INFORMATION FOR THP MOTORS.

THP engine nomenclature, maintenance and service
How can you keep your THP engine healthy and happy?

Keeping your THP engine healthy and happy is a simple process. All you have to do is follow some important points in its maintenance. We hope this guide extends the life of your engine.
The main engine codes covered are EP6-DT, EP6-DTS, EP6-CDT, EP6-CDTX, EP6-CDTM and EP6-FDTX. Or in the world of Mini, N14B16AC and N18B16M0.

Engine Variations and Differences

EP6-DT is loaded with THP150, produced until Peugeot 207 and Peugeot 308 2011.
EP6-CDT is THP156. It is based on Peugeot 207 facelift, 308, RCZ, Citroen DS3, DS4, DS5. Compared with his father (EP6-DT), there is no water / oil heat exchanger in the engine block. All versions are equipped with a narrow band lambda sensor.
EP6-DTS is THP175 built on Peugeot 207 RC / GTI, 308 GT and Citroen DS3 Race (called THP200 but not something like EP6-CDTX), DS4 and DS5. Compared to younger sisters (EP6-DT and EP6-CDT) it uses a larger turbocharger and has a larger recoil exhaust (55mm vs 50mm on thp150 / 156 models).
EP6-CDTX is located in THP200, Peugeot RCZ, 208 GTi and 308 GTi. Meets Euro5 emission standards. It was produced until 2015. The THP200 has adjustable cam timing on both the intake and exhaust cams. It is also equipped with BMW's valvetronic system for variable valve lift. This is why Euro5 produces much more power than older versions, although it meets the newer environmental standards.
EP6-CDTM is THP163. Newly found Peugeot 208GT, 308 II and 3008. This engine is the first to support flexible fuel standards for markets with ethanol-based fuel types (hi Brazil).
EP6-FDTX is THP208, Peugeot 208GTi 30th Edition, 208GTi PS edition, 308 GTi facelift. Meets Euro6 emission standards. It was produced after 2015.

Fortunately, we support all of the above for tuning / reopening outside of EP6-CDTM / EP6-FDTX with our FlasherTHP reconnection system.

A list of the ECU types available in these systems:

EP6-DT - Bosch MED17.4
EP6-CDT - Bosch MED17.4.2
EP6-DTS - Bosch MED17.4
EP6-CDTX - Bosch MEVD17.4.2 (Has Variable Valve Lift technology)
EP6-CDTM - Bosch MEVD17.4.4 (has Variable Valve Lift technology)
EP6-FDTX - Bosch MEVD17.4.4 (has Variable Valve Lift technology)

Bosch ECU naming abbreviations
The difference between MED and MEVD is the presence of Variable Valve Voltage.
M - Motronic
E - Electronic Accelerator
V - Valvetronic
D - Direct Injection
C - Control

ECU code number according to the manufacturer

As you can imagine, Bosch has reserved numbers on the codes of Electronic Control Units for its contractors to use in their systems. .0, Ford -> MEDG17.0
.1 and .5, VAG (Audi / VW / Seat / Skoda)
.2 reserved for BMW / Mini -> MED17.2
.3 is divided into the Fiat / group. Alpha -> MED17.3
.4, PSA (Peugeot-Citroen) -> MED17.4
.7, Mercedes -> MED17.7
.9 is reserved for Hyundai / KIA -> MED17.9.

Engine electronics

Oxygen sensors oxygen sensors
its lifespan is 80,000km-120,000km and needs to be replaced when they are still working well. Otherwise, they will cause high fuel consumption and performance problems. The rear sensor monitors the status of the catalytic converter while the front sensor regulates the mixture.
Pressure sensors
Prince engines have two pressure sensors: one after the intercooler and the other in the boost pipe at the intake manifold. Both are exposed to oil fumes that circulate in the suction system and can eventually contaminate them. Cleaning them every 30,000 km helps prolong life. The cleaner, the better they act.
Electronic control unit
Generally, the engine control unit does not cause problems or produce faults on its own. However, there are many reported cases of 1st generation ECUs (manufactured until 2008) that have been reported to lose control of an injector. The engine starts to run incorrectly and clog in this case without any hardware problems. In this case, the first step is to get the latest ECU firmware update from the manufacturer and see if this solves the problem. In most cases, the injector driver is just a hardware malfunction and the ECU needs to be replaced.
Engine fuse box
The Peugeot 207 platform has major problems with the engine fuse box because it is prone to water damage. Fusebox has done well on its own. If the windshield drains are clogged, the nearest outlet for water passes through the engine's fuse box. You can go home by taxi to protect him.

