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TheTUfamily of smallinline-fourpiston enginesbyPSA Peugeot Citroënwere introduced in 1986 and used in thePeugeotandCitroënrange of cars. It was first installed in theCitroën AXin October 1986, replacing theX family,although it shared many components with its predecessor. The TU is available in either petrol or a naturally aspirateddieselvariant, the latter called TUD.
| TU/EC engine | |
|---|---|
 TU1JP engine in a 1999Peugeot 206 | |
| Overview | |
| Manufacturer | PSA Peugeot Citroën |
| Production | October 1986 – present |
| Layout | |
| Configuration | Naturally aspiratedInline-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 blockmaterial | Aluminium, Cast iron |
| Cylinder headmaterial | Aluminium |
| Valvetrain | DOHC8-or16-valvewithVVT(some versions) |
| Combustion | |
| Fuelsystem | SolexorWeber carburetors Central fuel injection Multi point injection Indirect injection(Diesel engines) |
| Management | Magneti Marelli,BoschorLucas |
| Fuel type | PetrolorDiesel |
| Cooling system | Water-cooled |
| Output | |
| Power output | 45–125 PS (33–92 kW; 44–123 hp) |
| Emissions | |
| Emissions target standard | Euro III,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 engine is distantly related to the older X-Type engine - sharing a similaroverhead camshaftarchitecture, but the key differences are thebelt drivencamshaft(the X ischain driven), and that the TU is mounted in a conventional upright position with a separate, end-on mounted transmission and unequal lengthdrive shafts.The X engine, by comparison, had an integral transmission mounted on the side of thecrankcase(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 by1988whilst it replaced the Simca "Poissy" engine in thePeugeot 309in1991.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 IranianPeugeot 405andPeugeot Pars TU5as well as andIKCO 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 1.6, 1.8 and 2.0 litre versions[citation needed].
TheIKCO EF enginesbyIran Khodrowould share some relation to the TU engines, which were designed jointly by Iran Khodro and F.E.V GmbH of Germany.
TU9
editThe TU9 was the entry-level version, used in a variety of cars including theCitroën AX,Saxo,Peugeot 205and106.It had a displacement of 1.0 L (954 cc), with aboreand astrokeof 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 ofcentral fuel injectionand acatalytic converter.Production was stopped in the Citroën Saxo and Peugeot 106 with the introduction ofEuro IIIin 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-bblcarburettor |
TU1
editThe 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 ofEuro IIIled to the adoption ofmulti point injection,but power remained the same (although there was a small torque increase). This engine was the entry-level option in theCitroën C2andC3andPeugeot 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
editThere 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 longerintake manifoldand slightly larger venturi size in theWeber 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 aMagneti Marellifuel 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 carbSolexADDHE 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
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 incompetitionuse in the Citroën AX GT Cup and the Citroën AX GTI Cup, held in many European countries throughout the early 1990s in bothcircuit racingandrallying.
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 |
ET3
editADOHC16-valveversion of the 1360 ccTU3withvariable valve timingwas introduced in 2004 with thePeugeot 206Quiksilver Edition. However, this version was named ET3, possibly as a prelude for the new PSA/BMWPrince enginefamily.
| Model | Output | Notes |
|---|---|---|
| ET3 J4 (KFU) | 90 PS (66 kW; 89 hp) | Fuel injection, catalyst |
TU5
editThe 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 theDV61.6 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 theYugo Floridafrom 2002 until 2008.
The latest application is in theCitroën C-ElyséeandPeugeot 301where 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) | 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 (NFN) | 122 PS (90 kW; 120 hp) | 16-valve catalyst withVTi[2] |
| EC5 F/PG (NFP) | 116 PS (85 kW; 114 hp) | |
| TU5P | 115 PS (85 kW; 113 hp) | 16-valve catalyst withCVVT |
TU5 JP+ (NFV) and TU5 JP/L4 (NFT) are almost same engines, but with slight differences. TUG 525
TUD3 and TUD5
editThe TUD was the diesel variant. Anindirect injectiondiesel with mechanical pump (BoschorLucasvariants depending on model and year). It initially used the alloy cylinder block of the TU3 with strongerwet liners.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
editReferences
edit- ^abGamme Peugeot 1990(catalog) (in Swedish), Johanneshov, Sweden: AB Autogruppen, 1989, p. 9
- ^"Moteur EC5 Peugeot 301 - 1.6l VTi 16V 115 ch - Fiche Technique - Féline".www.feline.cc(in French). 2012-07-01.Retrieved2022-06-10.
Sources
edit- Guide des moteurs Peugeot Citroën(in French)