The 1.6-liter Peugeot DV6BTED4 or DV6B 1.6 HDi 75 engine was produced from 2005 to 2009 and was installed on the Partner and Berlingo until it gave way to the 8-valve DV6ETED engine. A version of the engine with a reinforced connecting rod and piston group and the DV6BUTED4 index was proposed.
In 2005, the 75 hp DV6B diesel debuted on the Peugeot Partner and Citroen Berlingo, which was essentially a derated version of the 90 hp DV6A power unit. Structurally, the motors are similar: an aluminum block for 4 cylinders with cast-iron liners, a 16-valve block head with hydraulic compensators and a combined timing belt and chain. The injection here was carried out by the Bosch Common Rail system with electromagnetic injectors, and all modifications were equipped with a Mitsubishi TD025 turbocharger without variable geometry.
In addition to the regular version of the engine with the 9HW index, there was an advanced 9HT modification, which was distinguished by a reinforced connecting rod and piston group with slightly thicker liners, camshafts with a different cam profile, and a more efficient oil pump. In a number of sources, such a diesel engine is known under its own name DV6BUTED4.
The engine was installed on:
- Citroen Berlingo I (M49/M59) in 2005 – 2008; Berlingo II (B9) in 2008 – 2009;
- Peugeot Partner I (M49/M59) in 2005 – 2008; Partner II (B9) in 2008 – 2009.
|Fuel system||Common Rail|
|Power output, hp||75|
|Torque output, Nm||175 – 185|
|Cylinder block||aluminum R4|
|Block head||aluminum 16v|
|Cylinder bore, mm||75|
|Piston stroke, mm||88.3|
|Compression ratio||17.6 – 18.0|
|Timing drive||chain & belt|
|Recommended engine oil||5W-30, 5W-40|
|Engine oil capacity, liter||4.3|
|Euro standards||EURO 3|
|Fuel consumption, L/100 km (for Peugeot Partner 2007)
|Engine lifespan, km||~400 000|
Disadvantages of the DV6BTED4 engine
- In the first years of production, these engines quickly wore out the camshaft cams and the hydraulic chain tensioner, and the chain itself was often stretched even up to 100 thousand kilometers. Then the manufacturer raised the quality and these problems became very rare.
- A considerable number of complaints are associated with the low resource of the turbocharger, but usually the reason is not in its reliability, but in a clogged coarse oil filter, which is located in the fitting of the tube, which lubricates the turbine of the power unit.
- Also, oil and antifreeze leaks are often found here, the EGR valve quickly clogs, refractory washers under the nozzles constantly burn out, and they themselves become loose. In addition, when the timing belt breaks, not only the rocker, but also the camshaft are replaced here.