Peugeot 205 - Manual (Page 40)

Torque wrench settings Nm lbf ft
Engine mounting nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 25
Oil pump screws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 5
Cylinder head bolts:
Stage 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 37
Stage 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 57
Chain tensioner bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 5
Camshaft sprocket bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 54
Timing chain cover bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 5
Crankshaft pulley nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 65
Flywheel bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 49
Rocker cover bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 5
1 General information
How to use this Chapter
This Part of Chapter 2 describes those
repair procedures that can reasonably be
carried out on the XV, XW and XY series
engines while they remain in the car. If the
engine has been removed from the car and is
being dismantled as described in Part D, any
preliminary dismantling procedures can be
ignored. Refer to Part B and C for information
on the XU series and TU series engines.
Part D describes the removal of the
engine/transmission from the vehicle, and the
full overhaul procedures that can then be
carried out.
Engine description
One of three different capacity engines in
this series may be fitted, the difference in
displacement being achieved by increasing
the bore and stroke. The engine, which has
four cylinders and an overhead camshaft, is
mounted transversely, driving the front
wheels, and it is inclined to the rear at an
angle of 72° from vertical.
The manual transmission is also mounted
transversely in line with and below the engine,
and the final drive to the roadwheels is via the
differential unit which is integral with the
transmission. Drive from the engine to the
transmission is by means of transfer gears
which are separately encased in the clutch
housing.
The crankcase, cylinder head, gearcase
and clutch housing are all manufactured from
aluminium alloy. Removable wet cylinder
liners are fitted; the aluminium pistons each
have two compression rings and one oil
control ring. The valves are operated by the
single overhead camshaft via rocker arms.
The camshaft drives the distributor at the
flywheel end. The timing sprocket, located at
the other end of the camshaft, incorporates a
separate eccentric lobe which actuates the
fuel pump. The timing chain is driven from the
crankshaft sprocket. Next to the timing chain
sprocket is the gearwheel which drives the oil
pump. This is mounted low down against the
crankcase face and is enclosed in the timing
chain cover.
The crankshaft runs in five shell type main
bearings and the endfloat is adjustable via a
pair of semi-circular thrustwashers.
Somewhat inconveniently, the lower half
crankcase interconnects the engine with the
transmission and limits the number of
operations that can be carried out with the
engine in the car. The engine and
transmissions share the same mountings. A
forced feed lubrication system is employed.
The oil pump is attached to the crankcase in
the lower section of the timing chest and it
incorporates the pressure relief valve. The
pump is driven by gears from the crankshaft.
Oil from the pump passes via an oilway to
the oil filter, and thence to the crankshaft main
bearings, connecting rod bearings and
transmission components. Another oilway
from the filter delivers oil to the overhead
camshaft and rocker components. Oil from
the cylinder head passes to the transfer gear
housing and then back to the sump contained
within the transmission housing.
Apart from the standard replaceable
canister filter located on the outside of the
crankcase there is a gauze filter incorporated
in the oil pump suction inlet within the
transmission casing.
Repair operations possible with
the engine in the car
The following work can be carried out with
the engine in the car:
a) Valve clearances - adjustment.
b) Compression pressure - testing.
c) Timing chain - removal and refitting.
d) Oil pump - removal, inspection and
refitting.
e) Camshaft and rocker arms - removal,
inspection and refitting.
f) Cylinder head - removal and refitting.
g) Cylinder head and pistons -
decarbonising.
h) Crankshaft oil seals - renewal.
i) Flywheel - removal and refitting.
j) Engine mountings - inspection and
renewal.
2 Valve clearances - checking
and adjustment 2
Note: The valve clearances must be checked
and adjusted only when the engine is cold.
1 The importance of having the valve
clearances correctly adjusted cannot be
overstressed, as they vitally affect the
performance of the engine. If the clearances
are too big, the engine will be noisy
(characteristic rattling or tapping noises) and
engine efficiency will be reduced, as the
valves open too late and close too early. A
more serious problem arises if the clearances
are too small, however. If this is the case, the
valves may not close fully when the engine is
hot, resulting in serious damage to the engine
(eg. burnt valve seats and/or cylinder head
warping/cracking). The clearances are
checked and adjusted as follows.
2 Disconnect the spark plug HT leads and
remove the oil filler/crankcase ventilation cap
from the rocker cover.
3 Remove the rocker cover and then turn the
engine using a spanner on the crankshaft
pulley nut until the valves on No 1 cylinder are
rocking (ie inlet valve opening and exhaust
valve closing).
4 The rocker arm clearances of both valves of
No 4 cylinder can now be checked and, if
necessary, adjusted. Remember that No 1
cylinder is at the flywheel/clutch end of the
engine.
5 The feeler blade of the correct thickness is
inserted between the valve stem and rocker
arm. When the clearance is correctly set the
feeler blade should be a smooth stiff sliding fit
between the valve stem and rocker arm. The
correct valve clearances are given in the
Specifications at the start of this Chapter. The
valve locations can be determined from the
position of the manifolds. Note that engines
manufactured from January 1987, with
2A•2 XV, XW and XY series engine in-car repair procedures
Turning the engine will be
easier if the spark plugs are
removed first - see Chapter 1.