Details

Parent Category: Engines Makes

Category: Citroen Engines

Citroën M series petrol engine 

The Citroën M-series engine is an internal combustion automotive petrol engine developed and produced by Citroën from 1974 to 1991.

History

The M-series engine available in gasoline and four-stroke diesel with four in-line cylinders, cast iron block, water-cooled, fitted with a five-bearing crankshaft, with controlled lateral camshaft. by timing chain or cascade of pinions (for atmospheric diesel up to January 1984). It is capped by an aluminium cylinder head with eight valves controlled by manually adjustable rocker arms. 

The M series engine was fitted to the Citroën CX ,it  is an evolution of the original D series engine, used by Citroën DS and ID. They have notable differences. First of all, the block is designed for transverse installation, unlike the DS and ID where it was longitudinal, and the lower engine is revised accordingly in order to transmit traction to the front wheels. The direction of rotation of the motor is clockwise (distribution side), while the D series motor Turns counter clockwise. In addition, in order to house this block in the body of the CX, it is tilted 30 degrees forward to reduce the height under the hood. The first version marketed was the 2-liter petrol directly derived from the DS20 engine. The 2.2 and then 2.3 liters are subsequently added, derived from the DS21 and DS23 models. A 2.5-liter petrol will also make its appearance to replace the 2.3l. The 2.5 petrol will even be equipped with a turbo thereafter, first without an air-to-air exchanger (intercooler) then with an exchanger currently in production of the 2nd series .

Petrol engines

• 2 liters: Type M20 / 616, bore 86 mm, stroke 85.5 mm, for a total displacement of 1 985 cc. Powered by Weber double barrel carburetor, compression ratio increased to 9: 1. Maximum power 102 DIN hp at 6000 rpm, maximum torque 152 Nm.
• 2.2 liters: Type M22 / 617, retains the dimensions of the 2.2 D series engine with 90 mm bore and 85.5 mm stroke for a displacement of 2175 cc. Powered by Weber double-barrel carburetor, compression ratio 9: 1, power 112 hp DIN at 5500 rpm, maximum torque 167 Nm at 3500 rpm.
• 2.3-liter: Type M23, introduced in 1976, retains the dimensions of the 2.3 D-series engine with 93.5 mm bore and 85.5 mm stroke for a displacement of 2,347 cc. This engine was the only one of the “M series” to be powered either by a carburettor or by electronic injection:
• Carburettor version (Weber double-barrel): compression ratio 8.75: 1, maximum power 115 DIN hp at 5500 rpm, maximum torque 180 Nm at 2750 rpm. From 1980, this engine underwent a slight modification in order to improve performance: maximum power increased to 120 hp at 5500 rpm and torque reached 196 Nm at 2750 rpm.
• Bosch L-Jetronic multi-point injection version, type M23 / 622, introduced in 1977: compression ratio 9: 1, maximum power 128 hp DIN at 4800 rpm, maximum torque 197 Nm at 3600 rpm. Slight improvements from 1980: maximum power 130 hp, maximum torque 201 Nm.
• 2.5 liters: introduced in 1983, replaces 2347cm3. Compression ratio 8.75: 1, bore 93 mm, stroke 92 mm, displacement 2,500 cc. Fuel supply only by Bosch LE-Jetronic multi-point electronic injection. Maximum power 138 DIN hp at 5000 rpm, maximum torque 211 Nm at 4000 rpm. In the catalysed version, power and torque drop to 123 hp and 191 Nm respectively.
• 2.5 liters Turbo: Introduced in 1984, supercharged version of the 2500 cc, initially without air-air exchanger. The compression ratio goes down to 7.75: 1 to tolerate turbocharging by Garrett TO3 turbo with maximum pressure of 0.7 bar. Fuelled by Bosch LE-Jetronic multi-point injection, maximum power 168 DIN hp at 5000 rpm, maximum torque 294 Nm at 3250 rpm. These characteristics remain unchanged on paper with the arrival of the air / air exchanger and a compression ratio dropping to 8.5 / 1 in July 1986 (model year 87) which however allows a clear reduction in consumption at high speed and in the oil temperature under sustained use. On the catalysed version, power and torque drop to 160 hp and 275 Nm respectively.

Details

Parent Category: Engines Makes

Category: Citroen Engines

PSA Type X petrol engine

Peugeot-Renault-Citroën-Talbot  

 
The X engine (also known as the X block) is a four-stroke petrol internal combustion automotive engine. It is used by Peugeot, Renault, Citroën and Talbot cars from 1971-1987. Engine sizes from 950 to 1500 cc.

