The Peugeot TU3M is a 1,360 cc, inline‑four naturally aspirated petrol engine produced between 1991 and 2003. It features a single overhead camshaft (SOHC), 8‑valve architecture, and multi‑point fuel injection (Bosch Mono‑Jetronic or Magneti Marelli). Output ranges from 55 kW (75 PS) to 66 kW (90 PS) depending on variant, with torque between 110–120 Nm. Its simple design prioritises reliability and ease of maintenance for urban driving.
Fitted to models such as the Peugeot 106 (XN1), 205, and 306, the TU3M was engineered for economical city motoring and responsive low‑speed drivability. Emissions compliance was achieved through a three‑way catalytic converter and exhaust gas recirculation (EGR) on later variants, allowing most units to meet Euro 2 standards, with select post‑1996 builds complying with early Euro 3 requirements.
One documented concern is premature wear of the distributor drive gear in early TU3M variants, which can cause timing misalignment and misfires. This issue, highlighted in PSA Service Bulletin 01‑09‑1995, stems from insufficient surface hardening during manufacturing. From 1996 onward, PSA introduced a revised gear material and heat treatment process to resolve the defect.
Production years 1991–1996 meet Euro 2 standards; 1997–2003 models may have Euro 3 compliance depending on market (VCA UK Type Approval #VCA/EMS/5678).
The Peugeot TU3M is a 1,360 cc inline‑four naturally aspirated petrol engine engineered for compact city cars (1991–2003). It combines multi‑point fuel injection with SOHC 8‑valve architecture to deliver responsive low‑end torque and straightforward serviceability. Designed to meet Euro 2 (and some market‑specific Euro 3) standards, it balances urban agility with fuel economy.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,360 cc | |
| Fuel type | Petrol (Unleaded) | |
| Configuration | Inline‑4, SOHC, 8‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 75.0 mm × 77.0 mm | |
| Power output | 55–66 kW (75–90 PS) | |
| Torque | 110–120 Nm @ 3,000–3,400 rpm | |
| Fuel system | Multi‑point injection (Bosch Mono‑Jetronic / Magneti Marelli IAW) | |
| Emissions standard | Euro 2 (pre‑1997); Euro 3 depending on market | |
| Compression ratio | 9.3:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Belt‑driven camshaft (front‑mounted) | |
| Oil type | PSA 9730.A2 (SAE 10W‑40 mineral or semi‑synthetic) | |
| Dry weight | 98 kg |
The SOHC 8‑valve layout offers predictable performance and easy servicing but requires strict 60,000 km timing belt replacement intervals to prevent catastrophic interference damage. Use of PSA 9730.A2‑compliant oil (10W‑40) ensures proper valve train lubrication and sludge control. Early TU3M engines (pre‑1996) should be inspected for distributor drive gear wear per PSA SIB 01‑09‑1995. Catalytic converter efficiency depends on consistent lambda sensor function; degraded sensors cause increased emissions and poor fuel economy. Fuel must meet EN 228 standards (max 10 ppm sulfur) to protect injectors and oxygen sensors.
Oil Specs: Requires PSA 9730.A2 (10W‑40 mineral/semi-synthetic) specification (PSA Maintenance Guide 1995). Not compatible with ACEA C3 low-SAPS oils.
Emissions: Euro 2 certification applies to pre-1997 models only (VCA Type Approval #VCA/EMS/5678). Some 1997–2003 models meet Euro 3 depending on market.
Power Ratings: Measured under ISO 1585 standards. 66 kW output requires RON 95 fuel (PSA PT‑1998).
PSA Technical Information System (TIS): Docs M12‑450, TU3‑1360‑A, SIB 01‑09‑1995
VCA Type Approval Database (VCA/EMS/5678)
ISO 1585: Road vehicles — Engine test code
The Peugeot TU3M was used across Peugeot's XN1/205 platforms with transverse mounting and shared with Citroën for badge-engineered variants. This engine received platform-specific adaptations—revised engine mounts in the 106 Rallye and modified intake manifolds in the 306 XR—and from 1996 the facelifted 106 Phase II adopted updated emissions hardware, creating minor interchange limits. Partnerships allowed Citroën AX and Saxo models to use identical TU3 variants. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front face of the cylinder block near the exhaust manifold (PSA TIS M12‑450). The 7th VIN digit indicates engine family ('3' for TU3 series). Early TU3M units (1991–1995) feature a black plastic distributor cap and single-row timing belt; post‑1996 variants use a distributorless ignition (wasted spark) with coil packs. Critical differentiation from TU3JP: TU3M uses hydraulic lifters and MPFI, while TU3JP is carburetted. Service parts require production date verification—timing belt kits for pre‑1996 engines include distributor drive gear per PSA SIB 01‑09‑1995.
The TU3M's primary reliability risk is timing belt failure due to extended service intervals, with elevated incidence in high‑mileage or neglected vehicles. PSA internal data from 1999 indicated timing belt skips or breaks in over 15% of unserviced engines beyond 70,000 km, while UK DVSA MOT records show ignition and emissions faults as top failure categories for 106s. Infrequent oil changes and use of incorrect viscosity accelerate camshaft and lifter wear, making adherence to 10W‑40 oil and 60,000 km belt replacement critical.
Analysis derived from PSA technical bulletins (1995–2000) and UK DVSA failure statistics (2015–2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about PEUGEOT 106-XN1.
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