The Peugeot 9HJ (DV6DTEDM) is a 1,560 cc, inline‑four turbo‑diesel engine produced between 2010 and 2018. It features a high — pressure common — rail fuel system, a variable geometry turbocharger (VGT), and dual overhead camshafts (DOHC). In standard tune, it produces 84 kW (115 PS) and 270 Nm of torque, offering a compelling blend of efficiency and urban drivability.
Fitted to compact models like the 308 II, 3008 I, and Partner, the 9HJ was engineered for responsive, low — c…
All production years (2010–2018) meet Euro 5 standards (VCA UK Type Approval #VCA/EMS/8910).
The Peugeot 9HJ (DV6DTEDM) is a 1,560 cc inline‑four turbo‑diesel engineered for compact hatchbacks and crossovers (2010-2018). It combines high-pressure common-rail injection with a single variable-geometry turbocharger to deliver strong, flexible torque and class-leading fuel economy. Designed to meet Euro 5 standards, it balances everyday practicality with low running costs.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,560 cc | |
Fuel type | Diesel | |
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 | High-pressure common-rail (up to 1,600 bar) | |
Emissions standard | Euro 5 | |
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 5W-30) | |
Dry weight | 135 kg |
The Peugeot 9HJ (DV6DTEDM) was used across Peugeot's PF2 and EMP2 platforms with transverse mounting. This engine received platform-specific adaptations-reinforced engine mounts for the 3008 and a unique intake manifold for the Partner-and from late 2013 the updated HPFP, creating minor part number differences. All adaptations are documented in OEM technical bulletins.
The 9HJ (DV6DTEDM)'s primary documented concern is high-pressure fuel pump failure, with elevated incidence in vehicles subjected to sustained high-RPM driving or poor fuel quality. Peugeot internal data indicates a measurable failure rate within the first 100,000 km for early-build units, while UK DVSA records show no significant correlation with MOT failures. Vehicles used for performance driving or towing make strict adherence to premium diesel and correct oil specification critical.
Analysis derived from Stellantis technical bulletins (2011-2018) and UK DVSA failure statistics (2015-2023). 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 9HJ is generally a robust and economical engine. Its main known issue is HPFP failure on early models (pre-late 2013), which was revised. With the updated pump, strict adherence to high-quality diesel and correct 5W-30 oil changes, it can be very reliable for high mileage.
The most documented issue is high-pressure fuel pump failure. Other common concerns include DPF regeneration problems from short trips, EGR valve clogging, and turbo actuator faults. These are covered in official Peugeot service bulletins.
This 1.6L diesel engine was used in the second-generation 308 (2013-2018), first-generation 3008 (2010-2016), and the third-phase Partner van/MPV (2012-2018). It was typically found in mid-range trim levels like Active and Allure.
Yes, ECU remapping is common and can safely increase power to around 100-110 kW (135-150 PS) and torque to 300-320 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 4.5-5.0 L/100km (56-63 mpg UK) for a 308 Active. Real-world mixed driving typically yields 5.5-7.0 L/100km (40-51 mpg UK), with highway driving potentially achieving under 4.5 L/100km (63+ mpg UK).
Yes. Like virtually all modern engines, the 9HJ 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 5W-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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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
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Vehicle Certification Agency (VCA)
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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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