The Peugeot TU3 is a 1,360 cc, inline‑four naturally aspirated petrol engine produced between 1986 and 2002. It features a single overhead camshaft (SOHC), 8 valves, and multi-point fuel injection in later variants. In standard form it delivers 55–66 kW (75–90 PS) and 110–120 Nm of torque, providing dependable urban performance with mechanical simplicity.
Fitted to models such as the Peugeot 106 (XD2), 205, 306, and Citroën Saxo and AX, the TU3 was engineered for affordability, ease of service, and fuel-efficient city driving. Emissions compliance was progressively enhanced through electronic fuel injection and catalytic converters, with later versions meeting Euro 2 standards.
One documented concern is distributor drive gear wear in early carburetted versions, which could lead to ignition timing drift. This issue was addressed in PSA Service Bulletin 8921.B, which recommended revised gear materials and lubrication paths from 1994 onward.
Production years 1986–1996 meet Euro 1 standards; 1997–2002 models comply with Euro 2 (VCA UK Type Approval #VCA/EMS/2345).
The Peugeot TU3 is a 1,360 cc inline‑four naturally aspirated petrol engine engineered for compact city cars (1986–2002). It combines SOHC architecture with multi-point fuel injection (in later variants) to deliver reliable low-end torque and straightforward maintenance. Designed to meet Euro 1 and Euro 2 emissions standards, it balances economy with mechanical robustness.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,360 cc | |
| Fuel type | Petrol | |
| Configuration | Inline‑4, SOHC, 8‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 77.0 mm × 77.0 mm | |
| Power output | 55–66 kW (75–90 PS) | |
| Torque | 110–120 Nm @ 3,000–4,000 rpm | |
| Fuel system | Carburettor (early); Bosch MPFI (later) | |
| Emissions standard | Euro 1 (pre‑1997); Euro 2 (1997–2002) | |
| Compression ratio | 9.4:1–10.0:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Belt‑driven camshaft | |
| Oil type | PSA B71 2290 (SAE 10W‑40 mineral or semi-synthetic) | |
| Dry weight | 98 kg |
The TU3’s SOHC layout offers mechanical simplicity and easy servicing but requires strict 60,000 km timing belt replacement intervals to prevent catastrophic interference damage. Early carburetted units are prone to distributor drive wear; post-1994 MPFI variants eliminate this with distributorless ignition. Use of PSA B71 2290 (10W-40) oil is recommended—synthetic oils are unnecessary and may increase consumption in worn engines. Fuel must meet EN 228 standards; ethanol blends above E5 accelerate carburettor corrosion in pre-injection models. Regular valve clearance checks (every 120,000 km) are essential due to mechanical tappets.
Oil Specs: Requires PSA B71 2290 (10W-40) specification (PSA SIB 8921.B). Mineral or semi-synthetic oils only for pre-1997 units.
Emissions: Euro 1 applies to 1986–1996 models; Euro 2 compliance confirmed for 1997–2002 (VCA Type Approval #VCA/EMS/2345).
Power Ratings: Measured under UN ECE R85 standards. Output varies by induction system and model year (PSA TIS Doc. B10512).
PSA Technical Information System (TIS): Docs B10450, B10512, SIB 8921.B
VCA Type Approval Database (VCA/EMS/2345)
UN Regulation No. 85 – Engine Power Measurement
The Peugeot TU3 was used across PSA's XA/XD platforms with transverse mounting and shared with Citroën for economy-focused applications. This engine received platform-specific adaptations—revised engine mounts in the 106 and modified accessory brackets in the Saxo—and from 1997 the introduction of MPFI and Euro 2 compliance created minor ECU and wiring harness interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the left side of the block near the oil dipstick tube (PSA TIS B10470). The 7th VIN digit indicates engine family ('3' for TU3 series). Early carburetted units feature a black plastic distributor cap; MPFI variants (post-1994) use coil packs and lack a distributor. Critical differentiation from XU5/XU7: TU3 is 1.4L with SOHC and 8 valves, while XU engines are 1.6L+ with DOHC. Service parts require production date verification—timing belt kits for pre-1997 engines differ in tensioner design (PSA SIB 8921.B).
The TU3's primary reliability risk is timing belt neglect in an interference layout, with elevated incidence in high-mileage or poorly maintained examples. PSA internal service data from 1999 indicated a sharp rise in cylinder head repairs after 70,000 km in vehicles missing belt changes, while UK DVSA MOT records show low emissions failure rates due to robust catalytic converter design. Infrequent maintenance and incorrect oil viscosity accelerate tappet wear, making scheduled servicing critical.
Analysis derived from PSA technical bulletins (1986–2002) and UK DVSA failure statistics (1998–2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about PEUGEOT 134-XD2.
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