Peugeot 405 Haynes (petrol). Manual - part 14

also improved if the air cleaner ducting is
removed is removed (see Chapter 4).
4 Unscrew the retaining bolts, and carefully
withdraw the thermostat housing cover to
expose the thermostat. Take care not to strain
the coolant hose(s) connected to the cover
(see illustrations).
5 Lift the thermostat from the housing, and
recover the sealing ring(s) (see illustration).

Testing

6 A rough test of the thermostat may be
made by suspending it with a piece of string in
a container full of water. Heat the water to
bring it to the boil - the thermostat must open
by the time the water boils. If not, renew it.
7 If a thermometer is available, the precise
opening temperature of the thermostat may
be determined; compare with the figures
given in the Specifications. The opening
temperature is also marked on the thermostat.
8 A thermostat which fails to close as the
water cools must also be renewed.

Refitting

9 Refitting is a reversal of removal, bearing in
mind the following points:

a) Examine the sealing ring(s) for signs of

damage or deterioration, and if necessary,
renew.

b) Ensure that the thermostat is fitted the

correct way round, with the spring(s)
facing into the housing.

c) On completion, refill the cooling system

as described in Chapter 1.

Electric cooling fan(s) -
testing, removal and refitting

Testing

1 Current supply to the cooling fan(s) is via
the ignition switch (see Chapter 10) and a fuse
(see Chapter 12). The circuit is completed by
the cooling fan thermostatic switch, which (on
most models) is mounted in the radiator. On
models with air conditioning, the cooling fans
are controlled by the “Bitron” sensor - see
Section 6.
2 If a fan does not appear to work, run the

engine until normal operating temperature is
reached, then allow it to idle. The fan should
cut in within a few minutes (before the
temperature gauge needle enters the red
section, or before the coolant temperature
warning light comes on). If not, switch off the
ignition and disconnect the wiring plug from
the cooling fan switch. Bridge the two
contacts in the wiring plug using a length of
spare wire, and switch on the ignition. If the
fan now operates, the switch is probably
faulty, and should be renewed.
3 If the fan still fails to operate, check that
battery voltage is available at the feed wire to
the switch; if not, then there is a fault in the
feed wire (possibly due to a fault in the fan
motor, or a blown fuse). If there is no problem
with the feed, check that there is continuity
between the switch earth terminal and a good
earth point on the body; if not, then the earth
connection is faulty, and must be re-made.
4 If the switch and the wiring are in good
condition, the fault must lie in the motor itself.
The motor can be checked by disconnecting it
from the wiring loom, and connecting a 12-
volt supply directly to it.

Removal

5 Remove the radiator (see Section 3).
6 Remove the front grille panel (Chapter 11).
7 Working behind the fan blades, unscrew
the three motor securing bolts, and withdraw
the motor/fan assembly forwards from the
shroud (see illustration). The plug on the
motor will be released from the wiring
connector as the motor is pulled forwards.

Refitting

8 Refitting is a reversal of removal, but refit
the radiator with reference to Section 3.

Cooling system electrical
switches and sensors -
testing, removal and refitting

Electric cooling fan thermostatic
switch - models without air
conditioning

Testing

1 Testing of the switch is described in
Section 5, as part of the electric cooling fan
test procedure.

Removal

2 The switch is located in the left-hand side
of the radiator. The engine and radiator should
be cold before removing the switch.
3 Disconnect the battery negative lead.
4 Partially drain the cooling system to just
below the level of the switch (see Chapter 1).
Alternatively, have ready a suitable bung to
plug the switch aperture in the radiator when
the switch is removed. If this method is used,
take great care not to damage the radiator,
and do not use anything which will allow
foreign matter to enter the radiator.
5 Disconnect the wiring plug from the switch.
6 Carefully unscrew the switch from the
radiator, and recover the sealing ring. If the
system has not been drained, plug the switch
aperture to prevent further coolant loss.

Refitting

7 Refitting is a reversal of removal, using a
new sealing ring. Tighten the switch, and refill
(or top-up) the cooling system (see Chapter 1).
8 On completion, start the engine and run it
until it reaches normal operating temperature.
Continue to run the engine, and check that the
cooling fan cuts in and out correctly.

