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PSA TU engine
PSA TU engine
PSA TU engine
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TU/EC engine
TU1JP engine in a 1999 Peugeot 206
Overview
ManufacturerPSA Peugeot Citroën
ProductionOctober 1986 (1986-10) – December 2014 (2014-12)
Layout
ConfigurationNaturally 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 materialAluminium, Cast iron
Cylinder head materialAluminium
Valvetrain
Combustion
Fuel systemSolex or Weber carburetors
Central fuel injection
Multi point injection
Indirect injection (Diesel engines)
ManagementMagneti Marelli, Bosch or Lucas
Fuel typePetrol or Diesel
Cooling systemWater-cooled
Output
Power output45–125 PS (33–92 kW; 44–123 hp)
Emissions
Emissions target standardEuro III, Euro IV
Emissions control systemsCatalytic converter
Chronology
PredecessorPSA-Renault X-Type engine
Simca Poissy engine
SuccessorPSA 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 was available in either petrol or a naturally aspirated diesel variant, the latter called TUD.

The TU engine was 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.

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 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 and Peugeot Pars as well as the 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[citation needed], 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 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]

The IKCO EF engines, jointly developed by Iran Khodro and F.E.V GmbH of Germany, are closely related to the TU engines.

TU9

[edit]

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. 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

[edit]

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.

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

[edit]

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 and slightly larger venturi size in the Weber carburetors.

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 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

[edit]
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 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.

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

[edit]

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.

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

TU5/EC5

[edit]

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.

The latest application is in the Citroën C-Elysée and 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).

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

[edit]

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 diesel with mechanical pump (Bosch or Lucas variants depending on model and year). It initially used the alloy cylinder block of the TU3 with stronger wet liners. This was thus called TUD3. This engine was particularly prone to early head gasket failure. In the early Citroën AX14D 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

TUD5

[edit]

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)
Applications (others)

See also

[edit]

References

[edit]

Sources

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

PSA TU engine

View on Grokipedia
from Grokipedia
The PSA TU engine is a family of compact inline-four piston engines developed by PSA , featuring an overhead (OHC) design with belt drive, introduced in 1986 to power small cars in the and lineup. Designed as a successor to the earlier X-series "suitcase" engines, the TU family shared some components but offered improved efficiency, lower friction, and greater durability through its modular architecture, which allowed for both petrol and diesel variants (the latter designated TUD). The engines debuted in the supermini, with initial petrol displacements of 1.0 L (954 cc), 1.1 L (1,124 cc), and 1.4 L (1,360 cc), delivering power outputs from 45 PS (33 kW) to 75 PS (55 kW) depending on the configuration and fuel system (carbureted or injected). Over its production run from 1986 until 2014, with over 15 million units produced, the TU lineup expanded to include larger 1.6 L (1,587 cc) versions like the TU5, reaching up to 125 PS (92 kW) in high-performance applications, while diesel TUD models—such as the 1.4 L (1,359 cc) unit producing around 50 PS (37 kW)—emphasized fuel economy and torque for models like the and . These engines were renowned for their reliability when maintained properly, particularly in avoiding cambelt failures and carbon buildup, and powered iconic vehicles including the , 106, 306, , ZX, and Saxo across Europe. The TU family's versatility supported various tuning options, from multipoint upgrades to turbocharging in later iterations, contributing to PSA's dominance in the supermini segment during the 1980s and 1990s before being phased out in favor of newer designs like the and Prince series.

Introduction and Overview

Background and Introduction

The PSA TU engine is a family of small inline-four piston engines developed by PSA Citroën primarily for use in compact cars. Introduced in October 1986 with the launch of the at the , the TU series was designed to succeed the earlier X-Type engines and the units, sharing some components with its predecessors while introducing a more modern belt-driven overhead architecture. These engines found primary application in and vehicles, offering displacements from 1.0 liters to 1.6 liters to suit a range of supermini and subcompact models. The lineup included petrol configurations under the TU designation and diesel variants known as the TUD series, both emphasizing naturally aspirated designs with power outputs spanning approximately 45 to 125 PS to balance efficiency and performance in urban-oriented vehicles. Beyond PSA's core brands, the TU family saw export use and limited adoption in non-PSA applications, such as certain Tata models, extending its reach to emerging markets. Over time, the design evolved into later variants like the EC5 to meet stricter emissions standards while maintaining compatibility with global regulations.

