The Peugeot 5GR (EP6FDTX) is a 1,598 cc, inline‑four turbocharged petrol engine produced between 2014 and 2021. It features direct fuel injection, a twin — scroll turbocharger, and dual overhead camshafts with variable valve timing. In standard form it delivered 151 kW (205 PS), with torque peaking at 300 Nm, offering a blend of performance and efficiency.
Fitted to models such as the Peugeot 308 GTi, 508, and 3008 GT, the 5GR was engineered for spirited performance with ev…
All production years (2014–2021) meet Euro 6 standards .
The Peugeot 5GR (EP6FDTX) is a 1,598 cc inline‑four turbocharged petrol engineered for performance-oriented compact and mid-size models (2014-2021). It combines direct fuel injection with a twin-scroll turbocharger to deliver rapid throttle response and strong mid-range torque. Designed to meet Euro 6 standards, it balances high performance with improved emissions control.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,598 cc | |
Fuel type | Petrol | |
Configuration | Inline‑4, DOHC, 16‑valve | |
Aspiration | Turbocharged | |
Bore × stroke | 77.0 mm × 85.8 mm | |
Power output | 151 kW (205 PS) | |
Torque | 300 Nm @ 1,900 rpm | |
Fuel system | High-pressure direct injection (up to 200 bar) | |
Emissions standard | Euro 6 | |
Compression ratio | 9.5:1 | |
Cooling system | Water‑cooled | |
Turbocharger | Single twin‑scroll turbo (Mitsubishi) | |
Timing system | Chain-driven | |
Oil type | PSA B71 2312 (SAE 5W‑30) | |
Dry weight | 128 kg |
The Peugeot 5GR (EP6FDTX) was used across Peugeot's performance and premium platforms with transverse mounting. This engine received platform-specific adaptations-reinforced mounts in the 308 GTi for handling-and maintained consistent core architecture throughout its production. 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 5GR is a powerful and refined engine when maintained correctly. The main concern is the timing chain tensioner on early models (2014-2015), which PSA addressed via a service bulletin. Later models are more reliable. Using premium fuel and the correct 5W-30 oil, along with avoiding constant high-RPM driving, significantly improves longevity.
The most common issues are timing chain tensioner wear (early models), intake valve carbon buildup, turbo wastegate actuator failure, and high-pressure fuel pump failure. These are well-documented in PSA service bulletins and owner reports, with the tensioner being the most significant potential repair cost.
This high-performance 1.6L turbo petrol was used in the Peugeot 308 GTi (P08, 2015-2019), 508 (P83, 2014-2018), and 3008 GT (P84, 2016-2021). It was also shared with Citroën (e.g., C4 Cactus Rallye) and DS (e.g., DS3 Performance) as part of the PSA Group's performance engine strategy.
Aftermarket ECU tuning is common on the 5GR-EP6FDTX 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.
Moderate for its performance. In a 308 GTi, expect around 7.0-8.0 L/100km (40-35 mpg UK) combined. Real-world figures vary: city driving yields ~9.5 L/100km (30 mpg UK), while highway cruising can achieve ~5.5 L/100km (51 mpg UK). Carbon buildup or turbo issues will reduce economy.
Yes. Like virtually all modern engines, the 5GR is an interference design. If the timing chain were to fail or jump, the pistons would collide with the valves, causing catastrophic engine damage. Fortunately, the chain is durable, but tensioner wear should be monitored, especially on early models.
Peugeot mandates a low-SAPS 5W-30 oil meeting the PSA B71 2312 specification. This is crucial for protecting the turbocharger and maintaining engine cleanliness. Using the wrong oil can lead to increased sludge and accelerated wear. Change intervals should not exceed 15,000 km or one year.
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Regulation (EC) No 715/2007
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Commission Regulation (EU) 2017/1151
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