PSA TUD engine
| Company type | Engine series |
|---|---|
| Industry | Automotive |
| Founded | 1986 |
| Founder | PSA Peugeot Citroën |
| Products | Inline-four engines (petrol and diesel) |
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| power = 45–125 PS (33–92 kW; 44–123 hp) | emissions level = Euro III, Euro IV
| emissions control = Catalytic converter
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The TU series comprises compact inline-four engines developed by PSA Peugeot Citroën, introduced in 1986 with their initial application in the Citroën AX. This series succeeded the older X engine family while retaining some shared parts. The TU engines are characterized by a belt-driven camshaft and a conventional upright layout with a separate gearbox, contrasting with the X family's chain-driven camshaft and integrated "suitcase" style.
By 1988, TU engines had supplanted the X units in models such as the Peugeot 205, Citroën BX, and C15, and by 1991 they replaced the Simca Poissy engine in the Peugeot 309. The TU powered a broad range of PSA vehicles including: Citroën AX, Saxo, C2, C3, C4, BX, ZX, Xsara, Nemo, Berlingo; Peugeot 106, 206, 207, 306, 307, 405, Bipper, Partner, Hoggar; as well as Iranian-produced Peugeot 405 and Pars models and the IKCO Runna.
The diesel variant TUD was installed in only eleven vehicles spanning PSA models (Citroën AX, Saxo, Xsara; Peugeot 106) and non-PSA cars such as Rover Metro/100-series, Nissan Micra, Maruti Suzuki Zen D/Di and Esteem D/Di, IKCO Samand, and Tata Indigo 1.4 TD—the latter being a downsized TUD version based on the 1.5D engine.
Although production of the original TU engines has ended, the related EC engine family continues manufacturing for emerging markets including China and Russia in displacements of 1.6-, 1.8-, and reportedly 2.0-litres. The IKCO EF engines developed collaboratively by Iran Khodro and F.E.V GmbH share strong lineage with the TU family.
TU9
The TU9 served as the base-level powerplant fitted to vehicles like the Citroën AX, Saxo, Peugeot 205, and Peugeot 106. It featured a displacement of , with bore and stroke dimensions of . Originally delivering , output was raised to in 1992 following the adoption of central fuel injection paired with a catalytic converter. Production ceased for this engine in the Saxo and 106 when Euro III regulations came into force in 2001. Early iterations experienced piston failures due to a low-friction design that resulted in piston slap, increased oil consumption, and exhaust smoke; PSA rectified these issues under warranty by updating pistons and cylinder liners.
| Model | Output | Notes |
|---|---|---|
| TU9 M/Z | 50 PS (37 kW; 49 hp) | Fuel injection equipped with catalytic converter |
| TU9/K | 45 PS (33 kW; 44 hp) | Single-barrel carburettor |
TU1
Displacing , the TU1 engine had bore and stroke measurements of . Power rose from to in 1992 due to implementation of central fuel injection alongside a catalytic converter. To comply with Euro III standards, multi-point fuel injection was introduced maintaining power output while slightly enhancing torque. The TU1 was positioned as an entry-level choice for models like the Citroën C2, Citroën C3, and Peugeot 206.
| Model | Output | Notes |
|---|---|---|
| TU1 F2/K | 60 PS (44 kW; 59 hp) | Single-barrel carburettor |
| TU1 JP | Fuel injection with catalytic converter | |
| TU1 M, TU1 M/Z | ||
| TU1/K | 55 PS (40 kW; 54 hp) | Single-barrel carburettor |
TU2
The TU2 lineup includes two motors designed for competition: the carburettor-fed TU24 derived from the TU1 platform and the fuel-injected TU2 based on the TU3 block.
The TU24 has a displacement of , with bore and stroke dimensions of , initially generating for the Citroën AX Sport using Solex carburettors. A higher-performance variant powered the Peugeot 205 Rallye featuring an extended intake manifold and larger Weber carburetor venturis.
