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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).
Developed by PSA's engineering department, the TU5J4 — and its TU5JP4 variant — belongs to the family of sporty 1.6-litre 16-valve inline four-cylinder engines. Naturally aspirated, it combines a 78.5 mm bore with an 82 mm stroke for a displacement of 1,587 cc, and was built from 1995 to 2007. Its multi-valve cylinder head and compact architecture earned it a reputation as a lively engine, perfectly at home at high rpm.
It powers the group's sharpest versions: the Peugeot 106 S16 and 206 S16, the Citroën Saxo VTS and C2 VTS. Light and nimble, these compacts wrote the finest pages of the TU5 in rallying, on track and in hillclimb. Highly responsive to tuning — intake, exhaust, camshafts, even forced induction — it nonetheless pushes the stock rod to its limit as soon as power, rpm or cylinder pressure climb.
Forged from high-strength 4340 steel, these rods lock down the bottom end as soon as power rises. Designed for a 19.50 mm piston pin, they become essential when fitting forged pistons, chasing higher rpm, raising boost pressure or increasing displacement — all cases where the original rod reaches its limits.
Engineered to withstand the severe stresses of built engines, whether highly tuned naturally aspirated or forced induction, they perform across every discipline: rally, drift, drag, circuit, hillclimb and time attack. They suit Stage 2, Stage 3 and Stage 4+ builds, right up to full competition engines.
| Reference | Brand | Profile | Bolts | Pin diameter OEM 19.5 mm | Small-end width | Big-end diameter OEM n.p. | 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 use the stretch-gauge method as the reference for tightening; in all cases, the instructions supplied with the kit take precedence. The stated torque figures apply to assembly using 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 among the most heavily stressed components in the engine. The whole challenge lies in selecting the ARP grade that matches the real use of the build, then rigorously applying the specified installation 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 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 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 |
Sized for the 19.50 mm piston pin, these forged rods fit every vehicle powered by 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 stock bottom end fails — a broken, bent or twisted rod — returning to the factory configuration means replacing both rods and pistons, frequently damaged together. The bill rises quickly, for a mere restoration with no gain.
For a comparable budget, sometimes lower, pairing 4340 forged-steel rods with forged pistons delivers far greater reliability and safety margin, along with genuine room to raise power. This has been the choice of European engine builders for more than fifteen years.
For the same spend: more reliability, more potential and greater longevity.
