PSA TU engine
| Company type | Engine series |
|---|---|
| Industry | Automotive |
| Founded | 1986 |
| Founder | PSA Peugeot Citroën |
| Products | Inline-four petrol and diesel engines |
| Parent | PSA Peugeot Citroën |
TU/EC Engine Series
Introduced in 1986 by PSA Peugeot Citroën, the TU series consists of compact inline-four engines initially designed for the Citroën AX. This engine family succeeded the X series while retaining numerous shared components. The TU lineup comprises both petrol and naturally aspirated diesel engines, with the diesel variants designated as TUD.
Distinct from the earlier X-Type engine, the TU employs a belt-driven camshaft instead of a chain-driven one and is installed vertically. It features a separate end-on transmission and drive shafts of unequal length. In contrast, the X engine was mounted nearly horizontally, incorporated an integrated side transmission sharing the engine oil, and earned the nickname "suitcase engine."
Soon after its launch, the TU engine swiftly replaced the X engine across various PSA models, including the Peugeot 205, Citroën BX, and C15 by 1988, followed by the Peugeot 309 replacing the Simca "Poissy" engine by 1991. This engine powered a wide range of PSA vehicles such as Citroën models AX, Saxo, C2, C3, C4, BX, ZX, Xsara, Nemo, Berlingo; Peugeot models 106, 206, 207, 306, 307, 405, Bipper, Partner, Hoggar; along with Iranian-produced vehicles like the Peugeot 405 and Pars and the IKCO Runna.
The TUD diesel variant was fitted in only eleven models—six outside PSA—including Citroën AX, Saxo, Xsara; Peugeot 106; Rover Metro/100-series; Nissan Micra; Maruti Suzuki Zen D/Di and Esteem D/Di; IKCO Samand; and Tata Indigo 1.4 TD (a downsized version derived from the 1.5D).
Although production of the original TU engines has ended, a closely related EC engine family continues to be manufactured for emerging markets such as China and Russia in displacements of 1.6-, 1.8-, and reportedly 2.0-litres.
The IKCO EF engines—developed through collaboration between Iran Khodro and F.E.V GmbH—are closely linked to the TU family.
TU9
The TU9 served as the base-level powerplant in vehicles like the Citroën AX, Saxo, Peugeot 205, and Peugeot 106. It featured a displacement of , with bore and stroke measuring . Originally delivering , output increased to in 1992 following the introduction of central fuel injection combined with a catalytic converter. Production ceased in models like the Saxo and 106 after Euro III emission regulations came into effect in 2001. Early versions of the TU9 experienced piston failures due to a low-friction design that led to piston slap, increased oil consumption, and smoke emissions; PSA resolved these issues under warranty by redesigning pistons and liners.
| Model | Output | Notes |
|---|---|---|
| TU9 M/Z | 50 PS (37 kW; 49 hp) | Fuel injection with catalytic converter |
| TU9/K | 45 PS (33 kW; 44 hp) | Single-barrel carburettor |
TU1
The TU1 engine displaced , with bore and stroke dimensions of . Power output rose from to in 1992 thanks to central fuel injection paired with a catalytic converter. With the introduction of Euro III standards, multi-point fuel injection was adopted, preserving power levels while slightly boosting torque. The TU1 powered entry-level trims of models such as 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 features two engines designed for competitive use: the carburettor-equipped TU24 (derived from the TU1) and the fuel-injected TU2 (based on the TU3). The TU24 engine displaces , with a bore and stroke of , and initially delivered power, driving the Citroën AX Sport equipped with Solex carburettors. An enhanced TU24 variant () was created for the Peugeot 205 Rallye, utilizing larger Weber carburettors to achieve increased output.
Introduced in 1992, the TU2 J2/Z produced using Magneti Marelli fuel injection along with a catalytic converter, and was installed in the Peugeot 106 Rallye. This version incorporated an aluminium block sourced from the TU3, along with modified connecting rods, pistons, cylinder heads, camshafts, and slightly altered valve dimensions compared to the TU24.
| Model | Output | Notes |
|---|---|---|
| TU24 (M4A) | 95 PS (70 kW) | Twin 2-barrel Solex ADDHE 40 / Weber DCOM 40 carburettors |
| TU24 (M2A) | 103 PS (76 kW) | Twin 2-barrel Weber DCOM 40 carburettors |
| TU2 J2/Z (MFZ) | 100 PS (74 kW) | Fuel injection with catalytic converter |
TU3
The TU3 engine has a displacement of , featuring a bore and stroke of . It is among PSA Group’s most frequently employed powerplants, powering vehicles ranging from superminis to midsize models. This engine also competed in motorsport events, notably in Citroën AX GT and AX GTI Cup races across Europe during the early 1990s.
