How a Failing DV4 Injector Presents
On the small-displacement DV4 1.4, a single failing injector has a disproportionate impact on driveability because the engine has only four cylinders and only 1,398 cc of displacement to absorb the imbalance. The first symptom is almost always a noticeable shudder at idle — the engine hunts visibly between 800 and 950 rpm and the dashboard lurches with each missed firing. The second is a measurable performance drop — the small turbo cannot compensate when one cylinder is over- or under-fuelling, and the 0-60 time stretches by one to two seconds. The third is a cold-morning hard-start that resolves after eight to fifteen seconds of cranking.
On Peugeot 207 and Citroen C3 specifically, the DV4 fault often presents alongside an EGR / DPF P2002 — workshops should suspect the injector first, because an over-fuelling DV4 cylinder will load the DPF in under a thousand miles and trigger that exact code chain. Replacing the DPF without addressing the injector simply repeats the loading cycle.
Vehicles and Engine Codes Using the A2C59511612
Engine code coverage spans PSA 8HP, 8HR, 8HX, 8HZ, 8HV, DV4C, DV4TD and the matching Ford-side DLD-414 and KVJA / KVJB / KVJC sub-codes used in joint-venture Ford 1.4 TDCi production. UK fitment includes Peugeot 1007 / 207 / 207 SW / 207 CC; Citroen C2 / C3 / C3 Picasso / C3 Pluriel / Nemo / Berlingo Mk2 1.4 HDi; Ford Fiesta MK6 / Fusion / Fiesta Van 1.4 TDCi; and Mazda 2 (DE) 1.4 CD. The DS3 1.4 e-HDi facelift carries the same family in its later production run.
A2C59511612 supersedes the earlier A2C20057534 and A2C20057535 production codes for the same DV4 platform — bore and connector keying are identical across the supersession, with calibration map updates for the Euro 5 / Euro 5b transition. The Ford-side cross-reference is 1980HQ and the Mazda cross-reference is Y6Y9-13H50 (rare).
Why Diagnosis Is Different on a 1.4-Litre Diesel
On a 2.0-litre diesel like the DW10 or N47, a single failing injector trims out across the other three at moderate load and can be hard to notice until the driver looks at fuel economy. On the DV4 1.4, the same injector wear is impossible to mask — the engine simply does not have the displacement headroom to absorb the imbalance. That is good news for diagnosis: by the time the driver brings the car in, the failed unit is usually unambiguous on a leak-off test.
The diagnostic priority on a DV4 is to confirm by leak-off first, then read live IMA / IQA correction values on PSA DiagBox / Lexia for Peugeot, Citroen and DS, or Ford IDS / FDRS for Fiesta / Fusion. Ignore any 'try the glow plugs first' reflex on this engine — DV4 glow-plug failures rarely present as a smooth shudder; they present as a smoke-and-stall pattern that is unmistakable.
ECU Coding the New DV4 Injector
DV4 IMA / IQA codes are the same sixteen-character format used elsewhere on the Continental supply chain, but the ECU write-back sequence on this small-displacement engine is unusually short — DiagBox / Lexia accepts and confirms the new IMA in around 90 seconds per cylinder, compared with the two-and-a-half minutes typical of the DW10 platform. That speed has a downside: a fitter who skips the IMA step entirely can drive away from the workshop without realising the coding was never written, because there is no on-screen prompt that warns about a missing entry on this engine. Always confirm the ECU shows the new IMA against the right cylinder index before signing off.
On Ford-side Fiesta TDCi / Fusion 1.4 TDCi (KVJA / KVJB / KVJC), use Ford IDS / FDRS. On Mazda 2 1.4 CD, use the Ford-pattern toolchain — there is no Mazda-specific dealer tool that handles this engine because it was a Ford-supplied unit. Aftermarket scanners with PSA-flash support handle the Peugeot / Citroen side reliably; aftermarket Ford-side coverage is thinner and we recommend booking a Ford specialist for the Fiesta / Fusion fitment.
How A2C59511612 DV4 Injectors Are Remanufactured
Each returned A2C59511612 is fully stripped on a Continental-spec common-rail bench. The nozzle, control valve and solenoid stack are inspected for wear; out-of-tolerance components are replaced with Continental OE-grade parts. The unit is reassembled, calibrated against the original DV4 / DLD-414 map at idle, mid-range and full-load, and stamped with a new IMA / IQA string on the body cap.
Each remanufactured DV4 injector ships with a calibration certificate, a new OEM-spec copper sealing washer, a 12-month parts warranty, and qualifies for free UK next-working-day delivery. A refundable core surcharge applies and is refunded once the old unit is received.
