Engine components are produced at the PSA Peugeot Citroen plant in Douvrine in northern France. The same engines power Mini Cooper and Cooper S cars produced by the BMW Group in the UK. Final assembly of the engines takes place in the fully robotic Franciase de Mechanique plant in Douvrin. The basic operating principle of this plant is to create a highly integrated independent production facility. Thanks to this, it became possible to quickly produce engine components at other capacities, as well as to combine production lines for the main components - cylinder heads, engine crankcase, crankshaft, connecting rods, etc. This production organization allows us to produce up to 2,500 engines per day! Every 26 seconds a new, highly reliable and advanced engine is born.

Petrol engine EP6 (1.6 l VTi / 120 hp)

Characteristics:

• Working volume: 1598 cm3
• Power: 88kW / 120 hp at 6000 rpm
• Torque: 160 Nm at 4250 rpm
• Maximum torque 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, as well as Mini Cooper.

Petrol engine EP6 DT (1.6 l THP Turbo / 150 hp)

Characteristics:

• Working volume: 1598 cm3
• Power: 110kW / 150 hp at 5800 rpm
• Maximum torque range: 1400 – 4000 rpm
• Bore/Stroke: 77.0mm/85.8mm
• 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 Peugeot 207 GT and Peugeot 308
• Special adaptation for the Russian market (for special operating conditions)

Petrol engine EP6DT (1.6 l THP Turbo / 140 hp)

Characteristics:

• Working volume: 1598 cm3
• Power: 103kW / 140 hp at 6000 rpm
• Torque: 240 Nm at 1400 rpm
• Maximum torque range: 1400 – 3600 rpm
• Bore/Stroke: 77.0mm/85.8mm
• Compression ratio: 10.5:1
• Boost pressure: 0.8 bar

Engine design:

Options for combination with gearbox:

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

Peculiarities:

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

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

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). Has much in common with BMW's proprietary 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 the throttle valve, an outdated and very imperfect unit for regulating the supply of working mixture entering the cylinders. When not fully opened, the conventional damper creates too much resistance to air flow, which leads to increased fuel consumption and increased exhaust toxicity. However, the “old” throttle valve was not completely removed from the engine. In most engine operating modes, the damper remains fully open and only in some modes does it “wake up”.

How it works:

In the EP6 engines on the Peugeot 308, the usual chain “intake camshaft (1) - rocker arm - valve” was supplemented with an eccentric shaft (2) and an intermediate lever (3). The rotation of the eccentric shaft (2) is carried out by an electric drive. A computer-controlled stepper motor, turning the eccentric shaft (2), increases or decreases the arm of the intermediate lever (3), setting the necessary freedom of movement to the rocker arm (4), on one side resting on the hydraulic support (5), and on the other, acting on the intake valve (6). The arm 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:

Improved vehicle dynamics . The use of the VTi system had a beneficial effect on the vehicle's dynamics. After all, there are no “electronic collars” anymore. The new EP6 engine responds almost instantly to pressing the gas pedal. The EP6 engines do not have any “lags” characteristic of most other engines. Fans of an active driving style will definitely appreciate this. It is appropriate to remember that one of the Peugeot 308 mottos is “More sport!”
The same motto can be heard loudly 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 versions” develop maximum torque at 1,400 rpm. The fast start of the Peugeot 308 is fully guaranteed and even more... After all, even the 2.0-liter engines installed on the predecessor did not have such agility!

Fuel economy. The use of the VTi system provides solid fuel economy, which is estimated to reach 15 - 18% at idle, and up to 8 - 10% at the most frequently used speed range. In this case, the valve rises only 0.5-2.3 mm, and the air passing through this gap, due to the higher flow rate, mixes more completely 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 not be picky about the quality of gasoline and can easily “digest” even the usual 92- th gasoline. However, Peugeot specialists, after studying gasoline at Moscow gas stations, recommend using gasoline in Russia only with an octane rating of at least 95.

In general, the advantages of using the VTi system fully compensate for the potential increase in engine costs 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 per operating cycle. The more fuel burned, the greater the torque and power. At the same time, the combustion of fuel requires oxygen contained in the air. 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. For gasoline engines, one part of fuel requires 14–15 parts of air, depending on the operating mode, 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 relationship turns out to be direct - the larger the volume of the cylinder, the more air, and therefore 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 exhaust gas energy as a propulsion device, 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. The wheel is very small, but there are a lot of blades, and it is mounted on the same shaft as the compressor wheel. The compressor looks like a turbine, but performs the opposite function - it pumps air, like the fan of a home hair dryer. So 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 enter the turbine, the faster it rotates and the more additional air enters the cylinders, the greater the power. This whole structure is called a turbocharger (from the Latin words turbo - vortex 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 supplies almost no 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, does it “fire”. This effect is called “turbo lag”. Moreover, the larger the size and weight of the turbine/compressor set (also called a “cartridge”), the longer it will take to spin up, not keeping up with the gas pedal being pressed too hard. For this reason, engines with very high liter power and high-pressure turbines suffer from “turbo lag” first of all. With low-pressure turbines, “turbo lag” is almost not observed, however, it is impossible to achieve high power with them.
One of the options for solving the problem of “turbo lag” is turbines with two “scrolls”, calledTwin-Sroll. 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 at both low and high speeds.

