Tips for Peugeot and Citroen car owners. Useful articles and information.

Repair of the EP6 engine became in demand in the early 2000s, when Peugeot and BMW engineers brought the first "perfect units" to the masses. Those who were lucky enough to become the owner of one of the cars with the new engine were able to appreciate the noticeably improved dynamics and high efficiency, but the changes that the German-French tandem made did not affect the quality in the best way. EP6 engine problems are a common situation and require the involvement of a true professional.

In order to get an idea of ​​the difficulty of repairing an EP6 series unit, it is necessary to understand how it works.

Like other modern motors, the EP6 is predominantly made of light-alloy aluminum, and sixteen valves lined up in a row are driven by classic shafts. The complexity of the EP6 repair is due to the fact that the usual valve control scheme is supplemented here by an additional shaft controlled by an electric drive and an intermediate lever, which, working together, not only shift or narrow the valve timing, but also regulate the position of the intake valves.

If in good technical condition the new valve timing system is synonymous with increased power, then in a faulty EP6 engine, problems follow one after another.

Most often, malfunctions make themselves felt by thermostat breakdowns, detonation, valve clatter, and refusal to react with lightning speed to turning the ignition key. Often, car owners, right during a trip, are faced with a loss of performance of the first cylinder. Loss of power to the injector due to a short circuit is one of the reasons why the EP6 engine has the most problem with the first cylinder.

In-depth knowledge is needed to understand the true cause of the breakdown. An unskilled handyman will prefer to recommend an engine replacement, while an experienced handyman will try to fix the problem with minimal investment. Don't risk money and time. Choose Carfrance.

Prince-motors are different, with a displacement of 1.4 to 1.6 liters, with and without supercharging, with direct injection and conventional distributed. And in terms of power, this series of motors covers almost the entire reasonable power range for B-E class cars, from 95 hp. up to 272, and you can meet them both on sports cars and on family sedans and minivans.

And they are really “glorious” because they turned out to be one of the most “raw” mass engines in the 21st century. And this story is far from over.

Origin of the Prince

When PSA (Peugeot Citroën Automobiles) needed a new motor to replace the venerable TU series at the beginning of the 2000s, they found a serious partner with experience in developing the most advanced motors. BMW solved the problem of remotorizing Mini cars, which at that time were equipped with engines from the Tritec Motors project, a joint venture between Chrysler and Rover Group, as well as replacing junior naturally aspirated engines for its own line of models, taking into account the appearance of cars with front-wheel drive and the first series.

The task of PSA was to create a new generation of a motor that is more environmentally friendly and meets the standards for CO2 emissions for cars sold in Europe, as well as to unify the model line of motors based on a single block instead of the three previously used. BMW just needed new engines and a technology partner to build them, as well as PSA diesel engines for Mini cars. History is silent on more precise motives, but these are fairly obvious.

In 2005, engines of this series appeared on Peugeot models 207 and 307, and in 2006 on Mini cars. Actually, these engines appeared on BMW only in 2011 and only in the turbocharged version.

Pictured: N13 engine

From 2007 to 2014, the motors of this series received the prestigious "Engine of the year" award in their class 8 times in a row.

Design features

The designers of the early 2000s saw the “most modern motor” quite interestingly. Only two options for the working volume, 1.4 and 1.6 liters, and strictly four cylinders. Expansion of the line in the direction of weaker options was clearly not planned, and scaling in power was ensured by the widespread use of turbocharging. The motor was optimized for the use of TwinScroll turbines (with one scroll and two impellers of different sizes) and showed excellent results in all forcing options.

The use of BMW's throttle-free Valvetronic control theoretically increased efficiency at low load and reduced fuel consumption. The design used adjustable timing phases on one or two shafts and a camshaft chain drive. The camshafts themselves have become lightweight, type-setting. Volume controlled oil pump, cooling system with additional electric pump and controlled thermostat (variable pump drive came later).

For turbo engines, direct fuel injection and piezo injectors were provided for particularly precise control of mixture formation. The intercooler on most versions is liquid, which ensures the minimum response time and high compactness of the system, as well as its high sensitivity to overheating at a long high load. And the built-in vacuum pump on all variants, like diesel engines - because the intake vacuum was insufficient for the brake booster and auxiliary systems to work.

In general, a surprisingly complex design came out for such a small motor.

In the process of producing the motor, it was repeatedly upgraded to improve reliability. So, after 2011, engines received an electronic oil level sensor and an oil pump with electrically controlled supply, and the drive pump received a clutch in the drive to reduce losses and accelerate engine warm-up.

Early problems and malfunctions

Although the design of the motor turned out to be progressive, but no frills. There are no switchable cylinders, no manifolds integrated into the cylinder head, thermostats are ordinary, not spool, attachments are quite standard. But still, the characteristics of the atmospheric and turbocharged options turned out to be very interesting. Especially in terms of fuel consumption. The models of machines on which it was installed showed impressive performance in this parameter. And there were no problems with traction, noise, and even warming up. But during operation for just a couple of years, a whole list of troubles was revealed.

