The 2.2-liter Peugeot DW12TED4 or DW12ATED4 engine was produced from 2000 to 2006 and installed on the largest models of the French concern, such as 406 and 607. There were three engine versions: 4HX and 4HZ for passenger cars and 4HW for minivans 807 and C8.
Diesel units with a volume of 2.2 liters first appeared in 2000 on the Peugeot 607 model. By design, there is a cast-iron block, an aluminum 16-valve cylinder head with hydraulic lifters, a combined timing drive in the form of a belt and a small chain between the camshafts, a Common Rail fuel system manufactured by Bosch EDC 15C2 or Siemens SID 801, balancer shaft block and Garrett GT1549P variable geometry turbine with intercooler.
A feature of the engine is the system for changing the turbulence of the air flow in the intake – SWIRL. That is, in fact, there are two intake manifolds, the air flows from which are mixed, thereby increasing vortex formation and contributing to the complete combustion of diesel fuel.
The engine was installed on:
- Citroen C5 I (X3/X4) in 2001 – 2005;
- Peugeot C8 I (V3) in 2002 – 2006;
- Peugeot 406 I (D8/D9) in 2001 – 2005;
- Peugeot 607 I (Z8/Z9) in 2000 – 2005;
- Peugeot 807 I (V2) in 2002 – 2006;
- Fiat Ulysse II (179) in 2002 – 2006;
- Lancia Phedra I (179) in 2002 – 2006.
|Fuel system||Common Rail|
|Power output, hp||128 – 133|
|Torque output, Nm||315|
|Cylinder block||cast iron R4|
|Block head||aluminum 16v|
|Cylinder bore, mm||85|
|Piston stroke, mm||96|
|Timing drive||chain & belt|
|Recommended engine oil||5W-40, 5W-30|
|Engine oil capacity, liter||5.25|
|Euro standards||EURO 3/4|
|Fuel consumption, L/100 km (for Peugeot 607 2003)
|Engine lifespan, km||~400 000|
Disadvantages of the DW12TED4 engine
- In the first two years of production, the chain between the camshafts was often pulled here. Then the quality grew, but all the same, the camshaft stars can turn.
- The intake geometry change system (SWIRL) here is controlled by a rubber diaphragm, which wears out rather quickly, the vacuum in the intake manifold disappears and the turbine switches to maximum performance mode and starts to blow.
- The most famous problem of 2.2 HDi diesel engines is the nozzles that go sour in the cylinder head, which sometimes stick to the cylinder head so much that they usually use hydraulics in service stations and quite often break not only nozzles, but also the engine cylinder head.
- Often there are failures of the fuel pressure regulator due to a clogged filter, leaks along the Bosch injection pump seals and burnout of refractory washers under the nozzles. And the Siemens Common Rail system is also famous for its fairly frequent airing.
- A modest resource in this power unit is the crankshaft damper pulley, turbine geometry and especially the particulate filter, naturally in those versions where it is. Also, heat exchangers often flow here and the EGR valve is very quickly clogged with soot.