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Prince engine

The Prince engine is a family of compact, straight-four, 16-valve, all-aluminum gasoline engines developed jointly by PSA Peugeot Citroën and , featuring advanced technologies including (VANOS) and (Valvetronic) for improved efficiency and performance. Ranging in displacement from 1.4 liters to 1.6 liters, the engine lineup includes both naturally aspirated and turbocharged variants, with outputs typically between 70 kW (95 hp) and 147 kW (197 hp) depending on the configuration. Initiated in through a between Group and Peugeot Citroën to create a new generation of efficient small-displacement engines, the Prince project aimed to replace older powerplants like the in models and PSA's TU-series units. The collaboration leveraged BMW's expertise in and systems alongside PSA's manufacturing capabilities, resulting in engines that debuted in production vehicles in 2006, first appearing in PSA models such as the and before expanding to the second-generation in 2007. Key variants include the EP3 and EP6 (naturally aspirated 1.4L and 1.6L for PSA), the turbocharged EP6DT (1.6L THP producing up to 147 kW), BMW's N13 (turbo 1.6L with 125 kW), and 's N12/N14/N18 series. These engines power a wide array of compact and subcompact vehicles across the brands, including the , DS3, , and , contributing to fuel economy improvements of up to 10% over predecessors through direct injection and lightweight construction. Notably, the 1.6-liter turbocharged Prince engine secured eight consecutive awards in the 1.4- to 1.8-liter category from 2007 to 2014, praised for its balance of power, refinement, and emissions compliance. Despite early reliability concerns with timing chain issues in some turbo variants, later iterations like the N18 addressed these through reinforced components, ensuring continued use in models into the 2020s.

Development and Design

History and Collaboration

In July 2002, PSA Peugeot Citroën and announced a to develop a new family of small-displacement four-cylinder gasoline engines, codenamed "," aimed at powering vehicles across both manufacturers' lineups. The collaboration was driven by PSA's engine division, which led the overall development and manufacturing, while contributed significant technical expertise, particularly on modular architecture to enable shared platforms and variants ranging from naturally aspirated to turbocharged configurations. This partnership built on prior cooperation, such as the , but focused on advanced features like to meet emerging emissions standards. Prototype testing of the Prince engines began in 2004, with initial production commencing in 2006 at PSA's Douvrin facility in , targeting an annual output of approximately one million units. The early development phase emphasized compliance with Euro 5 emissions regulations, incorporating technologies such as direct injection in turbocharged variants and efficient to balance performance and environmental requirements. The first applications appeared in 2006, debuting in the , with further use in the and the second-generation in 2007. Over time, the Prince engine evolved to address stricter regulations, with later variants adapted for Euro 6 compliance through refinements like improved turbocharging and exhaust aftertreatment systems, extending the family's relevance into the 2010s. and periodically renewed their agreement, including extensions in 2010 and 2011 to incorporate hybrid elements and further modular enhancements, ensuring the engine's adaptability across diverse vehicle architectures. The partnership concluded in when the agreement was not renewed, ending joint development of the Prince family. This ongoing collaboration highlighted the strategic benefits of shared R&D, reducing costs while advancing small-engine efficiency.

Core Technical Features

The Prince engine family features an all-aluminium construction, utilizing a two-piece with an integrated bedplate design for enhanced structural stiffness and reduced (NVH) levels. This lightweight inline-four configuration incorporates grey-cast iron cylinder liners to ensure durability while maintaining the benefits of aluminum's low weight. The engine employs a 16-valve double overhead (DOHC) setup, enabling precise control over operation across all variants. A key innovative element is the modular valvetrain architecture, which integrates via BMW's system—often in a double configuration for optimized and exhaust phasing—to improve and power delivery. Naturally aspirated variants further incorporate , a fully mechanism that adjusts lift from 0.2 mm to 9.5 mm infinitely, eliminating the need for a traditional throttle body and enhancing responsiveness. This combination of technologies allows for better airflow management and reduced pumping losses, contributing to the engine's and emissions compliance. The centers on a consistent bore across most variants, paired with spacing of 84 , facilitating while optimizing packaging in compact vehicles. Stroke dimensions vary slightly to achieve target displacements, but the shared supports efficient production. ratios are engineered for modern , typically reaching 11:1 in naturally aspirated models to maximize , while turbocharged versions employ a lower 10.5:1 to accommodate boosted operation without risks. Fuel delivery in turbocharged Prince engines relies on a high-pressure direct injection system using common-rail technology at up to 120 , where a camshaft-driven high-pressure pump pressurizes fuel for injectors mounted centrally in the , enabling stratified charge operation at part loads for improved economy. This setup integrates seamlessly with the turbocharging system, which features a with an electronically controlled maintaining boost up to 0.8 , alongside an air-to-air to cool charge and prevent knocking. The engine uses a timing chain for drive, selected for its longevity in high-rev applications.

