Peugeot 205 (954 cc, 1124 cc, 1360 cc, 1580 cc & 1905 cc). Manual - part 29

MOT test checks

REF•11

REF

M Examine the handbrake mechanism,
checking for frayed or broken cables,
excessive corrosion, or wear or insecurity of
the linkage. Check that the mechanism works
on each relevant wheel, and releases fully,
without binding.
M It is not possible to test brake efficiency
without special equipment, but a road test can
be carried out later to check that the vehicle
pulls up in a straight line.

Fuel and exhaust systems

M Inspect the fuel tank (including the filler
cap), fuel pipes, hoses and unions. All
components must be secure and free from
leaks.
M Examine the exhaust system over its entire
length, checking for any damaged, broken or
missing mountings, security of the retaining
clamps and rust or corrosion.

Wheels and tyres 

M Examine the sidewalls and tread area of
each tyre in turn. Check for cuts, tears, lumps,
bulges, separation of the tread, and exposure
of the ply or cord due to wear or damage.
Check that the tyre bead is correctly seated
on the wheel rim, that the valve is sound and

properly seated, and that the wheel is not
distorted or damaged. 
M Check that the tyres are of the correct size
for the vehicle, that they are of the same size
and type on each axle, and that the pressures
are correct.
M Check the tyre tread depth. The legal
minimum at the time of writing is 1.6 mm over
at least three-quarters of the tread width.
Abnormal tread wear may indicate incorrect
front wheel alignment.

Body corrosion

M Check the condition of the entire vehicle
structure for signs of corrosion in load-bearing
areas. (These include chassis box sections,
side sills, cross-members, pillars, and all
suspension, steering, braking system and
seat belt mountings and anchorages.) Any
corrosion which has seriously reduced the
thickness of a load-bearing area is likely to
cause the vehicle to fail. In this case
professional repairs are likely to be needed.
M Damage or corrosion which causes sharp
or otherwise dangerous edges to be exposed
will also cause the vehicle to fail.

Petrol models

M Have the engine at normal operating
temperature, and make sure that it is in good
tune (ignition system in good order, air filter
element clean, etc).
M Before any measurements are carried out,
raise the engine speed to around 2500 rpm,
and hold it at this speed for 20 seconds. Allow

the engine speed to return to idle, and watch
for smoke emissions from the exhaust
tailpipe. If the idle speed is obviously much
too high, or if dense blue or clearly-visible
black smoke comes from the tailpipe for more
than 5 seconds, the vehicle will fail. As a rule
of thumb, blue smoke signifies oil being burnt
(engine wear) while black smoke signifies
unburnt fuel (dirty air cleaner element, or other
carburettor or fuel system fault).
M An exhaust gas analyser capable of
measuring carbon monoxide (CO) and
hydrocarbons (HC) is now needed. If such an
instrument cannot be hired or borrowed, a
local garage may agree to perform the check
for a small fee.

CO emissions (mixture)

M At the time of writing, the maximum CO
level at idle is 3.5% for vehicles first used after
August 1986 and 4.5% for older vehicles.
From January 1996 a much tighter limit
(around 0.5%) applies to catalyst-equipped
vehicles first used from August 1992. If the
CO level cannot be reduced far enough to
pass the test (and the fuel and ignition
systems are otherwise in good condition) then
the carburettor is badly worn, or there is some
problem in the fuel injection system or
catalytic converter (as applicable).

HC emissions

M With the CO emissions within limits, HC
emissions must be no more than 1200 ppm
(parts per million). If the vehicle fails this test
at idle, it can be re-tested at around 2000 rpm;
if the HC level is then 1200 ppm or less, this
counts as a pass.
M Excessive HC emissions can be caused by
oil being burnt, but they are more likely to be
due to unburnt fuel. 

Diesel models

M The only emission test applicable to Diesel
engines is the measuring of exhaust smoke
density. The test involves accelerating the
engine several times to its maximum
unloaded speed. 

Note: It is of the utmost importance that the
engine timing belt is in good condition before
the test is carried out. 

M Excessive smoke can be caused by a dirty
air cleaner element. Otherwise, professional
advice may be needed to find the cause.

4

Checks carried out on
YOUR VEHICLE’S EXHAUST
EMISSION SYSTEM

The vehicle owner who does his or her own

maintenance according to the recommended
service schedules should not have to use this
section of the manual very often. Modern
component reliability is such that, provided
those items subject to wear or deterioration
are inspected or renewed at the specified
intervals, sudden failure is comparatively rare.
Faults do not usually just happen as a result of
sudden failure, but develop over a period of
time. Major mechanical failures in particular

are usually preceded by characteristic
symptoms over hundreds or even thousands
of miles. Those components which do
occasionally fail without warning are often
small and easily carried in the vehicle.

