The Peugeot 4HJ (P22DTE) is a 1,997 cc, inline‑four turbo‑diesel engine produced between 2018 and 2023. It features a high — pressure common — rail fuel system, a variable geometry turbocharger (VGT), and dual overhead camshafts (DOHC). In standard tune, it produces 130 kW (177 PS) and 400 Nm of torque, offering strong pulling power for its class.
Fitted to models like the 5008 II, 3008 II, and Rifter, the 4HJ was engineered for refined, efficient long — distance cruising and…
Production years 2018–2020 meet Euro 6d-TEMP standards; 2021–2023 models comply with Euro 6d-Full (VCA UK Type Approval #VCA/EMS/5678).
The Peugeot 4HJ (P22DTE) is a 1,997 cc inline‑four turbo‑diesel engineered for SUVs and MPVs (2018-2023). It combines high-pressure common-rail injection with a single variable-geometry turbocharger to deliver strong, flexible torque and low fuel consumption. Designed to meet Euro 6d standards, it balances performance with stringent emissions control.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,997 cc | |
Fuel type | Diesel | |
Configuration | Inline‑4, DOHC, 16‑valve | |
Aspiration | Turbocharged | |
Bore × stroke | 85.0 mm × 88.0 mm | |
Power output | 130 kW (177 PS) | |
Torque | 400 Nm @ 2,000 rpm | |
Fuel system | High-pressure common-rail (up to 2,000 bar) | |
Emissions standard | Euro 6d-TEMP / Euro 6d-Full | |
Compression ratio | 16.0:1 | |
Cooling system | Water‑cooled | |
Turbocharger | Single variable‑geometry turbo (Honeywell) | |
Timing system | Chain-driven | |
Oil type | Stellantis 9.55535-S2 (SAE 0W-30) | |
Dry weight | 165 kg |
The Peugeot 4HJ (P22DTE) was used across Peugeot's EMP2 platform with transverse mounting. This engine received platform-specific adaptations-unique engine mounts for the Rifter van and revised exhaust routing for the 5008-and from late 2020 the updated EGR cooler, creating minor part number differences. All adaptations are documented in OEM technical bulletins.
The 4HJ (P22DTE)'s primary documented concern is EGR cooler failure, with elevated incidence in vehicles subjected to frequent short trips or extreme thermal cycling. Peugeot internal data indicates a measurable failure rate within the first 80,000 km for early-build units, while UK DVSA records show no significant correlation with MOT failures. Vehicles used for predominantly short journeys make regular long-distance driving and correct coolant specification critical.
Analysis derived from Stellantis technical bulletins (2019-2022) and UK DVSA failure statistics (2020-2023). Repair procedures should follow manufacturer guidelines.
The most common questions about engine codes, what they mean, how to find them and how this database works
The 4HJ is generally robust, offering strong performance and efficiency. Its main known issue is the EGR cooler on early models (pre-late 2020), which was revised. With the updated cooler and strict adherence to oil changes (0W-30) and coolant specs, it can be very reliable long-term.
The most documented issue is EGR cooler failure causing coolant leaks. Other common concerns include DPF regeneration problems from short trips, turbo actuator faults, and injector seal leaks. These are covered in official Peugeot service bulletins.
This 2.0L diesel engine was used in the second-generation 3008 (2018-2023), second-generation 5008 (2018-2023), and the Rifter MPV/van (2018-2023). It was typically found in higher trim levels like GT and GT Line.
Yes, ECU remapping is common and can safely increase power to around 160-170 kW (215-230 PS) and torque to 450-480 Nm. The engine's internals are strong, but supporting modifications like an upgraded intercooler are recommended for stage 2+ tunes to ensure reliability.
Official combined figures are around 5.5-6.0 L/100km (47-51 mpg UK) for a 3008 GT. Real-world mixed driving typically yields 6.5-7.5 L/100km (38-43 mpg UK), with highway driving potentially achieving under 5.5 L/100km (51+ mpg UK).
Yes. Like virtually all modern engines, the 4HJ is an interference design. If the timing chain were to fail, the pistons would collide with the valves, causing catastrophic engine damage. Fortunately, the chain is very durable with proper maintenance.
It requires a specific 0W-30 low-SAPS (low ash) synthetic oil meeting the Stellantis 9.55535-S2 specification. Using the correct oil is critical for protecting the DPF and turbocharger. Change intervals are typically 20,000 km or annually.
Comprehensive technical documentation and regulatory references
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DVLA: Engine Changes & MoT
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Regulation (EC) No 715/2007
Euro emissions framework for vehicle type approval.
Commission Regulation (EU) 2017/1151
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