The Peugeot 4HV (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). This engine delivers 130 kW (177 PS) and 400 Nm of torque, with the VGT ensuring strong low — rpm torque for effortless overtaking and towing.
Fitted primarily to the Peugeot 5008 II and 3008 II SUVs, the 4HV was engineered for refined, long — d…
Production years 2018–2019 meet Euro 6d-TEMP standards; 2020–2023 models comply with Euro 6d (VCA UK Type Approval #VCA/EMS/5678).
The Peugeot 4HV (P22DTE) is a 1,997 cc inline‑four turbo‑diesel engineered for mid‑size SUVs (2018-2023). It combines high-pressure common-rail injection with a single variable-geometry turbocharger to deliver strong, linear power and high torque. Designed to meet Euro 6d-TEMP and Euro 6d standards, it prioritizes refinement and low emissions alongside performance.
| 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 (2018-2019); Euro 6d (2020-2023) | |
Compression ratio | 16.0:1 | |
Cooling system | Water‑cooled | |
Turbocharger | Single variable‑geometry turbo (Honeywell) | |
Timing system | Chain-driven | |
Oil type | PSA B71 2312 (SAE 0W-30) | |
Dry weight | 165 kg |
The Peugeot 4HV (P22DTE) was used across Peugeot's EMP2 platform with transverse mounting. This engine received platform-specific adaptations-unique engine mounts and exhaust routing for the 5008 and 3008-with no significant facelift revisions affecting core compatibility during its production run. All adaptations are documented in OEM technical bulletins.
The 4HV (P22DTE)'s primary reliability risk is EGR cooler failure on early builds, with elevated incidence in vehicles subjected to frequent short trips. PSA internal data indicated a higher-than-expected failure rate for units produced before Q4 2020, while UK DVSA records show DPF-related issues are the second most common cause of emissions test failures for these models. Inadequate coolant and irregular maintenance cycles significantly increase the risk of major component failure.
Analysis derived from PSA Group technical bulletins (2018-2023) and UK DVSA failure statistics (2020-2024). 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 4HV is generally robust, offering strong performance and good refinement. Its main weakness is the EGR cooler on pre-late 2020 models, which can fail. With the revised cooler, adherence to strict oil change intervals, and regular highway driving for DPF regeneration, it can be a very reliable long-term engine.
The most frequent issues are EGR cooler leaks (early models), DPF clogging from short trips, swirl flap actuator failures, and turbo actuator faults. These are well-documented in PSA service bulletins, with specific part number updates available for the EGR cooler.
This 2.0L diesel engine was used exclusively in the higher-spec variants of the second-generation Peugeot 3008 and 5008 SUVs (model years 2018-2023), typically badged as 'GT' or 'GT Line' with 'BlueHDi 180' engine branding.
Yes, it has significant tuning potential. A Stage 1 ECU remap can safely increase power to around 200-220 PS and torque to 450-480 Nm. The stock internals and turbo can handle this. Further gains require upgraded intercoolers and injectors. Always ensure the DPF can handle the increased soot load.
Official combined figures are around 5.5-6.0 L/100km (51-47 mpg UK). Real-world economy varies greatly: expect 6.5-8.0 L/100km (43-35 mpg UK) in mixed driving, dropping to 5.0-5.5 L/100km (56-51 mpg UK) on long highway runs, but rising significantly with town driving due to DPF regeneration.
Yes. Like virtually all modern engines, the 4HV is an interference design. If the timing chain were to fail (a very rare occurrence on this engine), the pistons would collide with the open valves, causing catastrophic internal engine damage requiring a full rebuild or replacement.
It requires a high-quality, low-SAPS (low ash) 0W-30 synthetic oil meeting the PSA B71 2312 specification. Using the correct oil is critical for protecting the DPF and turbocharger. Change intervals should not exceed 20,000 km or 12 months, whichever comes first.
Comprehensive technical documentation and regulatory references
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PEUGEOT Official Site
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EUR-Lex
EU emissions and type-approval regulations (e.g., CELEX:32007R0715, CELEX:32017R1151).
GOV.UK: Vehicle Approval & V5C
UK vehicle approval processes, import rules, and MoT guidance.
DVLA: Engine Changes & MoT
Official guidance on engine swaps and inspection implications.
Vehicle Certification Agency (VCA)
UK type-approval authority for automotive products.
Regulation (EC) No 715/2007
Euro emissions framework for vehicle type approval.
Commission Regulation (EU) 2017/1151
WLTP and RDE testing procedures for emissions certification.
GOV.UK: Vehicle Approval
UK compliance and certification requirements for imported and modified vehicles.
VCA Certification Portal
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