With any fault-finding, the first step is to

decide where to begin investigations.
Sometimes this is obvious, but on other
occasions, a little detective work will be
necessary. The owner who makes half a
dozen haphazard adjustments or

replacements may be successful in curing a
fault (or its symptoms), but will be none the
wiser if the fault recurs, and ultimately may
have spent more time and money than was
necessary. A calm and logical approach will
be found to be more satisfactory in the long
run. Always take into account any warning
signs or abnormalities that may have been
noticed in the period preceding the fault -
power loss, high or low gauge readings,
unusual smells, etc - and remember that

Engine  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

m

m

Engine fails to rotate when attempting to start

m

m

Engine rotates, but will not start

m

m

Engine difficult to start when cold

m

m

Engine difficult to start when hot

m

m

Starter motor noisy or excessively-rough in engagement

m

m

Engine starts, but stops immediately

m

m

Engine idles erratically

m

m

Engine misfires at idle speed

m

m

Engine misfires throughout the driving speed range

m

m

Engine hesitates on acceleration

m

m

Engine stalls

m

m

Engine lacks power

m

m

Engine backfires

m

m

Oil pressure warning light illuminated with engine running

m

m

Engine runs-on after switching off

m

m

Engine noises

Cooling system  . . . . . . . . . . . . . . . . . . . . . . . . .2

m

m

Overheating

m

m

Overcooling

m

m

External coolant leakage

m

m

Internal coolant leakage

m

m

Corrosion

Fuel and exhaust systems  . . . . . . . . . . . . . . . . .3

m

m

Excessive fuel consumption

m

m

Fuel leakage and/or fuel odour

m

m

Excessive noise or fumes from exhaust system

Clutch  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

m

m

Pedal travels to floor - no pressure or very little resistance

m

m

Clutch fails to disengage (unable to select gears)

m

m

Clutch slips (engine speed increases, with no increase in vehicle
speed)

m

m

Judder as clutch is engaged

m

m

Noise when depressing or releasing clutch pedal

Manual transmission  . . . . . . . . . . . . . . . . . . . . .5

m

m

Noisy in neutral with engine running

m

m

Noisy in one particular gear

m

m

Difficulty engaging gears

m

m

Jumps out of gear

m

m

Vibration

m

m

Lubricant leaks

Automatic transmission  . . . . . . . . . . . . . . . . . . .6

m

m

Fluid leakage

m

m

Transmission fluid brown, or has burned smell

m

m

General gear selection problems

m

m

Transmission will not downshift (kickdown) with accelerator fully
depressed

m

m

Engine will not start in any gear, or starts in gears other than Park
or Neutral

m

m

Transmission slips, shifts roughly, is noisy, or has no drive in
forward or reverse gears

Driveshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

m

m

Clicking or knocking noise on turns (at slow speed on full-lock)

m

m

Vibration when accelerating or decelerating

Braking system  . . . . . . . . . . . . . . . . . . . . . . . . .8

m

m

Vehicle pulls to one side under braking

m

m

Noise (grinding or high-pitched squeal) when brakes applied

m

m

Excessive brake pedal travel

m

m

Brake pedal feels spongy when depressed

m

m

Excessive brake pedal effort required to stop vehicle

m

m

Judder felt through brake pedal or steering wheel when braking

m

m

Brakes binding

m

m

Rear wheels locking under normal braking

Suspension and steering systems  . . . . . . . . . . .9

m

m

Vehicle pulls to one side

m

m

Wheel wobble and vibration

m

m

Excessive pitching and/or rolling around corners, or during
braking

m

m

Wandering or general instability

m

m

Excessively-stiff steering

m

m

Excessive play in steering

m

m

Lack of power assistance

m

m

Tyre wear excessive

Electrical system  . . . . . . . . . . . . . . . . . . . . . . .10

m

m

Battery will not hold a charge for more than a few days

m

m

Ignition/no-charge warning light remains illuminated with engine
running

m

m

Ignition/no-charge warning light fails to come on

m

m

Lights inoperative

m

m

Instrument readings inaccurate or erratic

m

m

Horn inoperative, or unsatisfactory in operation

m

m

Windscreen/tailgate wipers inoperative, or unsatisfactory in
operation

m

m

Windscreen/tailgate washers inoperative, or unsatisfactory in
operation

m

m

Electric windows inoperative, or unsatisfactory in operation

m

m

Central locking system inoperative, or unsatisfactory in operation

REF•12

Fault finding

Introduction

failure of components such as fuses or spark
plugs may only be pointers to some
underlying fault.

The pages which follow provide an easy-

reference guide to the more common
problems which may occur during the
operation of the vehicle. These problems and
their possible causes are grouped under
headings denoting various components or
systems, such as Engine, Cooling system,
etc. The Chapter and/or Section which deals
with the problem is also shown in brackets.
Whatever the fault, certain basic principles
apply. These are as follows:

Verify the fault. This is simply a matter of

being sure that you know what the symptoms

are before starting work. This is particularly
important if you are investigating a fault for
someone else, who may not have described it
very accurately.

Don’t overlook the obvious. For example, if

the vehicle won’t start, is there petrol in the
tank? (Don’t take anyone else’s word on this
particular point, and don’t trust the fuel gauge
either!) If an electrical fault is indicated, look
for loose or broken wires before digging out
the test gear.

