The United Aftermarket Network says it has had a positive reaction to each of its trade shows run so far this year.

UAN member Manbat has been present with a stand at each of the group’s shows in 2013, and says the recent show in Lancashire was a big hit with the team and visitors.

UAN members enjoyed a five percent discount on any products from its Varta, Lucas or Numax brands and also enjoyed discussing industry issues with the team. In particular the Manbat team was advising on the challenges workshops are beginning to face as the latest battery technology starts to be seen in workshops.

Marketing Manager Myles Pemberton said: “There is always a lot to do to prepare and set up for these type of events, but they are invaluable when it comes to actually getting face-to-face with the members, and we are delighted to be able to report that they were a success for us.

“There is nothing like meeting customers in an environment when they have time to talk and give us feedback when it comes to the brands we represent and the way that we can continue to support them as they try their best to help their own customers. We’ll certainly be back against next time and I’m sure the new contacts we made during the show will develop into long standing business relationships.”

Audi’s A4 gave us plenty of opportunities to discuss fault finding and diagnosis last month, with more of you getting in touch to tell us about your experiences with the popular car.

This month our friends in the market turn their attention to French manufacturer Peugeot and its versatile 308. Currently available in hatchback, estate, cabriolet and saloon version, the car was unveiled in June 2007 to serve as a replacement for the outgoing 307.

We’ve already seen how the 1.6-litre PSA turbodiesel used in the 308 is also in the Ford Focus, so there’s some recap over how carefully it’s oil consumption needs to be monitored.

Unlike Ford, Peugeot and Citroën recommended semi-synthetic oil early on in the engine’s use in its models, so keep a beadier eye.

There are plenty other issues with the car and some really golden tips that should help you avoid making the wrong diagnosis and get things fixed up in double-quick time.

Next month we’ll be looking at the Vauxhall Corsa introduced in 2006. If you have expertise, knowledge and insight to share, we would be delighted to hear from you. It will make our Inside Line an even more powerful tool for our workshop readership. Contact peter.lawton@haymarket.com.

Click below to see technical contributions on the Peugeot 308 from:

Castrol – recapping why oil plays such an important part in the Peugeot engine

CES – a whole host of issues and instructions on how to solve them

Comma – discusses the foibles of fluids and the importance of oil

Denso – takes us through some important air conditioning fault finding tips

Exol Lubricants – shows off its new oil developed specifically with the 308 in mind

First Line – talks through wheel bearing replacement

Forte – how to avoid costly failures

Cambiare - technical solutions to technical problems

Gates – advises on belt replacements

Meyle – common suspension faults sorted

Remaned – IMA issues solved

RMI – The RMI’s Technical Helpdesk shares its knowledge of the 308

TecDoc – engine troubles diagnosed and fixed

Both factors and workshops can benefit from the systems that TecDoc and sister company AuDaCon can provide those that need to correctly identify and supply replacement parts and those actually undertaking repair or service work.

The examples below are common faults that occur on various versions of the Peugeot 308 and which have been sourced using the AuDaCon system in conjunction with its SOS service recall option. Not only does it identify likely faults, it also points the technician in the right direction in those instances where the most obvious solution may in fact be the wrong one.

PEUGEOT 308 SW 1.4 16V – Gearbox

Fault symptoms: Noises in 4th, 5th and 6th gear from the transmission region 54.000 miles

Causes: Production defect

Remedy: Replace selector cable bracket

Concerns the following vehicles:

Peugeot 308 gearbox code: BVA AM6C

Required parts: Part number:

Selector cable linkage OE 2437 C7

Screws (x3) OE 6912 G8

A franchised dealer would check whether the vehicle is affected by this job. This should be documented in the service booklet if it has already been undertaken.

Required labour times: Task Scheduled Time:

Peugeot 308 Replace selector cable bracket 1.4 hours

PEUGEOT 308 (4A_, 4C_) 1.6 HDi – Toothed Belt

Fault symptoms: Noises in the region of the engine

Causes: Oxidation by water ingress

Remedy: Replace the toothed belt and clean the immediate area around the components

Concerns the following vehicles:

Peugeot 308 engine code: DV6TED4, DV6ATED4

Required parts: Part number:

Cleaning agent OE 9736 66

Toothed belt OE 0816 G7

Tensioner OE 0829 88

Deflection pulley OE 0830 48

A franchised dealer would check whether the vehicle is affected by this job. This should be documented in the service booklet if it has already been undertaken.

