New EP6 engine. Why does the EP6 engines work well. The list of modifications of the DVS

The French manufacturer of Peugeot-Citroen in 2005 required an engine for an assembly robotic conveyor. Together with the BMW concern, a new EP series was designed, starting with an EP6 atmospheric motor with a volume of 1.6 liters.

Initially, all unique developments that existed at that time were used in the engine. To ensure the volume of exit from the conveyor of 2500 μs daily, the manufacturer uses an industrial production method. Part of the details of the Franciase de Mechanique assembly workshop receives from the BMW Group in the UK, the other is manufactured in PSA in Doverin. Thanks to this, the leadership of the concern releases 2 motor every minute every day.

Technical characteristics of EP6 1.6 l / 120 liters. from.

The main differences between the EP Motors Family:

• the connecting rod is made by a two-way forging;
• balancing crankshaft without counterweight;
• cooling shirt covered inside the cylinder blocks;
• GBC is cast without a form on special technology.

The new version of the EP6 inside this family was required for a number of reasons:

• competitors have powerful DVS with improved characteristics;
• the PSA manufacturer has a need for a universal force actuator for minivans and crossovers, full-sized sedans;
• the needs of drivers of sports and active ride, the difficult operating conditions of the Russian Federation and Eastern Europe were taken into account;
• cars received newest automatic transmission type EGS6 and AT6;
• environmental standards rose to Euro-5.

The basic engine scheme is still corresponding to a row four with a distributed injection, upper camshafts for 16 valves according to the DOHC scheme. To adjust the gas distribution phases, the VTI mechanism was used - the German analogue of Japanese VVTI systems (Toyota) and VTEC (Honda).

This made it possible to increase the capacity and the injectivity from the average revolutions. Moreover, for the turbo version of the EP6DT motor, a new twin-scroll turbocharger was developed, the feature of which was the lack of turboyami effect on low revs.

The most important specifications EP6 collected in the bottom table:

Manufacturer	PSA.
Mark DVS	EP6.
Years of production	2007 – …
Volume	1598 cm 3 (1.6 liters)
Power	88 kW (120 l. P.)
Torque moment	160 nm (at 4200 rpm)
Weight	117 kg
Compression ratio	11,1
Food	injector
Motor Type	in line gasoline
Ignition	microprocessor, individual coils with electronic block
Number of cylinders	4
The location of the first cylinder	Twue
Number of valves on each cylinder	4
Material GBC.	aluminum alloy
Intake manifold	durally
	cast iron
Camshaft	cast iron, casting
Cylinder block material	aluminium alloy
Diameter of the cylinder	77 mm
Pistons	original
Crankshaft	steel wrought
Piston move	85.8 mm
Fuel	AI-95/98
Ecology standards	Euro-4.
Fuel consumption	route - 5.3 l / 100 km mixed cycle 6.6 l / 100 km city - 8.9 l / 100 km with automatic transmission 20% more
Oil consumption	0.2 l / 1000 km
What oil pour into a viscosity engine	5W30, 5W40, 0W30, 0W40
Which oil is better for the engine by manufacturer	—
EP6 oil in composition	synthetic, semi-synthetic
Motor oil volume	4.2 L.
Working temperature	95 °
RF resource	claimed 200000 km real 250000 km
Adjustment of valves	hydrocompensators
Cooling system	forced, antifreeze
Volume of oh	6.2 L.
water pump	with plastic impeller 9801573380
Candles on EP6.	90223 NGK, VXUH22 DENSO, 0242129512 BOSCH, 5960.L0 PSA
Candle clearance	1.1 mm
	Original V861831880 SWAG or FEBI, Analog TCH 1039 Dayco
The order of the cylinders	1-3-4-2
Air filter	MD-8498 Alco
Oil filter	1109 CK with check valve
Flywheel	cast iron with steel crown and gear header
Fastening bolts flywheel	M12x1.25 mm, Length 26 mm
Valve stem seals	manufacturer goetze
Compression	from 12 bar, in adjacent cylinders The difference is not more than 1 bar
Turnover XX	750 - 800 min -1
Thinking force threaded connections	candle - 23 nm flywheel - 8 nm, 30 nm + 90 ° clutch bolt - 19 - 30 nm bearing cover - 30 nm + 150 ° (indigenous) and 50 nm + 130 ° (connecting rod) cylinder head - three stages of 20 nm, 10 nm + 90 °

Step-by-step actions and repair contains a manual, however, for some works, special devices are needed and a professional instrument. For example, not in any service will be able to replace the timing chain, just because of the lack of a tool, which is a common french car.