Electric cooling fan thermostatic
switch - models with air
conditioning

9 On most models fitted with air conditioning,
the cooling fans are controlled by the “Bitron”
sensor. This is located in the thermostat

3•4 Cooling, heating and ventilation systems

4.4a Thermostat housing cover retaining

bolts (arrowed) - 1.4 litre engine

4.5 Removing the sealing ring from the

thermostat flange

5.7 Fan motor securing bolts (arrowed) -

viewed from rear (grille panel side)

4.4b Thermostat housing cover (arrowed)

- 2.0 litre engine

housing, and is described in more detail later
in this Section.
10 On some later models with air
conditioning, the cooling fan(s) is/are
controlled by a switch mounted in the
radiator, as described previously for models
without air conditioning. It will be self-evident
which type of switch is used. If no switch is
fitted to the radiator, the “Bitron” sensor is
used to control the fan(s).

Coolant temperature gauge/
temperature warning light
sender

Testing

11 The coolant temperature gauge/warning
light sender is screwed into the thermostat
housing.
12 The temperature gauge (where fitted) is
fed with a stabilised voltage from the
instrument panel feed (via the ignition switch
and a fuse). The gauge earth is controlled by
the sender. The sender contains a thermistor -
an electronic component whose electrical
resistance decreases at a predetermined rate
as its temperature rises. When the coolant is
cold, the sender resistance is high, current
flow through the gauge is reduced, and the
gauge needle points towards the blue (cold)
end of the scale. As the coolant temperature
rises and the sender resistance falls, current
flow increases, and the gauge needle moves
towards the upper end of the scale. If the
sender is faulty, it must be renewed.
13 On models with a temperature warning
light, the light is fed with a voltage from the
instrument panel. The light earth is controlled
by the sender. The sender is effectively a
switch, which operates at a predetermined
temperature to earth the light and complete
the circuit. If the light is fitted in addition to a
gauge, the senders for the gauge and light are
incorporated in a single unit, with two wires,
one each for the light and gauge earths. On
models with air conditioning, the light is
operated via the “Bitron” sensor - see
paragraphs 19 to 21.
14 If the gauge develops a fault, first check
the other instruments; if they do not work at
all, check the instrument panel electrical feed.
If the readings are erratic, there may be a fault
in the voltage stabiliser, which will necessitate
renewal of the stabiliser (the stabiliser is
integral with the instrument panel printed
circuit board - see Chapter 12). If the fault lies
in the temperature gauge alone, check it as
follows.
15 If the gauge needle remains at the “cold”
end of the scale when the engine is hot,
disconnect the sender wiring plug, and earth
the relevant wire to the cylinder head. If the
needle then deflects when the ignition is
switched on, the sender unit is proved faulty,
and should be renewed. If the needle still
does not move, remove the instrument panel
(Chapter 12) and check the continuity of the
wire between the sender unit and the gauge,

and the feed to the gauge unit. If continuity is
shown, and the fault still exists, then the
gauge is faulty, and the gauge unit should be
renewed.
16 If the gauge needle remains at the “hot”
end of the scale when the engine is cold,
disconnect the sender wire. If the needle then
returns to the “cold” end of the scale when
the ignition is switched on, the sender unit is
proved faulty, and should be renewed. If the
needle still does not move, check the
remainder of the circuit as described
previously.
17 The same basic principles apply to testing
the warning light. The light should illuminate
when the relevant sender wire is earthed.

Removal and refitting

18 The procedure is similar to that described
previously in this Section for the electric
cooling fan thermostatic switch. On some
models, access to the switch is very poor, and
other components may need to be removed
before the sender unit can be reached.

“Bitron” temperature sensor -
models with air conditioning

Testing

19 The sensor forms part of the air
conditioning “Bitron” control system (see
Section 11). Testing of the sensor should be
entrusted to a Peugeot dealer.

Removal and refitting

20 The “Bitron” temperature sensor is
screwed into the thermostat housing, which is
bolted onto the left-hand end of the cylinder
head.
21 The procedure is similar to that described
previously in this Section for the electric
cooling fan thermostatic switch. On some
models, access to the switch is very poor, and
other components may need to be removed
before the sender unit can be reached.

