High output diesel engines – particularly turbo diesels – have never before been so
appealing. With unleaded and premium unleaded powered cars becoming increasingly
expensive to run, the diesel engine is emerging as a very attractive
alternative. Many diesel cars can achieve fuel consumption in the vicinity of 6
- 7 litres per 100km.
And, despite popular opinion, owning a diesel doesn’t mean abandoning
performance.
In standard form, today’s turbo diesel cars can sprint to 100 km/h in as
little as 7.3 seconds – and with an upgrade exhaust, air intake, intercooler and
some other tweaking, you can expect even more performance. It’s not entirely
unrealistic to set your sights on WRX-beating acceleration.
We bet that made you sit up an’ think!
In this two-part series we’ll reveal the quickest diesel powered cars ever
sold on the Australian market – starting with Peugeot and
Mercedes-Benz...
Peugeot 405 SRDT
Peugeot first introduced diesel cars to Australia in 1978 but the earliest
turbo diesel version is the Peugeot 405 SRDT.
Released during 1993, the 405 SRDT employs a 1.9-litre four-cylinder turbo
diesel coded XUD9TE/L. This engine uses a 21.8:1 static compression ratio, a
SOHC 8-valve head and electronic controlled injection. Power output is a mild
69kW at 4000 rpm but there’s 205Nm accessible at 2250 rpm. With drive through a
5-speed front-wheel transaxle, the 405 SRDT is no speed machine but it’s a great
entry into the world of turbo diesels – particularly if you plan to undertake
some big modifications. Oh, and keep in mind that many suspension and brake
components from the high-performance Pug 405 Mi16 will readily fit the SRDT.
The Pug 405 is an upright and practical car that, in SRDT form, comes with
climate control, power windows and an optional power sunroof. A wagon version
was introduced in ’95 and the range was axed in 1997 to make way for the 406
model.
These cars are often used for country driving (due to their wonderful fuel
economy and long-range comfort) and, as a result, the number of kilometres
varies hugely. Expect to pay at least AUD$8,000 for a fairly typical
example.
Peugeot 406 STDT/HDi
Replacing the 405 is the D8-series Peugeot 406, which was offered in STDT
turbo diesel guise.
Early Pug 406 STDTs employ a relatively old-tech 2.1-litre SOHC engine. Coded
XED11BTE, this engine runs a 21.5:1 static compression ratio and without the aid
of an intercooler it generates 82kW and 251Nm – considerably more than the
previous generation SRDT. Manual and auto trans versions were sold and you can opt for
either a sedan or wagon body. The manual version can accelerate to 100 km/h in
the 12-second range and can travel in excess of 1000km on a 70-litre tank.
Pug 406 STDTs can currently be bought from about 18 grand – but, really, we
reckon you’re better off with the updated HDi model that appeared in
1999...
The updated 406 HDi employs the next generation of turbo diesel technology –
a high pressure direct injection (HDi) fuel system. The all-new HDi engine
(coded DW10ATED) displaces 2 litres, uses a 18:1 static compression ratio,
sophisticated engine management and electronic-controlled injectors combined
with a fuel pressure up to 1350 Bar. Max output is 82kW at 4000 rpm and there’s
251Nm at just 1500 rpm – pretty similar to the earlier 406 STDT but with much
improved refinement, tractability, fuel economy and emissions.
AutoSpeed’s dyno testing has shown standard boost pressure of 14.2 psi
(achieved at about 1750 rpm) and the engine starts to fall over at 4500 rpm. We
can’t see any reason why an upgrade exhaust, air intake and modification of the
boost control system (to provide greater top-end boost) wouldn’t remedy the
situation and give a handy power increase.
In addition to a conventional sedan, Peugeot offered a wagon version of the
406 HDi (with up to seven seats) and the choice of a 5-speed manual or 4-speed
auto trans. The 406 range was discontinued in 2003.
Late-model Pug 406 HDis are in high demand and a typical example will cost
you around 25 – 30 grand. For more information, see The Parsimonious Peugeot for our 1999 new car test.
