Peugeot 308 2007–2014

Peugeot 308 2007–2014

Peugeot 308 2007–2014

Peugeot 308 debuted in the fall of 2007 at the Frankfurt Motor Show and almost immediately went on sale, replacing its predecessor with serial number 307, which was in very good demand on the Russian market. And our first 308s appeared in the winter of 2008. And just a few months later, complaints from angry customers began to arrive. However, more on that later...

The car was produced in three- and five-door hatchback, SW station wagon, as well as the stylish 308 CC hardtop coupe-cabriolet. Moreover, the three-door was not officially sold with us. Since 2010, the assembly of the model has been established near Kaluga, where modifications were made with a 1.6 liter atmospheric engine (120 hp) and a 5-speed manual gearbox or a 4-speed "automatic". In addition, all Russian-made cars had additional crankcase protection, a high-capacity battery and a reinforced suspension with a 10 mm higher ground clearance. Versions with turbo engines were brought from France. And after a couple of years, the production of the model at the facilities of the Kaluga plant was turned off.

308–065

The car was first sold in three basic versions Confort Pack, Premium and Premium Pack. If the base one was almost empty - two airbags, an electro-hydraulic power steering, ABS with EBD, a servo drive for the front windows and mirrors, then the average configuration already had everything you need: front and side airbags, climate control, a servo drive for all heated windows and mirrors , fog lights. After restyling in 2011, the names of the three main trim levels changed to Access, Active and Allure.

Engine

The Peugeot 308 was equipped with 1.4 liter (95 hp), 1.6 liter (120 hp) and 1.6 liter turbocharged (140, 150 and 175 hp) petrol engines. . Turbodiesels are represented by units of 1.6 liters (90 and 109 hp) and 2.0 liters (136 hp). Russian dealers did not officially sell the modification with the base "four", and diesel versions were delivered to order. After the modernization of 2011, the power of some engines increased, and the 175-horsepower version of the 1.6 petrol began to produce 200 hp at all.

ep6_03-1024x754

1.6 petrol engines were developed by the French together with BMW specialists. So they turned out to be the weakest link on the first machines. On EP6 aspirated engines, the timing chain was extended to 50–60 thousand km. And the sprockets on the shafts were fastened only with bolts without fixing with a key or other locking devices. Therefore, even with their slight rotation, the phases "left", and in some cases the valves met with the pistons.

The manufacturer recognized the problem as a warranty case, and repairs were made free of charge. As well as frequent malfunctions of the clutch of the variable valve timing system (on the intake shaft), its control valve usually failed. Together with the stretched timing chain (3200 rubles), the drive belt of mounted units, which was worn out by this time (2000 rubles), was often changed.

Problems have not bypassed the cooling system. The pump rarely serves more than 50 thousand km. Periodically, the level of the coolant should be monitored, however, not only because of a leaking pump - antifreeze can also “leave” through the seals of temperature sensors, which also did not differ in durability. Worse than the other - through the wires, the "cooler" can get to the engine control unit (15,000 rubles) and "soak" it.

Turbocharged versions suffer from the same bunch of problems as naturally aspirated engines. They also like to feast on motor oil. The starter retractor relay is occasionally buggy, the generator winding is on fire, the ignition coil “breaks through” to ground, various electronic sensors fail ... And on top of that, in early cars, the inlet channels of the ventilation system and valves were very quickly covered with soot. Therefore, there was not enough incoming air for the normal operation of the turbine, and the motor abruptly lost traction.

Most of the weaknesses of the 308th got rid of after the modernization of 2011: the timing mechanism was improved, the chain was strengthened, the injection system and pump were modernized, replacing its plastic case with a metal one. But in order for the engines of the EP6 and EP6DT series to serve as long as they are designed - and this is 250-300 thousand km - it is necessary to use synthetic oils and refuel with high-quality gasoline at proven gas stations.

Transmission

Here, too, there is an ambush. And it is called "automatic 4-speed transmission AL 4". It would seem that only the lazy did not note its malfunction, but the French continue to install this transmission on their models with enviable persistence. Moreover, the automatic transmission is periodically upgraded, which, in general, does not greatly affect its durability. But in fairness, we note that the latest versions of the unit have significantly increased its “mileage” before overhaul to 150–200 thousand km. Moreover, the third and fourth (since 2011) modifications of this box have been used on the Peugeot 308. It is initially considered maintenance-free, but in the conditions of Russian operation, it is recommended to update the oil every 50-60 thousand kilometers. AKP does not like sharp starts in the cold, towing heavy trailers and ragged driving style.

