Archive | September, 2014

Inside Line: Gates

Gates points out that that when technicians replace the timing belt in the Synchronous Belt Drive Systems (SBDS) on diesel models in this range, they often make the mistake of turning the high pressure pump, manually, in order to ensure that it is free running.

These are common rail injection diesel engines and rotating the high-pressure pump is not part of the recommended procedure.  To do so, causes problems. In fact, the pump must be ‘pinned’ in order to prevent movement during the belt replacement procedure.

The high-pressure pump is timed and its performance is crucial to the SBDS. It must generate the correct pressure at the correct time. If it is not pinned during the belt replacement procedure, the pump generates excessive vibrations that will cause the tensioner to fail.

A consequence is that the bracket on the high-pressure pump becomes subject to increased stress and will crack. Once the tensioner and/or the bracket fails, the timing belt will fail and catastrophic engine damage is the inevitable consequence.
When maintaining an SBDS, always use the correct tools, which are often specifically designed for each system.

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Inside Line: Lucas Oils

Lucas has cleared up confusion in some workshops about whether to use a fully synthetic 5W30 or a 5W40 for certain models within the  207 range, as specified by some lubricant suppliers.

The differences in performance of the two oils is related to viscosity and operating temperature.

Lucas says it makes sense to use a 5W30 across the range because in colder areas for example, there will be fewer starting issues in winter thanks to thinner oil. The 5W40 oil is designed to operate in warmer climates and is more viscous than a 5W30.

As the 5W30 is specified for the majority of the range, garage workshops should not be concerned about substituting this in place of a 5W40. In fact, Lucas Oil says the results are as good if not better – especially if the 5W30 is a Lucas Oil blend. This is because the additive package included in all Lucas Oils is much more robust and offers a greater level of protection from dry starting, which is more common colder environments.

As most engine damage and wear takes place in the first few seconds after ignition, understanding the difference can be crucial.

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Inside Line: RMI

1.4 TU3A engine 2006 to 2008 engine radiator fan will not switch of (intermittent fault) causing battery to drain – water ingress to fan control located on the cooling fan shroud.

1.6 16v 2006 to 2009 EM light keeps illuminating with fault codes P0030 and P0031 in the memory (no driveability issues) indicating a wiring fault , HO2Sensor or a fault with the ECU – ECU updates fixed this problem.

All petrol models various engines, poor running in general and 8 to 10 various fault codes recorded in the ECU – excessive build-up of carbon in the throttle housing and intake manifold resulting in the listed fault codes.

1.4 HDi 2006 – 2010 vibration under hard acceleration – inner driveshaft joints worn  (usually on high mileage vehicles).

1.6 VTi EP6 engine code 2007 to 2011 engine cranks and will not start no fault codes recorded in the ECU memory – relays damaged in the under bonnet fuse box by water ingress, these relays on most vehicle builds are part of the fuse box.

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Inside Line: Corteco

Corteco points out that worn Torsional Vibration Dampers (TVDs) in some models are likely to generate noise and increase wear to other accessories in front end auxiliary drive systems.

Part number 80004883 is a new pulley kit that resolves the issue in this model range, but also ensures that the problem is fixed first time, without recourse to further investigation or remedial work.

That’s because Corteco OE Quality Pulley Kits have been introduced to help eliminate potential installation errors caused either by failing to fit new TVD bolts (and reusing the existing bolts) or installing incorrect ones.

All TVD bolts are not the same and Corteco TVD kits include the correct bolts, ensuring that bolt identification errors are eliminated at distributor and installer level. Many garages re-use the old bolts, but Corteco advises that new bolts are fitted every time in line with the recommendations of the Original Equipment manufacturer. By stocking the new Corteco kits, motor factors can be certain that the correct TVD bolts have been supplied to installers, every time. Installers will also benefit:

“Installers are more likely to fit new bolts when they are provided inside the boxes, with the pulleys,” says Corteco Product Manager Satbinder Rana.

TVD pulleys are increasingly fitted inside auxiliary drives in order to reduce crankshaft vibrations. As such, they are subject to wear. The introduction of the new kits is a move that encourages better workshop practice at garage level. It adds further value to the Corteco TVD product range, too.

“Unchanged, a worn TVD creates problems for the belt and other components in the drive, but it’s essential that new TVD bolts are installed when the new pulleys are fitted in order to preserve system integrity,” he adds.

