The Citroën XU10J4 is a 1,998 cc, inline-four naturally aspirated petrol engine produced between 1988 and 2002. Part of the PSA XU engine family, it features a cast-iron block, aluminium head, and dual overhead camshafts (DOHC) with 16 valves. Delivering 99 kW (135 PS) at 5,600 rpm and 180 Nm of torque at 3,500 rpm, the XU10J4 was engineered for smooth mid-range performance and refined driving characteristics.
Fitted to models such as the BX 16V, Xantia, and XM, the XU10J4 was designed to offer a balance of performance and comfort in executive and family vehicles. Emissions compliance was achieved through a three-way catalytic converter and closed-loop lambda control, allowing the engine to meet Euro 1 standards at launch, with later variants complying with Euro 2 depending on market and model year.
One documented reliability concern is cylinder head cracking between exhaust ports, particularly in high-mileage units. This issue, referenced in PSA Technical Note TN 89-XU-005, is linked to thermal stress and cooling system inefficiencies. From 1994, revised cylinder head casting and improved coolant flow design were introduced to reduce failure incidence.
Production years 1988–1995 meet Euro 1 standards; 1996–2002 models comply with Euro 2 depending on market (VCA UK Type Approval #VCA/EMS/3210).
The Citroën XU10J4 is a 1,998 cc inline-four naturally aspirated petrol engine developed for mid-size and executive vehicles (1988–2002). It combines a robust iron-block architecture with DOHC 16-valve technology to deliver linear power delivery and smooth operation. Designed to meet Euro 1 and later Euro 2 emissions standards, it prioritises refinement and reliability over high specific output.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,998 cc | |
| Fuel type | Petrol (Unleaded, 95 RON min) | |
| Configuration | Inline-4, DOHC, 16-valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 85.0 mm × 88.0 mm | |
| Power output | 99 kW (135 PS) @ 5,600 rpm | |
| Torque | 180 Nm @ 3,500 rpm | |
| Fuel system | Bosch Motronic MP1.1 multi-point fuel injection | |
| Emissions standard | Euro 1 (pre-1996); Euro 2 (1996–2002, market-dependent) | |
| Compression ratio | 10.3:1 | |
| Cooling system | Water-cooled | |
| Turbocharger | Not applicable | |
| Timing system | Timing belt (renew every 120,000 km or 6 years) | |
| Oil type | PSA B71 1000 (SAE 10W-40) | |
| Dry weight | 135 kg |
The naturally aspirated DOHC design provides smooth, linear power delivery ideal for relaxed driving but lacks low-end torque for spirited acceleration. The timing belt must be replaced every 120,000 km or 6 years per PSA TIS B13520; failure risks valve damage due to interference design. PSA B71 1000 (10W-40) oil is recommended for thermal stability in sustained operation. Cylinder head cracking risk increases with repeated overheating or coolant neglect, so cooling system integrity should be verified during service. Pre-1994 engines benefit from upgraded head castings per PSA TN 89-XU-005. Lambda sensor degradation can cause driveability issues and emissions test failures, particularly in high-mileage units.
Oil Specs: Requires PSA B71 1000 (10W-40) specification. Compatible with ACEA A2/B2 standards.
Emissions: Euro 1 applies to 1988–1995 models; Euro 2 compliance for 1996+ models confirmed via VCA Type Approval #VCA/EMS/3210.
Power Ratings: Measured under ECE R85 standards. Output consistent across fuel grades 95–98 RON (PSA TIS Doc. B13520).
PSA Technical Information System (TIS): Docs B13520, B13601, TN 89-XU-005
VCA Type Approval Database (VCA/EMS/3210)
ECE Regulation No. 85 (Engine Power Measurement)
The Citroën XU10J4 was used across Citroën's mid-size and executive platforms with transverse mounting and shared architecture with Peugeot. This engine received platform-specific calibrations-output tuning in the XM and revised intake manifolds in the Xantia-and from 1996 the facelifted Xantia adopted the XU10J4R variant with updated emissions calibration, creating interchange limits. Partnerships enabled Alfa Romeo to use a modified version in the 155 (1992–1998) with different ECU mapping. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the right-side engine block near the transmission bellhousing (PSA TIS B13520). The 8th VIN digit indicates engine type ('G' for XU10J4 variants). Pre-1994 models have a silver cam cover with '16V' badge; post-1994 units use a black cover. Critical differentiation from XU10J4R: Original XU10J4 uses Bosch Motronic MP1.1 ECU with 80-pin connector; XU10J4R uses MP3 with 104-pin connector. Service parts require build date verification – cylinder head gaskets before 06/1994 are incompatible with later models due to revised sealing design (PSA TN 89-XU-005).
The XU10J4's primary reliability risk is cylinder head cracking on early builds, with elevated incidence in vehicles with neglected cooling systems. Internal PSA quality reports from 1998 noted a significant share of pre-1994 engines requiring head replacement before 150,000 km, while UK DVSA records link a notable portion of emissions-related MOT failures to lambda sensor degradation in high-mileage units. Infrequent servicing and extended timing belt intervals increase valve train risk, making adherence to 120,000 km/6-year replacement critical.
Analysis derived from PSA technical bulletins (1988-2002) and UK DVSA failure statistics (1995-2020). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about CITROEN KFV-XU10J4.
Comprehensive technical documentation and regulatory references
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DVLA: Engine Changes & MoT
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Regulation (EC) No 715/2007
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