| PSA XUD engine | |
| Configuration: | Inline-4 |
| Manufacturer: | PSA |
| Production: | 1982 - 2001 |
| Fueltype: | Diesel |
| Fuelsystem: | Indirect injection |
| Coolingsystem: | Water-cooled |
| Valvetrain: | SOHC 2 valves x cyl. or 3 valves x cyl. |
| Turbocharger: | With intercooler (some versions) |
| Management: | Lucas, Bosch |
| Emissions Control: | Catalytic converter |
| Displacement: | 1769cc 1905cc 2088cc 2138cc |
| Bore: | 802NaN2 832NaN2 852NaN2 862NaN2 |
| Stroke: | 882NaN2 922NaN2 |
| Power: | NaN0NaN0 |
| Weight: | 1570NaN0 |
The PSA XUD is a diesel engine designed and built by PSA - Peugeot and Citroën. It is an Indirect injection (IDI) engine, that uses a version of the Ricardo Consulting Engineers Ricardo Comet V prechamber cylinder head design.[1] The engine comes in 1769cc, 1905cc, and 2.1-liter displacements. The 2.1 has 12 valves, all displacements were built either naturally aspirated or turbocharged. The XUD was the predecessor to the HDI range of engines. Early HDi Engines were a PSA design, later 16-valve engines were jointly developed with Ford.
The XUD was available with either SOHC 8-valve or 12-valve heads. It was mainly applied transversally in front wheel drive vehicles, tilted by 30°. However, some applications in non-PSA vehicles had the engine installed longitudinally, with rear-wheel drive. The XUD is built in Citroën's plant in Trémery, near Metz.[1]
Displacement ranges between 1769and, and all XU diesel engines have a stroke of either 88or. The former was shared with the XU9. Bore sizes range from 80to, some of which are also shared with other XU engines.
Upon its release the engine was noted as one of the best diesel engines (for cars and light vans) in the world with its high power output and refinement it made all other diesel engines seem agricultural.[1] It was also particularly light, with a ready-to-run XUD9 weighing 1570NaN0, 15% less than a comparable diesel of the previous generation.[1]
The engine, because it is indirect injection, with a slower combustion burn time than direct injection, is suitable to run on SVO (pure vegetable oil). A feature of the Ricardo Comet pre-chamber design is that it makes the engine tolerant of low Cetane value fuels such as SVO.[2] The viscosity of vegetable oil when cold is too great for rotary injection pumps, (in particular the weaker Lucas CAV pump, the Bosch VE fuel pump is superior), preventing it from acting as a lubricant and increasing the workload on the distributor/rotary injection pump and damaging it. The Lucas EPIC pump fitted to the 2.1 L 12 valve turbo-diesel engine after 1995 is the weakest pump of all.[3]
The XUD7 has a displacement of 1769cc, with a bore and a stroke of NaN2NaN2. Output is 600NaN0 for the naturally aspirated version or 780NaN0 for the turbocharged model. An intercooled turbocharged version was introduced later, with 900NaN0 on tap. All are Diesel engines.
| Model | Output | Notes | Model of car |
|---|---|---|---|
| XUD7 T/K | Turbo | Peugeot 205 Dturbo,[4] Peugeot 309 XRDT/GRDT/SRDTurbo/GRX DT[5] | |
| XUD7 TE | Turbo with intercooler | Citroën BX TRD/TZD Turbo, Peugeot 405 Turbo, Honda Concerto TD, Rover 200 MK2 TD | |
| XUD7/K | Citroën C15D, Citroën BX RD, Peugeot 205, Citroën Xsara, Citroën Visa | ||
| XUD7/Z | catalyst |
The XUD9 has a displacement of 1905cc, with a bore and a stroke of NaN2NaN2. Both turbocharged and naturally aspirated versions were produced. Most turbocharged versions feature an intercooler, although a limited number of installations in the Citroën Xantia featured a Turbocharger without intercooler. Both engines also featured either a Bosch or a Lucas mechanical fuel pump and injectors. The engine version with the Bosch pump is known to have been run with vegetable oil. The original XUD9 engine is known as the "square port" engine, as its cylinder head has square exhaust ports. Later (and noticeably improved) XUD9A engines have oval ports.
PSA Group licensed a modified version of the naturally aspirated version of the engine with a catalytic converter designated the XUD9/Z to Hyundai which was rated at 50kw. It was used in the European specification of the Lantra (1996–1999).
| Model | Output | Notes | Model of car | |
|---|---|---|---|---|
| XUD9 | 650NaN0 | Diesel | Citroën BX, Peugeot 205 (export), Peugeot 305, Peugeot 309, Talbot Horizon, Talbot 1510 (Finland only) | |
| XUD9 A | 710NaN0 | Rover 200 Citroën Berlingo FSO Polonez Citroën BX Lada Niva LDV Pilot | ||
| XUD9 TE/L | 920NaN0 | Diesel turbo with intercooler | Citroën ZX Citroën Xsara Citroën Jumpy Peugeot 306 Peugeot 405 Peugeot Expert | |
| XUD9 SD | 630NaN0 | Diesel turbo catalyst | Suzuki Samurai | |
| XUD9 SD | 750NaN0 | Citroën Xantia Suzuki Baleno Lada Niva | ||
| XUD9 TE/Y | 900NaN0 | Diesel turbo with intercooler catalyst | Peugeot 406 Citroën XantiaCitroën ZX | |
| XUD9/Z | 680NaN0 | Diesel catalyst | Hyundai Lantra |
The XUD11 was available in two displacements:
Both were 12-valve SOHC engines with a 922NaN2 stroke. The naturally aspirated XUD11 A was bored to 862NaN2 for a total displacement of 2138cc, while the turbocharged ATE/BTE versions were reduced in bore to 852NaN2 for a total of 2088cc. The BTE engines used a Lucas EPIC (Electronically Programmed Injection Control) fuel pump, whereas the ATE engines used a Bosch injection pump with a throttle cable.[6]
| Model | Output | Notes | Model of car |
|---|---|---|---|
| XUD11 A | 830NaN0 | Diesel 12-valve SOHC | Citroën XM, Peugeot 605 |
| XUD11 ATE | 1100NaN0 | Diesel 12-valve SOHC turbo | Citroën XM |
| XUD11 BTE | Diesel 12-valve SOHC turbo catalyst | Peugeot 406, Peugeot 605, Citroën Xantia |
The engine has been installed into the following vehicles:-