Coolant temperature sensor -
fuel injection models

Testing

22 The fuel injection system coolant
temperature sensor is screwed into the
thermostat housing, which is bolted onto the
left-hand end of the cylinder head.
23 The sensor is a thermistor (see paragraph
12). The fuel injection/engine management
electronic control unit (ECU) supplies the
sensor with a set voltage and then, by
measuring the current flowing in the sensor
circuit, it determines the engine’s
temperature. This information is then used, in
conjunction with other inputs, to control the
injector opening time (pulse width). On some
models, the idle speed and/or ignition timing
settings are also temperature-dependent.
24 If the sensor circuit should fail to provide
adequate information, the ECU’s back-up
facility will override the sensor signal. In this
event, the ECU assumes a predetermined
setting which will allow the fuel

injection/engine management system to run,
albeit at reduced efficiency. When this occurs,
the warning light on the instrument panel will
come on, and the advice of a Peugeot dealer
should be sought. The sensor itself can only
be tested using special Peugeot diagnostic
equipment. Do not attempt to test the circuit
using any other equipment, as there is a high
risk of damaging the ECU.

Removal and refitting

25 The procedure is similar to that described
previously in this Section for the electric
cooling fan thermostatic switch. On some
models, access to the switch is very poor, and
certain components may need to be removed
before the sensor can be reached.

Coolant pump -
removal and refitting

Note: A new pump gasket or O-ring (as
applicable) will be required on refitting.

Removal

1 The coolant pump is driven by the timing
belt, and is bolted to the cylinder block at the
timing belt end of the engine. Note that on 1.4
litre aluminium cylinder block engines, the
coolant pump is bolted to a separate housing
which is in turn bolted to the side of the
cylinder block.
2 Drain the cooling system as described in
Chapter 1.
3 Remove the timing belt as described in
Chapter 2.
4 Where necessary, for access to the coolant
pump, remove the timing belt tensioner
and/or the rear timing belt cover as described
in Chapter 2.
5 On 1.4 litre engines, support the engine by
placing a trolley jack and interposed block of
wood under the sump, then remove the upper
engine mounting as described in Chapter 2.
6 Remove the securing bolts, and withdraw
the pump from the cylinder block (access is
most easily obtained from under the wheel
arch). Recover the gasket or the O-ring, as
applicable (see illustrations).
7 On 1.4 litre aluminium cylinder block
engines, if desired, the pump impeller housing
can be removed from the rear of the coolant
pump housing. Access is most easily
obtained from underneath the vehicle (it may
be necessary to remove the exhaust heat
shield). Disconnect the coolant hoses from
the impeller housing (be prepared for coolant
spillage), then remove the securing bolts and
withdraw the impeller housing. Again, recover
the O-ring.

Refitting

8 Ensure that all mating faces are clean.
9 Where applicable, refit the impeller housing
to the pump housing, using a new O-ring.
Reconnect the coolant hoses.

Cooling, heating and ventilation systems 3•5

10 Refit the pump using a new gasket or
O-ring, as applicable.
11 Where applicable, refit the upper engine
mounting, with reference to Chapter 2, then
remove the jack from under the sump.
12 Where applicable refit the rear timing belt
cover and/or the timing belt tensioner with
reference to Chapter 2.
13 Refit the timing belt (refer to Chapter 2).
14 Refill the cooling system (see Chapter 1).

Heating and ventilation
system - general information

1 The heating/ventilation system consists of a
blower motor (housed behind the facia), face
level vents in the centre and at each end of
the facia, and air ducts to the front footwells.
2 Two types of system are fitted to the model
range. On basic specification models, the
heating/ventilation system is manually-
controlled. On higher specification models,
the system is electronically-controlled. The
components of both systems are identical,
with the exception of the control unit.
Additionally, on models with the electroni-
cally-controlled system, temperature sensors
and a thermostat are fitted to automatically
control the temperature of the air inside the
vehicle according to the position of the
temperature control knob.
3 The control unit is located in the facia, and
the controls operate flap valves to deflect and
mix the air flowing through the various parts of
the heating/ventilation system. The flap valves

are contained in the air distribution housing,
which acts as a central distribution unit,
passing air to the various ducts and vents.
4 Cold air enters the system through the grille
at the rear of the engine compartment. If
required, the airflow is boosted by the blower,
and then flows through the various ducts,
according to the settings of the controls. Stale
air is expelled through ducts at the rear of the
vehicle. If warm air is required, the cold air is
passed over the heater matrix, which is
heated by the engine coolant.
5 A recirculation switch enables the outside
air supply to be closed off, while the air inside
the vehicle is recirculated. This can be useful
to prevent unpleasant odours entering from
outside the vehicle, but should only be used
briefly, as the recirculated air inside the
vehicle will soon become stale.

