2.0 HDi engine (DW10): faults and reliability

• 2.0 HDi 90 (DW10TD, 1999-2005)

  1999–2005 · 90 hp · DW10TD, RHY

  Buy

  Fiches-Auto describes it as one of the most robust diesels in the group, without the dual-mass flywheel, turbo or DPF problems that do appear from the 107/110 hp onwards.^[1]

• 2.0 HDi 107/110 (DW10ATED / DW10ATED4, 2000-2008)

  2000–2008 · 107–110 hp · DW10ATED, DW10ATED4, RHZ, RHW

  With caution

  The dual-mass flywheel starts to cause problems on this version (83 cases out of 553 opinions collected by Fiches-Auto) and the first significant turbo and DPF cases also appear.^[1]

• 2.0 HDi 136/138/140 DPF (DW10BTED4, 2004-2011)

  2004–2011 · 136–140 hp · DW10BTED4, RHR, RHF

  With caution

  Fiches-Auto calls it "the era of the unreliable diesel": it concentrates the highest number of turbo, DPF, EGR, injector and, above all, dual-mass flywheel cases in the whole family. It is a viable buy, but you should check the history of these parts first.^[1]

• 2.0 HDi 150/163 DPF (DW10C / DW10CTED4, 2007-2013)

  2007–2013 · 150–163 hp · DW10C, DW10CTED4, RHE, RHH, RHC

  Buy

  Fiches-Auto describes the 150 hp as "frankly convincing" and the 163 hp as an already mature version, with far fewer turbo, DPF, EGR and injector cases than the 136-140 hp generation.^[1]

• 2.0 BlueHDi 120/150/163/180 (DW10FE / DW10FD / DW10FC, 2013-2021)

  2013–2021 · 120–180 hp · DW10FE, DW10FD, DW10FC, AH01, AH02

  With caution

  Mechanically it is the most reliable version of the family, but the AdBlue tank can crystallise; it is a fault the OCU has reported in Spain and which Stellantis partially covers with a compensation programme for vehicles from 2014 to 2020.^[1][2][3][4]

Buy: No known serious faults, or they have already been corrected, in this version. With caution: Worth buying if something specific is verified: history, a replaced part or a completed campaign. Avoid: High risk of a serious fault that is hard to check for or prevent.

1. 1High severityFrequency: CommonTurboVariable-geometry turbo failures (actuator, sensors and clogging)On the 107/110 hp and, above all, 136-140 hp 2.0 HDi, the variable-geometry turbo fails relatively often: sometimes it is the whole turbo, but often it is the actuator, sensors or hoses, with loss of power and limp mode.
2. 2High severityFrequency: CommonEmissions controlDPF clogging on additive-type systems (Eolys/cerine)The additive-type diesel particulate filter (DPF) of the 2.0 HDi clogs relatively easily on short journeys, especially on the 107/110 and 136-140 hp versions. The anti-pollution warning light comes on and, if ignored, the car loses power and may end up needing a new DPF.
3. 3Medium severityFrequency: Very frequentClutchPremature dual-mass flywheel wear (from 107/110 hp)The dual-mass flywheel fitted to the 2.0 HDi from 107/110 hp wears out sooner than expected, with more cases the more powerful the version. It causes vibration, knocking and noise, and if ignored it ends up damaging the clutch too.
4. 4Medium severityFrequency: Very frequentEmissions controlAdBlue tank crystallisation and failures (BlueHDi)On the 2.0 BlueHDi with SCR and AdBlue (from 2013), the system's tank, pump or sensors can fail or crystallise: a warning light appears, sometimes a false one, and if ignored the car may end up not starting. The OCU has reported it in Spain and Stellantis compensates some of those affected.Repair (garage): €800–€1,200
5. 5Medium severityFrequency: CommonEmissions controlEGR valve blocked by sootThe 2.0 HDi's EGR valve gets coated in soot and sticks, especially on the 107/120 and 136/138 hp versions; it causes jerking, limp mode and the engine warning light, although it can usually be solved by cleaning it.Repair (garage): €200–€350

Severity colours: low, medium, high, critical. How we rate them

Manufacturer

PSA Peugeot Citroën y Ford

Family

DW (DW10)

Fuel

Diesel

Displacement

1,997 cm³

Cylinders

4

Fuel system

Turbo

Injection

Common rail

Timing

Timing belt (dry)

Power

90–180 hp

Production

1999–2021

Makes

Peugeot, Citroën, Ford, Volvo and Toyota

Technical data^{[1][5][6][7][8]}

1. 1999–2005

   2.0 HDi 90 (DW10TD, 1999-2005)

   First version of the engine: common-rail injection without an intercooler in the initial model, no particulate filter and a rigid (non-dual-mass) flywheel. It is the mechanically simplest variant of the whole family.^[1][5]

2. 2000–2008

   2.0 HDi 107/110 (DW10ATED / DW10ATED4, 2000-2008)

   Adds an intercooler and, on the 16-valve variant (ATED4), a redesigned cylinder head; it gets a dual-mass flywheel in place of the 90 hp's rigid flywheel and, progressively depending on the market, an additive-type particulate filter.^[1][5][6]

3. 2004–2011

   2.0 HDi 136/138/140 DPF (DW10BTED4, 2004-2011)

   Variable-geometry turbo and additive-type DPF as standard. It is the most widespread version of the family in Peugeot and Citroën during the second half of the 2000s, with commercial outputs of 136, 138 and 140 hp depending on the year and market.^[1][5][6][8]

4. 2007–2013

   2.0 HDi 150/163 DPF (DW10C / DW10CTED4, 2007-2013)

   Revision with better combustion and turbo control, still without SCR/AdBlue. It was fitted to, among others, the Peugeot 407 Coupé (163 hp from 2007) and the first-generation Peugeot 3008/5008 and Citroën C4 Picasso (150/163 hp).^[7][8][9]

5. 2013–2021

   2.0 BlueHDi 120/150/163/180 (DW10FE / DW10FD / DW10FC, 2013-2021)

   Euro 6 version with an SCR catalytic converter and AdBlue injection in addition to the additive-type DPF. Introduced in late 2013, first on the second-generation Citroën C4 Picasso and progressively across the rest of the range; the second-generation Peugeot 3008/5008 (from 2016) offered it in 150 and 180 hp.^[5][7][8]