The low resource of the chain, stars, dampers and timing tensioner was the first nuisance. Already with runs up to 40 thousand kilometers, a rumbling sound appeared, which could develop into a characteristic chirping. For most users, the timing resource still exceeded 80 thousand kilometers, especially on atmospheric engines. On supercharged ones, with their high torque and rate of revs, the timing literally "burned" at work.

The problem turned out to be especially relevant given the clearly overestimated oil change regulations - on Mini cars, it allowed up to 20 thousand kilometers between maintenance. An additional disaster for the timing was the design of the vacuum pump. He corny wedged, which led to a breakdown of the exhaust camshaft, less often - turning the gear, even less often - to a chain break or damper breakage.

The lubrication system turned out to be a continuous weak point. At the selected service interval, neither Total oil on Peugeot and Citroen, nor Castrol on Mini and BMW ensured the normal operation of the engine. Coking of the insides, oil leaks, first through the ventilation system, and then through the oil scraper rings, led to a decrease in its level, and on turbocharged engines, the owners were faced with coking of the oil supply lines and an increase in the "fur coat" on the intake valves.

Over time, scoring of the crankshaft liners, scoring of the camshaft beds and failures of the Valvetronic throttle-free intake system and VANOS phase shifters began to appear more and more often. For the most part, they were associated with abundant deposits inside the engine and failures of valves, oil pump and coking of oil channels, but problems such as overheating or underheating due to thermostat failure, as well as the flow of metal chips from the vacuum pump lubrication system when it exits building.

The cooling system on all motors was distinguished by not the most successful thermostat design, and both pumps - both electric and motor-driven - had a small resource. In addition, the high temperature of thermostating led to accelerated degradation of all rubber and plastic elements of the cooling system and the engine itself and breakdowns of the cylinder head gasket. And any failure could end badly for the motor, because nominally it warmed up to 120 degrees.

Age problems and malfunctions

With runs closer to a hundred thousand, regular failures of the power system on engines with direct injection and turbocharging began. Since this run, the hassle has generally increased greatly. After one or two timing replacements, there were risks of incorrect assembly. Even with a slight wedging of the camshafts, the mechanism turned over, the motor lost power, error P2191 appeared, and in advanced cases the valves were bent, and the seats and guides were seriously affected ..

In motors with an oil appetite, often with runs of less than 200 thousand kilometers, the autopsy revealed serious cylinder wear - the cast-iron liners were not of the best quality. The motors are also very sensitive to the quality of the DMRV, and it has a resource of just about 150 thousand kilometers.

In principle, a resource of 200 thousand kilometers is not so bad by modern standards, but, unfortunately, motors rarely survived before this run without opening. Usually required at least one major intermediate repair with the replacement of the timing and repair of the cooling system. And for less fortunate owners, cars were repaired much more often. Supercharged engines on the Mini or, for example, rare ones, delivered especially a lot of trouble.

Pictured: EP6CDT engine

Design changes

Attempts to improve the design were made constantly. So, they tried to solve problems with coking by changing the cylinder block, expanding the channels for draining the oil. The basic variant A7F 0 01C07A was first replaced by the block version A7F 0 01C07C and then the A7F 0 01C07E. The latest block version above ORGA 11803 dates from 2009.

The largest update of the EP6 motor took place in 2011, after which it received an updated EP6C index.

Pictured: EP6 engine

The timing mechanism has consistently received a new tensioner, a new chain and a front block cover. The landing surfaces of the camshafts and stars received an anti-rotation treatment, and the camshafts themselves were reinforced. Camshaft bed covers with oil supply to VANOS stars received new machining and stronger material to reduce wear.

The original tensioner had a very small resource, which led to increased noise during a cold start. And sometimes it just fell apart - a stock popped out of it. The details have been finalized twice, the newer version of the IWIS production has become noticeably more reliable since about 2011, but even the new design tensioner sometimes falls apart.

The chain was gradually replaced with a more resourceful one, but the design was left the same. Small elements like VANOS seal rings have changed the material and also become more resourceful. Unlike VW engines, backward compatibility is almost complete here, part codes often did not change, and due to the variety of engine options, it is almost useless to list them.

The plus is that when repairing the timing, it is quite possible to replace the initially weak parts with modified ones without reassembling half of the motor

In an attempt to reduce oil pressure surges, which had a bad effect on the operation of the VANOS clutches and the timing hydraulic tensioner, a check valve was introduced in the oil pump supply channel.

Services have mastered the cleaning of intake valves from carbon deposits using shot blasting with walnut shells, synthetic materials and various chemicals. If the layout of the engine compartment allowed - with the removal of only the intake manifold, if not, then with the removal of the cylinder head.

The VANOS clutch valves have been changed several times in an attempt to increase the resource, but the design as a whole has remained the same, not amenable to cleaning and with a wear stem. But after all the changes, the resource increased from 30-40 thousand to 60-80 even with an overestimated oil change interval and a standard high engine temperature.

