Peugeot 405. Manual - part 34

 

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Peugeot 405. Manual - part 34

 

 

4C

System type

XU5 (BFZ), XU7 (LFZ), XU10 (RFX), XU10 (R6D) engine . . . . . . . . . . . . .

Magneti Marelli 8P multi-point

XU5 (BFZ) engine  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Sagem-Lucas 4GJ multi-point

XU7 (LFZ) engine  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Bosch Motronic MP5.1 multi-point

XU9 (D6A and D6D) engine  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Bosch L3.1-Jetronic multi-point

XU9 (D6D) engine  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Bosch Motronic MP3.1 multi-point

XU9 (DKZ and DFZ) engine  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Bosch LU2-Jetronic multi-point

XU9 (DKZ and DFV), XU9 (DFW 16-valve) engine  . . . . . . . . . . . . . . . . .

Bosch Motronic M1.3 multi-point

XU9 (D6C) 16-valve engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Bosch Motronic ML4.1 multi-point

XU10 (RFY 16-valve), XU10 (RFT) engine . . . . . . . . . . . . . . . . . . . . . . . .

Bosch Motronic MP3.2 multi-point

Fuel system data

Fuel pump type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Electric, external (early models) or internal (later models)

Fuel pump regulated constant pressure (at specified idle speed):

Bosch L3.1 system  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.5 bars

Other Bosch systems  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.0 ± 0.2 bars

Magneti Marelli system  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.5 ± 0.2 bars

Sagem-Lucas system  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Not available

Specified idle speed:

Bosch L3.1 system  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

925 ± 25 rpm

Other systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

850 ± 50 rpm (not adjustable - controlled by ECU)

Idle mixture CO content  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Less than 1.0 % (not adjustable- controlled by ECU)

Recommended fuel

Minimum octane rating:

TU3 (K1A), TU3A (K1G), XU92C (D2D), XU9J2 (D6A),
XU9J4 (D6C), XU52C (B2A) engines . . . . . . . . . . . . . . . . . . . . . . . . . .

97 RON leaded*

All other engines  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

95 RON unleaded (UK unleaded premium). Leaded fuel must not be
used on models with a catalytic converter

*It may be possible to use unleaded if the ignition is retarded by 3° - check with your Peugeot dealer.

Chapter 4  Part C: Fuel/exhaust systems -
multi-point fuel injection models

ACAV inlet system (16-valve models) - 

general information, removal and refitting  . . . . . . . . . . . . . . . . . . .19

Accelerator cable - removal, refitting and adjustment  . . . . . . . . . . . . .3
Accelerator pedal - removal and refitting  . . . . . . . . . . . . . . . . . . . . . . .4
Air cleaner assembly and inlet ducts - removal and refitting  . . . . . . . .2
Air cleaner filter element renewal  . . . . . . . . . . . . . . . . . .See Chapter 1
Bosch L3.1-Jetronic system components - 

removal, refitting and adjustments  . . . . . . . . . . . . . . . . . . . . . . . . .14

Bosch LU2-Jetronic system components - 

removal, refitting and adjustments  . . . . . . . . . . . . . . . . . . . . . . . . .15

Bosch Motronic system components - 

removal, refitting and adjustments  . . . . . . . . . . . . . . . . . . . . . . . . .16

Electronic control unit - removal and refitting  . . . . . . . . . . . . . . . . . .13
Exhaust manifold - removal and refitting  . . . . . . . . . . . . . . . . . . . . . .20
Exhaust system check . . . . . . . . . . . . . . . . . . . . . . . . . . .See Chapter 1

Exhaust system - general information, removal and refitting  . . . . . . .21
Fuel filter renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .See Chapter 1
Fuel gauge sender unit - removal and refitting . . . . . . . . . . . . . . . . . . .9
Fuel injection system - depressurisation  . . . . . . . . . . . . . . . . . . . . . . .7
Fuel injection system - testing and adjustment  . . . . . . . . . . . . . . . . .11
Fuel injection systems - general information  . . . . . . . . . . . . . . . . . . . .6
Fuel pump - removal and refitting  . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Fuel tank - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
General information  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Idle speed and mixture adjustment  . . . . . . . . . . . . . . . . .See Chapter 1
Inlet manifold - removal and refitting  . . . . . . . . . . . . . . . . . . . . . . . . .18
Magneti Marelli system components - 

removal, refitting and adjustments  . . . . . . . . . . . . . . . . . . . . . . . . .17

