The Peugeot EP6CDTX is a 1,598 cc, inline‑four turbocharged petrol engine produced between 2010 and 2015. It features a dual overhead camshaft (DOHC), 16‑valve architecture, and gasoline direct injection (Bosch HDEV5). Output is rated at 147 kW (200 PS) with 275 Nm of torque, engineered for sporty performance and transient response in premium compact applications.
Fitted to models such as the Peugeot RCZ and 308 GTi, the EP6CDTX was co‑developed with BMW under the Princ…
All production years (2010–2015) meet Euro 5 standards .
The Peugeot EP6CDTX is a 1,598 cc inline‑four turbocharged petrol engine engineered for sporty compact coupés (2010–2015). It combines DOHC 16‑valve architecture with Bosch HDEV5 direct injection and a twin-scroll turbocharger to deliver strong mid‑range thrust and responsive power delivery. Designed to meet Euro 5 from launch, it balances performance with emissions compliance and drivability.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,598 cc | |
Fuel type | Petrol (Unleaded, RON 98 min for full output) | |
Configuration | Inline‑4, DOHC, 16‑valve | |
Aspiration | Turbocharged | |
Bore × stroke | 77.0 mm × 85.8 mm | |
Power output | 147 kW (200 PS) | |
Torque | 275 Nm @ 1,700 rpm | |
Fuel system | Bosch HDEV5 direct injection (up to 200 bar) | |
Emissions standard | Euro 5 | |
Compression ratio | 10.0:1 | |
Cooling system | Water‑cooled | |
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 | 128 kg |
The Peugeot EP6CDTX was used across Peugeot's RCZ/T9 platforms with transverse mounting and co‑developed under the PSA‑BMW Prince engine program. This engine received platform-specific calibrations—revised boost maps in the RCZ R and modified exhaust manifolds in the 308 GTi—but retained full mechanical interchangeability across all variants. Partnerships enabled MINI Cooper S and Citroën DS3 Racing to use identical EP6 variants. All adaptations are documented in OEM technical bulletins.
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Analysis derived from manufacturer technical service bulletins and industry workshop records. Repair procedures should follow manufacturer guidelines.
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The EP6CDTX is generally robust when maintained properly. Early units (pre-mid-2013) had HPFP cam lobe wear issues, resolved by updated manufacturing. Key to longevity is using correct 5W‑40 PSA 9730.B2 oil and adhering to 15,000 km service intervals. Neglect leads to fuel system or timing chain faults.
Top issues include HPFP cam lobe wear (early builds), timing chain tensioner rattle, intake valve carbon buildup, and cam cover oil leaks. These are documented in PSA service bulletins and UK MOT data. Regular oil changes, quality fuel, and periodic intake cleaning mitigate most risks effectively.
Primarily the Peugeot RCZ 1.6 THP 200 (2010–2015) and 308 GTi (2014–2015). Also used in the Citroën DS3 Racing and select MINI Cooper S (N18) models with HPFP upgrades. All are transverse-mounted 1.6L turbocharged units meeting Euro 5 emissions standards.
Aftermarket ECU tuning is common on the RCZ-1-6-THP 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.
Good for a performance engine. In a Peugeot RCZ 1.6 THP 200, expect ~8.5 L/100km (city) and ~5.8 L/100km (highway), or ~33–41 mpg UK combined. Real-world economy depends heavily on driving style—spirited use easily exceeds 10 L/100km. RON 98 fuel is recommended for optimal performance.
Yes. The EP6CDTX 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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Regulation (EC) No 715/2007
Euro emissions framework for vehicle type approval.
Commission Regulation (EU) 2017/1151
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