PSA TU engine
|TU engine/NFZ engine|
|Manufacturer||Française de Mécanique|
|Production||Oct 1986 - 18 Dec 2014|
|Predecessor||PSA-Renault X-Type engine
Simca Poissy engine
|Successor||PSA EP engine (Prince engine)|
The PSA TU engine is a family of small four-cylinder engines used in the Peugeot and Citroën range of cars. It was introduced in 1986 with the Citroën AX, replacing the X family, although it shared many components with its predecessor. The TU is available in either petrol or a non-turbo Diesel variants, the latter called TUD.
The TU engine is distantly related to the older X-Type engine - sharing a similar overhead camshaft architecture, but the key differences are the belt driven camshaft (the X is chain driven), and that the TU is mounted in a conventional upright position with a separate, end-on mounted transmission and unequal length driveshafts. The X engine, by comparison, had an integral transmission mounted on the side of the 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.
The TU engine is/was used in the following cars: Citroën: AX, Saxo, C2, C3, BX, ZX, Xsara, C15, Nemo and Berlingo. Peugeot: 106, 205, 206, 207, 309, 306, 307, 405 ,Bipper, Partner and Hoggar. Iran Khodro: Samand Soren and Runna.
The TUD engine was only used in 10 cars of which 5 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.
The TU9 was the entry-level version, used in a variety of cars including the Citroën AX, Saxo, Peugeot 205 and 106. It had a displacement of 954 cc, with a bore of 70 mm and a stroke of 62 mm. Power was initially 45 PS (33 kW), but it was increased to 50 PS (37 kW) in 1992, with the adoption of central fuel injection and a catalytic converter. Production was stopped in the Citroen Saxo and Peugeot 106 with the introduction of Euro III in 2001.
|TU9 M/Z||50 PS (49 hp/36 kW)||FI catalyst|
|TU9/K||45 PS (44 hp/33 kW)||1-bbl carb|
The TU1 has a displacement of 1124 cc, with a bore of 72 mm and a stroke of 69 mm. Power was initially 55 PS (40.5 kW), but it was increased to 60 PS (44 kW) in 1992, with the adoption of central fuel injection and a catalytic converter. The introduction of Euro III led to the adoption of multipoint injection, but power remained the same (although there was a small torque increase). This engine was the entry-level option in the Citroën C2 and C3 and Peugeot 206.
|TU1 F2/K||60 PS (59 hp/44 kW)||1-bbl carb|
|TU1 JP||60 PS (59 hp/44 kW)||FI catalyst|
|TU1 M/Z||60 PS (59 hp/44 kW)||FI catalyst|
|TU1/K||55 PS (54 hp/40.5 kW)||1-bbl carb|
The TU2 has a displacement of 1294 cc, with a bore of 75 mm and a stroke of 73 mm. Power was initially 95 PS (94 hp/70 kW), powering the Citroën AX Sport, but a slightly more powerful version of the TU24 was developed for the Peugeot 205 Rallye with a straighter intake manifold and slightly larger venturi size in the Weber carburttors. A new version with 100 PS (99 hp/74 kW) was created in 1992 for the Peugeot 106 Rallye, with the adoption of a Magneti Marelli fuel injection system and a catalytic converter. This version in the 106 Rallye uses a different taller TU3 aluminum block to the TU24 (whose block is based on a TU1), different con rod lengths and pistons to the TU24. The aluminium heads also differ slightly in port size and shape with different camshafts. The valve sizes are very slightly different with the TU24 being 39.3mm Inlet / 31.2mm Exhaust. TU2J2 being 39.5mm Inlet and 31.4mm Exhaust with slightly thinner valve stems to the TU24.
|TU24 (M4A)||95 PS (93 hp/70 kW)||twin [[Carburettor|2-bbl carb] Solex ADDHE 40 / Weber DCOE 40]|
|TU24 (M2A)||103 PS (101 hp/76 kW)||twin [[Carburettor|2-bbl carb] Weber DCOE 40]|
|TU2 J2/Z (MFZ)||100 PS (98 hp/73.5 kW)||FI, catalyst|
The TU3 has a displacement of 1360 cc, with a bore of 75 mm and a stroke of 77 mm. 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 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 and rallying.