After revision in 2011, exactly the same valve was installed in the oil pump control system, which immediately made the engine serviceability dependent on the state of this extremely unreliable element. So keep in mind a resource of 60-80 thousand and change it preventively, because if the oil pump breaks down and the pressure in the lubrication system drops, the motor will not live very long, even if.

The crankcase ventilation system has also changed several times. In the latest versions, a ventilation system heater appeared to prevent freezing, the valves were recalibrated, the plastic and rubber elements were made more heat-resistant and they tried to prevent the system from coking. And they tried to improve the degree of oil mist filtration by changing the design of the oil trap and recalibrating the PCV valves.

New main bearings with grooves for better lubrication of the second half of the ring also appeared after a major modernization in 2011, which increased the resistance of the crankshaft to scuffing. At the same time, the covers of the crankshaft bearings were also changed.

The oil heat exchanger on the atmospheric versions of the Peugeot engine was removed, but it was preserved on Mini cars with N18B16A and N12B16A engines and Peugeot EP6DTS / EP6DT supercharged engines.

Pictured: N18 engine

The piston group received new pistons and rings that are less prone to coking. The ring set 081RS001040N0/BMW 11257566479 already had a stacked oil scraper ring and slightly reduced compression hardness to reduce cylinder liner wear. Piston design changes are less obvious.

The design of the pump and thermostat has been significantly improved: materials, shape and bearing have been replaced. All versions of these products from all vendors have been improved consistently. Versions on EP6C motors are far from final, further development of the design is underway.

Pictured: EP6FDTX engine

During the transition to Euro-5, the design of catalysts has changed in order to accelerate warm-up and improve reliability: a new base, a stronger and more thermally insulated casing of the catalytic collector, and an increased content of catalytic additives. New catalysts are noticeably better able to withstand the operation of the engine with oil consumption, without failing up to a run of 120-150 thousand kilometers, as was the case with Euro-4 engine options.

The installation of a new electromagnetic clutch in the drive of a mechanical pump cannot be called anything other than a diversion. This element made it possible to noticeably accelerate the heating of the cylinder head at start-up, but increased both the chances of a breakdown of the cylinder head gasket due to uneven heating, and the chances of overheating in motion. And the service belt, which was not particularly reliable anyway, turned into a consumable on the EP6C motor, and it is now recommended to check the condition of the rollers not after 50 thousand kilometers, but at each MOT. But the electric pumps of the release of 2010 and later added to the resource and are able to last not 3-4 years, but more than 6, sometimes without requiring replacement so far.

Pictured: EP6FDTR engine

The redesign of the engine intake included improved tightness and reduced intake losses for both atmospheric and turbocharged engines. Newer cars perceive operation on dusty roads less negatively.

In general, Prince motors have indeed become more reliable over the years.

You can distinguish newer engine options both by the engine code: for example, for Peugeot, the serial number of the EP6C series engines starts with 5FS, and the older version starts with 5FW. It is even more reliable to distinguish engine variants by two visual signs, since repair and replacement units may have an old cylinder block number, or it may be missing.

First of all, the installation of a pump with an electromagnetic clutch is clearly visible, as well as the location of the oil pressure sensor directly on the oil filter bracket, while in older engines it was located on the cylinder head.

The future and present of the Prince

The modernization of motors, as you can see, dragged on for the entire period of its production. BMW supported the development until about 2015, when the engine stopped being installed in BMW cars (it was stopped on Mini even earlier). Peugeot-Citroen is still modernizing and is actively promoting the production of this engine in China for Brilliance, Donfeng and Changan. So it's too early to put an end to his story.

A number of design flaws have already been eliminated, most likely there will be new improvements. And knowing the “tenacity” of Chinese companies, you can be sure that it will be delayed in production for another ten years. However, outside of Europe, he has "internal competitors."

So, for Russia, China and South America, an upgrade option is offered for the well-deserved line of motors of the TU5 series - the EC5 model. This motor in a cast-iron block is much more reliable and simpler, its design is time-tested. And its 115-horsepower version is quite comparable in terms of output and fuel consumption with the "advanced" Prince.

To take or not to take?

When buying a used car with a Prince engine, you should not hope that all the shortcomings have long been eliminated by the previous owners. The modernization of the piston group, and even more so the boring / sleeve of the block, was made only on a small part of the engines, in most cases only the rings are replaced, which leads to a short-term improvement in performance. And even for engines with a new piston group, oil consumption tends to increase.

The condition of the lubrication system also remains a weak point. The motor, when the interval of 10 thousand kilometers is exceeded, cokes very well, and it also flows. And the already mentioned oil pump valve in the latest versions of the engine after 2011 is able to turn a still good unit into a pile of iron in a minute. As you know, with a loss of oil pressure, the engine can not only lift up the liners - under heavy load, the crankshaft beds in the block are damaged, the cylinders get scuffed, the connecting rods often break, and the camshaft beds lift up in the cylinder head.

The timing resource is still lower than desired, and the design flaws of the vacuum pump and the VANOS system seals make themselves felt. The Valvetronic system, with a rare oil change, is also capable of delivering a lot of trouble with gear wear and wedging.