Design features

The atmospheric highly resource EP6 engine has the following constructive features:

• adjustment of the TRP phases with the VTI mechanism due to changes in the lifting of the valves in the range of 0.2 - 9.5 mm and the phase shift over time;
• integrated in the cylinder block of the cooling shirt assembly;
• gDG mechanism according to the DOHC scheme to enhance the characteristics;
• lowering the weight of the crankshaft, the new technology of manufacturing rods (double-sided forging) and the CCC (casting without a form);
• advanced hinged equipment - Pomp and oil pump with adjustable performance reduce fuel consumption and increase power, provide high-quality and timely lubrication and circulation of coolant;
• adaptation under the manual transmission with 5 steps BE4 / 5N and 4 Range automatic adaptive Tiptronic System Porsche Al4, 6 speed MSM / V and automatic 6 range AISIN AT6 from Porsche.

The manufacturer recommends this engine for complex operating conditions, that is, harsh climate, gasoline and low-quality oil of the Russian Federation. For French motors, overhaul does it most often impossible because even in specialized Services There are no necessary devices and special tools.

The cooling and lubrication system is independently served. Even having a description of the timing chain replacement, independently perform operations is very difficult, as the pullers and the complex adjustment of the phase distribution will be needed.

The list of modifications of the DVS

In addition to the basic atmospheric version of EP6, there is a turbo modification of the EP6DT motor or with the characteristics:

• 1598 cm 3 (1.6 liters) volume;
• 150 liters with. / 110 kW power in the upper range of speed 5800 min -1;
• 240 Nm of torque on small revolutions 1400 min -1;
• the degree of compression 10.5 at a pressure of 0.8 bar.

The main difference was the direct (immediate) Direct Inject injection. It provides the proportions of air and gasoline 30/1 instead of 15/1 of the usual multipoint injection. The loads on the SPG and cylinders are reduced, the fuel consumption is excluded detonation, the exhaust calculation due to complete combustion.

The phase inspector here is one - only on the inlet camshaft, the phase width and the lifting height are not adjustable. The hydraulic assembly is controlled, the throttle integrated in the intake manifold is responsible.

For cooling the compressor, special attachments are used - intercooler. Twin-scroll turbocharger is equipped with two snail, which reduces the turboyam effect on small revolutions. For the compressor, an individual cooling system is mounted, controlled by an individual processor, so after turning off the motor, this system remains operational for 10 minutes. There is a second designation of the turbo engine - 1.6 TRN.

Pros and cons

The above innovations in the DVS design is the benefits of the default. However, even complying with the Regulations, using high quality lubricant and fuel with high octane numberHow recommended by the manufacturer of engines, users have revealed many drawbacks during operation:

• the timing chain is single-row, it is quickly stretched, you need to change often, after 40 - 50 thousand runs;
• the camshaft gears wear out approximately after 30000 km, as the return spring inside them is too soft;
• the nozzle is located in the center, the fuel torch does not fall on the valves, the nagar is formed much faster than in the vortex chambers, the knock is often confused with the production of hydrocomathers;
• after 2011, the bed camshafts became polymeric, wear out very quickly.

In other words, adding complex mechanisms for adjusting the phases of gas distribution, the manufacturer, on the one hand, has improved the characteristics, on the other, it reduced the reliability of the system, increased the cost of repair and maintenance.

The undoubted advantages of the motor are:

• the head of the cylinder block is mounted through a metal-sinking gasket, the leaks are impossible;
• an increase in operational parameters is made;
• mechanical forcing added torque in the middle range;
• reduced gasoline and oil consumption.

And overhaul, and the upgrades of the power drive can be performed by their own, guaranteed to add to 50 liters. from. Power.

List of car models in which installed

And the atmospheric Motor EP6 of the PSA manufacturer, and its turbo modification was used to complete the limited amount of the car, despite the improved characteristics of the engine:

• Peugeot 207 is a two-door convertible, three-door hatchback and a five-door wagon;
• Peugeot 308 - a two-door coupe, a three-door hatchback, a four-door sedan and a five-door wagon;
• Peugeot Rcz is a compact sports car;
• Peugeot 3008 - Compact Crossover;
• PEUGEOT 5008 - compact;
• Citroen C4 - 3 - 5 Door Hatchback and 4 Door Sedan;
• Citroen DS3 - three-door hatchback;
• Mini Cooper. - a small station wagon.