In its early years, it was available with either a single or double barrel carburetor, with fuel injection introduced in 1990 for the AX GTI and 106 XSi, capable of delivering 100 PS (73.5 kW) at 6600 rpm. The carburated versions gave way to fuel injection in 1992, while the sports version was retired in 1996.
|TU3 A (not in use)||65 PS (64 hp/48 kW)||1-bbl carb|
|TU3 A||75 PS (73 hp/55 kW)||2-bbl carb catalyst|
|TU3 A/K||70 PS (69 hp/51 kW)||1-bbl carb|
|TU3 F2/K||75 PS (73 hp/55 kW)||2-bbl carb|
|TU3 FJ2/K||100 PS (98 hp/73 kW)||FI|
|TU3 FJ2/Z||95 PS (93 hp/69 kW)||FI catalyst|
|TU3 JP(in use after 2007 in Iran and China)||75 PS (73 hp/55 kW)||FI catalyst|
|TU3 M/Z||75 PS (73 hp/55 kW)||FI catalyst|
|TU3 S||85 PS (83 hp/62 kW)||2-bbl carb|
A DOHC 16-valve version of the TU3 with variable valve timing was introduced in 2004 with the Peugeot 206 quiksilver. However, this version was named ET3, possibly as a prelude for the new PSA/BMW Prince engine family.
|ET3 J4||90 PS (88 hp/66 kW)||FI, catalyst|
The TU5 has a displacement of 1587 cc, with a bore of 78.5 mm and a stroke of 82 mm. 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) in most current applications, the same as the DV6 1.6 L Diesel engine, although a sporty 122 PS (90 kW) version is used to power the Citroën C2 VTS. The TU5 has been used in motorsports by both Citroën and Peugeot. The latest application is in the Citroën C-Elysée and Peugeot 301 where it is renamed as EC5.
|TU5 J2/L3 (NFW)||105 PS (103 hp/77 kW)||FI catalyst|
|TU5 J4 (NFX)||120 PS (118 hp/88 kW)||16-valve catalyst|
|TU5 JP4 (NFU)||109 PS (108 hp/80 kW)||16-valve catalyst|
|TU5 JP4S (NFS)||122 PS (120 hp/90 kW)||16-valve catalyst|
|TU5 JP/L4 (NFT)||98 PS (97 hp/72 kW)||FI catalyst|
|TU5 JP+ (NFV)||96 PS (95 hp/71 kW)||FI catalyst|
|TU5 JP (NFR/NFZ)||90 PS (88 hp/66 kW)||FI catalyst|
|EC5 F/PG (NFP)||116 PS (114 hp/85 kW)||FI catalyst|
TU5 JP+ (NFV) and TU5 JP/L4 (NFT) are almost same engines, but with slight differences.
TUD3 & TUD5
The TUD was the diesel variant. An indirect injection diesel with mechanical pump (Bosch or Lucas variants depending on model and year). It initially used the alloy cylinder casings of the TU3 with stronger wet liners. This was thus called TUD3. In 1994 displacement was increased to 1527 cc, with a bore of 77 mm and a stroke of 82 mm, and the block recast in iron with bores directly in the block, the engine being renamed TUD5. Besides a number of applications in the PSA Group's supermini models (AX, Saxo, 106) and Citroën Xsara, it was sold to other automakers who did not possess small diesel engines, such as India's Maruti who installed it in their Esteem and the Rover Metro from 1993 until the end of production in 1997. It also powered the diesel version of the second generation of the Nissan Micra in Europe, which wasn't sold in the UK.
- Guide des moteurs Peugeot Citroën (in French)