Peugeot 205. Manual - part 12

2

Compression test -
description and interpretation

Refer to Part A, Section 3 but on engines

with a static distributorless ignition system,
disable the ignition by depressing the
retaining clip and disconnecting the wiring
connector from the ignition module. 

3

Engine assembly/valve
timing holes - general
information and usage

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 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 and in the rear of the
flywheel. The holes are used to ensure that the
crankshaft and camshaft are correctly
positioned when assembling the engine (to

prevent the valves contacting the pistons when
refitting the cylinder head), or refitting the
timing belt. When the timing holes are aligned
with access holes in the cylinder head and the
front of the cylinder block, suitable diameter
pins can be inserted to lock both the camshaft
and crankshaft in position, preventing them
from rotating. Proceed as follows.
2 Remove the timing belt upper cover as
described in Section 6.
3 The crankshaft must now be turned until
the timing hole in the camshaft sprocket is
aligned with the corresponding hole in the
cylinder head. The holes are aligned when the
camshaft sprocket hole is in the 2 o’clock
position, when viewed from the right-hand
end of the engine. The crankshaft can be
turned by using a spanner on the crankshaft
sprocket bolt, noting that it should always be
rotated in a clockwise direction (viewed from
the right-hand end of the engine).
4 With the camshaft sprocket hole correctly
positioned, insert a 6 mm diameter bolt or drill
through the hole in the front, left-hand flange of
the cylinder block, and locate it in the timing
hole in the rear of the flywheel (see illustration).
Note that it may be necessary to rotate the
crankshaft slightly, to get the holes to align.
5 With the flywheel correctly positioned,
insert a 10 mm diameter bolt or a drill through

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

4

Cylinder head cover -
removal and refitting

2

Removal

1 Disconnect the battery negative lead.
2 Where necessary, undo the bolts securing
the HT lead retaining clips to the rear of the
cylinder head cover, and position the clips
clear of the cover.
3 Slacken the retaining clip, and disconnect
the breather hose from the left-hand end of
the cylinder head cover (see illustration).
Where the original crimped-type Peugeot
hose clip is still fitted, cut it off and discard it.
Use a standard worm-drive clip on refitting.
4 Undo the two retaining nuts, and remove
the washer from each of the cylinder head
cover studs (see illustration).
5 Lift off the cylinder head cover, and remove
it along with its rubber seal (see illustration).

TU series engine in-car repair procedures  2C•3

2C

4.3  Disconnect the breather hose from the

cylinder head cover . . .

4.4  . . . then slacken and remove the cover

retaining nuts and washers (arrowed) . . .

4.5  . . . and lift off the cylinder head cover

3.4  Insert a 6 mm bolt (arrowed) through hole in cylinder block

flange and into timing hole in flywheel . . .

3.5  . . .  then insert a 10 mm bolt through the camshaft sprocket

timing hole, and locate it in the cylinder head

Examine the seal for signs of damage and
deterioration, and if necessary, renew it.
6 Remove the spacer from each stud, and lift
off the oil baffle plate (see illustrations).

Refitting

7 Carefully clean the cylinder head and cover
mating surfaces, and remove all traces of oil.
8 Fit the rubber seal over the edge of the
cylinder head cover, ensuring that it is
correctly located along its entire length (see
illustration).
9 Refit the oil baffle plate to the engine, and
locate the spacers in their recesses in the
baffle plate.
10 Carefully refit the cylinder head cover to
the engine, taking great care not to displace
the rubber seal.
11 Check that the seal is correctly located,
then refit the washers and cover retaining
nuts, and tighten them to the specified torque.
12 Where necessary, refit the HT lead clips to
the rear of the head cover, and securely
tighten their retaining bolts.
13 Reconnect the breather hose to the
cylinder head cover, securely tightening its
retaining clip, and reconnect the battery
negative lead.

5

Valve clearances - checking
and adjustment

2

Note: The valve clearances must be checked
and adjusted only when the engine is cold.

1 The importance of having the valve
clearances correctly adjusted cannot be
overstressed, as they vitally affect the
performance of the engine. If the clearances are
too big, the engine will be noisy (characteristic
rattling or tapping noises) and engine efficiency
will be reduced, as the valves open too late and
close too early. A more serious problem arises if
the clearances are too small, however. If this is
the case, the valves may not close fully when
the engine is hot, resulting in serious damage to
the engine (eg. burnt valve seats and/or cylinder
head warping/cracking). The clearances are
checked and adjusted as follows.
2 Remove the cylinder head cover as
described in Section 4.
3 The engine can now be turned using a
suitable socket and extension bar fitted to the
crankshaft sprocket/pulley bolt.

4 It is important that the clearance of each
valve is checked and adjusted only when the
valve is fully closed, with the rocker arm
resting on the heel of the cam (directly
opposite the peak). This can be ensured by
carrying out the adjustments in the following
sequence, noting that No 1 cylinder is at the
transmission end of the engine. The correct
valve clearances are given in the
Specifications at the start of this Chapter. The
valve locations can be determined from the
position of the manifolds.