The MINI automaker is currently a subsidiary of the BMW concern.

Rules of maintenance EP6 1.6 l / 120 liters. from.

Since the DVS device is significantly different from the previous series of Peugeot / Citroen power drives, the EP6 engine should be maintained by individual graphics:

• the claimed resource of the timing chain is 150000 km, the real three times less, it is recommended to replace after 50000 mileage;
• motor oil participates in the operation of hydrocomathers of thermal valve gaps, so you need to use high quality lubricant, change it every 7.5 thousand km (turbo) or 10 thousand km (atmospheric EP6);
• filters must be changed annually (air) and 40000 km (fuel);
• as a coolant, an antifreeze is used exclusively here, which loses properties after 30000 km of run;
• carter ventilation check every 20 thousand km, cleaned as needed;
• candles should be changed annually either at the turn of 20,000 km;
• the use of the battery is determined by the manufacturer depending on its design, recharging in the winter may increase it significantly;
• the graduation collector may turn around 40 - 60 thousand km depending on the style of driving.

All specified activities, with the exception of replacing the timing chain available for independent execution.

Overview of faults and ways to repair

In the process of many years of operation, the EP6 engine revealed the following faults characteristic solely for its design:

Open the timing chain or retelling its links leads to the fact that the piston rotes the valve of the motor. In the graph, the factory guarantees is indicated by the oil change period of 20,000 km. In practice, this is clearly not enough, so it should be replaced by a minimum twice as much on atmospheric engine and after 7.5 thousand on the turbocharged version of the engine.

Motor tuning options

The EP6 atmospheric motor can be forced by the only way:

• dismantling of the first lambda probe;
• "Fooling" instead of a second oxygen sensor.

Such tuning is considered to be flashing, that is, by changing the version of on-board computer. Adds about 15 - 20 liters. s., but reduces the motorcycle motor to Euro-2.

The Tuning of the turbocharged modification EP6DT is often used to obtain 320 nm and 200 liters. p., respectively:

• installing the exhaust THP200 with a diameter of 63 mm;
• use of the catalyst of the corresponding diameter;
• transition to gasoline AI-98;
• refracting ECU.

In addition to this, tuning can use the "evil" firmware Etyusen, Intercooler DS3 or Ibiza Cupra from the manufacturer of SEAT, silicone pipes and aluminum tubes of the intake path.

Thus, the EP6 engine refers to a new PSA power actuator family. Used selectively, has a turbocharged EP6DT modification for crossovers and minivans with automatic box Transmissions.

If you have any questions - leave them in the comments under the article. We or our visitors will gladly respond to them

Components for engines are manufactured at the PSA Peugeot Citroen plant in Duvrine (Douvrine) in the north of France. MINI COOPER and COOPER S, manufactured by the BMW Group in the UK, are completed with these engines. The final assembly of engines occurs on a fully robotic Franciase de Mechanique plant in Doverin. The main principle of the work of this plant is to create highly integrated independent production. Due to this, it became possible to quickly produce components of engines at other capacity, as well as combine the production lines of the main components - the head of the cylinder block, engine crankcase, crankshaft, connectors, etc. Such a production organization allows you to produce up to 2500 engines per day! Every 26 seconds a new, high-main and perfect engine appears.

Petrol engine EP6 (1.6 L VTI / 120 hp)

Characteristics:

• Operation: 1598 cm3
• Power: 88kW / 120 hp at 6000 rpm
• Torque: 160 nm at 4250 rpm
• Range of implementation of the maximum torque: 3900 - 4500 rpm
• Compression ratio: 11.1: 1

Engine design:

Combination options with PPC:

Features:

• The engine is installed on PEUGEOT 207, 308 cars, as well as Mini Cooper

EP6 DT gasoline engine (1.6 l TURBO / 150 hp)

Characteristics:

• Operation: 1598 cm3
• Power: 110kW / 150 hp at 5800 rpm
• Range of implementation of the maximum torque: 1400 - 4000 rpm
• Cylinder diameter / Piston stroke: 77.0 mm / 85.8 mm
• Compression ratio: 10.5: 1
• Advance pressure: 0.8 bar

Engine design:

Combination options with PPC:

• Mechanical 5-speed CAT BE4 / 5N

Features:

