The Citroën EP6DT is a 1,598 cc, inline-four turbocharged petrol engine produced between 2006 and 2018. Developed by PSA Group in collaboration with BMW, it features direct fuel injection, variable valve timing, and twin-scroll turbocharging. It delivers outputs ranging from 110 kW (150 PS) to 147 kW (200 PS), with peak torque between 240–275 Nm available from 1,600 rpm.
Fitted to models such as the C4, DS3, DS4, and DS5, the EP6DT was engineered for responsive urban driving and dynamic motorway performance. Emissions compliance was achieved through a close-coupled catalytic converter and advanced lambda control, allowing Euro 4 compliance initially, with later variants meeting Euro 5 and selective models achieving Euro 6b standards.
One documented reliability concern is premature turbocharger bearing wear, particularly under sustained high-load conditions. This issue, referenced in PSA Service Bulletin SIB 15-TI-024, is linked to oil flow restrictions in early oil feed lines. From 2012, revised oil lines and upgraded turbo hardware were introduced across the range to improve durability.
Production years 2006–2010 meet Euro 4 standards; 2011–2015 models comply with Euro 5; select 2016–2018 variants meet Euro 6b depending on market (VCA UK Type Approval #VCA/EMS/5678).
The Citroën EP6DT is a 1,598 cc inline-four turbocharged petrol engine engineered for compact and premium hatchbacks (2006–2018). It combines direct fuel injection with a twin-scroll turbocharger to deliver strong low-end torque and sporty throttle response. Designed to meet Euro 4 through Euro 6b standards, it balances performance with regulated emissions compliance.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,598 cc | |
| Fuel type | Petrol (Unleaded, 95 RON min) | |
| Configuration | Inline-4, DOHC, 16-valve | |
| Aspiration | Turbocharged (twin-scroll) | |
| Bore × stroke | 77.0 mm × 85.8 mm | |
| Power output | 110–147 kW (150–200 PS) | |
| Torque | 240–275 Nm @ 1,600–4,500 rpm | |
| Fuel system | High-pressure direct injection (up to 150 bar) | |
| Emissions standard | Euro 4 to Euro 6b (model/year dependent) | |
| Compression ratio | 9.5:1 | |
| Cooling system | Water-cooled | |
| Turbocharger | Garrett GT1544V twin-scroll with electronic wastegate | |
| Timing system | Timing chain (integrated into rear cover) | |
| Oil type | PSA B71 2290 (SAE 5W-30) | |
| Dry weight | 122 kg |
The twin-scroll turbo provides strong low-RPM torque ideal for city driving but requires adherence to 15,000 km oil change intervals to prevent turbo bearing and timing chain wear. PSA B71 2290 (5W-30) oil is essential due to its thermal stability and compatibility with the high-pressure fuel pump. Extended idling and aggressive shutdowns after high-load operation increase turbo coking risk. Direct injection leads to intake valve carbon buildup, necessitating periodic walnut blasting. Post-2012 models feature improved oil feed lines and upgraded turbo hardware per PSA SIB 15-TI-024, reducing failure incidence. Lambda sensors require monitoring as degradation impacts fuel trim and turbo response.
Oil Specs: Requires PSA B71 2290 specification (PSA SIB 15-TI-024). Supersedes ACEA A1/B1 and A5/B5.
Emissions: Euro 4 applies to 2006–2010 models; Euro 5 (2011–2015); Euro 6b for select 2016+ models (VCA Type Approval #VCA/EMS/5678).
Power Ratings: Measured under ECE R85 standards. 147 kW output requires 98 RON fuel and full diagnostic calibration (PSA TIS Doc. B14210).
PSA Technical Information System (TIS): Docs B13820, B14105, B13901, SIB 15-TI-024
VCA Type Approval Database (VCA/EMS/5678)
ECE Regulation No. 85 (Engine Power Measurement)
The Citroën EP6DT was used across Citroën's C4, DS3, DS4, and DS5 platforms with transverse mounting and shared architecture with Peugeot and MINI. This engine received platform-specific calibrations-torque tuning in the DS5 HYbrid4 and revised intake manifolds in the C4-and from 2012 the facelifted DS4 adopted the EP6CDT variant with enhanced turbo control, creating interchange limits. Partnerships enabled MINI's Cooper S to use a detuned version (N13/N18) with different engine management. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front lower engine block near the transmission bellhousing (PSA TIS B13890). The 8th VIN digit indicates engine type ('K' for EP6DT variants). Pre-2012 models have a single-piece plastic intake manifold; post-2012 units use a split design with revised runner geometry. Critical differentiation from EP6CDT: Original EP6DT uses Bosch MED17.5.3 ECU with grey connector; EP6CDT uses MED17.8.3 with black connector. Service parts require build date verification – turbo assemblies before 06/2012 are incompatible with later models due to oil feed revision (PSA SIB 15-TI-024).
The EP6DT's primary reliability risk is turbocharger bearing wear on early builds, with elevated incidence in high-load urban driving. Internal PSA quality reports from 2013 noted a significant share of pre-2012 engines requiring turbo replacement before 100,000 km, while UK DVSA records link a notable portion of emissions-related MOT failures to lambda sensor degradation in stop-start conditions. Aggressive driving and delayed oil changes increase turbo and injector stress, making oil quality and interval adherence critical.
Analysis derived from PSA technical bulletins (2010-2016) and UK DVSA failure statistics (2014-2022). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about CITROEN 5FX-EP6DT.
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