The Siemens VDO / Continental A2C59513556 diesel injector is a remanufactured common-rail injector for 1.6L HDi/TDCi engines. 1.6L HDi/TDCi Remanufactured Common Rail Injector (Citroen/Peugeot/Ford/Mazda/Volvo).
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Every order includes a 12-month workshop warranty, OEM bench-calibration before despatch.
Most 4-cylinder engines use 4 injectors — replace only what your diagnosis confirms.
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12 Compatible Engine Codes
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Fitment note: DV6 family covers solenoid (DV6C/DV6FD) and piezo (DV6FE/Euro 6 DV6FC) variants — confirm exact part number before ordering, as the connector and bore profile differ.
Why this injector?
PSA / Ford 1.6 HDi / TDCi (DV6C)
Covers the DV6C 1.6 HDi / TDCi platform shared across Peugeot, Citroen, Ford, Mini and other PSA-Ford variants.
Flow-tested and calibrated to manufacturer tolerances so the ECU's individual-cylinder correction stays inside tolerance.
Commonly replaced when diagnosing cold-start difficulty, injector knock or diesel smell at the injector seat.
Several DV6 sub-variants exist — always cross-check part number and connector against the fitted unit.
9802448680 is a PSA (Peugeot/Citroen) OE reference. The physical injector is a Siemens VDO / Continental piezoelectric common-rail unit (Siemens part 5WS40677, Continental A2C59513556), NOT a Bosch unit. See research.md. Key symptoms: Hard / prolonged starting, especially when cold; Misfire and rough idle, worst when cold; Loss of power / limp (safe) mode; Excessive black or white exhaust smoke. Common failure modes: Excessive internal back-leakage; Piezo stack degradation / electrical fault; Nozzle coking / carbon build-up.
Common Symptoms
Hard / prolonged starting, especially when coldhigh
Worn injector internals raise back-leakage, bleeding rail pressure during cranking so the engine struggles to reach the pressure needed to fire.
Misfire and rough idle, worst when coldhigh
A weak or leaking piezo injector under- or over-fuels its cylinder, producing a stumble that is often most noticeable before the engine warms.
Loss of power / limp (safe) modemedium
The ECU detects an out-of-range injector correction or rail pressure error and derates the engine to protect the fuel system.
Excessive black or white exhaust smokemedium
Poor atomisation from a coked or stuck nozzle causes incomplete combustion (black) or unburnt fuel (white).
Increased fuel consumptionmedium
Over-fuelling or leaking injectors waste fuel and reduce efficiency.
Diesel knock / nailing noisemedium
Incorrect injection timing or quantity from a failing injector produces a harsher combustion knock.
Engine warning light with injector or rail-pressure fault codesmedium
Cylinder-specific injector codes or P-codes for rail pressure regulation commonly accompany injector wear.
Workshop & Fitting Notes
MisdiagnosisA persistent single-cylinder misfire (often cylinder 1) on DV6 is frequently a loom or injector connector contact problem, not the injector itself. Confirm with a swap/balance test and check connector tension before condemning the injector.
WarningDV6 injectors are notorious for seizing in the cylinder head due to carbon 'tar' build-up around the body. Use a proper injector puller/slide hammer - never lever against the head, which can crack it or snap the injector body.
InstallationAlways fit a new copper sealing washer, clean the injector bore thoroughly, and torque the clamp bolt to the manufacturer spec to prevent combustion blow-by ('black death').
InstallationThese injectors carry calibration/classification codes. After replacement the new injector's code must be programmed into the ECU (cylinder coding) or the engine will run rough and may misfire.
TestingThis is a Continental/Siemens VDO piezo injector and requires a test bench that supports Siemens/VDO/Continental injectors. Bosch-only benches cannot correctly test or code it.
TipBefore removal, read the live injector correction / IMA values with a diagnostic tool to identify the weak cylinder and avoid replacing the wrong injector.
Frequently Asked Questions
What injector is part number 9802448680?+
9802448680 is the PSA (Peugeot/Citroen) OE reference for a Siemens VDO / Continental piezoelectric common-rail diesel injector used on the 1.6 HDi / 1.6 TDCi (DV6) engine. The equivalent Siemens number is 5WS40677 and the Continental number is A2C59513556.
Is 9802448680 a Bosch injector?+
No. Despite the 1.6 HDi engine using Bosch injectors in some later versions, 9802448680 is a Siemens VDO / Continental piezo injector. Bosch and Siemens injectors for this engine are not interchangeable.
