Peugeot 307 Turbo

2.0 HDi before and after the RHR: two generations of turbo, one engine on the spec sheet

On the 307, the 2.0 HDi engine capacity covers three very different realities. The DW10TD and the RHY (2.0 HDi 90) use turbos for which both a new and a reconditioned version are available. The RHS (2.0 HDi 110) and the RHR (2.0 HDi 136) have only a new part reference available. It is this availability — not engine output alone — that should guide your choice between a new and a reconditioned turbo. When the original unit is still in sound mechanical condition (housing intact, bearings with no excessive play), having your own turbo rebuilt on the DW10TD or RHY can make sense: the unit returned is the one from your vehicle, which eliminates any risk of reference incompatibility.

1.6 HDi: ten engine codes, two groups of references that must not be mixed up

The 1.6 HDi in the 307 comes in two distinct families. Engine codes DV6TED4B and DV6TED4BU correspond to the 1.6 HDi 90 and 92 hp; codes 9HV, , 9HX, , 9HY and 9HZ cover the 1.6 HDi 90 and 110 hp. These two families share the same engine capacity and some common power outputs, but their turbos are not interchangeable: the Peugeot references and their equivalents differ. Only the engine code stamped on the block can settle the matter. For this range, only new turbos are available.

Diagnose the cause before fitting the part: what the turbo reveals about engine condition

The 307 HDi is prone to the classic causes of turbo failure: degraded oil, a clogged lubrication circuit, and EGR or DPF fouling causing insufficient oil pressure at the bearings. A characteristic whistling noise, blue smoke under acceleration, or a loss of power are the usual warning signs. Fitting a replacement turbo — new or reconditioned — without having identified and rectified the root cause risks premature failure of the part. A full engine diagnostic is essential to the longevity of any replacement.