Cure the disease, not the symptom.

Substituting a flat battery with a fully-charged
one will get you off the hard shoulder, but if
the underlying cause is not attended to, the
new battery will go the same way. Similarly,

changing oil-fouled spark plugs for a new set
will get you moving again, but remember that
the reason for the fouling (if it wasn’t simply an
incorrect grade of plug) will have to be
established and corrected.

Don’t take anything for granted. Particularly,

don’t forget that a “new” component may
itself be defective (especially if it’s been
rattling around in the boot for months), and
don’t leave components out of a fault
diagnosis sequence just because they are
new or recently-fitted. When you do finally
diagnose a difficult fault, you’ll probably
realise that all the evidence was there from
the start.

Fault finding

REF•13

REF

1 Engine

Engine fails to rotate when attempting to start

m

m

Battery terminal connections loose or corroded (“Weekly checks”).

m

m

Battery discharged or faulty (Chapter 5A).

m

m

Broken, loose or disconnected wiring in the starting circuit
(Chapter 5A).

m

m

Defective starter solenoid or switch (Chapter 5A).

m

m

Defective starter motor (Chapter 5A).

m

m

Starter pinion or flywheel ring gear teeth loose or broken 
(Chapters 2A, 2B, 2C and 5A).

m

m

Engine earth strap broken or disconnected (Chapter 5A).

Engine rotates, but will not start

m

m

Fuel tank empty.

m

m

Battery discharged (engine rotates slowly) (Chapter 5A).

m

m

Battery terminal connections loose or corroded (“Weekly checks”).

m

m

Ignition components damp or damaged (Chapters 1 and 5B).

m

m

Broken, loose or disconnected wiring in the ignition circuit
(Chapters 1 and 5B).

m

m

Worn, faulty or incorrectly-gapped spark plugs (Chapter 1).

m

m

Choke mechanism incorrectly adjusted, worn or sticking -
carburettor models (Chapter 4A).

m

m

Faulty fuel cut-off solenoid - carburettor models (Chapter 4A).

m

m

Fuel injection system fault - fuel-injected models (Chapter 4B 
or 4C).

m

m

Major mechanical failure (eg camshaft drive) (Chapter 2A, 2B 
or 2C).

Engine difficult to start when cold

m

m

Battery discharged (Chapter 5A).

m

m

Battery terminal connections loose or corroded (Chapter 1).

m

m

Worn, faulty or incorrectly-gapped spark plugs (Chapter 1).

m

m

Choke mechanism incorrectly adjusted, worn or sticking -
carburettor models (Chapter 4A).

m

m

Fuel injection system fault - fuel-injected l models (Chapter 4B 
or 4C).

m

m

Other ignition system fault (Chapters 1 and 5B).

m

m

Low cylinder compressions (Chapter 2A, 2B or 2C).

Engine difficult to start when hot

m

m

Air filter element dirty or clogged (Chapter 1).

m

m

Choke mechanism incorrectly adjusted, worn or sticking -
carburettor models (Chapter 4A).

m

m

Fuel injection system fault - fuel-injected models (Chapter 4B 
or 4C).

m

m

Low cylinder compressions (Chapter 2A, 2B or 2C).

Starter motor noisy or excessively-rough in
engagement

m

m

Starter pinion or flywheel ring gear teeth loose or broken (Chapters
2A, 2B, 2C and 5A).

m

m

Starter motor mounting bolts loose or missing (Chapter 5A).

m

m

Starter motor internal components worn or damaged (Chapter 5A).

Engine starts, but stops immediately

m

m

Loose or faulty electrical connections in the ignition circuit
(Chapters 1 and 5B).

m

m

Vacuum leak at the carburettor/throttle body or inlet manifold
(Chapter 4A, 4B or 4C).

m

m

Blocked carburettor jet(s) or internal passages - carburettor
models (Chapter 4A).

m

m

Blocked injector/fuel injection system fault - fuel-injected models
(Chapter 4B or 4C).

Engine idles erratically

m

m

Air filter element clogged (Chapter 1).

m

m

Vacuum leak at the carburettor/throttle body, inlet manifold or
associated hoses (Chapter 4A, 4B or 4C).

m

m

Worn, faulty or incorrectly-gapped spark plugs (Chapter 1).

m

m

Uneven or low cylinder compressions (Chapter 2A, 2B or 2C).

m

m

Camshaft lobes worn (Chapter 2A, 2B or 2C).

m

m

Timing belt incorrectly tensioned (Chapter 2A, 2B or 2C).

m

m

Blocked carburettor jet(s) or internal passages - carburettor
models (Chapter 4A).

m

m

Blocked injector/fuel injection system fault - fuel-injected models
(Chapter 4B or 4C).