What is the Siemens part number for 9802448680?+
The Siemens VDO part number is 5WS40677, and the Continental supersession number is A2C59513556.
What other OE numbers cross to 9802448680?+
Common PSA OE cross references include 9674973080 and 9683957280, alongside the Siemens 5WS40677 and Continental A2C59513556 numbers.
Which engine does 9802448680 fit?+
It fits the PSA 1.6 HDi 16v DV6TED4 (and related DV6 family) engine, also sold as 1.6 TDCi by Ford and 1.6 D by Volvo.
Is this a piezo or solenoid injector?+
It is a piezoelectric injector. Siemens VDO / Continental common-rail injectors for the 1.6 HDi use a piezo actuator rather than a solenoid.
Which vehicles use the 9802448680 injector?+
It is fitted to many 1.6 HDi/TDCi vehicles including Citroen C3, C4, C5, Berlingo, Peugeot 207, 307, 308, 407, Partner, Ford Focus, C-Max, Fiesta, Fusion, Volvo S40, V50, C30 and Mazda 3.
What are the symptoms of a failing 9802448680 injector?+
Hard cold starting, rough idle and misfire, loss of power or limp mode, black/white smoke, increased fuel consumption, diesel knock and injector-related fault codes.
Why does my 1.6 HDi struggle to start when cold?+
Worn injectors with high back-leakage bleed off rail pressure during cranking, so the engine cannot build the pressure it needs to fire. A back-leakage test confirms this.
Can a single injector cause a misfire on one cylinder?+
Yes, but on the DV6 a single-cylinder misfire is also commonly caused by the injector connector or wiring loom. Always swap-test and check the connector before replacing the injector.
What is 'black death' on a 1.6 HDi?+
It is the hard black carbon/tar build-up around the injector base caused by combustion gases blowing past a failed copper sealing washer. It can seize the injector in the head and damage the seat.
Do I need to code the injector after fitting?+
Yes. These injectors carry calibration/classification codes that must be programmed into the ECU (cylinder coding) after replacement, or the engine will run rough.
Can I test 9802448680 on a Bosch bench?+
No. It is a Siemens VDO / Continental piezo injector and needs a bench that supports Siemens/VDO/Continental injectors for correct testing and coding.
Should I replace one injector or all four?+
Diagnose each injector with live correction values and a bench test. If others are within spec you can replace individually, but on high-mileage engines failures often cluster, so check all four.
What causes excessive back-leakage in this injector?+
Wear of internal sealing surfaces and the control valve over time, which lets fuel leak back to the return circuit instead of being injected.
Why is my DV6 blowing black smoke?+
Black smoke usually means poor atomisation from a coked or stuck nozzle causing incomplete combustion. A bench spray-pattern test will confirm a faulty injector.
Can a faulty injector damage the turbo on a 1.6 HDi?+
Indirectly, yes. Injector seal blow-by and poor combustion contribute to soot and oil contamination that, with the engine's known oil-feed issues, can shorten turbo life.
How do I identify the weak cylinder before removing injectors?+
Read the live injector correction / IMA values with a diagnostic tool. The cylinder with the largest out-of-range correction is usually the faulty one.
Why is the injector seized in the head?+
Carbon build-up between the injector body and the cylinder head bore over years of heat cycling locks it in place. Use a dedicated puller and never lever against the head.
What tools do I need to change this injector?+
An injector puller/slide hammer, a torque wrench, new copper sealing washers, and a diagnostic tool capable of reading and writing injector codes.
Is 9802448680 the same as the Bosch 0445110340?+
No. 0445110340 is a Bosch injector used on later Euro 5 DV6 variants. It fits the same engine family but is a different injector and is not interchangeable with the Siemens 9802448680.
Does a reconditioned 9802448680 perform like new?+
A properly remanufactured injector is stripped, worn parts replaced, and bench-tested and recalibrated to the manufacturer's plan, so it should meet original delivery and back-leakage specs.
What fault codes are linked to this injector?+
Cylinder-specific injector codes and rail-pressure regulation P-codes are common; exact codes depend on the vehicle's ECU and should be read with a diagnostic tool.
Why replace the copper washer every time?+
The copper sealing washer is a one-use crush seal. Re-using it risks combustion blow-by and the 'black death' carbon build-up that damages the injector and head.
How can I make my replacement injectors last longer?+
Use good-quality diesel, change the fuel filter on schedule, fix any water-in-fuel issues quickly, and ensure injectors are correctly torqued and coded at fitting.
