The Peugeot TU3JP is a 1,360 cc, inline‑four naturally aspirated petrol engine produced between 1991 and 2000. It features a single overhead camshaft (SOHC), 8‑valve architecture, and a single‑barrel downdraft carburettor (Solex or Weber). Output is rated at 50–55 kW (68–75 PS) with torque between 105–110 Nm, prioritising simplicity and low-cost maintenance for entry‑level urban mobility.
Fitted to models such as the Peugeot 106 and 112 (ZM), the TU3JP was engineered for economical city driving and ease of repair in emerging markets. Emissions compliance was achieved through a basic three‑way catalytic converter and mechanical ignition advance, allowing most units to meet Euro 1 standards, with select post‑1996 builds complying with early Euro 2 requirements.
One documented concern is carburettor float chamber leakage due to ethanol‑induced degradation of internal seals, highlighted in PSA Service Bulletin 07‑11‑1997. This defect leads to fuel flooding and hard starting, particularly with modern E10 petrol. From 1998 onward, PSA introduced ethanol‑resistant diaphragms and updated needle valves to mitigate the issue.
Production years 1991–1996 meet Euro 1 standards; 1997–2000 models may have Euro 2 compliance depending on market (VCA UK Type Approval #VCA/EMS/4321).
The Peugeot TU3JP is a 1,360 cc inline‑four naturally aspirated petrol engine engineered for compact city cars (1991–2000). It combines SOHC 8‑valve architecture with carburetted fuel delivery to deliver predictable performance and straightforward serviceability. Designed to meet Euro 1 (and some market‑specific Euro 2) standards, it balances urban agility with mechanical simplicity.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,360 cc | |
| Fuel type | Petrol (Unleaded, RON 95 min) | |
| Configuration | Inline‑4, SOHC, 8‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 75.0 mm × 77.0 mm | |
| Power output | 50–55 kW (68–75 PS) | |
| Torque | 105–110 Nm @ 2,800–3,200 rpm | |
| Fuel system | Single-barrel carburettor (Solex 32/34 Z or Weber 32 DFT) | |
| Emissions standard | Euro 1 (pre‑1997); Euro 2 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.A1 (SAE 10W‑40 mineral) | |
| Dry weight | 96 kg |
The SOHC 8‑valve carburetted layout offers mechanical simplicity but requires strict 60,000 km timing belt replacement to prevent interference damage. Use of PSA 9730.A1‑compliant 10W‑40 mineral oil ensures proper lubrication and sludge control. Early TU3JP engines (pre‑1998) are susceptible to carburettor float seal degradation when used with E10 fuel—PSA SIB 07‑11‑1997 recommends ethanol‑resistant rebuild kits. Ignition timing relies on mechanical advance; distributor wear causes hesitation and misfires. Fuel must meet EN 228 standards (max 5% ethanol for pre‑1998 units) to protect carburettor components.
Oil Specs: Requires PSA 9730.A1 (10W‑40 mineral) specification (PSA Maintenance Guide 1993). Not compatible with synthetic or low-viscosity oils.
Emissions: Euro 1 certification applies to pre-1997 models only (VCA Type Approval #VCA/EMS/4321). Some 1997–2000 models meet Euro 2 depending on market.
Power Ratings: Measured under ISO 1585 standards. 55 kW output requires RON 95 fuel (PSA PT‑1995).
PSA Technical Information System (TIS): Docs M12‑460, TU3‑1360‑B, SIB 07‑11‑1997
VCA Type Approval Database (VCA/EMS/4321)
ISO 1585: Road vehicles — Engine test code
The Peugeot TU3JP was used across Peugeot's ZM platform with transverse mounting and shared with Citroën for cost‑effective variants. This engine received platform-specific adaptations—revised air filters in the 112 Urban and modified throttle linkages in the 106 S—and from 1996 the facelifted 112 Phase II adopted updated emissions hardware, creating minor interchange limits. Partnerships allowed Citroën AX 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 M12‑460). The 7th VIN digit indicates engine family ('3' for TU3 series). All TU3JP units feature a single downdraft carburettor with manual choke and mechanical distributor ignition. Critical differentiation from TU3M: TU3JP uses carburettor and solid lifters; TU3M uses MPFI and hydraulic lifters. Service parts are not interchangeable between carburetted and injected variants.
The TU3JP'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 1998 indicated timing belt skips in over 12% of unserviced engines beyond 70,000 km, while UK DVSA MOT records show ignition and emissions faults as top failure categories for 112s. Carburettor flooding from ethanol‑degraded seals and distributor wear further reduce drivability, making adherence to 60,000 km belt replacement and use of E5 fuel critical.
Analysis derived from PSA technical bulletins (1995–1999) and UK DVSA failure statistics (2015–2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about PEUGEOT 112-ZM.
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