Peugeot 205 (954 cc, 1124 cc, 1360 cc, 1580 cc & 1905 cc). Manual - part 6

4 To dismantle the rocker arm assembly,
carefully prise off the circlip from the end of
the rocker shaft; retain the rocker pedestal, to
prevent it being sprung off the end of the
shaft. Slide the various components off the
end of the shaft, keeping all components in
their correct fitted order (see illustrations).
Make a note of each component’s correct
fitted position and orientation as it is removed,
to ensure it is fitted correctly on reassembly.
5 To separate the remaining pedestal and
shaft, first unscrew the rocker cover retaining
stud from the top of the pedestal; this can be
achieved using a stud extractor, or two nuts
locked together. With the stud removed,
unscrew the grub screw from the top of the
pedestal, and withdraw the rocker shaft.

Camshaft

6 Remove the cylinder head as described in
Section 7.
7 Undo the retaining bolt, and remove the
camshaft retaining thrust plate from the
cylinder head (see illustration).
8 Withdraw the camshaft taking care not to
scratch the bearing journals with the edges of
the cam lobes (see illustration).

Inspection

Rocker arm assembly

9 Examine the rocker arm bearing surfaces
which contact the camshaft lobes for wear
ridges and scoring. Renew any rocker arms
on which these conditions are apparent. If a
rocker arm bearing surface is badly scored,
also examine the corresponding lobe on the
camshaft for wear, as it is likely that both will
be worn. Renew worn components as
necessary. The rocker arm assembly can be
dismantled as described in paragraphs 4
and 5.
10 Inspect the ends of the (valve clearance)
adjusting screws for signs of wear or damage,
and renew as required.
11 If the rocker arm assembly has been

dismantled, examine the rocker arm and shaft
bearing surfaces for wear ridges and scoring.
If there are obvious signs of wear, the relevant
rocker arm(s) and/or the shaft must be
renewed.

Camshaft

12 Examine the camshaft bearing surfaces
and cam lobes for signs of wear ridges and
scoring. Renew the camshaft if any of these
conditions are apparent. Examine the
condition of the bearing surfaces, both on the
camshaft journals and in the cylinder head. If
the head bearing surfaces are worn
excessively, the cylinder head will need to be
renewed. If the necessary measuring
equipment is available, camshaft bearing
journal wear can be checked by direct
measurement, noting that No 1 journal is at
the transmission end of the head.
13 Examine the thrust plate for signs of wear
or scoring, and renew as necessary.

Refitting

Camshaft

14 Ensure that the cylinder head and
camshaft bearing surfaces are clean, then
liberally oil the camshaft bearings and lobes.
Slide the camshaft back into position in the
cylinder head.

15 Locate the thrust plate in position, refit the
plate retaining bolt, tightening it to the
specified torque setting.

Rocker arm assembly

16 If the rocker arm assembly was
dismantled, refit the rocker shaft to the
pedestal, aligning its locating hole with the
pedestal threaded hole. Refit the grub screw,
and tighten it securely. With the grub screw in
position, refit the rocker cover mounting stud
to the pedestal, and tighten it securely. Apply
a smear of clean engine oil to the shaft, then
slide on all removed components, ensuring
each is correctly fitted in its original position.
Once all components are in position on the
shaft, compress the remaining pedestal and
refit the circlip. Ensure that the circlip is
correctly located in its groove on the shaft.
17 Refit the cylinder head and rocker arm
assembly as described in Section 7.

7

Cylinder head - removal and
refitting

4

Note: If the crankshaft is to be rotated after
removal of the cylinder head (for cleaning the
pistons) it will be necessary to use the
Peugeot special tool to hold the camshaft

2A•6 XV, XW and XY series engine in-car repair procedures

6.7  Camshaft retaining thrust plate

6.8  Removing the camshaft

6.4a Prise off the circlip (arrowed) from the end of the 

rocker shaft . . .

