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1.6L 16v - TU5J4 TU5JP4
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1.6L 16v - TU5J4 TU5JP4
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Set of 4 forged 4340 steel connecting rods for Citroën / Peugeot 1.6L 16V TU5J4 / TU5JP4 (19.50 mm pin).
The TU5J4 and its TU5JP4 derivative make up PSA's family of 1.6-litre 16-valve four-cylinder sports engines. Naturally aspirated, it has a 78.5 mm bore and an 82 mm stroke (1,587 cc) and was produced from 1995 to 2007. Its multi-valve cylinder head and compact architecture give it a reputation as a lively, free-revving engine.
It powers the group's sportiest versions: Peugeot 106 S16 and 206 S16, Citroën Saxo VTS and C2 VTS. These light hatchbacks built the TU5's reputation in rallying, on track and in hillclimbing. Very responsive to tuning (intake, exhaust, camshafts, even forced induction), it quickly pushes the original rod to its limit as soon as power, engine speed or cylinder pressure rise.
Machined from high-strength 4340 steel, these forged connecting rods secure the bottom end as soon as power increases. They become essential when fitting forged pistons, raising the rev limit, increasing boost pressure or gaining displacement, all cases where the factory rod reaches its limits.
Designed to absorb the heavy loads of tuned engines (highly tuned naturally aspirated as well as forced-induction), they cover every discipline (rallying, drift, drag, circuit, hillclimb, time attack) and support Stage 2, Stage 3 and Stage 4+ builds, up to the full competition engine.
| Reference | Brand | Profile | Bolts | Pin diameter OEM 19.5 mm | Small-end width | Big-end diameter OEM 48.66 mm | Big-end width | Center-to-center OEM 133.6 mm | Weight per rod |
|---|---|---|---|---|---|---|---|---|---|
| R-CIT-001HL-19.50 | ZRP | H-Lite | ARP 2000-3/8"-38mm | 19.50 mm | 48.66 mm | 23.91 mm | 133.6 mm | 461 g | |
| R-CIT-001HL-L19-19.50 | ZRP | H-Lite | ARP L19-3/8"-38mm | 19.50 mm | 48.66 mm | 23.91 mm | 133.6 mm | 461 g | |
| R-CIT-001-I-19.50 | ZRP | I-HD | ARP 2000-3/8"-38mm | 19.50 mm | 48.66 mm | 23.91 mm | 133.6 mm | 498 g | |
| R-CIT-001-I-L19-19.50 | ZRP | I-HD | ARP L19-3/8"-38mm | 19.50 mm | 48.66 mm | 23.91 mm | 133.6 mm | 498 g |
| Rod | Bolts | Torque | Recommended stretch |
|---|---|---|---|
| ZRP (R-CIT-001HL-19.50) | ARP 2000 | 61 N·m | 0.140 – 0.152 mm |
| ZRP (R-CIT-001HL-L19-19.50) | ARP L19 | 67.8 N·m | 0.152 – 0.165 mm |
| ZRP (R-CIT-001-I-19.50) | ARP 2000 | 61 N·m | 0.140 – 0.152 mm |
| ZRP (R-CIT-001-I-L19-19.50) | ARP L19 | 67.8 N·m | 0.152 – 0.165 mm |
Manufacturers recommend the stretch-gauge method as the reference; the instructions supplied with the kit always take precedence. The torque figures correspond to assembly with ARP lubricant.
| 4340 steel is a nickel-chromium-molybdenum alloy steel used in both aerospace and motorsport. Forged then heat-treated (quenched and tempered), it combines high tensile strength, excellent fatigue life and real ductility. Compared with a factory rod (often made of sintered metal, optimised for mass-production cost), a 4340 forged rod gains roughly +19% yield strength, +8% tensile strength and above all +19 to +37% fatigue strength, i.e. a service life under cyclic loading several times longer. This is exactly what makes forged 4340 the reference material as soon as engine speed and load rise. |
 | H-Beam H-Lite profile (lightened H). The H section offers great rigidity and excellent resistance to bending and compression. Its H-Lite version cuts mass to limit inertia while keeping the strength of the H profile: a good compromise for torque- and reliability-oriented engines. |
 | I-Beam I-HD profile (reinforced I). The I-beam rod, with its thinner central section, is lighter: less inertia and freer revving, an asset on a lively engine like the TU5. Its I-HD (Heavy Duty) version reinforces the structure to handle higher loads without a weight penalty. |
The rod bolt is one of the most heavily stressed parts of the engine. The key is to match the ARP grade to the real use of the build, then to strictly follow the specified assembly torque and stretch.
