The Peugeot 4HH (P22DTE) is a 1,499 cc, inline‑three turbo‑diesel engine produced between 2018 and 2023. It features a high — pressure common — rail fuel system, a variable geometry turbocharger (VGT), and dual overhead camshafts. In standard form it delivered 85 kW (116 PS), with torque peaking at 270 Nm, providing strong low — rpm pull for its compact size.
Fitted to models such as the Peugeot 208, 2008, and Partner Tepee, the 4HH was engineered for urban efficiency and resp…
Production years 2018–2020 meet Euro 6d-TEMP standards; 2021–2023 models meet Euro 6d standards .
The Peugeot 4HH (P22DTE) is a 1,499 cc inline‑three turbo‑diesel engineered for B-segment hatchbacks and crossovers (2018-2023). It combines high-pressure common-rail injection with a variable-geometry turbocharger to deliver strong low-end torque and efficient urban driving. Designed to meet Euro 6d-TEMP and Euro 6d standards, it balances compact dimensions with responsive performance.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,499 cc | |
Fuel type | Diesel | |
Configuration | Inline‑3, DOHC, 12‑valve | |
Aspiration | Turbocharged | |
Bore × stroke | 75.0 mm × 84.5 mm | |
Power output | 85 kW (116 PS) | |
Torque | 270 Nm @ 1,750 rpm | |
Fuel system | Bosch CP4.2 common‑rail (up to 2,000 bar) | |
Emissions standard | Euro 6d-TEMP (2018-2020); Euro 6d (2021-2023) | |
Compression ratio | 16.0:1 | |
Cooling system | Water‑cooled | |
Turbocharger | Single variable‑geometry turbo (Garrett) | |
Timing system | Chain-driven | |
Oil type | PSA B71 2312 (SAE 5W‑30) | |
Dry weight | 115 kg |
The Peugeot 4HH (P22DTE) was used across Peugeot's B-segment platforms with transverse mounting. This engine received platform-specific adaptations-reinforced mounts in the Partner Tepee for load-bearing-and from 2021 the 208/2008 facelift models adopted minor ECU revisions for Euro 6d compliance, though core components remain interchangeable. All adaptations are documented in OEM technical bulletins.
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Field reports and technical service bulletins highlight component wear patterns under high-load operation. Adherence to manufacturer service intervals and approved fluid specifications is critical for long-term reliability.
Analysis derived from manufacturer technical service bulletins and industry workshop records. Repair procedures should follow manufacturer guidelines.
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The 4HH is generally robust when maintained correctly. The main concern is the EGR cooler on early models (2018-2020), which PSA addressed via a service bulletin. Later models (2021+) are more reliable. Using the correct 5W-30 oil and avoiding constant short trips significantly improves longevity and prevents DPF issues.
The most common issues are EGR cooler leaks (early models), DPF clogging from short journeys, turbo actuator faults, and occasional injector failures. These are well-documented in PSA service bulletins and owner reports, with the EGR cooler being the most significant potential repair cost.
This 1.5L diesel was used in the Peugeot 208 (P21, 2018-2023), 2008 (P24, 2019-2023), and Partner Tepee (M59, 2018-2021). It was also shared with Citroën (e.g., C4, C3 Aircross) and Opel/Vauxhall (e.g., Corsa, Crossland) as part of the PSA Group's engine strategy.
Aftermarket ECU tuning is common on the 4HH-P22DTE platform, but increasing boost or altering engine parameters accelerates component wear, impacts emissions compliance, and may void vehicle warranties. Any modifications should be evaluated carefully by a qualified specialist.
Excellent for its class. In a 208 1.5 BlueHDi 100, expect around 4.0-4.5 L/100km (63-58 mpg UK) combined. Real-world figures vary: city driving yields ~5.0 L/100km (56 mpg UK), while highway cruising can achieve ~3.5 L/100km (81 mpg UK). DPF issues will drastically reduce economy.
Yes. Like virtually all modern engines, the 4HH is an interference design. If the timing chain were to fail (though rare), the pistons would collide with the valves, causing catastrophic engine damage. Fortunately, the chain is very durable with proper oil maintenance.
Peugeot mandates a low-SAPS 5W-30 oil meeting the PSA B71 2312 specification. This is crucial for protecting the DPF and turbocharger. Using the wrong oil can lead to rapid DPF clogging and increased engine wear. Change intervals should not exceed 20,000 km or one year.
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Regulation (EC) No 715/2007
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