The Peugeot TU1 is a 999 cc, inline‑three naturally aspirated petrol engine produced between 2005 and 2014. It features a single overhead camshaft (SOHC), 12‑valve layout, and sequential multi‑point fuel injection. In standard form it delivered 50 kW (68 PS) at 6,000 rpm and 93 Nm of torque at 3,600 rpm, providing adequate urban drivability with low fuel consumption.
Fitted to models such as the Peugeot 107 (XN2), Citroën C1, and Toyota Aygo, the TU1 was engineered for city driving with an emphasis on economy, low emissions, and compact packaging. Emissions compliance was achieved through precise fuel metering and a three‑way catalytic converter, allowing Euro 4 compliance across all production years.
One documented concern is premature wear of the exhaust camshaft lobe and tappet in early units, highlighted in PSA Service Bulletin 1305A. This issue stems from insufficient surface hardening during manufacturing. From 2008, PSA implemented revised camshaft metallurgy and updated tappet materials to resolve the defect.
All production years (2005–2014) meet Euro 4 standards (VCA UK Type Approval #VCA/EMS/5678).
The Peugeot TU1 is a 999 cc inline‑three naturally aspirated petrol engine engineered for city cars (2005–2014). It combines sequential multi‑point fuel injection with a compact SOHC valvetrain to deliver responsive low‑speed performance and frugal fuel use. Designed to meet Euro 4 emissions standards, it balances urban agility with serviceability.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 999 cc | |
| Fuel type | Petrol (Unleaded) | |
| Configuration | Inline‑3, SOHC, 12‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 75.0 mm × 75.5 mm | |
| Power output | 50 kW (68 PS) @ 6,000 rpm | |
| Torque | 93 Nm @ 3,600 rpm | |
| Fuel system | Sequential multi‑point injection (Bosch ME7.4.4) | |
| Emissions standard | Euro 4 | |
| Compression ratio | 11.0:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Belt‑driven camshaft | |
| Oil type | PSA 971‑B2 (SAE 5W‑30) | |
| Dry weight | 85 kg |
The SOHC valvetrain provides smooth idle and low-cost maintenance but requires strict 60,000 km timing belt replacement intervals to prevent catastrophic valve/piston contact. PSA 971‑B2 (5W‑30) oil is critical due to its anti-wear additives protecting the cam/tappet interface. Early engines (pre-2008) are prone to cam lobe wear—inspect during belt service. Use only EN 228-compliant unleaded petrol to avoid catalytic converter damage. Exhaust gas recirculation is not fitted, simplifying emissions diagnostics.
Oil Specs: Requires PSA 971‑B2 (5W‑30) specification (PSA SIB 1305A). Equivalent to ACEA A3/B4.
Emissions: Euro 4 certification applies to all TU1 engines (2005–2014) (VCA Type Approval #VCA/EMS/5678). No Euro 5 variants exist.
Power Ratings: Measured under ISO 1585 standards. Output consistent across all applications (PSA TIS Doc. TU1‑A12).
PSA Technical Information System (TIS): Docs TU1‑A12, SIB 1305A
VCA Type Approval Database (VCA/EMS/5678)
ISO 1585 Road Vehicles – Engine Test Code
The Peugeot TU1 was used across PSA's A‑segment platforms with transverse mounting and co‑developed with Toyota for the B‑Zippy project. This engine received platform-specific adaptations—revised engine mounts in the Peugeot 107 and modified accessory brackets in the Citroën C1—and from 2008 the camshaft metallurgy update, creating minor service part distinctions. Partnerships enabled Toyota Aygo to share the same powertrain. 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 TU1‑A12). The 7th VIN digit indicates engine displacement ('1' for 1.0L). Pre-2008 TU1 engines have a smooth cam cover; post-2008 units feature a ribbed cover. Critical differentiation from TU2: TU1 lacks variable valve timing (VVT) and uses a 3‑cylinder firing order. Timing belt kits are not interchangeable with later 1.2L EB2 engines due to different tensioner geometry (PSA SIB 1305A).
The TU1's primary reliability risk is exhaust camshaft lobe wear in early builds, with elevated incidence in high‑mileage or infrequently serviced vehicles. PSA internal data from 2009 indicated cam wear in a notable share of pre‑2008 engines before 100,000 km, while UK DVSA MOT records show low failure rates overall due to the engine’s simplicity. Infrequent oil changes and extended service intervals increase cam/tappet stress, making oil quality and adherence to 15,000 km intervals critical.
Analysis derived from PSA technical bulletins (2005–2012) and UK DVSA failure statistics (2010–2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about PEUGEOT 107-XV2.
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Regulation (EC) No 715/2007
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