Re: Re: PLEAD TO TD OWNERS!
From: Midvally (midvally@shaw.ca)
Date: Tue 12 Feb 2002 - 19:47:36 EST
I vote for the D on the end, we Diesel owners are used to it by now! Thanks
for the general reminder of where the smoke is coming from on our diesels.
If I may add one more to the hit list: check for excessive slack in the
timing chain. A loose chain slapping around will cause the pump timing to
change slightly depending on acceleration/ deceleration and will 'float' at
cruising speed, much like the dead spot in the steering on those dreadful
vehicles without rack and pinion steering. The timing chain tension is
fairly easily adjusted but involves a bit of work. This is a golden
opportunity to replace the front crankshaft seal and attend to those awful
leaks from the timing chain cover by replacing the gasket and free up all
those balky bolts on the idler pulleys. Good time to replace any belts that
are suspect as well, especially that innermost one. Don't attempt the chain
adjustment without at least referring to the procedure outlined in the
workshop manual. The chain tensioner can be tricky plus you want to rotate
the eccentric idler pulley to take as much slack out of the chain as
possible. If you can't take all the slack out of the chain, replace it.
Any adjustments you make to the pump will be compromised by a slack chain
anyway.
Another item too often ignored is a clogged fuel filter and failure to bleed
excess air from the system, both of which will create horrible performance.
At very low temperatures, fuel will deposit wax in the filter and stop you
cold.
I vote for valve adjustment as one of the all-time best outcomes for the
minimum cost and work input, I have seen loose pumps from time time and a
bad gasket on the exhaust manifold came up recently as a good quick fix on a
TD.
Over the last week I have been helping the legendary John Coltman assess a
recent 504 Diesel purchase $200 (Canadian) '78 with 106,000 KM (66,000 mi)
It took a little coaxing but started after being dead for 4 years, Ignition
switch was ripped out, body is relatively rust free, rocker panels are
totally intact, 4 sp trans is like new, power steering as tight as it came
out of the box, minor tears on the drivers vinyl seat. All but one side
marker lights were working. John is going to be transplanting a gas engine
in this car and I will be having the diesel. It was a good opportunity to
assess the car on the road prior to removing the engine, for me knowing that
the engine was as good as they come for and XD2, for John a complete
assessment of all the stuff he is going to keep besides the diesel.
Ironically, I believe this is the car I put a new head on about 10 years ago
when the owner put a hole in the radiator trying to pop the hood with a
screw driver and ran it out of coolant. Still has the patch on the rad
(looks like my work!)
Dan
--- Original Message -----
From: "jsgrubbs2001" <jsgrubbs@hotmail.com>
To: <peugeot-L@yahoogroups.com>
Sent: Sunday, February 10, 2002 9:24 PM
Subject: Re: PLEAD TO TD OWNERS!
> In response to Bill's post, here are some ideas that TD owners should
> consider if they are concerned about excessive smoke.
>
> A Peugeot diesel should be virtually smoke free unless there is a
> problem.
>
> Diesels are very sensitive to pump timing--the slightest error will
> result in smoke at low RPM or high RPM depending on whether the
> timing is advanced or retarded. These puppies aren't like an old
> gasoline engine, advanced timing will yield a very small increase in
> power--once you pass 1.5 degrees or so, major problems will arise.
>
> A defective EGR valve will result in smoke. Mine wasn't closing all
> the way due to carbon buildup (and whatever else that occurs over 20
> years) on the pintle and seat.
>
> Injectors wear out over time--some of these older cars may need a new
> round... make sure they're balanced.
>
> Valve adjustment is super critical, as it is with all Peugeot
> engines. Diesels are even more sensitive because the injection pump
> doesn't know the quantity of air that is reaching the cylinders--a
> good valve adjustment maintains maximum possible valve lift and
> duration.
>
> Any leaks between the turbocharger and intake manifold are bad. Make
> sure that stuff is all sealed up.
>
> Dirty air filters are a major cause of smoke. Those oil bath filters
> require even more attention if they have been infrequently serviced.
>
> Cars with the "super" EGR system ('84 California, '85-'87 all), make
> sure the plumbing from the air flow meter to the turbo inlet is leak
> free. Also make sure the solex valve operates normally--should be
> totally open at idle and full load. Make sure all the wiring is
> good... check the altitude sensor, the injection duration sensor,
> *everything*.
>
> Boost pressure--make sure the car is running at maximum specified
> boost, I'd bet money that a good portion out there AREN'T. Gas Turbos
> are really bad for this, and I have found that the TDs suffer the
> same--the spring in the wastegate actuator get weak from heat-cycling
> over the years and begins to open the wastegate too early. XD2S
> should be 600 mBar (8.7 psi), XD3T should be 800 mBar (11.6 psi).
> There is a tolerance of +/- 20 mBar I believe (0.3 psi).
>
> Look over the injection carefully and make sure it hasn't been
> tampered with--there should be a tamper seal on the maximum throttle
> stop, etc.
>
> The Bosch VE pumps incorporate a fuel shutoff on deceleration mode.
> In order for it to work correctly, check the idle speed and adjust it
> to spec (around 830 I think).
>
> Cars with cold engine timing advance "kit system" (sorry, been around
> Gran Tourismo 3 too long)--check this mechanism over carefully and
> make sure it operates only when it's supposed to.
>
> -Joe G
>
>
>
>
>
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