Cleaning
1 Remove all external components and electrical switches/sensors from the block.

2 On aluminium block engines with wet liners, remove the liners as described in paragraph 11.

3 Scrape all traces of gasket from the cylinder block/crankcase, and from the main bearing ladder (where fitted), taking care not to damage the gasket/sealing surfaces.

4 Remove all oil gallery plugs (where fitted).

The plugs are usually very tight - they may have to be drilled out, and the holes retapped.

Use new plugs when the engine is reassembled.

5 If any of the castings are extremely dirty, all should be steam-cleaned.

6 After the castings are returned, clean all oil holes and oil galleries one more time. Flush all internal passages with warm water until the water runs clear. Dry thoroughly, and apply a light film of oil to all mating surfaces, to prevent rusting. On cast-iron block engines, also oil the cylinder bores. If you have access to compressed air, use it to speed up the drying process, and to blow out all the oil holes and galleries.

Warning: Wear eye protection when using compressed air!

7 If the castings are not very dirty, you can do an adequate cleaning job with hot (as hot as you can stand!), soapy water and a stiff brush.

Take plenty of time, and do a thorough job.

Regardless of the cleaning method used, be sure to clean all oil holes and galleries very thoroughly, and to dry all components well.

On cast-iron block engines, protect the cylinder bores as described above, to prevent rusting.

8 All threaded holes must be clean, to ensure accurate torque readings during reassembly.

To clean the threads, run the correct-size tap into each of the holes to remove rust, corrosion, thread sealant or sludge, and to restore damaged threads (see illustration).

9.8 Cleaning a cylinder block threaded hole using a suitable tap

If possible, use compressed air to clear the holes of debris produced by this operation.

Warning: Wear eye protection when cleaning out these holes in this way!

9 Apply suitable sealant to the new oil gallery plugs, and insert them into the holes in the block. Tighten them securely.

10 If the engine is not going to be reassembled right away, cover it with a large plastic bag to keep it clean; protect all mating surfaces and the cylinder bores as described above, to prevent rusting.

Inspection (aluminium cylinder block with wet liners)
11 Remove the liner clamps (where used), then use a hard wood drift to tap out each liner from the inside of the cylinder block.

When all the liners are released, tip the cylinder block/crankcase on its side and remove each liner from the top of the block.

As each liner is removed, stick masking tape on its left-hand (transmission side) face, and write the cylinder number on the tape. No 1 cylinder is at the transmission (flywheel/ driveplate) end of the engine. Remove the paper base seal or O-ring from the base of each liner, and discard (see illustration).

9.11 Cylinder liner with paper base seal

12 Check each cylinder liner for scuffing and scoring. Check for signs of a wear ridge at the top of the liner, indicating that the bore is excessively worn.

13 If the necessary measuring equipment is available, measure the bore diameter of each cylinder liner at the top (just under the wear ridge), centre, and bottom of the cylinder bore, parallel to the crankshaft axis.

14 Next, measure the bore diameter at the same three locations, at right-angles to the crankshaft axis.

15 Repeat the procedure for the remaining cylinder liners.

16 If the liner wear is excessive at any point, or if the cylinder liner walls are badly scored or scuffed, then renewal of the relevant liner assembly will be necessary. If there is any doubt about the condition of the cylinder bores, seek the advice of a Peugeot dealer or engine reconditioning specialist.

17 If renewal is necessary, new liners, complete with pistons and piston rings, can be purchased from a Peugeot dealer. Note that it is not possible to buy liners individually - they are supplied only as a matched assembly complete with piston and rings.

18 To allow for manufacturing tolerances, pistons and liners are separated into three size groups. The size group of each piston is indicated by a letter (A, B or C) stamped onto its crown, and the size group of each liner is indicated by a series of 1 to 3 notches on the upper lip of the liner (see illustration);

9.18 Cylinder liner size group marking

a single notch for group A, two notches for group B, and three notches for group C (on some engines the actual letters A, B, C may also appear on the liners instead of the notches).

Ensure that each piston and its respective liner are both of the same size group. It is permissible to have different size group piston and liner assemblies fitted to the same engine, but never fit a piston of one size group to a liner in a different group.

19 Prior to installing the liners it is necessary to check the liner protrusion above the top of the cylinder block as follows.

XV, XW and XY series engines with paper type base seals
20 If the cylinder liners had paper type base seals, the liner protrusion must be measured and seals of the correct thickness selected.

21 Paper base seals are available in four different thicknesses:
Blue 0.087 mm
White 0.102 mm
Red 1.122 mm
Yellow 0.147 mm
22 The correct protrusion for each liner above the surface of the cylinder block is given in the Specifications and it is preferable to aim for the greater protrusion when selecting new seals.

