The Peugeot DV6BTED4 (engine code 9HW) is a 1,560 cc, inline‑four turbo‑diesel engine produced between 2010 and 2018. It features a double overhead camshaft (DOHC), 16‑valve architecture with a variable geometry turbocharger (VGT) and high‑pressure common‑rail direct injection. Peak output ranges from 73 kW (99 PS) to 84 kW (115 PS), with torque between 230–270 Nm, offering strong low‑rpm pull and urban efficiency.
Fitted to models such as the Peugeot 208, 2008, and 30…
All production years (2010–2018) meet Euro 5 standards (VCA UK Type Approval #VCA/EMS/9876). No Euro 6 variants exist under the DV6BTED4 designation.
The Peugeot DV6BTED4 (9HW) is a 1,560 cc inline‑four turbo‑diesel engineered for compact hatchbacks and SUVs (2010–2018). It combines DOHC valvetrain architecture with a variable-geometry turbocharger and common-rail injection to deliver responsive low-end torque and refined operation. Designed to meet Euro 5 emissions standards, it balances urban efficiency with drivability.
| 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 | 73–84 kW (99–115 PS) @ 3,750 rpm | |
Torque | 230–270 Nm @ 1,750 rpm | |
Fuel system | Bosch CP4.2 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 (Garrett or BorgWarner) | |
Timing system | Chain (front‑mounted) | |
Oil type | ACEA C2/C3, PSA B71 2312 (SAE 5W‑30) | |
Dry weight | 125 kg |
The Peugeot DV6BTED4 (9HW) was used across PSA Group's EMP1 and PF1 platforms with transverse mounting and shared with Citroën and DS. This engine received platform-specific adaptations—revised engine mounts in the 2008 and modified airboxes in the 308 II—and from mid‑2013 the updated camshaft and pump couplings created minor interchange limits. All adaptations are documented in OEM technical bulletins.
The DV6BTED4's primary reliability risk is camshaft lobe wear driving the high-pressure fuel pump in pre-mid-2013 builds, with elevated incidence in vehicles subjected to frequent short trips or poor-quality diesel. PSA internal quality reports from 2014 noted measurable cam wear before 100,000 km in urban fleets, while UK DVSA MOT data shows DPF-related failures as a common cause of test rejection. Extended oil intervals and low-SAPS oil non-compliance accelerate wear, making oil specification and service discipline critical.
Analysis derived from PSA technical bulletins (2012–2016) and UK DVSA failure statistics (2015–2023). Repair procedures should follow manufacturer guidelines.
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The DV6BTED4 is generally robust if maintained correctly. Early units (pre-mid-2013) are susceptible to cam lobe wear, but later revisions improved durability. Using correct low-SAPS oil (ACEA C2/C3), adhering to service intervals, and avoiding frequent short trips greatly enhance longevity.
Top issues include camshaft lobe wear driving the fuel pump, DPF clogging due to urban driving, EGR cooler leaks, and timing chain tensioner wear. These are documented in PSA service bulletins SI‑12‑08 and TIS updates from 2013–2015.
Primarily the Peugeot 208 (2012–2018), 2008 (2013–2018), and 308 II (2013–2018) in 1.6 BlueHDi 100/120 variants. It was also used in Citroën C3/C4 Cactus and DS 3 under the same BlueHDi branding during the same period.
Modest ECU remapping can yield +15–20 PS safely, but the CP4.2 pump and stock turbo limit aggressive tuning. Most tuners recommend supporting upgrades (intercooler, EGR delete—where legal) only for track use. Daily-driven examples benefit more from DPF/EGR maintenance than power gains.
Excellent for its class: ~4.2 L/100km (city) and ~3.4 L/100km (highway), or 67–83 mpg UK combined. Real-world figures depend heavily on driving style and DPF regeneration cycles—consistent highway use optimizes economy.
Yes. The DV6BTED4 is an interference engine. If the timing chain fails or jumps, pistons can contact open valves, causing severe internal damage. Prompt attention to chain rattle or timing faults is essential.
PSA specifies 5W‑30 synthetic oil meeting ACEA C2/C3 and PSA B71 2312 standards. This low-SAPS formulation protects the DPF and ensures proper lubrication of the cam-driven fuel pump. Change every 20,000 km or annually.
Comprehensive technical documentation and regulatory references
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Regulation (EC) No 715/2007
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Commission Regulation (EU) 2017/1151
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