Initially offered with either single or dual-barrel carburettors, fuel injection was introduced in 1990 for performance-oriented models such as the AX GTI and 106 XSi, delivering at 6600 rpm. Carburettor versions were phased out by 1992, and the sportier variants were discontinued by 1996.
| Model | Output | Fuel feed | Notes |
|---|---|---|---|
| TU3 A | 65 PS (48 kW; 64 hp) | Single-barrel carburettor | discontinued |
| TU3 A | 75 PS (55 kW; 74 hp) | Twin-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) | Twin-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) | Produced in Iran and China since 2007 | |
| TU3 M | 80 PS (59 kW; 79 hp) | Used in Sweden and Switzerland | |
| TU3 M/Z | 75 PS (55 kW; 74 hp) | ||
| TU3 S | 85 PS (63 kW; 84 hp) | Twin-barrel carburettor |
ET3
The ET3 is a DOHC 16-valve variant of the 1360 cc TU3 engine featuring variable valve timing, launched in 2004 on the Peugeot 206 Quiksilver Edition. This engine is believed to have been a precursor to PSA/BMW’s Prince engine family.
| Model | Output | Notes |
|---|---|---|
| ET3 J4 (KFU) | 90 PS (66 kW; 89 hp) | Fuel injection with catalytic converter |
TU5/EC5
The TU5 engine has a displacement of , with bore and stroke dimensions of . Initially available in both 8-valve and 16-valve configurations, only the DOHC 16-valve version remains in production. It features a cast iron block paired with an aluminium cylinder head. The standard power output is , which is comparable to Ford's DV6 1.6 L Diesel engine. A sportier variant producing powers the Citroën C2 VTS. The TU5 has proven its motorsport capabilities with both Citroën and Peugeot and was also fitted in the Yugo Florida between 2002 and 2008.
Currently marketed as the "EC5" in China under the N6A 10FXA3A PSA designation, it delivers for local models such as the Citroën C-Elysée and Peugeot 301.
TU5 J2/L3 (NFW)||105 PS (77 kW; 104 hp)||Fuel injection with catalytic converter TU5 J4 (NFX)||120 PS (88 kW; 118 hp)||rowspan=3 |16-valve with catalytic converter TU5 JP4 (NFU)||110 PS (81 kW; 108 hp) TU5 JP4S (NFS)||125 PS (92 kW; 123 hp) TU5 JP/L4 (NFT)||98 PS (72 kW; 97 hp)||rowspan=3 |Fuel injection with catalytic converter TU5 JP+ (NFV)||95 PS (70 kW; 94 hp) TU5 JP (NFR/NFZ)||90 PS (66 kW; 89 hp) EC5 (NFN)||122 PS (90 kW; 120 hp)||rowspan=2 |16-valve catalytic converter with VTi technology EC5 F/PG (NFP)||116 PS (85 kW; 114 hp) TU5P||115 PS (85 kW; 113 hp)| Model | Output | Notes | |
|---|---|---|---|
| 16-valve catalytic converter featuring CVVT |
The TU5 JP+ (NFV) and TU5 JP/L4 (NFT) engines are nearly identical, differing only in minor details.
TUD3 and TUD5
The TUD series represented the diesel-powered option, utilizing an indirect injection system with mechanical pumps provided by either Bosch or Lucas, depending on the specific model and production year. Initially, it was built upon the TU3's aluminum cylinder block, reinforced with wet liners, and identified as the TUD3. Early versions of this engine were prone to significant head gasket failures, with certain Citroën AX14D models requiring gasket replacement even before their first scheduled maintenance. Over time, this problem became common enough that most units needed corrective measures.
See also
Sources
- Guide des moteurs Peugeot Citroën (in French)