Info on early Hdi engines

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Toby_HDi
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Post by Toby_HDi »

RichardW wrote:Xantia HDi 110 uses a ML5 box with Hyd clutch, but no DMF....I was led to believe that the 406 110 HDi always had a DMF :?
Earlier 406s used the ML5T, then from around 2002 (i'm not certain exactly when) they switched to ML5C. Reverse is in a different place and thats about as much as I know of the differences between them. It does seem that all 406 HDi 110 had a DMF.
Toby


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2001 S2 Xantia HDi 110 SX
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1999 Peugeot 406 2.0 16v Estate
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Post by Citroenmad »

Come on people, i thought everyone knew what FTW means! :lol:
Toby_HDi wrote:
RichardW wrote:Xantia HDi 110 uses a ML5 box with Hyd clutch, but no DMF....I was led to believe that the 406 110 HDi always had a DMF :?
Earlier 406s used the ML5T, then from around 2002 (i'm not certain exactly when) they switched to ML5C. Reverse is in a different place and thats about as much as I know of the differences between them. It does seem that all 406 HDi 110 had a DMF.


Well, this is an interesting one, this was the case with early C5s, they had the gearbox with reverse being behind 5th, as the Xantias is. From early 2002 the gearbox was changed (it has been mentioned its a stronger box, i dont know) to have reverse next to first with a lift up collar on the gear gaiter.

Though when looking at 406s myself i dont remember any fitted with the later type C5 gearbox. I might well not have noticed though.

There is a pretty good 406 forum, maybe that is the place to find the answers about the DMF.
Chris
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Post by Toby_HDi »

Citroenmad wrote:Come on people, i thought everyone knew what FTW means! :lol:
Toby_HDi wrote:
RichardW wrote:Xantia HDi 110 uses a ML5 box with Hyd clutch, but no DMF....I was led to believe that the 406 110 HDi always had a DMF :?
Earlier 406s used the ML5T, then from around 2002 (i'm not certain exactly when) they switched to ML5C. Reverse is in a different place and thats about as much as I know of the differences between them. It does seem that all 406 HDi 110 had a DMF.


Well, this is an interesting one, this was the case with early C5s, they had the gearbox with reverse being behind 5th, as the Xantias is. From early 2002 the gearbox was changed (it has been mentioned its a stronger box, i dont know) to have reverse next to first with a lift up collar on the gear gaiter.

Though when looking at 406s myself i dont remember any fitted with the later type C5 gearbox. I might well not have noticed though.

There is a pretty good 406 forum, maybe that is the place to find the answers about the DMF.
Indeed. It was the case with the Coupé too. My brother's astronomical mileage 2002 HDi estate also has the ML5C - confirmed using the VIN in ServiceBox. My Coupé has the ML5T so somewhere between build code 8866 (mine) and 9475 (brother's) the change occurred.
Toby


Previous:
2004 Peugeot 407 HDi 138 SE Luxury Pack
2001 S2 Xantia HDi 110 SX
2001 Peugeot 406 V6 Coupé
1998 S2 Xantia Activa
2000 S2 Xantia HDi 110 SX
1999 Peugeot 406 2.0 16v Estate
dieselnutjob
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Post by dieselnutjob »

RichardW wrote:Xantia HDi 110 uses a ML5 box with Hyd clutch, but no DMF....I was led to believe that the 406 110 HDi always had a DMF :?
I wish I had known that three years ago when the DMF went on my 806. In those days there was no Valeo conversion kit so another DMF went in that lasted only 2 years :roll: If I had known I would have looked into putting a Xantia flywheel and clutch in instead.
KP wrote:IIRC the injectors are a nightmare to get out on th 16v models are they not??

Yes they can be.
The only 16v diesel 406 is the 2.2 which comes with 16 valves and a particulate filter.

The 2.2 seems to be a lot more prone to snapping cambelts, and when it happens it bends valves. This means that the head has to come off. This means that the inlet manifold has to come off (to get to the head bolts). This means the injectors have to come out (they go through the inlet manifold). The injectors are much longer than the 8 valve ones and do seem more prone to sticking.

The 8v on the other hand seems less prone to breaking belts and when they do break it's normally only rocker arms that need changing and the head doesn't have to come off for that.

I have seem a few 2.2 16V engine break belts at under 50,000 miles whilst the 2.0 8V seems to do at least 100,000 miles before they break. I'm not sure what the problem is because the design of the cambelt is very similar. Anyone know?
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Post by Citroenmad »

I have heard of the 2.2s requiring replacement heads as the injectors get stuck in and cannot be removed.

Ive seen a 2.0 8v with a snapped cambelt at 70K miles. Not worth risking it, i got mine done at 75K.

I was just looking on ebay for clutch conversions from the DMF to a solid clutch, the kit ranges from £250 upwards.

In the listing they say avoid starter motor failure due to dust. I didnt realise the DMF would effect the starter?
Chris
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Post by dieselnutjob »

Citroenmad wrote:In the listing they say avoid starter motor failure due to dust. I didnt realise the DMF would effect the starter?
That happens with Ford Focuses. Not heard of it with a PugCit.
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Re: Info on early Hdi engines

Post by iana »

hdi 2001 model 406 110,registered july so y reg executive estate now on 269,000 miles,oil changes,cambelts occasionally.......... never failed once,best car i have ever had ian
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Re: Info on early Hdi engines

Post by Peter.N. »

My, this is an old thread! I have been running the 110 Hdi for nearly three years now and am delighted with them, the 406 has been faultless but I have had to fit a HP diesel pump to the C5. I am in the process of fitting new radius arm bearings to it now - but that's not the engines fault. Thank you to everyone for the information you supplied.

Peter
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Re: Info on early Hdi engines

Post by patrickgledhill »

Haha it is pretty old! This has been quite a good read Peter and very reassuring! I too have the 110 hdi a 2000 model 406 had it for nearly 3 years and its been the best car. yes i have had to fix the odd little thing here and there but nothing major. just had the aircon fixed and recently replaced and diesel pressure sensor off the rail, they were probably the most costly repairs, ohh and ive done the intank pump of course. Its not far from the 250 000 km mark and that pretty good for NZ cars! Ive got the lexia and pp2000 which has been a bit of fun, added the trip computer, another little extra that takes my eyes off the road... Its getting great mielage in and out of town and very rarely do I have to go to the fuel station especially after filling the 70l tank!

Patrick
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