Engine Peugeot EP6DT

The 1.6-liter turbo engine Peugeot EP6DT or 5FX THP 150 was produced from 2006 to 2010 and was installed on advanced versions of such models as the Peugeot 207 and 308, as well as the Citroen C4. In addition to the 150-horsepower 5FX, a 5FT engine derated to 140 hp was offered for the AL4 automatic transmission.

Turbo engines of the Prince family: EP6DT, EP6DTS, EP6CDT, EP6CDTM, EP6CDTR, EP6CDTX, EP6FDT, EP6FDTM, EP6FDTR.

In 2006, the 1.6-liter Prince series turbo unit debuted on the Peugeot 207 CC convertible. A little later, a 140 hp 5FT engine was added to the 150-horsepower version of the 5FX for models with automatic transmission. The design was quite advanced: an aluminum cylinder block with cast iron liners, an aluminum 16-valve DOHC cylinder head with hydraulic lifters, a timing chain drive, an adjustable oil pump, an electric pump and a BorgWarner K03 TwinScroll turbine with an intercooler.

Unlike naturally aspirated engines in this series, the turbo engines did not have a Valvetronic system, and were also equipped with a Vanos phase regulator only on the exhaust camshaft, and not on both.


Production years 2006-2010
Displacement, cc 1598
Fuel system direct injection
Power output, hp 140 (5FT or THP 140)
150 (5FX or THP 150)
156 (5FR or THP 156)
Torque output, Nm 240
Cylinder block aluminum R4
Block head aluminum 16v
Cylinder bore, mm 77
Piston stroke, mm 85.8
Compression ratio 10.5
Hydraulic lifters yes
Timing drive chain
Phase regulator at the exhaust
Turbocharging TwinScroll
Recommended engine oil 5W-30, 5W-40
Engine oil capacity, liter 4.25
Fuel type petrol
Euro standards EURO 4
Fuel consumption, L/100 km (for Peugeot 308 CC 2009)
— city
— highway
— combined
Engine lifespan, km ~200 000
Weight, kg 135

The engine was installed on:

  • Citroen C4 I (B51) in 2008 – 2010;
  • Citroen C4 Picasso I (B58) in 2008 – 2010;
  • Peugeot 207 I (A7) in 2006 – 2009;
  • Peugeot 308 I (T7) in 2007 – 2009.

Disadvantages of the EP6DT engine

  • Turbo engines of the Prince series are equipped with a rather capricious direct injection system and it is not only demanding on fuel, but also suffers from rapid valve coking. In addition, there is a completely unreliable injection pump, which often serves less than 50 thousand km.
  • The first years of production, the components of the timing chain could require replacement already by 30,000 km, then the resource increased slightly, but still it is no more than 50 – 70 thousand kilometers. The weak link in the system is the tensioner, which has already changed several revisions.
  • Often, these turbo engines consume oil from the first km, but usually a strong oil burn begins after the occurrence of the rings or the wear of the oil scraper rings or the crankcase ventilation membrane. If you miss the level of lubrication, it will almost immediately pull the camshafts.
  • This unit has a very intense thermal regime, besides, the water pump, thermostat and coolant temperature sensor are not reliable here. Their failure quite often leads to cracks in the cylinder head or loss of valve seats.
  • The power units of this family regularly suffer from oil or antifreeze leaks, the vacuum pump often wedges, which is fraught with a camshaft failure and a broken timing chain, and coking of the lubricant in the oil supply pipes here greatly reduces the turbine life.

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