Engine misfires at idle speed

m

m

Worn, faulty or incorrectly-gapped spark plugs (Chapter 1).

m

m

Faulty spark plug HT leads (Chapter 1).

m

m

Vacuum leak at the carburettor/throttle body, inlet manifold or
associated hoses (Chapter 4A, 4B or 4C).

m

m

Blocked carburettor jet(s) or internal passages - carburettor
models (Chapter 4A).

m

m

Blocked injector/fuel injection system fault - fuel-injected models
(Chapter 4B or 4C).

m

m

Distributor cap cracked or tracking internally (where applicable)
(Chapter 1).

m

m

Uneven or low cylinder compressions (Chapter 2A, 2B or 2C).

m

m

Disconnected, leaking, or perished crankcase ventilation hoses
(Chapter 4D).

REF•14

Fault finding

Engine (continued)

Engine misfires throughout the driving speed
range

m

m

Fuel filter choked - fuel-injected models (Chapter 1).

m

m

Fuel pump faulty, or delivery pressure low (Chapter 4A, 4B or 4C).

m

m

Fuel tank vent blocked, or fuel pipes restricted (Chapter 4A, 4B 
or 4C).

m

m

Vacuum leak at the carburettor/throttle body, inlet manifold or
associated hoses (Chapter 4A, 4B or 4C).

m

m

Worn, faulty or incorrectly-gapped spark plugs (Chapter 1).

m

m

Faulty spark plug HT leads (Chapter 1).

m

m

Distributor cap cracked or tracking internally (where applicable)
(Chapter 1).

m

m

Faulty ignition coil or ignition module (Chapter 5B).

m

m

Uneven or low cylinder compressions (Chapter 2A, 2B or 2C).

m

m

Blocked carburettor jet(s) or internal passages - carburettor
models (Chapter 4A).

m

m

Blocked injector/fuel injection system fault - fuel-injected models
(Chapter 4B or 4C).

Engine hesitates on acceleration

m

m

Worn, faulty or incorrectly-gapped spark plugs (Chapter 1).

m

m

Vacuum leak at the carburettor/throttle body, inlet manifold or
associated hoses (Chapter 4A, 4B or 4C).

m

m

Blocked carburettor jet(s) or internal passages - carburettor
models (Chapter 4A).

m

m

Blocked injector/fuel injection system fault - fuel-injected 
(Chapter 4B or 4C).

Engine stalls

m

m

Vacuum leak at the carburettor/throttle body, inlet manifold or
associated hoses (Chapter 4A, 4B or 4C).

m

m

Fuel filter choked - fuel-injected models (Chapter 1).

m

m

Fuel pump faulty, or delivery pressure low (Chapter 4A, 4B or 4C).

m

m

Fuel tank vent blocked, or fuel pipes restricted (Chapter 4A, 4B, 4C
or 4D).

m

m

Blocked carburettor jet(s) or internal passages - carburettor
models (Chapter 4A).

m

m

Blocked injector/fuel injection system fault - fuel-injected models
(Chapter 4B or 4C).

Engine lacks power

m

m

Timing chain or belt incorrectly fitted or tensioned (Chapter 2A, 2B
or 2C).

m

m

Fuel filter choked - fuel-injected models (Chapter 1).

m

m

Fuel pump faulty, or delivery pressure low (Chapter 4A, 4B, or 4C).

m

m

Uneven or low cylinder compressions (Chapter 2A, 2B or 2C).

m

m

Worn, faulty or incorrectly-gapped spark plugs (Chapter 1).

m

m

Vacuum leak at the carburettor/throttle body, inlet manifold or
associated hoses (Chapter 4A, 4B or 4C).

m

m

Blocked carburettor jet(s) or internal passages - carburettor
models (Chapter 4A).

m

m

Blocked injector/fuel injection system fault - fuel-injected models
(Chapter 4B or 4C).

m

m

Brakes binding (Chapters 1 and 9).

m

m

Clutch slipping (Chapter 6).

Engine backfires

m

m

Timing chain or belt incorrectly fitted or tensioned (Chapter 2A, 2B
or 2C).

m

m

Vacuum leak at the carburettor/throttle body, inlet manifold or
associated hoses (Chapter 4A, 4B or 4C).

m

m

Blocked carburettor jet(s) or internal passages - carburettor
models (Chapter 4A).

m

m

Blocked injector/fuel injection system fault - fuel-injected models
(Chapter 4B or 4C).

Oil pressure warning light illuminated with engine
running

m

m

Low oil level, or incorrect oil grade (Chapter 1).

m

m

Faulty oil pressure warning light switch (Chapter 5A).

m

m

Worn engine bearings and/or oil pump (Chapter 2D).

m

m

High engine operating temperature (Chapter 3).

m

m

Oil pressure relief valve defective (Chapter 2A, 2B or 2C).

m

m

Oil pick-up strainer clogged (Chapter 2A, 2B or 2C).

Engine runs-on after switching off

m

m

Excessive carbon build-up in engine (Chapter 2D).

m

m

High engine operating temperature (Chapter 3).

m

m

Faulty fuel cut-off solenoid - carburettor models (Chapter 4A).

m

m

Fuel injection system fault - fuel-injected models (Chapter 4B 
or 4C).