A2C59513556 is the Siemens VDO / Continental injector primary used across the later production run of PSA's DV6C 1.6 HDi platform — including DV6FC, DV6FD and DV6FE Euro 5 and Euro 6 derivatives. It is the part number you will most often find stamped on injectors removed from Peugeot 308 / 508 / 3008 / 5008 / Partner / Expert, Citroen C3 / C4 / C5 / DS3 / DS4 / DS5 / Berlingo / Dispatch and Ford Focus / Fiesta / C-Max / B-Max / Mondeo / Galaxy / S-Max / Transit Connect from the 2010-onward production run.
Because this is the OEM-stamped primary across both Peugeot/Citroen and Ford supply chains, A2C59513556 has the broadest cross-reference coverage in the DV6C cluster — superseding earlier-marked units such as 9674973080 and 9802448680 and the 00001980-series PSA codes (1980ER / 1980ET / 1980R9 / 1980S0 / 1980S5). Reman exchange is straightforward provided the unit's individual flow-correction code is read and written into the ECU after fitting via PSA DiagBox / Lexia or Ford IDS / FDRS.
If the failed unit on the bench is marked A2C59513554 or A2C9626040080 instead, do not assume a like-for-like swap — those two part numbers are Continental's VW 1.6 TDI (EA189) primaries and the bore profile and connector keying differ. See the sister PDPs for those specifications.
The Siemens VDO / Continental DV6C injector platform powers more 1.6-litre PSA and Ford diesels than any other common-rail injector family in the UK aftermarket. It is fitted across DV6C, DV6FD, DV6FE and DV6FC engine variants used in Peugeot, Citroen, Ford, Mini, Mazda, Volvo, Suzuki and Mitsubishi diesels from roughly 2009 onwards. Below is the field-proven diagnostic and replacement guidance our workshop applies to every unit before it is bench-tested and despatched.
Common DV6C Injector Failure Symptoms
DV6C injectors typically fail in one of four observable patterns. The most common is a single-cylinder injector knock that becomes louder at warm idle, often misdiagnosed as a top-end mechanical issue. The second is excessive cold-start white smoke that clears within thirty seconds — a sign of poor atomisation rather than a glow plug fault. The third is a measurable loss of fuel economy paired with DPF over-fuelling and forced regenerations. The fourth is a sudden hard-start episode after the vehicle has been left to cool overnight.
When two or more symptoms appear simultaneously, suspect the injector itself rather than peripheral systems. Live-data review of individual fuel-trim correction values, rail-pressure deviation, and leak-off return volumes will isolate the failed unit before tear-down.
Vehicles and Engine Codes Using the DV6C Injector
The Siemens VDO DV6C-family injector is fitted to PSA Group 1.6 HDi engines using engine codes 9HR, 9HD, DV6C, DV6FD, DV6FE and DV6FC, and to Ford 1.6 TDCi engines using T1DA, T1DB, T1BA, T1BB, T1BC, NGDA, NGDB, T3DA, T3DB, TZGA, TZGB, T1GA, T1WA and T1WB. It also covers Mazda 1.6 CD codes Y6Y1, Y650 and Y655, Volvo D2 1.6 DRIVe code D4162T, and Mitsubishi 1.6 DI-D applications via Y650-13-H50A/B/C cross-references.
On Peugeot 308, 508, 3008, 5008, 208, Partner and Expert; Citroen C3, C4, C5, DS3/4/5, Berlingo and Dispatch; Ford Focus, Fiesta, C-Max, B-Max, Mondeo, Galaxy, S-Max and Transit Connect; Mini Cooper D and Mini One D; and the Volvo V40/S60/V60 with the 1.6 DRIVe — this single injector family covers the bulk of UK diesel injector replacement demand.
DV6C Leak-Off Test — What Workshops Look For
A leak-off test is the fastest way to confirm a DV6C injector failure without the cost of removal. Disconnect the four return-line spigots, fit a clear-tube manometer set, and run the engine at idle for the manufacturer-specified duration. Healthy DV6C injectors return broadly equal volumes; a single injector returning visibly more fluid than the others is the failed unit.
Note that a clean leak-off does not rule out the injector — internal nozzle wear can cause poor atomisation and knock without producing excess return flow. In that case, fall back to live-data fuel-trim correction values per cylinder, or send all four injectors for bench testing.
What Causes DV6C Injector Knock
Injector knock on the DV6C platform is almost always caused by either a blow-back failure at the injector seat (a carbonised sealing surface letting combustion gas past the seat) or an internal nozzle that has lost its spray pattern. The first requires a thorough seat clean and proper re-torque to manufacturer spec. The second requires a remanufactured or new injector.
