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PARIS--(BUSINESS WIRE)--Regulatory News:

On Monday 4 July, the PSA Group (Paris:UG) unveiled the details of its new multi-brand aftermarket roadmap – one of the pillars of its Push to Pass strategic plan. The presentation was given to investors and directors of the 50 Group distribution hubs to be set up in France, Belgium and Luxembourg.

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In line with Push to Pass deployment, PSA Aftermarket aims to meet the needs of all types of international customers, regardless of their vehicle's brand or age, their chosen distribution channel (accredited or independent auto repair shop or the Internet), or their expectations in terms of services and price.

To this end, the Group has extended its spare parts offering to include:

• a range of parts from major original equipment manufacturers (OEMs) – a first for a carmaker;
• an expanded Eurorepar multi-brand range featuring 9,000 parts, to be launched worldwide;
• a conventional range of OEM parts for Group brands;
• mister-auto.com, which is available in 13 countries and already boasts more than one million customers.

Together, these solutions cover all the spare parts needs of independent auto repair shops, which will now be able to make orders and buy supplies from a single PSA multi-brand distribution hub. Fifty such hubs are currently being set up in France and Benelux, with a total of around 140 planned for launch throughout Europe.

In an increasingly competitive environment, the goal is to provide a market-leading auto parts distribution solution, complete with a delivery service that meets auto repair shops' expectations. Some of the 140 hubs will be set up within the Group's own PSA Retail network, while others will be entrusted to private investors. All will fulfil the necessary performance criteria for success in this new business.

To support its ambitions, the PSA Group is fast-tracking the development of its global multi-brand repair network, Euro Repar Car Service, which is particularly well positioned among pragmatic customers with vehicles of all brands.

Commenting on the roadmap, Jean-Baptiste de Chatillon, Chief Financial Officer of the PSA Group, said: 'This is a win-win project between the Group and investors, in terms of growth opportunities in a highly competitive market and in terms of profitability.The PSA Group has undeniable strengths, thanks not only to our logistics expertise, but also to our partner suppliers, who have readily joined us in this exciting adventure.'

Christophe Musy, Vice President, Parts and Services, said: 'The creation of this new business is a milestone for the PSA Group. We are launching a huge marketing offensive by shifting the focus of our offering from OEM parts and our three brands to something massively bigger, encompassing the entire independent auto repair market for all vehicles worldwide.'

About PSA Group
With its three world-renowned brands, Peugeot, Citroën and DS, the PSA Group sold 3 million vehicles worldwide in 2015. Second largest carmaker in Europe, the PSA Group recorded sales and revenue of €54 billion in 2015. The Group confirms its position of European leader in terms of CO₂ emissions, with an average of 104.4 grams of CO₂/km in 2015. With a fleet of 1.8 million connected vehicles on the road worldwide, the Group is on the cutting edge of innovation in this field, and is expanding its services as a mobility provider. It is also involved in financing activities (Banque PSA Finance) and automotive equipment (Faurecia). For more information, please visit groupe-psa.com/en

Communications Division - www.groupe-psa.com/en - +33 1 40 66 42 00 - @GroupePSA

The PSA TU engine is a family of small four-cylinder engines used in the Peugeot and Citroën range of cars. It was introduced in 1986 with the Citroën AX, replacing the X family, although it shared many components with its predecessor. The TU is available in either petrol or a naturally aspirated diesel variant, the latter called TUD.

The TU engine is distantly related to the older X-Type engine - sharing a similar overhead camshaft architecture, but the key differences are the belt drivencamshaft (the X is chain driven), and that the TU is mounted in a conventional upright position with a separate, end-on mounted transmission and unequal length drive shafts. The X engine, by comparison, had an integral transmission mounted on the side of the crankcase (giving rise to its popular nickname the 'suitcase engine'), sharing a common oil supply and was mounted almost lying flat on its side within the car.

The TU engine is/was used in the following cars:Citroën: AX, Saxo, C2, C3, C4, BX, ZX, Xsara, C15, Nemo and Berlingo. Peugeot: 106, 107, 205, 206, 207, 309, 306, 307, 405, Bipper, Partner and Hoggar, the Iranian Peugeot 405 and Pars as well as the Samand Soren and IKCO Runna.

The TUD engine was only used in 11 cars of which 6 were non-PSA models: the Citroën AX, Citroën Saxo, Citroën Xsara; Peugeot 106, Rover Metro/100-series, Nissan Micra, Maruti Suzuki Zen D/Di and Maruti Suzuki Esteem D/Di and IKCO Samand, and the Tata Indigo 1.4 TD. The Tata's is a smaller version of the TUD engine, based on the 1.5D.

PSA has now stopped production of original TU engines, although EC engines, closely related to the TU5 unit, are still in production for emerging markets such as China and Russia and available in both 1.6 and 1.8 liter versions.