Heater/ventilation
components - removal and
refitting

Heater/ventilation control unit -
models up to 1992

Removal

1 Disconnect the battery negative lead.
2 Where applicable, remove the radio/
cassette player as described in Chapter 12.
3 Move the steering column to its lowest
position.
4 Remove the lighting control stalk switch
(right-hand-drive models) or the wash/wipe

control stalk switch (left-hand-drive models),
as described in Chapter 12. Note that there is
no need to disconnect the switch wiring, but
the switch must be moved to allow clearance
for removal of the centre facia panel.
5 Unclip the trim panel from the lower edge of
the instrument panel to expose the upper
centre facia panel securing screw. Remove
the screw (see illustration).
6 Unclip the oddments tray from the front of
the facia centre panel.
7 Unclip the ashtray and remove it from the
facia.
8 Unscrew the five centre facia panel
securing screws exposed by removal of the
oddments tray and ashtray (see illustration).
9 Pull the centre facia panel forwards from
the facia, then reach behind the panel and
disconnect the wiring from the switches,
clock, and cigarette lighter, as applicable.
Note the locations of the wiring connectors to
ensure correct refitting, and remove the facia
panel.
10 Unscrew the four heater control unit
securing screws, then manipulate the unit
from the facia, and disconnect the control
cables and/or wiring plugs (see illustration).
The cables can be disconnected after
releasing the metal spring clips securing the
cable sheaths to the control unit.

Refitting

11 Refitting is a reversal of removal, but note
that the control cables must be reconnected
in the order shown (see illustration).
12 Refit the radio/cassette player with
reference to Chapter 12.

3•6 Cooling, heating and ventilation systems

7.6a Withdraw the coolant pump . . .

7.6c Removing the coolant pump (1.6 litre

engine) - shown with engine removed

9.10 Two heater control unit securing

screws (arrowed) - models up to 1992

9.8 Centre facia panel securing screws

(arrowed) - models up to 1992

9.5 Removing the upper centre facia panel

securing screw - models up to 1992

7.6b . . . and recover the O-ring -

1.4 litre engine shown

Heater/ventilation control unit -
models from 1993

Note: Refer to the facia removal procedure in
Chapter 11 for relevant illustrations of facia
housing removal.

Removal

13 Disconnect the battery negative lead.
14 Remove the centre console (Chapter 11).
15 Open the ashtray cover, and unscrew the
two screws located at the bottom of the
ashtray housing.
16 Where applicable, remove the radio/
cassette player with reference to Chapter 12.
On models not fitted with a radio/cassette
player, prise out the oddments tray.
17 Remove the two securing screws from the
top of the radio/cassette player/oddments
tray housing, then withdraw the housing from
the facia. Where applicable, disconnect the
wiring plug(s) from the rear of the housing.
18 Prise the blanking plate from the top
corner of the facia centre ventilation nozzle
housing. Remove the now-exposed securing
screw.
19 Remove the four housing securing screws
located under the heater control panel. Two
screws are accessible from the front of the
housing, and two screws from underneath.
20 Carefully prise the switches from below
the centre facia ventilation nozzles to reveal
the remaining housing securing screw.
Remove the screw.
21 Pull the housing forwards, and disconnect
the wiring from the clock, then withdraw the
housing.

22 Remove the two securing screws located
at the top of the heater control unit (see
illustration).
23 Pull the control unit forwards from the
facia.
24 Working at the top of the unit, disconnect
the two control cables and the wiring plug.
The cables can be disconnected after
releasing the metal spring clips securing the
cable sheaths to the control unit (see
illustration). Note the cable locations to
ensure correct refitting.
25 Working under the unit, disconnect the
remaining control cable, then withdraw the
unit.

Refitting

26 Refitting is a reversal of removal, ensuring
that the cables are correctly routed and
securely reconnected.

Heater/ventilation control cables

Removal

27 Disconnect the cables from the heater
control unit by removing the control unit as
described previously in this Section.
28 With the heater control unit removed,
access can be gained to the cable
connections on the heater unit, behind the
facia (see illustration). Access may be
improved by removing surrounding panels
with reference to Chapter 11.
29 Note the locations and routing of the
cables to ensure correct refitting.

Refitting

30 Refitting is a reversal of removal, bearing
in mind the following points.

a) The cables are of a preset length, and no

adjustment is required; small adjustments
can be made by repositioning the cable
sheaths in the securing clips.

b) When reconnecting the air inlet flap cable,

the cable must be routed around the air
inlet duct, not behind it (see illustration).

c) Refit the heater control unit as described

previously in this Section.