If the knock changes pitch with cold-to-warm cycling, suspect the seat seal. If the knock is constant regardless of temperature, suspect the nozzle.
Turbocharger and DPF Side Effects
A failing DV6C injector that over-fuels its cylinder dumps unburnt diesel into the exhaust. Repeated over-fuelling cycles overload the diesel particulate filter, trigger forced regenerations and ultimately cause DPF saturation and limp mode. Likewise, raw fuel washing past the turbocharger can dilute the engine oil and accelerate turbo bearing wear.
Replacing one knocking injector while leaving the others installed is rarely a long-term fix on a high-mileage DV6C — when one injector has worn enough to fail, the remaining three are usually within months of similar behaviour. Workshops typically supply DV6C injectors as a four-pack and recommend replacing all on a vehicle past 120,000 miles.
How DV6C Injectors Are Remanufactured
Each returned DV6C injector is fully stripped, ultrasonically cleaned, and inspected for wear at the nozzle, control valve and solenoid stack. Worn or out-of-tolerance components are replaced with OE-grade parts. The unit is reassembled, calibrated on a Bosch / Hartridge common-rail test bench against the original manufacturer spec sheet, and stamped with its individual flow-correction code.
Every injector despatched is supplied with a 12-month parts warranty and free UK delivery. Calibration data is retained on file for warranty validation.
DV6C Injector — Frequently Asked
What's the difference between A2C59513556, A2C59513554 and A2C9626040080?
All three are Siemens VDO / Continental injectors built around the same common-rail platform. A2C59513556 is the most widely fitted DV6C-era injector across PSA and Ford 1.6-litre diesels. A2C59513554 is an earlier production variant with the same fitment envelope. A2C9626040080 is a later sub-variant fitted to 1.6 TDI engines using engine codes CAYA / CAYB / CAYC / CLNA. Confirm the OEM number on the failed unit before ordering — the connectors and bore profiles are not interchangeable across all three.
Do I need to code the new injector to the ECU?
Yes. Every DV6C-family injector carries an individual flow-correction code that must be entered into the ECU after fitting using PSA DiagBox / Ford IDS or equivalent. Without coding, the engine will run with default values and may rough-idle, smoke or trigger fault codes.
Should I replace all four injectors or just the failed one?
On a high-mileage DV6C (over ~120,000 miles), workshops typically replace all four. When one injector has worn enough to fail, the remaining three are usually close behind. Replacing only the failed unit is fine on a low-mileage engine where the failure is isolated (e.g. fuel contamination event).
Will fitting a remanufactured injector damage the DPF?
No — the opposite. A correctly remanufactured and calibrated injector restores proper atomisation, reducing the post-injection over-fuelling that loads the DPF. Most DV6C DPF problems begin with a worn injector dumping unburnt fuel into the exhaust.
No injector coding is required for the Siemens VDO / Continental unit on most applications — follow the manufacturer fitting procedure.
Replacement Advice
Always renew the copper washers / seals and bleed the fuel system before first start. Replace only the injectors your diagnosis confirms and torque fasteners to the manufacturer's published values.
Professional Installation
We recommend installation by a suitably equipped diesel specialist using calibrated test equipment to verify the fuel system after fitting.
If your vehicle shows these symptoms, replacing the diesel injector may restore engine performance. A leak-off test can confirm the diagnosis.
Testing & Warranty
All remanufactured injectors are tested using OEM-grade diagnostic equipment to ensure fuel pressure and spray pattern meet manufacturer specifications.
OEM Test Bench Calibration
Flow-tested on Bosch EPS 200 series bench to verify fuel delivery rates at all operating pressures.
Leak-Off Testing
Each injector is tested for return flow to ensure no excess fuel is wasted back to the tank.
Solenoid Calibration
Electrical response time verified to ensure precise injection timing and quantity.
12-Month Warranty
Full replacement or refund covering manufacturing defects under normal use. No quibble.
IMA code includedProfessional injector coding may be required after installationUK-based support teamNo core exchange required
A2C59513556 Price Statistics
Average Price
£110.00
inc. VAT
Price Range
£110–£110
inc. VAT
Stock
0/30
In Stock
Prices based on 30 listings for the A2C59513556 injector. All prices include VAT.
Compatible Vehicles for A2C59513556
A2C59513556 is OE-fit on the vehicles below. Always confirm the engine code on your V5C and the OE marking on the failed unit before ordering — sister part numbers in this family can look identical but carry a different calibration map.
