# PSA TU engine

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Reciprocating internal combustion engine

TU/EC engine TU1JP engine in a 1999 Peugeot 206 Overview Manufacturer PSA Peugeot Citroën Production October 1986 (1986-10) – December 2014 (2014-12) Layout Configuration Naturally aspirated Inline-4 Displacement 1.0 L (954 cc) 1.1 L (1,124 cc) 1.3 L (1,294 cc) 1.4 L (1,360 cc) 1.5 L (1,527 cc) 1.6 L (1,587 cc) Cylinder bore 70 mm (2.76 in) 72 mm (2.83 in) 75 mm (2.95 in) 77 mm (3.03 in) 78.5 mm (3.09 in) Piston stroke 62 mm (2.44 in) 69 mm (2.72 in) 73 mm (2.87 in) 77 mm (3.03 in) 82 mm (3.23 in) Cylinder block material Aluminium, Cast iron Cylinder head material Aluminium Valvetrain SOHC 8-valve DOHC 16-valve, available VVT Combustion Fuel system Solex or Weber carburetors Central fuel injection Multi point injection Indirect injection (Diesel engines) Management Magneti Marelli, Bosch or Lucas Fuel type Petrol or Diesel Cooling system Water-cooled Output Power output 45–125 PS (33–92 kW; 44–123 hp) Emissions Emissions target standard Euro III, Euro IV Emissions control systems Catalytic converter Chronology Predecessor PSA-Renault X-Type engine Simca Poissy engine Successor PSA EP engine (Prince engine) (for TU engines) Ford DLD engine (for TUD engines)

The **TU** family of small [inline-four](/source/Straight-four_engine) [piston engines](/source/Reciprocating_engine) by [PSA Peugeot Citroën](/source/PSA_Peugeot_Citro%C3%ABn) were introduced in 1986 and used in the [Peugeot](/source/Peugeot) and [Citroën](/source/Citro%C3%ABn) range of cars. It was first installed in the [Citroën AX](/source/Citro%C3%ABn_AX) in October 1986, replacing the [X family](/source/PSA_X_engine), although it shared many components with its predecessor. The TU was available in either petrol or a naturally aspirated [diesel](/source/Diesel_engine) variant, the latter called TUD.

The TU engine was distantly related to the older X-Type engine – sharing a similar [overhead camshaft](/source/Overhead_camshaft) architecture, but the key differences are the [belt driven](/source/Belt_drive) [camshaft](/source/Camshaft) (the X is [chain driven](/source/Chain_drive)), and that the TU is mounted in a conventional upright position with a separate, end-on mounted transmission and unequal length [drive shafts](/source/Drive_shaft). The X engine, by comparison, had an integral transmission mounted on the side of the [crankcase](/source/Crankcase) (giving rise to its popular nickname the "suitcase engine"), sharing a common oil supply and was mounted almost lying flat on its side within the car.

After the engine debuted in the Citroën AX in 1986, it quickly began replacing the X engine in most of its remaining applications – the Peugeot 205, Citroën BX and Citroën C15 had all transitioned by 1988 whilst it replaced the Simca "Poissy" engine in the [Peugeot 309](/source/Peugeot_309) in 1991. It was also used in the following cars: Citroën: AX, Saxo, C2, C3, C4, BX, ZX, Xsara, Nemo and Berlingo. Peugeot: 106, 206, 207, 306, 307, 405, Bipper, Partner and Hoggar, the Iranian [Peugeot 405](/source/Peugeot_405) and [Peugeot Pars](/source/Peugeot_Pars) as well as the [IKCO Runna](/source/IKCO_Runna).

The TUD engine was only used in 11 cars of which 6 were non-PSA models: the Citroën AX, Citroën Saxo, Citroën Xsara; Peugeot 106, Rover Metro/100-series, Nissan Micra, Maruti Suzuki Zen D/Di and Maruti Suzuki Esteem D/Di and [IKCO Samand](/source/IKCO_Samand)[*[citation needed](https://en.wikipedia.org/wiki/Wikipedia:Citation_needed)*], and the [Tata Indigo](/source/Tata_Indigo) 1.4 TD. The Tata's is a smaller version of the TUD engine, based on the 1.5D.

PSA has now stopped production of original TU engines, although the closely related EC engine family is still in production for emerging markets such as China and Russia and available in 1.6, 1.8 and 2.0 litre versions.[*[citation needed](https://en.wikipedia.org/wiki/Wikipedia:Citation_needed)*]

The [IKCO EF engines](/source/IKCO_EF_engines), jointly developed by [Iran Khodro](/source/Iran_Khodro) and F.E.V GmbH of Germany, are closely related to the TU engines.

