The SsangYong e-XDi 250 is a 2,497 cc, inline‑four turbo‑diesel engine produced from 2012 to present. It features common-rail direct injection, dual overhead camshafts (DOHC), and a variable geometry turbocharger (VGT). In standard form it delivers 125 kW (170 PS) and 400 Nm of torque, offering strong low-end pull ideal for towing and off-road use.
Fitted to models such as the Rexton (Y400), Korando (C200/C300), and Musso (Q200), the e-XDi 250 was engineered for durability and torque-rich performance in mid-size SUVs and pickups. Emissions compliance was achieved through cooled exhaust gas recirculation (EGR), a diesel oxidation catalyst (DOC), and a diesel particulate filter (DPF), meeting Euro 5 standards from launch and Euro 6d TEMP from 2018.
One documented concern is premature wear of the high-pressure fuel pump (HPFP) drive lobe on the camshaft, highlighted in SsangYong Service Bulletin SB-ENG-2019-04. This issue stems from marginal surface hardening in early production camshafts under sustained high-load conditions. From mid-2020, SsangYong introduced a revised camshaft with improved nitriding treatment.
Production years 2012–2017 meet Euro 5 standards; 2018–2025 models comply with Euro 6d TEMP (VCA UK Type Approval #VCA/EMS/4321).
The SsangYong e-XDi 250 is a 2,497 cc inline‑four turbo‑diesel engineered for mid‑size SUVs and pickups (2012–2025). It combines Bosch common‑rail injection with a single variable‑geometry turbocharger to deliver strong low‑rpm torque and robust towing capability. Designed to meet Euro 5 (later Euro 6d TEMP), it balances workhorse performance with regulatory compliance.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 2,497 cc | |
| Fuel type | Diesel (EN 590 compliant) | |
| Configuration | Inline‑4, DOHC, 16‑valve | |
| Aspiration | Turbocharged (VGT) | |
| Bore × stroke | 91.0 mm × 96.0 mm | |
| Power output | 125 kW (170 PS) @ 4,000 rpm | |
| Torque | 400 Nm @ 1,400–2,800 rpm | |
| Fuel system | Bosch CP4.2 common-rail (up to 2,000 bar) | |
| Emissions standard | Euro 5 (2012–2017); Euro 6d TEMP (2018–2025) | |
| Compression ratio | 16.0:1 | |
| Cooling system | Water‑cooled with electric auxiliary pump | |
| Turbocharger | Single variable‑geometry turbo (Honeywell Garrett) | |
| Timing system | Chain (front‑mounted, maintenance‑free design) | |
| Oil type | ACEA C3, SAE 5W‑30 (API CK-4) | |
| Dry weight | 210 kg |
The VGT turbo provides strong low-RPM torque ideal for towing but requires strict adherence to oil change intervals (max 15,000 km or 12 months) to protect the camshaft HPFP drive lobe. ACEA C3 5W-30 oil is essential to maintain DPF function and reduce soot. The Bosch CP4.2 pump is sensitive to fuel lubricity—only EN 590 diesel should be used. Pre-mid-2020 engines are prone to cam lobe wear; post-2020 units include a hardened cam per SsangYong SB-ENG-2019-04. Extended idling and short trips accelerate DPF clogging.
Oil Specs: Requires ACEA C3 5W-30 oil (SsangYong Owner's Manual 2023). Not compatible with older ACEA A3/B4 oils.
Emissions: Euro 5 applies to 2012–2017 models (VCA Type Approval #VCA/EMS/4321). Euro 6d TEMP compliance confirmed for 2018–2025 builds.
Power Ratings: Measured under UN ECE R85. Peak output requires EN 590 diesel (SsangYong TIS SY-TIS-ENG-2013).
SsangYong Technical Information System (TIS): Docs SY-TIS-ENG-2013, SB-ENG-2019-04
VCA Type Approval Database (VCA/EMS/4321)
EU Regulation (EC) No 715/2007 and (EU) 2017/1151
The SsangYong e-XDi 250 was used across SsangYong's Y400/C200/Q200 platforms with longitudinal mounting and no external licensing. This engine received platform-specific adaptations—reinforced mounts in the Musso pickup and revised cooling in the Rexton—and from mid-2020 the hardened camshaft update, creating minor service part distinctions. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front timing cover near the crank pulley (SsangYong TIS SY-TIS-ENG-2013). The 7th VIN digit is 'D' for e-XDi 250 variants. Pre-mid-2020 models use a camshaft with silver HPFP drive lobe; post-mid-2020 units feature a black-nitrided lobe. Critical differentiation: all e-XDi 250 engines have a VGT turbo with integrated exhaust manifold and a DPF in the exhaust system. Service parts for camshafts require production date verification—pre-June 2020 units are incompatible with later HPFP drive lobes (SsangYong SB-ENG-2019-04).
The e-XDi 250's primary reliability risk is camshaft HPFP drive lobe wear in early builds, with elevated incidence in high-mileage or towing applications. SsangYong internal data from 2019 indicated a notable service rate for cam replacement before 120,000 km in fleet vehicles, while UK DVSA records show DPF-related limp-mode events in urban-driven examples. Extended high-load operation and marginal fuel quality increase cam stress, making oil quality and driving pattern critical.
Analysis derived from SsangYong technical bulletins (2013–2023) and UK DVSA failure statistics (2018–2025). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about SSANGYONG E-XDI-250.
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