Peugeot 405. Manual - part 15

Engine codes (UK models)*

1580 cc engine:

July 1987-on  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

B2A (XU52C/K)

July 1989-on  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

BDY (XU5M)

1993-on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

BDY (XU5M3/L/Z)

February 1991 to January 1995  . . . . . . . . . . . . . . . . . . . . . . . . . . .

BDZ (XU5MZ)

1993-on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

BFZ (XU5JP/L/Z)

1761 cc engine  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

LFZ (XU7JP/L/Z)

1905 cc engine:

July 1987 to 1990 No 8274818  . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D2D (XU92C)

No 8274819-on  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D2H (XU92C/K)

March 1988 to No 8274818  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D5A (XU92CTR)

8274819-on  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D5A (XU92C)

July 1990-on  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D2H (XU92C)

July 1988-on  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DDZ (XU9M)

July 1988-on  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DKZ (XU9JAZ)

July 1987 to No 8274818  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D6A (XU9J2)

1991-on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D6D (XU9J2)

1993-on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D6D (XU9J2/K)

February 1991 to October 1992  . . . . . . . . . . . . . . . . . . . . . . . . . . .

DFZ (XU9J1)

July 1987-on  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D6C (XU9J4)

April 1988-on  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DFW (XU9J4/Z)

1998 cc engine:

(1993-on)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

RFX (XU10J2C/L/Z)

(1993-on)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

RFY (XU10J4/L/Z)

Engine codes (Non-UK models)*

1580 cc engine:

July 1987-on  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

B1E (XU51C)

November 1987 to June 1988  . . . . . . . . . . . . . . . . . . . . . . . . . . . .

B3B (XU51C)

July 1987 to June 1988 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

BAY (XU5CP)

July 1988-on  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

B5A (XU52C)

July 1988-on  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

B1E (XU51C)

1993-on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

B2A (XU52C/K)

1993-on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

B5A (XU52C/TR)

1993-on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

BDY (XU5M3/L/Z)

1761 cc engine  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

LFZ (XU7JP/L/Z)

1905 cc engine:

July 1987-on  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DFZ (XU9J1)

July 1987-on  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D2C (XU92C)

July 1988-on  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DFV (XU9J2)

July 1988-on  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D5A (XU92C/TR)

1993-on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D2H (XU92C/K)

1991-on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D6D (XU9J2/K)

1998 cc engine;

1993-on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

RFX (XU10J2C/L/Z)

1993-on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

RFY (XU10J4/L/Z)

*The engine code is either stamped on a plate attached to the front left-hand end of the cylinder block on 1761 cc engines and stamped directly
onto the front face of the cylinder block (just to the left of the oil filter) on 1998 cc engines. This is the code most often used by Peugeot. The code
given in brackets is the factory identification number, and is not often referred to by Peugeot or this manual.

Camshaft

Drive

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

Toothed belt

No of bearings  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5

Camshaft bearing journal diameter (outside diameter):

1580 cc and 1905 cc models:

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

26.980 to 26.959 mm

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

27.480 to 27.459 mm

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

27.980 to 27.959 mm

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

28.480 to 28.459 mm

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

35.975 to 35.950 mm

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

Not available

2B•2 XU engine in-car repair procedures

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