PSA/Ford 2.0 HDi, BlueHDi and TDCi (DW10)Particulate filter (DPF/FAP)
DPF clogging on additive-type systems (Eolys/cerine) on the 2.0 HDi
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.[1]
Why this rating?
High severity: Risk of a serious engine, turbo or gearbox failure.
Frequency common: Fiches-Auto counts 69 DPF cases among 553 opinions for the 110 hp and 57 among 523 for the 136 hp: one of the most cited faults of this engine's second generation.[1]
Symptoms
- Anti-pollution fault warning light or message.[1]Pollution control faulty: other faults that cause it · Garage soon
- DPF-specific warning light on.[1]DPF warning light: other faults that cause it · Garage soon
- Loss of power if the filter is heavily saturated.[1]Less power: other faults that cause it · Monitor
- Black smoke when accelerating while the system tries to regenerate the filter.[1]Black smoke: other faults that cause it · Garage soon
Why it happens
The DPF traps soot from the exhaust and has to burn it off (regenerate) periodically at high temperature; on short, urban journeys the engine does not reach that temperature often enough and the filter gradually clogs.[1]
The system adds a cerine-based additive (Eolys or similar) from its own tank to lower the regeneration temperature; if the tank runs empty or the additive injector fails, the DPF clogs sooner than expected.[1]
If it is not repaired: With a clogged DPF the engine loses power and may go into limp mode; if you keep driving like this, the filter can end up damaged beyond cleaning, forcing its replacement.[1]
Affected cars and years
The additive-type DPF arrives progressively from the 107/110 hp and is standard on the 136-140 hp. The 150/163 hp and BlueHDi versions keep the filter and additive, but with fewer cases cited by the same source.[1]
| Version | Years | Codes |
|---|---|---|
| 2.0 HDi 107/110 (DW10ATED / DW10ATED4, 2000-2008) | 2000–2008 | DW10ATEDDW10ATED4RHZRHW |
| 2.0 HDi 136/138/140 DPF (DW10BTED4, 2004-2011) | 2004–2011 | DW10BTED4RHRRHF |
Models fitted with the affected versions
Citroën
- Citroën C4 Picasso I2006–2013
- Citroën C5 II2008–2015
- Citroën Berlingo II2008–2015
Ford
- Ford Focus III2011–2018
- Ford C-Max II2010–2019
Peugeot
- Peugeot 3072001–2007
- Peugeot 4072004–2010
- Peugeot 308 I2007–2013
Volvo
- Volvo S40 II2004–2012
- Volvo C302006–2012
- Volvo V502004–2012
How much it costs to repair
Includes: Depending on the case: refilling or replacing the additive tank/injector, professional cleaning of the DPF, or complete replacement of the filter.[1]
We have not found a verified price in Spain for cleaning or replacing the DPF of this engine; the cost depends greatly on the workshop and on whether a cleaning is enough or a new DPF is needed.
Prices in Spain, including VAT. A workshop hour costs on average €38–66 at independent garages and €77–134 at dealerships in Spain, depending on the region and the brand. How we calculate costs
How to check for it before buying a used car
- Ask whether the car mostly does short journeys: it is the use that clogs the DPF most.
- Check that the anti-pollution warning light is not on and that there are no stored warnings in the diagnosis.
- Ask for the maintenance invoices for the additive system (refills or tank replacement).
Parts needed
The part or kit that fixes this fault, according to the sources.
- Buy part at Autodoc (affiliate link, opens in a new tab)
Diesel particulate filter (DPF) with additive for 2.0 HDi 136-140
Replaces the clogged filter when it cannot be cleaned.
- Buy part at Autodoc (affiliate link, opens in a new tab)
Eolys additive tank or injector
Stores and injects the additive that helps regenerate the DPF at a lower temperature.
Affiliate links to Autodoc: if you buy, MotorFiable may receive a commission at no cost to you. Check compatibility using the registration number or the VIN before ordering. More information
How to prevent it
- Make long journeys from time to time (20-30 minutes on an open road) so the DPF can regenerate properly.
- Do not switch the engine off during an active regeneration (high revs at idle, fan running).
- Ask at the workshop whether the additive level can be checked and when the next refill is due.
Recalls, campaigns and claims
As of 27 September 2026, we have no record of recalls, campaigns or extended manufacturer warranties for this fault. Check with an official dealer using the chassis (VIN) number: they will tell you whether the car has any outstanding campaign.
What owners say
Frequently asked questions
Can the DPF be cleaned instead of replaced?
It depends on its condition: if it is not badly damaged, a professional cleaning or several forced regenerations may be enough; if it has been clogged for a long time, it may need replacing.[1]
What does the anti-pollution fault warning mean?
It is a generic Peugeot/Citroën warning that appears when the control unit detects a fault in some element that controls emissions (DPF, EGR, sensors or additive system); a diagnosis is needed to know which one it is.[1]
Do the BlueHDi versions have the same DPF problem?
They keep the filter and additive, but Fiches-Auto cites fewer DPF cases on the 150 hp versions onwards than on the 110 and 136-140 hp.[1]
What can you do now?
We will put you in touch with a partner only if you authorise it in the form.
Other 2.0 HDi faults
- High severityCommonFrequency: 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.
- Medium severityVery frequentFrequency: 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.
- Medium severityVery frequentFrequency: 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
- Medium severityCommonFrequency: 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
More faults with the particulate filter on other engines and cars
- High severityVery frequentFrequency: Very frequentOM651EGR and particulate filter clogging, and emissions software updatesThe particulate filter and EGR clog up with short journeys, as on any diesel with these systems. In addition, Germany's KBA required software updates on several models with this engine between 2018 and 2021 because of a function that reduced EGR outside a temperature range.Repair (garage): €800–€2,500
- High severityCommonFrequency: Common1.3 MultijetIncomplete particulate filter regenerations and oil dilutionIn heavy urban use, with short journeys that do not let the particulate filter regeneration finish, unburnt diesel passes into the sump and dilutes the oil; the level can rise on the dipstick and the oil loses its ability to lubricate. Repeated many times, it speeds up engine wear.
- High severityCommonFrequency: Common1.6 and 2.0 MultiJet IISaturated diesel particulate filter (DPF) from incomplete regenerationsIn urban use with short journeys, the particulate filter does not manage to complete its regeneration and becomes saturated; garages recommend a weekly motorway run to avoid it. The filter itself is among the weak points flagged in the 1.6 and 2.0 MultiJet II after a certain mileage.
- High severityCommonFrequency: Common2.0 Ingenium diéselFuel dilution of the oil linked to particulate filter regenerationsYes: on short trips and in urban use, the Ingenium diesel's particulate filter does not always complete regeneration, and some of the diesel injected to burn off the soot ends up mixing with the engine oil, which reduces its ability to lubricate.
- High severityCommonFrequency: CommonMZR-CDOil dilution from leaking injector seals and DPF regenerationsOn the 2.0 and 2.2 MZR-CD, injector seals that age badly and incomplete particulate filter regenerations on short journeys can let unburnt diesel into the sump, diluting the oil and leaving the engine with less lubrication.
- High severityCommonFrequency: CommonSkyactiv-DOil dilution with diesel during DPF regenerationsOn the Skyactiv-D (1.5, 1.8 and 2.2), particulate filter regenerations can let diesel into the sump and raise the oil level. Mazda accepts some dilution as normal, but on short urban journeys the expected margin can be exceeded and harm the lubrication of the turbo and the camshaft.
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Sources
Every fact on this page links to its source. If you find an error, let us know.
- 1.Fiabilité du 2.0 HDIFiches-Auto · Motoring press · consulted 27 September 2026 · in French