6.4b  . . . and slide the components off the shaft

sprocket, or fabricate a suitable alternative. If it
will not be necessary to rotate the crankshaft,
the home-made tool described in the text will
suffice.

Removal

1 Disconnect and remove the battery, as
described in Chapter 5A.
2 Remove the air cleaner, complete with
mounting brackets, hot air hose and inlet
hose, with reference to Chapter 4A. Also
remove the inlet cowl.
3 Drain the cooling system, as described in
Chapter 1.
4 Remove the engine oil filler/crankcase
ventilation cap and disconnect the hoses from
the inlet cowl and carburettor.
5 Chock the rear wheels then jack up the
front of the car and support it on axle stands
(see “Jacking and vehicle support”).
6 Disconnect the gearchange selector and

engagement rods with reference to Chapter 7A.
Unscrew the engagement rod nut. Make sure
that the gears are in neutral.
7 Unscrew the bolt and nuts, and disconnect
the exhaust downpipe from the exhaust
manifold.
8 Loosen the left-hand engine mounting nuts
beneath the battery tray so that the mounting
is lowered by approximately 4.0 mm.
9 Disconnect the heater hoses from the
bulkhead, water pump and cylinder head
outlet. 
10 Remove the fuel pump, as described in
Chapter 4A. 
11 Disconnect the top hose from the
thermostat housing. 
12 Disconnect the temperature sender
wiring. 
13 Remove the distributor, as described in
Chapter 5B. 
14 Disconnect the spark plug HT leads and
remove them from the rocker cover. 
15 Disconnect the throttle and choke cables,
as described in Chapter 4A. 
16 Disconnect the brake servo vacuum hose
from the inlet manifold (if applicable) and
place to one side.
17 Unscrew and remove the two bolts
securing the right-hand rear engine mounting
to the subframe (see illustration).
18 Using a suitable long bar inserted through
the right-hand rear engine mounting bracket,

lever up the rear of the engine as far as
possible, without damaging the radiator, and
support with a block of wood (see
illustration). If necessary, loosen the left-hand
engine mounting to gain extra height. Make
sure that the right-hand front mounting is not
damaged by excessive twisting.
19 Unbolt the rocker cover and remove the
gasket.
20 Turn the engine on the crankshaft pulley
nut until the key slot in the camshaft is facing
upwards, then remove the ignition timing
aperture cover and turn the engine as
necessary until the mark on the flywheel is
aligned with the TDC mark on the timing
plate (refer to Chapter 5B if necessary).
Pistons No 2 and 3 will be at TDC.
21 Extract the fuel pump plunger from the
timing cover (see illustration).
22 Unbolt the access plate from the top of
the timing cover.
23 Unscrew and remove the camshaft
sprocket retaining bolt from the end of the
camshaft using an Allen key (retain the
sprocket with a suitable bar) (see
illustration).
24 Loosen the four bolts securing the timing
cover to the cylinder head (see illustration).
25 Progressively unscrew the cylinder head
bolts in the order shown (see illustration),
and recover the nuts from their channels in
the crankcase. 

XV, XW and XY series engine in-car repair procedures  2A•7

2A

7.17  Right-hand rear engine mounting

bolts

7.18  Lever up the engine and support it on

a wooden block

7.21  Removing the fuel pump plunger

7.23  Unscrew and remove the camshaft

sprocket bolt

7.24  Loosen the bolts securing the timing

cover to the cylinder head

7.25  Sequence for tightening or loosening the cylinder head bolts

26 Remove the head bolts and lift off the
rocker shaft assembly (see illustration). It
may be necessary to leave one or two bolts in
the assembly if they foul the bulkhead due to
insufficient engine height.
27 Loosen the camshaft thrust plate bolt, pull
out the plate and temporarily retighten the
bolt (see illustration).
28 The camshaft sprocket must now be
supported in its normal position while the

