Wikipedia

V6 PRV engine

TheV6 PRV engineis anoverhead camV6automobile engine designed and manufactured by the company "Française de Mécanique" forPRV,an alliance ofPeugeot,RenaultandVolvo Cars.Sold from 1974 to 1998, it was produced in four displacements between 2.5 L and 3.0, and in bothSOHCandDOHCand 2-valve and 4-valve per cylinder configurations. Originally carbureted, it adopted fuel-injection for improved emissions compliance and improved performance, and was offered in turbo and biturbo versions in a limited number of vehicles made by Renault,Chrysler Motors,and French supercar manufacturerVenturi.

PRV engine
Overview
ManufacturerFrançaise de Mécanique
Production1974–1998
Layout
Configuration90°V6
Displacement
  • 2,458 cc (2.5 L; 150.0 cu in)
  • 2,664 cc (2.7 L; 162.6 cu in)
  • 2,849 cc (2.8 L; 173.9 cu in)
  • 2,963 cc (3.0 L; 180.8 cu in)
  • 2,975 cc (3.0 L; 181.5 cu in)
Cylinder bore88 mm (3.46 in)
91 mm (3.58 in)
93 mm (3.66 in)
Piston stroke63 mm (2.48 in)
72.7 mm (2.86 in)
73 mm (2.87 in)
Cylinder blockmaterialAluminium
Cylinder headmaterialAluminium
ValvetrainSOHC2 or 4valvespercyl
DOHC4 valves per cyl (race engine)
Combustion
TurbochargerVarious versions
FuelsystemCarburetor
Fuel injection
Fuel typeGasoline
Oil systemWet sump
Cooling systemWater-cooled
Output
Power output97–300 kW (132–408 PS; 130–402 bhp)
Torque output208–520 N⋅m (153–384 lbf⋅ft)
Chronology
SuccessorV6 ESL engine
Volvo Modular engine

It was gradually replaced after 1994 by another engine jointly developed by Peugeot-successorPSAandRenault,known as theESengineatPSAand theLengineatRenault.

Corporate history

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In 1966, Peugeot and Renault entered a cooperative agreement to manufacture common components. The first joint subsidiary,La Française de Mécanique(also calledCompagnie Française de Mécaniqueor simplyFM) was launched in 1969. The FM factory was built inDouvrinnearLensin northern France. The PRV engines are sometimes referred to as "Douvrin" engines, though that name is more commonly applied toa family of straight-foursproduced at the same time.

In 1971, Volvo joined Peugeot and Renault in the creation of PRV, an equally-heldpublic limited company(plc). PRV originally planned to buildV8 engines,although these were later scrapped in favor of a smaller and more fuel-efficient V6.

The PRV engine followed a standard V8 90-degree cylinder bank configuration rather than the customary 60, but had its crankpins 120 degrees apart. TheMaseratiV6 of theCitroën SMfollowed a remarkably similar pattern of development.[citation needed]

The1973 energy crisis,and taxes levied againstengine displacementgreater than 2.8 litres made large V8 engines less attractive, and expanded the market for smaller displacement engines.

Additionally, Renault needed a V6 engine to fit in its new model, theRenault 30.Renault's internal designation for the PRV was Z-Type.

Machinery for assembling the engines arrived at Douvrin in early June 1973, and buildings for producing the engines were finished in January 1974. The first PRV engines were officially introduced on 3 October 1974 in theVolvo 264,designated the B27 by the automaker. Adoption was swift, and the PRV V6 had been sold in at least five different models by the end of 1975.

The B27 was used in the Volvo 264/265 until 1980. The B28 was also used in the Volvo 264/265 and in a rare version of the 240 GLT (244/245 GLT 6) between 1980 and 1983, and in the Volvo 760 between 1982 and 1986. The last version of the PRV engine in a Volvo was the B280, installed in the Volvo 760 from 1987 to 1990 and in the Volvo 780 (all model years). The Volvo 262 C was also fitted with the PRV, the first years with the B27 and the last years with the B28. The B280 was significantly changed; only the engine block remained the same as the B27/B28, the rest is different. The B280 was also installed in a small number of 960s in 1991.