The collaboration between BMW and PSA Peugeot Citroen resulted in the 1.6 liter EP6 DT petrol engine with direct injection and a BorgWarner “Twin-Scroll” turbocharger combined with VVT variable valve timing. The turbocharger of the EP6DT engine has an important feature: for the first time, a Twin-Scroll supercharging scheme with a separate exhaust manifold, supplying exhaust gases from each pair of cylinders separately, and not from all four at once, was used on a turbocharger for an engine of this displacement. As a result of this, the “turbo lag” effect is completely absent, and efficient engine operation begins as early as 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 it takes for the coolant to circulate in the circuit after the engine is turned off can reach 10 minutes. Thanks to the presence of this circuit, the use of so-called “turbo timers” is not required, and the durability and trouble-free operation of the turbocharger increases several times.

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

The most noticeable difference between the direct fuel injection system and the “classic” multipoint one is the location of the injector. If in conventional injection engines it “looks” from the intake manifold to the valve, then in direct injection systems the injector nozzle is located directly in the combustion chamber. Hence the name of injection – “direct”. Mixture formation occurs directly in the cylinder and combustion chamber (hence, by the way, the second name – “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 whose composition is very different from that used on engines with a “classical” multipoint injection system.

This mixture at 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 when the engine is operating at the lowest load.

Direct fuel injection is more promising and efficient in terms of fuel combustion. It allows the engine to operate at higher compression ratios compared to engines equipped with a “classic” multi-point fuel injection system. For “regular” gasoline engines, it is impossible to raise the compression ratio above 12 - 13. The reason for this is detonation (too early, explosive ignition of the fuel-air mixture during the compression process). 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 produces more power, consumes less fuel and emits fewer harmful gases, especially when combined with the use of VVT variable valve timing.

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 and coolant pump.

The oil pump performance control system has been used for several years on the famous in-line six BMWs, has proven itself well, and, with minor modifications, is used in the EP6 family of engines. The system supplies exactly the amount of oil to the friction units and exactly 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 does not begin in the engine immediately after a cold start, but depending on the speed at which the operating temperature is reached. The pump is controlled by a friction transmission by “closing” the pump pulleys and the crankshaft.

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

A little theory:
The pressure created by the pump wheel of a turbocharger, according to the laws of physics, leads to heating of the air. If heated air is not cooled before entering the collector, you may encounter the following unpleasant problems:
1. Hot air has a lower density - this means that it contains fewer oxygen molecules, which are 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 charged air using just an intercooler makes it possible to add additional power to your car's engine by about 15-20 hp, as well as improve its efficiency and eliminate the possibility of overheating.

EP6DT engines use an air/air intercooler. The intercooler looks like a regular radiator, inside of which, instead of coolant, air pressurized by a turbocharger circulates. In other words, an intercooler is a cooling system for air supplied by a turbocharger to the cylinders. The less the temperature of the air, the greater its density, and therefore the greater the amount of oxygen that can react with a larger amount of fuel.

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

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EP6 VTI engine specifications and values ​​for checking and adjustment

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

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

In combination with a 5-speed manual transmission, the combined fuel consumption of a vehicle with this engine is approximately 6.7 l/100 km (159 g CO2), i.e. 6% less than the previous power unit.
This engine can also be installed with an automatic 4-speed gearbox, while fuel consumption in the combined cycle is 7 l/100 km, and CO2 emissions are 165 g per kilometer.

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 engine's sixteen valves are driven by intake and exhaust camshafts. The engine has a VVT gas distribution mechanism with constantly changing phases on the intake and exhaust camshafts.
However, the amount of lift of the intake valves is variable, which allows you to control the maximum valve stroke in a progressive mode, depending on the force of pressing the driver’s foot on the accelerator pedal.
Thus, the designers managed to completely eliminate the classic throttle valve from operation; the new gas distribution mechanism is now entirely 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 camshafts and variable lift valves - significantly improved engine efficiency. It follows, in particular, that in the most used operating modes (with partial load), the acceleration dynamics of the vehicle become higher, the higher the torque value.
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 not recommended to leave the manual transmission in park with the gear engaged. If the motor rotates in the opposite direction, the pump blades may be damaged.
2. A non-standard 12-point wrench is used for spark plugs. An attempt to push an ordinary key into a spark plug well leads to disastrous results.