cylinder head is removed. If it is allowed to
drop it will not be possible to lift it again
without releasing the timing chain tensioner
which will necessitate removal of the timing
cover. Peugeot dealers use a special mandrel,
tool number 70132, but as this is unlikely to
be available to the home mechanic it is
suggested that a plate and bolt are used,
together with the access plate (see Tool Tip).
29 Slide the camshaft from the fuel pump
eccentric and camshaft sprocket and let it
rest in the cylinder head (see illustration).
30 Before removing the cylinder head the
following must be noted. The cylinder head is
positioned during assembly by means of two
dowels. When removing the cylinder head it is
most important not to lift it directly from the
cylinder block; it must be twisted slightly. This
action prevents the cylinder liners from
sticking to the cylinder head face and being
lifted with it, thus breaking their bottom seals.
Before the cylinder head can be twisted, the
dowel at the flywheel end must be tapped
down flush with the top of the cylinder block,
using a drift (see illustration).

31 Remove the four timing cover-to-cylinder
head bolts then move the flywheel end of the
cylinder head sideways slightly to release the
gasket.
32 Lift the cylinder head from the block and
remove the gasket without disturbing the
liners. Do not turn the engine over as this also
will break the liner bottom seals. If further
work is to be carried out on the engine, such
as cleaning the tops of the cylinder liners, they
should be clamped in position using two
cylinder head bolts, metal tubing, and large
washers (see illustration).

Preparation for refitting

Note: As mentioned at the beginning of this
Section, the camshaft sprocket must be
supported in such a way that it will be allowed
to rotate as the crankshaft is turned to clean
the pistons. The Peugeot special tool locates
through the sprocket retaining bolt hole and is
bolted to the front of the timing cover. If this
tool cannot be obtained, a suitable alternative
can be easily fabricated.
33 With the camshaft sprocket supported so
as to allow rotation, commence the cleaning
operation as follows.
34 The mating faces of the cylinder head and
cylinder block/crankcase must be perfectly
clean before refitting the head. Use a hard

2A•8 XV, XW and XY series engine in-car repair procedures

7.29  Slide the camshaft from the fuel

pump eccentric (arrowed)

7.30  Driving the cylinder head dowel down

flush with the block face

7.26  Removing the rocker shaft assembly

7.27  Loosening the camshaft thrust plate bolt

In the absence of the Peugeot tool, a
nut and bolt used together with the
access plate can be used as shown to
prevent the camshaft sprocket from
dropping.

7.32  Using washers, tubing and the cylinder

head bolts to clamp the liners in position

plastic or wood scraper to remove all traces of
gasket and carbon; also clean the piston
crowns. Refer to paragraph 32 before turning
the crankshaft. Take particular care during the
cleaning operations, as aluminium alloy is
easily damaged. Also, make sure that the
carbon is not allowed to enter the oil and water
passages - this is particularly important for the
lubrication system, as carbon could block the
oil supply to the engine’s components. Using
adhesive tape and paper, seal the water, oil
and bolt holes in the cylinder block/crankcase.
To prevent carbon entering the gap between
the pistons and bores, smear a little grease in
the gap. After cleaning each piston, use a
small brush to remove all traces of grease and
carbon from the gap, then wipe away the
remainder with a clean rag. Clean all the
pistons in the same way.
35 Check the mating surfaces of the cylinder
block/crankcase and the cylinder head for
nicks, deep scratches and other damage. If
slight, they may be removed carefully with a
file, but if excessive, machining may be the
only alternative to renewal.
36 If warpage of the cylinder head gasket
surface is suspected, use a straight-edge to
check it for distortion. Refer to Part D of this
Chapter if necessary.
37 Check the condition of the cylinder head
bolts, and particularly their threads, whenever
they are removed. Wash the bolts in suitable
solvent, and wipe them dry. Check each for
any sign of visible wear or damage, renewing
any bolt if necessary. Measure the length of
each bolt, to check for stretching (although
this is not a conclusive test, in the event that
all ten bolts have stretched by the same
amount). Although Peugeot do not actually
specify that the bolts must be renewed, it is
strongly recommended that the bolts should
be renewed as a complete set whenever they
are disturbed.
38 Before refitting the head, the nuts must be
retained in their channels. The use of rubber
or plastic tubing is very effective, or wooden
wedges may be used (see illustration).

