The Peugeot 405 T16 is a 1,905 cc, inline‑four turbocharged petrol engine produced between 1988 and 1992. It features a cast — iron block, aluminium cylinder head, dual overhead camshafts, and a Garrett T3 turbocharger, delivering 160 kW (200 PS) and 260 Nm of torque in road — going form. The engine’s high specific output was enabled by multi — point fuel injection and a forged rotating assembly, providing strong mid — range thrust for spirited road use.
Fitted exclusively to…
Production years 1988–1992 meet Euro 1 emissions standards (VCA UK Type Approval #VCA/EMS/405T).
The Peugeot 405 T16 is a 1,905 cc inline‑four turbocharged petrol engine engineered for high-performance homologation specials (1988–1992). It combines a forged bottom end with multi-point fuel injection and a single turbocharger to deliver rally-derived responsiveness. Designed to meet Euro 1 emissions standards, it balances motorsport heritage with road legality.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,905 cc | |
Fuel type | Petrol (95 RON minimum) | |
Configuration | Inline‑4, DOHC, 16‑valve | |
Aspiration | Turbocharged | |
Bore × stroke | 83.0 mm × 88.0 mm | |
Power output | 160 kW (200 PS) @ 6,000 rpm | |
Torque | 260 Nm @ 3,000 rpm | |
Fuel system | Bosch LE-Jetronic multi-point injection | |
Emissions standard | Euro 1 | |
Compression ratio | 8.0:1 | |
Cooling system | Water‑cooled with electric auxiliary fan | |
Turbocharger | Garrett T3 (fixed geometry) | |
Timing system | Toothed belt (DOHC, 100,000 km replacement) | |
Oil type | Peugeot 10W‑40 mineral/synthetic blend (API SG/CC) | |
Dry weight | 148 kg |
The Peugeot 405 T16 was used exclusively in Peugeot's P45 platform with longitudinal front-engine mounting and no licensed derivatives. This engine received a critical head gasket revision in 1990, creating parts interchange limits between early and late production. No cross-brand usage exists. All adaptations are documented in OEM technical bulletins.
The 405 T16's primary reliability risk is head gasket failure on early production engines, with elevated incidence in high-ambient or track use. Peugeot internal quality reports from 1989 noted a significant share of pre-1990 units requiring head resealing before 80,000 km, while UK DVLA data shows frequent MOT advisories for turbo oil leaks in surviving examples. Sustained high-load operation without thermal management makes gasket and turbo bearing longevity critical.
Analysis derived from Peugeot technical bulletins (1988–1992) and UK DVLA/DVSA historical records (1990–2005). 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
The 405 T16 is robust when maintained properly, but early engines (1988–1989) have known head gasket weaknesses. Post-1990 revisions improved reliability significantly. The turbo and timing belt require disciplined servicing. With correct oil, fuel, and cooldown habits, it can deliver long service life, though it’s best suited for enthusiast use rather than daily commuting.
Top issues include head gasket failure (pre-1990), turbo oil seal leaks, timing belt tensioner wear, and fuel pressure regulator diaphragm rupture. These are well-documented in Peugeot Technical Bulletin PS-TB-89-03 and TIS service procedures. Regular inspection of vacuum lines and coolant condition is essential.
Only the Peugeot 405 T16 and Mi16 T16 (1988–1992) use this specific turbocharged XU9 variant. It was a homologation engine for Group A rallying and was never fitted to other Peugeot models or shared with other manufacturers. Production was limited to approximately 1,000 units.
Yes. The forged internals and low compression allow safe power increases. Stage 1 remaps or boost controller adjustments can yield 220–230 PS. Upgraded intercooler, exhaust, and fuel system support 250+ PS. However, head gasket integrity must be verified before tuning, especially on early engines.
Real-world consumption is 10–12 L/100km (24–28 mpg UK) in mixed driving. Under spirited use, it can exceed 15 L/100km. The Bosch LE-Jetronic system is less efficient than modern direct injection, but the engine’s torque allows relaxed cruising at lower RPMs on highways.
Yes. The XU9 T16 is an interference design. If the timing belt fails or skips teeth, pistons will contact open valves, causing severe internal damage. Strict adherence to the 100,000 km or 5-year belt replacement interval is critical.
Peugeot originally specified 10W-40 mineral/synthetic blend meeting API SG/CC (Peugeot Lubricants Spec PS-LS-88). Modern ACEA A3/B4 10W-40 or 5W-40 synthetic oils are acceptable and offer better high-temperature protection for the turbo bearings.
Comprehensive technical documentation and regulatory references
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DVLA: Engine Changes & MoT
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Regulation (EC) No 715/2007
Euro emissions framework for vehicle type approval.
Commission Regulation (EU) 2017/1151
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