Engine Variants

1.4-Litre EP3 and EP3C

The 1.4-litre EP3 and EP3C engines represent the smallest options in the Prince family, developed jointly by and for entry-level applications. These naturally aspirated inline-four units feature a of 1,397 cc, achieved with a bore of 77 mm and a stroke of 75 mm. Both variants incorporate an block and , DOHC configuration with 16 valves, and the shared system for optimised efficiency across operating conditions. The EP3, introduced around 2007, delivers 95 (70 kW) at 6,000 rpm and 136 of torque at 4,000 rpm, powering models compliant with Euro 4 emissions standards. The subsequent EP3C , produced from 2009 onward, maintains similar output—ranging from 95 (70 kW) to 98 (72 kW) depending on —while meeting Euro 5 requirements through refinements such as an updated oil pump with electric control for better pressure management. Torque remains consistent at 136 , providing adequate low-end response for urban driving in compact vehicles. Combined fuel economy for these engines typically falls in the 5.0–6.0 L/100 km range, depending on vehicle application and transmission. These engines were primarily deployed in entry-level vehicles, including the , 207+, 308, and 208, as well as Citroën models like the C3 Picasso. Their compact and focus on balanced performance made them suitable for supermini and subcompact segments, emphasising everyday usability over high-output demands. Production of the EP3 and EP3C occurred at PSA's Douvrin facility in , with the variants phased out around 2015 as PSA transitioned to newer PureTech engine architectures.

1.6-Litre Naturally Aspirated EP6 and EP6C

The 1.6-litre EP6 represents the mid-range naturally aspirated variant in the Prince engine family, jointly engineered by PSA Peugeot Citroën and BMW to deliver a balance of responsive performance and fuel efficiency in compact vehicles. With a displacement of 1,598 cc—achieved through a bore of 77 mm and a stroke of 85.8 mm—this engine employs an aluminium block and cylinder head for reduced weight, paired with a compression ratio of 11:1 to optimize combustion efficiency. The EP6 produces 88 kW (120 ) at 6,000 rpm and 160 of at 4,250 rpm, enabling smooth acceleration suitable for urban and highway driving in models like the and 308. Its redline reaches approximately 6,500 rpm, supported by BMW's system, which varies for throttle-free load and progressive power delivery via refined ECU mapping. This setup minimizes pumping losses and enhances drivability in front-wheel-drive compact cars, while on-demand oil and pumps further reduce frictional drag. Introduced as the Euro 5-compliant evolution of the EP6, the EP6C incorporates refinements for lower emissions and better economy, maintaining the same 1,598 cc and core architecture. Power output remains at 88 kW (120 ) at 6,000 rpm with 160 of at 4,250 rpm, but updated and components yield combined fuel consumption as low as 5.9 L/100 km under NEDC testing. Like its predecessor, it leverages direct for precise metering and the mechanism for seamless progression across the rev range. These features position the EP6C as an efficient choice for mainstream applications, such as the and , emphasizing reliability in everyday use without .