The intake valves still coke on turbocharged engines, causing the timing to hang and traction to drop. Modernizing the crankcase ventilation system can only delay the problem. You will still need regular cleaning and decoking of the valves.

A fouled intercooler and failure of its electric pump deprive supercharged motors of thrust and increase the chances of breakdowns due to detonation. Often, motors after a run of a hundred thousand are no longer able to maintain high power for more than a couple of minutes in a row due to impaired fluid circulation and degradation of the intercooler as a whole. In addition, there is always a risk of water hammer when the system is depressurized into the intake.

The reason is mainly in the high operating temperature and breakdowns of the cooling system, the tendency to which the manufacturer was not able to completely defeat, the high oil temperature and the non-optimal design of the heat exchanger, which is prone to both leaks and pollution.

On running engines, the likelihood of failures increases due to the aging of the components of the injection system. This is especially pronounced in turbocharged variants with direct injection. Here and injector failures due to contamination and overheating, and wear of the high-pressure fuel pump. The ingress of gasoline into the oil also happens regularly. Such components of the control system as DMRV and lambda sensors also require regular maintenance or replacement, and neglect affects both the dynamics and the resource of the mechanical part of the engine and catalyst.

What is the result?

In general, even a relatively “fresh” motor remains a source of many difficult surprises. Some of them can be preventively eliminated by lowering the operating temperature, changing the oil early and choosing the right oil, checking problem points, replacing the pump oil valve with a plug and timely control.

But most car owners are unable to go beyond factory specs and offer better car service than the dealer can provide. And in such conditions, these motors cannot be called reliable in any way.

Have you encountered problems on the Prince-motor?

Engine components are manufactured at PSA Peugeot Citroen's plant in Douvrine in northern France. The same engines are used in the Mini Cooper and Cooper S vehicles manufactured by the BMW Group in the UK. The final assembly of the engines takes place at the fully robotic Franciase de Mechanique factory in Duvrin. The basic principle of this plant is to create a highly integrated independent production. Thanks to this, it became possible to quickly produce engine components at other capacities, as well as to combine the production lines of the main components - cylinder heads, engine crankcases, crankshafts, connecting rods, etc. Such organization of production allows to produce up to 2500 engines per day! Every 26 seconds, a new, highly reliable and perfect engine is born.

Petrol engine EP6 (1.6 l VTi / 120 hp)

Specifications:

• Displacement: 1598 cm3
• Power: 88kW / 120 HP at 6000 rpm
• Torque: 160 Nm at 4250 rpm
• Maximum torque realization range: 3900 - 4500 rpm
• Compression ratio: 11.1:1

Engine design:

Options for combination with gearbox:

Peculiarities:

• The engine is installed on Peugeot 207, 308 and Mini Cooper cars

EP6 DT petrol engine (1.6L THP Turbo / 150 HP)

Specifications:

• Displacement: 1598 cm3
• Power: 110kW / 150 HP at 5800 rpm
• Realization range of maximum torque: 1400 - 4000 rpm
• Bore / stroke: 77.0 mm / 85.8 mm
• Compression ratio: 10.5:1
• Boost pressure: 0.8 bar

Engine design:

Options for combination with gearbox:

• Manual 5-speed gearbox BE4/5N

Peculiarities:

• The engine is installed only on the Peugeot 207 GT and Peugeot 308
• Special adaptation for the Russian market (for special operating conditions)

EP6DT petrol engine (1.6L THP Turbo / 140 HP)

Specifications:

• Displacement: 1598 cm3
• Power: 103kW / 140 HP at 6000 rpm
• Torque: 240 Nm at 1400 rpm
• Maximum torque realization range: 1400 - 3600 rpm
• Bore / stroke: 77.0 mm / 85.8 mm
• Compression ratio: 10.5:1
• Boost pressure: 0.8 bar

Engine design:

Options for combination with gearbox:

• Automatic adaptive 4-band AL4 with “Tiptronic System Porsche®”

Peculiarities:

• The engine is specially designed and installed only on the Peugeot 308 with automatic transmission
• Special adaptation for the Russian market (for special operating conditions)
• Turbocharger autonomous cooling system

I. Variable valve timing system VTi - “Variable Valve and Timing injection” (Engines EP6 120 hp)

The VTi system is a system that not only shifts in time, expands or narrows the valve timing, but also changes the position of the intake valves (within 0.2 - 9.5 mm). It has a lot in common with BMW's "signature" technology called "Valvetronic®". For Peugeot 308 owners, the VTi system is synonymous with increased power and torque, as well as smooth engine operation, combined with low fuel consumption and minimal exhaust emissions. EP6 engines equipped with the VTi system, unlike other engines, use a complex of mechanical and electronic elements in order to minimize the use of an outdated and very imperfect air mixture supply control unit for throttle control. When not fully opened, the conventional damper creates too much resistance to air flow, which leads to an increase in fuel consumption and an increase in exhaust emissions. However, the “old” throttle valve was not completely removed from the engine. In most engine operating modes, the damper remains fully open and only “wakes up” in some modes.