Throttle housing - removal and refitting  . . . . . . . . . . . . . . . . . . . . . . .12
Unleaded petrol - general information and usage  . . . . . . . . . . . . . . . .5

4C•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

Degrees of difficulty

Specifications

Contents

1

General information and
precautions

The fuel supply system consists of a fuel

tank (mounted under the rear of the car), with
an electric fuel pump either mounted
externally or internally in the tank, a fuel filter,
fuel feed and return lines. The fuel pump
supplies fuel to the fuel rail, which acts as a
reservoir for the four fuel injectors which inject
fuel into the inlet tracts. The fuel filter
incorporated in the feed line from the pump to
the fuel rail ensures that the fuel supplied to
the injectors is clean.

Refer to Section 6 for further information on

the operation of each fuel injection system,
and to Section 21 for information on the
exhaust system. Throughout this Section, it is
also occasionally necessary to identify
vehicles by their engine codes rather than by
engine capacity alone. Refer to the relevant
Part of Chapter 2 for further information on
engine code identification.

Note: Residual pressure will remain in the

fuel lines long after the vehicle was last used.
When disconnecting any fuel line, first
depressurise the fuel system as described in
Section 7.

Note: At the time of writing little information

was available for the Sagem-Lucas injection
system.

2

Air cleaner assembly and
inlet ducts 
- removal and
refitting

2

Removal

Early models and all models with air
cleaner located on left-hand side of
engine

Where applicable, disconnect the multi-
plug from the airflow meter (see illustration).
Loosen the clip on the upper air inlet duct.
Remove the cover and lift out the air filter.
On the square type housing it will be
necessary to release the clips first.
To remove the housing, release the lower
clips, disconnect the lower duct and lift out
the housing (see illustration).

Later models and all models with air
cleaner located over the engine

Slacken the retaining clip(s) and disconnect
the breather hose(s) from the side of the air
cleaner-to-throttle housing duct. Slacken the
duct retaining clips, then disconnect it from
the air cleaner and throttle housing, and
remove it from the vehicle. Where necessary,
recover the rubber sealing ring from the
throttle housing.
Release the two retaining clips, then
slacken and remove the two retaining screws
from the front of the cylinder head cover, and
remove the air cleaner element cover from the
head. Withdraw the air cleaner element.
To remove the inlet duct, undo the bolt
securing the rear section of the duct to the

end of the cylinder head, then slacken the
retaining clip and disconnect the duct from
the cylinder head cover. Undo the bolt
securing the front of the duct to the
crossmember and manoeuvre the duct out of
the engine compartment.

Refitting

Refitting is a reversal of removal, but clean
out the housing first.

3

Accelerator cable - removal,
refitting and adjustment

2

Refer to Chapter 4A, Section 7, substituting
“throttle housing” for all references to the
carburettor. Also refer to Chapter 4B, Section
4  (see illustrations). On models with
automatic transmission, once the accelerator
cable is correctly adjusted, check the
kickdown cable adjustment (Chapter 7B).

4

Accelerator pedal 
removal and refitting

2

Refer to Chapter 4A, Section 8.

5

Unleaded petrol 
general information and usage

Note: The information given in this Chapter is
correct at the time of writing. If updated

2.4  Removing the air cleaner housing

2.1  Disconnecting the airflow meter 

multi-plug (Bosch L3.1-Jetronic)

Torque wrench settings

Nm

lbf ft

Inlet manifold:

TU engine  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8

6

XU engine  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

15

Exhaust manifold nuts:

TU engine  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16

12

XU engine  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

22

16

Exhaust system fasteners:

Front pipe-to-manifold nuts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

30

22

Front pipe mounting bolt  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

35

26

Front pipe-to-intermediate pipe/catalytic converter nuts  . . . . . . . . . .

