The Peugeot DT20C is a 1,998 cc, inline‑four turbo‑diesel engine introduced in 2021 as part of Stellantis’ next‑generation diesel family. It features a double overhead camshaft (DOHC), 16‑valve architecture with a variable geometry turbocharger (VGT) and high‑pressure common‑rail direct injection operating up to 2,500 bar. Peak output is 110 kW (150 PS) with 370 Nm of torque, engineered for refined urban and motorway performance while meeting stringent emissions targets.
Fitted to models such as the Peugeot 3008 III and 5008 III, the DT20C was developed for midsize SUVs requiring compliance with Euro 6d emissions standards. Emissions control is achieved through cooled exhaust gas recirculation (EGR), a diesel oxidation catalyst (DOC), a diesel particulate filter (DPF), and a selective catalytic reduction (SCR) system with AdBlue injection.
One documented concern is premature wear of the high-pressure fuel pump drive lobe on the exhaust camshaft, which can cause erratic rail pressure and misfires. This issue, highlighted in Stellantis Service Information Bulletin SI‑22‑03, is attributed to marginal surface hardening in early production camshafts. From Q3 2022 onward, revised camshaft metallurgy and updated pump couplings were implemented to address the concern.
All production years (2021–present) meet Euro 6d standards (VCA UK Type Approval #VCA/EMS/10588).
The Peugeot DT20C is a 1,998 cc inline‑four turbo‑diesel engineered for midsize SUVs (2021–present). It combines DOHC valvetrain architecture with a variable-geometry turbocharger and ultra-high-pressure common-rail injection to deliver responsive torque and low-end refinement. Designed to meet Euro 6d emissions standards, it integrates AdBlue-based SCR for stringent NOx control.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,998 cc | |
| Fuel type | Diesel | |
| Configuration | Inline‑4, DOHC, 16‑valve | |
| Aspiration | Turbocharged | |
| Bore × stroke | 85.0 mm × 88.0 mm | |
| Power output | 110 kW (150 PS) @ 3,750 rpm | |
| Torque | 370 Nm @ 2,000 rpm | |
| Fuel system | Bosch CP4.2 common‑rail (up to 2,500 bar) | |
| Emissions standard | Euro 6d | |
| Compression ratio | 15.5:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | Single variable‑geometry turbo (Garrett) | |
| Timing system | Chain (front‑mounted) | |
| Oil type | ACEA C2/C3, PSA B71 2312 (SAE 0W‑30) | |
| Dry weight | 132 kg |
The DOHC layout and VGT turbo provide smooth, responsive performance ideal for mixed urban and motorway use but require strict adherence to 20,000 km oil change intervals to protect the high-pressure fuel pump and camshaft lobes. ACEA C2/C3 (PSA B71 2312) low-SAPS 0W‑30 oil is critical to prevent SCR/DPF clogging and ensure proper lubrication of the cam-driven CP4.2 pump. Cold-start idling should be minimized to reduce soot accumulation. Engines built before Q3 2022 are susceptible to cam lobe wear per Stellantis SI‑22‑03; inspect rail pressure stability during diagnostics. Use only ultra-low-sulfur diesel (EN 590) with AdBlue meeting ISO 22241 standards.
Oil Specs: Requires ACEA C2/C3, PSA B71 2312 (0W‑30) specification (Peugeot Owner’s Handbook 3008 III, 2021).
Emissions: Euro 6d certification applies to all model years (VCA Type Approval #VCA/EMS/10588).
Power Ratings: Measured under EU Regulation 2017/1151 (WLTP). Output is fixed at 110 kW (150 PS) across all applications (Stellantis TIS Doc. M41‑802).
Stellantis Technical Information System (TIS): Docs M41‑802, SI‑22‑03
VCA Type Approval Database (VCA/EMS/10588)
EU Regulation 2017/1151 (WLTP) and (EC) No 715/2007 (Euro 6)
The Peugeot DT20C was used across Stellantis's EMP2 platform with transverse mounting and shared with Citroën and DS. This engine received platform-specific adaptations—revised engine mounts in the 5008 III and modified AdBlue tank routing in the 3008 III—and from Q3 2022 the updated camshaft and pump couplings created minor interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front face of the block near the timing cover (Stellantis TIS M41‑802). The 8th VIN digit indicates engine family ('C' for DT20C). Visual identification: black plastic valve cover with “BlueHDi” branding, Bosch CP4.2 high-pressure pump driven off the exhaust camshaft, and AdBlue tank integrated into the rear wheel arch. Critical differentiation from DT20D (mild-hybrid variant): DT20C lacks belt-integrated starter-generator (BiSG) and has a conventional alternator. Always verify camshaft casting number 96591200 for pre-Q3 2022 units.
The DT20C's primary reliability risk is camshaft lobe wear driving the high-pressure fuel pump in pre-Q3 2022 builds, with elevated incidence in vehicles subjected to frequent short trips or sustained high-load operation. Stellantis internal quality reports from 2022 noted measurable cam wear before 100,000 km in urban fleets, while UK DVSA MOT data shows SCR/AdBlue system faults as a growing cause of test rejection. Extended oil intervals and incorrect oil specification accelerate wear, making oil discipline and AdBlue quality critical.
Analysis derived from Stellantis technical bulletins (2021–2023) and UK DVSA failure statistics (2022–2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about PEUGEOT DT20C.
Comprehensive technical documentation and regulatory references
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