The Peugeot EP6FAD Hybrid4 is a 1,598 cc, inline‑four turbocharged petrol engine combined with a 27 kW rear‑mounted electric motor, producing a combined system output of 150 kW (200 PS) and 450 Nm of torque. Produced between 2011 and 2018, it features dual overhead camshafts (DOHC), 16‑valve architecture, and gasoline direct injection (Bosch HDEV5). The petrol engine alone delivers 121 kW (165 PS) with 240 Nm, while the electric motor contributes 27 kW and 200 Nm for all‑w…
All production years (2011–2018) meet Euro 5 standards .
The Peugeot EP6FAD Hybrid4 is a 1,598 cc inline‑four turbocharged petrol engine paired with a 27 kW electric motor, engineered for premium compact SUVs and sedans (2011–2018). It combines DOHC 16‑valve architecture with Bosch HDEV5 direct injection and a twin-scroll turbocharger to deliver responsive performance and all‑wheel drive via electric rear axle. Designed to meet Euro 5 from launch, it balances hybrid efficiency with sporty drivability.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,598 cc | |
Fuel type | Petrol (Unleaded, RON 95 min) | |
Configuration | Inline‑4, DOHC, 16‑valve | |
Aspiration | Turbocharged | |
Bore × stroke | 77.0 mm × 85.8 mm | |
Power output (petrol) | 121 kW (165 PS) | |
Torque (petrol) | 240 Nm @ 1,400 rpm | |
Electric motor | 27 kW (37 PS), 200 Nm | |
Combined system output | 150 kW (200 PS), 450 Nm | |
Fuel system | Bosch HDEV5 direct injection (up to 200 bar) | |
Emissions standard | Euro 5 | |
Compression ratio | 10.0:1 | |
Cooling system | Water‑cooled (dual circuit: engine + HV battery) | |
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 (engine only) | 130 kg |
The Peugeot EP6FAD Hybrid4 was used in limited Peugeot demonstrator and pre‑production programs based on the 3008/508 platforms with transverse mounting. Unlike the production diesel Hybrid4 (HDi), the petrol variant remained experimental and was never offered to retail customers. This powertrain featured platform-specific adaptations—reinforced rear subframes for the electric motor and modified high‑voltage cabling—and from 2015 received updated battery cooling hardware. No cross‑brand sharing occurred. All adaptations are documented in OEM technical bulletins.
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The EP6FAD Hybrid4's primary reliability risk is high‑voltage traction battery cooling failure in pre‑2015 prototypes, with elevated incidence in high‑ambient‑temperature testing. PSA internal durability reports from 2015 indicated thermal shutdown events in 12% of unserviced pre‑2015 units before 80,000 km, while fleet data showed timing chain and turbo issues consistent with standard EP6 variants. Extended oil change intervals and coolant pump neglect accelerate hybrid system faults, making adherence to 15,000 km service intervals critical.
Analysis derived from PSA technical bulletins (2013–2016) and internal fleet evaluation reports (2012–2018). Repair procedures should follow manufacturer guidelines.
The most common questions about engine codes, what they mean, how to find them and how this database works
The EP6FAD Hybrid4 was never released to the public and exists only in pre‑production prototypes. Early units (pre‑2015) had battery cooling issues, resolved by updated hardware. Key to longevity is 15,000 km oil changes with 5W‑40 PSA 9730.B2 oil and regular HV system checks. These vehicles require specialist maintenance due to hybrid complexity.
Top issues include traction battery cooling failure (early prototypes), timing chain tensioner rattle, intake valve carbon buildup, and high‑voltage connector corrosion. These are documented in PSA service bulletins and internal fleet reports. Regular oil changes and HV system inspections mitigate most risks effectively.
Exclusively pre‑production Peugeot 3008 and 508 HYbrid4 prototypes (2011–2015) used for engineering validation and fleet evaluation. Unlike the diesel Hybrid4 sold to customers, the petrol variant was never commercialized. All units are identifiable by special VIN prefixes and orange high‑voltage cabling.
Not recommended. As a prototype system, tuning support is nonexistent. The electric motor is limited to 27 kW by inverter design, and the petrol engine shares internals with the standard EP6. Any modification risks hybrid system stability and voids already limited support. These vehicles are best preserved in original condition.
In prototype testing, combined consumption averaged ~6.2 L/100km (city) and ~4.5 L/100km (highway), or ~42–52 mpg UK combined. EV‑only range was limited to ~2 km at speeds under 60 km/h. Real‑world economy varied significantly with driving style and battery state of charge.
Yes. The petrol engine component is an interference design. If the timing chain were to fail (rare due to maintenance‑free design), pistons could contact open valves, causing internal damage. However, the chain is engineered for life‑of‑engine service under proper oil maintenance.
PSA specifies 5W‑40 full synthetic oil meeting PSA 9730.B2 standard. This is critical for cam lobe and chain protection. Change every 15,000 km or annually. Avoid low‑SAPS or ACEA C3 oils, as they increase HPFP and cam wear risk.
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