Valve fully open

Adjust valves

No 1 exhaust

No 3 inlet, No 4 exhaust

No 3 exhaust

No 4 inlet, No 2 exhaust

No 4 exhaust

No 2 inlet, No 1 exhaust

No 2 exhaust

No 1 inlet, No 3 exhaust

5 With the relevant valve fully open, check the
clearances of the two valves specified. The
clearances are checked by inserting a feeler
blade of the correct thickness between the
valve stem and the rocker arm adjusting screw
(see illustration). The feeler blade should be a
light, sliding fit. If adjustment is necessary,
slacken the adjusting screw locknut, and turn
the screw as necessary. Once the correct
clearance is obtained, hold the adjusting screw
and securely tighten the locknut. Recheck the
valve clearance, and adjust again if necessary.
6 Rotate the crankshaft until the next valve in
the sequence is fully open, and check the
clearances of the next two specified valves.
7 Repeat the procedure until all eight valve
clearances have been checked (and if
necessary, adjusted), then refit the cylinder
head cover as described in Section 4.

6

Timing belt covers - removal
and refitting

1

Removal

Upper cover

1 Slacken and remove the two retaining bolts
(one at the front and one at the rear), and
remove the upper timing cover from the
cylinder head (see illustrations).

2C•4 TU series engine in-car repair procedures

4.6a  Lift off the spacers (second one

arrowed) . . .

4.6b  . . . and remove the oil baffle plate

4.8  Ensure the rubber seal is correctly

located on the cover when refitting

6.1a  Undo the two retaining bolts

(arrowed) . . .

5.5  Valve clearance adjustment

6.1b  . . . and remove the timing belt upper

cover

Turning the engine will be
easier if the spark plugs are
removed first - see Chapter 1.

Centre cover

2 Remove the upper cover as described in
paragraph 1, then free the wiring from its
retaining clips on the centre cover.
3 Slacken and remove the three retaining
bolts (one at the rear of the cover, beneath the
engine mounting plate, and two directly above
the crankshaft pulley), and manoeuvre the
centre cover out from the engine
compartment 

(see illustration).

Lower cover

4 Remove the auxiliary drivebelt as described
in Chapter 1.
5 Remove the upper and centre covers as
described in paragraphs 1 to 3.
6 Undo the three crankshaft pulley retaining
bolts and remove the pulley, noting which way
round it is fitted (see illustrations).
7 Slacken and remove the single retaining
bolt, and slide the lower cover off the end of
the crankshaft (see illustration).

Refitting

Upper cover

8 Refit the cover, ensuring it is correctly
located with the centre cover, and tighten its
retaining bolts.

Centre cover

9 Manoeuvre the centre cover back into
position, ensuring it is correctly located with
the lower cover, and tighten its retaining bolts.
10 Clip the wiring loom into its retaining clips
on the front of the centre cover, then refit the
upper cover as described in paragraph 8.

Lower cover

11 Locate the lower cover over the timing
belt sprocket, and tighten its retaining bolt.
12 Fit the pulley to the end of the crankshaft,
ensuring it is fitted the correct way round, and
tighten its retaining bolts to the specified
torque.
13 Refit the centre and upper covers as
described above, then refit and tension the
auxiliary drivebelt as described in Chapter 1.

7

Timing belt - general
information, removal and
refitting

3

Note: Peugeot specify the use of a special
electronic tool (SEEM C.TRONIC type 105 belt
tensioning measuring tool) to correctly set the
timing belt tension. If access to this equipment
cannot be obtained, an approximate setting
can be achieved using the method described
below. If the method described is used, 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.

General information

1 The timing belt drives the camshaft 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 it is at all 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

4 Disconnect the battery negative lead.
5 Align the engine assembly/valve timing

holes as described in Section 3, and lock both
the camshaft sprocket and the flywheel in
position. Do not attempt to rotate the engine
whilst the locking tools are in position.
6 Remove the timing belt centre and lower
covers as described in Section 6.
7 Loosen the timing belt tensioner pulley
retaining nut. Pivot the pulley in a clockwise
direction, using a square-section key fitted to
the hole in the pulley hub, then retighten the
retaining nut.
8 If the timing belt is to be re-used, use white
paint or similar to mark the direction of
rotation on the belt (if markings do not already
exist) (see illustration). Slip the belt off the
sprockets.
9 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 the belt 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
when compared to 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.

Refitting

10 Prior to refitting, thoroughly clean the
timing belt sprockets. Check that the tensioner

TU series engine in-car repair procedures  2C•5

2C

6.3  . . . then undo the three bolts (locations

arrowed) and remove the centre cover

6.6a  Undo the three bolts (arrowed) . . .