## TU9

The TU9 was the entry-level version, used in a variety of cars including the [Citroën AX](/source/Citro%C3%ABn_AX), [Saxo](/source/Citro%C3%ABn_Saxo), [Peugeot 205](/source/Peugeot_205) and [106](/source/Peugeot_106). It had a displacement of 1.0 L (954 cc), with a [bore](/source/Bore_(engine)) and a [stroke](/source/Stroke_(engine)) of 70 mm × 62 mm (2.76 in × 2.44 in). Power was initially 45 PS (33 kW; 44 hp), but it was increased to 50 PS (37 kW; 49 hp) in 1992, with the adoption of [central fuel injection](/source/Fuel_injection#Multi-point_injection) and a [catalytic converter](/source/Catalytic_converter). Production was stopped in the Citroën Saxo and Peugeot 106 with the introduction of [Euro III](/source/Euro_III) in 2001. Early versions of this engine suffered premature piston failure which were of a special fuel-saving low-friction design. Symptoms were piston slap, especially with a cold engine, excessive oil consumption and exhaust smoke. PSA repaired the affected vehicles under warranty. This involved fitting a revised piston design and replacement liners.

Model Output Notes TU9 M/Z 50 PS (37 kW; 49 hp) Fuel injection catalyst TU9/K 45 PS (33 kW; 44 hp) 1-bbl carburettor

## TU1

The TU1 has a displacement of 1.1 L (1,124 cc), with a bore and a stroke of 72 mm × 69 mm (2.83 in × 2.72 in). Power was initially 55 PS (40 kW; 54 hp), but it was increased to 60 PS (44 kW; 59 hp) in 1992, with the adoption of central fuel injection and a catalytic converter. The introduction of [Euro III](/source/Euro_III) led to the adoption of [multi point injection](/source/Multi_point_injection), but power remained the same (although there was a small torque increase). This engine was the entry-level option in the [Citroën C2](/source/Citro%C3%ABn_C2) and [C3](/source/Citro%C3%ABn_C3) and [Peugeot 206](/source/Peugeot_206).

Model Output Notes TU1 F2/K 60 PS (44 kW; 59 hp) 1-bbl carburettor TU1 JP Fuel injection catalyst TU1 M, TU1 M/Z TU1/K 55 PS (40 kW; 54 hp) 1-bbl carburettor

## TU2

There are two engines in this series, both developed for competition use, the first is carburettor fed (TU24) based on the TU1 and the second has electronic fuel injection (TU2) based on the TU3.

The TU24 has a displacement of 1.3 L (1,294 cc), with a bore and a stroke of 75 mm × 73 mm (2.95 in × 2.87 in). Power was initially 95 PS (70 kW; 94 hp), powering the Citroën AX Sport using Solex carburettors, but a slightly more powerful version of the TU24 was developed for the Peugeot 205 Rallye with a longer [intake manifold](/source/Intake_manifold) and slightly larger venturi size in the [Weber carburetors](/source/Weber_carburetor).

The later TU2 version with 100 PS (74 kW; 99 hp) was created in 1992 for the Peugeot 106 Rallye, with the adoption of a [Magneti Marelli](/source/Magneti_Marelli) fuel injection system and a catalytic converter. This version in the 106 Rallye uses the taller TU3 aluminium block, different con rod lengths and pistons. The aluminium heads also differ slightly in port location and with different camshafts.

Model Output Notes TU24 (M4A) 95 PS (70 kW; 94 hp) twin 2-bbl carb Solex ADDHE 40 / Weber DCOM 40 TU24 (M2A) 103 PS (76 kW; 102 hp) twin 2-bbl carb Weber DCOM 40 TU2 J2/Z (MFZ) 100 PS (74 kW; 99 hp) Fuel injection, catalyst

## TU3

A TU3 in a Peugeot 205

A TU3 in a Citroën C3

The TU3 has a displacement of 1.4 L (1,360 cc), with a bore and a stroke of 75 mm × 77 mm (2.95 in × 3.03 in).[1] This engine has been one of the most used by the PSA Group, with applications in superminis, compacts and midsize cars, including a stint in [competition](/source/Motorsport) use in the Citroën AX GT Cup and the Citroën AX GTI Cup, held in many European countries throughout the early 1990s in both [circuit racing](/source/Touring_car_racing) and [rallying](/source/Rallying).