At risk is a valve body (from 22,000 rubles) and a torque converter. There are even known cases of spontaneous unscrewing of the valve body bolts. The control electronics are often weird - the box control unit (18,000 rubles) is susceptible to water and dirt. AL4 was installed with 1.6-liter petrol engines. And after restyling with a 1.6 turbo engine, they began to install a more modern 6-speed "automatic" Aisin, with which there are practically no problems.

Mechanical 5- and 6-speed gearboxes are reliable. On the "five-step" after 100 thousand km, the linkage of the lever may become loose. Repair with the replacement of plastic bushings will cost 3,500 rubles. On 6-speed manual gearboxes, combined with powerful gasoline and diesel engines, synchronizers can “weaken”. On older specimens, external CV joints crunch - monitor the integrity of their rubber (or plastic) anthers.

Chassis and body

The suspension of the Peugeot 308 is simple in design - front MacPherson struts and a torsion beam at the rear. The stabilizer struts will be the first to announce themselves (1,200 rubles each): active drivers changed them for 20–30 thousand kilometers. The failure of the support bearings of the front struts (1,100 rubles each) will be announced by 50-80 thousand km of squeaks and “springy” sounds when the steering wheel is turned. Hub bearings (3,500 rubles each) are usually updated simultaneously with ball bearings to 100 thousand km.

There is nothing special to break in the rear suspension. Unless silent blocks made of soft rubber eventually make adjustments to the handling and comfort of the car. Shock absorbers (4500 rubles each) lose their efficiency by a hundred thousand km. And if the rear wheel bearing buzzes, prepare 7000 rubles. to replace it - it comes complete with a brake disc.

The body is well protected from corrosion, but the chips rust pretty quickly. The front plastic fenders can warp in the sun. And in the rain, it floods the power windows. Rear door lock switches fail. Headlight caps quickly become cloudy. Often the dipped beam bulbs and dimensions burn out.

Modifications

Peugeot 308

The three-door version of the Peugeot 308 debuted at the same time as the five-door. And at first it was offered to customers by official dealers. But two years later, in fact, before the start of assembly in Kaluga, its sales in Russia were officially curtailed due to lack of demand. The car has the same dimensions and wheelbase length as the five-door hatchback. Even the volume of the luggage compartment for both modifications is the same. According to the engines and gearboxes used, the machines are also completely unified. If it is the three-door version of the 308 that is needed, it will most likely have to be ordered abroad - there are very few such cars on our secondary market.

Peugeot 308 SW

Station wagon Peugeot 308 SW (Station Wagon) debuted in the spring of 2008 at the Geneva Motor Show. The French managed to make a practical station wagon, in no way inferior in design to fashionable hatchbacks. And this despite the fact that the car is much larger than them: it is 225 mm longer in length, and the wheelbase exceeds 100 mm. The increase in size and base made it possible to accommodate up to seven people in the cabin. Moreover, in the base five-seater Peugeot 308 SW, one or two of the three seats in the second row can be easily dismantled and rearranged in the trunk. Interior transformation is even better than in minivans. In the Russian secondary market, this practical station wagon costs only 10–20% more than a five-door hatchback similar in terms of equipment and technical equipment.

Peugeot 308 SS

Stylish, one might even say outrageous, hardtop coupe convertible Peugeot 308 CC was first shown in the fall of 2008 at the Paris Motor Show. And official sales in Russia started in the spring of 2009. Of course, there was no rush demand for it. But among the competing models, the 308 SS is without a doubt the most sought after. It is built on the 307 SS platform, but has become slightly larger and more spacious, and the body is stiffer. Only modifications with 1.6-liter turbo engines were supplied to the Russian market.

restyling

In the spring of 2011, the Peugeot 308 underwent a minor restyling. Outwardly, the updated car can be recognized by the boomerangs of running lights and, as if by the open mouth of a predatory fish, the radiator grille. And the front license plate is no longer attached to the lower edge of the bumper, but above. The interior remained the same: only new colors and textures of the interior upholstery appeared. But there are innovations in technology. Engine power has increased, and paired with 1.6-liter turbo engines (140, 150 and 156 hp), instead of the old and unreliable 4-speed automatic transmission, a 6-speed automatic transmission manufactured by the Japanese company Aisin Warner is now offered. The official sale of the upgraded machines began in July 2011.

