Peugeot 205 Manual
General informationXV, XW and XY engines in-car repair procedures / General information
How to use this Chapter This Part of Chapter 2 describes those repair procedures that can reasonably be carried out on the XV, XW and XY series engines while they remain 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 B and C for information on the XU 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.
One of three different capacity engines in this series may be fitted, the difference in displacement being achieved by increasing the bore and stroke. The engine, which 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 72° from vertical.
The manual transmission is also mounted transversely in line with and below the engine, and the final drive to the roadwheels is via the differential unit which is integral with the transmission. Drive from the engine to the transmission is by means of transfer gears which are separately encased in the clutch housing.
The crankcase, cylinder head, gearcase and clutch housing are all manufactured from aluminium alloy. Removable wet cylinder liners are fitted; the aluminium pistons each have two compression rings and one oil control ring. The valves are operated by the single overhead camshaft via rocker arms.
The camshaft drives the distributor at the flywheel end. The timing sprocket, located at the other end of the camshaft, incorporates a separate eccentric lobe which actuates the fuel pump. The timing chain is driven from the crankshaft sprocket. Next to the timing chain sprocket is the gearwheel which drives the oil pump. This is mounted low down against the crankcase face and is enclosed in the timing chain cover.
The crankshaft runs in five shell type main bearings and the endfloat is adjustable via a pair of semi-circular thrustwashers.
Somewhat inconveniently, the lower half crankcase interconnects the engine with the transmission and limits the number of operations that can be carried out with the engine in the car. The engine and transmissions share the same mountings. A forced feed lubrication system is employed.
The oil pump is attached to the crankcase in the lower section of the timing chest and it incorporates the pressure relief valve. The pump is driven by gears from the crankshaft.
Oil from the pump passes via an oilway to the oil filter, and thence to the crankshaft main bearings, connecting rod bearings and transmission components. Another oilway from the filter delivers oil to the overhead camshaft and rocker components. Oil from the cylinder head passes to the transfer gear housing and then back to the sump contained within the transmission housing.
Apart from the standard replaceable canister filter located on the outside of the crankcase there is a gauze filter incorporated in the oil pump suction inlet within the transmission casing.
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 chain - removal and refitting.
d) Oil pump - removal, inspection and refitting.
e) Camshaft and rocker arms - removal, inspection and refitting.
f) Cylinder head - removal and refitting.
g) Cylinder head and pistons - decarbonising.
h) Crankshaft oil seals - renewal.
i) Flywheel - removal and refitting.
j) Engine mountings - inspection and renewal.