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

Peugeot 308 2007–2014

Peugeot 308 2007–2014

Peugeot 308 2007–2014

The Peugeot 308 debuted in the fall of 2007 at the Frankfurt Motor Show and almost immediately went on sale, replacing its predecessor with the 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 began to arrive from irritated customers. However, more on this a little later...

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

308–065

The car was first sold in three main versions: Confort Pack, Premium and Premium Pack. If the basic one was practically empty - two airbags, electro-hydraulic power steering, ABS with EBD, servo drive for front windows and mirrors, then the middle configuration already had everything necessary: ​​front and side airbags, climate control, servo drive for all windows and heated 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 1.6 liter (90 and 109 hp) and 2.0 liter (136 hp) units. Russian dealers did not officially sell the modification with the basic “four”, and diesel versions were supplied to order. After modernization in 2011, the power of some engines increased, and the 175-horsepower version of the gasoline 1.6 began to produce 200 hp.

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 being secured with a key or other locking devices. Therefore, even when turning them slightly, the phases “went away”, and in some cases the valves met 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 variable valve timing system clutch (on the intake shaft), its control valve usually failed. Along with the stretched timing chain (3,200 rubles), the drive belt of the mounted units, worn out by this time, was often replaced (2,000 rubles).

Problems also affected the cooling system. The pump rarely lasts more than 50 thousand km. The coolant level should be periodically monitored, however, not only because of a leaking pump - antifreeze can also “leak” through the seals of the temperature sensors, which are also not durable. What’s worse is that the “coolant” can reach the engine control unit (RUB 15,000) through the wires and “soak” it.

Turbocharged versions suffer from the same bunch of malfunctions as naturally aspirated engines. They also love to eat motor oil. The starter solenoid relay occasionally malfunctions, the generator winding burns, the ignition coil “breaks” to ground, various electronic sensors fail... And on top of that, on early cars, the intake ducts of the ventilation system and valves very quickly became covered with soot. Therefore, there was not enough incoming air for normal operation of the turbine, and the engine sharply lost traction.

Most of the weak points of the 308 were eliminated after modernization in 2011: the timing mechanism was improved, the chain was strengthened, the injection system and pump were modernized, replacing its plastic housing with a metal one. But in order for the engines of the EP6 and EP6DT series to last 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

There is also an ambush here. And it's called the AL 4 automatic 4-speed transmission. It would seem that only the lazy did not note its malfunction, but the French, with enviable tenacity, continue to install this transmission on their models. Moreover, the automatic transmission periodically undergoes modernization, which, in general, does not greatly affect its durability. But in fairness, we note that the latest versions of the unit have noticeably increased its mileage before major repairs to 150–200 thousand km. Moreover, the Peugeot 308 uses the third and fourth (since 2011) modifications of this box. It is initially considered maintenance-free, but in Russian operating conditions it is recommended to update the oil every 50–60 thousand kilometers. The automatic transmission does not like sudden starts in cold weather, towing heavy trailers and rough driving.

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

The 5- and 6-speed manual transmissions are reliable. On a five-speed gearbox, after 100 thousand km, the lever linkage may become loose. Repair with replacement of plastic bushings will cost 3,500 rubles. On 6-speed manual transmissions combined with powerful gasoline and diesel engines, the synchronizers may become loose. On older specimens, the outer CV joints crackle - monitor the integrity of their rubber (or plastic) boots.

Chassis and body

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

There is nothing special to break in the rear suspension. Unless silent blocks made of soft rubber make adjustments to the handling and comfort of the car over time. Shock absorbers (4,500 rubles each) lose their performance after a hundred thousand km. And if the rear wheel bearing hums, prepare 7,000 rubles. to replace it - it comes complete with a brake disc.

The body is well protected from corrosion, but chips rust quite quickly. The front plastic fenders may warp in the sun. And when it rains, the electric window unit floods. The limit switches of the rear door locks fail. Headlight covers quickly become cloudy. Low beam and headlight bulbs often burn out.

Modifications

Peugeot 308

The three-door version of the Peugeot 308 debuted simultaneously with the five-door. And at first it was offered to customers by official dealers. But two years later, actually 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 luggage compartment volume is the same for both modifications. The machines are also completely unified in terms of engines and gearboxes used. If the three-door version of the 308 is needed, it will most likely have to be ordered abroad - there are very few such cars on our secondary market.

