PSA TU engine


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, 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, 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, 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.
The IKCO EF engines, jointly developed by 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, Saxo, Peugeot 205 and 106. It had a displacement of, with a bore and a stroke of. Power was initially, but it was increased to 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.
ModelOutputNotes
TU9 M/ZFuel injection catalyst
TU9/K1-bbl carburettor

TU1

The TU1 has a displacement of, with a bore and a stroke of. Power was initially, but it was increased to 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. This engine was the entry-level option in the Citroën C2 and C3 and Peugeot 206.
ModelOutputNotes
TU1 F2/K1-bbl carburettor
TU1 JPFuel injection catalyst
TU1 M, TU1 M/ZFuel injection catalyst
TU1/K1-bbl carburettor

TU2

There are two engines in this series, both developed for competition use, the first is carburettor fed based on the TU1 and the second has electronic fuel injection based on the [|TU3].
The TU24 has a displacement of, with a bore and a stroke of. Power was initially, 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 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.
ModelOutputNotes
TU24 twin 2-bbl carb Solex ADDHE 40 / Weber DCOM 40
TU24 twin 2-bbl carb Weber DCOM 40
TU2 J2/Z Fuel injection, catalyst

TU3

The TU3 has a displacement of, with a bore and a stroke of. 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 at 6600 rpm. The carburettor versions gave way to fuel injection in 1992, while the sports version was retired in 1996.
ModelOutputFuel feedNotes
TU3 A1-bbl carburettornot in use
TU3 A2-bbl carburettor catalyst
TU3 A/K1-bbl carburettor
TU3 F2/K2-bbl carburettor
TU3 FJ2/KFuel injection
TU3 FJ2/ZFuel injection catalyst
TU3 JPFuel injection catalystIran and China since 2007
TU3 MFuel injection catalystSweden/Switzerland
TU3 M/ZFuel injection catalyst
TU3 S2-bbl carburettor

ET3

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.
ModelOutputNotes
ET3 J4 Fuel injection, catalyst

TU5/EC5

The TU5 has a displacement of, with a bore and a stroke of. 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 in most current applications, the same as the DV6 1.6 L Diesel engine, although a sporty version was used to power the Citroën C2 VTS. The TU5 has been used in motorsports by both Citroën and Peugeot. This engine 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.
ModelOutputNotes
TU5 J2/L3 Fuel injection catalyst
TU5 J4 16-valve catalyst
TU5 JP4 16-valve catalyst
TU5 JP4S 16-valve catalyst
TU5 JP/L4 Fuel injection catalyst
TU5 JP+ Fuel injection catalyst
TU5 JP Fuel injection catalyst
EC5 16-valve catalyst with VTi
EC5 F/PG 16-valve catalyst with VTi
TU5P16-valve catalyst with CVVT

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

TUD3

The TUD3 was the diesel variant of the TU3 and shared that engine's displacement as well as the bore and stroke of. An indirect injection diesel with mechanical pump. 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

The larger TUD5 arrived in 1994; it displaces from a bore and a stroke of. It had a stronger iron block, coupled with an alloy cylinder head. 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. 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 at 5,000 rpm, with maximum torque of at 2,250 rpm.
;Applications :
;Applications :