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TU9[edit]

The TU9 was the entry-level version, used in a variety of cars including the Citroën AX, Saxo, Peugeot 205 and 106. It had a displacement of 1.0 L (954 cc), with a bore and a stroke of 70 mm × 62 mm (2.76 in × 2.44 in). Power was initially 45 PS (33 kW; 44 hp), but it was increased to 50 PS (37 kW; 49 hp) in 1992, with the adoption of central fuel injection and a catalytic converter. Production was stopped in the Citroën Saxo and Peugeot 106 with the introduction of Euro III in 2001.

TU1[edit]

The TU1 has a displacement of 1.1 L (1,124 cc), with a bore and a stroke of 72 mm × 69 mm (2.83 in × 2.72 in). Power was initially 55 PS (40 kW; 54 hp), but it was increased to 60 PS (44 kW; 59 hp) in 1992, with the adoption of central fuel injection and a catalytic converter. The introduction of Euro III led to the adoption of multi point injection, but power remained the same (although there was a small torque increase). This engine was the entry-level option in the Citroën C2 and C3 and Peugeot 206.

TU2[edit]

The TU2 has a displacement of 1.3 L (1,294 cc), with a bore and a stroke of 75 mm × 73 mm (2.95 in × 2.87 in). Power was initially 95 PS (70 kW; 94 hp), powering the Citroën AX Sport, but a slightly more powerful version of the TU24 was developed for the Peugeot 205 Rallye with a straighter intake manifold and slightly larger venturi size in the Weber carburetors. A new version with 100 PS (74 kW; 99 hp) was created in 1992 for the Peugeot 106 Rallye, with the adoption of a Magneti Marelli fuel injection system and a catalytic converter. This version in the 106 Rallye uses a different taller TU3 aluminum block to the TU24 (whose block is based on a TU1), different con rod lengths and pistons to the TU24. The aluminium heads also differ slightly in port size and shape with different camshafts. The valve sizes are very slightly different with the TU24 being 39.3 mm (1.55 in) Inlet / 31.2 mm (1.23 in) Exhaust. TU2J2 being 39.5 mm (1.56 in) Inlet and 31.4 mm (1.24 in) Exhaust with slightly thinner valve stems to the TU24.

TU3[edit]

The TU3 has a displacement of 1.4 L (1,360 cc), with a bore and a stroke of 75 mm × 77 mm (2.95 in × 3.03 in). This engine has been one of the most used by the PSA Group, with applications in superminis, compacts and midsize cars, including a stint in competition use in the Citroën AX GT Cup and the Citroën AX GTI Cup, held in many European countries throughout the early 1990s in both circuit racing and rallying.

In its early years, it was available with either a single or double barrel carburetor, with fuel injection introduced in 1990 for the AX GTI and 106 XSi, capable of delivering 100 PS (74 kW; 99 hp) at 6600 rpm. The carburated versions gave way to fuel injection in 1992, while the sports version was retired in 1996.

ET3[edit]

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A DOHC16-valve version of the 1360 cc TU3 with variable valve timing was introduced in 2004 with the Peugeot 206 Quiksilver Edition. However, this version was named ET3, possibly as a prelude for the new PSA/BMW Prince engine family.

TU5[edit]

The TU5 has a displacement of 1.6 L (1,587 cc), with a bore and a stroke of 78.5 mm × 82 mm (3.09 in × 3.23 in). It was initially available in 8- and 16-valve configuration, but only the DOHC 16V option remains. The block is made of cast iron and the head is aluminium. Power is 109 PS (80 kW; 108 hp) in most current applications, the same as the DV6 1.6 L Diesel engine, although a sporty 125 PS (92 kW; 123 hp) version is used to power the Citroën C2 VTS. The TU5 has been used in motorsports by both Citroën and Peugeot. This engine (JP+ version) was also installed in the Yugo Florida from 2002 until 2008.

The latest application is in the Citroën C-Elysée and Peugeot 301 where it is renamed as EC5. For the Chinese market the engine is named N6A 10FXA3A PSA and produces 88 PS (65 kW; 87 hp).

TU5 JP+ (NFV) and TU5 JP/L4 (NFT) are almost same engines, but with slight differences.

TUD3 and TUD5[edit]

The TUD was the diesel variant. An indirect injection diesel with mechanical pump (Bosch or Lucas variants depending on model and year). It initially used the alloy cylinder casings of the TU3 with stronger wet liners. This was thus called TUD3. In 1994 displacement was increased to 1.5 L (1,527 cc), with a bore and a stroke of 77 mm × 82 mm (3.03 in × 3.23 in), and the block recast in iron with bores directly in the block, the engine being renamed TUD5. Besides a number of applications in the PSA Group's supermini models (AX, Saxo, 106) and Citroën Xsara, it was sold to other automakers who did not possess small diesel engines, such as India's Maruti (who installed it in their Esteem and Zen) and the Rover Metro from 1993 until the end of production in 1997. It also powered the diesel version of the second generation of the Nissan Micra in Europe, which wasn't sold in the UK.

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See also[edit]

Sources[edit]

• Guide des moteurs Peugeot Citroën (in French)

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Act Tuning Psa Auto Auction