Peugeot 308 SW

The Peugeot 308 SW (Station Wagon) 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 is 100 mm longer. The increase in size and base made it possible to accommodate up to seven people in the cabin. Moreover, in the basic five-seater Peugeot 308 SW you can easily dismantle and rearrange one or two of the three second-row seats in the trunk. The interior transformation is even better than in minivans. On the Russian secondary market, this practical station wagon costs only 10–20% more than a five-door hatchback with similar equipment and technical equipment.

Peugeot 308 SS

The stylish, one might even say shocking, 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 competing models, the 308 SS is, without a doubt, the most popular. It is built on the 307 SS platform, but is 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. Externally, the updated car can be recognized by the boomerangs of the running lights and the radiator grille, like the slightly open mouth of a predatory fish. And the front license plate is now attached not 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. The 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. Our official sale of modernized cars began in July 2011.

As you can see, the reliability of the Peugeot 308 is not all right. But I won’t dissuade you from buying a used “French” - it’s useless. If a potential customer has his sights set on this car, he will still buy it. Beauty is a terrible power! And in this regard, I can advise you to stay with a post-restyling model younger than 2011. By this time, the main problems of the 308th had been eliminated. It is more advisable to find a car with a 1.6 liter naturally aspirated engine (120 hp) and a manual transmission. If you need an automatic transmission, I recommend a modification with a 6-speed automatic transmission. And it’s better if it is combined with a 2-liter turbodiesel. But such a version will take a long time to find.

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

Repairing 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 own one of the cars with the new engine were able to appreciate the significantly improved dynamics and high efficiency, but the changes made by the German-French tandem did not have the best effect on the quality. Problems with the EP6 engine are a common situation that requires the involvement of a real professional.

In order to get an idea of ​​the complexity of repair work on an EP6 series unit, it is necessary to understand how it works.

Like other modern engines, the EP6 model is made primarily of light alloy aluminum, and sixteen valves lined up in a row are driven by classic shafts. The difficulty of repairing the EP6 is due to the fact that the usual valve control scheme is supplemented here with 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 positions of the intake valves.

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

Most often, malfunctions make themselves known by thermostat breakdowns, detonation, clattering of valves, and failure to respond with lightning speed to turning the ignition key. Often, car owners are faced with a loss of performance of the first cylinder during a trip. Lack of power to the injector due to a short circuit is one of the reasons why the problem with the first cylinder is most often observed in the EP6 engine.

To understand the true cause of the breakdown, in-depth knowledge is required. An unskilled technician will prefer to recommend replacing the engine, while an experienced technician will try to solve the problem with minimal investment. Don't risk your money and time. Choose "Carfrance".

Good evening. Since purchasing Mishka, there has been a small, not at all noticeable dip in acceleration. Whatever I did, I changed the injectors and cleaned them. Measured the pressure. It seems to be normal, but when the gas is turned to the floor, it drops to 2.6, 2.7 bar and immediately stabilizes. That’s what confused me, I didn’t think that the RDT was to blame for all the troubles. And how much did the poor air traffic sensor get?))) But it turned out that everything was elementary. The response to the gas is immediate, without any problems. On the old highway, the arrow was constantly getting dirty,

One day, upon arriving home, the engine began to run rough and exhaust gas leaked. The antifreeze is gone. It was decided to raise the cylinder head and, as it turned out, it was not in vain. I drove it into the garage and off we went. Parsing. The beginning of all beginnings I lifted the valve, everything was fine. It took a lot of time to disassemble everything, either the key was missing or it wouldn’t unscrew, but everything turned out well. I took out the cylinder head with the turbine, separately it will take more time. Without a cylinder head, the cylinder head turned out to be not very presentable, the channels were red and corroded. There are three glu

The thread was cut 16×1.5 instead of 14×1.25 (original). I cut it without removing the pallet, and lubricated the tap with graphics. So that the chips stick to the tap. I controlled the evenness of thread cutting with a nut screwed onto the tap. That is, we attach the tap, take it out and then screw the nut onto it and tighten it tightly to the pan. As the thread was being cut, I tightened the nut, thereby controlling the plane so that the nut was always pressed exactly along the plane. New oil, filter and everything. Lucky it even came

Before the technical inspection, I managed to get two days off work to repair the car and off I went. 1. Replacement of front shock absorbers 2. At the same time support bearings 3. Support pillows At the same time replacing axle shaft and ball joint boots I bought pliers for CV joint clamps, a very convenient thing, I need to have such a tool in the garage, although it is not needed so often Well, it started to flow The oil seal is in the box, ready for replacement. On the right, I also changed the stabilizer link and the front suspension in general.