Refitting

39 Commence refitting by lifting the location
dowel (paragraph 30) and retaining it by
inserting a short pin in the hole provided -

leaving room for the bolt to pass through (see
illustration).
40 Locate a new cylinder head gasket on the
cylinder block, making sure that all the holes
are aligned.
41 Apply a silicone sealing compound to the
timing cover mating surface (see illustration).
42 Lower the cylinder head into position over
the dowels.
43 Fit the four timing cover-to-cylinder head
bolts finger tight.
44 Slide the camshaft into the sprocket and
fuel pump eccentric. Slight rotation of the
eccentric may be necessary in order to align
its key with the camshaft slot. 
45 Push the thrust plate fully into the
camshaft groove then tighten the bolt. 
46 Unbolt and remove the sprocket retaining
tool. 
47 Insert the sprocket retaining bolt and
tighten it with an Allen key while holding the
sprocket with a bar through one of the holes
resting on packing pieces.
48 Apply a silicone sealing compound to the
access plate then refit it and tighten the bolts.
49 Refit the rocker shaft assembly with the
two location pegs towards the front.
50 Insert the head bolts (threads and heads
oiled) and tighten them in two stages to the
specified torques and in the sequence shown
(see illustration 7.25). Note that washers
must be fitted beneath the bolt heads on XY7
and XY8 engines.
51 Remove the nut retainers from the
cylinder block. 
52 Tighten the four timing cover-to-cylinder
head bolts.
53 Insert the fuel pump plunger in the timing
cover.
54 Adjust the valve clearances (Section 2). 
55 Refit the rocker cover with a new gasket.
56 Remove the block of wood and lower the
engine to its normal position. 
57 Insert and tighten the right-hand rear
engine mounting bolts, also tighten the
left-hand mounting bolts. 
58 Reconnect the brake servo vacuum hose
to the inlet manifold (if applicable). 
59 Reconnect the throttle and choke cables
(Chapter 4A). 
60 Refit the distributor and spark plug HT
leads (Chapter 5B). 

61 Reconnect the temperature sender wiring. 
62 Refit the top hose to the thermostat
housing. 
63 Refit the fuel pump (Chapter 4A). 
64 Reconnect the heater hoses. 
65 Refit the exhaust downpipe to the exhaust
manifold.
66 Reconnect the gearchange rods (Chap-
ter 7A).
67 Lower the car to the ground.
68 Refit the oil filler/crankcase ventilation cap
and hoses. 
69 Refill the cooling system (Chapter 1).
70 Refit the air cleaner, inlet cowl and inlet
hoses. 
71 Refit the battery.
72 After the engine has been started and run
to full operating temperature, it should be
switched off and allowed to cool for at least
two hours. Remove the rocker cover.
73 Unscrew the first cylinder head bolt one
half a turn and then retighten it to the Stage 2
torque. Repeat the operation on the remaining
bolts, one at a time in the sequence specified
(see illustration 7.25).
74 Check the valve clearances again and
readjust if necessary.

8

Crankshaft oil seals -
renewal

3

Right-hand (front) oil seal

1 Support the engine/transmission on a
trolley jack with a block of wood as an
insulator.
2 Release the nuts on the right-hand flexible
engine mounting at the base of the timing
chain cover.
3 Raise the engine just enough to clear the
side-member and anti-roll bar.
4 Remove the auxiliary drivebelt as described
in Chapter 1, and the fuel pump as described
in Chapter 4A.
5 Unscrew and remove the crankshaft pulley
nut. To do this the crankshaft must be held
against rotation by jamming the starter ring
gear. Remove the starter, as described in
Chapter 5A. Alternatively, if an assistant is
available, apply the brakes fully with a gear
engaged. Withdraw the pulley.