Engine noises

Pre-ignition (pinking) or knocking during acceleration or
under load

m

m

Ignition timing incorrect/ignition system fault (Chapters 1 and 5B).

m

m

Incorrect grade of spark plug (Chapter 1).

m

m

Incorrect grade of fuel (Chapter 1).

m

m

Vacuum leak at the carburettor/throttle body, inlet manifold or
associated hoses (Chapter 4A, 4B or 4C).

m

m

Excessive carbon build-up in engine (Chapter 2D).

m

m

Blocked carburettor jet(s) or internal passages - carburettor
models (Chapter 4A).

m

m

Blocked injector/fuel injection system fault - fuel-injected models
(Chapter 4B or 4C).

Whistling or wheezing noises

m

m

Leaking inlet manifold or carburettor/throttle body gasket
(Chapter 4A, 4B or 4C).

m

m

Leaking exhaust manifold gasket or pipe-to-manifold joint
(Chapter 4A, 4B, 4C or 4D).

m

m

Leaking vacuum hose (Chapters 4A, 4B, 4C, 4D, 5B and 9).

m

m

Blowing cylinder head gasket (Chapter 2A, 2B and 2C).

Tapping or rattling noises

m

m

Worn valve gear or camshaft (Chapter 2A, 2B or 2C).

m

m

Ancillary component fault (coolant pump, alternator, etc) 
(Chapters 3, 5A, etc).

Knocking or thumping noises

m

m

Worn big-end bearings (regular heavy knocking, perhaps less
under load) (Chapter 2D).

m

m

Worn main bearings (rumbling and knocking, perhaps worsening
under load) (Chapter 2D).

m

m

Piston slap (most noticeable when cold) (Chapter 2D).

m

m

Ancillary component fault (coolant pump, alternator, etc) 
(Chapters 3, 5A, etc).

Fault finding

REF•15

REF

2 Cooling system

3 Fuel and exhaust systems

Overheating

m

m

Insufficient coolant in system (“Weekly checks” ).

m

m

Thermostat faulty (Chapter 3).

m

m

Radiator core blocked, or grille restricted (Chapter 3).

m

m

Electric cooling fan or thermoswitch faulty (Chapter 3).

m

m

Pressure cap faulty (Chapter 3).

m

m

Ignition timing incorrect/ignition system fault (Chapters 1 and 5B).

m

m

Inaccurate temperature gauge sender unit (Chapter 3).

m

m

Airlock in cooling system (Chapter 1).

Overcooling

m

m

Thermostat faulty (Chapter 3).

m

m

Inaccurate temperature gauge sender unit (Chapter 3).

External coolant leakage

m

m

Deteriorated or damaged hoses or hose clips (Chapter 1).

m

m

Radiator core or heater matrix leaking (Chapter 3).

m

m

Pressure cap faulty (Chapter 3).

m

m

Coolant pump seal leaking (Chapter 3).

m

m

Boiling due to overheating (Chapter 3).

m

m

Core plug leaking (Chapter 2D).

Internal coolant leakage

m

m

Leaking cylinder head gasket (Chapter 2A, 2B or 2C).

m

m

Cracked cylinder head or cylinder bore (Chapter 2A, 2B, 2C 
or 2D).

m

m

Leaking cylinder liner base seal (Chapter 2D)

Corrosion

m

m

Infrequent draining and flushing (Chapter 1).

m

m

Incorrect coolant mixture or inappropriate coolant type 
(Chapter 1).

Excessive fuel consumption

m

m

Air filter element dirty or clogged (Chapter 1).

m

m

Choke cable incorrectly adjusted, or choke sticking - carburettor
models (Chapter 4A).

m

m

Fuel injection system fault - fuel-injected models (Chapter 4B 
or 4C).

m

m

Ignition timing incorrect/ignition system fault (Chapters 1 and 5B).

m

m

Tyres under-inflated (“Weekly checks” ).

Fuel leakage and/or fuel odour

m

m

Damaged or corroded fuel tank, pipes or connections 
(Chapter 4A, 4B, 4C or 4D).

m

m

Carburettor float chamber flooding (float height incorrect) -
carburettor models (Chapter 4A).

Excessive noise or fumes from exhaust system

m

m

Leaking exhaust system or manifold joints (Chapters 1 and 4D).

m

m

Leaking, corroded or damaged silencers or pipe (Chapters 1 
and 4D).

m

m

Broken mountings causing body or suspension contact 
(Chapter 1).

4 Clutch

Pedal travels to floor - no pressure or very little
resistance

m

m

Broken clutch cable (Chapter 6).

m

m

Incorrect clutch pedal stroke adjustment (Chapter 1).

m

m

Broken clutch release bearing or fork (Chapter 6).

m

m

Broken diaphragm spring in clutch pressure plate (Chapter 6).

Clutch fails to disengage (unable to select gears).

m

m

Incorrect clutch pedal stroke adjustment (Chapter 1).

m

m

Clutch plate sticking on transmission input shaft splines 
(Chapter 6).

m

m

Clutch plate sticking to flywheel or pressure plate (Chapter 6).

m

m

Faulty pressure plate assembly (Chapter 6).

m

m

Clutch release mechanism worn or incorrectly assembled 
(Chapter 6).

