Peugeot 205. Manual - part 19

XU series engines

3 On some early engines, both the upper and
lower bearing shells were of the same
thickness.
4 However, on later engines the main bearing
running clearance was significantly reduced.
To enable this to be done, four different grades
of bearing shell were introduced. The grades
are indicated by a colour-coding marked on the
edge of each shell, which denotes the shell’s
thickness, as listed in the following table. The
upper shell on all bearings is of the same size,
and the running clearance is controlled by
fitting a lower bearing shell of the required
thickness. This arrangement has been fitted to
all engines produced since mid-1994 and, if
possible, should also be fitted to earlier
engines during overhaul (see paragraph 11).

Bearing colour 

Thickness (mm)

code

Standard

Undersize

Upper bearing:
Yellow

1.856

2.006

Lower bearing:
Blue (Class A)

1.836

1.986

Black (Class B)

1.848

1.998

Green (Class C)

1.859

2.009

Red (Class D)

1.870

2.020

Note: On later engines, upper shells are easily
distinguished from lower shells, by their
grooved bearing surface; the lower shells have
a plain surface.
5 On early engines, the correct size of bearing
shell must be selected by measuring the
running clearance as described under the
sub-heading below.
6 On engines produced since mid-1994,
when the new bearing shell sizes were
introduced, the crankshaft and cylinder
block/crankcase have had reference marks on
them to identify the size of the journals and
bearing bores.

7 The cylinder block reference marks are on
the left-hand (transmission) end of the block.
The crankshaft reference marks are on the
left-hand (transmission) end of the crankshaft,
on the left-hand web of No 1 crankpin (see
illustration). These marks can be used to
select bearing shells of the required thickness
as follows.
8 On both the crankshaft and block, there
are two lines of identification, a bar code,
which is used by Peugeot during production,
and a row of five characters (letters and
numbers). The first character in the sequence
refers to the relevant size of No 1 bearing (at
the flywheel/driveplate end) and the last letter
in the sequence refers to the relevant size of
No 5 main bearing. These marks can be used
to select the required bearing shell grade as
follows.

9 Obtain the identification character of both
the relevant crankshaft journal and the
cylinder block bearing bore. Note that the
crankshaft characters are listed across the
top of the chart, and the cylinder block
characters down the side (see illustration).
Trace a vertical line down from the relevant
crankshaft character, and a horizontal line
across from the relevant cylinder block
character, and find the point at which both
lines cross. This crossover point will indicate
the grade of lower bearing shell required to
give the correct main bearing running
clearance. For example, the illustration shows
cylinder block reference H, and crankshaft
reference 6, crossing at a point within the area
of Class D, indicating that a Red (Class D)
lower bearing shell is required to give the
correct main bearing running clearance.

Engine removal and overhaul procedures  2D•17

2D

12.10 Piston ring identification

1 Oil control ring
2 Second compression ring
3 First compression ring

b Oil control expander ring

gap

c Oil control scraper ring gaps

13.7  Cylinder block

and crankshaft main

bearing reference

markings - later XU

series engines

A Bar code (used in

production)

B Identification characters

13.9  Main bearing shell selection chart - later XU series engines

BE Blue (Class A)

NR Black (Class B)

VE Green (Class C)

RG Red (Class D)

10 Repeat this procedure so that the
required bearing shell grade is obtained for
each of the five main bearing journals.
11 Seek the advice of your Peugeot dealer
on parts availability, and on the best course of
action when ordering new bearing shells.
Note:  On early models, at overhaul it is
recommended that the later bearing shell
arrangement is fitted. This, however, should
only be done if the lubrication system
components are upgraded (necessitating
replacement of the oil pump relief valve piston
and spring, as well as the pump sprocket and
drive chain) at the same time. If the new
bearing arrangement is to be used without
uprating the lubrication system, Peugeot state
that Blue (Class A) lower bearing shells should
be fitted. Refer to your Peugeot dealer for
further information.

TU series engines

12 As with the XU series engines described
previously, the TU aluminium block engine
originally had upper and lower bearing shells
of the same thickness, with only two sets of
bearing shell sizes available; standard and
oversize. On aluminium block engines from
mid-1993 onwards, and all cast-iron block
engines, to ensure that the main bearing
running clearance can be accurately set, there
are three different grades of bearing shell. The
grades are indicated by a colour-coding
marked on the edge of each shell, which
denotes the shell’s thickness, as listed in the
following table. The upper shell on all bearings
is of the same size (class B, colour code
black), and the running clearance is controlled
by fitting a lower bearing shell of the required
thickness. This later arrangement should also,
if possible, be fitted to earlier engines during
overhaul.

