PSA/Ford 2.2 HDi and TDCi (DW12)Particulate filter (DPF/FAP)
DPF clogging with additive, especially on the 128-138 hp version on the 2.2 HDi
The particulate filter (DPF) with additive on the 2.2 HDi has a documented recurring problem in the 128-138 hp version (98 cases out of 277 reviews on fiches-auto); the more powerful twin-turbo versions show far fewer cases. The emissions fault warning light comes on and, if ignored, the car loses power.[1]
Why this rating?
High severity: Risk of a serious engine, turbo or gearbox failure.
Frequency common: Fiches-auto records 98 DPF cases among 277 reviews of the 128-138 hp 2.2 HDi and describes it as "a serious and recurring problem"; by contrast, neither the table for the 130 hp version (0 of 86) nor that for the 204 hp version (0 of 172 and 0 of 42) shows hardly any cases, which suggests the problem is concentrated in the 128-138 hp band and is not as frequent in the other versions.[1][2][3]
Symptoms
- Emissions 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 on acceleration 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 needs to burn it off (regenerate) periodically at high temperature; on short, urban journeys, which are also common for large saloons and MPVs used daily in town, the engine does not always reach that temperature as often as required.[1]
The system adds a cerium-based additive 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 that, the filter can end up damaged beyond cleaning, requiring replacement.[1]
Affected cars and years
The recurring DPF problem is documented specifically for the 128-138 hp version (2000-2006); the sources consulted do not show the same pattern in the later twin-turbo versions.[1][2][3]
| Version | Years | Codes |
|---|---|---|
| 2.2 HDi 128-138 (DW12 TED4, single turbo, 2000-2006) | 2000–2006 | DW12DW12TED4 |
Models fitted with the affected versions
Citroën
- Citroën C5 I2001–2007
- Citroën C82002–2010
Peugeot
- Peugeot 4072004–2009
- Peugeot 6071999–2010
- Peugeot 8072002–2010
How much it costs to repair
Includes: Depending on the case: refilling the additive tank, 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 on this engine.
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
- On a 128-138 hp 2.2 HDi, ask whether the car mostly makes long or short journeys: urban use clogs the DPF sooner.
- Check that the emissions fault warning light is not on and that there are no stored faults in the diagnostics.
- 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)
Particulate filter (DPF) with additive for 2.2 HDi
Replaces the clogged filter when it cannot be cleaned.
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 that the DPF can regenerate properly.
- Do not switch off the engine during an active regeneration (high revs at idle, fan running).
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
Do all versions of the 2.2 HDi have the same DPF problem?
No: the recurring problem documented by fiches-auto is concentrated in the 128-138 hp version; the tables for the 130 and 204 hp versions show hardly any DPF cases.[1][2][3]
Can the DPF be cleaned instead of replaced?
It depends on its condition: a professional cleaning or several forced regenerations may be enough if it is not badly damaged; if it has been clogged for a long time, it may need replacing.[1]
Does driving on open roads avoid this problem?
It helps: the DPF needs to reach a high temperature to regenerate, which is easier on long open-road journeys than in urban use.[1]
What can you do now?
We will put you in touch with a partner only if you authorise it in the form.
Other 2.2 HDi faults
- High severityFrequency: OccasionalTurboTurbo faults, somewhat more frequent on the sequential twin-turbo versionsThe 2.2 HDi comes in single-turbo versions (128-156 hp) and twin-turbo versions with two turbochargers in sequence (170 hp and up). Fiches-auto does not consider it a chronic problem, but it does record a significant number of turbo cases across all power outputs, somewhat higher on the twin-turbos.
- High severityFrequency: OccasionalInjectionPiezo injector wear and failureThe 2.2 HDi uses third-generation common-rail injection with piezo injectors at up to 1,800-2,000 bar. Fiches-auto documents injector cases across several power outputs, without it being the most repeated fault, with symptoms of hard starting, jerking or higher fuel consumption.
- Medium severityFrequency: RareClutchDual-mass flywheel wear, less frequent than on other HDi enginesThe 2.2 HDi has a dual-mass flywheel but, unlike smaller HDi engines such as the 1.6 HDi, fiches-auto does not document a chronic problem: very few cases in the tables consulted. Even so, it is a wear part: vibration and knocking are the signs to watch for before buying.
More faults with the particulate filter on other engines and cars
- High severityFrequency: 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 severityFrequency: 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 severityFrequency: Common2.0 HDiDPF 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.
- High severityFrequency: 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 severityFrequency: 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 severityFrequency: 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.
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Sources
Every fact on this page links to its source. If you find an error, let us know.
- Essai, avis et fiabilité des 2,2 HDI 136 chevauxFiches-Auto · Motoring press · consulted 27 September 2026 · in French
- Essai, avis et fiabilité des 2,2 HDI 204 chevauxFiches-Auto · Motoring press · consulted 27 September 2026 · in French
- Essai, avis et fiabilité des 2,2 HDI 130 chevauxFiches-Auto · Motoring press · consulted 27 September 2026 · in French