Sales and Marketing Manager Steve Jarnet says:

“When supplied separately, the problems for motor factors have always been TVD bolt identification and parts storage. A single box resolves those issues and gives us the opportunity to enhance the warranty to our customers. As we’ve taken the opportunity to redesign the packaging, we’ve been able to improve part protection, reduce shelf space requirements and increase product visibility – all at the same time.”

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Inside Line: ZF

Peugeot 207: SACHS Clutch Driven Plate Orientation

A replacement clutch driven plate is often installed back-to-front; to prevent this, the marking ‘getriebeseite‘ or ‘gearbox side‘ on the driven plate should be noted during mounting. Affected vehicles/parts are usually returned very quickly to the workshop/motor factor, citing noisy operation or clutch disengagement problems.

Indications of incorrect fitting are marks on the flywheel side of the hub splines where they have made contact with the gearbox, or scoring on the torsion damper of the driven plate and the underside of the clutch cover diaphragm springs. The release bearing or CSC may also be severely damaged and fail quickly when it contacts the driven plate hub boss, generating frictional heat. There is the further possibility of damage to the dual-mass flywheel if it makes contact with the driven plate torsion damper.

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Inside Line: Dayco

The belt replacement on the 1.4-litre HDi diesel engine fitted to the Peugeot 207 can sometimes be problematic, so Dayco has issued a technical bulletin to guide technicians through the process and ensure that these problems are not encountered. In addition, as the timing drive system on this unit also drives the water pump, Dayco recommend that the water pump is automatically changed when a new timing belt is fitted and vice versa.

Once the engine has been cleaned and made ready for the installation of the new belt, make sure that the driving shaft aligning tool and the camshaft tool are properly fitted and that the fuel pump pinion is properly aligned.

Position the new tensioner correctly using the plate and locating pin on its base and tighten the bearing fastening bolt. Now fit the timing belt in the following order: driving shaft pinion, idler, camshaft pinion, water pump pinion, fuel pump pinion and finally, the tensioner.

Slacken off the tensioner fastening bolt and remove the locking pin.

Using an Allen key, rotate the tensioner pulley anticlockwise until the indicator is positioned in the centre and retighten the tensioner fastening bolt to a torque of 30Nm. Then remove the camshaft locking and driving shaft aligning tools.

Make sure the fuel pump pinion is properly aligned and then rotate the crankshaft 10 turns clockwise and make sure the indicator is still correctly aligned. Now check that the fitting tools can easily be re-inserted, if not repeat the installation procedure.

Reassemble the remaining components and insert the tool to secure the flywheel and tighten the driving shaft pulley bolt to a torque of 30Nm + 180º.

High Tenacity (HT) Belts

The Dayco High Tenacity (HT) or ‘white’ timing belt has become the OE solution for many of the world’s vehicle manufacturers and the 1.6-litre HDi diesel engine used for some versions of the Peugeot 207 is no exception. Depending on which version of the 1.6 HDi engine is fitted, Dayco timing belt kits KTB493 or KTB959 is the appropriate reference with KTBWP4930 or KTBWP9590 the same kit but inclusive of an OE quality water pump.

Distinguished by being white on its toothed side, the HT belt is a unique product, which is why only Dayco that can provide the aftermarket with a truly matching OE product. In addition to the obvious benefit that this gives the independent sector, the kit also provides them with the potential to improve upon the standard warranty that would normally be offered by the franchised dealer undertaking a timing belt replacement.

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Inside Line: First Line

First Line Turbo Hoses

Over time, in common with any forced induction car, the turbo hoses on the diesel versions of the 207 can fail, which will lead to a loss of power and an increase in fuel consumption. Therefore, when servicing or carrying out any other maintenance or repair work, it is beneficial to check the condition of the induction hoses.

Borg & Beck Clutches

Certain models in the 207 range are known to suffer from clutch related problems such as stiff operation, clutch control issues or slipping, which have been identified as relating to the release mechanism, in particular the faulty or incorrect operation of the clutch release bearing.

FLG recommend that to prevent these problems, the clutch guide tube is inspected and, if necessary, replaced during a clutch replacement. This relatively low cost precaution can save time and money in the long term and can help to extend the life of the clutch because left unchanged, the original guide tube, which can often be worn or damaged, can cause any of the aforementioned problems.