Clutch slips (engine speed increases, with no
increase in vehicle speed).

m

m

Incorrect clutch pedal stroke adjustment (Chapter 1).

m

m

Clutch plate linings excessively worn (Chapter 6).

m

m

Clutch plate linings contaminated with oil or grease (Chapter 6).

m

m

Faulty pressure plate or weak diaphragm spring (Chapter 6).

Judder as clutch is engaged

m

m

Clutch plate linings contaminated with oil or grease (Chapter 6).

m

m

Clutch plate linings excessively worn (Chapter 6).

m

m

Clutch cable sticking or frayed (Chapter 6).

m

m

Faulty or distorted pressure plate or diaphragm spring (Chapter 6).

m

m

Worn or loose engine or transmission mountings (Chapter 2A, 2B
or 2C).

m

m

Clutch plate hub or transmission input shaft splines worn 
(Chapter 6).

Noise when depressing or releasing clutch pedal

m

m

Worn clutch release bearing (Chapter 6).

m

m

Worn or dry clutch pedal bushes (Chapter 6).

m

m

Faulty pressure plate assembly (Chapter 6).

m

m

Pressure plate diaphragm spring broken (Chapter 6).

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Broken clutch plate cushioning springs (Chapter 6).

REF•16

Fault finding

7 Driveshafts

Clicking or knocking noise on turns (at slow speed
on full-lock)

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Lack of constant velocity joint lubricant, possibly due to damaged
bellows (Chapter 8).

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Worn outer constant velocity joint (Chapter 8).

Vibration when accelerating or decelerating

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Worn inner constant velocity joint (Chapter 8).

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Bent or distorted driveshaft (Chapter 8).

6 Automatic transmission

Note: Due to the complexity of the automatic transmission, it is difficult
for the home mechanic to properly diagnose and service this unit. For
problems other than the following, the vehicle should be taken to a
dealer service department or automatic transmission specialist. Do not
be too hasty in removing the transmission if a fault is suspected, as
most of the testing is carried out with the unit still fitted.

Fluid leakage

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Automatic transmission fluid is usually dark in colour. Fluid leaks

should not be confused with engine oil, which can easily be blown onto
the transmission by airflow.

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To determine the source of a leak, first remove all built-up dirt and

grime from the transmission housing and surrounding areas using a
degreasing agent, or by steam-cleaning. Drive the vehicle at low
speed, so airflow will not blow the leak far from its source. Raise and
support the vehicle, and determine where the leak is coming from. The
following are common areas of leakage:

a) Fluid pan or “sump” (Chapter 1 and 7B).
b) Dipstick tube (Chapter 1 and 7B).
c) Transmission-to-fluid cooler pipes/unions (Chapter 7B).

Transmission fluid brown, or has burned smell

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Transmission fluid level low, or fluid in need of renewal 
(Chapter 1).

General gear selection problems

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Chapter 7B deals with checking and adjusting the selector cable

on automatic transmissions. The following are common problems
which may be caused by a poorly-adjusted cable:

a) Engine starting in gears other than Park or Neutral.
b) Indicator panel indicating a gear other than the one actually being

used.

c) Vehicle moves when in Park or Neutral.
d) Poor gear shift quality or erratic gear changes.

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Refer to Chapter 7B for the selector cable adjustment procedure.

Transmission will not downshift (kickdown) with
accelerator pedal fully depressed

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Low transmission fluid level (Chapter 1).

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Incorrect selector cable adjustment (Chapter 7B).

Engine will not start in any gear, or starts in gears
other than Park or Neutral

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Incorrect starter/inhibitor switch adjustment (Chapter 7B).

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Incorrect selector cable adjustment (Chapter 7B).

Transmission slips, shifts roughly, is noisy, or has
no drive in forward or reverse gears

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There are many probable causes for the above problems, but the

home mechanic should be concerned with only one possibility - fluid
level. Before taking the vehicle to a dealer or transmission specialist,
check the fluid level and condition of the fluid as described in Chapter 1.
Correct the fluid level as necessary, or change the fluid and filter if
needed. If the problem persists, professional help will be necessary.

5 Manual transmission

Noisy in neutral with engine running

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Input shaft bearings worn (noise apparent with clutch pedal
released, but not when depressed) (Chapter 7A).*

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Clutch release bearing worn (noise apparent with clutch pedal
depressed, possibly less when released) (Chapter 6).

Noisy in one particular gear

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Worn, damaged or chipped gear teeth (Chapter 7A).*

Difficulty engaging gears

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Clutch fault (Chapter 6).

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Worn or damaged gear linkage (Chapter 7A).

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Incorrectly-adjusted gear linkage (Chapter 7A).

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Worn synchroniser units (Chapter 7A).*

Jumps out of gear

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Worn or damaged gear linkage (Chapter 7A).

