel consumption and tyre performance, while at the same time gathering as much of the indispensable data we will need for the weekend as possible. After Wednesday evening's run, the engines will be changed in order to spare them for the race."

"We see ourselves as the challengers again, despite last year's win"

"Our win at Le Mans in 2009 did a great deal for the team's confidence," notes Peugeot Sport's Director Olivier Quesnel. "This time last year, we had the impression that our backs were to the wall. Today, we are still under pressure, but we have used that pressure to make positive progress. Le Mans is the greatest race in the world and we all felt a big sense of pride when we succeeded in beating Audi which has been the benchmark in endurance racing for many years. We have done everything in our power to prepare as thoroughly as possible to repeat that win, but everyone is aware that this is a long race during which anything can happen. However much work you put in, it's Le Mans itself that decides who walks away with the trophy at the end. I am expecting an extremely intense race because I am sure that our main rival has evolved, as we saw at Spa. And we mustn't overlook the other cars, either. The Aston Martins, for example, enjoy greater top speed compared with last year, and that can sometimes force our drivers to take risks when overtaking. This is our car's fourth year of racing, so, in this respect, we see ourselves as the challengers again, despite last year's win…"

In addition to its existing associations with Total, Michelin, Bosch, Dow, Eurodatacar, Peugeot Financement and BRM, Peugeot Sport will also boosted by support from PlayStation for the 78th edition of the Le Mans 24 Hours.

A line-up of nine sprinters

Team Peugeot Total's 2010 driver line-up comprises nine evenly-matched, bonded, fast and experienced drivers who are ready to join battle to take the team to the top step of the podium at Le Mans for the second year running. Between them, they boast 54 previous participations in the Le Mans 24 Hours!

N°1 908 HDi FAP (blue mirrors)

Anthony DAVIDSON (GBR) / Marc GENE (ESP) / Alexander WURZ (AUT)

Gené and Wurz were both in last year's winning car. Marc has one win to his name, while Alexander has won twice from three attempts at Le Mans. This international trio also won last March's visit to Sebring.

N°2 908 HDi FAP (white mirrors)

Nicolas MINASSIAN (FRA) / Franck MONTAGNY (FRA) / Stéphane SARRAZIN (FRA)

These three French drivers were team-mates at Oreca in 2002, so they know each other and complement each other very well. They also have considerable experience of Le Mans, with no fewer than 27 starts between them. Stéphane Sarrazin has claimed the last three pole positions.

N°3 908 HDi FAP (red mirrors)

Sébastien BOURDAIS (FRA) / Pedro LAMY (POR) / Simon PAGENAUD (FRA)

These three drivers won May's thrilling, high-speed 1,000km de Spa-Francorchamps together. Following their success in Belgium, Pedro and Simon went on to win the Nürburgring 24 Hours and the ALMS round at Laguna Seca respectively.

Key statistics

- There will be four Peugeot 908 HDi FAPs at the start of this year's Le Mans 24 Hours (three factory cars, plus the Oreca car)
- The 908 HDi FAP has contested 21 races and notched up 15 wins since 2007
- Since their Le Mans debut in 2007, the different 908 HDi FAPs have totalled 191 hours of racing in La Sarthe from a possible 192 hours
- Team Peugeot Total's nine drivers boast 54 Le Mans starts between them
- There will be some 2,000 Peugeot guests at Le Mans this year (sales network, subsidiaries, partners, media, etc.)
- Peugeot will have 25,000 square metres of hospitality space at Le Mans this year, with 40 cars on display

It was reported on Wednesday of this week that Peugeot's 908 testing program suffered yet another massive shunt that has sent a car airborne and damaged a chassis. This is the second accident the 908 program has endured. Recall back to late last year, it was widely reported that Marc Gene had what was described as a massive off in testing at the Aragon circuit in Spain. Gene has this to say, via Autosport, in February of this year, "I'm not sure how much I am allowed to say, but I can tell you I am lucky to be here. It was the biggest accident I have ever had in my career. There was a failure, the car went sideways and the car went up in the air."

Given the unbridled speculation that has sprung up regarding these shunts, specifically the nature of the accidents, we're going to attempt to inject facts where we know them. For the moment Peugeot has not released any details, so admittedly we're being very presumptuous. But it is our understanding that the Gene accident that occurred last year was the result of a failure in the rear of the car, specifically a rear suspension failure of some kind. Details aren't forth coming. And we've been told unequivocally that the mechanical failure had nothing to do whatsoever with the spate of front suspension pickup point failures that the old 908 program suffered on occasion (the most recent, and public, was a pickup point failure in the Le Mans 24 last year). Ditto the nature of Wednesday's accident; another sources indicates it had nothing to do with the front end issues of the past.

Though the most disconcerting issue isn't the nature of the events that caused each accident, it's what happened after the car was suddenly pitched into an uncontrolled yaw. Recall that the 2004 spec underfloor regulations were designed to increase the car's critical take off speeds throughout the yaw range. This meant that, for instance, at 90 degrees this was around 192 km/h from 148 km/h. So in most cases throughout the yaw range the 2004 floor increased the critical take off speed by double-digit percentage points. And these numbers were substantial gains over the old flat floor LMP900 rules in some yaw cases. In 2009 a 20 mm domed skid was introduced in reaction to a flurry of blowovers the previous season. The skid raised ride heights and the dome (in transverse cross section) helped the car's yaw behavior. And the introduction of the shark fin was intended to further increase the critical take off speed. And it's our understanding that it works as advertised though to varying degrees, depending on the car it's applied to (open top, closed top, etc.), but that the net result is always a positive gain we're told. But ultimately none of the devices (spec 2004 floor, 20 mm domed skid, shark fin) claim to eliminate the possibility of sudden yaw induced flips. That needs to be firmly kept in mind.