Heater matrix

Removal

31 Remove the complete facia assembly as
described in Chapter 11.
32 Drain the cooling system (Chapter 1).

33 Place a tray under the heater pipe
connections in the passenger compartment,
and place absorbent cloths on the carpet, in
case of coolant spillage.
34 Where applicable, unscrew the bolt
securing the heater pipes.
35 Unscrew the screw(s) securing the heater
pipes to the connector on the heater matrix
(see illustration).

Cooling, heating and ventilation systems 3•7

9.24 Disconnect the control cables from

the heater control unit - models from 1993

9.35 Remove the screw securing the

heater pipes to the matrix connector

9.30 Correct routing of heater air inlet flap

control cable - models up to 1992

9.28 Heater control cable metal spring clip

(arrowed) at heater unit

9.22 Remove the heater control unit
securing screws - models from 1993

9.11 Heater control cables reconnection

sequence - models up to 1992

1 Incorrect routing

2 Correct routing

To avoid draining the
cooling system, clamp the
coolant hoses as close as
possible to the heater matrix

pipes, in the engine compartment.

36 To remove the matrix from the heater
assembly, unscrew the two securing screws,
then carefully withdraw the matrix from its
housing in the heater assembly, moving the
heater pipes aside as the matrix is withdrawn.
Recover the O-rings from the matrix pipe
connections (see illustrations).

Refitting

37 Refitting is a reversal of removal, bearing
in mind the following points.

a) Use new O-rings when reconnecting the

heater matrix pipes to the connector on
the heater matrix.

b) Refit the facia assembly (see Chapter 11).
c) On completion, refill (or top-up) the

cooling system as described in Chapter 1.

Complete heater assembly -
models without air conditioning

Removal

38 Remove the complete facia assembly as
described in Chapter 11.

39 Drain the cooling system (see Chapter 1).
40 Working in the engine compartment,
disconnect the coolant hoses from the heater
matrix (it may be necessary to remove
surrounding components for access on some
models).
41 Where applicable, remove the securing

screws, and remove the plastic shields from
the heater air inlet, and the windscreen wiper
motor in the scuttle at the rear of the engine
compartment. This will expose the heater
securing bolts (see illustration).
42 Working in the scuttle, unscrew the heater
securing bolts.
43 Unclip the air ducts connecting the heater
assembly to the floor heating.
44 Place a tray under the heater pipe
connections in the passenger compartment,
and place absorbent cloths on the carpet, in
case of coolant spillage.
45 Where applicable, unscrew the bolt
securing the heater pipes.
46 Unscrew the screw(s) securing the heater
pipes to the connector on the heater matrix.
47 Unscrew the bolt from the lower right-hand
corner of the heater unit (see illustration).
48 Disconnect the wiring plugs from the
heater assembly, and release the wiring
harnesses from any clips. Note the routing of
the wiring to ensure correct refitting.
49 Pull the heater assembly back from the
bulkhead to disengage the matrix connector
from the heater pipes. Withdraw the heater
assembly from the vehicle (complete with the
control unit), being prepared for coolant
spillage. Recover the O-rings from the matrix
pipe connections.

Refitting

50 Refitting is a reversal of removal, bearing
in mind the following points.

a) Use new O-rings when reconnecting the

heater matrix pipes to the connector on
the heater matrix.

b) Ensure that the wiring harnesses are

routed as noted before removal.

c) Refit the facia assembly as described in

Chapter 11.

d) On completion, refill (or top-up) the

cooling system as described in Chapter 1.

Complete heater assembly -
models with air conditioning

Removal

51 Before carrying out any work, have the air
conditioning refrigerant circuit discharged by
a qualified air conditioning specialist.
52 Working in the engine compartment,
unscrew the nuts securing the clamp to the
evaporator refrigerant pipes at the engine
compartment bulkhead.
53 Slide the clamp back along the pipes,
away from the bulkhead.
54 Pull the two refrigerant pipes from the
relief valve on the bulkhead.
55 Proceed as described in paragraphs 38 to
49 inclusive, but note that it will be necessary
to disconnect the wiring plugs from the air
conditioning electrical components mounted
on the heater assembly. Note the locations of
the connectors, and the routing of the wiring
harnesses.