1.6-Litre Turbocharged EP6DT Series

The 1.6-litre turbocharged EP6DT series encompasses the high-performance iterations of the Prince engine family, engineered by PSA Peugeot Citroën for enhanced output in compact vehicles. With a displacement of 1,598 cc, these inline-four engines employ direct fuel injection and a turbocharging system to achieve power outputs spanning 150–270 hp (110–200 kW) and torque from 240–340 Nm, depending on the tune. Key variants include the EP6DT at 150 hp (110 kW) and 240 Nm, primarily used in entry-level performance models; the EP6DTS delivering 175–208 hp (129–153 kW) and up to 275 Nm for mid-range applications; and higher-output designations like the EP6CDTX at 200 hp (147 kW) and 275 Nm, alongside the EP6CDTR reaching 270 hp (199 kW) and 330 Nm in top-tier setups. The EP6CDTX and subsequent codes incorporate modifications for Euro 6 emissions compliance, featuring advanced catalytic converters and optimized combustion. Central to the series' performance is a single twin-scroll K03 turbocharger, which generates boost pressures up to 1.2 bar for rapid response. This unit integrates with a close-coupled to minimize turbo lag, channeling exhaust gases efficiently into separate scrolls for improved low-end delivery. An air-to-air cools the compressed intake charge, enhancing and power density while mitigating risks under boost. These features enable the engines to produce peak from as low as 1,400 rpm, providing strong acceleration suitable for sporty driving. Compression ratios vary slightly by variant, typically 10.0:1 to 10.5:1, balancing with demands. In 2015, PSA introduced revisions to the EP6DT series, emphasizing reduced emissions through refined fuel mapping, improved direct injection nozzles, and enhanced exhaust aftertreatment systems to align with Euro 6 standards across higher-output models. These updates also bolstered durability with strengthened timing chains, better oil flow to critical components like the turbo bearings, and revised coatings to withstand prolonged high-boost operation, addressing earlier wear concerns in intensive use. Fuel consumption under loaded conditions averages 6.5–8.0 L/100 km in combined cycles, reflecting a between spirited and moderate for a turbocharged petrol unit. The engines incorporate intake-side to further optimize airflow and combustion .

BMW N13 Variant

The BMW N13 is a turbocharged inline-four variant of the Prince engine family, adapted by with a displacement of 1,598 cc and featuring high-precision direct injection for improved fuel atomization and combustion efficiency. This engine delivers power outputs ranging from 136 to 170 (100 to 125 kW) and torque from 220 to 250 , depending on the tune and application, enabling responsive performance in compact models while maintaining balanced drivability. Key BMW-specific modifications include the TwinPower Turbo system, which utilizes a twin-scroll to minimize lag and optimize exhaust gas flow across the engine's operating range, paired with Valvetronic III for fully that enhances low-end torque delivery. Unlike the PSA implementations, the N13 integrates BMW's enhanced Valvetronic technology to provide a broader torque band, improving response and efficiency without relying solely on butterflies. The engine also seamlessly integrates with BMW's ZF 8-speed automatic transmissions, supporting smooth shifts and optimized gear ratios for both rear-wheel-drive and all-wheel-drive configurations. Production of the N13 began in 2011, initially powering models such as the BMW 1 Series (F20/F21) and X1 (E84), where it served as an efficient entry-level petrol option. In terms of emissions, the N13 achieves CO2 outputs around 130–150 g/km in typical applications, benefiting from its turbocharged design and advanced valve control for reduced fuel consumption under real-world driving conditions.

