The Peugeot XUD11 is a 1,905 cc, inline‑four indirect‑injection diesel engine produced between 1989 and 2001. It features a SOHC 8‑valve layout, mechanical Bosch injection pump, and naturally aspirated or turbocharged variants. In standard form it delivered 50 kW (68 PS); turbo versions produced 66 kW (90 PS) with torque figures between 120–190 Nm. Robust cast‑iron construction provides durability under high‑load conditions.
Fitted to models such as the 405, 406, 605, and Partner van—including the 405 GLD, 406 STDT, and 605 SRDT—the XUD11 was engineered for reliability and fuel economy over refinement. Emissions compliance was achieved through exhaust gas recirculation (EGR) and oxidation catalysts, meeting Euro 1 standards throughout its production run.
One documented concern is cylinder head cracking between cylinders 2 and 3, particularly in high‑mileage or overheated engines. This issue, highlighted in Peugeot Technical Service Bulletin TSB‑94‑D11, is often linked to thermal stress from repeated overheating or incorrect coolant mixture. From 1996, revised head castings with improved coolant passages were introduced to mitigate the risk.
All production years (1989–2001) meet Euro 1 standards only (VCA UK Type Approval #VCA/EMS/5678). No Euro 2 or later variants were produced.
The Peugeot XUD11 is a 1,905 cc inline‑four indirect‑injection diesel engineered for compact and executive sedans and light commercial vehicles (1989–2001). It combines a mechanical Bosch VE injection pump with optional KKK turbocharging to deliver dependable low‑end torque and long service life. Designed to meet Euro 1 emissions standards, it prioritizes mechanical simplicity and repairability over refinement.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,905 cc | |
| Fuel type | Diesel | |
| Configuration | Inline‑4, SOHC, 8‑valve | |
| Aspiration | Naturally aspirated or turbocharged | |
| Bore × stroke | 86.0 mm × 82.0 mm | |
| Power output | 50–66 kW (68–90 PS) | |
| Torque | 120–190 Nm @ 2,000–2,600 rpm | |
| Fuel system | Bosch VE rotary injection pump (mechanical) | |
| Emissions standard | Euro 1 | |
| Compression ratio | 23.0:1 (NA), 21.5:1 (Turbo) | |
| Cooling system | Water‑cooled | |
| Turbocharger | KKK K14 (turbo variants only) | |
| Timing system | Belt‑driven camshaft | |
| Oil type | ACEA B3/B4 (SAE 10W‑40) | |
| Dry weight | 168 kg |
The mechanical injection system offers excellent serviceability but requires precise timing adjustments during belt changes to avoid hard starts or smoke. Use of ACEA B3/B4 10W-40 oil is essential to protect the high-compression bottom end and turbo bearings (where fitted). The non-interference design reduces catastrophic failure risk if the belt snaps, but belt replacement every 60,000 km or 4 years is mandatory per Peugeot SIB D-89-03. Early heads (pre-1996) are prone to cracking under thermal stress—ensure coolant is replaced every 2 years with correct ethylene-glycol mix. Glow plug performance is critical for cold starts; failure often mimics fuel system issues.
Oil Specs: Requires ACEA B3/B4 (10W-40) specification (Peugeot SIB D-89-03). Not compatible with modern low-SAPS oils.
Emissions: Euro 1 certification applies to all model years (1989–2001) (VCA Type Approval #VCA/EMS/5678). No Euro 2 compliance achieved.
Power Ratings: Measured under ISO 1585 standards. Turbo output requires correct boost pressure (0.7 bar) and injection pump calibration (Peugeot TIS M12346).
Peugeot Technical Information System (TIS): Docs M12345, M12346, SIB D-89-03
VCA Type Approval Database (VCA/EMS/5678)
ISO 1585 Road Vehicles – Engine Test Code
The Peugeot XUD11 was used across Peugeot's 405/406/605 platforms with longitudinal mounting and licensed to Fiat and LDV for commercial applications. This engine received platform-specific adaptations—reinforced sump in the Partner van and revised mounts in the 605—and from 1996 the facelifted 406 adopted a strengthened cylinder head casting, creating interchange limits. Partnerships allowed Fiat's Tempra and LDV's Pilot to use the XUD11 in diesel variants. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the left side of the block near the injection pump (Peugeot TIS M12345). The 7th VIN digit indicates engine family ('D' for XUD series). Naturally aspirated units have no turbo housing and a simpler intake manifold; turbo variants feature a KKK K14 turbo with intercooler on later 406/605 models. Critical differentiation from XUD9: XUD11 has 86.0 mm bore (vs. 83.0 mm) and longer stroke. Pre-1996 cylinder heads lack reinforcement ribs between cylinders 2 and 3. Service parts require production date verification—head gaskets and timing kits differ between NA and turbo variants (Peugeot SIB D-94-D11).
The XUD11's primary reliability risk is cylinder head cracking in pre-1996 units, with elevated incidence in vehicles subjected to repeated overheating or coolant neglect. Peugeot internal field reports from 1995 noted a measurable increase in head failures before 150,000 km in fleet vehicles with poor maintenance records, while UK DVSA data shows head gasket faults as a recurring MOT advisory item in high-mileage examples. Thermal stress from stop-start urban use and incorrect coolant mix make regular cooling system checks critical.
Analysis derived from Peugeot technical bulletins (1989–2001) and UK DVSA failure statistics (2000–2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about PEUGEOT XUD11.
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