In its early years, it was available with either a single or double barrel carburettor, with fuel injection introduced in 1990 for the AX GTI and 106 XSi, capable of delivering 100 PS (74 kW; 99 hp) at 6600 rpm. The carburettor versions gave way to fuel injection in 1992, while the sports version was retired in 1996.

Model Output Fuel feed Notes TU3 A 65 PS (48 kW; 64 hp) 1-bbl carburettor not in use[clarification needed] TU3 A 75 PS (55 kW; 74 hp) 2-bbl carburettor catalyst TU3 A/K 70 PS (51 kW; 69 hp) 1-bbl carburettor TU3 F2/K 75 PS (55 kW; 74 hp) 2-bbl carburettor TU3 FJ2/K 100 PS (74 kW; 99 hp) Fuel injection TU3 FJ2/Z 95 PS (70 kW; 94 hp) Fuel injection catalyst TU3 JP (KFW) 75 PS (55 kW; 74 hp) Iran and China since 2007 TU3 M 80 PS (59 kW; 79 hp)[1] Sweden/Switzerland TU3 M/Z 75 PS (55 kW; 74 hp) TU3 S 85 PS (63 kW; 84 hp) 2-bbl carburettor

## ET3

A [DOHC](/source/DOHC) [16-valve](/source/Multi-valve#Four_valves) version of the 1360 cc [TU3](#TU3) with [variable valve timing](/source/Variable_valve_timing) was introduced in 2004 with the [Peugeot 206](/source/Peugeot_206) Quiksilver Edition. However, this version was named ET3, possibly as a prelude for the new PSA/BMW [Prince engine](/source/Prince_engine) family.

Model Output Notes ET3 J4 (KFU) 90 PS (66 kW; 89 hp) Fuel injection, catalyst

## TU5/EC5

The TU5 has a displacement of 1.6 L (1,587 cc), with a bore and a stroke of 78.5 mm × 82 mm (3.09 in × 3.23 in). It was initially available in 8- and 16-valve configuration, but only the DOHC 16V option remains. The block is made of cast iron and the head is aluminium. Power is 109 PS (80 kW; 108 hp) in most current applications, the same as the [DV6](/source/Ford_DLD_engine#DLD-416) 1.6 L Diesel engine, although a sporty 125 PS (92 kW; 123 hp) version was used to power the Citroën C2 VTS. The TU5 has been used in motorsports by both Citroën and Peugeot. This engine (JP+ version) was also installed in the [Yugo Florida](/source/Yugo_Florida) from 2002 until 2008.

The latest application is in the [Citroën C-Elysée](/source/Citro%C3%ABn_C-Elys%C3%A9e) and [Peugeot 301](/source/Peugeot_301) where it is renamed "EC5". For the Chinese market the engine is named N6A 10FXA3A PSA and produces 88 PS (65 kW; 87 hp).

The ME16 is a 1.6-liter naturally aspirated 4-cylinder engine manufactured by Megamotor, an Iranian subsidiary of [SAIPA](/source/SAIPA). It is essentially a modernized and redesigned evolution of the TU5 engine (specifically the TU5JP4).

Model Output Notes TU5 J2/L3 (NFW) 105 PS (77 kW; 104 hp) Fuel injection catalyst TU5 J4 (NFX) 120 PS (88 kW; 118 hp) 16-valve catalyst 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) Fuel injection catalyst 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) 16-valve catalyst with VTi[2] EC5 F/PG (NFP) 116 PS (85 kW; 114 hp) TU5P 115 PS (85 kW; 113 hp) 16-valve catalyst with CVVT

TU5 JP+ (NFV) and TU5 JP/L4 (NFT) are almost same engines, but with slight differences.

## TUD3

The **TUD3** was the diesel variant of the TU3 and shared that engine's 1.4 L (1,360 cc) displacement as well as the bore and stroke of 75 mm × 77 mm (2.95 in × 3.03 in). An [indirect injection](/source/Indirect_injection) diesel with mechanical pump ([Bosch](/source/Robert_Bosch_GmbH) or [Lucas](/source/Lucas_Industries) variants depending on model and year). It initially used the alloy cylinder block of the TU3 with stronger [wet liners](/source/Engine_block#Cylinder_liners). This was thus called TUD3. This engine was particularly prone to early head gasket failure. In the early [Citroën AX](/source/Citro%C3%ABn_AX)14D a few engines were needing gasket replacement before the first service. Most TUD3 engines required attention at some point. Built from 1988 until 1994, it was replaced by the larger, iron-block TUD5 in which these issues were resolved.