Mini N14 and N18 Variants

The Mini N14 and N18 represent the turbocharged iterations of the Prince engine adapted specifically for 's performance-oriented models, emphasizing responsive power delivery and sporty character within the R56-generation lineup. Introduced in 2006 for the S, the N14 is a 1.6-liter inline-four turbocharged engine featuring direct injection, , and a single system. It produces 175 (129 kW) at 5,500 rpm and 240 of from 1,600 to 5,000 rpm in standard Cooper S tune, enabling a 0-100 km/h sprint in 7.1 seconds. In the (JCW) variant, output rises to 211 (155 kW) and 280 with overboost functionality, prioritizing high-revving performance up to a of around 7,000 rpm through reinforced pistons, connecting rods, and sportier ECU mapping for enhanced response and boost control. The N14 was produced from 2006 to , powering the Cooper S and JCW models in the initial R56 phase, with combined fuel economy rated at 6.9 L/100 km under NEDC testing. Succeeding the N14 from onward, the N18 engine incorporates refinements such as double for improved low-end torque and efficiency, while retaining the core Prince architecture with a twin-scroll . Standard output in the facelifted Cooper S stands at 184 (135 kW) at 5,500 rpm and 240 from 1,600 to 5,000 rpm, with the JCW version tuned to 211 (155 kW) and 260 for a balance of agility and refinement. These calibrations include optimized parameters for sharper acceleration and sustained power through higher revs, supported by upgraded internals to manage increased stresses in performance driving. The N18 achieved combined fuel consumption of 5.8 L/100 km, reflecting enhancements in thermal management and . Production of the N18 extended through for the R56 generation, including in and Clubman variants, before transitioning to newer engine families. Both variants share the Prince engine's reputation for lively dynamics but have been associated with timing chain stretch in some high-mileage units, often addressed via updated tensioners in later builds.

Applications

PSA Group Vehicles

The Prince engine family was extensively applied across vehicles, including models from , , and , spanning from 2007 to around 2020, when it was gradually phased out in favor of the newer PureTech engine lineup. These engines powered a range of compact cars, crossovers, and performance-oriented models, serving roles from efficient urban commuting in city cars to dynamic propulsion in hot hatches and coupes.

1.4-Litre EP3 and EP3C Variants

The 1.4-litre naturally aspirated EP3 and its updated EP3C variant, producing around 95 hp, found use in smaller models for economical everyday driving. In the (2008–2012), the EP3 engine provided balanced performance for family-oriented compact MPVs, emphasizing low-end torque and fuel efficiency in urban settings. Similarly, variants of this engine appeared in entry-level city cars such as the 207, with the core application focused on accessible superminis without compromising refinement.

1.6-Litre Naturally Aspirated EP6 and EP6C Variants

The 1.6-litre EP6 and EP6C engines, delivering 120 hp, were staples in mid-range hatchbacks and crossovers, offering a blend of responsiveness and economy. The (2006–2014) featured the EP6 in its VTi trim, enhancing the supermini's agility for daily commutes and light highway use. The (2008–2012) integrated the EP6 in VTi configurations, providing smooth power delivery in the compact for versatile family transport. In the crossover (2009–2013), the EP6C variant supported efficient front-wheel-drive setups, contributing to the model's appeal as a practical alternative.

1.6-Litre Turbocharged EP6DT Series

Turbocharged iterations of the 1.6-litre Prince engine, including EP6DT, EP6CDT, and high-output EP6DTS variants (up to 207 hp), powered performance-focused models, delivering spirited acceleration for sporty driving. The (2007–2013) employed the EP6DT in THP trims, boosting the hatchback's handling and overtaking prowess. The Citroën DS3 (2010–2015) utilized EP6DTS in its Racing edition, achieving 207 hp for dynamics in the premium subcompact. Likewise, ' DS3 turbo variants (2010–2016) leveraged similar EP6DT-series powerplants, offering up to 207 hp in performance guises for agile urban and track-inspired experiences. The coupé (2010–2015) adopted EP6DTS-derived tunes in THP models, providing -like thrill in a sleek format with outputs reaching 200 hp.