Required labour times: Task Scheduled Time:

Peugeot 308 Replace the toothed belt 2.6 hours and clean the immediate area around the components

Please note: Light coolant residue on the bore is normal

PEUGEOT 308 (4A_, 4C_) 2.0 HDi – Hydraulic Lines

Fault symptoms: Noises in the clutch actuator region

Causes: Production defect

Remedy: Replace the hydraulic lines

Concerns the following vehicles:

Peugeot 308 engine code: BVM6, DW10BTED

Required parts: Part number:

Hydraulic line OE 2156 G4 or 2156 G5

A franchised dealer would check whether the vehicle is affected by this job. This should be documented in the service booklet if it has already been undertaken.

Required labour times: Task Scheduled Time:

Peugeot 308 Replace the hydraulic line 1.5 hours

Procedure:

Remove the retaining clips (1), replace the hydraulic line (2)

PEUGEOT 308 (4A_, 4C_) 2.0 HDi – Auxiliary drive belt tensioner

Fault symptoms: Noises in the region of the engine at ambient temperatures below 5˚C on vehicles up to two years old in excess of 25,000 miles

Causes: Production defect

Remedy: Replace the auxiliary drive belt tensioner

Concerns the following vehicles:

Peugeot 308 engine code: DW10BTED4

Required parts: Part number:

Auxiliary drive belt tensioner Check with Dayco parts catalogue

A franchised dealer would check whether the vehicle is affected by this job. This should be documented in the service booklet if it has already been undertaken.

Required labour times: Task Scheduled Time:

Peugeot 308 Check whether the job is required 0.1 hours

Replace auxiliary belt tensioner 0.7 hours

Procedure:

Check the tension (1) and if necessary remove and replace the auxiliary belt tensioner

The RMI’s Technical Helpdesk see the following issues with the 308:

Diesel with particle filter system, a good add on to a service is to check the additive tank quantity. This is often missed and left until the warning light comes on, this is a good “add on” to a service. (RMI Technical subscribers can request the correct procedure for this operation from the helpline).

• Another good extra is to advise customers with the 1.6 Hdi to have an extra oil and filter change between services to reduce the possibility of premature turbo failure that is quite common on these engines.

• Check the rear brake pads for sticking when hot causing noise, there is a modified pad kit available.

• Road test and check for knocking/metallic noise from front suspension, modified front hub available.

• Visual check inside the fuse/relay boxes for water ingress, quite common on these models.

The Peugeot 308 HDI is equipped with a sophisticated Injection System. To maintain the high accuracy of this Injection System throughout the Vehicle’s life, it utilises a system to compensate for variations in Injector fuel flows, called “IMA”.

DESCRIPTION AND OPERATING IMA

IMA coding increases the injector’s accuracy in delivering fuel for both input and out flows. This software enables each injector to be individually programmed according to the manufacturers guidelines. Each injector can then operate within tolerances as specified.

During the production of these injectors values are measured showing the performance of each injector. These are the difference between the production and the theoretical values which are printed on every injector.

Additionally, these values are also printed as a matrix code on each injector.

APPLICATION

When some injectors with IMA code are fitted, the code has to be input in the ECU (Electronic Control Unit) to assure the proper working of the vehicle. The values which have been inputted, are used to compensate for differences in the performance of fuel flows in the injector CR.

Sven Nielsen, Technical Director from MEYLE, says the Peugeot 308 has serious following problems:

1. Frequently worn out brake discs (11-15 521 0018/PD)

Problem:

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

MEYLE Solution: Thinking beyond – corrosion-resistant platinum brake disc for Peugeot (11-15 521 0018/PD)

The MEYLE solution is a brake disk covered with a specially developed zinc multi-layer 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.

-       The highlight: unlike uncoated discs which must have the grease removed before fitting, MEYLE PD brake discs save the workshops time, as they are ready to be assembled.

-       Cross-grinding guarantees the bedding-in process.

-       Furthermore, MEYLE offers support through an additional service feature. This includes instructions on how to replace brake discs and brake pads.

-       MEYLE brake pads feature damping shims fitted to the reverse side of pad’s support plate. These shims are designed to decouple vibration and prevent brake squeal.

2. Often worn out stabiliser links (11-16 060 0000/HD)

Problem:

Intense strain and high surface pressure wears and stresses on the ball joint (head Ø 16-20 mm). This causes to a premature failure of the ball joint, makes noise from the front axle.

