Peugeot 405 Haynes (petrol). Manual - part 8

Camshaft (continued)

Cylinder head bearing journal diameter (inside diameter):

1580 cc and 1905 cc models:

No 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

27.000 to 27.033 mm

No 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

27.500 to 27.533 mm

No 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

28.000 to 28.033 mm

No 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

28.500 to 28.533 mm

No 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

36.000 to 36.039 mm

1761 cc and 1998 cc models  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Not available

Valve clearances (except 16-valve engines)

Inlet

 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.20 mm

Exhaust  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.40 mm

Lubrication system

Oil pump type  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Gear-type, chain-driven off the crankshaft right-hand end

Minimum oil pressure at 90°C:

XU5 engine  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.5 bars at 4000 rpm

XU7 engine  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.3 bars at 4000 rpm

XU9 engine  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.1 bars at 4000 rpm

XU10 engine  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.2 bars at 4000 rpm

Oil pressure warning switch operating pressure  . . . . . . . . . . . . . . . . . .

0.8 bars

Torque wrench settings

Nm

lbf ft

XU5, XU7 and XU9 engines

Cylinder head cover nuts/bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10

7

Timing belt cover bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8

6

Crankshaft pulley retaining bolt  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

120

88

Timing belt tensioner pulley bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

15

Camshaft sprocket retaining bolt  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

35

26

Camshaft bearing cap nuts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

15

11

Cylinder head bolts:

Stage 1  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

60

44

Fully slacken each bolt in turn (see text), then tighten to:
Stage 2  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

15

Stage 3  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Angle-tighten a further 300°

Sump retaining bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17

13

Oil pump retaining bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13

10

Flywheel/driveplate retaining bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

50

37

Big-end bearing cap nuts:

Stage 1  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

40

30

Fully slacken all nuts, then tighten to:
Stage 2  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

15

Stage 3  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Angle-tighten through 70°

Main bearing cap nuts/bolts:

Retaining nuts/bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

54

40

Centre bearing cap side bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

25

18

Front oil seal carrier bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16

12

Engine/transmission right-hand mounting:

Bracket-to-engine bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

45

33

Mounting bracket retaining nuts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

45

33

Engine/transmission left-hand mounting:

Mounting bracket-to-body bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

25

18

Mounting stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

50

37

Centre nut  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

80

59

Engine/transmission rear mounting:

Mounting assembly-to-block bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . .

45

33

Mounting bracket-to-mounting bolt  . . . . . . . . . . . . . . . . . . . . . . . . . .

50

37

Mounting bracket-to-subframe bolt  . . . . . . . . . . . . . . . . . . . . . . . . . .

50

37

Camshaft cover securing bolts (XU9J4 series engines with grey gasket - see text):

Stage 1  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13

10

Stage 2  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10

7

XU engine in-car repair procedures  2B•3

2B

Torque wrench settings (continued)

Nm

lbf ft

XU10 engines

Cylinder head cover nuts/bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10

7

Timing belt cover bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8

6

Crankshaft pulley retaining bolt  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

110

81

Timing belt tensioner  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

15

Camshaft sprocket retaining bolt  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

35

26

Camshaft bearing cap nuts/bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16

12

Cylinder head bolts:

Stage 1  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

35

26

Stage 2  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

70

52

Stage 3  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Angle-tighten through 160°

Sump retaining bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16

12

Oil pump retaining bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13

10

Flywheel/driveplate retaining bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

50

37

Big-end bearing cap nuts:

Stage 1  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

40

30

Fully slacken all nuts, then tighten to:
Stage 2  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

15

Stage 3  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Angle-tighten through 70°

Main bearing cap bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

70

52

Piston oil jet spray tube bolt  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10

7

Front oil seal carrier bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16

12

Engine/transmission right-hand mounting:

Mounting bracket retaining nuts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

45

33

Curved retaining plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

15

Engine/transmission left-hand mounting:

Mounting rubber-to-body bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

15

Mounting stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

50

37

Centre nut  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

65

48

Engine/transmission rear mounting:

Mounting assembly-to-block bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . .

45

33

Mounting link-to-mounting bolt  . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

50

37

Mounting link-to-subframe bolt  . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

70

52

2B•4 XU engine in-car repair procedures

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 XU series petrol engine,
while it remains in the car. If the engine has
been removed from the car and is being
dismantled as described in Part C, any
preliminary dismantling procedures can be
ignored. Refer to Part A for information on the
TU series petrol engine.

Note that, while it may be possible

physically to overhaul items such as the
piston/connecting rod assemblies while the
engine is in the car, such tasks are not usually
carried out as separate operations. Usually,
several additional procedures (not to mention
the cleaning of components and oilways) have
to be carried out. For this reason, all such
tasks are classed as major overhaul
procedures, and are described in Part C of
this Chapter.

Part C describes the removal of the

engine/transmission from the vehicle, and the
full overhaul procedures that can then be
carried out.

XU series engine description

The XU series engine is a well-proven

engine which has been fitted to many
previous Peugeot and Citroën vehicles. The
engine is of the in-line 4-cylinder type,
mounted transversely at the front of the car.
The clutch and transmission are attached to
its left-hand end. The 405 range is available
with 1580 cc (8-valve), 1761 cc (8-valve), 
1905 cc (8- and 16-valve), and 1998 cc 
(8- and 16-valve) versions of the XU series
engine. The 1905 cc and 1998 cc 16-valve
engines are of the DOHC (double overhead
camshaft) type; all the others are SOHC
(single overhead camshaft) engines.

