Peugeot 205. Manual - part 32

plugs. Use a timing light (paragraph 4 above)
to check whether HT voltage is present at all
leads.
13 If HT voltage is not present on any
particular lead, the fault will be in that lead or
in the distributor cap. If HT is present on all
leads, the fault will be in the spark plugs;
check and renew them if there is any doubt
about their condition.
14 If no HT is present, check the HT coil; its
secondary windings may be breaking down
under load.

Models with static
distributorless ignition systems

15 If a fault appears in the engine
management (fuel injection/ignition) system
first ensure that the fault is not due to a poor
electrical connection or poor maintenance; ie,
check that the air cleaner filter element is
clean, the spark plugs are in good condition
and correctly gapped, that the engine breather
hoses are clear and undamaged, referring to
Chapter 1 for further information. Also check
that the throttle cable is correctly adjusted as
described in the relevant part of Chapter 4. If
the engine is running very roughly, check the
compression pressures and the valve
clearances as described in Chapter 2B or 2C.
16 If these checks fail to reveal the cause of
the problem the vehicle should be taken to a
suitably equipped Peugeot dealer for testing.
A wiring block connector is incorporated in
the engine management circuit into which a
special electronic diagnostic tester can be
plugged. The tester will locate the fault quickly
and simply alleviating the need to test all the
system components individually which is a
time consuming operation that carries a high
risk of damaging the ECU.
17 The only ignition system checks which
can be carried out by the home mechanic are
those described in Chapter 1, relating to the
spark plugs, and the ignition coil test
described in this Chapter. If necessary, the
system wiring and wiring connectors can be
checked as described in Chapter 12 ensuring
that the ECU wiring connector(s) have first
been disconnected.

3

Ignition HT coil - removal,
testing and refitting

2

Note: On models with static distributorless
ignition systems, the ignition HT coil is an
integral part of the ignition module. Refer to
Section 6 for removal and refitting
procedures.

Removal

All engines except TU series

1 The ignition HT coil is located at the left-
hand side of the engine compartment mounted
on the side of the suspension strut tower.
2 Disconnect the battery negative lead.

3 Slide the cover off the coil and adjacent
ignition module (see illustration). 
4 Disconnect the wiring at the coil LT
terminals, and the HT lead at the coil centre
terminal.
5 Release the coil mounting clamp and
remove the coil. 

TU series engines

6 The ignition HT coil is mounted on the left-
hand end of the cylinder head, above the
distributor.
7 Disconnect the battery negative lead.
8 Refer to the relevant Part of Chapter 4 and
remove the air cleaner assembly. Once the air
cleaner is removed, move aside any pipes,
hoses or wiring as necessary for improved
access.
9 Where applicable, disconnect the wiring
connector from the capacitor mounted on the
coil mounting bracket and release the TDC
sensor wiring connector from the bracket.
10 Disconnect the HT lead from the coil then
depress the retaining clip and disconnect the
coil wiring connector (see illustration).
11 Slacken and remove the two retaining
bolts and remove the coil and mounting
bracket from the cylinder head. Where
necessary, slacken and remove the four
screws and nuts and separate the HT coil and
mounting bracket.

Testing

12 Testing of the coil consists of using a
multimeter set to its resistance function, to
check the primary (LT “+’“ to “-” terminals) and
secondary (LT “+” to HT lead terminal)
windings for continuity, bearing in mind that on
the four output, static type HT coil there are
two sets of each windings. Compare the
results obtained to those given in the
Specifications at the start of this Chapter. Note
the resistance of the coil windings will vary
slightly according to the coil temperature, the
results in the Specifications are approximate
values for when the coil is at 20°C.
13 Check that there is no continuity between
the HT lead terminal and the coil
body/mounting bracket.
14 If the coil is thought to be faulty, have your
findings confirmed by a Peugeot dealer before
renewing the coil.

Refitting (all models)

15 Refitting is a reversal of the relevant
removal procedure ensuring that the wiring
connectors are securely reconnected and,
where necessary, the HT leads are correctly
connected.