MEYLE-HD Solution (11-16 060 0000/HD):

Increased diameter of the ball head of the tie rod end to 22 mm. Ball joints with ultra wear-resistant synthetic ball sockets with high-tech grease. The reduction of the surface pressure ensures a significant longer lifetime.

3. Weak rubber to metal bushing on the front axle (11-14 610 0016/HD)

Problem:

Excessive strain of the rubber to metal compound due to increased dynamic forces makes loud noise and reduced driving and braking safety.

MEYLE-HD Solution (11-14 610 0016/HD):

Strengthening and optimizing the rubber to metal compound consistency and the use of higher quality elastomer. You will have a longer service life without impairing safety or comfort.

Synchronous Belt Drive System (SBDS):

On some models, (including 1.6 HDI, DV6TED4), problems with rust inside the SBDS have been reported. In certain cases, this has been found to cause excessive noise inside the drive system. Gates, one of the world’s largest manufacturers of belts and tensioners, points out that this requires extra vigilance on the part of the mechanic when making the diagnosis. Increased noise is often a symptom of an operational issue within the SBDS . For example, component wear, misalignment or incorrect tension of the belt are all likely sources of excessive SBDS noise. Careful inspection is required to rule out all alternative causes.

Auxiliary Belt Drive Systems (ABDS):

As the OE manufacturer of the ABDS belt on the 1.6 e-HDI, DV6TED, Gates points out that this engine is equipped with a belt-driven stop-start system. This requires a specific type of ABDS belt, one that has been specially designed for use with a stop-start system. This is because stop-start belts are designed to cope with the greater stresses and strains that are particular to these applications. An example is the (6PK1020EMD), the only suitable belt for this specific drive is the Gates aftermarket replacement. EMD stands for Electro-Mechanical-Drive.

The technical team at Cambiare has identified a number of issues concerning the electrical system and engine management systems of the Peugeot 308 (07>).

Coil Failure or Split Breather Hose

Misfires are often diagnosed as coil failures, when in fact the real cause of the misfire is a split breather hose.  The best way to establish if a leaking breather hose is the cause is to perform a smoke test.  This is simple to do if you have the right equipment and if there is a leak in the system a smoke test will uncover a leak it in a matter of minutes.

There are two ways to run the test depending on the type smoke tester being used. Some testers require you to disconnect the breather hose from PVC valve and pump smoke into the hose. The other method is to blow smoke into the intake of the air filter housing – this will test the whole system not just the hose. Whichever method you use, a smoke test will expose even the smallest of leaks – not only those that are causing a problem now, but even very small leaks that have yet to cause any symptoms.

Many garages do not have the facility to carry out a smoke test, so other methods are required. Simply looking at the condition of the hoses and feeling for areas that have become soft through oil contamination and either spilt, collapsed or swollen and blocked is a good way of checking.

If you do find that the condition of the hose is worse for wear it should be replaced before you check again for misfires.

Faulty Lambda sensor or ECU software failure?

MOT garages are reporting that the Peugeot 308 has a high failure rate on the emissions part of the annual test. Emissions problems naturally lead garages to assume that the Lambda sensor (also called oxygen sensor) is at fault.

On first glance this seems to be a reasonable assumption – the sensor monitors the air-to-fuel ratio by measuring the amount of unburned oxygen in the exhaust gas. This information is sent as a voltage signal back to the ECU which varies the fuel injector output according to the data received from the sensor.

So a faulty Lambda sensor could cause the vehicle to fail the emissions test. However, there are over 650 generic fault codes associated with the vehicle powertrain and although they can point you to a specific sensor, the sensor is only one small part of a bigger system. Modern day diagnostics is much more than simply reading a fault code from a scan tool; it is an involved process that requires the mechanic to identify a faulty part and understand why it has failed. The big pitfall for the mechanic is assuming that the component identified in the fault code is the faulty product, when in fact it is another component within the system, a poor connection or broken wire.

One MOT centre that we know of found one of their vehicles failing the emission test even though the Lambda sensor and the catalytic convertor were in top shape. Unable to diagnose the cause of the problem, the garage was so stumped that they approached their local Peugeot dealer only to discovered that an ECU software upgrade was required.