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Incorrectly-adjusted gear linkage (Chapter 7A).

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Worn synchroniser units (Chapter 7A).*

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Worn selector forks (Chapter 7A).*

Vibration

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Lack of oil (Chapter 1).

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Worn bearings (Chapter 7A).*

Lubricant leaks

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Leaking differential output (driveshaft) oil seal (Chapter 7A).

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Leaking housing joint (Chapter 7A).*

*Although the corrective action necessary to remedy the symptoms
described is beyond the scope of the home mechanic, the above
information should be helpful in isolating the cause of the condition, so
that the owner can communicate clearly with a professional mechanic.

Fault finding

REF•17

REF

9 Suspension and steering

Note: Before diagnosing suspension or steering faults, be sure that the
trouble is not due to incorrect tyre pressures, mixtures of tyre types, or
binding brakes.

Vehicle pulls to one side

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Defective tyre (“Weekly checks” ).

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Excessive wear in suspension or steering components (Chapters 1
and 10).

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Incorrect front wheel alignment (Chapter 10).

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Accident damage to steering or suspension components 
(Chapter 1).

Wheel wobble and vibration

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Front roadwheels out of balance (vibration felt mainly through the
steering wheel) (Chapters 1 and 10).

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Rear roadwheels out of balance (vibration felt throughout the
vehicle) (Chapters 1 and 10).

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Roadwheels damaged or distorted (Chapters 1 and 10).

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Defective tyre (“Weekly checks” ).

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Worn steering or suspension joints, bushes or components
(Chapters 1 and 10).

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Wheel bolts loose (Chapters 1 and 10).

Excessive pitching and/or rolling around corners,
or during braking

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Defective shock absorbers (Chapters 1 and 10).

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Broken or weak spring and/or suspension component (Chapters 1
and 10).

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Worn or damaged anti-roll bar or mountings (Chapter 10).

Wandering or general instability

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Incorrect front wheel alignment (Chapter 10).

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Worn steering or suspension joints, bushes or components
(Chapters 1 and 10).

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Roadwheels out of balance (Chapters 1 and 10).

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Defective tyre (“Weekly checks” ).

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Wheel bolts loose (Chapters 1 and 10).

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Defective shock absorbers (Chapters 1 and 10).

Excessively-stiff steering

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Lack of steering gear lubricant (Chapter 10).

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Seized track rod end balljoint or suspension balljoint (Chapters 1
and 10).

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Broken or incorrectly-adjusted auxiliary drivebelt - power steering
(Chapter 1).

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Incorrect front wheel alignment (Chapter 10).

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Steering rack or column bent or damaged (Chapter 10).

8 Braking system

Note: Before assuming that a brake problem exists, make sure that the
tyres are in good condition and correctly inflated, that the front wheel
alignment is correct, and that the vehicle is not loaded with weight in an
unequal manner. Apart from checking the condition of all pipe and
hose connections, any faults occurring on the anti-lock braking system
should be referred to a Peugeot dealer for diagnosis.

Vehicle pulls to one side under braking

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Worn, defective, damaged or contaminated brake pads/shoes on
one side (Chapters 1 and 9).

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Seized or partially-seized front brake caliper/wheel cylinder piston
(Chapters 1 and 9).

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A mixture of brake pad/shoe lining materials fitted between sides
(Chapters 1 and 9).

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Brake caliper or backplate mounting bolts loose (Chapter 9).

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Worn or damaged steering or suspension components 
(Chapters 1 and 10).

Noise (grinding or high-pitched squeal) when
brakes applied

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Brake pad or shoe friction lining material worn down to metal
backing (Chapters 1 and 9).

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Excessive corrosion of brake disc or drum. (May be apparent after
the vehicle has been standing for some time (Chapters 1 and 9).

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Foreign object (stone chipping, etc) trapped between brake disc
and shield (Chapters 1 and 9).

Excessive brake pedal travel

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Inoperative rear brake self-adjust mechanism - drum brakes
(Chapter 9).

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Faulty master cylinder (Chapter 9).

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Air in hydraulic system (Chapters 1 and 9).

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Faulty vacuum servo unit (Chapter 9).

Brake pedal feels spongy when depressed

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Air in hydraulic system (Chapters 1 and 9).

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Deteriorated flexible rubber brake hoses (Chapters 1 and 9).

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Master cylinder mounting nuts loose (Chapter 9).

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Faulty master cylinder (Chapter 9).

Excessive brake pedal effort required to stop
vehicle

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Faulty vacuum servo unit (Chapter 9).

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Disconnected, damaged or insecure brake servo vacuum hose
(Chapter 9).

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Primary or secondary hydraulic circuit failure (Chapter 9).

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Seized brake caliper or wheel cylinder piston(s) (Chapter 9).

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Brake pads or brake shoes incorrectly fitted (Chapters 1 and 9).

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Incorrect grade of brake pads or brake shoes fitted (Chapters 1
and 9).

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Brake pads or brake shoe linings contaminated (Chapters 1 
and 9).

