Peugeot 405. Manual - part 11

2 Make sure that all instruments read correctly,
and switch on all electrical equipment in turn, to
check that it functions properly.

Steering and suspension

3 Check for any abnormalities in the steering,
suspension, handling or road “feel”.
4 Drive the vehicle, and check that there are
no unusual vibrations or noises.
5 Check that the steering feels positive, with
no excessive “sloppiness”, or roughness, and
check for any suspension noises when
cornering and driving over bumps.

Drivetrain

6 Check the performance of the engine, clutch
(where applicable), transmission and driveshafts.
7 Listen for any unusual noises from the
engine, clutch and transmission.
8 Make sure that the engine runs smoothly
when idling, and that there is no hesitation
when accelerating.
9 Check that, where applicable, the clutch
action is smooth and progressive, that the

drive is taken up smoothly, and that the pedal
travel is not excessive. Also listen for any
noises when the clutch pedal is depressed.
10 On manual transmission models, check
that all gears can be engaged smoothly
without noise, and that the gear lever action is
not abnormally vague or “notchy”.
11 On automatic transmission models, make
sure that all gearchanges occur smoothly,
without snatching, and without an increase in
engine speed between changes. Check that
all the gear positions can be selected with the
vehicle at rest. If any problems are found, they
should be referred to a Peugeot dealer.
12 Listen for a metallic clicking sound from
the front of the vehicle, as the vehicle is driven
slowly in a circle with the steering on full-lock.
Carry out this check in both directions. If a
clicking noise is heard, this indicates wear in a
driveshaft joint, in which case the complete
driveshaft must be renewed (see Chapter 8).

Braking system

13 Make sure that the vehicle does not pull to

one side when braking, and that the wheels
do not lock prematurely when braking hard.
14 Check that there is no vibration through
the steering when braking.
15 Check that the handbrake operates
correctly, without excessive movement of the
lever, and that it holds the vehicle stationary
on a slope.
16 Test the operation of the brake servo unit
as follows. Depress the footbrake four or five
times to exhaust the vacuum, then start the
engine. As the engine starts, there should be a
noticeable “give” in the brake pedal as
vacuum builds up. Allow the engine to run for
at least two minutes, and then switch it off. If
the brake pedal is now depressed again, it
should be possible to detect a hiss from the
servo as the pedal is depressed. After about
four or five applications, no further hissing
should be heard, and the pedal should feel
considerably harder.

36 000 Mile / 3 Year Service  

1•23

1

2A

Engine (general)

Designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

TU3

Engine code:

UK models (10/92 to 08/93)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

KDX (TU3MC/L/Z)

Non-UK models (07/87 to 06/88)  . . . . . . . . . . . . . . . . . . . . . . . . . . . .

K1A (TU3)

Non-UK models (07/88-on) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

K1G (TU3A)

Non-UK models (11/87-on) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

K3A (TU3TR)

Non-UK models (1993-on)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

K2D (TU3F2/K)

Capacity  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1360 cc

Bore

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

75.00 mm

Stroke

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

77.00 mm

Direction of crankshaft rotation  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Clockwise (viewed from right-hand side of vehicle)

No 1 cylinder location  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

At transmission end of block

Compression ratio:

Except K3A  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.3 : 1

K3A

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

8.3 : 1

*The engine code is situated on the front left-hand end of the cylinder block. It is either stamped on a plate which is riveted to the block
(aluminium block engines) or stamped directly on the cylinder block (cast-iron block engines). The code given in brackets is the factory identifi-
cation number, and is not often referred to by this manual.

Camshaft

Drive

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

Toothed belt

Number of bearings  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5

Camshaft bearing journal diameter (outside diameter):

No 1

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

36.950 to 36.925 mm

No 2

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

40.650 to 40.625 mm

No 3

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

41.250 to 41.225 mm

No 4

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

41.850 to 41.825 mm

No 5

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

42.450 to 42.425 mm

Cylinder head bearing journal diameter (inside diameter):

No 1

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

37.000 to 37.039 mm

No 2

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

40.700 to 47.739 mm

No 3

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

41.300 to 41.339 mm

No 4

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

41.900 to 41.939 mm

No 5

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

42.500 to 42.539 mm

Valve clearances (engine cold)

Inlet

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

0.20 mm

Exhaust  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.40 mm

Chapter 2  Part A:
TU petrol engine in-car repair procedures

Camshaft and rocker arms - removal, inspection and refitting  . . . . .10
Camshaft oil seal - renewal  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Compression test  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Crankshaft oil seals - renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Cylinder head - removal and refitting  . . . . . . . . . . . . . . . . . . . . . . . . .11
Cylinder head cover - removal and refitting  . . . . . . . . . . . . . . . . . . . . .4
Engine assembly/valve timing holes - 

general information and usage  . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