History

The X engine with 4 cylinders in line and 8 overhead valves, with overhead camshaft, chain distribution, aluminium block and cylinder head., water-cooled, fitted with a 5-bearing crankshaft, designed and manufactured by the Société Française de Mécanique for the PSA and Renault groups.

This engine has the Unusual feature of being tilted at 72 ° towards the rear with the gearbox placed under the block forming the casing. This Engine-gearbox lubrication is common for both. This unit has a typical engine-box transmission by so-called “triplet” gear train. The direction of rotation of this motor is clockwise (distribution side).

In 1969, the Régie Nationale des Usines Renault and the Société des Automobiles Peugeot, who decided to join forces to produce joint units, chose Douvrin to set up an engine production site. Objective announced: 6000 engines per day. In 1972, all the machining and assembly means were in place to give birth to the first engine in the history of Française de Mécanique, the X engine, common to Peugeot and Renault. The first engine in the history of the French Mechanics company is produced the October 15, 1971, this is the "X engine", it was officially presented on October 5, 1972 on the Peugeot 104.

At the beginning, Renault and Peugeot used the same engine types (French designations of Mechanics), in the 1980s, each used its own designations. The “X engine” of the X5J type (1360 cc) of the Renault 14 GTL (from 1982) is the only one to benefit from the new Renault designations. The designation of the engines is organized into 3 characters : a letter, a number, a letter (Example: C1J, X5J, F2N ...).

• The first letter designates the engine block: X (“X engine”) or C (“Cleon-Fonte engine”) ...;
• The number corresponds to the type of engine: 5 for gasoline hemispherical cylinder head, single barrel carburettor; 6 for gasoline hemispherical cylinder head, double barrel carburettor; ...
• The last letter corresponds to the displacement: G from 1150 to 1249 cc and J from 1350 to 1449 cc

This four-cylinder, overhead camshaft engine is transversely mounted with a 72 ° rearward tilt and drives the front wheels. The 4 displacements are obtained by increasing the bore and the stroke. The gearbox is also mounted transversely, in the axis of the engine and under it, the drive of the wheels being provided by a differential integrated in the box. A transfer gear housed in the clutch housing provides transmission between the engine and the gearbox. The housing, cylinder head, gear housing and clutch housing are made of aluminium alloy. The liners are removable and the aluminium pistons have two fire rings and an oil scraper ring. The valves are controlled by an overhead camshaft and rocker arms.

The camshaft also drives the igniter on the flywheel side. The timing gear at the other end of the camshaft has a separate eccentric boss that controls the fuel pump. The timing chain is driven by the crankshaft sprocket. The oil pump is driven by the pinion next to the timing pinion. This pump, mounted against the underside of the casing, is located under the timing cover. The crankshaft is carried by five bearings and the axial play is taken up by two thrust half-washers. The lower half-crankcase provides the connection between the engine and the gearbox. The engine and the gearbox use the same silentblocs. The engine is pressure lubricated with the integral relief valve oil pump mounted under the timing case cover. The pump is controlled by gears, by the crankshaft.

The oil from the pump passes through a gallery to the oil filter where it passes through the crankshaft bearing bearings, connecting rod bearings and transmission components. Another gallery coming out of the filter sends oil to the overhead camshaft and rocker arms. The cylinder head oil returns to the transfer gear case and then to the transmission oil pan. In addition to the replaceable oil filter cartridge mounted on the outside of the crankcase, there is also a mesh filter in the suction pipe of the oil pump, in the gearbox housing. The designation is composed as follows: the name of the engine consists of the X, a second letter designating the displacement and a number. These are engines whose displacement does not exceed 1360 cm³.

The “X engine” evolved to become the “TU engine” in 1986 at PSA, a block which appeared on the Citroën AX. The TU engine is intended to replace the “X engine”, as well as the original Simca-Talbot Poissy engine. Renault, for its part, abandoned this block in 1983 (used only on the Renault 14 in the 1,218 cc and 1,360 cc versions) by returning to the proven “Cleon-Fonte engine” for its Renault 9 and Renault 11.

Models equipped with this engine 

• Peugeot 104
• Renault 14
• Citroën Visa
• Citroën C15
• Citroën LN / LNA
• Talbot Samba
• Peugeot 205
• Citroën BX

Sports versions 

• Peugeot 104 S
• Peugeot 104 ZS / ZS2
• Talbot Samba Rally
• Citroën Visa Super X
• Citroën Visa GT / GT Tonic
• Citroën Visa Chrono
• Citroën Visa 1000 Tracks