PSA/Ford 2.0 HDi, BlueHDi and TDCi (DW10)Turbo
Variable-geometry turbo failures (actuator, sensors and clogging) on the 2.0 HDi
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.[1]
Why this rating?
High severity: Risk of a serious engine, turbo or gearbox failure.
Frequency common: Fiches-Auto records 36 turbo cases among 553 opinions for the 110 hp and 69 among 523 for the 136 hp; a good part are hoses or sensors and not the whole turbo, but the incidence is far higher than on the simple 90 hp, which barely records any cases.[1]
Symptoms
- Whistling or whining when accelerating.[1]Turbo whistle: other faults that cause it · Garage soon
- Loss of power and a feeling that the engine is "choked".[1]Less power: other faults that cause it · Monitor
- The engine goes into limp mode and limits the revs.[1]Limp mode: other faults that cause it · Garage soon
- Engine fault warning light on.[1]Engine warning light: other faults that cause it · Garage soon
- Whistling or whining when accelerating.[1]Noise when accelerating: other faults that cause it · Garage soon
Why it happens
The variable-geometry turbo moves internal vanes by means of an electronic actuator; soot from the diesel and the oil can seize the actuator or foul its sensors without the turbo being damaged inside.[1]
In other cases the turbo itself fails (bearings or vanes) or hoses and fittings in the boost circuit come loose.[1]
If it is not repaired: If the problem is only in the actuator, sensors or hoses, the car loses power and goes into limp mode without the engine suffering damage; if the turbo is damaged inside, it can let oil through into the intake and exhaust.[1]
Affected cars and years
It mainly affects the 2.0 HDi 107/110 hp (DW10ATED/ATED4) and the 136-140 hp DPF (DW10BTED4), both with a variable-geometry turbo; we have not found equivalent data for the 90 hp or for the 150 hp versions onwards.[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 diagnosis: cleaning or replacing the actuator and sensors, boost circuit hoses, or a complete turbo (new or reconditioned) with labour.[1]
We have not found a verified price in Spain for the complete turbo of this engine or for the actuator separately. The real cost varies greatly depending on whether the fault is in the actuator or sensors (cheaper) or in the complete turbo (several hundred euros for the part, plus labour).
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
- Accelerate cold and warm and check that the turbo does not whistle or whine and responds without delay.[1]
- Ask whether the turbo or actuator has already been replaced and ask for the invoice to find out whether it was a complete repair.
- A diagnosis with a code reader can show stored boost pressure faults even if the warning light is off.
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)
Variable-geometry turbo (new or reconditioned) for 2.0 HDi 136-140
Replaces the turbo when internal wear means it cannot be repaired by fixing the actuator alone.
- Buy part at Autodoc (affiliate link, opens in a new tab)
Electronic turbo actuator
Moves the variable-geometry vanes; it is replaced when the fault is in the actuator and not the turbo.
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
- Keep to the oil change intervals and use a 100% synthetic oil suitable for engines with a DPF, to reduce the soot that fouls the actuator.
- Every now and then, drive a long stretch on an open road so the engine reaches temperature and the turbo works in its normal range.
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
Does the 2.0 HDi turbo always break completely?
Not necessarily: according to Fiches-Auto, a good part of the recorded cases are loose hoses or actuator and sensor failures, not the turbo itself, although complete turbo failures also occur.[1]
Which version has the most turbo cases?
The 136 hp DPF (2004-2011) records more cases than the 110 hp, and both many more than the simple 90 hp without a DPF.[1]
Can I keep driving if the car goes into limp mode?
With caution and at low revs, yes, but take it to a workshop as soon as possible to diagnose whether the problem is in the actuator, the sensors or the turbo.[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: 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.
- 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 turbo on other engines and cars
- High severityVery frequentFrequency: Very frequent1.6 HDiTurbo failure through lack of lubrication (carbon deposits and union filter)On the 16-valve 1.6 HDi/TDCi engines (2004-2011) the turbo can seize because carbon deposits from the oil clog the mesh filter in the union that feeds it. It is a serious, repeat fault: if only the turbo is replaced without cleaning the circuit, it fails again.Repair (garage): €700–€1,050
- High severityVery frequentFrequency: Very frequent2.0 Ingenium diéselTurbocharger failureYes: according to several sources, the turbo is the component that causes the most faults on the 2.0 Ingenium diesel. It fails across a very wide mileage range (from around 35,000 to over 140,000 km) and, if it breaks up inside, it can send oil or metal into the engine and destroy it.Repair (garage): €2,600–€3,000Appears at around 35,000 km
- High severityCommonFrequency: CommonBMW N47Turbo and wastegate valve failureThe N47's turbo does not usually fail from general wear, but because of failure of the wastegate valve, which regulates boost and can seize or lose adjustment, sending fuel consumption soaring; oil leaks from the turbo itself are also common.Repair (garage): €900–€1,800
- High severityCommonFrequency: CommonOM651Variable-geometry turbo failure and its pneumatic actuatorThe OM651's variable-geometry turbo tends to fail at the pneumatic actuator (cracks, loss of calibration) before the turbo itself. Symptoms range from a gradual loss of power to permanent limp mode, with whistling or smoke if the problem progresses.Repair (garage): €500–€3,000
- High severityCommonFrequency: Common1.6 dCiPremature turbocharger failure or breakageThe 1.6 dCi turbo fails fairly often, sometimes at low mileage: fiches-auto documents failures between 23,000 and 113,000 km in the Kadjar, Qashqai II, X-Trail III and Espace V, with loss of power and, in several cases, the manufacturer refusing to cover the cost out of warranty.Repair (garage): €3,000
- High severityCommonFrequency: CommonBMW M47Loss of power and turbo faultsThe M47's turbo does not usually fail suddenly, but it loses power gradually as carbon builds up in the variable geometry; the 150 hp variant built between September 2001 and November 2003 also accounts for turbo faults documented by specialist workshops.
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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