The Peugeot 170 (XN1T) is a 954 cc, inline‑four naturally aspirated petrol engine produced between 1996 and 2003. 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 outputs of 37 kW (50 PS) and 75 Nm, prioritizing low running costs and reliability for city driving.
Fitted primarily to the Peugeot 106 (Phase 2), this engine was engineered for econ…
Production years 1996–2003 meet Euro 2 standards (VCA UK Type Approval #VCA/EMS/6789).
The Peugeot 170 (XN1T) is a 954 cc inline‑four naturally aspirated petrol engine engineered for supermini applications (1996-2003). It combines multi‑point fuel injection with a simple SOHC valvetrain to deliver economical and reliable urban performance. Designed to meet Euro 2 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 | Euro 2 | |
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 Peugeot 170 (XN1T) was used exclusively in the Peugeot 106 (second generation, 1996-2003) with transverse mounting. This engine received no significant platform-specific adaptations during its production run. All applications are documented in OEM technical bulletins.
The XN1T'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 (1996-2003) and UK DVSA failure statistics (2000-2023). Repair procedures should follow manufacturer guidelines.
The most common questions about engine codes, what they mean, how to find them and how this database works
Yes, the XN1T engine is renowned for its simplicity and durability when properly maintained. Its low power output and robust design mean it's rarely stressed. Key to longevity is regular oil changes, valve clearance checks, and using good quality fuel. Ignition coils are the most common wear item.
The most frequent issues are ignition coil failure causing misfires, clogged fuel injectors leading to poor running, and noisy tappets due to neglected valve clearance adjustments. Oil leaks from the rocker cover gasket are also common on older examples. These are well-documented in Peugeot service manuals.
The XN1T engine was used exclusively in the second-generation Peugeot 106, specifically in the 1.0 and 1.0 GE trim levels, from 1996 until 2003. It was not fitted to any other Peugeot or Citroën models, making it unique to the later 106.
Significant power gains are difficult due to its small displacement and restrictive 8-valve head. Minor improvements can be had from a performance air filter, exhaust, and ECU remap, but gains are typically under 5 kW. It's better suited to its role as an economical city car than a performance project.
Excellent for its era. Expect around 6.5 L/100km (city) and 4.5 L/100km (highway), translating to approximately 43 mpg UK (combined). Real-world figures often fall between 40-50 mpg UK, making it a very economical choice for urban commuting and short trips.
No. The XN1T is a non-interference engine. This means if the timing chain were to fail or jump, the pistons will not contact the valves. While this prevents catastrophic engine damage, a broken chain will still leave you stranded and require repair.
Peugeot originally specified a mineral 10W-40 or 15W-40 engine oil. While a good quality semi-synthetic 10W-40 can be used for added protection, a full synthetic is unnecessary. Regular changes (every 10,000 km or annually) are more important than the oil type for this engine.
Comprehensive technical documentation and regulatory references
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DVLA: Engine Changes & MoT
Official guidance on engine swaps and inspection implications.
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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.
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