The Peugeot RHX (DW10BTED) is a 1,997 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 double overhead camshafts (DOHC). In standard applications, it produces 100 kW (136 PS) and 320 Nm of torque, offering a balance of efficiency and adequate performance for compact and mid — size vehicles.
Fitted to models like the 307, 407, and Partner Tepee, the RHX was enginee…
Production years 2006–2010 meet Euro 4 standards (VCA UK Type Approval #VCA/EMS/5677).
The Peugeot RHX (DW10BTED) is a 1,997 cc inline‑four turbo‑diesel engineered for compact and mid‑size vehicles (2006-2010). It combines common‑rail direct injection with a fixed‑geometry turbocharger to deliver strong low‑end torque and efficient urban performance. Designed to meet Euro 4 standards, it prioritizes fuel economy and emissions compliance.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,997 cc | |
Fuel type | Diesel | |
Configuration | Inline‑4, DOHC, 16‑valve | |
Aspiration | Turbocharged | |
Bore × stroke | 85.0 mm × 88.0 mm | |
Power output | 100 kW (136 PS) | |
Torque | 320 Nm @ 2,000 rpm | |
Fuel system | Bosch CP3 common‑rail (up to 1,600 bar) | |
Emissions standard | Euro 4 | |
Compression ratio | 16.0:1 | |
Cooling system | Water‑cooled | |
Turbocharger | Single fixed‑geometry turbo (Garrett) | |
Timing system | Chain-driven | |
Oil type | PSA B71 2290 (SAE 5W‑30) | |
Dry weight | 162 kg |
The Peugeot RHX (DW10BTED) was used across Peugeot's PF2 platform with transverse mounting. This engine received platform-specific adaptations-reinforced engine mounts in the 407 and specific exhaust routing for the Partner Tepee-creating minor service part variations. All adaptations are documented in OEM technical bulletins.
The RHX's primary reliability risk is dual-mass flywheel (DMF) failure, with elevated incidence in vehicles subjected to frequent stop-start driving or aggressive clutch use. Peugeot internal reports linked a significant number of failures to heat stress and clutch wear, while workshop data shows DPF-related faults are common in vehicles used predominantly for short urban trips. Adherence to driving style and service schedules is critical to prevent costly repairs.
Analysis derived from Peugeot technical bulletins (2006-2010) and UK DVSA failure statistics (2015-2023). Repair procedures should follow manufacturer guidelines.
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The RHX offers good fuel economy and adequate performance but has a known weakness with its dual-mass flywheel, especially in early models or those driven aggressively. Long-term reliability is achievable with meticulous maintenance: strict adherence to 20,000 km oil changes using PSA B71 2290 oil and adopting a smooth driving style to reduce stress on the DMF are paramount to avoid major repairs.
The most frequent issues are dual-mass flywheel (DMF) failure, Diesel Particulate Filter (DPF) clogging, and Exhaust Gas Recirculation (EGR) system faults. Turbocharger wastegate sticking is also common. These are well-documented in Peugeot service bulletins, particularly SIB 6915A for the DMF.
The 2.0 HDi 136 RHX engine was primarily used in the Peugeot 307 (sedan, SW, CC) and 407 (sedan, SW) from 2006 to 2010. It was also fitted to the Partner Tepee MPV from 2008 until 2010. It was not used in the later 308 or 508 models.
Yes, the RHX responds well to ECU remapping. Stage 1 tunes can safely increase power to around 150-160 PS and torque to 360+ Nm. The stock turbo and internals are robust. However, tuning increases stress on the clutch and notably the DMF, so ensuring these components are in excellent condition or upgraded is highly recommended before tuning.
Fuel economy is very good. In a Peugeot 307, expect around 6.0 L/100km (47 mpg UK) in combined driving. Highway cruising can yield 4.8 L/100km (59 mpg UK) or better. Urban driving will be higher, around 7.5 L/100km (38 mpg UK). Real-world figures depend heavily on driving style and DPF regeneration cycles.
Yes. The RHX (DW10BTED) is an interference engine. If the timing chain were to fail or jump, the pistons would collide with the open valves, causing severe and expensive internal engine damage. Fortunately, the chain is generally robust with proper oil maintenance.
Peugeot mandates the use of low-SAPS oil meeting the PSA B71 2290 specification, typically a 5W-30 viscosity. This is critical for protecting the emissions systems (DPF, CAT) and ensuring proper lubrication of the turbocharger. Using the wrong oil can lead to premature component failure.
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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