General Specifications

The PSA TU engine family shares a set of core technical parameters that underpin its design as a compact inline-four powerplant for PSA vehicles. Displacements across the family range from 954 cc to 1587 cc, achieved through bore diameters of 70 to 78.5 mm and stroke lengths of 62 to 82 mm. Engine blocks are constructed from or aluminum depending on the variant for petrol engines, and for diesel variants, with all models featuring an aluminum to optimize weight and heat dissipation. The engines are water-cooled, incorporating an overhead —single overhead (SOHC) for 8-valve configurations and dual overhead (DOHC) for 16-valve versions—to support efficient operation across applications. Compression ratios vary by fuel type but typically fall between 9.1:1 and 10.8:1 for petrol engines to balance power and efficiency, while diesel variants employ a higher ratio of 23:1 for improved . Dry weight for petrol versions is approximately 100 to 115 kg, contributing to the family's reputation for lightweight yet durable construction. The firing order is consistently 1-3-4-2 throughout the family, ensuring smooth operation in transverse front-wheel-drive layouts.

History and Development

Origins and Early Development

The development of the PSA TU engine family began in the early , driven by the need for a new generation of efficient, modular powertrains following the 1976 merger of and into PSA Peugeot Citroën. This consolidation had highlighted the necessity for standardized, cost-effective engines to support the group's expanding lineup of compact vehicles, particularly as PSA sought to streamline production across its brands amid economic pressures in the European automotive sector. Influenced by the existing PSA-Renault X family of "suitcase" engines—compact inline-fours originally co-developed in the —the TU series was designed to be lighter and more compact, targeting supermini platforms like the forthcoming . PSA's acquisition of in 1978, which included the lineup and its Type R () engines, further underscored the push toward in-house designs that could replace aging inherited powerplants while improving overall and manufacturability. PSA independently advanced the TU project, emphasizing for petrol variants across displacements from 954 cc to 1,588 cc. Key engineering goals centered on enhanced and lower emissions to align with impending European regulations, including the Euro 1 standards set for implementation in 1992, which mandated significant reductions in hydrocarbons, , and particulates for petrol engines. The TU was engineered for real-world economy in urban driving, prioritizing lightweight aluminum components and optimized combustion for small-displacement units suitable for cost-sensitive markets in Europe and developing regions. Initial efforts focused on carbureted petrol configurations to maintain affordability, with prototyping and bench testing culminating in the engine's debut installation in the in October 1986, marking the transition from the X family.

Production Timeline and Evolution

The PSA TU engine family was produced from October 1986 to December 2014 at the company's manufacturing facilities in Douvrin and Trémery in . Over the production run, more than 15 million units were manufactured worldwide. A key milestone in the 1990s was the transition from carbureted to fuel-injected versions to achieve compliance with Euro 2 emission standards, improving efficiency and reducing emissions across the lineup. In the 2000s, the TU5JP4 variant introduced (VVT), enhancing performance and fuel economy for models like the and Citroën Saxo. This facilitated widespread exports to markets worldwide and powered millions of small cars from the . To meet demand in , carbureted versions of the TU engines persisted in production post-2010 for vehicles sold in and , where simpler systems remained suitable for local conditions. Production ended in December 2014, phased out in favor of newer PSA engine families like the EP series, with final uses in emerging market models.