Refitting

56 Refitting is a reversal of removal, noting
the following points.

a) Ensure that all wiring plugs are correctly

reconnected, and that the wiring is routed
as noted before removal.

b) Use new O-rings when reconnecting the

heater matrix pipes to the connector on
the heater matrix.

c) Use new O-rings when reconnecting the

refrigerant pipes to the relief valve at the
bulkhead.

d) On completion, refill (or top-up) the

cooling system as described in Chapter 1,
and have the refrigerant circuit recharged
by a qualified air conditioning specialist.

3•8 Cooling, heating and ventilation systems

9.36a Remove the two

securing screws . . .

9.36c . . . and recover the O-rings from the

pipe connections

9.47 Heater unit lower right-hand securing

bolt (arrowed)

9.41 Plastic shield securing screws (1) and

heater securing bolt (2)

9.36b . . . then withdraw the

heater matrix . . .

To avoid draining the
cooling system, clamp the
coolant hoses as close as
possible to the heater matrix

pipes, in the engine compartment.

Warning: Do not attempt to
remove the heater unit until the
air conditioning refrigerant
circuit has been discharged by a
qualified expert.

Heater blower motor

Removal

57 Working under the passenger’s side of the
facia, release the securing clips and withdraw
the carpet trim panel from under the facia.
58 If desired, to improve access, remove the
glovebox as described in Chapter 11.
59 Reach up under the facia and disconnect
the blower motor wiring plug. Where
applicable, release the wiring from the clip(s)
on the motor casing (see illustration).
60 Unscrew the three securing screws from
the bottom of the motor casing, and withdraw
the motor assembly (see illustration).

Refitting

61 Refitting is a reversal of removal.

Heater blower control module

Removal

62 The control module assembly is located in
the motor casing.

63 Remove the blower motor as described
previously in this Section.
64 Where applicable, pull the rubber
grommet from the motor casing, and
disconnect the wiring from the motor (see
illustration). Note the wire locations to ensure
correct refitting.
65 Working through the fan blades, remove
the screws, and/or release the clips securing
the motor assembly to the casing (release the
clips using a pair of pliers or a screwdriver,
depending on the type of clip encountered)
(see illustrations).
66 Withdraw the motor/fan blade assembly
from the casing (see illustration).
67 Disconnect the wiring plug from the rear
of the control module (see illustration).
68 Remove the two securing screws, and
withdraw the control module (see
illustrations).

Refitting

69 Refitting is a reversal of removal.

10 Air conditioning system -

general information and
precautions

General information

1 An air conditioning system is available on
certain models up to 1992, and on all models
from 1993. It enables the temperature of
incoming air to be lowered, and also
dehumidifies the air, which makes for rapid
demisting and increased comfort.
2 The cooling side of the system works in the
same way as a domestic refrigerator.
Refrigerant gas is drawn into a belt-driven
compressor, and passes into a condenser
mounted on the front of the radiator, where it
loses heat and becomes liquid. The liquid
passes through an expansion valve to an
evaporator, where it changes from liquid
under high pressure to gas under low

Cooling, heating and ventilation systems 3•9

9.64 Pull the rubber grommet from the

motor casing for access to the wiring

9.66 . . . then withdraw motor from casing

9.65b . . . and release the clips . . .

9.65a Remove the securing screws . . .

9.60 Withdrawing the heater blower motor

9.59 Disconnect the blower motor

wiring plug

9.67 Disconnect the wiring plug . . .

9.68a . . . then remove the

securing screws . . .

9.68b . . . and withdraw the control module

pressure. This change is accompanied by a
drop in temperature, which cools the
evaporator. The refrigerant returns to the
compressor, and the cycle begins again.
3 Air blown through the evaporator passes to
the air distribution unit, where it is mixed with
hot air blown through the heater matrix to
achieve the desired temperature in the
passenger compartment.
4 The heating side of the system works in the
same way as on models without air
conditioning (see Section 9).
5 The operation of the system is controlled
electronically by the “Bitron” control unit,
which controls the electric cooling fan(s), the
compressor, and the facia-mounted warning
light. Any problems with the system should be
referred to a Peugeot dealer.

Precautions

6 When an air conditioning system is fitted, it
is necessary to observe special precautions
whenever dealing with any part of the system,

or its associated components. If for any
reason the system must be disconnected,
entrust this task to your Peugeot dealer or a
refrigeration engineer.