23 Fit the liners without the seals into their original locations. If new liners are being fitted, they of course can be fitted in any order.

24 Using a dial indicator or feeler blades and a straight-edge, measure the protrusion of each liner above the top of the cylinder block (see illustration).

9.24 Measuring cylinder liner protrusion

25 It is now a simple matter to select a paper base seal which, when its thickness is added to the recorded protrusion will equal the specified protrusion.

26 Make sure that the difference in protrusion between adjacent liners does not exceed 0.04 mm. If it does, reduce the seal thickness on the greater protruding liner.

27 If new liners are being fitted, the protrusion differences can be eliminated by changing the position of the liner in the block or by twisting it on its base.

28 Prior to installing the liners, thoroughly clean the liner mating surfaces in the cylinder block, and use fine abrasive paper to polish away any burrs or sharp edges which might damage the liner base seals. Clean the liners and wipe dry, then fit the selected paper seals to the base of each liner so that their tabs are diametrically opposite to the liner rim marks.

To aid installation, apply a smear of oil to the base of the liner.

29 Insert each liner into its correct location in the block then, using a hammer and a block of wood, tap each liner lightly but fully onto its locating shoulder. Wipe clean, then lightly oil, all exposed liner surfaces, to prevent rusting.

XV, XW and XY series engines with O-ring type seals
30 If the original liners are being refitted then the projection should be correct once new O-ring seals have been fitted.

31 If new liners are being fitted, then measure the protrusion of each liner without its seal as described in paragraph 24 and compare the figures obtained with those given in the Specifications.

32 If the difference between adjacent liners exceeds 0.05 mm, rotate the liners through half a turn or interchange the liner position in the block.

33 Prior to installing the liners, thoroughly clean the liner mating surfaces in the cylinder block, and use fine abrasive paper to polish away any burrs or sharp edges which might damage the liner base seals. Clean the liners and wipe dry, then fit the O-ring seals to the base of each liner. To aid installation, apply a smear of oil to the base of the liner.

34 Insert each liner into its correct location in the block then, using a hammer and a block of wood, tap each liner lightly but fully onto its locating shoulder. Wipe clean, then lightly oil, all exposed liner surfaces, to prevent rusting.

XU and TU series engines 35 Prior to installing the liners, thoroughly clean the liner mating surfaces in the cylinder block, and use fine abrasive paper to polish away any burrs or sharp edges which might damage the liner base seals. Clean the liners and wipe dry, then fit a new O-ring to the base of each liner. To aid installation, apply a smear of oil to each O-ring and to the base of the liner.

36 If the original liners are being refitted, use the marks made on removal to ensure that each is refitted the correct way round, and is inserted into its original bore. Insert each liner into the cylinder block, taking care not to damage the O-ring, and press it home as far as possible by hand (see illustration).

9.36 Fitting a liner to the cylinder block

Using a hammer and a block of wood, tap each liner lightly but fully onto its locating shoulder.

Wipe clean, then lightly oil, all exposed liner surfaces, to prevent rusting.

37 With all four liners correctly installed, use a dial gauge (or a straight-edge and feeler blade) to check that the protrusion of each liner above the upper surface of the cylinder block is within the limits given in the Specifications. The maximum difference between any two liners must not be exceeded. Note that the liner protrusion figures are different for later XU series engines.

38 If new liners are being fitted, it is permissible to interchange them to bring the difference in protrusion within limits.

Remember to keep each piston with its respective liner.

39 If liner protrusion cannot be brought within limits, seek the advice of a Peugeot dealer or engine reconditioning specialist before proceeding with the engine rebuild.

Inspection (cast-iron cylinder block)
40 Visually check the castings for cracks and corrosion. Look for stripped threads in the threaded holes. If there has been any history of internal water leakage, it may be worthwhile having an engine overhaul specialist check the cylinder block/crankcase with special equipment. If defects are found, have them repaired if possible, or renew the assembly.

41 Check each cylinder bore for scuffing and scoring. Check for signs of a wear ridge at the top of the cylinder, indicating that the bore is excessively worn.

42 If the necessary measuring equipment is available, measure the bore diameter of each cylinder liner at the top (just under the wear ridge), centre, and bottom of the cylinder bore, parallel to the crankshaft axis.

43 Next, measure the bore diameter at the same three locations, at right-angles to the crankshaft axis. As no tolerance figures are actually stated by Peugeot, if there is any doubt about the condition of the cylinder bores, seek the advice of a Peugeot dealer or suitable engine reconditioning specialist.

44 At the time of writing, it was not clear whether oversize pistons were available for all models. Consult your Peugeot dealer for the latest information on piston availability. If oversize pistons are available, then it may be possible to have the cylinder bores rebored and fit the oversize pistons. If oversize pistons are not available, and the bores are worn, renewal of the block seems to be the only option.