Aluminium block engine

Bearing colour 

Thickness (mm)

code

Standard

Undersize

Blue (class A)

1.823

1.973

Black (class B)

1.835

1.985

Green (class C)

1.848

1.998

Cast-iron block engine

Bearing colour 

Thickness (mm)

code

Standard

Undersize

Blue (class A)

1.844

1.994

Black (class B)

1.858

2.008

Green (class C)

1.869

2.019

13 New bearing shells can be selected using
the reference marks on the cylinder
block/crankcase. The cylinder block marks
identify the diameter of the bearing bores and
the crankshaft marks, the diameter of the
crankshaft journals. On early engines, the
correct size of bearing shell must be selected
by measuring the running clearance as
described under the sub-heading below.
14 The cylinder block reference marks are on
the right-hand (timing belt) end of the block,
and the crankshaft reference marks are on the
right-hand (timing belt) end of the crankshaft,

on the right-hand web of No 4 crankpin (see
illustration). These marks can be used to
select bearing shells of the required thickness
as follows.
15 On both the crankshaft and block there
are two lines of identification: a bar code,
which is used by Peugeot during production,
and a row of five letters. The first letter in the
sequence refers to the size of No 1 bearing (at
the flywheel/driveplate end). The last letter in
the sequence (which is followed by an arrow)
refers to the size of No 5 main bearing. These
marks can be used to select the required
bearing shell grade as follows.
16 Obtain the identification letter of both the
relevant crankshaft journal and the cylinder

block bearing bore. Noting that the cylinder
block letters are listed across the top of the
chart, and the crankshaft letters down the
side, trace a vertical line down from the
relevant cylinder block letter, and a horizontal
line across from the relevant crankshaft letter,
and find the point at which both lines cross.
This crossover point will indicate the grade of
lower bearing shell required to give the correct
main bearing running clearance. For example,
the illustration shows cylinder block reference
G, and crankshaft reference T, crossing at a
point within the area of Class A, indicating that
a blue-coded (Class A) lower bearing shell is
required to give the correct main bearing
running clearance (see illustration).

2D•18 Engine removal and overhaul procedures

13.14  Cylinder block and crankshaft main bearing reference markings - 

TU series engines

13.16  Main bearing shell selection chart - TU series engines

17 Repeat this procedure so that the
required bearing shell grade is obtained for
each of the five main bearing journals.
18 Seek the advice of your Peugeot dealer
for the latest information on parts availability
when ordering new bearing shells.

Main bearing running clearance
check

XU series engines

19 On early engines, if the modified bearing
shells are to be fitted, obtain a set of new
(Yellow) upper bearing shells and new Blue
(Class A) lower bearing shells. On later
(mid-1994 on) engines where the modified
bearing shells are already fitted, the running
clearance check can be carried out using the
original bearing shells, although it is
preferable to use a new set, since the results
obtained will be a lot more conclusive.
20 Clean the backs of the bearing shells, and
the bearing locations, in both the cylinder
block/crankcase and the main bearing caps.
21 Press the bearing shells into their locations,
ensuring that the tab on each shell engages in
the notch in the cylinder block/crankcase or
bearing cap, and taking care not to touch any
shell’s bearing surface with your fingers. There
is conflicting information from the manufacturer
on the exact placement of the grooved and
plain bearing shells, which appears to vary
according to engine code and model year.
Also, the bearing arrangement on the project
cars dismantled in the preparation of this
manual did not conform to the expected
placement, but no harm seemed to have
resulted. As a general recommendation, if the
old bearing shells are being used they must be
positioned in their original locations. If new
bearing shells are being used on early models,
fit the plain shells in all locations that had a
plain shell on removal, and likewise for the
grooved shells. From mid-1994 onwards, all
upper bearing shells are grooved, whereas all
lower shells are plain.

22 The running clearance can be checked in
either of two ways.
23 One method (which will be difficult to
achieve without a range of internal
micrometers or internal/external expanding
calipers) is to refit the main bearing caps to
the cylinder block/crankcase, with bearing
shells in place. With the cap retaining bolts
tightened to the specified torque, measure the
internal diameter of each assembled pair of
bearing shells. If the diameter of each
corresponding crankshaft journal is measured
and then subtracted from the bearing internal
diameter, the result will be the main bearing
running clearance.
24 The second (and more accurate) method
is to use a product known as Plastigage. This
consists of a fine thread of perfectly round
plastic, which is then compressed between
the bearing shell and the journal. When the
shell is removed, the plastic is deformed, and
can be measured with a specified card gauge
supplied with the kit. The running clearance is
determined from this gauge. Plastigage
should be available from your Peugeot dealer,
otherwise, enquiries at one of the larger
specialist quality motor factors should
produce the name of a stockist in your area.
The procedure for using Plastigage is as
follows.
25 With the main bearing upper shells in
place, carefully lay the crankshaft in position.
Do not use any lubricant; the crankshaft
journals and bearing shells must be perfectly
clean and dry.
26 Cut several lengths of the
appropriate-size Plastigage (they should be
slightly shorter than the width of the main
bearings), and place one length on each
crankshaft journal axis (see illustration).
27 With the main bearing lower shells in
position, refit the main bearing caps and
tighten their retaining bolts to the specified
torque. Take care not to disturb the
Plastigage, and do not rotate the crankshaft at
any time during this operation.