In 1984, the first commercially availableturbochargedPRV V6 was sold in theRenault 25 V6 Turbo.This was the first to beeven-firewith splitcrankpins,and was the first of the second generation, and indeed EFI engine of any sort. Turbocharged versions went on to be used in theRenault Alpine GTA V6 Turbo(essentially the same engine as the 25 Turbo at 2.5 L (2,458 cc), Renault Alpine A610, and Renault Safrane Bi-turbo – both with 3.0 L (2,963 cc) low compression. Naturally aspirated 2963 cc and 2975 cc versions of both low- and high-compression 3-litre engines appeared in a number of Peugeot, Citroën and Renault cars until 1997.[which?]

While Renault were working forced induction into the PRV, Peugeot and Citroën developed their own24-valveengines as an option in the 605 and XM respectively. The compression remained the same as the Renault 12v, but thepistonsdiffered, as did some of thetiming gear,and theheadswere re-engineered to allow easier maintenance (thecamshaftbeing fitted from the opposite end for example). This engine was however extremely expensive, and sufferedcamwear problems. This was due to the exhaustvalvessharing a single lobe, while each inlet valve had its own lobe. This was at least partially solved by the use of ceramic followers as one of a succession of recalls.

Meanwhile, French supercar manufacturerVenturihad been developing their own versions of the PRV. The most powerful versions they built were in the Atlantique 300 at 207 kilowatts (281 PS; 278 bhp) from a turbocharged, 12-valve 3.0 L iteration, and they successfully raced at the24 Hours of Le Manswith the 600LM with atwin turbocharged,24-valve 3.0-litre, pushing out over 450 kilowatts (610 hp) in race spec, and the road-going spin-off, the 400GT managed 300 kilowatts (408 PS; 402 bhp). This used the low compression bottom end common to the Renault turbo engines, coupled to 24-valvecylinder headswith bespoke rockers and tappets.

Peugeot too allowed a small group of engineers to create a team forendurance racing,and after a few years the team grew to be called WM Peugeot. The ultimate version of the car used a low compression 3.0-litre bottom end coupled to bespoke twin-cam heads. It is the onlyDOHCPRV. This car still holds the top speed record at24 Hours of Le Mansset in 1988. By taping over the engine cooling intakes to improve aerodynamics, the team managed to push the car to 407 kilometres per hour (253 mph) on the 5 kilometres (3.1 mi) straight before the engine was destroyed.

Volvo began to withdraw from the PRV consortium in the late 1980s and the year model 1991 was the last year for the PRV in a Volvo, shifting its powerplant reliance onto in-houseinline engines:the successor to its PRV-powered 760, the 960, debuted with a new inline six"white block" Modular engine.Peugeot,RenaultandCitroëncontinued using the PRV until 1997.

After producing 970,315 units, production of the PRV V6 was stopped on 15 June 1998.

Engineering

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Uneven firing order

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The original engineering work done on theV8 enginecan still be seen in the resultingV6 engine:itscylinder banksare arranged at 90°,[1]instead of the much more common 60°. V8 engines nearly universally feature 90° configurations, because this allows a naturalfiring order.V6 engines, on the other hand, produce even firing intervals between cylinders when their two banks of cylinders are arranged at 60°. 90-degree V6 engines, like the PRV, experience uneven firing, which can be addressed using splitcrankshaftjournals. 90° V6 engines are shorter (less tall, not less long) and wider than 60° engines, allowing lower engine bay hood/bonnet profiles.

First-generation PRV engines (1974–1985) featured uneven firing order. Second-generation PRV engines (introduced in 1984 in theRenault 25 Turbo) featured split crankshaft journals to create evenly spaced ignition events.[2]Other similar design examples are theodd-fireandeven-fireBuick V6and theMaseratiV6 seen in theCitroën SM.