10

7

Clamping ring nuts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

15

4C•2 Fuel/exhaust systems - multi-point fuel injection models

Warning: Many of the
procedures in this Chapter
require the removal of fuel lines
and connections, which may

result in some fuel spillage. Before
carrying out any operation on the fuel
system, refer to the precautions given in
“Safety first!” at the beginning of this
manual, and follow them implicitly. Petrol
is a highly dangerous and volatile liquid,
and the precautions necessary when
handling it cannot be overstressed.

information is thought to be required, check
with a Peugeot dealer. If travelling abroad,
consult one of the motoring organisations (or a
similar authority) for advice on the fuel
available.

The fuel recommended by Peugeot is given

in the Specifications Section of this Chapter,
followed by the equivalent petrol currently on
sale in the UK.

All multi-point injection models are

designed to run on fuel with a minimum
octane rating of 95 (RON). All models with a
catalytic converter must be run on unleaded
fuel  only. Under no circumstances should
leaded fuel (UK “4-star”) be used, as this may
damage the converter.

6

Fuel injection systems -
general information

Note: On later models the fuel injection ECU
is of the “self-learning” type, meaning that as it
operates, it also monitors and stores the
settings which give optimum engine
performance under all operating conditions.
When the battery is disconnected, these
settings are lost and the ECU reverts to the
base settings programmed into its memory at
the factory. On restarting, this may lead to the
engine running/idling roughly for a short while,
until the ECU has re-learned the optimum
settings. This process is best accomplished by
taking the vehicle on a road test (for
approximately 15 minutes), covering all engine
speeds and loads, concentrating mainly in the
2500 to 3500 rpm region.

Bosch L3.1 (Jetronic) system

The Bosch L3.1 fuel injection system is of
the intermittent type operating under low
pressure. Fuel is drawn from the rear-
mounted fuel tank by an externally-mounted
fuel pump and delivered through an in-line
filter to the injectors. A pressure regulator
mounted on the outlet side of the fuel rail, and
connected by pipe to the inlet manifold to
sense vacuum, maintains a constant pressure
at the injectors according to the depression in
the inlet manifold, returning excess fuel to the
fuel tank.
A pulse damper on the inlet side of the fuel

rail damps out the pressure pulses caused by
the operation of the injectors.
The electronic control unit (ECU) and
airflow meter are mounted on the air filter
housing. The ECU uses signals from various
sensors to determine the opening period of
the injectors for any given engine operating
condition. The inputs are as follows.

a) Amount of air being drawn in by the

engine via the airflow meter.

b) Inlet air temperature via the thermistor

mounted in the airflow meter.

c) Engine speed and angular position via the

injection (coolant) thermistor.

d) Throttle position via the throttle switch

unit.

The injectors operate simultaneously,
spraying fuel onto the inlet side of the inlet
valves.
A supplementary air device is fitted to the
system to compensate for the extra fuel
required during cold start conditions.

Bosch LU2-Jetronic system

The principle of operation of the LU2-
Jetronic system is similar to that described for
the L3.1-Jetronic system but with the
following differences.

a) A single-barrel throttle body is fitted.
b) An oxygen sensor is fitted.
c) A catalytic converter is fitted.

The most significant difference is that the
LU2-Jetronic system incorporates an oxygen
sensor in the exhaust system, which enables
the electronic control unit to carry out fine
fuel/air mixture adjustment to allow the use of
a catalytic converter.

Bosch Motronic MP3.1 system

The principle of operation of the Motronic
MP3.1 system is similar to that described for
the L3.1-Jetronic system but with the
following differences.

a) The ECU controls the ignition system in

addition to the fuel injection system,
providing an integrated engine
management system.

b) A static (distributorless)ignition system is

used.

c) An inlet air temperature sensor and a

manifold absolute pressure (MAP) sensor
are used in place of the airflow meter.

d) An engine speed/position sensor is used

to provide information on engine speed
and crankshaft position.