XV, XW and XY series engine in-car repair procedures  2A•9

2A

7.38  Using rubber tubing to hold the

cylinder head nuts in position

7.39  Using a pop rivet to retain the

cylinder head location dowel

7.41  Applying sealing compound to the

timing cover

6 Note the fitted depth of the seal as a guide
to refitting the new seal, then punch or drill
two small holes opposite each other in the
seal. Screw a self-tapping screw into each,
and pull on the screws with pliers to extract
the seal. Alternatively, the seal can be levered
out of position using a suitable flat-bladed
screwdriver, taking great care not to damage
the crankshaft shoulder or timing cover.
7 Clean the timing cover, and polish off any
burrs or raised edges, which may have
caused the seal to fail in the first place.
8 Lubricate the lips of the new seal with clean
engine oil, and carefully locate the seal on the
end of crankshaft. Note that its sealing lip
must face inwards. Take care not to damage
the seal lips during fitting.
9 Using a suitable tubular drift (such as a
socket) which bears only on the hard outer
edge of the seal, tap the seal into position, to
the same depth in the timing cover as the
original was prior to removal.
10 Wash off any traces of oil, then refit the
crankshaft pulley and nut. Tighten the
crankshaft pulley nut to the specified torque,
again jamming the flywheel to prevent the
crankshaft rotating.
11 Refit the starter, if removed (Chapter 5A). 
12 Refit and tension the auxiliary drivebelt
(Chapter 1). 
13 Lower the engine, reconnect the
mounting.

Left-hand oil seal

14 Remove the flywheel as described in
Section 9.
15 Make a note of the correct fitted depth of
the seal in its housing. Punch or drill two small
holes opposite each other in the seal. Screw a
self-tapping screw into each, and pull on the
screws with pliers to extract the seal.
16 Clean the seal housing, and polish off any
burrs or raised edges, which may have
caused the seal to fail in the first place.
17 Lubricate the lips of the new seal with
clean engine oil, and carefully locate the seal
on the end of the crankshaft.
18 Using a suitable tubular drift, which bears
only on the hard outer edge of the seal, drive
the seal into position, to the same depth in the
housing as the original was prior to removal.

19 Wash off any traces of oil, then refit the
flywheel as described in Section 9.

9

Flywheel - removal,
inspection and refitting

3

Removal

1 Remove the clutch assembly as described
for models with the BH 3 transmission in
Chapter 6.
2 Undo the retaining bolts and remove the
flywheel from the crankshaft. If necessary
hold the flywheel stationary using a
screwdriver engaged with the starter ring
gear.

Inspection

3 If the flywheel’s clutch mating surface is
deeply scored, cracked or otherwise
damaged, the flywheel must be renewed.
However, it may be possible to have it
surface-ground; seek the advice of a Peugeot
dealer or engine reconditioning specialist.
4 If the ring gear is badly worn or has missing
teeth, it must be renewed. This job is best left
to a Peugeot dealer or engine reconditioning
specialist. The temperature to which the new
ring gear must be heated for installation is
critical and, if not done accurately, the
hardness of the teeth will be destroyed.

Refitting

5 Clean the mating surfaces of the flywheel
and crankshaft. Remove any remaining
locking compound from the threads of the
bolts and crankshaft holes, using the correct-
size tap, if available.

6 Fit the flywheel to the crankshaft. The
flywheel holes are offset so it will only go onto

the crankshaft flange in one position. Apply
thread locking compound to clean threads,
screw in the flywheel bolts and tighten to the
specified torque.
7 Refit the clutch assembly as described in
Chapter 6.

