Ah Gwest, a welcoming voice in the wilderness.....tks for the support. Getting frustrated at this stage and want to bring this saga to closure.....my plan was to inspect the mechanical part of this VVL system , if no defects pursue the possibilities that this is actually a software issue ( on two ECU`s ? ..unlikely ) by talking to the ECU man, try and get to talk to an experienced mechanic at the local peugeot dealer ( Have been developing a relationship with the parts guy ! ) If nothing conclusive from these feelers.........replace the engine..The car is too good to scrap and I`ve spent too much on it already. Maybe replace it with a 1.6Vti, give it that little umph the 1.4 Vti lacks ....it will have to be a low mileage good condition good history engine.....good luck with that.
Anyway.....got stuck in, going for broke , half expected to find problems that will scrap the engine anyway, dismantled the VVL system without releasing the springs...that was interesting, wouldn`t recommend it ......managed it without breaking anything and everything looks to be in good condition, no damage or even unusual wear. The only bad thing I`ve seen is the inlet cam bearings look a little ridged , oil starvation at some time maybe , but ok to put back together. Everything else is smooth and in good condition. I left the VVL shaft in position...would be a big deal to remove it but its very free in its collared bearing sleeves. I will need some kind of tool to refit it all together managing the spring tension and would be very interested in the pics of your tool and will look up those videos you recommended......so... no nearer a solution but working through the only remaining options. Thanks for the support......there is very little info on this VVL system out there......with 9 million 207`s loads of 308`s etc out there , a lot with the Vti engine you would think there would be some expert info avail. It looks like the market walks away from these engines once they start giving trouble. I suspect its only the well minded ones with regular oil changes survive. Loads of 308`s of 2008 vintage still plugging around with the reliable 1.6 HDI engine........keep you posted on progress............regards.....Dannyboy.
308 1.4 Vti variable valve lift issues.
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gwest
- (Donor 2020)
- Posts: 156
- Joined: 27 Apr 2020, 08:07
- x 20
Re: 308 1.4 Vti variable valve lift issues.
Dannyboy, I'm impressed that you found all the bits and haven't suffered permanent injury! I basically followed the method used in Pete Ledwidge's video but made up a lever like the Russians use. I have one reservation about my tools however and that is they were designed for use on the removed cylinder head. The way PSA tuck the inlet side close to the bulkhead may present problems doing it in situ although you may be able to angle the lever handle to allow for this?
The prong tool is needed to place the end of the spring arm in the correct place on the rocker arm. If you need to do this when you have bolted the spring down it requires considerable force. It's easier to place it when you have taken up about half the tension. Note that the holes in the brass spacer are incidental.
The prong tool is needed to place the end of the spring arm in the correct place on the rocker arm. If you need to do this when you have bolted the spring down it requires considerable force. It's easier to place it when you have taken up about half the tension. Note that the holes in the brass spacer are incidental.
- my own photo
- my own photo
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Dannyboy
- Posts: 62
- Joined: 10 Jul 2010, 17:24
Re: 308 1.4 Vti variable valve lift issues.
Hi Gwest, I expected to need to copy your tooling but there have been developments. I ordered a few parts, camshaft bolt, throttle body and camshaft end seals for reassembly. I fitted the VVL shaft /camshaft bearing / spring mount blocks loosely keeping those blocks and the camshaft bearing caps all as per removed and fitted the camshaft with plenty of fresh oil on the bearings, nipped it up and it turned smoothly. Tightened them up ( cam blocks first ) and then tightened the main blocks and the cam tightened up. It won`t turn freely by hand ( unconnected to anything ) . I had seen the Inlet cam bearing surfaces were quite scored. VVL shaft is nice and free to turn . I pulled off an exhaust cam bearing cap and the those cam bearings are scored also. That`s still connected to the valves etc so I wont be able to turn that anyway. I think its end game with this engine. Its probably been run low on oil and the top end has run dry at some stage. Don`t really see how that would give valve lift codes but I don`t think its worth spending any more time on it .It was a fairly heavy oil user also. . Getting a good 1.4 ( or 1.6 Vti ) engine won`t be easy . They are whipped up quickly from any scrapped ( for now obvious reasons ) cars. I believe the 1.6Vti and 1.4Vti ECU`s are the same which means ( possibly ) a 1.6VTI will drop right in . 1.4Vti is a little guttless anyway. Anyone out there got any info on that ? Might start a new thread.....nobody will get to the end of this thread ( Except you Gwest ) Anyway...now I know what I have to do ......keep you posted.
Tks for all the support .........Dannyboy.
Tks for all the support .........Dannyboy.
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gwest
- (Donor 2020)
- Posts: 156
- Joined: 27 Apr 2020, 08:07
- x 20
Re: 308 1.4 Vti variable valve lift issues.
Dannyboy, I recently came to grief with a replacement engine for my 2013 BMW 118i with the 1.6lt N13 Prince engine. When I bought the car the engine had been terminally over-heated. My 2nd hand engine with supposedly 65k km came from a wrecker, but it was so heavily coked that I decided to remove the head to clean the valves and replace the valve seals. Fortunately, the head was flat and the hardness was over 100 Brinell. Also the camshaft and eccentric cam journals and bearing caps were in good condition. When I was reassembling the intake camshaft I had it completely torqued down but the variable lift springs loose so there was no resistance from the valves. I could turn the inlet camshaft easily by hand.
I think what this means is that to diagnose an intake/variable lift problem it would be efficient to slacken the inlet cam sprocket and, with the aid of a special restraining tool, remove the variable lift spring retaining bolts and then see if the inlet camshaft and eccentric camshaft move easily.
When I can make room in my garage I will revisit the cooked engine and test this method. It had a 0.012 "warp in the head and a hardness in the 60-70s so you would think that the camshafts would be under a bit of stress. Admittedly, not the journal-wear induced problem that you encountered and which all high-mileage engines will eventually suffer.
I also discovered something about the oil-rings on these engines that I was not aware of- they are an unusual one-piece design with a coil spring insert to keep them compressed. They have a diameter greater than the bore so there is no end gap, which contradicts the usual specifications given for these engines.
I think what this means is that to diagnose an intake/variable lift problem it would be efficient to slacken the inlet cam sprocket and, with the aid of a special restraining tool, remove the variable lift spring retaining bolts and then see if the inlet camshaft and eccentric camshaft move easily.
When I can make room in my garage I will revisit the cooked engine and test this method. It had a 0.012 "warp in the head and a hardness in the 60-70s so you would think that the camshafts would be under a bit of stress. Admittedly, not the journal-wear induced problem that you encountered and which all high-mileage engines will eventually suffer.
I also discovered something about the oil-rings on these engines that I was not aware of- they are an unusual one-piece design with a coil spring insert to keep them compressed. They have a diameter greater than the bore so there is no end gap, which contradicts the usual specifications given for these engines.
- my own photo