Bosch Motronic M1.3 system

The principle of operation of the Motronic
M1.3 system is similar to that described for
the L3.1-Jetronic system but with the
following differences.

a) The ECU controls the ignition system and

the fuel injection system, providing an
integrated engine management system.

b) An engine speed/position sensor is used

to provide information on engine speed
and crankshaft position.

c) The ECU controls the idle speed under all

engine operating conditions, via an idle
speed control valve. No supplementary air
device is fitted.

d) An oxygen sensor is fitted to enable the

ECU to control the air/fuel mixture very
accurately, allowing the use of a catalytic
converter.

e) A knock sensor, mounted in the cylinder

block is used to detect the onset of
engine knock, or pre-ignition. This
enables the ECU to select the optimum
ignition advance for the prevailing engine
operating conditions without risk of
damage to the engine.

Bosch Motronic ML4.1 system

10 The principle of operation of the Motronic
ML4.1 system is similar to that described for
the L3.1-Jetronic system but with the
following differences.

a) The ECU incorporates a cold start

function and a fault memory.

b) The mixture adjustment by-pass screw is

replaced by an adjustment screw on the
throttle potentiometer.

c) The throttle housing has a double body.
d) Idle speed is maintained at a

predetermined level (regardless of load)
by an idle speed valve.

Bosch Motronic MP5.1 system

11 The Bosch Motronic MP5.1 engine
management (fuel injection/ignition) system
incorporates a closed-loop catalytic converter
and an evaporative emission control system,
and complies with the very latest emission
control standards. Refer to Chapter 5 for
detaisl on the ignition side of the system; the
fuel side of the system operates as follows.
12 The fuel pump (which is immersed in the
fuel tank) supplies fuel from the tank to the
fuel rail, via a filter mounted underneath the
rear of the vehicle. Fuel supply pressure is
controlled by the pressure regulator in the fuel
rail. When the optimum operating pressure of
the fuel system is exceeded, the regulator
allows excess fuel to return to the tank.
13 The electrical control system consists of
the ECU, along with the following sensors:

a) Throttle potentiometer - informs the ECU

of the throttle position, and the rate of
throttle opening/closing.

Fuel/exhaust systems - multi-point fuel injection models  4C•3

3.1b  Disconnecting the accelerator cable

end fitting (Bosch L3.1 system)

3.1a  Disconnecting accelerator cable from

the throttle quadrant (Bosch L3.1 system)

4C

b) Coolant temperature sensor - informs the

ECU of engine temperature.

c) Inlet air temperature sensor - informs the

ECU of the temperature of the air passing
through the throttle housing.

d) Lambda sensor - informs the ECU of the

oxygen content of the exhaust gases
(explained in Part D of this Chapter).

e) Crankshaft sensor - informs the ECU of

crankshaft position and speed of rotation.

f) Manifold Absolute Pressure (MAP) sensor

- informs the ECU of the load on the
engine (expressed in terms of inlet
manifold vacuum).

g) Vehicle speed sensor - informs the ECU

of the vehicle speed.

14 All the above signals are analysed by the
ECU which selects the fuelling response
appropriate to those values. The ECU controls
the fuel injectors (varying the pulse width - the
length of time the injectors are held open - to
provide a richer or weaker mixture, as
appropriate). The mixture is constantly varied
by the ECU, to provide the best setting for
cranking, starting (with either a hot or cold
engine), warm-up, idle, cruising and
acceleration.
15 The ECU also has full control over the
engine idle speed, via an auxiliary air valve
which bypasses the throttle valve. When the
throttle valve is closed, the ECU controls the
opening of the valve, which in turn regulates
the amount of air entering the manifold, and
so controls the idle speed.
16 The ECU also controls the exhaust and
evaporative emission control systems, which
are described in Part D of this Chapter.
17 An electric heating element is fitted to the
throttle housing; the heater is supplied with
current by the ECU, and warms the throttle
housing on cold starts to prevent possible
icing of the throttle valve.
18 If there is an abnormality in any of the
readings obtained from either the coolant
temperature sensor, the inlet air temperature
sensor or the lambda sensor, the ECU enters
its back-up mode. In this event, it ignores the
abnormal sensor signal and assumes a pre-
programmed value which will allow the engine
to continue running (albeit at reduced
efficiency). If the ECU enters this back-up
mode, the warning light on the instrument
panel will come on, and the relevant fault
code will be stored in the ECU memory.
19 If the warning light comes on, the vehicle
should be taken to a Peugeot dealer at the
earliest opportunity. A complete test of the
engine management system can then be
carried out, using a special electronic
diagnostic test unit which is simply plugged
into the system’s diagnostic connector.