Engine Design and Technology

Core Architecture

The PSA TU engine family features a fundamental inline-four configuration, providing a compact and efficient mechanical layout suitable for transverse mounting in small to mid-size vehicles. This straight-four design, with arranged in a single row, ensures balanced primary forces inherent to even-firing four-cylinder engines, contributing to smooth operation at moderate speeds. The modular architecture allows for shared components across variants, with base dimensions such as a 72 mm bore and 74 mm enabling displacements from 1.0 L to 1.6 L through changes in dimensions and other features. Across variants, the block is typically constructed from in larger displacements for durability or aluminum in smaller ones for weight savings, while the is aluminum to reduce weight and improve . The valve train evolved over the family's lifespan: early models employ an 8-valve single overhead (SOHC) setup, where the camshaft operates valves via rocker arms for straightforward timing and maintenance. Later models, such as the TU5 from around 1996, introduced 16-valve configurations, with some variants using dual overhead (DOHC) for improved breathing and higher rev potential. The is forged from and supported by five main bearings, providing robust journal support to handle loads while minimizing flex under . This design, with thrust washers at the central bearing, ensures precise alignment and longevity. Pistons are aluminum-alloy with three rings—two compression rings and one oil control ring—optimizing sealing and reducing in the bores. Timing is managed by a belt-driven system, where the synchronizes the with the , requiring replacement at intervals of 60,000 to 120,000 kilometers to prevent . For diesel variants such as the TUD3 and TUD5, the replacement interval is typically 100,000 to 150,000 km or every 10 years, as these are interference engines where belt failure can lead to severe damage, including bent valves and potential engine destruction. Lubrication employs a wet sump system, with oil stored in the pan and circulated by a chain-driven gear-type pump mounted on the crankshaft. This setup delivers pressurized oil—typically at a minimum of 4 bar at 4,000 rpm—to critical components like bearings and the valve train, ensuring reliable cooling and wear protection across operating conditions.

Fuel, Ignition, and Emission Systems

The PSA TU engine family initially utilized single-barrel Solex carburetors for fuel delivery in its early petrol variants, providing a simple and cost-effective means of air-fuel mixing for models introduced in 1986. This system was common in small-displacement engines like the TU3, ensuring reliable operation in compact vehicles such as the Peugeot 205 and Citroën AX. By 1990, PSA transitioned to electronic fuel injection for improved precision and performance, with multi-point injection systems supplied by Magneti Marelli introduced in high-output versions like the TU2 for the Peugeot 106 Rallye, delivering up to 100 PS. Bosch systems later became prevalent by 1993, enabling better fuel atomization and throttle response across the family, particularly in 16-valve configurations. Early TU engines employed distributor-based ignition systems, where a mechanical timed spark delivery to the cylinders via a single coil and rotor, suitable for the carbureted and initial injected models up to the late . This setup was robust for the era's emission standards but limited sequential firing precision. In later TU5 variants post-2000, PSA adopted coil-on-plug ignition, with individual coils mounted directly on each for more accurate timing and reduced energy loss, enhancing combustion efficiency in applications like the and VTS. Emission controls in the TU family evolved to meet tightening European regulations, with catalytic converters introduced from 1991 on petrol models to oxidize s and , significantly reducing tailpipe pollutants in vehicles like the 205. For Euro 3 and Euro 4 compliance in the late 1990s and early 2000s, (EGR) systems were integrated to lower by recirculating inert exhaust into the intake, while supplied fresh oxygen to the during cold starts, aiding catalyst light-off and oxidation. Diesel variants in the TU family, such as the TUD3, featured with a mechanical rotary for metering, promoting smoother through pre-chamber that initiated ignition in a smaller auxiliary chamber before propagating to the main cylinder. This configuration achieved a high of 23:1, enabling reliable auto-ignition of while minimizing noise and emissions in models like the Diesel. Some later petrol variants, such as the TU3 DOHC 16-valve engine introduced in 2004, incorporated (VVT) for camshaft phasing to optimize intake timing, improving by 5-10% in applications like the 206.