Peugeot 306 XRDT/HDi
And here’s the littlest Pug turbo diesel – the 306.
From 1999, the 306 sedan was made available with a similar 1.9-litre engine
to that used in the 405 SRDT. Producing 67kW/201Nm in 306 guise, this car accelerates
to 100 km/h in around 13.9 seconds – slow but slightly quicker than the heavier
405 cousin. Standard 306 XRDT features include dual airbags, climate control and
front power windows.
From 2000, the 1.9-litre engine was replaced by a 2-litre turbo diesel
similar to that used in the late-model 406 HDi. Despite employing the same
direct injection fuel system and many other upgrades, it appears that the peak
power output for the 306 HDi remains the same as previously – just 67kW. On the
other hand, torque is increased to 211Nm at 1900 rpm and the quoted 0 – 100 km/h
is cut by almost a second. But it’s still not fast... The updated model also
boasts upgraded brakes and numerous other detail changes. The model was axed
during 2001.
A Pug 306 XRDT can currently be picked up from about AUD$12,000 – or a few
grand more for the later model HDi version. But be aware these are very rare
cars.
Peugeot 307 HDi
Replacing the Peugeot 306 is the slightly larger 307. And it’s the 307 HDi
we’re interested in.
The first generation 307 HDi (which was sold in Australia between 2001 and
2005) comes with a 2-litre turbo diesel sharing a similar design to the 406 HDi.
This non-intercooled engine outputs a relatively modest 66kW and 205Nm – but,
even so, it never gets left behind thanks to its effortless turbo torque. See New Car Test - Peugeot 307 HDi
for our test of the first generation 307 HDi.
Interestingly, the 307 HDi has been recently updated and made available with
two different engine capacities – 1.6 and 2-litre.
The base 1.6 HDi turbo diesel (coded DV6TED4) uses an 18:1 static compression
ratio, a DOHC 16-valve head and common rail diesel technology to generate 80kW
and 240Nm – more than the earlier generation 2-litre. This engine comes tied to
a 5-speed manual only.
But let’s focus on the latest up-spec version which uses a DOHC 2-litre HDi
engine (coded DW10BTED4). The new 2-litre intercooled TD generates an impressive
100kW at 4000 rpm and 320Nm at 2000 rpm. With its standard 6-speed gearbox, the
top-spec 307 HDi has a claimed 0 – 100 km/h time of 9.8 seconds. Pretty
decent.
The updated 307 HDi sells new from about AUD$29,990 (for a 1.6-litre version)
and ranges up to AUD$33,990 (for a 2-litre wagon version). In the second-hand
market, a first-generation 307 HDi (66kW 2-litre spec) will set you back at
least 22 grand – a pretty good buy.
Peugeot 407 HDi
The Peugeot 407 is one of the most eye-catching automotive designs of recent
years – and its standout design isn’t just skin deep...
Released in 2004, the turbo diesel version of the 407 (the 407 HDi) can
accelerate to 100 km/h in around 10 seconds and returns about 5.9 litres per
100km (combined cycle). Under the bonnet you’ll find the same DOHC, 16-valve
2-litre found in the top-line version of the current 307 HDi. Output is
therefore 100kW and 320Nm.
The 407 HDi is available in sedan and wagon versions, Executive and Comfort
trim levels and with the choice of a 6-speed manual or 4-speed sequential auto.
The current range starts at AUD$45,990 and peaks at AUD$54,690. Second-hand
examples start at just over 40 grand.
Mercedes Benz C250D
And now onto Mercedes-Benzes...
In 1996, Mercedes-Benz phased in a turbo diesel version of its long-running
W202-series C-class. This created the C250D.
The C250D uses a six-cylinder DOHC 20-valve engine with Mercedes' common
rail direct injection (CDI) system. With a 22:1 static compression ratio and
an intercooled turbocharger, this engine generates 110kW and around 280Nm.
