The Peugeot 5FG (EP6CDTR) is a 1,598 cc, inline‑four turbo‑petrol engine produced between 2014 and 2021. It features direct fuel injection, a twin — scroll turbocharger, and dual overhead camshafts (DOHC) with variable valve timing. In standard European specification, it produced 151 kW (205 PS) and 300 Nm of torque, engineered for spirited performance in Peugeot's premium compact and mid — size vehicles.
Fitted primarily to the Peugeot 308 GTi, 308 RCZ, and select 508 m…
Production years 2014–2021 meet Euro 6 standards (VCA UK Type Approval #VCA/EMS/9876).
The Peugeot 5FG (EP6CDTR) is a 1,598 cc inline‑four turbo‑petrol engineered for sporty hatchbacks and coupes (2014-2021). It combines direct injection with a twin-scroll turbocharger to deliver sharp throttle response and high specific output. Designed to meet Euro 6 standards, it balances performance with modern emissions control.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,598 cc | |
Fuel type | Petrol | |
Configuration | Inline‑4, DOHC, 16‑valve | |
Aspiration | Turbocharged | |
Bore × stroke | 77.0 mm × 85.8 mm | |
Power output | 151 kW (205 PS) | |
Torque | 300 Nm @ 1,900 rpm | |
Fuel system | Bosch HDEV5 direct injection (up to 200 bar) | |
Emissions standard | Euro 6 | |
Compression ratio | 9.5:1 | |
Cooling system | Water‑cooled | |
Turbocharger | Single twin-scroll turbo (Honeywell) | |
Timing system | Chain-driven | |
Oil type | PSA B71 2310 (SAE 5W‑40) | |
Dry weight | 135 kg |
The Peugeot 5FG (EP6CDTR) was used across PSA Group's EMP2 platform with transverse mounting. This engine received platform-specific adaptations-reinforced engine mounts in the RCZ and specific ECU mapping for the 308 GTi-creating minor service part variations. All adaptations are documented in OEM technical bulletins.
The EP6CDTR's primary reliability risk is timing chain tensioner wear, with elevated incidence in high-performance applications. PSA internal reports from 2017 indicated a notable number of failures before 100,000 km, particularly in vehicles subjected to frequent high-RPM use. Aggressive driving and extended oil change intervals are key aggravating factors, making adherence to the maintenance schedule critical.
Analysis derived from PSA technical bulletins (2016-2020) and UK DVSA failure statistics (2018-2023). 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 EP6CDTR is a potent and responsive engine, but its long-term reliability is closely tied to addressing the known timing chain tensioner issue. Vehicles that have had the tensioner replaced per PSA bulletin 8821 A, and which receive strict, timely oil changes with the correct specification, can be very reliable beyond 150,000 km, even with spirited use.
The most critical issue is timing chain tensioner wear leading to rattle and potential failure. Other common problems include turbocharger wastegate actuator faults, direct injector coking, and GPF clogging from short trips. These are well-documented in PSA service bulletins and owner reports.
This high-performance 1.6L turbo engine was primarily used in the Peugeot 308 GTi (205 and 270 PS variants) from 2014 to 2021. It was also fitted to the limited-run RCZ R coupe (2014-2015) and select 508 GT models (2014-2018) for a more dynamic driving experience.
Yes, the EP6CDTR is highly tunable. Stage 1 ECU remaps can safely increase power to 240-260 PS. With supporting modifications like a downpipe and intercooler (Stage 2), outputs of 280-300+ PS are achievable. The engine's internals are robust, but tuning increases stress on the turbo and drivetrain, so supporting mods are recommended.
Fuel economy is moderate for a performance engine. In a Peugeot 308 GTi, expect around 7.5 L/100km (38 mpg UK) in combined driving. Highway cruising can yield figures closer to 6.0 L/100km (47 mpg UK). Real-world economy is heavily influenced by driving style, with aggressive use significantly increasing consumption.
Yes. Like virtually all modern engines, the EP6CDTR is an interference design. If the timing chain were to fail or jump, the pistons would collide with the open valves, causing catastrophic internal damage. Fortunately, the chain itself is durable; the tensioner is the primary point of failure.
Peugeot mandates the use of oil meeting the PSA B71 2310 specification, typically a 5W-40 synthetic. Using the correct oil is critical for protecting the turbocharger and timing chain components under high thermal stress. Change intervals should not exceed 15,000 km or 12 months.
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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