10 Engine/transmission

mountings - inspection and
renewal

3

Inspection

1 The engine/transmission is supported by
three mountings, two at the timing chain end
and one at the transfer gear end.
2 If improved access is required, raise the
front of the car and support it securely on axle
stands (see “Jacking and vehicle support”).
3 Check the mounting rubber to see if it is
cracked, hardened or separated from the
metal at any point; renew the mounting if any
such damage or deterioration is evident.
4 Check that all the mounting’s fasteners are
securely tightened; use a torque wrench to
check if possible.
5 Using a large screwdriver or a crowbar,
check for wear in the mounting by carefully
levering against it to check for free play.
Where this is not possible, enlist the aid of an
assistant to move the engine/transmission
back and forth, or from side to side, while you
watch the mounting. While some free play is
to be expected even from new components,
excessive wear should be obvious. If
excessive free play is found, check first that
the fasteners are correctly secured, then
renew any worn components.

Renewal

6 It is recommended that one mounting is
renewed at a time after the weight of the unit
has been taken on a jack with a block of wood
as an insulator. Removal and refitting of the
relevant mountings is straightforward once
access has been gained.
7 The battery and tray must be removed
when renewing the left-hand mounting.
8 Tighten the bolts to the specified torque
after renewing the mountings.

2A•10 XV, XW and XY series engine in-car repair procedures

If a suitable tap is not
available, cut two slots into
the threads of an old bolt of
suitable size and use the bolt

to remove the locking compound from
the threads.

2B

Chapter 2  Part B:
XU series engine in-car repair procedures

Engine general

Code and displacement:

XU5J (180A)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1580 cc

XU5JA (B6D)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1580 cc

XU5JA/K (B6E)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1580 cc

XU51C (B1A/A)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1580 cc

XU51C/K (B1F)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1580 cc

XU5M2/Z, XU5M3/Z, XU5M3/L (BDY)  . . . . . . . . . . . . . . . . . . . . . . . .

1580 cc

XU9JA, XU9JA/K (D6B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1905 cc

XU9JA/Z, XU9JA/L (DKZ)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1905 cc

XU9J1/Z, XU9J1/L (DFZ)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1905 cc

Bore  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

83.0 mm

Stroke:

1580 cc engines  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

73.0 mm

1905 cc engines  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

88.0 mm

Compression ratio:

XU5J, XU5JA  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.8 : 1

XU5JA/K  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.25 : 1

XU51C, XU51C/K  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.35 : 1

XU5M2/Z, XU5M3/Z, XU5M3/L  . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.95 : 1

XU9JA, XU9JA/K  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.6 : 1

XU9JA/Z, XU9JA/L  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.2 : 1

XU9J1/Z, XU9J1/L  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.4 : 1

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

Clockwise (viewed from right-hand side of vehicle)

Firing order  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1-3-4-2 (No 1 cylinder at flywheel end of engine)

Valve clearances (engine cold)

Inlet  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.15 to 0.25 mm

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

0.35 to 0.45 mm

Camshaft

Drive  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Toothed belt

Endfloat (not adjustable)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.07 to 0.16 mm

Lubrication system

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

Gear type, chain driven from crankshaft

Oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.5 bar at 4000 rpm

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

0.44 to 0.58 bar

Auxiliary drivebelt check and renewal  . . . . . . . . . . . . . . .See Chapter 1
Camshaft and followers - removal, inspection and refitting  . . . . . . . 7
Camshaft oil seal - renewal  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Compression test - description and interpretation  . . . . . . . . . . . . . . 3
Crankshaft oil seals - renewal  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Cylinder head - removal and refitting  . . . . . . . . . . . . . . . . . . . . . . . . 8
Engine oil and filter renewal . . . . . . . . . . . . . . . . . . . . . . .See Chapter 1
Engine/transmission mountings - inspection and renewal  . . . . . . . . 14
Engine oil level check  . . . . . . . . . . . . . . . . . . . . . .See “Weekly checks”

Flywheel/driveplate - removal, inspection and refitting  . . . . . . . . . . . 13
General information  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Oil cooler - removal and refitting  . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Oil pump - removal, inspection and refitting  . . . . . . . . . . . . . . . . . . . 10
Sump - removal and refitting  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Timing belt - general information, removal and refitting  . . . . . . . . . . 4
Timing belt tensioner and sprockets - removal, inspection and 

refitting  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Valve clearances - checking and adjustment  . . . . . . . . . . . . . . . . . . 2