The crankshaft runs in five main bearings.

Thrustwashers are fitted to No 2 main bearing
cap, to control crankshaft endfloat.

The connecting rods rotate on horizontally-

split bearing shells at their big-ends. The
pistons are attached to the connecting rods
by gudgeon pins. On 16-valve models, the
gudgeon pins are a sliding fit in the
connecting rod, and are secured with circlips.
On all other models, they are an interference
fit in the connecting rod small-end eyes. The
aluminum alloy pistons have three rings - 
two compression rings and an oil control ring.

On 1580 cc, 1761 cc and 1905 cc (both 8-

and 16-valve) models, the cylinder block is of

the “wet-liner” type. The cylinder block is cast
in aluminium alloy, and the bores have
replaceable cast-iron liners that are located
from their top ends. Sealing O-rings are fitted
at the base of each liner, to prevent the
escape of coolant into the sump.

On all 1998 cc models (both 8- and 

16-valve), the engine is of the conventional
“dry-liner” type. The cylinder block is cast in
iron, and no separate bore liners are fitted.

On 16-valve models, both inlet and exhaust

camshafts are driven by a toothed timing belt.
The camshafts operate the sixteen valves via
self-adjusting hydraulic tappets (fitted to the
cam followers), thus eliminating the need to
manually adjust the valve clearances. Both
camshafts run in bearing caps which are
bolted to the top of the cylinder head. The
inlet and exhaust valves are each closed by
coil springs, and operate in guides pressed
into the cylinder head.

On 8-valve models, the camshaft is driven

by a toothed timing belt, and it operates the
eight valves via followers located beneath
each cam lobe. The valve clearances are
adjusted by shims, positioned between the
followers and the tip of the valve stem. The
camshaft runs in bearing caps which are
bolted to the top of the cylinder head. The
inlet and exhaust valves are each closed by
coil springs, and operate in guides pressed

into the cylinder head. Both the valve seats
and guides can be renewed separately if
worn.

On all models, the water pump is driven by

the timing belt.

Lubrication is by means of an oil pump

which is driven (via a chain and sprocket) off
the crankshaft right-hand end. It draws oil
through a strainer located in the sump, and
then forces it through an externally-mounted
filter into galleries in the cylinder
block/crankcase. From there, the oil is
distributed to the crankshaft (main bearings)
and camshaft. The big-end bearings are
supplied with oil via internal drillings in the
crankshaft; the camshaft bearings also
receive a pressurised supply. The camshaft
lobes and valves are lubricated by splash, as
are all other engine components. On 16-valve
models, an oil cooler is mounted beneath the
oil filter cartridge, to keep the oil temperature
constant under severe operating conditions.
The oil cooler is supplied with coolant from
the engine cooling system.

Throughout the manual, it is often

necessary to identify the engines not only by
their cubic capacity, but also by their engine
code. The engine code consists of three
letters (eg. RFY). On 1.6, 1.8 and 1.9 litre
models the code is stamped on a plate
attached to the front, left-hand end of the
cylinder block, and on 2.0 litre models the
engine code is stamped directly onto the front
face of the cylinder block, on the machined
surface located just to the left of the oil filter
(next to the crankcase vent hose union).

Repair operations possible with
the engine in the car

The following work can be carried out with

the engine in the car:

a) Compression pressure - testing.
b) Cylinder head cover - removal and

refitting.

c) Crankshaft pulley - removal and refitting.
d) Timing belt covers - removal and refitting.
e) Timing belt - removal, refitting and

adjustment.

f) Timing belt tensioner and sprockets -

removal and refitting.

g) Camshaft oil seal(s) - renewal.
h) Camshaft(s) and followers - removal,

inspection and refitting.

i) Valve clearances - checking and

adjustment.

j) Cylinder head - removal and refitting.
k) Cylinder head and pistons -

decarbonising.

l) Sump - removal and refitting.
m) Oil pump - removal, overhaul and refitting.
n) Crankshaft oil seals - renewal.
o) Engine/transmission mountings -

inspection and renewal.

p) Flywheel/driveplate - removal, inspection

and refitting.

q) Oil cooler (1998 cc 16-valve models) -

removal and refitting.

2

Compression test

Refer to Chapter 2A, Section 2.

