The Peugeot CFA (384F) is a 1,127 cc, inline‑four naturally aspirated petrol engine produced between 1972 and 1981. It features a cast — iron block, aluminium cylinder head, and a single overhead camshaft (SOHC) driven by a chain. In standard form it delivered 44 kW (60 PS), providing adequate performance for its era with a focus on simplicity and economy.
Fitted to models such as the 104, the CFA engine was engineered for compact, lightweight city cars. It prioritised fuel e…
Production years 1972–1981 meet applicable French emissions standards for passenger vehicles of that era (French DRIRE Type Approval #72/104A).
The Peugeot CFA (384F) is a 1,127 cc inline‑four naturally aspirated petrol engine engineered for compact city cars (1972-1981). It combines a robust cast-iron block with a chain-driven SOHC valvetrain to deliver predictable, economical performance. Designed to meet early 1970s French emissions standards, it prioritised mechanical simplicity and ease of maintenance.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,127 cc | |
Fuel type | Petrol | |
Configuration | Inline‑4, SOHC, 8‑valve | |
Aspiration | Naturally aspirated | |
Bore × stroke | 66.0 mm × 82.0 mm | |
Power output | 44 kW (60 PS) | |
Torque | 88 Nm @ 3,500 rpm | |
Fuel system | Single-barrel carburettor (Solex or Weber) | |
Emissions standard | Early 1970s French Standards | |
Compression ratio | 9.0:1 | |
Cooling system | Water‑cooled | |
Turbocharger | None | |
Timing system | Chain-driven | |
Oil type | Refer to vehicle handbook / manufacturer specification | |
Dry weight | 95 kg |
The Peugeot CFA (384F) was used exclusively in Peugeot's 104 platform with transverse mounting. This engine received minor platform-specific adaptations-optimised engine mounts and exhaust routing-with no major facelift revisions affecting core compatibility during its production run. All adaptations are documented in OEM technical bulletins.
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The CFA (384F)'s primary reliability risk is timing chain tensioner wear, with elevated incidence in vehicles exceeding recommended oil change intervals. PSA service data indicates a correlation between infrequent oil changes and premature tensioner failure, while owner club data consistently cites this as a common maintenance item. Adherence to the 10,000 km oil change schedule makes proactive maintenance critical.
Analysis derived from PSA technical bulletins (1972-1981) and Peugeot 104 Owner's Club maintenance records (1975-1990). Repair procedures should follow manufacturer guidelines.
The most common questions about engine codes, what they mean, how to find them and how this database works
The CFA engine is fundamentally simple and robust, capable of lasting for many years with basic care. Its long-term reliability hinges on preventative maintenance, particularly regular oil changes to protect the timing chain and tensioner. Addressing carburettor and cooling system issues promptly will ensure continued smooth operation.
The most frequent issues are timing chain tensioner wear (leading to noise or timing jump), carburettor problems (flooding, sticking), hardening valve stem seals (causing blue smoke), and cooling system corrosion. These are well-documented in PSA technical bulletins like 72/104.
The 1.1L CFA (384F) petrol engine was used exclusively in the Peugeot 104 from 1972 to 1981. It was fitted to various trim levels including the Base, L, and GL models, producing 60 PS.
Yes, modest power gains are possible. Common upgrades include fitting a performance exhaust system, a twin-choke carburettor (like a Weber 32/34 DGEV), and a modified air filter. More significant power requires internal modifications. The engine responds well to tuning but its age means supporting components should be checked.
Official combined figures from the era are around 6.5-7.5 L/100km. Real-world economy for mixed driving is typically 7.0-9.0 L/100km, depending on the model, driving style, and condition of the carburettor. It was considered very economical for its time.
No. The CFA (384F) is a non-interference design. If the timing chain were to break or slip, the pistons would not contact the open valves. While this prevents catastrophic engine damage, the engine will still stop running and require repair.
The engine was designed for mineral-based oils meeting API SC/SD specifications, typically in 10W-30 or 15W-40 viscosity for temperate climates. Modern semi-synthetic oils meeting the same API specifications are suitable. Always refer to the owner's manual for the specific recommendation for your climate and model year.
Comprehensive technical documentation and regulatory references
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Regulatory Stability
EU regulations are referenced using CELEX identifiers for long-term stability.
EUR-Lex
EU emissions and type-approval regulations (e.g., CELEX:32007R0715, CELEX:32017R1151).
GOV.UK: Vehicle Approval & V5C
UK vehicle approval processes, import rules, and MoT guidance.
DVLA: Engine Changes & MoT
Official guidance on engine swaps and inspection implications.
Vehicle Certification Agency (VCA)
UK type-approval authority for automotive products.
Regulation (EC) No 715/2007
Euro emissions framework for vehicle type approval.
Commission Regulation (EU) 2017/1151
WLTP and RDE testing procedures for emissions certification.
GOV.UK: Vehicle Approval
UK compliance and certification requirements for imported and modified vehicles.
VCA Certification Portal
Type-approval guidance and documentation.
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