The Peugeot DV6ATED4 is a 1,560 cc, inline‑four turbo‑diesel engine produced between 2010 and 2015. It features a dual overhead camshaft (DOHC), 16‑valve architecture, and high‑pressure common‑rail direct injection (Bosch CP4.2). Output is rated at 84 kW (115 PS) with 270 Nm of torque, engineered for strong low‑end pull and compliance with stringent emissions standards.
Fitted to models such as the Peugeot 308 (T9), 508 (XN1TACP), and Partner Tepee, the DV6ATED4 was d…
All production years (2010–2015) meet Euro 5 standards (VCA UK Type Approval #VCA/EMS/7532).
The Peugeot DV6ATED4 is a 1,560 cc inline‑four turbo‑diesel engine engineered for compact and mid‑size models (2010–2015). It combines DOHC 16‑valve architecture with Bosch CP4.2 common‑rail injection to deliver strong low‑rpm torque and refined operation. Designed to meet Euro 5 from launch, it balances performance with emissions compliance and fuel efficiency.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,560 cc | |
Fuel type | Diesel (ULSD, EN 590) | |
Configuration | Inline‑4, DOHC, 16‑valve | |
Aspiration | Turbocharged | |
Bore × stroke | 75.0 mm × 88.3 mm | |
Power output | 84 kW (115 PS) | |
Torque | 270 Nm @ 1,750 rpm | |
Fuel system | Bosch CP4.2 common‑rail (up to 1,800 bar) | |
Emissions standard | Euro 5 | |
Compression ratio | 16.0:1 | |
Cooling system | Water‑cooled | |
Turbocharger | Single fixed‑geometry turbo (Garrett) | |
Timing system | Chain‑driven camshafts (maintenance‑free design) | |
Oil type | PSA 9730.B2 (SAE 5W‑30 full synthetic) | |
Dry weight | 142 kg |
The Peugeot DV6ATED4 was used across Peugeot's T9/XN1TACP platforms with transverse mounting and shared with Citroën for badge-engineered variants. This engine received platform-specific calibrations—revised ECU maps in the 508 RXH and modified exhaust routing in the 308 SW—but retained full mechanical interchangeability across all variants. Partnerships allowed Citroën C5 and DS5 models to use identical DV6 variants. All adaptations are documented in OEM technical bulletins.
The DV6ATED4's primary reliability risk is high-pressure fuel pump (HPFP) failure in early production units, with elevated incidence in vehicles using non-compliant diesel or extended oil change intervals. PSA internal quality reports from 2013 indicated HPFP seizure in approximately 6% of pre‑late‑2012 engines before 100,000 km, while UK DVSA MOT records show DPF and EGR faults as top failure categories for 508 HDi models. Use of incorrect fuel or oil accelerates wear, making adherence to EN 590 diesel and 5W‑30 PSA 9730.B2 oil critical.
Analysis derived from PSA technical bulletins (2011–2014) and UK DVSA failure statistics (2015–2023). Repair procedures should follow manufacturer guidelines.
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The DV6ATED4 is generally dependable when maintained properly. Early units (pre-late-2012) had HPFP lubricity issues, resolved by updated pump design. Key to longevity is using EN 590 diesel with verified lubricity and adhering to 15,000 km oil changes with PSA 9730.B2 5W‑30 oil. Neglect leads to fuel system or emissions faults.
Top issues include HPFP failure (early builds), DPF clogging from short trips, EGR valve fouling, and cam cover oil leaks. These are documented in PSA service bulletins and UK MOT data. Regular oil changes, quality diesel, and occasional highway driving mitigate most risks effectively.
Primarily the Peugeot 508 (XN1TACP, 2010–2015) in 1.6 HDi 115 form. Also used in the 308 (T9), Partner Tepee, and Citroën C5/DS5 during the same period. All are transverse-mounted 1.6L turbo-diesel units meeting Euro 5 emissions standards.
Moderate tuning is possible. Stage 1 ECU remaps typically yield +15–20 PS and +40–50 Nm safely, as the fixed-geometry turbo and internals support modest increases. Aggressive tuning risks HPFP and clutch durability. Always pair with enhanced cooling and high-quality fuel.
Excellent for its class. In a Peugeot 508 1.6 HDi 115, expect ~5.2 L/100km (city) and ~3.8 L/100km (highway), or ~55–62 mpg UK combined. Real-world economy depends on driving style and DPF regeneration cycles, but well-maintained examples consistently achieve 55+ mpg UK.
Yes. The DV6ATED4 is an interference design. If the timing chain were to fail (extremely rare due to maintenance‑free design), pistons could contact open valves, causing internal damage. However, the chain is engineered for life-of-engine service under proper oil maintenance.
PSA specifies 5W‑30 full synthetic oil meeting PSA 9730.B2 standard. This is critical for chain lubrication, turbo bearing protection, and DPF compatibility. Change every 15,000 km or annually. Avoid non-compliant oils, as they increase HPFP and chain wear risk.
Comprehensive technical documentation and regulatory references
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DVLA: Engine Changes & MoT
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Regulation (EC) No 715/2007
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Commission Regulation (EU) 2017/1151
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