Engine oil and filter renewal . . . . . . . . . . . . . . . . . . . . . . .See Chapter 1
Engine oil level check  . . . . . . . . . . . . . . . . . . . . . .See “Weekly checks”

Engine/transmission mountings - inspection and renewal . . . . . . . . .16
Flywheel - removal, inspection and refitting  . . . . . . . . . . . . . . . . . . . .15
General information  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Oil pump - removal, inspection and refitting  . . . . . . . . . . . . . . . . . . .13
Sump - removal and refitting  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Timing belt - general information, removal and refitting . . . . . . . . . . . .6
Timing belt covers - removal and refitting  . . . . . . . . . . . . . . . . . . . . . .5
Timing belt tensioner and sprockets - 

removal, inspection and refitting  . . . . . . . . . . . . . . . . . . . . . . . . . . .7

Valve clearances - checking and adjustment  . . . . . . . . . . . . . . . . . . . .9

2A•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

D e g r e e s   o f   d i f f i c u l t y

S p e c i f i c a t i o n s

Contents

Lubrication system

Oil pump type  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Gear-type, chain-driven off the crankshaft

Minimum oil pressure at 90°C:

Except K2D  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 bars at 4000 rpm

K2D

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

3 bars at 2000 rpm

Oil pressure warning switch operating pressure  . . . . . . . . . . . . . . . . . .

0.8 bars

Torque wrench settings

Nm

lbf ft

Cylinder head cover nuts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16

12

Timing belt cover bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8

6

Crankshaft pulley retaining bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8

6

Timing belt tensioner pulley nut  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

23

17

Camshaft sprocket retaining bolt  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

80

59

Crankshaft sprocket retaining bolt  . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

110

81

Camshaft thrust fork retaining bolt  . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16

12

Cylinder head bolts (aluminium block engine):

Stage 1  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

15

Stage 2  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Angle-tighten a further 240°

Cylinder head bolts (cast-iron block engine):

Stage 1  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

15

Stage 2  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Angle-tighten a further 120°

Stage 3  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Angle-tighten a further 120°

Sump drain plug  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

30

22

Sump retaining nuts and bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8

6

Oil pump retaining bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8

6

Flywheel retaining nuts and bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

65

48

Piston oil jet spray tube bolts - 1587 cc models  . . . . . . . . . . . . . . . . . .

10

7

Big-end bearing cap nuts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

40

30

Main bearing ladder casting (aluminium block engine):

11 mm bolts:

Stage 1  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

15

Stage 2  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Angle-tighten a further 45°

6 mm bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8

6

Main bearing cap bolts (cast-iron block engine):

Stage 1  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

15

Stage 2  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Angle-tighten a further 45°

2A•2 TU engine in-car repair procedures

1

General information

How to use this Chapter

1 This Part of Chapter 2 describes those
repair procedures that can reasonably be
carried out on the TU series 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 B for the XU series petrol engine.
2 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
normally 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.
3 Part C describes the removal of the
engine/transmission from the vehicle, and the
full overhaul procedures that can then be
carried out.

TU series engine description

4 The TU 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 four-cylinder, overhead
camshaft (OHC) type, mounted transversely at
the front of the car. The clutch and
transmission are attached to its left-hand end.
The 405 range is fitted with the 1360 cc
version of the engine; carburettor and fuel-
injected versions are available (carburettor
versions not available in the UK).
5 The crankshaft runs in five main bearings.
Thrustwashers are fitted to No 2 main bearing
(upper half) to control crankshaft endfloat.
6 The connecting rods rotate on horizontally-
split bearing shells at their big-ends. The
pistons are attached to the connecting rods
by gudgeon pins, which are an interference fit
in the connecting rod small-end eyes. The
aluminium-alloy pistons are fitted with three
piston rings - two compression rings and an
oil control ring.
7 Where the cylinder block is made of
aluminium, replaceable wet liners are fitted.
Sealing O-rings are fitted at the base of each
liner, to prevent the escape of coolant into the
sump.
8 Where the cylinder block is made from cast

iron, the cylinder bores are an integral part of
the cylinder block. On this type of engine the
cylinder bores are sometimes referred to as
having dry liners.
9 The inlet and exhaust valves are each
closed by coil springs, and operate in guides
pressed into the cylinder head; the valve seat
inserts are also pressed into the cylinder
head, and can be renewed separately if worn.
10 The camshaft is driven by a toothed
timing belt, and operates the eight valves via
rocker arms. Valve clearances are adjusted by
a screw-and-locknut arrangement. The
camshaft rotates directly in the cylinder head.
The timing belt also drives the coolant pump.
11 Lubrication is by means of an oil pump,
which is driven (via a chain and sprocket) off
the right-hand end of the crankshaft. 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, while the camshaft bearings also
receive a pressurised supply. The camshaft
lobes and valves are lubricated by splash, as
are all other engine components.

