PSA TU engine

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TU/EC engine
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

variant, the latter called TUD.

The TU engine is distantly related to the older X-Type engine — sharing a similar

(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 is/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.^{[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.

The TU9 was the entry-level version, used in a variety of cars including the

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

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

.

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

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, 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.

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

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	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

A

family.

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

TU5

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

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.

The TUD was the diesel variant. An

. This was thus called TUD3. This engine was particularly prone to early head gasket failure. In the early Citroen AX14D cars a few engines were needing gasket replacement before the first service. Most engines required attention at some point.

See also

• List of PSA engines

• Guide des moteurs Peugeot Citroën (in French)