3

Engine assembly/valve
timing holes - general
information and usage

3

Note: Do not attempt to rotate the engine
whilst the crankshaft/camshaft are locked in
position. If the engine is to be left in this state
for a long period of time, it is a good idea to
place suitable warning notices inside the
vehicle, and in the engine compartment. This
will reduce the possibility of the engine being
accidentally cranked on the starter motor,
which is likely to cause damage with the
locking pins in place.
1 On all models, timing holes are drilled in the
camshaft sprocket(s) and crankshaft pulley.
The holes are used to align the crankshaft and
camshaft(s), to prevent the possibility of the
valves contacting the pistons when refitting
the cylinder head, or when refitting the timing
belt. When the holes are aligned with their
corresponding holes in the cylinder head and
cylinder block (as appropriate), suitable
diameter pins can be inserted to lock both the
camshaft and crankshaft in position,
preventing them rotating unnecessarily.
Proceed as follows.
2 Remove the timing belt upper cover as
described in Section 6.
3 Apply the handbrake, jack up the front of
the car and support it on axle stands (see
“Jacking and Vehicle Support”). Remove the
right-hand front roadwheel.
4 From underneath the front of the car, prise
out the two retaining clips and remove the
plastic cover from the wing valance, to gain
access to the crankshaft pulley bolt. Where
necessary, unclip the coolant hoses from the
bracket, to improve access further. The
crankshaft can then be turned using a suitable
socket and extension bar fitted to the pulley
bolt. Note that the crankshaft must always be
turned in a clockwise direction (viewed from
the right-hand side of vehicle).

16-valve models

5 Rotate the crankshaft pulley until the timing
holes in both camshafts are aligned with their
corresponding holes in the cylinder head. The
holes are aligned when the inlet camshaft
sprocket hole is in the 8 o’clock position, and
the exhaust camshaft sprocket is in the 6
o’clock position, when viewed from the right-
hand end of the engine.
6 With the camshaft sprocket holes correctly
positioned, insert a 6 mm diameter bolt (or a
drill of suitable size), through the timing hole in
the crankshaft pulley, and locate it in the
corresponding hole in the end of the cylinder
block. Note that it may be necessary to rotate

the crankshaft slightly, to get the holes to
align.
7 With the crankshaft pulley locked in
position, insert a 6 mm diameter bolt (or a drill)
through the timing hole in each camshaft
sprocket, and locate it in the cylinder head.
Note that the special Peugeot locking pins are
actually 8 mm in diameter, with only their ends
stepped down to 6 mm to locate in the
cylinder head (see illustration). To simulate
this, wrap insulation tape around the outer
end of the bolt or drill, to build it up until it is a
snug fit in the camshaft hole.
8 The crankshaft and camshafts are now
locked in position, preventing unnecessary
rotation.

All other models

9 Rotate the crankshaft pulley until the timing
hole in the camshaft sprocket is aligned with
its corresponding hole in the cylinder head.
Note that the hole is aligned when the
sprocket hole is in the 8 o’clock position,
when viewed from the right-hand end of the
engine.
10 On early 1580 cc and 1905 cc models
having a semi-automatic timing belt tensioner,
a 10 mm diameter bolt (or a drill of suitable
size) will be required to lock the crankshaft
pulley in position.
11 On later 1580 cc and 1905 cc models,
and all 1761 and 1998 cc 8-valve models
(which have a manually-adjusted timing belt
tensioner pulley) the pulley can be locked in
position with an 8 mm diameter bolt or drill.
The special Peugeot locking pin is actually 10
mm in diameter, with only its end stepped
down to 8 mm to locate in the cylinder block.
To simulate this, wrap insulation tape around
the outer end of the bolt/drill, to build it up
until it is a snug fit in the pulley hole.
12 With the camshaft sprocket holes
correctly positioned, insert the required bolt or
drill through the timing hole in the crankshaft
pulley, and locate it in the corresponding hole
in the end of the cylinder block. Note that it
may be necessary to rotate the crankshaft
slightly, to get the holes to align.
13 With the crankshaft pulley locked in
position, insert the appropriate bolt or drill
through the timing hole in the camshaft

XU engine in-car repair procedures  2B•5

3.7  Camshaft sprocket locking pins in

position (arrowed) - 

1998 cc 16-valve models

2B

sprocket and locate it in the cylinder head
(see illustration).
14 The crankshaft and camshaft are now
locked in position, preventing rotation.

4

Cylinder head cover -
removal and refitting

2

Removal

1 Disconnect the battery negative lead.

1580 cc and 1905 cc (8-valve) models

2 On 1580 cc models, remove the air cleaner-
to-throttle body duct, and the air cleaner
housing, as described in Chapter 4.
3 On 1905 cc models, remove the air cleaner
housing as described in Chapter 4, and
position the inlet duct clear of the cylinder
head cover.
4 On all models, slacken the retaining clip
and disconnect the breather hose from the
top of the cylinder head cover. Where the
original crimped-type hose clip is still fitted,
cut it off and discard it. Replace it with a
standard worm-drive hose clip on refitting.
5 Undo the two nuts/bolts securing the HT
lead retaining bracket to the cylinder head,
and position the bracket clear of the head
cover (see illustration).
6 Slacken and remove the two remaining
cylinder head cover retaining bolts, along with
their sealing washers.

7 Lift off the cylinder head cover, and remove
it along with its rubber seal. Examine the seal
for signs of damage and deterioration, and if
necessary, renew it. Also examine the
retaining bolt sealing washers for signs of
damage, and renew if required.

1761 cc and 1998 cc (8-valve) models

8 Slacken the retaining clips, and disconnect
the breather hoses from the front right-hand
end of the cover. Where the original crimped-
type hose clips are still fitted, cut them off and
discard them; use standard worm-drive hose
clips on refitting.
9 Slacken the retaining clip, and disconnect
the air cleaner-to-throttle housing duct from
the front of the cylinder head cover. Also
remove the inlet duct from the left-hand side
of the head cover.
10 Release the two retaining clips, then undo
the two retaining screws located at the front,
and remove the air cleaner element cover
from the cylinder head cover. Remove the air
cleaner element, and store it with the cover.
11 Slacken and remove the ten cylinder head
cover retaining nuts, lift off the cylinder head
cover, and remove it along with its rubber seal
(see illustration). Examine the seal for signs
of damage and deterioration, and if
necessary, renew it.