Four-speed autos and 5-speed manuals were sold but only the auto version
survived in the lead-up to the model's axing in 2000.
Priced at around 80 grand when new, a turbocharged Merc C250D can now be
picked up at around AUD$30,000. It isn’t anywhere near as sophisticated as later
models but, given its relatively large engine displacement in the lightweight
C-class chassis, we imagine it would be a very flexible performer.
Note that there was also a non-turbo diesel version of the C250D, but you
won’t be interested in that...
Mercedes-Benz C220 CDI
In early 2001, Mercedes-Benz released a 2.2-litre turbo diesel version of its
all-new compact W203 C-class – the C220 CDI.
With a four-cylinder DOHC, 16-valve engine as the platform, Mercedes elected
to use an 18:1 static compression ratio, an air-to-air intercooler and a
variable geometry turbocharger. Peak power is 105kW at 4200 rpm and peak torque is 315Nm at
1800 rpm.
Linked to a standard 6-speed manual, the diesel C220 can shift to 100 km/h in
a shade over 10 seconds while giving combined fuel consumption around 6 litres
per 100km. A slightly slower and thirstier 5-speed auto version was also
offered. An update in 2004 brought an extra 5kW and 25Nm but, unfortunately, the
6-speed manual gearbox was dropped.
There are three trim levels available in the C220 – the base-spec Classic,
Elegance and top-spec Avantgarde. A new model off the showroom floor costs in
the high 60/low 70 grand range but you can pick up a good used example from
about AUD$50,000.
There’s plenty of technology for your money.
Mercedes-Benz E300
In the mid-size range, Mercedes-Benz introduced its W210-series E300 with a
3-litre turbo diesel during 1997.
The E300's DOHC, 24-valve six uses a 22:1 static compression ratio and a
single turbocharger that we believe is non-intercooled. Even so, output is a
healthy 130kW at 4400 rpm and 330Nm at 1600 rpm. Driving the rear wheels
through a 5-speed auto trans, the E300 can reach 100 km/h in a shade under 9
seconds. This is an all-round grunty machine - bung on some big rims and
you've got a sweet ride.
Costing around 100k when new, a good second-hand E300 currently sells for
under AUD$45,000.
Mercedes Benz E270/280 CDI
In 1999, the mid-size W210 series saw the appearance of a smaller capacity –
but higher tech – turbo diesel engine.
The 1999 E270 CDI employs a 2.7-litre five-cylinder engine. With a DOHC head,
an 18:1 compression ratio, variable geometry turbocharger and an air-to-air
intercooler, this engine generates 125kW together with a massive 400Nm from 1600
to 2800 rpm. Yes, 400Nm from 1600 to 2800 rpm – we’re talking Toyota RZ
twin-turbo torque here!
Not surprisingly, the auto-only Merc E270 CDI is swift – the 0 – 100 km/h
sprint takes just 9.3 seconds. And this time fell further in 2002 with the W211
update, which brought an extra 5kW and 25Nm.
The new price for a Mercedes W211 E270 CDI is about AUD$100,000 but you can
pick up the earlier W210-series for nearly half that second-hand.
As we write, the E270 CDI model is being replaced by the E280 CDI.
Interestingly, the new model employs a completely new engine – a 90-degree V6
displacing 3 litres and with a 17.7:1 static compression ratio. Output is
boosted to 140kW at 4750 rpm and there’s 400Nm on tap at just 1400 rpm –
starting to sound serious now?!
With a standard 7-speed auto, the E280 CDI can accelerate to 100 km/h in
around 9 seconds flat and gives 7.5 litres per 100km combined fuel consumption.
We are yet to see an E280 CDI for sale second-hand but the new price starts just
under AUD$100,000.
Note that there are plenty of other Mercedes-Benz diesels on the market (such
as the 190D, 240D, 300D and C250D), but none of these have forced induction - or
the huge torque that comes with it.
Stick around for the second and final part of this series – we’ll look at
Audis, Volkswagens, a Citroen, Rover and Japanese import models!
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