Car Model Guide/ Citroën/ C4 Picasso/ Mk1/ 2.0 HDi

2.0 HDi DW10

The larger PSA diesel and the engine a 508 really wants. It's torquey, long-lived and free of the smaller unit's turbo-feed problem, so the filter and the additive system are what need attention.

Overview

The 2.0 HDi is the DW10 diesel version of the Citroën C4 Picasso MPV (Mk1), sold 2006–2013 with 138 PS and manual or automatic. Demands diligence at level 3. The particulate filter and its additive system cost real money on a car worth this little. 2 failure modes are recorded against its engine, gearbox, chassis and shared components. Prices on this page are illustrative placeholders rather than a sourced market sample. See the methodology for how the bands are derived.

Citroën C4 Picasso MPV (Mk1) · photo Citroën Grand C4 Picasso HDi 110 Tendance (Facelift) – Frontansicht, 16. April 2011, Düsseldorf by M 93 · CC BY-SA 3.0 de · Wikimedia Commons

Power138 PS

Torque320 Nm

Years2006–2013

Fueldiesel

DriveFWD

EnginesDW10

Biggest risks

Ranked by probability × repair cost. 2 recorded in total.

60Demands diligence

DPF clogging and forced regeneration€250–€1,800partly checkable
EGR cooler leak€400–€1,000partly checkable

Risk level −22 · Likely spend vs price −18 · all issues →

System by system9 systems reviewed · 8 with no recurring fault reported

Engine✓ clearNo recurring fault reported for this system on this engine.

Fuel system✓ clearNo recurring fault reported for this system on this engine.

Intake & air✓ clearNo recurring fault reported for this system on this engine.

Cooling✓ clearNo recurring fault reported for this system on this engine.

Emissions⚠ attentionDPF clogging and forced regeneration, €250–€1,800.+1 more in this system

Transmission✓ clearNo recurring fault reported for this system on this engine.

Electrics✓ clearNo recurring fault reported for this system on this engine.

Suspension & brakes✓ clearNo recurring fault reported for this system on this engine.

Body & interior✓ clearNo recurring fault reported for this system on this engine.

Pre-facelift or facelift, this engine spans both

The same badge either side of the changeover. Bands are split at the facelift year from the generation record.

Phase	Years	Low	Average	High	Good buy	What differs
pre Pre-facelift	2006–2009	€2,400	€4,000	€6,500	€3,200	The specification the car launched with.
LCI Facelift (LCI)	2010–2013	€2,600	€4,350	€7,100	€3,500	Revised nose and lights; Improved cabin plastics; Euro 5 diesels replaced Euro 4

Known issues, ranked by expected cost

Faults recorded against this engine, its components and its chassis, ranked by likelihood × repair cost. Costs are indicative ranges with a stated labour basis.

DPF clogging and forced regenerationDPF€250–€1,800

Warning light, limp mode, oil level rising above the maximum mark from fuel dilution. The filter needs sustained hot running to regenerate. A car used for short urban trips never completes a regeneration cycle.

Check: Read the DPF soot load and the distance since the last regeneration on a scan tool, and check the engine oil level and smell it for diesel. Ask what the car was used for. A short-trip city diesel is the wrong car regardless of mileage.

EmissionscommonPartly detectableevidence: documented120–250k km

EGR cooler leakEGR cooler€400–€1,000

Coolant loss with no visible external leak, white smoke, sweet smell. The EGR cooler cracks internally and leaks coolant into the intake. BMW recalled affected diesels over a fire risk from glycol deposits igniting.

Check: Check coolant level and look for unexplained top-ups in the service history. Verify the recall was carried out. It's free and searchable by VIN.

EmissionsoccasionalPartly detectableevidence: manufacturer120–250k km

Ranked by probability × repair cost, not by how loudly a failure is discussed. Inherited from the engine, gearbox, chassis and shared components, each written once.

Pre-purchase inspection

The same issue records, reordered into the sequence you can actually check them in: cold start, static, drive, paperwork.

2 checks · saved in this browser ·

1PaperworkOn these cars the folder is most of the value.

EGR cooler leakCheck coolant level and look for unexplained top-ups in the service history. Verify the recall was carried out. It's free and searchable by VIN.

2OBD scanMandatory. A seller who refuses a scan has answered the question.

DPF clogging and forced regenerationRead the DPF soot load and the distance since the last regeneration on a scan tool, and check the engine oil level and smell it for diesel. Ask what the car was used for. A short-trip city diesel is the wrong car regardless of mileage.

Mileage and servicing

What the odometer does and doesn't tell you here, plus the service items whose neglect causes the expensive failures above.

The 2.0 HDi runs to very high mileages without drama, so a 250,000 km car with a full record is a better bet than a 120,000 km one without. Journey history matters more than distance, because the filter needs runs long enough to clear itself.

Service item	Interval	Cost
Engine oil and filter Low-ash oil protects the particulate filter.	15,000 km or annually	€90–140
Eolys additive top-up The filter regeneration system depends on it and a warning follows when it runs dry.	every 80,000–120,000 km	€120–220

What to pay

What this engine sells for, against the median of every engine in the chassis. All figures are illustrative placeholders. See the basis chips.

median €4.2k

€2.4k€3.2k€7.1k

Cheapfind the reasonGood buyif it checks outFairnormal moneyOverpricedneeds justifying

Asking price (€)Mileage (km)

Enter an asking price to get a verdict against this variant's band: cheap, fair, good buy or overpriced.

United States vs Europe

1 EUR = 1.08 USD · 2026-07

🇪🇺 Europe · EUR€3,200band €2,400–€7,100

🇺🇸 United StatesNot sold2.0 HDi DW10 was never a US-market car

What that meansNo US band exists to compare. Any car you find there's a private import, parts and specialist knowledge are thinner, and the price says more about import cost than about the market.

US figures are the EU band converted at a stated rate. No US market differential is modelled: we hold no sourced US asking prices, and inventing one would be worse than saying so. What the comparison does show for real is availability. Most of this range was never sold in the US.

ModelCitroën C4 Picasso 2.0 HDi
ChassisMk1
EngineDW10
Years2006–2013
MarketCentral EU
Windowrolling 12 months to 2026-07

Good buy at or under the marker · Median asking price · bar spans the 10th to 90th percentile · dashed line is the mk1 median, all 2 engines

Good buy isn't the same as cheapest. The good-buy figure assumes the known failure items are either done with receipts or verifiably not yet due. Full breakdown by facelift phase →

Buyer notes

Our judgement, kept separate from the records it's built on.

Our read, not a record

Where the 1.6 works hard in a seven-seat MPV, this one simply gets on with it, and it's free of the smaller engine's turbo-feed problem. What you're checking instead is the particulate filter and the Eolys additive tank, since both are jobs that cost more than people expect on a car at this price. Ask how the car has been used, because school runs and short trips are what block a filter. So budget for suspension bushes as well, as these carry weight for their whole lives.

Everything above this line comes from the issue and specification records. This paragraph is our judgement on top of them. See how we reach it.

Full specification

Manufacturer figures for this engine and body, as recorded in the variant and engine data.

Engine code	DW10 2.0 HDi
Configuration	I4, turbocharged · 1997 cc
Fuel / injection	diesel · common rail
Model years	2006–2013
Facelift phase	Sold either side of the 2010 facelift, 2006–2009 pre, 2010–2013 LCI
Power / torque	138 PS · 320 Nm
Transmissions	6-speed manual · 6-speed automatic (Aisin)
Gearbox families	Aisin six-speed automatic
Drivetrain	FWD
Economy (real-world)	6–7.5 l/100 km mixed
Markets	EU