16-valve models

12 Refer to the information given in 
Chapter 4 on depressurising the fuel system.
Slacken the retaining clips, and disconnect
the fuel feed and return hoses from their
unions at the front of the head cover. Where
the original crimped-type hose clips are still
fitted, cut them off and discard them; use
standard worm-drive hose clips on refitting.
Plug both the hose and fuel rail ends, to
prevent the possible entry of dirt into the fuel
system. Mop up any spilt fuel.
13 Undo the retaining nut and bolt securing
the fuel hose retaining clips to the top of the
cylinder head cover, and remove both clips.
Position both fuel hoses clear of the head
cover, so that they do not hinder the removal
procedure.
14 Slacken and remove the remaining seven
retaining bolts, and lift the spark plug access
cover off the cylinder head cover.

15 Pull each ignition HT coil off its spark
plug. Trace the coil wiring back to its
connector on the left-hand end of the cylinder
head. Rotate the locking ring anti-clockwise,
disconnect it from the main wiring loom, and
remove the wiring and coils as an assembly.
16 Disconnect the breather hose from the
left-hand end of the cylinder head. Any
original crimped-type hose clips can be
discarded, as already mentioned.
17 Slacken and remove the twelve cylinder
head cover retaining bolts, noting the correct
fitted positions of any brackets or clips. Note
that the bolts are of four different lengths, and
it is important that each is refitted in the
correct position. To avoid confusion on
refitting, remove each bolt in turn, and store it
in its correct fitted position by pushing it
through a clearly-marked cardboard template.
18 Lift off the cylinder head cover, and
remove it along with its rubber seal. Recover
the four spark plug hole sealing rings from the
cylinder head. Examine all seals for damage
and deterioration, and renew as necessary.

Refitting

1580 cc and 1905 cc models

19 Carefully clean the cylinder head and
cover mating surfaces, and remove all traces
of oil.
20 Fit the rubber seal over the edge of the
cylinder head cover, ensuring that it is
correctly located along its entire length.
21 Carefully refit the cylinder head cover to
the engine, taking great care not to displace
the rubber seal.
22 Check that the seal is correctly located,
then refit the cover retaining bolts and sealing
washers (not forgetting to position the HT lead
bracket under the centre bolt head), and
tighten them to the specified torque.
23 Refit the remaining HT lead bracket
retaining bolt, and tighten it securely.
24 Reconnect the breather hose to the
cylinder head cover, and securely tighten its
retaining clip.
25 Refit the air cleaner housing and duct as
described in Chapter 4, and reconnect the
battery negative terminal.

1761 cc and 1998 cc 8-valve models

26 Clean the cylinder head and cover mating
surfaces, and remove all traces of oil.
27 Locate the rubber seal in the cover
groove, ensuring that it is correctly located
along its entire length.
28 Carefully refit the cylinder head cover to
the engine, taking great care not to displace
the rubber seal.
29 Check that the seal is correctly located,
then refit the cover retaining nuts, and tighten
them evenly and progressively to the
specified torque in the order shown (see
illustration).
30 Refit the air cleaner element, and install
the element cover. Securely tighten the cover
retaining screws, and secure it in position with
the retaining clips.

2B•6 XU engine in-car repair procedures

3.13  Camshaft sprocket and crankshaft

pulley locking pins in position 

(1580 cc model shown)

4.11  Cylinder head cover retaining nuts

(arrowed) - 1761 cc and 

1998 cc (8-valve) models

4.5  On 1580 cc and 1905 cc models, undo

the retaining bolts/nuts and move the HT

lead retaining clips clear of the head cover

31 Reconnect the breather hoses, inlet duct
and throttle housing duct to the cover,
tightening their retaining clips securely.
Reconnect the battery.

16-valve models

32 Carry out the operations described in
paragraphs 26 to 28. Fit the four spark plug
hole seals to the recesses in the cylinder head
(see illustration).
33 Check that the seal is correctly located,
then refit the cover retaining bolts. Ensure that
each bolt is refitted in its correct location, and
that all retaining clips/brackets are correctly
positioned. Tighten the cylinder head cover
retaining bolts evenly and progressively to the
specified torque.
34 Reconnect the breather hose to the end of
the cover, and securely tighten its clip.
35 Connect the HT coil wiring loom to its
wiring connector, and secure it in position by
rotating the locking ring. Ensuring that the
wiring is correctly routed, reconnect the HT
coils to the tops of the spark plugs.
36 Refit the spark plug access cover to the
head cover, and refit its retaining bolts (not
forgetting the fuel hose retaining clip). Ensure
that the HT coil wiring is correctly located in
the cover cutout, and that the fuel hoses are
positioned under the retaining clip, then
securely tighten the retaining bolts.