BMW and Mini Vehicles

The Prince engine family powered several and models, emphasizing entry-level performance in compact hot hatches and crossovers through its turbocharged variants. In the lineup, the second-generation Hatch (R56) from 2006 to 2013 featured the N14 turbocharged 1.6-liter engine in the Cooper S trim, delivering responsive acceleration suited for urban driving and spirited performance. From 2011, this was updated to the N18 variant, which incorporated refinements like improved turbo oil line heat shielding for better reliability under load. The first-generation Countryman (R60), produced from 2010 to 2016, utilized the N18 turbo engine in its Cooper S version, providing all-wheel-drive capability in a crossover format while maintaining the Prince family's lightweight aluminum construction for agile handling. BMW integrated the N13 variant of the Prince engine into its compact models starting in 2011, aligning with the brand's focus on efficient yet dynamic powertrains. The 1 Series (F20/F21) from 2011 to 2019 employed the N13 in entry-level petrol variants such as the 114i, 116i, and 118i, where it offered balanced torque delivery for everyday commuting and light highway use. This engine shared platform architecture with Mini applications, enabling cost-effective production and tuning synergies across the BMW Group portfolio. The 2 Series Active Tourer (F45), introduced in 2014, briefly incorporated N13-derived technology in select markets before transitioning, contributing to the model's role as a practical family hauler with sporty undertones. Across BMW Group vehicles, Prince engine production exceeded one million units, reflecting its widespread adoption in high-volume models and the joint venture's success in scaling output. These engines filled a critical niche for entry-level performance, powering hot hatches like the Cooper S and crossovers such as the Countryman, where they balanced fuel economy with engaging drivability. Production of the Prince family in BMW and Mini applications was phased out by 2017, replaced by the modular B48 engine family to meet evolving emissions standards and performance demands.

Reliability and Issues

Common Failure Modes

One of the most prevalent issues in Prince engines is timing chain stretch and failure, typically manifesting between 60,000 and 100,000 km. This problem arises from the tensioner weakening or sticking, which allows the chain to slacken, producing characteristic rattling noises during startup and idle, and potentially leading to severe engine damage if the chain skips teeth on the sprockets. Direct injection technology in Prince engines contributes to carbon buildup on intake valves, as fuel is injected directly into the cylinders without passing over the valves to clean them, resulting in deposits from oil vapors and . Over time, this accumulation restricts airflow, causing engine misfires, rough idling, and reduced performance, often requiring periodic cleaning interventions. In turbocharged variants like the EP6DT and N18, faults in the are common, where components fail to regulate pressure properly, triggering limp mode and diagnostic trouble codes related to underboost or overboost conditions. This issue stems from wear or control malfunctions, compromising power delivery and . Early turbo models produced before 2012 exhibit excessive oil consumption, often due to wear and bore ovalization, leading to oil burning in the without visible external leaks or in some cases. This can accelerate other component degradation if not monitored, with consumption rates sometimes exceeding 1 liter per 1,000 km in affected units. Coolant pump leaks are frequently reported in high-mileage Prince engines, particularly as the plastic or degrades, allowing coolant to seep into the engine bay or mixing with oil, which may result in overheating or low coolant warnings. These leaks become more pronounced after 100,000 km and are exacerbated by thermal cycling in turbo applications. Failure rates for first-generation Prince engines (2006–2010) are notably higher than later iterations, with many units experiencing major issues like those above within the first 100,000 km, based on owner and service reports. Production updates from 2011 onward addressed some design flaws to mitigate these problems.

Recalls, Updates, and Improvements

In response to early reliability concerns with the timing system, BMW issued a service action in 2014 for N14-equipped Mini models (R55, R56, R57) produced between November 2006 and May 2009, requiring inspection and potential replacement of the timing chain due to inconsistent performance that could lead to chain slack. This action addressed a defect in the BMW-designed component shared across the Prince engine family, including PSA variants like the EP6 and EP6DT used in and models from 2007 to 2009, where similar failures were addressed through service repairs affecting vehicles in markets. Subsequent updates in 2012 for the EP6DT turbocharged series, corresponding to the BMW N18 variant introduced in late 2011, incorporated reinforced timing guides and an improved oil pump design to mitigate chain stretch and deficiencies observed in earlier N14/EP6DT iterations. These revisions enhanced overall timing system durability, reducing the incidence of cold-start rattles and premature wear while maintaining the engine's performance characteristics. The BMW-specific N13 variant (a detuned EP6DT used in 1 Series models from 2011 to 2016) has reported issues with valve cover gasket leaks, which could cause oil contamination in the timing chain area, and faults leading to boost inconsistencies, often addressed through owner repairs. Later generations, such as the EP6FDT introduced in 2018 for Euro 6 compliance in vehicles like the and 508, featured an electric actuator in place of the pneumatic system, providing more precise boost control and greater resistance to thermal degradation for enhanced durability. To support owners affected by persistent chain issues, extended the warranty for N14 timing chain and components to 10 years or 120,000 miles (whichever comes first) starting in 2016, with similar extensions up to 10 years or 150,000 km offered in select European markets for both / and applications. By post-2020, the Prince engine family had been fully supplanted in production by 's PureTech series (e.g., EB2DT and EB6DTS) and 's B48 modular engine, which incorporated belt-driven timing systems or more robust chain designs to resolve longstanding weaknesses in chain tensioning and reliability.

