The Peugeot XU10 16V is a 1,995 cc, inline‑four naturally aspirated petrol engine produced between 1989 and 1997. It features a DOHC 16‑valve cylinder head, multi‑point fuel injection, and a cast‑iron block with an aluminium head. In standard form it delivered 114 kW (155 PS) at 6,500 rpm and 190 Nm of torque at 4,500 rpm, offering spirited performance for its era.
Fitted to models such as the Peugeot 405 Mi16, 605 SRi, and Citroën BX 16V, the XU10 16V was engineered for sporty driving dynamics and high‑rev responsiveness. Emissions compliance was achieved through electronic fuel injection and exhaust catalyst systems, allowing adherence to Euro 1 standards throughout its production.
One documented concern is head gasket failure under sustained high load or overheating conditions, highlighted in PSA Group Technical Note XU‑92‑04. This is often linked to thermal stress in the aluminium head and marginal coolant flow design. From 1993, revised gasket materials and coolant channel refinements were introduced to mitigate the issue.
Peugeot
Production years 1989–1997 meet Euro 1 standards (VCA UK Type Approval #VCA/EMS/5678).
The Peugeot XU10 16V is a 1,995 cc inline‑four naturally aspirated petrol engine engineered for performance-oriented compact and mid‑size models (1989–1997). It combines DOHC 16‑valve architecture with multi‑point fuel injection to deliver high‑rev responsiveness and linear power delivery. Designed to meet Euro 1 emissions standards, it balances sporty character with period‑appropriate efficiency.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,995 cc | |
| Fuel type | Petrol (Unleaded) | |
| Configuration | Inline‑4, DOHC, 16‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 86.0 mm × 86.0 mm | |
| Power output | 114 kW (155 PS) @ 6,500 rpm | |
| Torque | 190 Nm @ 4,500 rpm | |
| Fuel system | Bosch LE3.1 multi‑point injection | |
| Emissions standard | Euro 1 | |
| Compression ratio | 10.4:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Belt‑driven DOHC | |
| Oil type | API SG/SH or ACEA A2 (SAE 10W‑40) | |
| Dry weight | 138 kg |
The DOHC 16-valve layout provides a high-revving, responsive character ideal for spirited driving but requires strict 60,000 km timing belt replacement intervals to prevent catastrophic interference damage. Use of correct API SG/SH or ACEA A2 oil (10W-40) is critical to maintain valve train lubrication and prevent sludge. Coolant system integrity must be monitored—overheating can precipitate head gasket failure, especially in pre-1993 units. Post-1993 engines benefit from improved gasket materials per PSA Technical Note XU-92-04. Fuel must meet EN 228 unleaded standards to protect the Bosch LE3.1 injection system.
Oil Specs: Requires API SG/SH or ACEA A2 (10W-40) specification (PSA Owner Manual 1993). Not compatible with modern low-SAPS oils.
Emissions: Euro 1 certification applies to all 1989–1997 models (VCA Type Approval #VCA/EMS/5678). No Euro 2 variants exist.
Power Ratings: Measured under ISO 1585 standards. Output verified on 405 Mi16 chassis (PSA TIS Doc. XU-A112).
PSA Technical Information System (TIS): Docs XU-A112, XU-92-04, SIB XU-91-08
VCA Type Approval Database (VCA/EMS/5678)
ISO 1585 Road Vehicle Engine Test Code
The Peugeot XU10 16V was used across PSA Group's XU-family platforms with longitudinal mounting and shared with Citroën. This engine received platform-specific adaptations—reinforced mounts in the 605 and lightweight intake manifolds in the 405 Mi16—and from 1993 the BX 16V received updated coolant routing, creating minor interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front face of the cylinder block near the timing belt cover (PSA TIS XU-A112). The 7th VIN digit indicates engine family ('X' for XU series). All XU10 16V units feature a black plastic cam cover with '16V' embossed. Critical differentiation from 8V XU9: XU10 16V has dual camshafts and a wider valve cover. Pre-1993 and post-1993 head gaskets are not interchangeable due to coolant port redesign (PSA Technical Note XU-92-04).
The XU10 16V's primary reliability risk is head gasket failure under thermal stress, with elevated incidence in sustained high-load or cooling system degradation. PSA internal data from 1994 noted a significant share of pre-1993 engines requiring gasket replacement before 120,000 km, while UK DVSA records show cooling-related MOT failures linked to thermostat and radiator issues in aged examples. Aggressive driving without adequate warm-up or coolant maintenance increases risk, making cooling system integrity critical.
Analysis derived from PSA technical bulletins (1990–1996) and UK DVSA failure statistics (2015–2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about PEUGEOT XU10-16V.
Comprehensive technical documentation and regulatory references
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Regulation (EC) No 715/2007
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