How it works:

In the EP6 engines on the Peugeot 308, the usual chain "intake camshaft (1) - rocker - valve" was supplemented by an eccentric shaft (2) and an intermediate lever (3). The eccentric shaft (2) is rotated electrically. A stepper motor controlled by a computer, turning the eccentric shaft (2), increases or decreases the shoulder of the intermediate lever (3), setting the necessary freedom of movement for the rocker arm (4), which, on the one hand, rests on the hydraulic support (5), and on the other, acts on the inlet valve (6). The shoulder of the intermediate lever (3) changes - the valve lift height changes, from 0.2 mm to 9.5 mm (7) in accordance with the load on the engine.

What advantages does the VTi system provide to the future owner:

Improving vehicle dynamics . The use of the VTi system has a beneficial effect on the dynamics of the car. After all, there are no “electronic collars” now. The new EP6 engine responds almost instantly to pressing the gas pedal. There are no “lags” characteristic of most other motors for EP6 engines. Fans of an active driving style will definitely appreciate this. It is appropriate to recall that one of the mottos of the Peugeot 308 is “More sport!”.
The same motto is loudly heard from every line of the dynamic and power characteristics of the new car! Even the “atmospheric” 1.6 VTi / 120 hp. already at 2000 rpm, the torque reaches 88% of its maximum value. For comparison, the “turbo version” develops maximum torque at 1,400 rpm. A quick start of the Peugeot 308 is provided completely and even more…. After all, even the 2.0-liter engines that were installed on the predecessor did not have such agility!

Fuel economy. The use of the VTi system provides solid fuel economy, which, according to calculations, reaches 15 - 18% at idle, and up to 8 - 10% at the most frequently used speed range. In this case, the valve rises by only 0.5-2.3 mm, and the air passing through this gap, due to the higher flow rate, is more fully mixed with gasoline. A mixture with predetermined and optimal properties is formed. It goes without saying that engines of the EP6 family meet the requirements of environmental standards not only EURO IV, but also after symbolic modernization, even EURO V. By the way, theoretically, an engine with a VTi system should be picky about the quality of gasoline and easily "digest" even the usual 92- and gasoline. However, Peugeot experts, after examining gasoline at Moscow gas stations, recommend using gasoline in Russia only with an octane rating of at least 95.

In general, the benefits of using the VTi system fully compensate for the potential increase in the cost of the engine with increased power, increased efficiency and that which so caresses the soul of any driver - DRIVE!

II. BorgWarner “Twin-Scroll” Turbocharger (EP6DT 140 HP and 150 HP Engines)

A little theory:
The laws of physics state that engine power directly depends on the amount of fuel burned in one operating cycle. The more fuel burned, the more torque and power. At the same time, the oxygen contained in the air is necessary for the combustion of fuel. Therefore, it is not the fuel that burns in the cylinders, but the fuel-air mixture. It is necessary to mix fuel with air in a certain ratio. Gasoline engines rely on 14-15 parts of air per part of fuel, depending on the mode of operation, the chemical composition of the fuel, and many other factors. Conventional "atmospheric" engines suck in air on their own due to the difference in pressure in the cylinder and in the atmosphere. The dependence is direct - the larger the volume of the cylinder, the more air, and hence oxygen, will enter it at each cycle. Is there a way to force more air into the same volume? The problem was solved - in 1905, Mr. Büchi patented the world's first injection device, which used the energy of exhaust gases as a propulsor, in other words, he invented turbocharging.

Just as the wind turns the wings of a mill, the exhaust gases turn a wheel with blades called a turbine. This wheel is very small, and there are a lot of blades, and it is planted on one shaft with the compressor wheel. The compressor looks like a turbine, but performs the opposite function - it pumps air like a fan of a home hair dryer. So conditionally, the turbocharger can be divided into two parts - the rotor and the compressor. The turbine receives rotation from the exhaust gases, and the compressor connected to it, working as a "fan", pumps additional air into the cylinders. The more exhaust gases that enter the turbine, the faster it rotates and the more additional air enters the cylinders, the higher the power. This whole structure is called a turbocharger (from the Latin words turbo - whirlwind and compressio - compression) or turbocharger.

The efficiency of the turbine is highly dependent on engine speed. At low speeds, the amount of exhaust gases is small, and their speed is low, so the turbine spins up to low speeds, and the compressor almost does not supply additional air to the cylinders. As a result of this effect, it happens that up to three thousand rpm the engine “does not pull”, and only then, after four to five thousand rpm, it “shoots”. This effect is called "turbowell". Moreover, the larger the size and weight of the turbine / compressor kit (also called the “cartridge”), the longer it will spin up, not keeping up with the sharply pressed gas pedal. For this reason, engines with very high liter output and high-pressure turbines suffer from "turbo-lag" in the first place. In low-pressure turbines, “turbo-lag” is almost not observed, however, it is impossible to achieve high power on them.
One of the options for solving the “turbo lag” problem is turbines with two “snails”, calledTwin-Sscroll. One of the "snails" (slightly larger) receives exhaust gases from one half of the engine cylinders, the second (slightly smaller) - from the second half of the cylinders. Both supply gases to the same turbine, effectively spinning it, both at low and high speeds.