Engine hardware
Hydraulic chain tensioner
Does your THP engine sound strange in the cold start in the morning? Do you hear the chain shake until the engine warms up and the noise stops? Chain tensioner is guilty. It gets stuck or its springs weaken over time. This allows the chain to become too loose until the oil warms up and achieve good engine oil pressure. Let it be replaced as soon as possible. A bad hydraulic tensioner can cause the engine to lose timing due to unstable motion caused by cold starting.
Engine timing
Loss of engine timing is a very common problem in THP150 and THP156 / 165 engines. It is not common in THP200. Slip camshaft or crankshaft gears cause engine timing to go out of phase. This causes a permanent delay of the camshafts, resulting in high fuel consumption and overall low engine performance. You can check “Long term fuel trims” (aka LTFT) via OBD2 to see if this happens. If LTFT rises above + 10%, there is a loss of timing.
Plugged inlet valves
In direct injection engines, the injectors sit inside the cylinders. As with conventional indirect injection engines, they do not spray fuel into the inlet valves. Whatever the soil and oil residues on the inlet valves will remain there and form a thick rubber-like substance. The thicker these layers, the more it prevents the air flow around the valves and the more the engine loses its performance. You can read in more detail here.
This usually happens every 50,000 - 60,000 km and can lose 20% of engine power. This is a major headache, because this is a mechanical problem: it cannot be detected by motor diagnosis because it does not appear to be an error anywhere. Remember to clean your inlet valves as often as possible. It can prolong the life of your engine and make sure it is working properly! There are many ways to do this without removing the cylinder head.
Thermostat thermostat
Although it is electronically controlled, its mechanical valve starts to perform poorly over time. This leads to longer warm-up times in the morning. It also causes the coolant temperature to cool down while downhill or on the throttle. Both problems usually occur after 70,000 km. Replacing the unit fixes them. It is a good idea to change the engine's coolant every 2 years, as it loses its rust protection properties.

ignition

Ignition coils
Stock coils often fail. They are very reliable. But make sure you never expose them to moisture or water, and it's not good for life. If you wash your engine, remove the coils and let everything dry completely before reinstalling.
Spark plugs
The spark plugs should not be held more than 30,000 km on a fully stocked engine. If you have a text message, it is recommended to renew every 20,000 km, because when you cross the 20,000 km limit, you will notice a big drop in performance.
A good way to check their condition is to measure the spark gap. Stock spark gap is 0.8mm. As soon as it exceeds 0.9 mm, ignition problems begin to occur. For engines that leave residue, we recommend setting the spark gap to 0.6 mm. This will increase spark plug wear, but will increase spark plug too much.
Always adhere to spark plugs recommended by manufacturers. As a rule, they are all made by NGK and either from Platinum (PLZ code prefix) or Iridium (ILZ code prefix). For the turbo engines, only the Platinum and Iridium's heat range is suitable, so nothing else.

Useful codes:
Iridium - ILZKBR7A-8G (Peugeot RCZ THP200, Citroen DS4 Racing THP200, Mini Cooper S Works Edition)
Platinum - PLZKBR 7A-G (stock 150/156 / 165hp and 175hp)

Engine oil
Burnt oil - Oil consumption issues
OK, so far, you have noticed that THP engines consume a fair amount of oil. Normal oil consumption average is 1 liter at 5000km. Some engines consume less, some engines consume a little more. This is very common for direct injection engines and you don't have to worry. Some of the oil consumption comes from piston rings and some of them are leaking into the suction from valve oil seals. If you repair one and leave the other, you will still have some oil consumption.
When your engine starts consuming oil, just do not refill it. Let the oil drain completely and change it. Then wait and check your oil consumption again after oil consumption. These engines are very specific to oil types: they love a few, but they hate others. Most business owners fill engine oil when oil consumption can be caused by impaired oil quality. Poor engine oil quality means shorter life and faster consumption.
If your engine starts consuming 1 liter / 1000 km, you will need to check its compression. Then replace the valve seals on the cylinder head and have it checked by a specialist. In most cases, piston rings need to be replaced to completely fix the consumption problem. In terms of oil type, the most common is 5W-30, it is fully synthetic. If you live in a warm country (not Russia, Canada, not the North Pole), you can probably use a degree of thicker oil without problems. As long as Colder countries are always fully synthetic, they can drop to 0W-30 without any problems.

  Fuel oil

Both high and low pressure stock fuel pumps are generally good over 100,000 km. They wear quickly when used in hot environments and can be damaged by impurities in the fuel system.
Some THP low pressure fuel pumps come with an external fuel filter that can be replaced, especially in African versions. It is a good idea to change this every 20,000 km. European versions have a filter built into the fuel pumps housing and cannot be replaced.
Stock injectors are good for life, unless the fuel system is contaminated with dirt or is used with fuel for a long time. Their nozzles are easy to block, as they operate from 50 bar to 120 bar. While Peugeot and Citroen prohibit ultrasonic cleaning, there are modern methods that work properly and clean and test them.
Notice: A clogged injector can cause a broken piston. It is a good idea to check, measure and clean every 60,000km - 80,000km.

Turbo

Cracked exhaust manifold

Cracks usually appear outside the exhaust manifold first and then. We often see cracks in the twin scroll chamber. Finally, some of the manifold needs to be replaced before it enters the turbine. There is not much to be done in terms of maintenance, just replace the exhaust manifold if you see cracks on the outside.
Cracked turbulent body Turbo turbocharger
It is very common to find capillary cracks in the exhaust housing. Cracks begin from the split between the twin scroll geometry and spread outward. There is not much that can be done to avoid them, it is only fragile and prone to cracking after 60,000-80,000km. Finally, the entire turbine casing needs to be replaced, or even the entire turbo if the turbine is damaged.
Oil consumption due to turbocharger
Sometimes turbo can be the reason for increased oil consumption. You can make a quick check to see that the turbocharger is losing oil by visual inspection of the turbine housing on the hot side by removing the compressor outlet pipe (on the cold side) and then the downpipe. If there is any trace of oil on both sides, the turbo is leaking oil and maintenance is required by a turbo mechanic. Or it is replaced with a new one. Do not leave leaking oil!

  These are just a few of the things we look at in THP engine maintenance. Most controls are visual, some combine diagnostic tools and special tools. As a result, it is quite easy to keep the engine in good condition.

Knowledge becomes meaningful as you share :) Health into your hands.