The Peugeot EP6CDTX is a 1,598 cc, inline‑four turbocharged petrol engine produced between 2010 and 2015. It features a dual overhead camshaft (DOHC), 16‑valve architecture, and gasoline direct injection (Bosch HDEV5). Output is rated at 147 kW (200 PS) with 275 Nm of torque, engineered for sporty performance and transient response in premium compact applications.
Fitted to models such as the Peugeot RCZ and 308 GTi, the EP6CDTX was co‑developed with BMW under the Prince engine program. Emissions compliance was achieved through a close‑coupled three‑way catalytic converter, variable valve timing (VVT), and precise high-pressure injection, enabling all units to meet Euro 5 standards from launch.
One documented concern is premature wear of the high-pressure fuel pump (HPFP) drive lobe on the exhaust camshaft, highlighted in PSA Service Bulletin 03‑06‑2013. This defect leads to HPFP seizure and loss of rail pressure. From mid‑2013 onward, PSA introduced a revised camshaft surface treatment and updated HPFP internals to resolve the issue.
All production years (2010–2015) meet Euro 5 standards (VCA UK Type Approval #VCA/EMS/6841).
The Peugeot EP6CDTX is a 1,598 cc inline‑four turbocharged petrol engine engineered for sporty compact coupés (2010–2015). It combines DOHC 16‑valve architecture with Bosch HDEV5 direct injection and a twin-scroll turbocharger to deliver strong mid‑range thrust and responsive power delivery. Designed to meet Euro 5 from launch, it balances performance with emissions compliance and drivability.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,598 cc | |
| Fuel type | Petrol (Unleaded, RON 98 min for full output) | |
| Configuration | Inline‑4, DOHC, 16‑valve | |
| Aspiration | Turbocharged | |
| Bore × stroke | 77.0 mm × 85.8 mm | |
| Power output | 147 kW (200 PS) | |
| Torque | 275 Nm @ 1,700 rpm | |
| Fuel system | Bosch HDEV5 direct injection (up to 200 bar) | |
| Emissions standard | Euro 5 | |
| Compression ratio | 10.0:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | Twin‑scroll turbo (Mitsubishi TD04L-14T) | |
| Timing system | Chain‑driven camshafts (maintenance‑free design) | |
| Oil type | PSA 9730.B2 (SAE 5W‑40 full synthetic) | |
| Dry weight | 128 kg |
The DOHC 16‑valve turbocharged layout delivers strong mid‑range torque ideal for spirited driving but requires strict adherence to 5W‑40 PSA 9730.B2 oil specifications to protect the timing chain and HPFP drive lobe. Early EP6CDTX engines (pre‑mid‑2013) are susceptible to camshaft lobe wear—PSA SIB 03‑06‑2013 mandates inspection if HPFP noise or rail pressure faults occur. Extended oil change intervals accelerate chain and turbo bearing wear. Fuel must meet EN 228 standards with minimum RON 98 for full power and knock prevention.
Oil Specs: Requires PSA 9730.B2 (5W‑40 full synthetic) specification (PSA Maintenance Guide 2012). Not compatible with ACEA C3 low-SAPS oils.
Emissions: Euro 5 certification applies to all model years (2010–2015) under VCA Type Approval #VCA/EMS/6841.
Power Ratings: Measured under ISO 1585 standards. 147 kW output requires RON 98 fuel (PSA PT‑2014).
PSA Technical Information System (TIS): Docs M28‑550, EP6‑1598‑X, SIB 03‑06‑2013
VCA Type Approval Database (VCA/EMS/6841)
ISO 1585: Road vehicles — Engine test code
The Peugeot EP6CDTX was used across Peugeot's RCZ/T9 platforms with transverse mounting and co‑developed under the PSA‑BMW Prince engine program. This engine received platform-specific calibrations—revised boost maps in the RCZ R and modified exhaust manifolds in the 308 GTi—but retained full mechanical interchangeability across all variants. Partnerships enabled MINI Cooper S and Citroën DS3 Racing to use identical EP6 variants. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front face of the cylinder block adjacent to the timing cover (PSA TIS M28‑550). The 7th VIN digit indicates engine family ('6' for EP6 series). All EP6CDTX units feature a black cam cover with integrated coil packs and a twin-scroll turbo with intercooler. Critical differentiation from EP6CDTR: EP6CDTX uses a reinforced camshaft and updated HPFP for 200 PS output; EP6CDTR is detuned to 156 PS. Service parts require production date verification—camshafts for pre‑mid‑2013 engines lack the hardened lobe treatment per PSA SIB 03‑06‑2013.
The EP6CDTX's primary reliability risk is high-pressure fuel pump (HPFP) drive lobe wear on early production units, with elevated incidence in high‑load or track‑used vehicles. PSA internal durability reports from 2014 indicated cam lobe scoring in approximately 9% of pre‑mid‑2013 engines before 90,000 km, while UK DVSA MOT records show emissions and ignition faults as top failure categories for RCZs. Extended oil change intervals and use of incorrect viscosity accelerate wear, making adherence to 5W‑40 PSA 9730.B2 oil and 15,000 km service intervals critical.
Analysis derived from PSA technical bulletins (2012–2015) and UK DVSA failure statistics (2015–2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about PEUGEOT RCZ-1-6-THP.
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