28 Remove the main bearing caps again,
taking great care not to disturb the Plastigage,
nor to rotate the crankshaft.
29 Compare the width of the crushed
Plastigage on each journal to the scale printed
on the Plastigage envelope, to obtain the main
bearing running clearance (see illustration).
Compare the clearance measured with that
given in the Specifications at the start of this
Chapter.
30 If the clearance is significantly different
from that expected, the bearing shells may be
the wrong size (or excessively worn, if the
original shells are being re-used). Before
deciding that different size shells are required,
make sure that no dirt or oil was trapped
between the bearing shells and the caps or
block when the clearance was measured. If
the Plastigage was wider at one end than at
the other, the crankshaft journal may be
tapered.
31 If the clearance is not as specified, use
the reading obtained, along with the shell
thicknesses quoted above, to calculate the
necessary grade of bearing shells required.
When calculating the bearing clearance
required, bear in mind that it is always better
to have the running clearance towards the
lower end of the specified range, to allow for
wear in use.
32 Where necessary, obtain the required
grades of bearing shell, and repeat the
running clearance checking procedure as
described above.
33 On completion, carefully scrape away all
traces of the Plastigage material from the
crankshaft and bearing shells, using a
fingernail or other object which is unlikely to
score the bearing surfaces.

TU series aluminium block engines

34 The procedure is similar to that described
in paragraphs 20 to 33, except that the lower
shells are fitted to the main bearing ladder
instead of the individual bearing caps. On early
engines, if the modified bearing shells are to

Engine removal and overhaul procedures  2D•19

2D

13.26  Plastigage in place on a crankshaft main bearing journal

13.29  Measure the width of the deformed Plastigage using the

scale on the card

be fitted, obtain a set of new Black (Class B)
upper bearing shells and new Blue (Class A)
lower bearing shells. On later (mid-1993 on)
engines where the modified bearing shells are
already fitted, the running clearance check can
be carried out using the original bearing shells,
although it is preferable to use a new set as
described above, since the results obtained
will be a lot more conclusive. Note that on
most models, all the bearing shells are plain
except those fitted to journals 2 and 4 which
are grooved. Some engines, however, may
have a grooved bearing shell fitted to the
upper (cylinder block) location of No 5 main
bearing. Fit the ladder, tighten the bolts to the
specified torque and carry out the running
clearance check.

TU series cast-iron block engines

35 The procedure is similar to that described
in paragraphs 20 to 33 except that all the
bearing shells are plain except those fitted to
journals 2 and 4 which are grooved.

Final crankshaft refitting

XV, XW and XY series engines

36 Due to the arrangement of the split
crankcase it is necessary to have the pistons,
and connecting rods in place in the block
before refitting the crankshaft. Carry out the
operations described in Section 14, then
proceed as follows.
37 Place the bearing shells in their locations
as described earlier. If new shells are being

fitted, ensure that all traces of protective
grease are cleaned off using paraffin. Wipe
dry the shells with a lint-free cloth. Liberally
lubricate each bearing shell in the cylinder
block/crankcase with clean engine oil.
38 Fit the semi-circular thrustwashers which
control crankshaft endfloat. The oil grooves of
the thrustwashers must be against the
machined face of the crankshaft (see
illustration).
39 Oil the shell bearings and lower the
crankshaft into position (see illustration).
40 Reconnect the connecting rods to the
crankshaft as described in Section 14.
41 Fit a new O-ring seal to the crankcase
flange and check that the locating dowels are
in position (see illustration).
42 Apply jointing compound to the flange.
43 Clean the recesses in the remaining
crankcase housing section and fit the main
bearing shells. Note that the grooved shells
are located in positions 2 and 4.
44 Locate the housing, taking care not to
displace the bearing shells.
45 Screw in the ten main bearing/casing
bolts with flat washers; noting that the two
longer bolts are at the flywheel housing end
and the very long one at the crankshaft pulley
end on the oil pump side (see illustration).
46 Tighten the bolts in the sequence given in
two stages to the specified torque (see
illustration).
47 Now screw in and tighten the seven
casing flange bolts with their spring washers
(see illustration).

48 Fit a new crankshaft rear oil seal as
described in Part A of this Chapter.
49 Where removed, fit the cylinder head, as
described in Part A.

XU series engines

50 Carefully lift the crankshaft out of the
cylinder block once more.
51 Using a little grease, stick the upper
thrustwashers to each side of the No 2 main
bearing upper location. Ensure that the oilway
grooves on each thrustwasher face outwards
(away from the cylinder block) (see illustration).
52 Place the bearing shells in their locations
as described earlier. If new shells are being
fitted, ensure that all traces of protective
grease are cleaned off using paraffin. Wipe
dry the shells and connecting rods with a lint-
free cloth. Liberally lubricate each bearing
shell in the cylinder block/crankcase and cap
with clean engine oil.

2D•20 Engine removal and overhaul procedures

13.38  Crankshaft thrustwashers - 

XV, XW and XY series engines

13.39  Lowering the crankshaft into place

13.41  Crankcase flange O-ring seal

13.46  Main bearing/casing bolt tightening sequence - XV, XW and XY series engines

R   Oil grooves

13.45  Tightening the main bearing/casing

bolts

13.47  Refit the casing flange bolts and

washers