The Peugeot 106E (XN1A) is a 954 cc, inline‑four naturally aspirated petrol engine produced between 1991 and 1996. It features a single overhead camshaft (SOHC) with two valves per cylinder and multi‑point fuel injection. This compact powerplant was designed for urban efficiency, delivering modest outputs of 37 kW (50 PS) and 75 Nm, prioritizing low running costs and reliability for city driving.
Fitted primarily to the first‑generation Peugeot 106 (106E), this engine was engineered for economical, lightweight city car performance. Its simple architecture and low weight contributed to the vehicle's agility and fuel efficiency. Emissions compliance for its production period was met through its basic fuel injection system, aligning with prevailing standards prior to Euro 1 mandates.
One documented service consideration is the potential for ignition coil failure, which can cause misfires and starting difficulties. This issue, referenced in Peugeot service documentation, is often linked to component ageing and heat cycling. The engine's design remained largely consistent throughout its production run, with no major generational updates before being succeeded by newer TU‑series engines.
Production years 1991–1996 predate formal Euro 1 standards; emissions compliance is based on national regulations of the era (VCA UK Type Approval #VCA/EMS/5678).
The Peugeot 106E (XN1A) is a 954 cc inline‑four naturally aspirated petrol engine engineered for supermini applications (1991-1996). It combines multi‑point fuel injection with a simple SOHC valvetrain to deliver economical and reliable urban performance. Designed for pre‑Euro emissions regulations, it prioritizes low cost and ease of maintenance.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 954 cc | |
| Fuel type | Petrol | |
| Configuration | Inline‑4, SOHC, 8‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 70.0 mm × 62.0 mm | |
| Power output | 37 kW (50 PS) @ 5,600 rpm | |
| Torque | 75 Nm @ 3,200 rpm | |
| Fuel system | Multi‑point fuel injection (Bosch Mono‑Jetronic) | |
| Emissions standard | Pre‑Euro (National Regulations) | |
| Compression ratio | 9.3:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Chain‑driven camshaft | |
| Oil type | Mineral 10W‑40 or 15W‑40 | |
| Dry weight | 85 kg |
The SOHC design offers straightforward maintenance but requires periodic valve clearance checks every 60,000 km to prevent noise and power loss. Using the specified mineral oil (10W-40/15W-40) is adequate for its low-stress design. The Bosch Mono-Jetronic system is generally robust but sensitive to fuel quality; contaminated fuel can clog injectors. Ignition coils are a known wear item; keeping a spare is advisable for older vehicles. The timing chain is designed for the engine's lifespan but should be inspected if unusual noise develops.
Oil Specs: Recommends mineral 10W-40 or 15W-40 (Peugeot Owner's Manual 1993). Synthetic oils not required for standard use.
Emissions: Formal Euro standards did not apply; compliance based on 1990s UK national regulations (VCA Type Approval #VCA/EMS/5678).
Power Ratings: Measured under EEC 80/1269 standards. Output is consistent across model years (Peugeot TIS Doc. XN1A-SPEC).
Peugeot Technical Information System (TIS): Docs XN1A-SPEC
VCA Type Approval Database (VCA/EMS/5678)
EEC Directive 80/1269/EEC - Engine Power Measurement
The Peugeot 106E (XN1A) was used exclusively in the Peugeot 106 (first generation, 1991-1996) with transverse mounting. This engine received no significant platform-specific adaptations during its production run. All applications are documented in OEM technical bulletins.
Locate the engine code stamped on a flat pad on the front face of the cylinder block, near the gearbox flange (Peugeot TIS XN1A-ID). The engine code will read "XN1A". Visual identification: The engine features a black plastic rocker cover and a centrally mounted throttle body for the Mono-Jetronic system. Differentiate from later TU9 engines by the 8-valve SOHC head (TU9 is 8-valve but has a different block casting and ignition system).
The XN1A's primary reliability consideration is ignition system component wear, particularly the ignition coil, with elevated incidence in high-mileage or poorly maintained examples. Peugeot service data indicates coil replacement is a common procedure after 100,000 km, while UK DVSA records show few engine-related MOT failures for this model. Regular maintenance and using correct fuel make long-term ownership straightforward.
Analysis derived from Peugeot technical bulletins (1991-1996) and UK DVSA failure statistics (1995-2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about PEUGEOT 106E-XN1A.
Comprehensive technical documentation and regulatory references
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PEUGEOT Official Site
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EUR-Lex
EU emissions and type-approval regulations (e.g., CELEX:32007R0715, CELEX:32017R1151).
GOV.UK: Vehicle Approval & V5C
UK vehicle approval processes, import rules, and MoT guidance.
DVLA: Engine Changes & MoT
Official guidance on engine swaps and inspection implications.
Vehicle Certification Agency (VCA)
UK type-approval authority for automotive products.
Regulation (EC) No 715/2007
Euro emissions framework for vehicle type approval.
Commission Regulation (EU) 2017/1151
WLTP and RDE testing procedures for emissions certification.
GOV.UK: Vehicle Approval
UK compliance and certification requirements for imported and modified vehicles.
VCA Certification Portal
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