Petrol Engine Variants

TU9 and TU1

The and TU1 engines are the smallest petrol variants in the PSA TU family, serving as entry-level powerplants optimized for ultra-compact, tax-efficient vehicles in the European A-segment. These inline-four engines emphasize lightweight construction and fuel economy, sharing a single overhead (SOHC) with eight valves and an aluminum , while early models feature aluminum blocks for reduced mass. Designed for simplicity and reliability, they prioritize low-end torque delivery suitable for urban driving, with the TU9 focusing exclusively on carburetion and the TU1 offering later options to meet evolving emission standards. The , introduced in 1986, displaces 954 cc with a bore of 70 mm and stroke of 62 mm, delivering 45 PS (33 kW) at 5500 rpm and 70 Nm of torque at around 2800 rpm. Its 9.1:1 supports efficient operation on regular unleaded via a single-barrel , making it ideal for basic city cars requiring minimal maintenance. Produced primarily in until 2005, the TU9's compact design contributes to vehicle economies exceeding 40 (combined cycle) in lightweight applications, underscoring its role in cost-sensitive markets. Building on the TU9's architecture, the TU1 arrived in 1991 with a larger 1124 cc displacement, achieved via a 72 mm bore and 69 mm , producing 60 PS (44 kW) at 5600 rpm and 88 Nm of at 3400 rpm. It maintains a similar 9.4:1 and shares the aluminum block/head construction, enabling over 40 efficiency while providing slightly improved mid-range responsiveness. Initially carbureted, the TU1 received optional single-point from 1996, enhancing throttle response and emissions compliance without altering its core SOHC setup; production mirrored the TU9's timeline, ending around 2005. These variants' emphasis on economy and simplicity influenced subsequent TU developments, such as the TU2 and TU3.

TU2 and TU3

The TU2 and TU3 engines are mid-sized petrol variants within the PSA TU family, prized for their reliable balance of power output and in compact passenger cars. Introduced in 1987, the TU2 initially displaced 1,290 cc with a bore of 75 mm and a of 73 mm, producing 72-75 PS at 5,500 rpm and 104-112 Nm of . Later iterations updated the to 77 mm for a 1,360 cc displacement, while 16-valve options became available from 1996, enhancing without significantly increasing complexity. These 16-valve versions incorporated hydraulic lifters, which reduced mechanical noise and eliminated the need for periodic adjustments compared to the standard 8-valve setup. The TU3, sharing the 1,360 cc displacement, 75 mm bore, and 77 mm stroke dimensions of the later TU2, delivered slightly higher outputs of 75-82 PS and 112-118 Nm of torque, making it suitable for front-wheel-drive applications requiring responsive low-end pull. Multi-point fuel injection was standardized on the TU3 after 1998, improving throttle response and emissions compliance over earlier carbureted or single-point systems. Both variants maintained compression ratios between 9.3:1 and 10.2:1 to accommodate varying fuel qualities and tune levels. The timing belt service interval was set at 80,000 km to prevent potential interference damage in these belt-driven overhead-cam designs. Production of the TU2 and TU3 ran from 1987 until 2012, with the engines sharing a common aluminum block architecture with the smaller TU1 for streamlined assembly. A turbocharged TU3T variant emerged rarely, primarily in niche racing contexts where boosted outputs exceeded 100 PS, though it saw limited adoption due to the TU family's focus on naturally aspirated durability.