PRV varieties

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Specifications

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Displacement 2,458 L CID[convert: unknown unit] 2,664 L CID[convert: unknown unit] 2,849 L CID[convert: unknown unit] 2,963 L CID[convert: unknown unit] 2,975 L CID[convert: unknown unit]
Bore × stroke 91 mm × 63 mm 88 mm × 73 mm 91 mm × 73 mm 93 mm × 72.7 mm 93 mm × 73 mm
Number of valves 12 12 or 24
Engine aspiration Turbo Naturally aspirated Naturally aspirated or turbo
Compression ratio 8.2–8.6:1 8.8–9.5:1 8.8–10.5:1 9.5:1
7.6:1 (turbo) 		9.5:1
7.3–7.6:1 (turbo)
Power 134–136 kW (182–185 PS; 180–182 bhp) at 5500 rpm 92–110 kW (125–150 PS; 123–148 bhp) at 5500–6000 rpm 95–143 kW (129–194 PS; 127–192 bhp) at 5500–6000 rpm 123–147 kW (167–200 PS; 165–197 bhp) at 5500–6000 rpm

184 kW (250 PS; 247 bhp) at 5000–5750 rpm (turbo) 		123–147 kW (167–200 PS; 165–197 bhp) at 5600–6000 rpm

184–300 kW (250–408 PS; 247–402 bhp) at 5750 rpm (turbo)
Torque 276–288 N⋅m (204–212 lbf⋅ft) at 2200–4000 rpm 207–218 N⋅m (153–161 lbf⋅ft) at 3000–3500 rpm 207–255 N⋅m (153–188 lbf⋅ft) at 2750–4000 rpm 235–260 N⋅m (173–192 lbf⋅ft) at 3600–4600 rpm

350 N⋅m (258 lbf⋅ft) at 2900 rpm (turbo) 		235–260 N⋅m (173–192 lbf⋅ft) at 3600–4600 rpm

350–456 N⋅m (258–336 lbf⋅ft) at 2900 rpm (turbo)
Firing order 1-6-3-5-2-4
Mass – 150 kg (331 lb)[4] –

PRV powered automobiles

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PRV engine in aDeLorean

The dates following each entry denote the introduction of a PRV V6-equipped models.

PRV engines in racing

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The PRV was also the basis for the 90° V6 engine used by Alfa Romeo in the 155 V6 Ti in the 1996 DTM/ITC season from Silverstone onwards.[6]The engines in that series required the use of bank separation angle and cylinder bore spacing from a production based engine, and as a 90° V6 has greater room between banks than a 60° V6 for a more optimal induction system, Alfa Romeo used the PRV as a basis as it had been used in theLancia Thema,a car which shared its platform with the Alfa Romeo 164, as well as the Fiat Croma and Saab 9000.[7]

Other sources[8]declare that the 90° V6 engine in 1996Alfa Romeo 155V6 Ti is based on a 2.6 L V8 from 1970Alfa Romeo Montrealwith two cylinders removed, as allowed by the rules, however the FIA homologation documentation shows the homologated production engine was a "2850cm³" capacity "V6" engine. The bore spacing of the Montreal engine was too close to be suitable for the 155 V6 Ti in any case. Limone invented the "Montreal V8" story to throw the press off the scent and to satisfy FIAT management who were unhappy that a non-FIAT group developed engine was being used.[7]

See also

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Notes

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  1. ^WM 1988 entry was built for speed, not meant to endure 24 hours; it failed after just 59 laps[5]

References

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  1. ^"Peugeot 604 SL".PRV V6 Engine.Retrieved18 December2011.
  2. ^"The Brief History of the Douvrin PRV V6 Engine".The Douvrin PRV V6 Resource Centre.Archived fromthe originalon 12 September 2004.Retrieved30 August2009.
  3. ^Citroën Technical bulletin for XM. Bulletin binder number MAN 058930
  4. ^"The Douvrin PRV V6 Resource Centre".Archived fromthe originalon 16 February 2009.Retrieved30 August2009.
  5. ^abKristensen, Stefan (2 March 2022)."What's the Speed Record on the Mulsanne Straight?".Motorsport Explained.Retrieved29 July2022.
  6. ^YouTube:Limone Racconta: La verità sul motore Alfa 155 V6 Ti + 156 e Fulvia Concept — Davide Cironi (SUBS) — YouTube,accessdate: 26. July 2018
  7. ^abCollins, Peter (2012).Alfa Romeo 155/156/147 Competition Touring Cars.Dorset, England: Veloce Publishing. pp. 91–94.ISBN978-1-845843-42-7.
  8. ^"Registro Italiano Alfa Romeo 155".Alfa Romeo 155 V6 Ti (in Italian).Retrieved27 April2013.
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