As you can see, the reliability of the Peugeot 308 is not all right. But I will not dissuade from buying a used "Frenchman" - it's useless. If a potential customer has set his sights on this car, he will still buy it. Beauty is a terrible force! And in this regard, I can advise you to stop at a post-styling copy younger than 2011. By this time, the main jambs of the 308th had been eliminated. It is more expedient to find a car with a naturally aspirated engine of 1.6 liters (120 hp) and a manual transmission. If you need an "automatic", I recommend a modification with a 6-speed automatic transmission. And it is better if it is combined with a 2-liter turbodiesel. But such a version will take a long time to find.

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)

Characteristics:

• 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)

Characteristics:

• 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)

Characteristics:

• 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 the 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 EP6 DT 1.6L direct injection petrol engine with a BorgWarner “Twin-Scroll” turbocharger coupled with VVT variable valve timing. 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.

An 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. With “normal” gasoline engines, it is impossible to increase the compression ratio above 12 - 13. 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 engines of the EP6 family. 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.

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EP6 VTI Engine Specifications and Values ​​for Checking and Adjusting

Engine code
engine's type
Number of cylinders
Working volume	1598 cm3
Bore/Stroke	77mm x 85.80mm
Compression ratio
Max power	88 kW (120 hp) at 6000 rpm
Max Torque	160 N.m at 4250 rpm
injection system	Bosch MEV17.4

The VTi 120 engine with a displacement of 1598 cm3 develops 88 kW (or 120 CEE hp) at 6,000 rpm. The maximum torque will reach 160 Nm at 4,250 rpm.
These characteristics allow the driver to use the full power of the engine, to fully utilize its more progressive torque. More than 90% of the maximum engine power develops in the range from 2,500 to 5,750 rpm.

Combined with a 5-speed manual transmission, the combined fuel consumption of this engine is approximately 6.7 l/100 km (159 g CO2), 6% less than the previous powertrain.
This engine can also be fitted with an automatic 4-speed transmission, with combined fuel consumption of 7 l/100 km and CO2 emissions of 165 g/km.

The name VTi stands for Variable Valve Lift and Fuel Injection Timing, or continuously variable valve timing.
The cylinder block and cylinder head of the engine are made of aluminum. The sixteen valves of the engine are driven by intake and exhaust valve camshafts. The engine has a VVT valve timing mechanism with continuously variable phases on the intake and exhaust camshafts.
However, the amount of intake valve lift is variable, which allows you to control the maximum valve travel in progressive mode, depending on the force of the driver's foot on the accelerator pedal.
Thus, the designers managed to completely eliminate the classic throttle valve from work, and the new gas distribution mechanism is now fully responsible for filling the air-fuel mixture. The throttle remained, but only to provide emergency operation of the engine in the event of a VTI malfunction.
Combining these two features - variable valve timing and variable lift valves - greatly improved engine efficiency. This implies, in particular, that in the most used operating modes (with partial load), the dynamics of acceleration of the car becomes higher, the higher the amount of torque.
The engine was developed jointly by PSA and BMW.
ATTENTION!
1. Due to the presence of a vacuum pump on EP6 engines, it is highly recommended not to leave the manual transmission in the parking lot with the gear engaged. Reverse rotation of the motor may damage the pump blades.
2. Non-standard 12 point wrench is used for spark plugs. an attempt to shove an ordinary key into the candle well leads to a deplorable result.

The top line is the number indicated in the title and registration certificate.

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

The EP6 car engine is mainly installed on French cars from Citroen and Peugeot manufacturers. Despite the fact that this power unit is quite common, it is imperfect and has a number of problems. In order to avoid them, it is necessary to follow a number of rules and recommendations for the operation and maintenance of the EP6 engine.

short information

The EP6 power unit was developed jointly by Peugeot and BMW. Despite this fact, the engine turned out to be quite contradictory: on the one hand, innovative technologies made it cheap, efficient and reliable, and on the other hand, it shows “capriciousness” to harsh operating conditions, which is expressed in excessive consumption of automotive oil. Nevertheless, the EP6 engine is installed not only on Citroen and Peugeot, but also on other models that are created by the BMW Group mega-concern.