It cannot be overstated that when undertaking a clutch replacement it is extremely important to also check the other components in the clutch system and replace where necessary. This is vital in ensuring correct clutch operation. It is also important that all lubrication points in the clutch release system are correctly greased and checked for correct operation, as either the lack of lubrication or a build up of excess grease, can cause release problems.

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Inside Line: Meyle

Sven Nielsen, Technical Director from MEYLE, says the following difficulties may arise with the Peugeot 207:

Stabiliser links often worn out

Problem:

Intense strain and high surface pressure wear and stress on the ball joint. This causes a premature failure of the ball joint and generates noise at the front axle.

MEYLE-HD solution:

MEYLE in-house engineers increased the ball pin diameter to 22 mm, in addition to using wear-resistant synthetic ball sockets with high-tech grease. The reduction of the surface pressure ensures a significantly longer lifetime.

Our engineers are passionate about improving our MEYLE-HD stabiliser links, constantly seeking new ways of refining all components. To make installation and removal procedures easier for our customers, MEYLE-HD stabiliser links are designed with a wrench attachment at the ball pin – a distinctive advantage when fitting.

Worn out ball joints

Problem:

Ball joints fail prematurely due to heavy load and a high dynamic strain, especially a high surface pressure that wears on the tie rod end.

MEYLE solution:

Thanks to the use of extremely long-wearing plastic ball joint sockets (in aviation tried and tested material), a MEYLE high-tech grease and an increased ball head diameter, MEYLE UK can provide quality long-life ball joints for the Peugeot 207 up to 2012.

Worn out brake discs

Problem:

Worn out brake discs affect the braking behaviour of the vehicle. Rust may play a major role in this case.

MEYLE solution:

The MEYLE solution is a brake disc covered with a specially developed multi-layer zinc coating. The MEYLE PD coating simply provides better anti-corrosion protection.

MEYLE subjected their MEYLE PD brake disc to a ten day comparative test with a conventional brake disc from the aftermarket and an original disc which was also coated. The salt spray test designed to simulate the influences of corrosion was carried out in the quality laboratory at MEYLE in Hamburg.
Compared to the conventional brake disc which showed intense rusting over the entire surface area after 240 hours, the MEYLE PD brake disc displayed only a small amount of white rusting and isolated patches of rust on the surface and on the bores of the inner surface. The coated original brake disc also showed severe rusting close to the bores, increased rusting at the edges and also white rusting.

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Inside Line: TecRMI

Suspension strut and front axle knocking noise

Peugeot 207 1.4

Reference number(s): B3AW01F1
Fault symptoms: Knocking noises from the region of the front axle.
Environmental condition(s): unevenness of the road surface
Causes: Production defect.
Remedy: Replace spring plate on top.

Noises from the rear silencer

Peugeot 207 1.4

Reference number(s): B1JW0MQ0
Fault symptoms: Noises from the exhaust system region. (at the rear)
Causes: Production defect.
Remedy: Replace rear silencer Replace the exhaust pipe.

Accessory drive belt tensioning roller squeaks

Peugeot 207 1.4

Reference number(s): A2AW13Q0
Fault symptoms: Squeaking noises from the engine compartment region
Replace rear silencer Replace the exhaust pipe.
0,70hCauses: Production defect.
Remedy: Replace the accessory drive belt tensioning roller

Turbo charger loses power and the formation of smoke

Peugeot 207 1.6 HDi

Reference number(s): B1HW4NQ0
Fault symptoms: Noises from the turbocharger Loss in power Engine warning light is on Formation of smoke
Causes: Production defect.
Remedy: Replace oil sump. Replace turbo charger.
Procedure: Check whether the turbocharger nut has been slackened.
(1) Check component(s) for damage. Replace turbo charger. (see Figure1)
Tecrmi-pic

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Inside Line: Autoelectro

Common issues affecting Peugeot 207 Starter Motor and Alternators:

The Alternator is known to be affected by fluid ingress causing alternator to fail prematurely on Diesel models – possible causes include diesel leak from the fuel filter. Another common issue is for pulley failure due to worn auxiliary drive belt, affecting both petrol and diesel models.

On 1.4 HDI models the Starter Motor can burn out due to excessive cranking caused by a pre-existing vehicle fault causing the replacement part to fail prematurely.

Stop start options available on starter motors it is important to check OE numbers to ensure the correct part is fitted.

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