PSA TU engine
This article relies largely or entirely on a single source. (January 2019)
|Manufacturer||PSA Peugeot Citroën|
|Production||Oct 1986 - present|
|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)
|Block material||Aluminium, Cast iron|
|Valvetrain||DOHC 8-or 16-valve with VVT (some versions)|
|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|
|Power output||45–125 PS (33–92 kW; 44–123 hp)|
|Emissions target standard||Euro III|
|Emissions control technology||Catalytic converter|
|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 piston engines by PSA Peugeot Citroën were introduced in 1986 and used in the Peugeot and Citroën range of cars. It was first installed in the Citroën AX in October 1986, replacing the X family, although it shared many components with its predecessor. The TU is available in either petrol or a naturally aspirated diesel variant, 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 drive shafts. 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, C4, BX, ZX, Xsara, C15, Nemo and Berlingo. Peugeot: 106, 205, 206, 207, 309, 306, 307, 405, Bipper, Partner and Hoggar, the Iranian Peugeot 405 and Pars as well as the Samand Soren and 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, and the 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 EC engines, closely related to the TU5 unit, are still in production for emerging markets such as China and Russia and available in both 1.6 and 1.8 litre versions.
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 1.0 L (954 cc), with a bore and a stroke 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 and a catalytic converter. Production was stopped in the Citroën Saxo and Peugeot 106 with the introduction of Euro III in 2001.
|TU9 M/Z||50 PS (37 kW; 49 hp)||Fuel injection catalyst|
|TU9/K||45 PS (33 kW; 44 hp)||1-bbl carburettor|
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 led to the adoption of 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 and C3 and Peugeot 206.
|TU1 F2/K||60 PS (44 kW; 59 hp)||1-bbl carburettor|
|TU1 JP||Fuel injection catalyst|
|TU1/K||55 PS (40 kW; 54 hp)||1-bbl carburettor|
The TU2 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, but a slightly more powerful version of the TU24 was developed for the Peugeot 205 Rallye with a longer intake manifold and slightly larger venturi size in the Weber carburetors. A new version with 100 PS (74 kW; 99 hp) 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 aluminium 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 39.3 mm (1.55 in) Inlet / 31.2 mm (1.23 in) Exhaust. TU2J2 being 39.5 mm (1.56 in) Inlet and 31.4 mm (1.24 in) Exhaust with slightly thinner valve stems than the TU24.
|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|
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). 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 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.
|TU3 A (not in use)||65 PS (48 kW; 64 hp)||1-bbl carburettor|
|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 (in use after 2007 in Iran and China)||75 PS (55 kW; 74 hp)|
|TU3 S||85 PS (63 kW; 84 hp)||2-bbl carburettor|
A DOHC 16-valve version of the 1360 cc TU3 with variable valve timing was introduced in 2004 with the Peugeot 206 Quiksilver Edition. However, this version was named ET3, possibly as a prelude for the new PSA/BMW Prince engine family.
|ET3 J4 (KFU)||90 PS (66 kW; 89 hp)||Fuel injection, catalyst|
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 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 from 2002 until 2008.
|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)||112 PS (82 kW; 110 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 (w/VVTi) (NFN)||122 PS (90 kW; 120 hp)||16-valve catalyst|
|EC5 F/PG (NFP)||116 PS (85 kW; 114 hp)|
|TU5P (VVTi)||115 PS (85 kW; 113 hp)|
TU5 JP+ (NFV) and TU5 JP/L4 (NFT) are almost same engines, but with slight differences.
TUD3 and 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 1.5 L (1,527 cc), with a bore and a stroke of 77 mm × 82 mm (3.03 in × 3.23 in), 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 Zen) 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)