The collaboration between BMW and PSA Peugeot Citroen resulted in the introduction of the EP6 DT 1.6-litre direct-injection petrol engine with a BorgWarner “Twin-scroll” turbocharger coupled with variable valve timing (VVT). The turbocharger of the EP6DT engine has an important feature: for the first time on a turbocharger for an engine of this displacement, a Twin-Scroll boost scheme was used with a separate exhaust manifold that supplies exhaust gases from each pair of cylinders separately, and not from all four at once. As a result, the effect of "turbo-lag" is completely absent, and the effective operation of the engine begins already from 1400 rpm.

There is another very important feature of the turbocharger of this engine - the presence of an autonomous cooling system. The turbocharger cooling circuit is controlled by a separate computer.

The time for the circulation of the coolant in the circuit after turning off the engine can be up to 10 minutes. Due to the presence of this circuit, the use of so-called "turbotimers" is not required, and the durability and reliability of the turbocharger increases several times.

III. Direct (direct) fuel injection system(Engines EP6DT 140 and 150 hp)

The most noticeable difference between the direct (direct) fuel injection system and the “classic” multi-point one is the location of the nozzle. If in conventional injection engines it “looks” from the intake manifold to the valve, then in direct (direct) injection systems, the nozzle spray is located directly in the combustion chamber. Hence the name of the injection - "direct". Mixing occurs directly in the cylinder and combustion chamber (hence, by the way, the second name is “direct” injection), which avoids a huge amount of losses and optimizes fuel combustion.

The engine with direct (direct) gasoline injection operates on a fuel-air mixture that is very different in composition from that used on engines with a “classic” multipoint injection system.

This mixture in some engine operating modes reaches an air-fuel ratio of 30 - 40 / 1.

For a conventional engine, this ratio is approximately 15/1.

That is, the mixture is “super lean”, which is the reason for achieving fuel efficiency, especially at the time of engine operation at the lowest load.

Direct (direct) fuel injection is more promising and efficient in terms of fuel combustion. It allows the engine to operate at higher compression ratios than engines equipped with a “classic” multipoint fuel injection system. It is impossible to raise the compression ratio above 12 - 13 in “normal” gasoline engines. The reason for this is detonation (too early, explosive ignition of the fuel-air mixture during compression). Direct (direct) fuel injection eliminates this obstacle, since only air is compressed in the cylinder. Detonation is not possible. Fuel is injected into the combustion chamber under pressure up to 120 bar. Ignition occurs at a strictly specified moment, regardless of the degree of compression of the fuel-air mixture.
As a result, the engine develops more power, consumes less fuel and emits less harmful gases, especially in combination with the use of the VVT ​​variable valve timing system.

How it works:

1. Spark plug
2. Exhaust valve
3. Piston
4. connecting rod
5. Crankshaft
6. Cylinder
7. Inlet valve
8. injection nozzle

IV. Variable displacement oil pump and coolant pump.

The oil pump performance management system has been used on BMW's famous straight-sixes for several years, has proven itself well, and, with minor changes, is used in the EP6 family of engines. The system supplies exactly the same amount of oil to the friction units and precisely under the pressure that is required at the moment. According to calculations, this allows saving up to 1.25 kW of consumed power and up to 1% of fuel.
The coolant pump works on the same principle. Forced circulation of antifreeze begins in the engine not immediately after a cold start, but depending on the speed at which operating temperature is reached. The pump is controlled by a friction transmission by “closing” the pump pulleys and the crankshaft.

V. Intercooler (EP6DT 140HP and 150HP Engines)

A little theory:
The pressure generated by the impeller of the turbocharger, according to the laws of physics, leads to heating of the air. If the heated air is not cooled before entering the collector, then the following unpleasant problems can be encountered:
1. Hot air has a lower density - this means that it contains fewer oxygen molecules, which is necessary for the combustion process. The result is a noticeable loss of power.
2. Hot air can cause the fuel to ignite too early, resulting in detonation. The result is work with increased loads, possible destruction of the engine.
Cooling the charge air with only one intercooler makes it possible to add an additional power of about 15-20 hp to your car engine, as well as improve its efficiency and eliminate the possibility of overheating.

EP6DT engines use an air/air intercooler. The intercooler outwardly resembles a conventional radiator, inside of which, instead of the coolant, the air blown by the turbocharger circulates. In other words, an intercooler is a system for cooling the air supplied by a turbocharger to the cylinders. The less the temperature of the air, the greater its density, and hence the greater the amount of oxygen that can react with a large amount of fuel.

This system allows you to increase the power and torque of an engine equipped with a turbocharger, especially at maximum loads. Along with this, it has absolute reliability, because. is a heat exchanger that does not produce any mechanical work.