Magneti Marelli 8P system

20 The Magneti Marelli 8P engine
management (fuel injection/ignition) system is
very similar in operation to the Bosch MP5.1
system described above, apart from the idle
speed control system.

21 On the Magneti Marelli system, the idle
speed is controlled by the ECU via a stepper
motor fitted to the throttle housing. The motor
has a pushrod controlling the opening of an
air passage which bypasses the throttle valve.
When the throttle valve is closed, the ECU
controls the movement of the motor pushrod,
which regulates the amount of air which flows
through the throttle housing passage, so
controlling the idle speed. The bypass
passage is also used as an additional air
supply during cold starting.

7

Fuel injection system 
depressurisation

2

Note: Refer to the warning note in Section 1
before proceeding.

The fuel system referred to in this Section is
defined as the tank-mounted fuel pump, the
fuel filter, the fuel injectors, the fuel rail and
the pressure regulator, and the metal pipes
and flexible hoses of the fuel lines between
these components. All these contain fuel
which will be under pressure while the engine
is running, and/or while the ignition is
switched on. The pressure will remain for
some time after the ignition has been
switched off, and must be relieved in a
controlled fashion when any of these
components are disturbed for servicing work.
Disconnect the battery negative terminal.
Place a container beneath the connection/
union to be disconnected, and have a large
rag ready to soak up any escaping fuel not
being caught by the container.
Slowly loosen the connection or union nut
to avoid a sudden release of pressure, and
wrap the rag around the connection, to catch
any fuel spray. Once the pressure is released,
disconnect the fuel line. Plug the pipe ends, to
minimise fuel loss and prevent the entry of dirt
into the fuel system.

8

Fuel pump 
removal and refitting

3

Refer to Chapter 4B, Section 9.

9

Fuel gauge sender unit -
removal and refitting

3

Refer to Chapter 4A, Section 5. Where the

fuel pump is mounted externally there are no
fuel pipe connections to the sender unit.

10 Fuel tank 

removal and refitting

3

Refer to Chapter 4A, Section 6, noting that

it will be necessary to depressurise the fuel
system before the feed and return hoses are
disconnected (see Section 7). It will also be
necessary to disconnect the wiring connector
from the internal fuel pump before lowering
the tank out of position.

11 Fuel injection system -

testing and adjustment

2

Testing

If a fault appears in the fuel injection
system, first ensure that all the system wiring
connectors are securely connected and free
of corrosion. Ensure that the fault is not due to
poor maintenance; ie, check that the air
cleaner filter element is clean, the spark plugs
are in good condition and correctly gapped,
the cylinder compression pressures are
correct, the ignition timing is correct, and that
the engine breather hoses are clear and
undamaged, referring to Chapters 1, 2 and 5
for further information.
If these checks fail to reveal the cause of
the problem, the vehicle should be taken to a
suitably-equipped Peugeot dealer for testing.
On later models 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 risk of
damaging the ECU.

Adjustment

Bosch L3.1 and MP3.1 systems

Before attempting to adjust the idle speed
or mixture (CO), ensure that the following
conditions are met.

a) Ignition system is in good condition and

correctly adjusted.

b) Air filter is clean.
c) Throttle initial positions correctly adjusted.
d) Throttle switch correctly adjusted.
e) Engine must be hot, the cooling fan

having cut in at least once, but the fan
must not be running during the actual
adjustment.

Idle speed is adjusted using the idle speed
adjustment screw on the throttle housing (see
illustration)
. Turn the screw clockwise to
decrease the idle speed, or anti-clockwise to
increase the speed.
To adjust the idle mixture, prise out the
tamperproof cap covering the mixture (CO)
adjustment screw on the airflow meter unit.

4C•4 Fuel/exhaust systems - multi-point fuel injection models

Warning: The following
procedure will merely relieve
the pressure in the fuel system -
remember that fuel will still be

present in the system components and
take precautions accordingly before
disconnecting any of them.

 

 

 

 

 

 

 

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