Engine Peugeot EC5

The 1.6-liter Peugeot EC5 or NFP engine has been produced in Brazil and China since 2010 and is installed on such popular budget models of the concern as the C-Elysee, 301 or 408. This engine is essentially a modernization of the TU5JP4 unit and has a Flexible-fuel version of the EC5F.

Engines of the ET/EC family: ET3J4, EC5, EC8.

In 2010, the Peugeot concern introduced a budget engine for the developing countries market, which was created on the basis of the TU5JP4 unit and was distinguished by the presence of phase regulator at the intake. Otherwise, it is a similar engine with distributed fuel injection, a cast-iron block, an aluminum 16-valve block head with hydraulic lifters, a timing belt drive. The ignition coils here are made in a single unit, and the intake manifold is made of plastic.

In addition to Russia and China, this power unit has become widespread in Brazil and therefore there was a Flexible-fuel version, which is known as the EC5F or NFN index.

The engine was installed on:

  • Citroen C-Elysee I (R31) since 2012;
  • Citroen C4 Sedan II (B7) since 2012;
  • Peugeot 301 I (M33) since 2012;
  • Peugeot 408 I (T73) since 2014.

Specifications

Production years since 2010
Displacement, cc 1587
Fuel system distributed injection
Power output, hp 115
Torque output, Nm 150
Cylinder block cast iron R4
Block head aluminum 16v
Cylinder bore, mm 78.5
Piston stroke, mm 82
Compression ratio 10.8
Features no
Hydraulic lifters yes
Timing drive belt
Turbocharging no
Recommended engine oil 5W-30, 5W-40
Engine oil capacity, liter 4.2
Fuel type petrol
Euro standards EURO 4/5
Fuel consumption, L/100 km (for Peugeot 408 2017)
— city
— highway
— combined
9.7
5.8
7.1
Engine lifespan, km ~400 000
Weight, kg 124

Disadvantages of the Peugeot EC5 engine

  • The most famous engine problem is a weak catalytic converter, and if low-quality fuel is poured into the tank, it can fall apart already by a run of 100-150 thousand km. After removing the catalyst, oil consumption usually appears up to 1.5 liters per 1000 km.
  • Lubrication consumption for this unit may also appear with a fully working catalyst, since compared to the TU5 engine, there are thinner rings and they lie faster.
  • According to the regulations, the timing belt changes every 120,000 km, but it does not always serve so long and following the dealer’s recommendations can result in its breakage and bending of the valves.
  • Also, floating revolutions are regularly encountered due to contamination of the throttle assembly, and not very reliable ignition coils are combined here into a single and expensive unit.

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