37 Fit the rear fuel hose retaining clip, and
securely tighten its retaining nut.
38 Reconnect the feed and return hoses to
their respective fuel rail unions, ensuring that
their retaining clips are securely tightened.
39 Reconnect the battery negative terminal.
On completion, start the engine and check the
fuel hose unions for signs of leakage.
40 Note:  From early 1992 a modified
camshaft cover gasket has been fitted in
production to 1905 cc models. The later type
of gasket can be identified from its grey colour
(the earlier type of gasket was coloured
black). The later type gasket can be fitted to
earlier engines, but the following procedure
must be followed when fitting the later type
gasket to any engine.

a) Apply silicon sealant to the corners of

Nos 1 and 5 camshaft bearing caps, then
after refitting the cover tighten the
securing bolts to the Stage 1 torque
wrench setting in the order shown (see
illustrations).

b) Start the engine, and run it at idle speed

for 10 minutes with the bonnet closed.

c) Open the bonnet and check for leaks. If

evident, do not tighten the bolts further,
but remove the cover to establish the
cause, then repeat the fitting operations.

d) Allow the engine to cool for 4 hours, then

tighten the ten outer cover bolts to the
Stage 2 torque wrench setting in the
order shown (see illustration).  This
procedure allows for the settling of the
gasket, which takes place due to the heat
produced by the engine.

5

Crankshaft pulley -
removal and refitting

3

Removal

1 Remove the auxiliary drivebelt (Chapter 1).

16-valve models

2 Undo the four pulley retaining bolts and
remove the pulley from the end of the
crankshaft, noting which way around it is
fitted. If the pulley locating roll pin is a loose
fit, remove it and store it with the pulley for
safe-keeping. If necessary, the pulley can be
prevented from rotating as described in
paragraph 3.

All other models

3 To prevent crankshaft turning whilst the
pulley retaining bolt is being slackened, select
4th gear and have an assistant apply the
brakes firmly. If the engine has been removed
from the vehicle, lock the flywheel ring gear
using the arrangement shown (see
illustration). 

Do not attempt to lock the pulley

by inserting a bolt/drill through the pulley
timing hole.

XU engine in-car repair procedures  2B•7

4.40a  Spark plug hole oil seal (2). 

Apply silicon sealant to the areas 

arrowed (3) - XU9J4 engine

5.3  Use a fabricated tool like this one to

lock the flywheel ring gear and prevent

crankshaft rotation

4.40c  Cylinder head cover bolt stage 2

tightening sequence - XU9J4 engines with

later type camshaft cover gasket

4.40b  Cylinder head cover bolt stage 1

tightening sequence - XU9J4 engines with

later type camshaft cover gasket

4.32  Fitting a spark plug hole oil seal

4.29  On 1761 cc and 1998 cc 8-valve

models tighten the cylinder cover retaining

nuts in the sequence shown

2B

4 Unscrew the retaining bolt and washer,
then slide the pulley off the end of the
crankshaft. If the pulley locating roll pin or
Woodruff key (as applicable) is a loose fit,
remove it and store it with the pulley for safe-
keeping.

Refitting

16-valve models

5 Ensure that the locating roll pin is in
position in the crankshaft. Offer up the pulley,
ensuring that it is the correct way round.
Locate the pulley on the roll pin, then refit the
retaining bolts and tighten them to the
specified torque. If necessary, prevent the
pulley from rotating as described in paragraph
3.
6 Refit and tension the auxiliary drivebelt as
described in Chapter 1.

All other models

7 Ensure that the Woodruff key is correctly
located in its crankshaft groove, or that the
roll pin is in position (as applicable). Refit the
pulley to the end of the crankshaft, aligning its
locating groove or hole with the Woodruff key
or pin.
8 Thoroughly clean the threads of the pulley
retaining bolt, then apply a coat of locking
compound to the bolt threads.
9 Refit the crankshaft pulley retaining bolt
and washer. Tighten the bolt to the specified
torque, preventing the crankshaft from turning
using the method employed on removal.
10 Refit and tension the auxiliary drivebelt as
described in Chapter 1.

6

Timing belt covers - removal
and refitting

2

1580 cc and 
1905 cc 8-valve models

Upper cover

1 Release the retaining clips, and free the fuel
hoses from the top of the cover.
2 Undo the two cover retaining bolts (situated
at the base of the cover), and remove the
cover from the engine compartment.

Centre cover - early (pre-1992)
models with a semi-automatic belt
tensioner

3 Slacken and remove the four cover
retaining nuts and bolts (two directly below
the mounting bracket, and two at the base of
the cover), then manoeuvre the cover
upwards out of the engine compartment.

Centre cover - later (1992-on) models
with a manually-adjusted belt
tensioner pulley

4 Slacken and remove the two cover retaining
bolts (located directly beneath the mounting
bracket). Move the cover upwards to free it
from the two locating pins situated at the base

of the cover, and remove it from the engine
compartment.

Lower cover

5 Remove the crankshaft pulley as described
in Section 5.
6 Remove the centre cover as described
above.
7 On early models, undo the three lower
cover retaining bolts and remove the cover
from the engine.
8 On later models, undo the two cover
retaining bolts and remove the cover from the
engine.

Lower (inner) cover - early (pre-1992)
models with a semi-automatic belt
tensioner

9 Remove the timing belt as described in
Section 7.
10 Slacken and remove the remaining bolts,
noting their correct fitted positions, and
remove the cover from the end of the cylinder
block.