Judder felt through brake pedal or steering wheel
when braking

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Excessive run-out or distortion of discs/drums (Chapters 1 and 9).

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Brake pad or brake shoe linings worn (Chapters 1 and 9).

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Brake caliper or brake backplate mounting bolts loose (Chapter 9).

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Wear in suspension or steering components or mountings
(Chapters 1 and 10).

Brakes binding

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Seized brake caliper or wheel cylinder piston(s) (Chapter 9).

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Incorrectly-adjusted handbrake mechanism (Chapter 9).

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Faulty master cylinder (Chapter 9).

Rear wheels locking under normal braking

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Rear brake shoe linings contaminated (Chapters 1 and 9).

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Faulty brake pressure regulator (Chapter 9).

REF•18

Fault finding

10 Electrical system

Note: For problems associated with the starting system, refer to the
faults listed under “Engine” earlier in this Section.

Battery will not hold a charge for more than a few
days

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Battery defective internally (Chapter 5A).

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Battery terminal connections loose or corroded(“Weekly checks” ).

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Auxiliary drivebelt worn or incorrectly adjusted (Chapter 1).

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Alternator not charging at correct output (Chapter 5A).

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Alternator or voltage regulator faulty (Chapter 5A).

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Short-circuit causing continual battery drain (Chapters 5A and 12).

Ignition/no-charge warning light remains
illuminated with engine running

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Auxiliary drivebelt broken, worn, or incorrectly adjusted 
(Chapter 1).

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Alternator brushes worn, sticking, or dirty (Chapter 5A).

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Alternator brush springs weak or broken (Chapter 5A).

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Internal fault in alternator or voltage regulator (Chapter 5A).

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Broken, disconnected, or loose wiring in charging circuit 
(Chapter 5A).

Ignition/no-charge warning light fails to come on

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Warning light bulb blown (Chapter 12).

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Broken, disconnected, or loose wiring in warning light circuit
(Chapter 12).

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Alternator faulty (Chapter 5A).

Lights inoperative

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Bulb blown (Chapter 12).

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Corrosion of bulb or bulbholder contacts (Chapter 12).

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Blown fuse (Chapter 12).

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Faulty relay (Chapter 12).

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Broken, loose, or disconnected wiring (Chapter 12).

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Faulty switch (Chapter 12).

Instrument readings inaccurate or erratic

Instrument readings increase with engine speed

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Faulty voltage regulator (Chapter 12).

Fuel or temperature gauges give no reading

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Faulty gauge sender unit (Chapters 3 and 4A, 4B, 4C or 4D).

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Wiring open-circuit (Chapter 12).

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Faulty gauge (Chapter 12).

Fuel or temperature gauges give continuous maximum
reading

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Faulty gauge sender unit (Chapters 3 and 4A, 4B, 4C and 4D).

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Wiring short-circuit (Chapter 12).

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Faulty gauge (Chapter 12).

Horn inoperative, or unsatisfactory in operation

Horn operates all the time

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Horn push either earthed or stuck down (Chapter 12).

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Horn cable-to-horn push earthed (Chapter 12).

Horn fails to operate

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Blown fuse (Chapter 12).

m

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Cable or cable connections loose, broken or disconnected
(Chapter 12).

m

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Faulty horn (Chapter 12).

Horn emits intermittent or unsatisfactory sound

m

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Cable connections loose (Chapter 12).

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Horn mountings loose (Chapter 12).

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Faulty horn (Chapter 12).

Suspension and steering (continued)

Excessive play in steering

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Worn steering column intermediate shaft universal joint 
(Chapter 10).

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Worn steering track rod end balljoints (Chapters 1 and 10).

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Worn rack-and-pinion steering gear (Chapter 10).

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Worn steering or suspension joints, bushes or components
(Chapters 1 and 10).

Lack of power assistance

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Broken or incorrectly-adjusted auxiliary drivebelt (Chapter 1).

m

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Incorrect power steering fluid level (“Weekly checks” ).

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Restriction in power steering fluid hoses (Chapter 1).

m

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Faulty power steering pump (Chapter 10).

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Faulty rack-and-pinion steering gear (Chapter 10).

Tyre wear excessive

Tyres worn on inside or outside edges

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Tyres under-inflated (wear on both edges) (“Weekly checks” ).

m

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Incorrect camber or castor angles (wear on one edge only)
(Chapter 10).

m

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Worn steering or suspension joints, bushes or components
(Chapters 1 and 10).

m

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Excessively-hard cornering.

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Accident damage.

Tyre treads exhibit feathered edges

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Incorrect toe setting (Chapter 10).

Tyres worn in centre of tread

m

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Tyres over-inflated (“Weekly checks” ).

Tyres worn on inside and outside edges

m

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Tyres under-inflated (“Weekly checks” ).

Tyres worn unevenly

m

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Tyres/wheels out of balance (Chapter 1).

m

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Excessive wheel or tyre run-out (Chapter 1).

m

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Worn shock absorbers (Chapters 1 and 10).

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Defective tyre (“Weekly checks” ).