2B•1

Specifications

Contents

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

5

4

3

2

1

Torque wrench settings

Nm

lbf ft

Camshaft cover bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10

7

Camshaft bearing caps  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

15

11

Camshaft sprocket bolt (M10)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

40

30

Camshaft sprocket bolt (M12)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

80

59

Crankshaft pulley bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

109

80

Sump bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

15

Sump spacer plate bolt  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10

7

Flywheel bolts (renew bolts and use thread locking compound)  . . . . . .

49

36

Cylinder head bolts (see text):

Hexagon head bolts:

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

58

43

Stage 2 (after slackening)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

15

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

Tighten through a further 120°

Torx type bolts:

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

60

44

Stage 2 (after slackening)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

15

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

Tighten through a further 300°

Oil pump-to-block bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

15

Oil seal carrier plate bolts  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

15

11

Oil cooler union nuts (remotely mounted oil cooler)  . . . . . . . . . . . . . . . .

20

15

Oil filter mounting stub   . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

60

44

Timing belt tensioner nuts (spring-loaded type tensioner)  . . . . . . . . . . .

15

11

Timing belt tensioner roller bolt (eccentric roller type tensioner)  . . . . . .

20

15

Engine mounting bracket bolts:

M8  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

34

25

M10  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

45

33

Engine mountings:

RH nut  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

27

20

LH nut  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

35

26

Battery tray/bracket  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18

13

Lower mounting centre bolt  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

34

25

Lower mounting to subframe  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

45

33

1

General information

How to use this Chapter

This Part of Chapter 2 describes those

repair procedures that can reasonably be
carried out on the XU 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 D, any preliminary
dismantling procedures can be ignored. Refer
to Part A and C for information on the XV, XW
and XY series and TU series engines.

Part D describes the removal of the

engine/transmission from the vehicle, and the
full overhaul procedures that can then be
carried out.

Engine description

The engine has four cylinders and an

overhead camshaft, is mounted transversely,
driving the front wheels, and it is inclined to
the rear at an angle of 30° from vertical. The
XU series engines are of 1580 cc (XU5) or
1905 cc (XU9), the difference in displacement
being achieved by increasing the stroke.

The transmission is also mounted

transversely in line with and on the left-hand

end of the engine. The final drive unit is
integral with the transmission and transmits
drive to the front wheels via driveshafts.

The engine has four wet liner cylinders, a

five-bearing crankshaft and an overhead
camshaft. 

The connecting rods rotate on horizontally-

split bearing shells at their big-ends. The
pistons are attached to the connecting rods
by gudgeon pins. The gudgeon pins 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.

Camshaft drive is by a toothed timing belt.

The belt is tensioned by a spring loaded, or
eccentric roller tensioner assembly and also
drives the coolant pump. The camshaft
operates directly on bucket tappets; valve
clearance adjustment is by shims inserted
between the tappet and the valve stem. The
distributor is driven directly from the left-hand
end of the camshaft.

The oil pump is located in the sump and is

chain driven from the crankshaft. A forced
feed lubrication system is employed. Oil from
the pump passes to the oil filter then to the oil
gallery, crankshaft and camshaft. The valve
stems are lubricated by oil returning from the
camshaft to the sump. The oil pump chain

and sprockets are lubricated by oil in the
sump. On certain models an oil cooler may be
fitted, either on the engine between the
cylinder block and oil filter, or mounted
remotely in front of the radiator.