Good evening. Since the purchase of Bears, there was a small, not at all noticeable failure during acceleration. What I just didn’t do was change the injectors, clean them. Measured pressure. It seems to be normal, but when the gas hits the floor, it drops to 2.6, 2.7 bar and immediately stabilizes. What knocked me down, I didn’t think that the fault of all the troubles, it was the RDT that was to blame. And how much did the poor DMRV get))) But it turned out that everything was elementary. The response to the gas is instant, without any problems. On the old RDT, the arrow constantly marasily,

Once, having arrived home, the engine began to troit strongly and there was a slash of exhaust gases. The antifreeze is gone. It was decided to raise the cylinder head and as it turned out for good reason. Drove it into the garage and away we go. Parsing. The beginning of all beginnings Raised the valve, everything is fine It took a lot of time to disassemble everything, then there is no key, then it does not unscrew, but everything turned out well. I took out the cylinder head with a turbine, separately it will take more time. Without the cylinder head, the cylinder head was not very presentable, the channels are red, in corrosion. There are three

Thread cut 16×1.5 instead of 14×1.25 (native). I cut it without removing the pallet, while smearing the tap with graphics. So that the chips stick to the tap. The evenness of threading was controlled by a nut screwed onto the tap. That is, we bait the tap, take it out and then screw the nut onto it and tighten it tightly to the pallet. As the thread was cut, he tightened the nut, thereby controlling the plane, so that the nut would always be pressed exactly along the plane. New oil, filter and all. Lucky it came up

Before the inspection, it turned out to knock out two days at work to repair the car and away we go. 1. Replacing the front shock absorbers 2. At the same time supporting bearings 3. Support pads At the same time replacing the anthers of the axle shaft and ball joint oil seal in the box, for replacement On the right, I also changed the stabilizer rod, in general, the front suspension

Hello to all! Actually such a question - from age, the gear knob in my 406 fell into disrepair (cracked) ((Which of the owners of 406 solved the issue of replacing it (buy a used one or a new one from China?)

So, a year and 10k km have passed since the previous filter change. It's time to change the engine air filter and fuel filter. The replacement process was described above, it is simple. But the condition of the air filter... Hmm, probably followed a smoky truck, but it's still kind of overkill. Too grubby. Mileage: 162000 km

Hello everyone! Today we will talk about correcting some of the stocks on the body from the date of purchase of the car. Rear bumper molding, right side. Also, on the right side of the rear wing, there was a dent hastily knocked out from the back. I think this is all the result of some kind of action that happened on the eve of the sale of the car. For I don’t see another explanation for such a clumsy knocking out of a dent. Well, okay. So I drove for five years, only later the varnish began to peel off in this place

Hello everyone! I want to tell you about the work done and its results. A little earlier, I wrote that there were reasons to get into the engine, and I still decided on it. Gave the car to a friend and away we go. What was done by the capital can hardly be called, but it helped my engine. An autopsy showed that the hone in the sleeves (for 200,000 runs) is still excellent, which means it will live. The reason for the oil burner was in the oil scraper rings, they were heavily clogged. And of course the valve stem seals were

In the summer the stove stopped working. The speed was no longer regulated, the motor was spinning at the smallest speed, it did not react to the adjustment. Climbing on the drive, I realized that there can basically be two reasons, in the motor itself or in the resistance (hedgehog). Since I have climate control, the resistance is on the motor itself. Having removed the motor, I connected it directly from the battery, it works perfectly, it turns like crazy. I decided to change the resistance. I also read that you can remove the protective

Hello everyone. In that year, when I went through the caliper, it was already clear then that it was necessary to change the edge of the right caliper bracket. She was boiled in three places. At the same time, the piston was also replaced, although it could still be left for a year. TRW staple, the quality is good, it immediately came assembled, which pleased me. It already had guides, anthers. Everything was smudged, and profusely. But in the box there was still a bag of lubricant. All good brakes)! P. S The photo shows the old guides that I lubricated

Sometimes in the morning you are going to go to work, you look, and birds poop on the car. Yes, not just a poop, but a feeling that an elephant was flying past. But they have reached a new level, they also run around cars. On the hood, lobash and seated on the railing.

Hello everyone! What would you choose? Maybe there is a manufacturer of perpetual balls?) Interested in who put what and how much left. Here are my observations of Febi and Rts Visually one to one only the brand is different Febi as you know the packer. MOOG and stellox Both are made in Turkey Visually the same one to one not counting the brand Here someone is not MOOGА here is LMI, sasic and the second stellox (factory in China) fundamentally different

Sooner or later, almost every owner of a 407 sedan will face this, namely: breaking the wires in the corrugation going to the trunk lid, which causes a lot of trouble. I patched my wires several times. But all this is a temporary phenomenon, because. the insulation is cracking again, but in new places. The trunk stopped opening with the button on the lid, only with the key. I decided to replace the wires with new ones from the block in the niche and almost to the lock with softer ones. Can anyone come in handy: Orange

Giving back, I drove into a small ditch and if it weren’t for the pebbles that lay there, then everything would be fine. With these stones, I hooked the cork of the oil pan, thereby cutting off the thread. In the pit I saw that it was leaking from the cork, I wanted to tighten it, but it scrolls. As I understand it, the most normal option is to cut a new thread. The size of the cork that is old is 14×1.25 and you need to ream it by 16×1.25. I just can't find a 16×1.25 cork. What is the best way to cut a new thread so as not to bevel