4

Distributor (breakerless
ignition systems) - removal
and refitting

2

Removal

All engines except TU series

1 Disconnect the battery negative lead.
2 Remove the air cleaner and/or inlet duct, as
necessary for access, with reference to the
relevant Part of Chapter 4.
3 Identify the HT leads for position then
disconnect them from the spark plugs.
4 Slide off the ignition coil cover and
disconnect the HT lead from the coil.
5 Pull back the plastic cover then unclip and
remove the distributor cap (see illustration).
Note that on certain later models the cap is
retained by two screws instead of clips.
6 Disconnect the wiring at the connector,
where necessary pulling out the spring clip
first.
7 Pull the hose from the vacuum advance
unit.
8 Mark the distributor mounting flange in
relation to the cylinder head or thermostat
housing as applicable.

Ignition system  5B•3

5B

3.3  On all engines except TU series,

access to the coil and ignition module is

gained after sliding up the protective cover

3.10  Disconnecting the coil wiring

connector (arrowed) on TU series engines

4.5  Pull back the plastic cover then unclip

and remove the distributor cap

9 Unscrew the mounting nuts, remove the
small plates, and withdraw the distributor (see
illustrations).
10 Check the condition of the O-ring on the
mounting flange and renew it if necessary.

TU series engines

11 Remove the ignition HT coil (Section 3).
12 Identify the HT leads for position, then
disconnect them from the spark plugs.
13 Unbolt the HT lead support from the
cylinder head.
14 Pull back the plastic cover, then extract
the screws and remove the distributor cap.
15 Disconnect the wiring at the connector
(see illustration).
16 Pull the hose from the vacuum advance
unit.
17 Mark the distributor mounting flange in
relation to the distributor/fuel pump housing
(see illustration).
18 Unscrew the mounting nuts, remove the
small plates, and withdraw the distributor (see
illustration).
19 Check the condition of the O-ring on the
mounting flange, and renew it if necessary.

Refitting

All engines

20 Refitting is a reversal of removal, but turn
the rotor arm as required to align the lugs with
the offset slot in the camshaft. If the old
distributor is being refitted, align the
previously made marks before tightening the
mounting nuts. If fitting a new distributor,
initially set the distributor in the middle of the

slotted holes or follow the procedure given in
Section 8, then finally adjust the ignition
timing (Section 8).

5

Ignition amplifier (breakerless
ignition systems) - removal
and refitting

2

Removal

All engines except TU series

1 The ignition amplifier unit is located at the
left-hand side of the engine compartment
mounted on the side of the suspension strut
tower.
2 Disconnect the battery negative lead. 
3 Slide the cover off the ignition HT coil and
amplifier. 
4 Disconnect the amplifier wiring harness. 
5 Remove the screws and withdraw the
amplifier from the mounting plate. 

TU series engines

6 The amplifier unit is attached to the side of
the distributor.
7 Disconnect the battery negative lead. 
8 Disconnect the amplifier wiring at the
connector.
9 Remove the two screws and withdraw the
amplifier from the distributor, taking care not
to bend the terminals (see illustration).
10 Do not wipe away the special
heat-conductive grease, as this protects the
semi-conductor components within the
amplifier. If necessary, obtain new grease
from a Peugeot dealer.

Refitting

All engines

11 Refitting is a reversal of removal. On TU
series engines, make sure that the special
grease is spread evenly over the mating
surfaces of both the distributor and amplifier
unit.

6

Ignition module (distributorless
ignition systems) - removal and
refitting

2

Removal

1 The ignition module is mounted on the left-
hand end of the cylinder head.
2 Disconnect the battery negative lead.
3 Where necessary, remove the air cleaner
ducting for improved access.

5B•4 Ignition system

4.9a  On non-TU series engines, unscrew

the mounting nuts . . .

4.9b  . . . and remove the distributor

4.15  Disconnect the distributor wiring

connector on TU series engines

4.17  Mark the distributor and housing . . .

4.18  . . . then remove the distributor

6.5  HT lead connections on the static

distributorless ignition module

5.9  Removing the ignition amplifier on TU

series engines

4 Depress the retaining clip and disconnect
the wiring connector from the module.
5 Make a note of the correct fitted positions
of the HT leads then disconnect them from
the module terminals (see illustration).
6 Undo the four retaining screws securing the
module to its mounting bracket and remove it
from the engine.