12 Throughout this manual, it is often
necessary to identify the engines not only by
their capacity, but also by their engine code
which can be found on the left-hand end of
the front face of the cylinder block. On models
with an aluminium cylinder block the code is
stamped on a plate which is riveted to the
block, and on models with a cast iron cylinder
block the number is stamped on a machined
surface on the cylinder block, at the flywheel
end. The first part of the engine number gives
the engine code - eg “KDX” (see illustration).

Repair operations possible with
the engine in the car

13 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) Timing belt covers - removal and refitting.
d) Timing belt - removal, refitting and

adjustment.

e) Timing belt tensioner and sprockets -

removal and refitting.

f) Camshaft oil seal(s) - renewal.
g) Camshaft and rocker arms - removal,

inspection and refitting.*

h) Cylinder head - removal and refitting.
i) Cylinder head and pistons - decarbonising.
j) Sump - removal and refitting.
k) Oil pump - removal, overhaul and refitting.
l) Crankshaft oil seals - renewal.
m) Engine/transmission mountings -

inspection and renewal.

n) Flywheel - removal, inspection and refitting.

*The cylinder head must be removed for the
successful completion of this work. Refer to
Section 10 for details.

2

Compression test

1 When engine performance is down, or if
misfiring occurs which cannot be attributed to
the ignition or fuel systems, a compression
test can provide diagnostic clues as to the
engine’s condition. If the test is performed
regularly, it can give warning of trouble before
any other symptoms become apparent.
2 The engine must be fully warmed-up to

normal operating temperature, the battery
must be fully charged, and all the spark plugs
must be removed (Chapter 1). The aid of an
assistant will also be required.
3 On carburettor models, disable the ignition
system by disconnecting the ignition HT coil
lead from the distributor cap and earthing it
on the cylinder block. Use a jumper lead or
similar wire to make a good connection.
4 On fuel-injected models, disable the
ignition system by disconnecting the LT wiring
connector from the ignition HT coil(s),
referring to Chapter 5 for further information.
5 Fit a compression tester to the No 1
cylinder spark plug hole - the type of tester
which screws into the plug thread is to be
preferred.
6 Have the assistant hold the throttle wide
open, and crank the engine on the starter
motor. After one or two revolutions, the
compression pressure should build up to a
maximum figure, and then stabilise. Record
the highest reading obtained.
7 Repeat the test on the remaining cylinders,
recording the pressure in each.
8 All cylinders should produce very similar
pressures; a difference of more than 2 bars
between any two cylinders indicates a fault.
Note that the compression should build up
quickly in a healthy engine; low compression
on the first stroke, followed by gradually-
increasing pressure on successive strokes,
indicates worn piston rings. A low
compression reading on the first stroke, which
does not build up during successive strokes,
indicates leaking valves or a blown head
gasket (a cracked head could also be the
cause). Deposits on the undersides of the
valve heads can also cause low compression.
9 Although Peugeot do not specify exact
compression pressures, as a guide, any
cylinder pressure of below 10 bars can be
considered as less than healthy. Refer to a
Peugeot dealer or other specialist if in doubt
as to whether a particular pressure reading is
acceptable.
10 If the pressure in any cylinder is low, carry
out the following test to isolate the cause.
Introduce a teaspoonful of clean oil into that
cylinder through its spark plug hole, and
repeat the test.
11 If the addition of oil temporarily improves
the compression pressure, this indicates that
bore or piston wear is responsible for the
pressure loss. No improvement suggests that
leaking or burnt valves, or a blown head
gasket, may be to blame.
12 A low reading from two adjacent cylinders
is almost certainly due to the head gasket
having blown between them; the presence of
coolant in the engine oil will confirm this.
13 If one cylinder is about 20 percent lower
than the others and the engine has a slightly
rough idle, a worn camshaft lobe could be the
cause.
14 If the compression reading is unusually
high, the combustion chambers are probably
coated with carbon deposits. If this is the

case, the cylinder head should be removed
and decarbonised.
15 On completion of the test, refit the spark
plugs and reconnect the ignition system.

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 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 possibility of the valves contacting
the pistons when refitting the cylinder head),
or refitting the timing belt. When the timing
holes are aligned with the special 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 5.
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

TU engine in-car repair procedures  2A•3

3.4  Insert a 6 mm bolt (arrowed) through

hole in cylinder block flange and into

timing hole in the flywheel . . .

1.12  Engine code is stamped on a plate

(arrowed) attached to the front of the

cylinder block - viewed from above

2A