 | ARP 2000 (tensile strength around 220,000 psi, i.e. ~1,517 MPa) is the high-performance standard. It covers builds up to 150 hp per cylinder in 5/16" or 200 hp per cylinder in 3/8", and up to 8,500 rpm. It is the most common grade in circuit, trackday, drift, rally, drag and hillclimb, valued for its strength, reliability and versatility, with no particular storage constraints. |
 | ARP L19 (tensile strength around 260,000 psi, i.e. ~1,793 MPa) targets engines pushed to the extreme: up to 200 hp per cylinder in 5/16" or 250 hp per cylinder in 3/8", and up to 10,000 rpm, under very high boost pressure, sustained high revs and high cylinder pressure. It is the choice for big-power builds: drag, drift, rally and circuit. Sensitive to corrosion and hydrogen embrittlement, it must be stored and fitted oiled, away from moisture. |
| Beyond torque tightening, measuring rod-bolt stretch remains the most reliable check for achieving correct preload. The measurement is taken with the bolt fitted: place the dial gauge (stretch gauge) on both ends of the bolt and read its actual stretch, which must match the recommended value (see the torque & stretch table above). This method removes the friction variations inherent to torque tightening and secures the assembly on heavily stressed engines. |
 | ZRP is a Greek brand of high-performance forged connecting rods, designed by Alex Drakos in Athens. Each rod is forged from 4340 steel, precision-machined and balanced to ±1 g to stay reliable at high rpm. On this TU5 application they are offered in H-Lite (lightened H) or I-HD (reinforced I) profile with ARP 2000 or L19 hardware, designed and inspected in Greece, and proven in rallying, on circuit and in drift. |
 | 1) Small end 2) Small-end diameter 3) Rod beam 4) Rod bolt 5) Big end 6) Rod nut / bolt 7) Rod cap 8) Big-end diameter 9) Center-to-center |
These forged connecting rods are compatible with all vehicles fitted with the 1.6 16V TU5J4 / TU5JP4 engine. The table below lists the Citroën and Peugeot models concerned.
| Brand | Model (chassis) | Engine code | Power | Years |
|---|---|---|---|---|
| Citroën | Saxo VTS | TU5J4 | 118 hp | 1996–2003 |
| Citroën | C2 VTS | TU5JP4S | 122 hp | 2004–2009 |
| Citroën | C2 1.6 16V | TU5JP4 | 109 hp | 2003–2010 |
| Citroën | C3 1.6 16V | TU5JP4 | 109 hp | 2002–2010 |
| Citroën | C4 1.6 16V | TU5JP4 | 109 hp | 2004–2011 |
| Citroën | Xsara 1.6 16V | TU5JP4 | 109 hp | 2000–2005 |
| Peugeot | 106 S16 | TU5J4 | 120 hp | 1996–2004 |
| Peugeot | 206 S16 | TU5JP4 | 109 hp | 2000–2009 |
| Peugeot | 207 1.6 16V | TU5JP4 | 109 hp | 2006–2013 |
| Peugeot | 307 1.6 16V | TU5JP4 | 109 hp | 2000–2009 |
| Peugeot | 308 1.6 16V | TU5JP4 | 109 hp | 2008–2014 |
OEM reference: 0603 86 (set of 4 rods).
When a factory bottom end fails (broken, bent or scored rod), going back to the OEM configuration means replacing rods and pistons, often damaged together. The bill climbs quickly, for a mere return to standard with no gain.
For a comparable, sometimes lower budget, fitting 4340 forged connecting rods together with forged pistons brings far greater reliability and a wider safety margin, plus real power-upgrade potential. It is the route chosen by European engine builders for over fifteen years.
For the same outlay: more reliability, more potential, more longevity.