Refitting

7 Refitting is a reversal of removal.

7

Timing plate (breakerless
ignition systems) -
adjustment

2

Note: Timing plate adjustment is only possible
on models fitted with XV, XW and XY series
engines. Peugeot special tool 80133 or a
suitable alternative will be required for the
adjustment procedure.
1 The timing plate which is located in the
aperture under the plastic cover at the top of
the flywheel housing can be moved within the
limits of its elongated slot (see illustration). 
2 The plate is set during production and
should not be disturbed unless a new
flywheel, flywheel housing or other associated
components have been fitted.
3 To adjust the timing plate, carry out the
following operations.
4 Remove the plastic cover.
5 Using the crankshaft pulley nut, turn the
crankshaft until the mark on the flywheel is at
the start of the timing plate.
6 Remove the plug from behind the
crankshaft pulley using an Allen key. Note that
if the hole in the pulley is not over the plug, the
crankshaft should be turned exactly half a
turn. This is because there are two
diametrically opposite timing marks on the
flywheel, and the mark corresponding to TDC
on No 2 and 3 cylinders must be used to bring
the slot in the crankshaft counterbalance in
line with the plug hole.
7 Insert the crankshaft locking tool (Peugeot
special tool 80133) into the plug hole and turn
the crankshaft until the tool is felt to drop into
the cut-out in the counterbalance weight of
the crankshaft.

8 If the special tool is not available, a suitable
alternative can be used (see Tool Tip).
9 With the tool or dowel rod inserted, pistons
2 and 3 are now located at TDC.
10 Release the timing plate bolt and move
the plate to align the flywheel, and 0 (TDC)
mark on the plate. Tighten the bolt to the
specified torque. Apply a blob of paint on the
edge of the bolt so that any subsequent
movement can be recognised.
11 Withdraw the tool, fit a new sealing ring to
the plug and tighten securely.

8

Ignition timing - checking and
adjustment

2

Note: On engines equipped with MMFD
Mono-point G5/6 or Motronic M1.3 engine
management systems the ignition timing is
controlled by the system ECU and cannot be
adjusted.

XV, XW and XY series engines

1 To set the ignition timing statically so that
the engine can be started first remove No 2
spark plug and turn the engine in the normal
rotational direction until pressure is felt -
indicating that the piston is commencing the
compression stroke. The pressure can be felt
using a suitable wooden rod or a piece of cork
placed over the spark plug hole.
2 Remove the plastic cover from the timing
aperture then continue turning the crankshaft

until the mark on the flywheel is opposite the
BTDC mark on the timing plate (see
illustration).
3 Check that the distributor rotor arm is
facing the No 2 HT lead segment position in
the distributor cap. To do this, remove the cap
and mark the outside in line with the segment,
then put it back on the distributor noting
which way the rotor arm is facing.
4 If necessary, loosen the mounting nuts and
turn the distributor body to bring the segment
and rotor arm in line, then tighten the nuts.
Refit No 2 spark plug.
5 Run the engine to normal operating
temperature then stop it and connect a
tachometer and stroboscopic timing light as
described in the instrument manufacturer’s
instructions. If the HT pick-up lead of the
timing light is connected to the HT lead on the
ignition coil it is possible to detect any
discrepancy between the firing of Nos 1 and 4
and Nos 2 and 3 cylinders since there are two
diametrically opposite timing marks on the
flywheel. However, the pick-up lead may be
connected to any one of the spark plug HT
leads, in which case only one of the flywheel
timing marks will be used.
6 Disconnect and plug the vacuum pipe at
the distributor vacuum advance unit.
7 Run the engine at the specified speed and
point the timing light into the timing aperture.
The single mark on the flywheel should be
aligned with the BTDC mark on the timing
plate (see illustration). If the ignition coil HT
lead has been used (see paragraph 5), and
there is wear in the distributor, there will be
two marks visible on the flywheel close to
each other. In this case the mid-point
between the two marks should be aligned
with the BTDC mark on the timing plate.
8 If adjustment is necessary, loosen the
distributor mounting nuts and rotate the
distributor body as required. Tighten the nuts
on completion. 
9 The operation of the centrifugal advance
weights in the distributor can be checked by
increasing the engine speed with the timing
light pointing in the timing aperture and
observing that the mark on the flywheel
advances from its initial position.