Launched in 1992, the TU2 produces for the Peugeot 106 Rallye using a Magneti Marelli fuel injection system combined with a catalytic converter. It is built on the taller TU3 aluminum block with unique connecting rods, pistons, and slightly modified aluminum cylinder heads featuring different port sizes and camshafts. Valve sizes vary slightly between versions: the TU24 employs inlet/exhaust valves measuring ; whereas the TU2J2 uses valves sized , with thinner stems.
| Model | Output | Notes | ||||
|---|---|---|---|---|---|---|
| TU24 (M4A) | 95 PS (70 kW; 94 hp) | Twin double-barrel carburetors: Solex ADDHE 40 / Weber DCOM 40 | ||||
| TU24 (M2A) | 103 PS (76 kW; 102 hp) | Twin double-barrel Weber DCOM 40 carburetors |
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TU2 J2/Z (MFZ) | 100 PS (74 kW; 99 hp) | Fuel injection system with catalytic converter |
TU3
The TU3 engine features a displacement of , with specific bore and stroke measurements of . It stands as one of the most extensively utilized powerplants within the PSA Group, powering a range of vehicles from superminis to compact and midsize segments. Additionally, the TU3 gained recognition in motorsport arenas, notably competing in the Citroën AX GT and GTI Cups throughout Europe during the early 1990s.
Originally, this engine was equipped with either single or twin-barrel carburettors. However, fuel injection systems were introduced in 1990 for enhanced performance versions such as the AX GTI and 106 XSi, achieving an output of at 6600 rpm. By 1992, carburettor variants were discontinued, followed by the cessation of the sport edition in 1996.
| Model | Output | Fuel feed | Notes |
|---|---|---|---|
| TU3 A | 65 PS (48 kW; 64 hp) | Single-barrel carburettor | No longer in production |
| TU3 A | 75 PS (55 kW; 74 hp) | Two-barrel carburettor with catalyst | |
| TU3 A/K | 70 PS (51 kW; 69 hp) | Single-barrel carburettor | |
| TU3 F2/K | 75 PS (55 kW; 74 hp) | Two-barrel carburettor | |
| TU3 FJ2/K | 100 PS (74 kW; 99 hp) | Fuel injection | |
| TU3 FJ2/Z | 95 PS (70 kW; 94 hp) | Fuel injection with catalyst | |
| TU3 JP | 75 PS (55 kW; 74 hp) | Fuel injection; marketed in Iran and China since 2007 | |
| TU3 M | 80 PS (59 kW; 79 hp) | Available in Sweden and Switzerland | |
| TU3 M/Z | 75 PS (55 kW; 74 hp) | Fuel injection with catalyst | |
| TU3 S | 85 PS (63 kW; 84 hp) | Two-barrel carburettor |
ET3
The ET3 represents a 1360 cc advancement of the TU3, featuring a DOHC 16-valve layout and variable valve timing technology. Introduced in 2004 on the Peugeot 206 Quiksilver Edition, this engine may indicate PSA’s forthcoming shift towards the PSA/BMW Prince engine series.
| Model | Output | Notes |
|---|---|---|
| ET3 J4 (KFU) | 90 PS (66 kW; 89 hp) | Fuel injection with catalytic converter |
TU5/EC5
The TU5 engine displaces , with bore and stroke dimensions of . Initially offered in both 8-valve and 16-valve configurations, only the DOHC 16-valve variant remains actively used today. Constructed with a cast iron block paired with an aluminum cylinder head, its power output varies depending on application. The high-performance version delivering was fitted to sportier models like the Citroën C2 VTS. Both Peugeot and Citroën have utilized this engine in motorsport events; additionally, it powered the Yugo Florida between 2002 and 2008.
More recently, this engine is marketed under the "EC5" designation for vehicles such as the Citroën C-Elysée and Peugeot 301. In China, it is identified as the N6A 10FXA3A PSA, producing .
| Model | Output | Notes |
|---|
|- |TU5 J2/L3 (NFW)||Fuel injection with catalytic converter|| |} |- |TU5 J4 (NFX)||16-valve with catalytic converter|| |} |- |TU5 JP4 (NFU)|||| |} |- |TU5 JP4S (NFS)|||| |} |- |TU5 JP/L4 (NFT)||Fuel injection with catalytic converter|| |} |- |TU5 JP+ (NFV)|||| |} |- |TU5 JP (NFR/NFZ)|||| |} |- |EC5 (NFN)||16-valve catalytic converter with VTi technology|| |} |- |EC5 F/PG (NFP)|||| |} |- |TU5P||||16-valve catalytic converter featuring CVVT |} Note that TU5 JP+ (NFV) and TU5 JP/L4 (NFT) engines are closely related, differing only by minor specifications.
TUD3 and TUD5
The TUD series constitutes the diesel variants within the TU engine family, utilizing indirect injection systems driven by mechanical pumps supplied by Bosch or Lucas depending on model year. Early versions employed an alloy cylinder block from the TU3 combined with reinforced wet liners, known as TUD3. This particular version was susceptible to premature head gasket failures; for example, some Citroën AX14D models required gasket replacement prior to their initial scheduled service, with most units eventually necessitating repair.