**Applications**

- [Citroën AX](/source/Citro%C3%ABn_AX) 14D – 1988–1994

- [Citroën ZX](/source/Citro%C3%ABn_ZX) 1.4 D – 1996–1998 (Portugal only)[*[citation needed](https://en.wikipedia.org/wiki/Wikipedia:Citation_needed)*]

- [Peugeot 106](/source/Peugeot_106) 1.4 D – 1995–2004

- [Rover Metro 1.4 D](/source/Austin_Metro#Rover_100) – 1992–1994

## TUD5

The larger **TUD5** arrived in 1994; it displaces 1.5 L (1,527 cc) from a bore and a stroke of 77 mm × 82 mm (3.03 in × 3.23 in). It had a stronger iron block, coupled with an alloy cylinder head.[3] An indirect injection diesel engine with Ricardo "Advanced Comet" pre-combustion chamber design, it was only ever offered in naturally aspirated form, and used a Lucas LPD injector pump.[3] Aside from PSA products, this engine was also used by Nissan, Rover, Maruti Suzuki, Tata, and was installed in the Lada Samara for the French importer Poch. Power was up to 58 PS (43 kW; 57 hp) at 5,000 rpm, with maximum torque of 95 N⋅m (70 lb⋅ft) at 2,250 rpm.

**Applications (PSA)**

- [Citroën AX](/source/Citro%C3%ABn_AX) 1.5 D – 1994–1997

- [Citroën Saxo](/source/Citro%C3%ABn_Saxo) 1.5 D – 1996–2003

- [Citroën ZX](/source/Citro%C3%ABn_ZX) 1.5 D – 1996–1998 (Portugal only)

- [Citroën Xsara](/source/Citro%C3%ABn_Xsara) 1.5 D – 1997–2000 (Portugal only)

- [Peugeot 106](/source/Peugeot_106) 1.5 D – 1995–2004

**Applications (others)**

- [Lada Samara](/source/Lada_Samara) – 1995–1998 (installed in circa 3,000 examples by FMA Automobiles for [Poch S.A.](https://en.wikipedia.org/w/index.php?title=Poch_S.A.&action=edit&redlink=1) [[fr](https://fr.wikipedia.org/wiki/Jacques_Poch)], the French Lada importer)

- [Maruti Esteem D/Di](/source/Suzuki_Cultus#Maruti_Esteem) – ??–2005

- [Maruti Suzuki Zen](/source/Maruti_Suzuki_Zen) 1.5 D – 1998–200?

- [Mega Club](/source/Mega_Club) Break – 1994–1998

- [Nissan Micra 1.5 D (K11)](/source/Nissan_Micra#K11) – 1998–2002

- [Rover 115 D](/source/Austin_Metro#Rover_100) – 1994–1998

## See also

- [List of PSA engines](/source/List_of_PSA_engines)

## References

1. ^ [***a***](#cite_ref-PS90_1-0) [***b***](#cite_ref-PS90_1-1) *Gamme Peugeot 1990* (catalog) (in Swedish), Johanneshov, Sweden: AB Autogruppen, 1989, p. 9

1. **[^](#cite_ref-2)** ["Moteur EC5 Peugeot 301 — 1.6l VTi 16V 115 ch — Fiche Technique — Féline"](http://www.feline.cc/dossiers/motorisations/ec5/). *www.feline.cc* (in French). 1 July 2012. Retrieved 10 June 2022.

1. ^ [***a***](#cite_ref-PSATUD5_3-0) [***b***](#cite_ref-PSATUD5_3-1) [*TUD5 Diesel Engine*](https://web.archive.org/web/20251224163615/https://engine-cemberci.biz.tr/engine/PEUGEOT/6.pdf) (PDF), Nanterre, France: Peugeot Citroën Moteurs, 1994, archived from [the original](https://engine-cemberci.biz.tr/engine/PEUGEOT/6.pdf) (PDF) on 24 December 2025

## Sources

- [Guide des moteurs Peugeot Citroën](http://www.autoweb-france.com/index.php?rub=22&cat=3) (in French)

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Adapted from the Wikipedia article [PSA TU engine](https://en.wikipedia.org/wiki/PSA_TU_engine) by Wikipedia contributors ([contributor history](https://en.wikipedia.org/wiki/PSA_TU_engine?action=history)). Available under [Creative Commons Attribution-ShareAlike 4.0 International](https://creativecommons.org/licenses/by-sa/4.0/). Changes may have been made.