Hello everyone. I ordered a heater ten days ago, as the regular one burned out. In the standard, only the backs are heated, but in order not to gut my seat again, I decided to buy a popagry in the form of a small pillow. The material of the heater is very durable, and at the same time very pleasant to the touch. The wires are long enough for both cigarette lighters, but will be in the armrest. This way you won't see any extra wires. Has two modes. And in the future, I still think to restore mine. Bought here US $15.95 40% OFF | Onever Heating

Good day everyone! Please tell me, can anyone come across what you can pick up an anther on a PEUGEOT 605 ball joint, there is such a problem that when you remove it with a puller from the lever, the anther sometimes breaks, but they are not sold separately, they say they say buy a ball assembly, but why change it if you just put it . Tell me the number I will be grateful Asking price: 0 ₽ Mileage: 0 km

All pleasant sensations! It was a matter of ordering eyelashes for headlights on the S-TURBO.BY website ... It came like this: eyebrows clumsily cut with scissors, well, finally they don’t converge 35 r gave away complete porn The goods were not taken, the money was not returned. I've been looking at BarS5455 eyelashes for a long time: cool! Yes? Eyelashes are done by the same master that did my splitter. I have a lot of waiting time and I have eyelashes, the meeting was on a drift: Thank you, friend! they most need to clean up the putty fittings are executed to the level

Although it is disabled for me, but as they say, the Speed ​​​​Sensor has come in handy. Possible causes of failure. location under the glove compartment texton 96173834.80 can only be opened by cutting the case *checking the circuit elements Result: 1 diode rang in both directions (it means broken), and also soldered all the conduits in accordance with the capacitance rating. P.S. in Brest it costs $30 Asking price: $2

The ep6 cylinder head is made of light alloy aluminum in a one-off mold principle, the dummy head is made of polystyrene, then embedded in resin. When casting, the alloy replaces the polystyrene layout.

1. intermediate shaft
2. Control drive
3. intermediate jaws
4. Cam
5. hydraulic compensator
6. Inlet valve
7. Valve stroke increase

A vacuum pump drive is mounted on the exhaust camshaft for comfortable braking.

Phase regulators on ep6(phase shifters) operate within certain limits, such as on the intake shaft the offset angle is 35 °, on the exhaust 30 °, so they are marked IN 35 (inlet), EX 30 (release).


Solenoid valves are installed on both sides of the cylinder head, controlled by the engine computer and regulate the displacement of the phase shifters.

Label	Designation	Moments
(1)	bolt (Cylinder head cover) (*)	Pre-tightening torque 0.2 da.Nm
		Tightening torque 1 daNm
(2)	bolt (cylinder head) (*)	Pre-tightening torque 3 da.Nm
		Angle tightening 90
		Angle tightening 90
(3)	bolt (Coolant outlet block)	1 da.N.m
(4)	bolt (vacuum pump)	0.9 da.Nm
(5)	Studs (Exhaust manifold)	1.5 da.N.m
(6)		Pre-tightening torque 1.5 da.Nm
		Angle tightening 90
		Angle tightening 90
(7)	Candles	2.3 da.N.m
(8)	bolt (Cylinder head / Cylinder block) (*)	2.5 da.N.m
		Angle tightening 30

Engine block ep6 1.6 l. Peugeot

The pistons on the ep6 are made of light alloy material with a valve recess marked for the gas distribution mechanism, the lack of a central recess is due to the fact that it is not carried out by direct injection into the combustion chamber. The flywheel of the EP6 engine has a hole for setting the mark when, or adjusting timing(gas distribution mechanism)

EP6 engine (indirect fuel injection)

Connecting rod and piston group

Label	Designation	Tightening torques
(12)	bolt (implement drive pulley)	2.8 da.N.m
(13)	bolt (Crankshaft sprocket)	Tightening torque 5 da.Nm
		Angle tightening 180
(14)	crankshaft speed sensor	0.5 da.N.m
(15)	bolt (engine flywheel) (*)
		Tightening torque 3 da.N.m
		Angle tightening 90
	bolt (AT housing) (*)	Pre-tightening torque 0.8 da.Nm
		Tightening torque 3 da.N.m
		Angle tightening 90
(16)	bolt (Connecting rod caps)	Pre-tightening torque 0.5 da.Nm
		Tightening torque 1.5 da.Nm
		Angle tightening 130
(*) Observe the correct tightening sequence for screw connections

Oil system Peugeot 308, 408, 3008 for EP6 engine

How to replace the timing chain on a Peugeot 308, 408, 3008 with an EP6 engine How to replace the valve cover gasket on Peugeot 308, 3008 and 408 with EP6 engine
Punched cylinder head gasket (cylinder head) - signs of a broken gasket
Peugeot phase solenoid valve - replacement and features of work Valve knocking in the engine - the reasons why the valves knock and what consequences to expect