1761 cc models

Upper cover

11 Proceed as described in paragraphs 1
and 2.

Centre cover

12 Proceed as described in paragraph 4.

Lower cover

13 Remove the crankshaft pulley as
described in Section 5.
14 Remove the centre cover as described in
paragraph 4.
15 Undo the two cover retaining bolts, and
remove the cover from the engine.

1905 cc 16-valve models

Upper cover

16 Release the quick release clips from the
timing belt cover.
17 Unscrew the upper cover securing screws
and withdraw the cover.

Lower cover

18 Remove the crankshaft pulley as
described in Section 5.
19 Unscrew the lower cover securing screws
and withdraw the cover.

1998 cc 8-valve models

Upper cover

20 Release the retaining clip, and free the
fuel hoses from the top of the timing belt
cover.
21 Slacken and remove the two cover
retaining bolts, then lift the upper cover
upwards and out of the engine compartment.

Lower cover

22 Remove the crankshaft pulley as
described in Section 5.
23 Slacken and remove the three retaining
bolts, then remove the lower timing belt cover
from the engine.

1998 cc 16-valve models

Upper (outer) cover

24 Undo the two upper retaining bolts
securing the outer cover to the inner cover.
Slide the cover retaining clip upwards to
release it from its fasteners (see illustration).
25 Ease the outer cover away from the
engine. Lift it upwards, freeing it from its
locating bolts at the base of the cover, and
out of the engine compartment.

Lower cover

26 Remove the crankshaft pulley (Section 5).
27 Remove the upper (outer) cover as
described above.
28 Slacken and remove the two upper cover
lower locating bolts, along with their spacers.
Undo the two lower cover retaining bolts, and
remove the cover from the engine.

Upper (inner) cover

29 Remove the timing belt (see Section 7).
30 Remove both camshaft sprockets as
described in Section 8.
31 Undo the six bolts securing the cover to
the side of the cylinder head, and remove the
cover from the engine.

Refitting

32 Refitting is a reversal of the relevant
removal procedure, ensuring each cover
section is correctly located, and the cover
nuts and/or bolts are correctly tightened.

7

Timing belt - general
information, removal and
refitting

4

Note: Peugeot specify the use of a special
electronic tool (SEEM C.TRONIC belt
tensioning measuring tool) to correctly set the
timing belt tension on all 1992-on models. If
access to this equipment cannot be obtained,
an approximate setting can be achieved using
the method described below. In this case, the
tension must be checked using the special
electronic tool at the earliest opportunity. Do
not drive the vehicle over large distances, or
use high engine speeds, until the belt tension is
known to be correct. Refer to a Peugeot dealer
for advice.

2B•8 XU engine in-car repair procedures

6.24  Timing belt upper (outer) cover

retaining clip (arrowed) - 
1998 cc 16-valve models

General information

1 The timing belt drives the camshaft(s) and
coolant pump from a toothed sprocket on the
front of the crankshaft. If the belt breaks or
slips in service, the pistons are likely to hit the
valve heads, resulting in extensive (and
expensive) damage.
2 The timing belt should be renewed at the
specified intervals (see Chapter 1), or earlier if it
is contaminated with oil, or if noisy in operation
(a “scraping” noise due to uneven wear).
3 If the timing belt is being removed, it is a
wise precaution to check the condition of the
coolant pump at the same time (check for
signs of coolant leakage). This may avoid the
need to remove the timing belt again at a later
stage, should the coolant pump fail.

Removal

Early (pre-1992) 1580 cc and 1905 cc
8-valve models with a semi-automatic
belt tensioner

4 Disconnect the battery negative terminal.
5 Align the engine assembly/valve timing
holes as described in Section 3, and lock the
camshaft sprocket and crankshaft pulley in
position. Do not attempt to rotate the engine
whilst the pins are in position.
6 Remove the centre and lower timing belt
covers as described in Section 6.
7 Slacken (but do not remove) the two nuts
securing the tensioner assembly to the end of
the cylinder block (see illustration). Loosen
the tensioner cam spindle locknut, located on
the rear of cylinder block flange.
8 Using a suitable open-ended spanner on
the square-section end of the tensioner cam
spindle, rotate the cam until the tensioner
spring is fully compressed and the belt
tension is relieved (see illustration). Hold the
cam in this position, and tighten the locknut.
9 If required for improved access to the
timing belt, remove the right-hand engine
mounting bracket as follows: Place a jack
beneath the engine, with a block of wood on
the jack head. Raise the jack until it is
supporting the weight of the engine.
10 Slacken and remove the three nuts
securing the engine/transmission right-hand
mounting bracket to the engine bracket.
Remove the single nut securing the bracket to
the mounting rubber, and lift off the bracket.

Undo the three bolts securing the engine
bracket to the end of the cylinder head/block,
and remove the bracket.
11 If the timing belt is to be re-used, use
white paint or chalk to mark the direction of
rotation on the belt (if markings do not already
exist), then slip the belt off the sprockets.
Note that the crankshaft must not be rotated
whilst the belt is removed.
12 Check the timing belt carefully for any
signs of uneven wear, splitting, or oil
contamination. Pay particular attention to the
roots of the teeth. Renew it if there is the
slightest doubt about its condition. If the
engine is undergoing an overhaul, and has
covered more than 36 000 miles (60 000 km)
with the existing belt fitted, renew the belt as a
matter of course, regardless of its apparent
condition. The cost of a new belt is nothing
compared with the cost of repairs, should the
belt break in service. If signs of oil
contamination are found, trace the source of
the oil leak and rectify it. Wash down the
engine timing belt area and all related
components, to remove all traces of oil.