With this in mind, it is always advisable to perform a thorough check of the whole system before replacing any part or parts. And remember: an MOT emissions failure on a Peugeot 308 (07>) could be down to an issue with the ECU software. If in doubt, consult an authorised dealer.

Do you know your camshaft sensor from your crankshaft sensor?

According to analysis by Cambiare, failure rates of camshaft and crankshaft sensors on the Peugeot 308 (08>) are rather high. So do you know the difference between a crank angle sensor and a primary engine position sensor?

The answer to the question above is – they are generally the same. In fact, due to the multi-functionality and the variety of locations for this sensor, it has many function related names which are used interchangeably. Here is a brief glossary of terms:

The components listed above are actually derivatives of the same family of sensors, which measure the position and speed of engine components as part of the electronic fuel injection/ignition system. Yet, different component, vehicle and diagnostic equipment manufacturers use different terminology to explain the function and also the position of the sensor.

Since the introduction of electronic fuel injection/ignition, sensors have been used to monitor and communicate the engine position to the engine control unit (ECU). Using these measurements, the ECU can trigger or retard fuel injection and ignition relative to the engine’s operating conditions.

In the early days the ignition timing and the injection system were controlled by a cam sensor and the distributor. Now, engines that use direct fuel injection and coil packs or coil rails use a crank sensor, which relays the engine position to the ECU. This tells the injection system to inject fuel into the relevant cylinder. The sensor output can also be used to determine the current combustion cycle, which is very important when the engine is started, especially with stop-start systems.

The crank sensor can be used in combination with a camshaft position sensor to monitor the relationship between the pistons and valves in the engine, which is particularly important in engines with variable valve timing. The same sensor can be found in multiple locations on the engine, including the crank pulley, flywheel and camshaft.

The likely causes of crankshaft position sensor failure are: exposure to extreme heat, oil or dirt ingress from a failing seal, dust particles from the clutch, or wear over a long period of time. These factors cause the sensor to become burnt or worn.

When the sensor fails, it stops transmitting the signal which contains the vital data for the ignition and other parts in the system. This can cause faults such as the engine idling erratically, starting failure, poor starting or flat acceleration. If the engine is revved up when it has a bad or faulty sensor, it may cause misfiring, excessive engine vibration or backfiring.

Help is at hand

To assist motor mechanics, Cambiare (in partnership with Pierburg) has developed a technical brochure which examines individual components and systems in detail. To request a copy, simply email enquiries@cambiare-ve.com.

When servicing a Peugeot 308, one area a garage should look at is oil sludge caused by contaminated injectors which reduces oil flow to critical moving parts. In many cases when the turbo has failed, the engine components such as the crank shaft has already been subject to wear. It is important when servicing these engines to inspect the oil filter when removed, if there are signs of oil sludge then the banjo bolt and gauze filter on the vacuum pump should be checked. If oil sludge is present, then there should be some manual cleaning of the crankcase including oil sump removal. The engine should then be flushed and oil and filter change carried out. It is also important to clean the fuel system regularly as the oil contamination begins with contaminated injectors. The customer should be advised accordingly on the action which is required.

This model also uses the 1.6 hdi engine for which Forté have produced a Technical Bulletin.

The Peugeot 308 utilises an ‘active’ anti-lock braking system (ABS), which uses magnetic ‘poles’ built into an encoder fitted to the rear of the wheel bearing, brake drum or brake disc. The sensor has an integrated circuit, which amplifies the signal before feeding it back to the ECU. This system has the advantage that a signal (square wave) is generated regardless of whether the wheel is turning or not. This also means that the signal is far more accurate at lower wheel speeds.

The front wheel bearing on the 308 is a first generation ASB® bearing and it is therefore imperative that the bearing is fitted with the magnetic encoder facing inboard (towards the car) in order for the ABS system to function correctly. If the correct tester card is not available, a paperclip will be attracted to the magnetic encoder.

Ensure the hub and surrounding area is clean before re-fitting the new bearing and press the bearing in on the outer ring only; excessive load on the inner ring will damage the bearing’s raceways.

First Line recommends cleaning the sensor with a small amount of brake cleaner when replacing the bearing to ensure a good signal.

ASB® is now in use as original equipment on over 80% of new vehicles produced worldwide and 90% of vehicles produced in Europe. To date over 100 million ASB® bearings have now been produced.

The First Line kits for this vehicle are supplied complete with all required accessories and are part of a range which includes more than 120 ASB® bearings and this number is constantly increasing.