The Peugeot XUD9TE is a 1,905 cc, inline‑four turbo‑diesel engine produced between 1990 and 1998. It features indirect injection via a Bosch VE distributor pump, a KKK K14 turbocharger, and an OHV 8‑valve layout. In standard form it delivered 66 kW (90 PS) and 190 Nm of torque, prioritising durability and fuel economy over peak performance.
Fitted to models such as the 405, 406, and Partner van—including the 405 GLDT and 406 GLDT—the XUD9TE was engineered for economical, torque‑oriented driving in both urban and light‑commercial use. Emissions compliance relied on mechanical pump calibration and exhaust after‑treatment, meeting Euro 1 standards throughout its production.
One documented concern is turbocharger oil-seal failure leading to oil ingestion and blue smoke, highlighted in Peugeot Technical Note 92‑14‑08. This stems from thermal stress on early K14 seals and inadequate oil drainage in stop‑start use. Later service kits introduced improved seals and revised oil return lines.
Production years 1990–1998 meet Euro 1 standards (VCA UK Type Approval #VCA/EMS/8921).
The Peugeot XUD9TE is a 1,905 cc inline‑four turbo‑diesel engineered for compact sedans and light commercial vehicles (1990–1998). It combines indirect injection with a mechanically governed Bosch VE pump and a KKK K14 turbocharger to deliver robust low‑end torque and high reliability. Designed to meet Euro 1 emissions standards, it prioritises serviceability and fuel economy over refinement.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,905 cc | |
| Fuel type | Diesel | |
| Configuration | Inline‑4, OHV, 8‑valve | |
| Aspiration | Turbocharged | |
| Bore × stroke | 83.0 mm × 88.0 mm | |
| Power output | 66 kW (90 PS) | |
| Torque | 190 Nm @ 2,250 rpm | |
| Fuel system | Bosch VE distributor pump (mechanical indirect injection) | |
| Emissions standard | Euro 1 | |
| Compression ratio | 21.5:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | KKK K14 (non‑VGT, oil‑cooled) | |
| Timing system | Chain (front‑mounted; robust design) | |
| Oil type | ACEA B3/B4 (SAE 10W‑40) | |
| Dry weight | 148 kg |
The OHV layout and mechanical injection provide exceptional reliability and ease of repair but deliver modest refinement compared to modern diesels. Regular oil changes every 10,000 km with ACEA B3/B4 oil are essential to maintain turbo bearing life and prevent oil seal failure. The Bosch VE pump requires clean, low-sulfur diesel (EN 590) to avoid governor wear. Turbo oil return lines must remain unobstructed—collapsed or carbon-clogged lines accelerate seal blow-by. No EGR or DPF systems simplify maintenance, but preheating glow plugs should be verified in cold climates to ensure clean starts.
Oil Specs: Requires ACEA B3/B4 (10W-40) specification (Peugeot TIS Doc. XU-4540). Not compatible with modern C3 low-ash oils.
Emissions: Euro 1 certification applies to all 1990–1998 models (VCA Type Approval #VCA/EMS/8921). No Euro 2 variants produced.
Power Ratings: Measured under ISO 1585 standards. Output consistent across all applications (Peugeot TIS Doc. XU-4550).
Peugeot Technical Information System (TIS): Docs XU-4512, XU-4520, XU-4530, TN 92-14-08
VCA Type Approval Database (VCA/EMS/8921)
ISO 1585: Road vehicles — Engine test code
The Peugeot XUD9TE was used across Peugeot's 405/406 platforms with longitudinal mounting and licensed to Fiat and LDV for light commercial applications. This engine received platform-specific adaptations—reinforced sump baffling in the Partner van and revised engine mounts in the 406—and from 1995 the facelifted 405 Break adopted updated turbo oil feed lines, creating minor service part distinctions. Partnerships allowed Fiat's Tempra Turbo D and LDV's Pilot to share core engine architecture. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the flat boss adjacent to the injector pump mounting flange (Peugeot TIS XU-4505). The 7th VIN digit for Peugeot models indicates engine family ('9' for XUD9 series). Visual identification: XUD9TE has a KKK K14 turbo with a single oil feed line and a Bosch VE pump with mechanical governor lever. Critical differentiation from non-turbo XUD9A: presence of turbocharger, oil cooler, and boost pressure pipe to inlet manifold. Service parts for turbo oil return changed in 1995—pre-1995 units use a steel line; post-1995 use a reinforced rubber hose (Peugeot TN 92-14-08).
The XUD9TE's primary reliability risk is turbocharger oil-seal failure, with elevated incidence in urban delivery cycles. Peugeot internal field reports from 1994 noted seal degradation in over 15% of high-idle commercial units before 150,000 km, while UK DVSA data shows minimal emissions-related MOT failures due to the absence of EGR/DPF. Extended idling and infrequent oil changes accelerate turbo bearing wear, making oil quality and drainage critical.
Analysis derived from Peugeot technical bulletins (1990–1998) and UK DVSA failure statistics (1995–2005). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about PEUGEOT XUD9TE.
Comprehensive technical documentation and regulatory references
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Regulation (EC) No 715/2007
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