ET3, TU5, and EC5

The ET3 is a DOHC 16-valve variant of the 1.4 L TU3 within the PSA TU family, with a displacement of 1360 cc (bore 75 mm, stroke 77 mm). It produces 88 PS (65 kW) at 5500 rpm and 133 Nm of at 3200 rpm. Introduced in 2004 for models such as the and , it features in some applications for improved efficiency. The TU5 variant marked a significant evolution in the PSA TU lineup, with a displacement of 1587 cc from a bore and stroke of 78.5 mm × 82 mm. It produced between 90 and 110 PS at 5500 rpm and 130 to 147 Nm of , depending on the application and tuning. Introduced with 16 valves and DOHC architecture from 1996, it evolved further with the TU5JP4 version in 2004, incorporating (VVT) to enhance mid-range efficiency and power delivery. Operating at a of 10.8:1, the TU5 included balance shafts to reduce vibrations and improve smoothness, making it suitable for front-wheel-drive platforms. The EC5 represented a Euro-compliant adaptation of the TU5, maintaining the 1587 cc displacement while targeting emission standards for global markets. It offered 109 PS at 5800 rpm and 150 Nm of torque at 4000 rpm in standard form, emphasizing flexibility, including flex-fuel compatibility in some regions such as . This variant extended production until 2018 in . Overall production for the ET3, TU5, and EC5 spanned from 1996 to around 2014 in core European facilities, with the ET3 produced from 2004 to approximately 2012 and the EC5 continuing in adapted forms beyond that date for non-European assembly lines. These engines exemplified PSA's focus on , balancing performance with emissions compliance through advanced and shaft balancing technologies.

Diesel Engine Variants

TUD3

The TUD3 represents the smallest diesel offering in the PSA TU engine lineup, tailored for economical operation in compact cars and vans through its design. Featuring a displacement of 1,360 cc from a bore of 75 mm and a stroke of 77 mm, the engine utilizes an 8-valve single overhead (SOHC) valvetrain with an aluminum block with wet cylinder liners and aluminum , providing robust construction suited to diesel stresses while keeping weight manageable for front-wheel-drive applications. This architecture emphasized simplicity and low-cost manufacturing, making it ideal for entry-level vehicles requiring basic diesel functionality without advanced features. Performance characteristics of the TUD3 centered on rather than outright power, delivering 53 PS (39 kW) at 5,000 rpm and 84 Nm of at 2,500 rpm, supported by a high of 22.5:1. The system employed pre-chamber via a Lucas CAV rotary , which distributed to the injectors with mechanical precision, promoting smooth and reduced noise in a package optimized for urban driving and light loads. These specifications enabled compliance with Euro 1 emission standards from 1992 onward and early Euro 2 requirements, balancing modest output with acceptable refinement for its era. Produced from 1988 to 1994, the TUD3 found primary use in small passenger models like the and , as well as vans such as the , where it served as a cost-effective alternative to petrol engines for fleet and private buyers focused on diesel economy. Its deployment aligned with the transition to stricter Euro 1 and 2 norms in , prioritizing low emissions and fuel consumption over performance in budget-oriented segments. The TUD3 shared its fundamental block and head architecture with the petrol TU3 variant, adapted specifically for diesel operation through reinforced components and the setup. Like other PSA TU diesel variants, the TUD3 uses a timing belt for its SOHC valvetrain, requiring replacement every 100,000-150,000 km or 10 years, whichever comes first, to prevent belt failure that can cause catastrophic engine damage in this interference engine design.

TUD5

The TUD5 represents the larger-capacity diesel variant within the PSA TU engine family, positioned as a step up from the 1.4-litre TUD3 and suited for compact requiring balanced economy and . Developed as an indirect-injection diesel, it features a cast-iron block paired with an aluminum SOHC head and 8 valves, delivering a displacement of 1,527 cc through a bore of 77 and a stroke of 82 . This configuration achieves a high of 23:1, emphasizing efficiency and durability in everyday use. Performance centers on modest but reliable outputs, with 58 PS (42 kW) and 95 Nm of , enabling fuel consumption as low as 5.2 L/100 km in combined driving cycles for models like the . The fuel system relies on a mechanical Bosch injection pump paired with swirl-chamber , which promotes smooth operation and reduced noise compared to contemporary direct-injection diesels. No factory turbocharging was offered, though the design's robust internals supported aftermarket modifications in some applications. Introduced in as a replacement for the TUD3, production continued until 2003, during which the engine received updates for evolving emission regulations, including the integration of an (EGR) system to meet Euro 3 standards in later years. At approximately 130 kg dry weight, the engine's heavier block construction enhanced longevity, making it particularly viable for commercial and light-duty applications beyond standard passenger cars, such as in and models. The TUD5's pre-chamber design mirrors that of the TUD3 but scales up displacement for improved low-end pull in compact vehicles like the Peugeot 106. Like other PSA TU diesel variants, the TUD5 uses a timing belt for its SOHC valvetrain, requiring replacement every 100,000-150,000 km or 10 years, whichever comes first, to prevent belt failure that can cause catastrophic engine damage in this interference engine design.