Ignition system  5B•5

5B

7.1  Timing plate components on XV, XW

and XY series engines

1 Diagnostic socket
2 Cover

3 Timing plate

8.2  Timing plate marks on XV, XW and XY

series engines

8.7  Ignition timing adjustment on XV, XW

and XY series engines

A Using spark plug HT lead
B Using ignition coil HT lead

A crankshaft locking tool can be made
from a 100 mm length of 8.0 mm dowel
rod.

10 To check the vacuum advance unit, run
the engine at a fast idle speed and reconnect
the vacuum pipe. The flywheel mark should
again advance.
11 Stop the engine, disconnect the
tachometer and timing light and reconnect the
vacuum pipe. Refit the timing aperture cover.

XU series engines

12 To set the ignition timing statically so that
the engine can be started, first remove No 1
spark plug (nearest the flywheel) and turn the
engine in the normal rotational direction until
pressure is felt - indicating that the piston is
commencing the compression stroke. The
pressure can be felt using a suitable wooden
rod or piece of cork placed over the spark
plug hole.
13 While looking into the timing aperture in
the clutch housing/transmission casing,
continue turning the crankshaft until the single
mark on the flywheel is opposite the BTDC
mark on the timing plate (see illustration).
14 Check that the distributor rotor arm is
facing the No 1 HT lead segment position in
the distributor cap. To do this, remove the cap
and mark the outside in line with the segment,
then put it back on the distributor noting
which way the rotor arm is facing.
15 If necessary, loosen the mounting nuts
and turn the distributor body to bring the
segment and rotor arm in line, then tighten the
nuts. Refit No 1 spark plug.
16 Run the engine to normal operating
temperature then stop it and connect a
tachometer to it.
17 Disconnect and plug the vacuum pipe at
the distributor vacuum advance unit.
18 Disconnect and remove the air cleaner
inlet duct then connect a stroboscopic timing
light to the engine as described in the timing

light manufacturer’s instructions, and with the
HT pick-up lead connected to No 1 spark plug
HT lead.
19 On early models, run the engine at 3500
rpm and point the timing light into the timing
aperture. The double mark on the flywheel
should be aligned with the TDC mark on the
timing plate; indicating that the ignition is
advanced by 30° (see illustration). On
engines without double timing marks, refer to
the  Specifications for the relevant ignition
timing setting and engine speed, then check
that the single mark on the flywheel is aligned
with the appropriate mark on the timing plate.
20 If adjustment is necessary, loosen the
distributor mounting nuts and rotate the
distributor body as required. Tighten the nuts
on completion. 
21 Check the centrifugal and vacuum
advance characteristics of the distributor, as
described in paragraphs 9 and 10.
22 Stop the engine, disconnect the
tachometer and timing light then reconnect
the vacuum pipe and air cleaner inlet duct.

TU series engines

23 To set the ignition timing statically so that
the engine can be started, refer to the
procedures contained in paragraphs 12 to 15
above.
24 To check the ignition timing, a
stroboscopic timing light will be required. It is
also recommended that the flywheel timing
mark is highlighted as follows.
25 Remove the plug from the aperture on the
front of the transmission clutch housing.
Using a socket and suitable extension bar on
the crankshaft pulley bolt, slowly turn the
engine over until the timing mark (a straight
line) scribed on the edge of the flywheel
appears in the aperture. Highlight the line with
quick-drying white paint - typist’s correction
fluid is ideal (see illustrations).
26 Start the engine, allow it to warm up to
normal operating temperature, and then stop
it.
27 Disconnect the vacuum hose from the
distributor diaphragm, and plug the hose end.

5B•6 Ignition system

8.25a  On TU series engines, remove the

plug from the transmission housing . . .

8.25b  . . . to reveal the timing plate and

flywheel timing mark (arrowed)

8.13  Initial static ignition timing on XU series engines

a Single flywheel mark

b BTDC mark on timing plate

8.19  Dynamic ignition timing on XU series engines

a Double flywheel mark

b TDC mark on timing plate