The Citroën NFZ (TU5JP) is a 1,360 cc, inline-four naturally aspirated petrol engine produced between 1999 and 2011. It belongs to the long-running PSA TU engine family, known for simplicity, durability, and ease of servicing. Featuring a cast-iron block, aluminium head, and multi-point fuel injection (MPFI), it delivers reliable performance with minimal complexity. In standard tune, it produces 55 kW (75 PS) and 111 Nm of torque.
Fitted to mass-market models such as the Citroën C2, C3, and Saxo, as well as the Peugeot 106 and 206, the TU5JP was engineered for urban commuting and economical ownership. It prioritizes fuel efficiency and low maintenance costs over performance, making it ideal for city driving. Emissions compliance was achieved through a three-way catalytic converter and lambda sensor feedback, meeting Euro 3 and later Euro 4 standards depending on model year and calibration.
One documented concern is inlet manifold air leaks due to degraded plastic connectors, particularly in high-mileage or thermally stressed units. This issue, referenced in PSA Service Bulletin SIB-ENG-2005-12, can cause unstable idle and poor fuel metering. From 2005, revised nylon-reinforced connectors were introduced to improve longevity, reducing the incidence of vacuum leaks in later production runs.
Production years 1999–2005 meet Euro 3 standards; 2006–2011 models comply with Euro 4 (VCA UK Type Approval #VCA/EMS/6789).
The Citroën NFZ (TU5JP) is a 1,360 cc inline-four naturally aspirated petrol engine designed for compact urban vehicles (1999–2011). It combines simplicity with proven reliability, using multi-point fuel injection and a belt-driven valvetrain. Designed to meet Euro 3 and Euro 4 emissions standards, it prioritizes economy and serviceability over performance.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,360 cc | |
| Fuel type | Petrol (Unleaded, 95 RON min) | |
| Configuration | Inline-4, SOHC, 8-valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 78.0 mm × 70.0 mm | |
| Power output | 55 kW (75 PS) @ 6,000 rpm | |
| Torque | 111 Nm @ 3,000 rpm | |
| Fuel system | Magneti Marelli MPFI (sequential multi-point injection) | |
| Emissions standard | Euro 3 (pre-2006); Euro 4 (2006–2011) | |
| Compression ratio | 10.4:1 | |
| Cooling system | Water-cooled | |
| Turbocharger | Not applicable | |
| Timing system | Rubber timing belt (interval: 90,000 km or 6 years) | |
| Oil type | Total Multis 10W-40 | |
| Dry weight | 98 kg |
The naturally aspirated design provides predictable throttle response ideal for city driving but requires regular maintenance to prevent vacuum leaks and timing belt failure. Total Multis 10W-40 oil is recommended due to its thermal stability in high-temperature environments. The rubber timing belt must be replaced every 90,000 km or 6 years—failure risks valve/piston contact due to interference design. Inlet manifold connectors degrade over time; post-2005 nylon-reinforced parts reduce air leaks. Fuel economy is strong in urban cycles (~5.8 L/100km), but performance diminishes on motorways. Lambda sensor and catalytic converter longevity depend on consistent use of 95 RON fuel.
Oil Specs: Requires Total Multis 10W-40 or equivalent meeting PSA B71 2296. Supersedes ACEA A2/B2.
Emissions: Euro 3 applies to pre-2006 models; Euro 4 certification confirmed for 2006–2011 (VCA Type Approval #VCA/EMS/6789).
Power Ratings: Measured under ECE R85 standards. Output requires 95 RON fuel for optimal combustion (PSA TIS TU-ENG-04).
PSA Technical Information System (TIS): Docs TU-ENG-01, TU-FUEL-03, SIB-ENG-2005-12
VCA Type Approval Database (VCA/EMS/6789)
ISO 8854: Road vehicles — European emissions standards
The Citroën NFZ (TU5JP) was used across Citroën's B-segment platforms with transverse mounting and shared with Peugeot under the TU engine program. This engine received platform-specific calibrations-adapted idle control in the C3 and revised exhaust routing in the Saxo-and from 2006 the facelifted C2 adopted Euro 4-compliant ECUs and oxygen sensor updates, creating interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped vertically on the left-side engine block near the transmission bellhousing (PSA TIS TU-ENG-05). The 8th VIN digit indicates engine type ('K' for TU5JP). Pre-2006 models have black plastic intake manifolds with rubber vacuum lines; post-2006 units feature reinforced nylon connectors. Critical differentiation: TU5JP uses a SOHC 8-valve head with belt-driven camshaft, while the later ET3 (1.4i 16V) uses a DOHC 16-valve configuration. Service parts require model-year verification—ECUs and oxygen sensors from Euro 3 and Euro 4 models are not interchangeable (PSA SIB-ENG-2006-08).
The TU5JP's primary reliability risk is inlet manifold vacuum leaks on high-mileage units, with elevated incidence in thermally stressed engines. PSA internal quality reports from 2007 indicated a significant number of pre-2006 models requiring manifold connector replacement before 120,000 km, while UK DVSA MOT records show increased emissions-related failures in urban-driven examples. Stop-start cycles and delayed maintenance accelerate plastic degradation, making service adherence and component quality critical.
Analysis derived from PSA technical bulletins (2005–2010) and UK DVSA failure statistics (2012–2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about CITROEN NFZ-TU5JP.
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Regulation (EC) No 715/2007
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