Production and Legacy

Manufacturing Details

The Prince engine family was primarily manufactured at the Française de Mécanique (FM) plant in Douvrin, northern , a joint facility established in 1969 as a 50-50 venture between and , but adapted for the PSA-BMW collaboration on this engine series. The Douvrin site specialized in machining engine components, including the all-aluminium blocks and cylinder heads, with assembly lines dedicated to the EP-series variants for PSA vehicles. At peak production between 2008 and 2015, the plant supported an annual capacity of up to 1 million units for the overall Prince family, reflecting the joint venture's scale for shared gasoline engines. BMW handled production of its N13 and N18 variants starting in at the Hams Hall engine plant in , , where final assembly occurred alongside Mini-specific adaptations. This site focused on integrating BMW-specific technologies like , while leveraging components machined at Douvrin to maintain compatibility across the partnership. By 2019, the Hams Hall plant had reached a cumulative production milestone of 5 million engines overall since opening in 2001. The emphasized European sourcing for core structural elements, with blocks and heads cast and machined primarily at Douvrin, supported by regional suppliers for forgings and castings. Electronic components, including engine control units (ECUs) such as the MED17 series, were integrated from , ensuring standardized and management systems across variants. at both sites employed around 3,400 workers at Douvrin and similar skilled labor at Hams Hall, with processes adhering to ISO 9001 and standards for quality and energy management. Shared tooling and modular assembly lines, developed jointly by and , facilitated cost efficiencies and consistent tolerances, minimizing variations between EP, N13, N14, and N18 designations.

Awards and Discontinuation

The Prince engine family garnered significant recognition for its innovative design, particularly the 1.6-liter turbocharged variants (EP6DT in nomenclature and N18 in / applications), which excelled in and . These engines secured eight consecutive wins in the 1.4- to 1.8-liter category at the Awards from 2007 to 2014, a record unmatched by any other powerplant in that period. The accolades highlighted the engine's compact aluminum construction, advanced , and turbocharging, which delivered responsive performance while meeting early efficiency standards. Production of the Prince engine was gradually discontinued between 2014 and 2020, driven by evolving emissions regulations such as Euro 6d and persistent reliability issues, including timing chain wear and carbon buildup on intake valves. BMW began transitioning away from the Prince family in 2014 with the introduction of the modular B-series engines for the third-generation (F56), completing the phase-out by 2016 in most applications. PSA followed a similar , retiring the engine from mainstream use by 2020 as stricter real-world emissions testing under Euro 6d exposed compliance challenges, compounded by the need for more durable designs. In vehicles, the Prince engine was succeeded by the in-house PureTech series ( and later variants), which emphasized three-cylinder configurations for improved efficiency and reduced emissions starting in 2012. BMW replaced it with the B48 2.0-liter turbocharged inline-four, part of the broader modular B-series architecture introduced in 2014, offering greater scalability and integration with hybrid systems. The Prince engine's legacy endures through its role in pioneering joint-development strategies between and , influencing subsequent modular engine platforms that prioritize shared components for cost efficiency and performance versatility across vehicle lines. As of 2025, production of Prince engine variants continues at Stellantis's Dundee Engine Plant in , where the 1.6 L EP6 is manufactured as a non-rechargeable delivering 177 hp from the (210 hp combined) for the 2026 Jeep Cherokee. Robust aftermarket support remains available for maintenance and upgrades via specialized suppliers.

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