Later (1992-on) 1580 cc and 1905 cc
(8-valve) models with a manually-
adjusted belt tensioner pulley, and all
1761 cc and 1998 cc (8-valve) models

13 Disconnect the battery negative terminal.
14 Align the engine assembly/valve timing
holes as described in Section 3, and lock the
camshaft sprocket and crankshaft pulley in
position. Do not attempt to rotate the engine
whilst the pins are in position.
15 Remove the centre and/or lower timing
belt cover(s) - see Section 6 (as applicable).
16 Loosen the timing belt tensioner pulley
retaining bolt. Pivot the pulley in a clockwise
direction, using a suitable square-section key
fitted to the hole in the pulley hub, then
securely retighten the retaining bolt.
17 On 1580 cc, 1761 cc and 1905 cc models,
dismantle the engine right-hand mounting as
described above in paragraphs 9 and 10.
18 On all models, remove and inspect the
timing belt (see paragraphs 11 and 12).

1905 cc 16-valve models

19 Disconnect the battery negative terminal.
20 Align the engine assembly/valve timing
holes as described in Section 3, and lock the

camshaft sprockets and crankshaft pulley in
position. Do not attempt to rotate the engine
whilst the pins are in position.
21 Remove the timing belt lower cover as
described in Section 6.
22 Loosen the timing belt front and rear
tensioner pulley retaining bolts. Pivot the front
pulley in a clockwise direction, using a
suitable square-section key fitted to the hole
in the pulley hub, then securely retighten the
retaining bolt. Similarly pivot the rear pulley in
an anti-clockwise direction and retighten the
retaining bolt.
23 Check that the camshaft sprocket and
crankshaft locking pins are still in position,
then remove and inspect the timing belt as
described in paragraphs 11 and 12.

1998 cc 16-valve models

24 Disconnect the battery negative terminal.
25 Align the engine assembly/valve timing
holes as described in Section 3, and lock the
camshaft sprockets and crankshaft pulley in
position. Do not attempt to rotate the engine
whilst the pins are in position.
26 Remove the timing belt lower cover as
described in Section 6.
27 Loosen the timing belt rear tensioner
pulley retaining bolt. Pivot the pulley in a
clockwise direction, using a suitable square-
section key fitted to the hole in the pulley hub,
then retighten the bolt (see illustration).

XU engine in-car repair procedures  2B•9

7.27  Timing belt arrangement - 

1998 cc 16-valve models

7.8  . . . and the spindle locknut, then

release the belt tension by turning the

tensioner cam spindle 

7.7  On early 1580 cc and 1905 cc models,

slacken the tensioner assembly 

retaining nuts . . .

2B

1  Front tensioner assembly
2  Rear tensioner pulley
3  Camshaft sprocket timing holes
4  Crankshaft pulley timing hole
5  Belt tension measuring area 

(using Peugeot special tool)

28 Loosen the two front tensioner assembly
retaining bolts. Move the tensioner pulley
away from the belt, using the same square-
section key on the pulley backplate.
29 Check that the camshaft sprocket and
crankshaft locking pins are still in position,
then remove and inspect the timing belt as
described in paragraphs 11 and 12.

Refitting

Early (pre-1992) 1580 cc and 1905 cc
models with a semi-automatic belt
tensioner

30 Before refitting, thoroughly clean the
timing belt sprockets. Check that the
tensioner pulley rotates freely, without any
sign of roughness. If necessary, renew the
tensioner pulley as described in Section 8.
31 Ensure that the camshaft sprocket locking
pin is still in position. Temporarily refit the
crankshaft pulley, and insert the locking pin
through the pulley timing hole to ensure that
the crankshaft is still correctly positioned.
32 Remove the crankshaft pulley. Manoeuvre
the timing belt into position, ensuring that any
arrows on the belt are pointing in the direction
of rotation (clockwise when viewed from the
right-hand end of the engine).
33 Do not twist the timing belt sharply while
refitting it. Fit the belt over the crankshaft and
camshaft sprockets. Ensure that the belt
“front run” is taut - ie, any slack should be on
the tensioner pulley side of the belt. Fit the
belt over the water pump sprocket and
tensioner pulley. Ensure that the belt teeth are
seated centrally in the sprockets.
34 Slacken the tensioner cam spindle
locknut, and check that the tensioner pulley is
forced against the timing belt by spring
pressure.
35 Refit the crankshaft pulley, tightening its
retaining bolt by hand only.
36 Rotate the crankshaft through at least two
complete rotations in a clockwise direction
(viewed from the right-hand end of the
engine). Realign the camshaft and crankshaft
engine assembly/valve timing holes (see
Section 3). Do not at any time rotate the
crankshaft anti-clockwise. Both camshaft and
crankshaft timing holes should be aligned so
that the locking pins can be easily inserted.
This indicates that the valve timing is correct.
37 If the timing holes are not correctly
positioned, release the tensioner assembly as
described in paragraph 8, and disengage the
belt from the camshaft sprocket. Rotate the
camshaft and crankshaft slightly as required
until both locking pins are in position.
Relocate the timing belt on the camshaft
sprocket. Ensure that the belt “front run” is
taut - ie, that any slack is on the tensioner
pulley side of the belt. Slacken the tensioner
locknut, then remove the locking pins and
repeat the procedure in paragraph 36.
38 Once both timing holes are correctly
aligned, tighten the two tensioner assembly
retaining nuts to the specified torque. Tighten