Repair operations possible with
the engine in the car

The following work can be carried out with

the engine in the car:

a) Valve clearances - adjustment. 
b) Compression pressure - testing.
c) Timing belt - removal, refitting and

adjustment.

d) Timing belt tensioner and sprockets -

removal, inspection and refitting.

e) Camshaft oil seal - renewal.
f) Camshaft and followers - removal,

inspection and refitting.

g) Cylinder head - removal and refitting. 
h) Cylinder head and pistons -

decarbonising.

i) Sump - removal and refitting.
j) Oil pump - removal, inspection and

refitting.

k) Crankshaft oil seals - renewal.
l) Flywheel/driveplate - removal and

refitting.

m) Engine mountings - inspection and

renewal.

2B•2 XU series engine in-car repair procedures

2

Valve clearances - checking
and adjustment

3

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).

Checking

2 Remove the air cleaner and ducts as
described in the relevant Part of Chapter 4.
3 Disconnect the brake servo vacuum hose.
4 Remove the camshaft cover, trying not to
damage the gasket.
5 Have ready a pencil and paper to record the
measured clearances. 
6 Turn the crankshaft using a spanner on the
crankshaft pulley bolt until the cam lobe

nearest the flywheel end of the engine is
pointing vertically upwards (see illustration).

7 Using feeler blades, measure the clearance
between the base of the cam and the cam
follower  (see illustration). Record the
clearance.
8 Repeat the measurement for the other
seven valves, turning the crankshaft as
necessary so that the cam lobe in question is
always vertically upwards.
9 Calculate the difference between each
measured clearance and the desired value
(see Specifications). Note that the value for
inlet valves is different from that for exhaust.
Counting from either end of the engine, the
valve sequence is:
Exhaust  - Inlet  - Inlet  - Exhaust  - Exhaust  -
Inlet - Inlet - Exhaust.
10 If any clearance measured is outside the
specified tolerance, adjustment must be carried
out as described below. If all clearances are
within tolerance, refit the camshaft cover, using
a new gasket if necessary. Note the diagnostic
socket and copper washer under the bolt at the
timing belt end on certain engines.

Adjustment

11 To adjust the clearances remove the
camshaft as described in Section 7.
12 Lift off a cam follower and its shim. Be
careful that the shim does not fall out of the
follower. Clean the shim and measure its
thickness with a micrometer (see
illustrations).
13 Refer to the clearance recorded for the
valve concerned. If the clearance was larger
than specified, a thicker shim must be fitted; if
the clearance was too small, a thinner shim
must be fitted.

Sample calculation - clearance too
large:

Desired clearance (A) 0.20 mm
Measured clearance (B) 0.28 mm
Difference (B - A) = + 0.08 mm
Original shim thickness 2.62 mm
Req’d shim thickness 2.62 + 0.08 = 2.70 mm

Sample calculation - clearance too
small:

Desired clearance (A) 0.40 mm
Measured clearance (B) 0.23 mm
Difference (B-A) = -0.17 mm
Original shim thickness 2.86 mm
Req’d shim thickness 2.86 - 0.17 = 2.69 mm

14 Shims are available in thicknesses from
1.650 to 4.000 mm, in steps of 0.025 mm in
the middle of the range and at the ends in
steps of 0.075 mm. Clean new shims before
measuring or fitting them.
15 Repeat the operations on the other cam
followers and shims, keeping each follower
identified so that it can be refitted in the same
position.
16 When reassembling, oil the shim and fit it
on the valve stem, then oil the cam follower
and lower it smoothly into position. If the
follower is raised at any stage the shim may
be dislodged.
17 When all the followers are in position with
their shims, refit the camshaft. Check the
valve clearances before refitting the timing
belt in case a mistake has been made and the
camshaft has to be removed again. With the
timing belt disconnected the camshaft will not
be moved by rotation of the crankshaft.
Before rotating the camshaft alone, position
all the pistons halfway down the bores to
avoid piston-to-valve contact.

XU series engine in-car repair procedures  2B•3

2B

2.6  Valve clearance is measured at point J and altered by shim (4)

2.7  Using feeler blades to measure a valve

clearance

2.12a  Lift off the cam follower and 

shim . . .

2.12b  . . . then measure the shim thickness

with a micrometer

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