Hi all! Actually, this is the question - due to age, the gear knob in my 406 has become unusable (cracked) ((Which of the 406 owners resolved the issue of replacing it (buy used or new 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, maybe I drove behind a smoking truck, but it’s still kind of overkill. Too grimy. Mileage: 162000 km

Hi all! Today we will talk about fixing some of the issues with the body from the moment you bought the car. Rear bumper molding jamb, right side. Also on the right side of the rear fender there was a hastily knocked out dent on the reverse side. I think this is all the result of one action and something that happened on the eve of the sale of the car. Because I don’t see any other explanation for such a clumsy knocking out of a dent. Well, oh well. So I drove for about five years, only later the varnish began to peel off in this place

Hi all! 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 to do it. I gave the car to a friend and off we went. What was done can hardly be called capital, but it helped my engine. An autopsy showed that the hone in the cartridges (for 200,000 miles) is still excellent, which means it will live. The reason for the oil leak was in the oil scraper rings; they were very clogged. And of course there were valve stem seals

Even in the summer, the stove stopped working. The speed was no longer regulated, the motor was spinning at the lowest speeds, and did not respond to adjustment. Having climbed the drive, I realized that there could be basically 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 great and turns like crazy. I decided to change the resistance. I also read that you can remove the protective

Hi all. That year, when I rebuilt the calipers, it was already clear that the right caliper bracket needed to be changed. It was boiled in three places. At the same time, I also replaced the piston, although it could have been left for another year. The bracket is according to TRW, the quality is good, it came immediately assembled, which pleased me. It already had guides and anthers. Everything was smeared, and abundantly so. But there was also a bag of lubricant in the box. Good brakes everyone! P.S. The photo shows the old guides that I lubricated

Sometimes in the morning you are getting ready to go to work, and you look and birds poop on your car. Not only did they poop, but it felt like an elephant was flying past. But they have reached a new level, they also run around cars. She sat down on the hood, forehead and on the railing.

Hi all! What would you choose? Maybe there is a manufacturer of eternal balls?) I’m interested in who installed which one and how long it took. Here are my observations Febi and Rts Visually the same, only the brand is different Febi is known to be a packer. MOOG and stellox Both are made in Turkey Visually the same is the same, not counting the brand There is someone here who is not MOOGA here is LMI, sasic and the second stellox (factory in China) are fundamentally different

Sooner or later, almost every owner of a 407 sedan will encounter this, namely: breaking the wires in the corrugation going to the trunk lid, which causes a lot of trouble. I've already "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 from the button on the lid, only from 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. May be useful to someone: Orange

Backing up I drove into a small ditch and if it weren’t for the pebbles that were lying there, then everything would have been fine. With these stones I hooked the oil pan plug, thereby cutting off the thread. In the pit I saw that the plug was leaking, I wanted to tighten it, but it was spinning. As I understand it, the most normal option is to cut a new thread. The size of the old plug is 14×1.25 and needs to be drilled to 16×1.25. I just can’t find a cork with a size of 16×1.25. What is the best way to cut a new thread so as not to bevel

Hi all. I ordered a heating system ten days ago because the standard one burned out. The standard ones only heat the backs, but in order not to gut my dog ​​again, I decided to buy a popagrey in the form of a small pillow. The popagrean material 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 no extra wires will be visible. Has two modes. And in the future I’m still thinking about restoring mine. Bought here US $15.95 40% DISCOUNT | Onever heating

Good day everyone! Can you please tell me if anyone has come across how to choose a boot for a ball joint in a PEUGEOT 605? There is such a problem that when you remove it from the lever with a puller, sometimes the boot breaks, but they are not sold separately, they say, buy the ball assembly, and why change it if you just installed it? . Tell me the number, I will be grateful Asking price: 0 ₽ Mileage: 0 km

Have a nice experience everyone! There was a case where I ordered eyelashes for headlights on the website S-TURBO.BY... I received something like this: the eyebrows were cut clumsily with scissors, well, finally they don’t match 35 rubles I gave away complete porn The goods were not taken away and the money was not returned. I noticed BarS5455's eyelashes a long time ago: cool! Yes? The eyelashes are made by the same master who did my splitter. I had a lot of waiting time and eyelashes, the meeting was at the drift: Thank you, friend! they are the ones that need to be cleaned with putty, the fittings are executed to the level

Although I have it disabled, as they say, the speed sensor came 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 (which means it was broken), and also re-soldered all the connectors in accordance with the capacity rating. P.S. in Brest it costs $30 Issue price: $2