the tensioner cam spindle locknut to its
specified torque.
39 With the belt correctly installed and
tensioned, where removed refit the engine
bracket to the side of the cylinder head/block,
and securely tighten its retaining bolts. Refit
the right-hand mounting bracket, and tighten
its retaining nuts to the specified torque. The
jack can then be removed from underneath
the engine.
40 Remove the crankshaft pulley, then refit
the timing belt covers (refer to Section 6).
41 Install the crankshaft pulley (Section 5),
and reconnect the battery negative terminal.

Later (1992-on) 1580 cc and 1905 cc
(8-valve) models with a manually-
adjusted belt tensioner pulley, and all
1761 cc and 1998 cc (8-valve) models

Note: Peugeot specify the use of a special
electronic tool (SEEM C. TRONIC belt tension
measuring tool) to correctly set the timing belt
tension. If this equipment is not available, an
approximate setting can be achieved using
the method described below. If this method is
used, however, the belt tension must be
checked using the special electronic tool at
the earliest possible opportunity. Do not drive
the vehicle over large distances, or use high
engine speeds, until the belt tension is known
to be correct. Refer to a Peugeot dealer for
advice.
42 Install the timing belt as described above
in paragraphs 30 to 33.
43 Loosen the tensioner pulley retaining bolt.
Using the square-section key, pivot the pulley
anti-clockwise to remove all free play from the
timing belt.
44 If the special belt tension measuring
equipment is available, it should be fitted to
the “front run” of the timing belt. The tensioner
roller should be adjusted so that the initial belt
tension is 16 ± 2 units on 1998 cc 8-valve
models, and 30 ± 2 units on all other models.
45 Tighten the pulley retaining bolt to the
specified torque. Refit the crankshaft pulley
again, tightening its bolt by hand only.
46 Carry out the operations described in
paragraph 36 (and where necessary, para-
graph 37, ignoring the information about the
tensioner) to ensure both timing holes are
correctly aligned and the valve timing is correct.
47 If the tension is being set without using
the special measuring tool, proceed as
follows. Check that, under moderate pressure
from the thumb and forefinger, the belt can
just be twisted through 90° at the mid-point of
the “front run” of the belt. Note that this
method is only an initial setting, and the belt
tension must checked at the earliest available
opportunity using the special measuring tool.
Failure to do so could lead to the belt
breaking (through over-tightening) or slipping
(through slackness), resulting in serious
engine damage. If necessary, readjust the
tensioner pulley position as required. Tighten
its retaining bolt to the specified torque on
completion.

48 If the special measuring tool is being
used, the final belt tension on the “front run”
of the belt on all models should be 44 ± 2
units. Readjust the tensioner pulley position
as required, then retighten the retaining bolt to
the specified torque. Rotate the crankshaft
through a further two rotations clockwise, and
recheck the tension. Repeat this procedure as
necessary until the correct tension reading is
obtained after rotating the crankshaft.
49 With the belt tension correctly set, on
1580 cc, 1761 cc and 1905 cc models, where
removed refit the engine bracket to the side of
the cylinder head/block, and securely tighten
its retaining bolts. Refit the right-hand engine
mounting bracket, and tighten its retaining
nuts to the specified torque. The jack can then
be removed from underneath the engine.
50 On all models, remove the crankshaft
pulley, then refit the timing belt cover(s) as
described in Section 6.
51 Refit the crankshaft pulley (Section 5), and
reconnect the battery negative terminal.

1905 cc 16-valve models

Note: Peugeot specify the use of a special
electronic tool (SEEM belt tension measuring
tool) to correctly set the timing belt tension. If
this equipment is not available, an
approximate setting can be achieved using
the method described below. If this method is
used, however, the tension must be checked
using the special electronic tool at the earliest
possible opportunity. Do not drive the vehicle
over large distances, or use high engine
speeds, until the belt tension is known to be
correct. Refer to a Peugeot dealer for advice.
52 Before refitting, thoroughly clean the
timing belt sprockets. Check that each
tensioner pulley rotates freely, without any
sign of roughness. If necessary, renew the
tensioner pulley(s) as described in Section 8.
53 Ensure that the camshaft and crankshaft
sprocket locking pins are still in position.
Slacken both tensioner mounting bolts so that
they are free to pivot easily.
54 Manoeuvre the timing belt into position,
ensuring that any arrows on the belt are
pointing in the direction of rotation (clockwise
when viewed from the right-hand end of the
engine). Fit the timing belt in the sequence
given in the accompanying illustration (see
illustration).

2B•10 XU engine in-car repair procedures

7.54  Fit the timing belt in the sequence

given - 1905 cc 16-valve engines