The Peugeot 9HX (DV6AUTED4) is a 1,560 cc, inline‑four turbo‑diesel engine produced between 2006 and 2010. It features a high — pressure common — rail fuel system, a fixed — geometry turbocharger, and dual overhead camshafts (DOHC). In standard tune, it produces 80 kW (109 PS) and 240 Nm of torque, offering a compelling blend of efficiency and urban drivability.
Fitted to compact models like the 207, 308 I, and Partner, the 9HX was engineered for responsive, low — cost motori…
All production years (2006–2010) meet Euro 4 standards (VCA UK Type Approval #VCA/EMS/5678).
The Peugeot 9HX (DV6AUTED4) is a 1,560 cc inline‑four turbo‑diesel engineered for compact hatchbacks and crossovers (2006-2010). It combines high-pressure common-rail injection with a single fixed-geometry turbocharger to deliver strong, linear torque and class-leading fuel economy. Designed to meet Euro 4 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 | 80 kW (109 PS) | |
Torque | 240 Nm @ 1,750 rpm | |
Fuel system | High-pressure common-rail (up to 1,600 bar) | |
Emissions standard | Euro 4 | |
Compression ratio | 17.6:1 | |
Cooling system | Water‑cooled | |
Turbocharger | Single fixed‑geometry turbo (Garrett) | |
Timing system | Chain-driven | |
Oil type | Stellantis 9.55535-S2 (SAE 5W-40) | |
Dry weight | 130 kg |
The Peugeot 9HX (DV6AUTED4) was used across Peugeot's PF2 platform with transverse mounting. This engine received platform-specific adaptations-unique exhaust manifolds for the 308 and revised engine mounts for the Partner-and from late 2008 the updated turbocharger, creating minor part number differences. All adaptations are documented in OEM technical bulletins.
The 9HX (DV6AUTED4)'s primary documented concern is turbocharger thrust bearing failure, with elevated incidence in vehicles subjected to infrequent oil changes or poor-quality oil. 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 short trips or towing make strict oil change adherence and using the correct specification critical.
Analysis derived from Stellantis technical bulletins (2007-2010) and UK DVSA failure statistics (2010-2023). 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 9HX is generally a robust and economical engine. Its main known issue is turbocharger bearing wear on early models (pre-late 2008), which was revised. With the updated turbo and strict adherence to oil changes (5W-40) and using quality fuel, it can be very reliable for high mileage.
The most documented issue is turbocharger thrust bearing wear leading to oil leaks. Other common concerns include EGR valve clogging, injector return line leaks, and dual-mass flywheel failure. These are covered in official Peugeot service bulletins.
This 1.6L diesel engine was used in the 207 (2006-2010), first-generation 308 (2007-2010), and the third-phase Partner van/MPV (2008-2010). It was typically found in mid-range trim levels like Active and Sport.
Yes, ECU remapping is common and can safely increase power to around 95-100 kW (130-135 PS) and torque to 280-300 Nm. The engine's internals are strong, but the standard turbocharger is a limiting factor. Upgrading to a hybrid or larger turbo is recommended for stage 2+ tunes.
Official combined figures are around 4.8-5.2 L/100km (54-59 mpg UK) for a 207 HDi 110. 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 9HX 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-40 synthetic oil meeting the Stellantis 9.55535-S2 specification. Using the correct oil is critical for protecting the turbocharger bearings. 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
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Commission Regulation (EU) 2017/1151
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