It is worth noting that the company also took part in the development of the engine. The production of motors is carried out at the PSA Peugeot-Citroen plant. It is located in the northern part of France, and it is from there that the engines enter the world market. New developments and production technology of such units are kept in the strictest confidence. However, some of the information still seeps into the masses and becomes public.

For example, in this engine model, cylinders are installed, the heads of which are cast without the use of special molds. In addition, the manufacturer uses only light alloys as raw materials for the production of cylinder blocks. Another feature is the absence of a counterweight when balancing the crankshaft during the production of the motor. In the latest technology, the production of connecting rods is not complete without double-sided forging. After the engine is assembled, it goes through very strict quality control. This is probably what made this motor one of the most reliable in operation.

Engine Specifications

This unit is equipped with four cylinders, as well as a special water cooling system. Engine power EP6 - 120 HP. With. (in terms of electrical units - 88 kW), while the volume is 1598 cubic centimeters (or 1.6 liters). Each engine cylinder has 4 valves, their total number is 16. A distinctive feature is the compression ratio, which has a parameter of 11: 1. Many motorists can also be pleased with the torque, which is 160 Nm at 4250 rpm. The diameter of each cylinder is 77 mm.

The EP6 engine is perfectly combined with a five-speed manual transmission, as well as a four-speed adaptive transmission. In addition to the 120-horsepower version, there is a 150-horsepower version equipped with a turbocharger system.

Engine device

A description of the device of the EP6 engine will allow you to better understand the cause of the malfunction and carry out prompt repairs. So, the power unit consists of the following parts:

• four cylinders lined up in a row;
• two camshafts, which are located in the cylinder head;
• four valves per cylinder;
• a special system that allows you to change the gas distribution phases;
• turbocharger BorgWarner Twin-Scroll;
• a system that allows regular self-cooling of the turbocharger;
• intercooler;
• chain drive ;
• hydraulic bearings and roller tappets that drive each valve;
• direct fuel injection systems.

Thanks to the above devices and mechanisms, the EP6 engine is considered one of the most high-tech and modern power units. At the same time, it is quite environmentally friendly, it is powered by RON 95-98 gasoline and complies with the EURO-4 environmental standard.

The main problems of the EP6 engine

According to statistics, the EP6 engine is installed on Peugeot more often than on other car brands. However, the owners of these machines often complain about the problems that arise with the motor. It is worth noting that EP6 is quite vulnerable to harsh operating conditions. Information about the causes of problems, as well as ways to eliminate them, will be presented below.

On a brand new "Peugeot" or "Citroen", the engine starts to work quite noisily and unstable, while it does not "give out" the declared power. The motor literally chokes when trying to disperse the car, while using an increased amount of oil and fuel. In addition, the phases of the gas distribution mechanism begin to "run away", and a message may appear on the dashboard - antipollution system faulty ...

It is inexplicable, but the fact is that on a new car with EP6, the sensor responsible for monitoring the temperature of the coolant begins to "fail", as a result of which the engine itself begins to work unstably. Erroneous sensor readings can lead to a needless replacement of the thermostat, which will not solve the problem.

However, the main disadvantage of such a motor is quite frequent oil leaks. It can "escape" by seeping through. From there, it enters the spark plug wells and corrodes the tips of the ignition coils there. Also, oil can leak from the oil filter housing, seep through the gasket and solenoid valve.

Causes of problems with EP6

The reasons that lead to a number of malfunctions and breakdowns of EP6 include the following factors:

• Failure to comply with recommendations for the operation and maintenance of the engine.
• Using the motor in harsh conditions (constant high intensity of operation, sudden changes in temperature, high humidity, extreme driving).
• Infrequent oil changes and the use of low-quality fuel.

The last problem of the EP6 engine is worth talking about in more detail. A rare change of lubricant or operation of the EP6 motor in conditions of a low oil level leads to a breakdown of the mechanism responsible for lifting the valves. In this case, both the motor that moves the shaft, and the worm drive and the shaft gear may fail (mechanical wear of these elements simply occurs). Also, special attention should be paid to the period of use of the gas distribution chain. It stretches over time and needs to be replaced.

