The Peugeot XUD7TE is a 1,905 cc, inline‑four turbo‑diesel engine produced between 1990 and 1998. It features an indirect injection (IDI) swirl-chamber design, mechanical Bosch VE distributor injection pump, and a KKK K14 turbocharger. Output ranged from 66 kW (90 PS) to 70 kW (95 PS) with torque of 180–210 Nm, providing robust low-end pull suited to light commercial and passenger applications.
Fitted to models such as the Peugeot 405, 605, and Partner Tepee, including variants like the 405 GRDT and 605 SRDT, the XUD7TE was engineered for durability, fuel economy, and ease of service in both urban and rural driving. Emissions compliance relied on basic exhaust aftertreatment, meeting Euro 1 standards throughout its production run.
One documented concern is premature turbocharger bearing wear due to oil coking under frequent short-trip use. This issue, referenced in Peugeot Technical Note 92‑14‑08, stems from inadequate oil drainage and cooling in stop-start cycles. From 1994, revised oil feed/return lines and updated gasket materials were introduced to mitigate heat soak damage.
All production years (1990–1998) meet Euro 1 emissions standards (VCA UK Type Approval #VCA/EMS/5678).
The Peugeot XUD7TE is a 1,905 cc inline‑four turbo‑diesel engineered for compact sedans and light vans (1990–1998). It combines indirect injection with a mechanical Bosch VE pump and KKK turbocharger to deliver strong low‑rpm torque and mechanical simplicity. Designed to meet Euro 1 standards, it prioritises serviceability and fuel economy over refinement.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,905 cc | |
| Fuel type | Diesel | |
| Configuration | Inline‑4, SOHC, 8‑valve | |
| Aspiration | Turbocharged | |
| Bore × stroke | 83.0 mm × 88.0 mm | |
| Power output | 66–70 kW (90–95 PS) | |
| Torque | 180–210 Nm @ 2,200–2,600 rpm | |
| Fuel system | Bosch VE mechanical distributor pump | |
| Emissions standard | Euro 1 | |
| Compression ratio | 21.5:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | KKK K14 (non‑wastegated) | |
| Timing system | Belt‑driven camshaft | |
| Oil type | ACEA B3 (SAE 10W‑40 mineral/synthetic blend) | |
| Dry weight | 148 kg |
The mechanical Bosch VE pump and KKK turbo provide predictable, repairable performance but require strict adherence to 7,500 km oil change intervals to prevent turbo bearing seizure and injector coking. ACEA B3 (10W-40) oil is essential due to its high detergent content for indirect-injection soot control. Extended idling or frequent short trips accelerate oil degradation and turbo heat soak. Pre-1994 engines should have oil feed/return lines upgraded per Peugeot Technical Note 92-14-08 to improve turbo longevity. No EGR or DPF systems simplify maintenance but limit emissions compliance to Euro 1 only.
Oil Specs: Requires ACEA B3 (10W-40) specification (Peugeot Owner Handbook 1993). Not compatible with modern low-SAPS oils.
Emissions: Euro 1 certification applies to all XUD7TE production (1990–1998) (VCA Type Approval #VCA/EMS/5678). No Euro 2 variants exist.
Power Ratings: Measured under ISO 1585 standards. Output varies slightly by model application (Peugeot TIS Doc. XUD‑T04).
Peugeot Technical Information System (TIS): Docs XUD‑T01, XUD‑T02, XUD‑T03, SIB 92‑14‑08
VCA Type Approval Database (VCA/EMS/5678)
ISO 1585: Road vehicles — Engine test code
The Peugeot XUD7TE was used across Peugeot's 405/605 platforms with longitudinal mounting and no external licensing. This engine received platform-specific adaptations—reinforced mounts in the 605 and modified exhaust routing in the Partner—and from 1994 the updated oil circuit design, creating minor interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the flat boss adjacent to the injection pump mounting flange (Peugeot TIS XUD‑T06). The 7th VIN digit is not engine-specific for this era; rely on physical stamping. Pre-1994 units have a single oil return line with rubber grommet; post-1994 feature a dual-line metal assembly. Critical differentiation from non-turbo XUD7: XUD7TE has a KKK turbo mounted on the exhaust manifold and a boost pressure pipe to the inlet. Turbo oil feed lines differ between early and late builds—verify part number against production date before replacement (Peugeot SIB 92‑14‑08).
The XUD7TE's primary reliability risk is turbocharger bearing failure due to oil coking, with elevated incidence in urban stop-start use. Peugeot internal field reports from 1993 noted a significant share of turbo replacements before 100,000 km in fleet vehicles, while UK DVSA data shows minimal emissions-related failures due to the absence of EGR/DPF. Short journeys and infrequent oil changes increase heat soak and sludge formation, making oil quality and interval adherence critical.
Analysis derived from Peugeot technical bulletins (1990–1998) and UK DVSA failure statistics (1995–2010). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about PEUGEOT XUD7TE.
Comprehensive technical documentation and regulatory references
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PEUGEOT Official Site
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EUR-Lex
EU emissions and type-approval regulations (e.g., CELEX:32007R0715, CELEX:32017R1151).
GOV.UK: Vehicle Approval & V5C
UK vehicle approval processes, import rules, and MoT guidance.
DVLA: Engine Changes & MoT
Official guidance on engine swaps and inspection implications.
Vehicle Certification Agency (VCA)
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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.
GOV.UK: Vehicle Approval
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VCA Certification Portal
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