7 The refrigerant is potentially dangerous,
and should only be handled by qualified
persons. If it is splashed onto the skin, it can
cause frostbite. It is not itself poisonous, but
in the presence of a naked flame (including a
cigarette) it forms a poisonous gas.
Uncontrolled discharging of the refrigerant is
dangerous, and potentially damaging to the
environment.
8 Do not operate the air conditioning system
if it is known to be short of refrigerant, as this
may damage the compressor.

11 Air conditioning system

components - removal and
refitting

The only operation which can be carried out

easily without discharging the refrigerant is
renewal of the compressor drivebelt. This is
described in Chapter 1. (The “Bitron”
temperature sensor may be renewed using
the information in Section 6.) All other
operations must be referred to a Peugeot
dealer or an air conditioning specialist.

If necessary, the compressor can be

unbolted and moved aside, without
disconnecting its flexible hoses, after
removing the drivebelt.

3•10 Cooling, heating and ventilation systems

Warning: Do not attempt to
open the refrigerant circuit.
Refer to the precautions given
in Section 10.

Warning: The refrigeration
circuit may contain a liquid
refrigerant (Freon), and it is
therefore dangerous to

disconnect any part of the system without
specialised knowledge and equipment.

Fuel pump

Type

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

Mechanical, driven by eccentric on camshaft

Carburettor

Type

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

Solex 34-34 Z1, Solex 32-34 Z2 or Weber 36 TLP

Application:

XU engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Solex 34-34Z1 or Solex 32-34 Z2

TU engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Weber 34 TLP

Choke type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Manual, cable-operated

Solex carburettor

Float height setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

33.5 mm

Throttle valve fast idle setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.5 mm

Choke pull-down setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.0 mm

Weber carburettor

Float height setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

32.0 mm

Choke opening after starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.0 mm

Recommended fuel

Minimum octane rating:

TU3 (K1G) engine (carburettor) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

97 RON leaded or 98 RON (super) unleaded

All other models (both carburettor and fuel injection)

without a catalytic converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

95 RON unleaded* or 97 RON leaded

All other models with a catalytic converter . . . . . . . . . . . . . . . . . . . . .

95 RON unleaded or 98 RON (super) unleaded

*On some early models the ignition timing must be retarded by 3° in order to use 95 RON unleaded fuel - check with your Peugeot dealer.

Torque wrench settings

lbf ft

Fuel pump retaining bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Inlet manifold retaining nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Exhaust manifold retaining nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Exhaust system fasteners:

Front pipe-to-manifold nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Front pipe mounting bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 4 Part A:
Fuel/exhaust systems - carburettor models

Accelerator cable - removal, refitting and adjustment . . . . . . . . . . . . .7
Accelerator pedal - removal and refitting . . . . . . . . . . . . . . . . . . . . . . .8
Air cleaner air temperature control system -

general information and component renewal . . . . . . . . . . . . . . . . . .3

Air cleaner assembly - removal and refitting  . . . . . . . . . . . . . . . . . . . .2
Air cleaner filter element renewal  . . . . . . . . . . . . . . . . . .See Chapter 1
Carburettor - fault diagnosis, overhaul and adjustments  . . . . . . . . . .13
Carburettor - general information  . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Carburettor - removal and refitting  . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Choke cable - removal, refitting and adjustment  . . . . . . . . . . . . . . . . .9
Exhaust manifold - removal and refitting  . . . . . . . . . . . . . . . . . . . . . .15

Exhaust system check . . . . . . . . . . . . . . . . . . . . . . . . . . .See Chapter 1
Exhaust system - general information, removal and refitting  . . . . . . .16
Fuel filter renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .See Chapter 1
Fuel gauge sender unit - removal and refitting . . . . . . . . . . . . . . . . . . .5
Fuel pump - testing, removal and refitting  . . . . . . . . . . . . . . . . . . . . . .4
Fuel tank - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
General information and precautions  . . . . . . . . . . . . . . . . . . . . . . . . . .1
Idle speed and mixture adjustment  . . . . . . . . . . . . . . . . .See Chapter 1
Inlet manifold - removal and refitting  . . . . . . . . . . . . . . . . . . . . . . . . .14
Unleaded petrol - general information and usage  . . . . . . . . . . . . . . .10

4A•1

Easy, suitable for
novice with little
experience

Fairly easy, suitable
for beginner with
some experience

Fairly difficult,
suitable for competent
DIY mechanic

Difficult, suitable for
experienced DIY
mechanic

Very difficult,
suitable for expert
DIY or professional

Degrees of difficulty

Specifications

Contents

Content .. 12 13 14 15 ..