An interesting feature is the fact that Peugeot engineers recommend changing the oil after 20,000 kilometers of rally. This recommendation is aimed at the fact that after the expiration of the warranty period, the motorist will have a motor that requires serious overhaul: an extended chain, displaced phases, oil channels clogged with slag, affected phase regulators, faulty sensors and much more. Well, where to carry out the engine if not in the Peugeot service center?

This is what is being calculated at the stage of creating the power unit. It's just marketing and maximizing profit - nothing personal. Among other things, an error may appear on the dashboard of the car, which informs that the mixture is too rich. The main cause of this error is dirty oil passages (P2178 is the code for this error).

Ways to troubleshoot the power unit EP6

In order to eliminate any malfunction that has arisen in the motor, it is necessary to know its exact signs and location. EP6 engine problems and solutions are described in the table below.

EP6 engine malfunction	How to fix it
Carbon deposits on the engine valves occur due to wear of the valve stem seals. They let oil through, which gets on the cylinders and burns, forming a thick soot, because of which the catalyst can fail. Ultimately, worn caps are affected, and they fail altogether. Carbon impairs gas distribution, and also interferes with the efficient and stable operation of the cylinders. As a result, the power unit cannot develop the declared power and chokes when trying to accelerate the car.	In order to remove carbon from the valves, it must be cleaned manually. Well, if the problem is detected at an early stage, then the valve stem seals can be replaced with new ones. It is worth noting that this step will be a more economical solution than the subsequent overhaul of the EP6 power unit.
Excessively high oil consumption. The main reason for this may be a torn oil separator membrane, which is located in the valve cover.	The only correct solution to this problem is to replace the valve cover. The thing is that Chinese repair kits do not have the appropriate quality, but original spare parts can be purchased both at official dealerships and in a number of reputable car dealerships.
The phases "float" the problem may be either in an extended chain, or in the failure of the "stars" of the phase regulators, camshafts and (or) valves that are responsible for supplying oil to the shafts.	To eliminate the problem, depending on its cause, it is necessary to: replace the chain and tensioner, change the "stars", clean the oil channels in the gas distribution mechanism itself, or carry out all of the above operations at the same time.
The unstable operation of the power unit lies in the lack of oil, largely due to the fact that the timing mechanism is too complicated and literally “stuffed” with a number of complex components.	Check the oil level and keep it at the correct level.

Engine sensors

The 5FW EP6 engine is equipped with a range of sensors that allow you to monitor its operation and detect malfunctions at the first sign. The following sensors are installed on the motor:

• monitoring oil pressure;
• detonation;
• impulses;
• oxygen;
• monitoring the temperature of the coolant;
• thermostat;
• adjusting the position of the camshaft.

Perhaps the main electronics of the motor is the switch, as well as the clutch drive. These EP6 engine sensors help control the powertrain.

For the stable functioning of the sensors, regular maintenance of the vehicle is necessary. In addition, it is worth monitoring the condition of the mechanical components and assemblies of the motor, as well as the quality and level of automotive oil. In case of failure of the sensors, they should be replaced immediately, as incorrect readings can lead to more serious damage. It is worth adding that with any intervention in the EP6 motor systems, electronic debugging should be carried out, which can only be performed by professionals with special equipment.

Engine resource

With proper care, the EP6 engine on the Citroen C4, as well as on the Peugeot, is capable of running back about 150-200 thousand kilometers. In order for the motor to remain in a “viable” state after reaching these indicators, a number of rules and recommendations must be observed:

• You should change the engine oil every 8-10 thousand kilometers, while you need to pay attention to its brand (in particular, TOTAL 5w30 ENEOS is recommended). It is also worth monitoring the quality of fuel (AI 95-98).
• It is necessary to develop the habit of conducting regular technical inspections and a complete diagnosis of the car. Yes, this step takes time and does incur some cash costs, but they will be much larger if the engine is overhauled.
• Worn and near-wear parts must be replaced immediately.
• It is worth paying close attention to the condition of the engine sensors. It is they who inform about the stability of the motor, as well as the occurrence of possible malfunctions and breakdowns.

By adhering to the above recommendations, you can extend the life of the EP6 engine by a good 50-100 thousand kilometers. It is possible that such a unit will “eat” a little more oil, but at the same time the engine will work stably and efficiently.