The Peugeot 9X8 is a high-performance petrol/electric hybrid powertrain developed for the FIA World Endurance Championship’s Le Mans Hypercar (LMH) class. It pairs a 2,649 cc twin-turbo V6 internal combustion engine with a single electric motor on the front axle, delivering a combined output of 500 kW (680 PS) under LMH balance-of-performance regulations. The system uses a 400 V energy recovery system with a 1.6 kWh lithium-ion battery, enabling all-wheel drive during electric-only deployment.
Designed exclusively for motorsport, the 9X8 platform debuted in 2022 with Peugeot Sport and features a longitudinal mid-engine layout. The powertrain prioritizes torque vectoring, regenerative braking, and thermal efficiency under endurance conditions. Emissions are not regulated under standard road-vehicle frameworks but comply with FIA technical appendices for hybrid race units.
One documented engineering constraint is the front-axle electric motor’s thermal management under sustained deployment, highlighted in Peugeot Sport Technical Briefing #PS-TB-22-09. The motor’s duty cycle is limited by FIA software to prevent overheating during long stints. For 2024, Peugeot introduced revised cooling ducting and inverter firmware to extend electric boost availability.
The Peugeot 9X8 is a non-homologated racing powertrain and is not type-approved for public roads (VCA or EU road certification does not apply). All performance data derived from FIA/FIM technical regulations and Peugeot Sport documentation.
The Peugeot 9X8 hybrid is a 2,649 cc twin-turbo V6 petrol/electric powertrain engineered for Le Mans Hypercar competition (2022–present). It combines a direct-injection internal combustion engine with a front-axle electric motor to deliver all-wheel-drive torque and regenerative braking. Designed under FIA Appendix 7 LMH regulations, it balances peak power with endurance reliability and energy recovery efficiency.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 2,649 cc | |
| Fuel type | Petrol (102 RON racing fuel) | |
| Configuration | V6, 90°, DOHC, 24-valve | |
| Aspiration | Twin-turbocharged | |
| Bore × stroke | 86.0 mm × 76.0 mm | |
| Power output | 500 kW (680 PS) combined (ICE + electric) | |
| Torque | 700 Nm (ICE only, estimated); electric torque not disclosed | |
| Fuel system | Direct injection (350 bar), dry-sump lubrication | |
| Emissions standard | Not applicable (non-road racing unit) | |
| Compression ratio | 9.5:1 | |
| Cooling system | Dual-circuit water/air intercooled, electric radiator fans | |
| Turbocharger | Twin Garrett variable-vane turbochargers | |
| Timing system | Chain-driven DOHC | |
| Oil type | TotalEnergies Rubia Sport 10W-60 (FIA-approved) | |
| Dry weight | Approx. 180 kg (ICE only) |
The 9X8’s hybrid system delivers all-wheel drive under electric deployment but is constrained by FIA-mandated energy usage limits (max 300 kJ per lap at Le Mans). The ICE requires 102 RON racing fuel and dry-sump oil changes after every race distance. Electric motor thermal limits restrict continuous boost to ~15 seconds unless ambient temps are below 20°C. Battery health is monitored via Peugeot’s telemetry system; degradation beyond 10% triggers mandatory replacement per FIA rules. No road maintenance applies—this is a pure competition unit.
Oil Specs: Requires TotalEnergies Rubia Sport 10W-60 (Peugeot Sport Lubricants Spec PS-LS-22). FIA Appendix 6 compliant.
Emissions: Not applicable—racing powertrain exempt from EU/UK emissions frameworks (FIA Reg. Art. 2.5.3).
Power Ratings: Combined 500 kW limited by FIA BoP (Bulletin LMH-2023-08). ICE-only output estimated at 430 kW.
FIA Technical Regulations – Le Mans Hypercar Class (2023 Ed.)
Peugeot Sport Technical Dossier PS-TD-22-01
Peugeot Sport Engineering Report #PER-9X8-03
FIA Balance of Performance Bulletins (2022–2024)
The Peugeot 9X8 powertrain is exclusive to the Peugeot Sport Le Mans Hypercar with longitudinal mid-engine mounting and no road-legal variants. This engine received platform-specific adaptations—integrated MGU on front axle, bespoke dry-sump oil tank, and race-only ECU—and from 2024 the updated 9X8 Evo features revised turbo housings and inverter cooling, creating hardware interchange limits. No licensing partnerships exist for this unit. All adaptations are documented in OEM technical bulletins.
The 9X8 hybrid powertrain is identifiable by its mid-rear V6 block with twin turbo housings and front-axle electric motor housing. No VIN applies—units are tracked via FIA homologation number (e.g., PEU-9X8-001). The engine block is stamped with “PEUGEOT SPORT HYBRID LMH” and serial number near the bellhousing. Critical differentiation from road engines: no emissions hardware (no DPF, EGR, or catalytic converter), dry-sump oil tank mounted externally, and 400V orange high-voltage cabling to front axle. Service access requires Peugeot Sport technician credentials (PS-TB-22-09).
The 9X8's primary reliability risk is front electric motor thermal overload during high-ambient endurance events, with elevated incidence in summer races like Le Mans. Peugeot Sport telemetry from 2023 showed 3 of 6 entries required inverter cooldown pauses before 4-hour mark, while FIA data logs confirm 12% of LMH hybrid DNFs in 2022–2023 were linked to HV system faults. Extended full-throttle stints without brake regeneration make active cooling and duty-cycle management critical.
Analysis derived from Peugeot Sport technical bulletins (2022–2024) and FIA reliability reports (2022–2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about PEUGEOT 9X8.
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