6.6b  . . . and remove the crankshaft pulley

6.7  Undo the retaining bolt and remove

the timing belt lower cover

7.8  Mark the direction of rotation on the

belt if it is to be re-used

pulley rotates freely, without any sign of
roughness. If necessary, renew the tensioner
pulley as described in Section 8. Make sure
that the locking tools are still in place, as
described in Section 3.
11 Manoeuvre the timing belt into position,
ensuring that the arrows on the belt are
pointing in the direction of rotation (clockwise,
when viewed from the right-hand end of the
engine).
12 Do not twist the timing belt sharply while
refitting it. Fit the belt over the crankshaft and
camshaft sprockets. Make sure that the “front
run” of the belt is taut - ie, ensure that any
slack is on the tensioner pulley side of the belt.
Fit the belt over the coolant pump sprocket
and tensioner pulley. Ensure that the belt teeth
are seated centrally in the sprockets.
13 Loosen the tensioner pulley retaining nut.
Pivot the pulley anti-clockwise to remove all
free play from the timing belt, then retighten
the nut. Tension the timing belt as described
under the relevant sub-heading.

Tensioning without the special
electronic measuring tool

Note: If this method is used, ensure that the
belt tension is checked by a Peugeot dealer at
the earliest possible opportunity.
14 Peugeot dealers use a special tool to
tension the timing belt. A similar tool may be
fabricated using a suitable square-section bar
attached to an arm made from a metal strip; a
hole should be drilled in the strip at a distance
of 80 mm from the centre of the square-
section bar. Fit the tool to the hole in the
tensioner pulley, keeping the tool arm as close
to the horizontal as possible, and hang a 1.5
kg (3.3 lb) weight from the hole in the tool (see
illustration). In the absence of an object of
the specified weight, a spring balance can be
used to exert the required force, ensuring that
the spring balance is held at 90° to the tool
arm. Slacken the pulley retaining nut, allowing
the weight or force exerted (as applicable) to
push the tensioner pulley against the belt,
then retighten the pulley nut.
15 If this special tool is not available, an
approximate setting may be achieved by
pivoting the tensioner pulley anti-clockwise
until it is just possible to twist the timing belt
through 90° by finger and thumb, midway
between the crankshaft and camshaft
sprockets. The deflection of the belt at the
mid-point between the sprockets should be
approximately 6.0 mm.
16 Remove the locking tools from the
camshaft sprocket and flywheel.
17 Using a suitable socket and extension bar
on the crankshaft sprocket bolt, rotate the
crankshaft through four complete rotations in
a clockwise direction (viewed from the right-
hand end of the engine). Do not at any time
rotate the crankshaft anti-clockwise.
18 Slacken the tensioner pulley nut, re-
tension the belt as described in paragraph 14
or 15, then tighten the tensioner pulley nut to
the specified torque.

19 Rotate the crankshaft through a further
two turns clockwise, and check that both the
camshaft sprocket and flywheel timing holes
are still correctly aligned.
20 If all is well, refit the timing belt covers as
described in Section 6, and reconnect the
battery negative lead.

Tensioning using the special
electronic measuring tool

21 Fit the special belt tensioning measuring
equipment to the “front run” of the timing belt,
approximately midway between the camshaft
and crankshaft sprockets. Position the
tensioner pulley so that the belt is tensioned
to a setting of 45 units, then retighten its
retaining nut.
22 Remove the locking tools from the
camshaft sprocket and flywheel, and remove
the measuring tool from the belt.
23 Using a suitable socket and extension bar
on the crankshaft sprocket bolt, rotate the
crankshaft through four complete rotations in
a clockwise direction (viewed from the right-
hand end of the engine). Do not at any time
rotate the crankshaft anti-clockwise.
24 Slacken the tensioner pulley retaining nut,
and refit the measuring tool to the belt. If a
“new” belt is being fitted, tension it to a
setting of 40 units. If an “old” belt is being re-
used, tighten it to a setting of 36 units. Note:
Peugeot state that a belt becomes “old” after

1 hour’s use.

With the belt correctly

tensioned, tighten the pulley retaining nut to
the specified torque.
25 Remove the measuring tool from the belt,
then rotate the crankshaft through another
two complete rotations in a clockwise
direction, so that both the camshaft sprocket
and flywheel timing holes are realigned. Do
not at any time rotate the crankshaft anti-
clockwise. Fit the measuring tool to the belt,
and check the belt tension. A “new” belt
should give a reading of 51 ± 3 units; an “old”
belt should be 45 ± 3 units.
26 If the belt tension is incorrect, repeat the
procedures in paragraphs 24 and 25.
27 With the belt tension correctly set, refit the
timing belt covers as described in Section 5,
and reconnect the battery negative lead.

8

Timing belt tensioner and
sprockets - removal,
inspection and refitting

3

Note: This Section describes the removal and
refitting of the components concerned as
individual operations. If more than one of them
is to be removed at the same time, start by
removing the timing belt as described in
Section 7; remove the actual component as
described below, ignoring the preliminary
dismantling steps.

2C•6 TU series engine in-car repair procedures

7.14  Using the Peugeot special tool to tension the timing belt