Applications and Legacy

Vehicle Applications

The PSA TU engine family found extensive application in Peugeot and Citroën vehicles, particularly in small cars and light commercial vehicles during the late 1980s to early 2000s, powering models across and emerging markets. These engines were selected for their compact design and reliability in supermini and subcompact segments, contributing to the popularity of entry-level models in the PSA Group's lineup.

Peugeot Applications

The supermini, produced from 1991 to 2003, utilized TU1 and TU2 petrol engines in its base and mid-range variants, providing efficient power for urban driving. The , a supermini manufactured between 1983 and 1998, incorporated TU9, TU1, TU2, and TU3 engines across its various trims, including the popular GTI versions. The , built from 1998 to 2012, employed TU2, TU3, and TU5 engines in its petrol configurations, making it one of the best-selling cars in during its production run. The , produced from 1993 to 2002, featured TU5 petrol and TUD5 diesel engines in its and estate body styles. Additionally, the Peugeot Partner van, introduced in 1996, used diesel engines such as the XUD9 and later DV4 HDi for its commercial applications.

Citroën Applications

Citroën's AX supermini (1986–1998) and its successor, the Saxo (1996–2003), were fitted with , TU1, TU2, and TU3 petrol engines, offering affordable transportation options. The , manufactured from 1997 to 2005, included TU5 petrol and TUD5 diesel variants in its , estate, and forms. Early generations of the , from 2002 to around 2009, relied on TU5 petrol engines for its city car positioning. The multi-purpose vehicle, launched in 1996, adopted diesel engines such as the XUD9 and later DV4 HDi for both passenger and cargo variants.

Other Applications

Beyond the PSA Group, the TU engine series saw limited use in non-PSA vehicles. The , a Malaysian supermini produced from 1996 to 2000 and based on the platform, was powered by a 1.1-liter TU-series .

Commercial and Global Spread

The TU engines powered vehicles primarily in with exports to various international markets as part of PSA's strategy for mass-market mobility. In commercial vehicles, the Citroën Nemo, introduced in 2008, featured the 1.4 L TU3 from launch.

Production End and Successors

The PSA TU engine family's production in concluded by 2007, driven by the need to adopt advanced technologies for compliance with increasingly stringent Euro 5 (effective 2009) and Euro 6 (effective 2014) emission standards. These regulations emphasized reduced and particulate emissions, prompting a shift toward direct systems and engine downsizing to improve efficiency and lower CO2 output, areas where the TU's port design struggled without extensive reengineering. In response, PSA transitioned its petrol variants to the EB and EP (Prince) engine family, co-developed with BMW and introduced in 2006 as a modular inline-four lineup featuring variable valve timing and optional turbocharging for better performance and emissions control. For diesel variants, the TUD series was succeeded by the DV4 (HDi) family from 1998 onward, produced via a joint venture with Ford (branded DLD) and incorporating common-rail direct injection for superior fuel economy and reduced emissions. Production of TU engines extended beyond Europe due to sustained demand in developing markets, with original variants halting globally by around 2014. Closely related EC5 variants continued in production into the 2020s for applications in and , supporting budget models like the C-Elysée. The TU family's emphasis on simplicity and modularity influenced later PSA designs, such as the EW petrol and DV diesel series, while its robust architecture sustains its popularity in aftermarket tuning and replacements.

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