The Peugeot K9K is a 1,461 cc, inline‑four turbo‑diesel engine produced from 2003 to 2021 under a Renault–Nissan–Mitsubishi alliance license. It features a cast‑iron block, aluminium head, DOHC 8‑valve layout, and common‑rail direct injection with a variable geometry turbocharger. In standard Peugeot applications it delivered 63–81 kW (86–110 PS) and 200–240 Nm of torque, providing strong low‑rpm pulling power for compact vehicles.
Fitted to models such as the Peugeot 207, 208, and Partner Tepee, the K9K was engineered for urban efficiency, low emissions, and cost‑effective serviceability. Emissions compliance was achieved through exhaust gas recirculation (EGR) and, from Euro 5 variants onward, a diesel particulate filter (DPF), allowing adherence to Euro 4 and Euro 5 standards depending on model year.
One documented concern is high‑pressure fuel pump (HPFP) failure due to lubrication issues from low‑sulfur diesel or extended oil intervals, highlighted in PSA Group Service Information Bulletin K9‑08‑12. This is often preceded by hard starting or loss of power. From 2011, revised HPFP internals and updated camshaft lobe profiles were introduced to improve durability.
Production years 2003–2009 meet Euro 4 standards; 2010–2021 models meet Euro 5 standards (VCA UK Type Approval #VCA/EMS/8765).
The Peugeot K9K is a 1,461 cc inline‑four turbo‑diesel engineered for compact hatchbacks and light commercial vehicles (2003–2021). It combines common‑rail direct injection with a single variable‑geometry turbocharger to deliver strong low‑rpm torque and urban drivability. Designed to meet Euro 4 and Euro 5 emissions standards, it balances fuel economy with serviceability.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,461 cc | |
| Fuel type | Diesel | |
| Configuration | Inline‑4, DOHC, 8‑valve | |
| Aspiration | Turbocharged | |
| Bore × stroke | 76.0 mm × 80.5 mm | |
| Power output | 63–81 kW (86–110 PS) | |
| Torque | 200–240 Nm @ 1,500–2,000 rpm | |
| Fuel system | Bosch CP1/CP3 common‑rail (up to 1,600 bar) | |
| Emissions standard | Euro 4 (2003–2009); Euro 5 (2010–2021) | |
| Compression ratio | 15.8:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | Single variable‑geometry turbo (Garrett or BorgWarner) | |
| Timing system | Belt‑driven DOHC | |
| Oil type | ACEA B4 or PSA B71 2290 (SAE 5W‑30) | |
| Dry weight | 118 kg |
The belt-driven DOHC layout provides compact packaging but requires strict 120,000 km or 5-year timing belt replacement to prevent interference damage. ACEA B4 or PSA B71 2290 (5W-30) oil is essential to protect the cam-driven high-pressure fuel pump. Extended oil intervals or incorrect oil can cause HPFP wear and cam lobe scoring. Use only ultra-low-sulfur diesel (EN 590) to maintain injector and pump longevity. Euro 5 variants with DPF demand regular highway driving to enable passive regeneration; short urban trips increase soot accumulation and DPF warning risk.
Oil Specs: Requires ACEA B4 or PSA B71 2290 (5W-30) specification (PSA Owner Manual 2012). Not compatible with C3 or Longlife oils.
Emissions: Euro 4 certification applies to 2003–2009 models; Euro 5 applies to 2010–2021 builds (VCA Type Approval #VCA/EMS/8765).
Power Ratings: Measured under ISO 1585 standards. Output verified on 208 1.6 HDi chassis (PSA TIS Doc. K9-A201).
PSA Technical Information System (TIS): Docs K9-A201, SIB K9-08-12
VCA Type Approval Database (VCA/EMS/8765)
ISO 1585 Road Vehicle Engine Test Code
The Peugeot K9K was used across PSA's PF1 and B platforms with transverse mounting under license from Renault. This engine received platform-specific adaptations—revised engine mounts in the Partner Tepee and modified intake manifolds in the 208—and from 2010 Euro 5 variants incorporated DPF and updated ECU calibrations, creating minor interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front left side of the cylinder block near the timing belt cover (PSA TIS K9-A201). The 7th VIN digit indicates engine family ('9' for K9 series). All K9K units feature a black plastic cam cover with '1.6 HDi' or 'BlueHDi' badge. Critical differentiation from DV6: K9K has 8 valves and a single camshaft drive pulley; DV6 is 16-valve with dual pulleys. Pre-2010 and post-2010 ECUs are not interchangeable due to DPF integration (PSA SIB K9-10-05).
The K9K's primary reliability risk is high-pressure fuel pump (HPFP) failure linked to lubrication degradation, with elevated incidence in vehicles using incorrect oil or low-quality diesel. PSA internal data from 2013 noted a significant share of pre-2011 engines requiring HPFP replacement before 100,000 km, while UK DVSA records show DPF-related MOT failures rising in Euro 5 variants subjected to short urban cycles. Extended oil intervals and infrequent highway driving increase risk, making oil quality and driving pattern critical.
Analysis derived from PSA technical bulletins (2008–2016) and UK DVSA failure statistics (2015–2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about PEUGEOT K9K.
Comprehensive technical documentation and regulatory references
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