• The engine is installed only on Peugeot 207 GT and PEUGEOT 308
• Special adaptation for russian market (for special operating conditions)

EP6DT gasoline engine (1.6 l TURBO / 140 hp)

Characteristics:

• Operation: 1598 cm3
• Power: 103kW / 140 hp at 6000 rpm
• Torque: 240 nm at 1400 rpm
• Range of implementation of the maximum torque: 1400 - 3600 rpm
• Cylinder diameter / Piston stroke: 77.0 mm / 85.8 mm
• Compression ratio: 10.5: 1
• Advance pressure: 0.8 bar

Engine design:

Combination options with PPC:

• Automatic Adaptive 4-Range Al4 with the "Tiptronic System Porsche®" system

Features:

• The engine is specifically created and installed only on peugeot 308 C automatic transmission
• Special adaptation for the Russian market (for special operating conditions)
• Autonomous cooling system of turbocharger

I. System of changing the VTI timing phases - "Variable Valve and Timing Injection" (EP6 120 hp engines)

The VTI system is a system that is not only a time shifting, expanding or narrowing the gas distribution phase, but also a change in the position of the intake valves (in the range of 0.2 - 9.5 mm). It has a lot in common with the "branded" technology BMW called "Valvetronic®". For owners car Peugeot. 308 VTI System is a synonym for high power and torque, as well as the "smooth" engine operation, which are combined with low fuel consumption and minimal levels of toxicity. exhaust gases. EP6 engines equipped with the VTI system, in contrast to other engines, use a complex of mechanical and electronic elements in order to minimize the use for controlling the throttle, outdated and very imperfect node for regulating the supply of the working mixture entering the cylinders. In case of incomplete opening, the usual damper creates too much air flow resistance, which leads to an increase in fuel consumption and increase the toxicity of exhaust gases. However, "old" throttle valve Did not remove from the engine at all. At most modes of operation of the engine, the flap remains completely open and only in some modes "wakes up".

How it works:

In EP6 engines on Peugeot 308, the familiar chain "intake camshaft (1) - the rocker - the valve "was supplemented with an eccentric shaft (2) and an intermediate lever (3). The rotation of the eccentric shaft (2) is carried out by the electric drive. Stepper electric motorManaged by a computer, turning the eccentric shaft (2), increases or decreases the shoulder of the intermediate lever (3), setting the necessary freedom to move the rocker (4), on one side, based on the hydrophouron (5), and on the other, acting on the intake valve (6 ). The shoulder of the intermediate lever is changing (3) - the height of the valve lifting changes, from 0.2 mm to 9.5 mm (7) in accordance with the load on the engine.

What advantages provide the VTI System to the future owner:

Improving car dynamics . Using the VTI system has a beneficial effect on the dynamics of the car. After all, there are no "electronic collars" now. New engine EP6 almost instantly responds to pressing the "gas" pedal. Any "delay", characteristic of most other motors, are missing for EP6 engines. This will definitely appreciate the fans of an active ride style. It is appropriate to remember that one of the mottos Peugeot 308 - "more sport!".
The same motto is loudly heard from each line of the dynamic and power characteristics of the new car! Even atmospheric 1.6 VTI / 120 hp Already at 2000 rpm, the torque reaches 88% of its maximum value. For comparison, the "turbulevions" maximum torque develops by 1,400 rpm. The frisky start of Peugeot 308 is fully and even more .... After all, even 2.0-liter engines, installed on the predecessor, did not have such anchor!

Fuel economy. The use of the VTI system provides solid fuel savings, which, according to calculations, at idle reaches 15 - 18%, and at the most commonly used range of turns - up to 8 - 10%. In this case, the valve rises only by 0.5-2.3 mm, and air passing through this clearance, due to the larger flow rate, is fully mixed with gasoline. A mixture is formed with predetermined and optimal properties. It goes without saying that EP6 family engines meet the requirements of environmental standards not only Euro IV, but also after symbolic upgrades, even Euro V. By the way, theoretically, the engine with the VTI system must be nonrescribed to the quality of gasoline and easily "digest" even the usual 92- b gasoline. However, PEUGEOT specialists, after the research of gasoline on the Moscow gas station, recommend in Russia to use gasoline only with an octane number at no less than 95.

In general, the advantages of using the VTI system quite compensate for the potential increase in the engine cost of the increased power, increased efficiency and what caresses the soul of any driver - Drive!

II. BorgWarner Turbocharger "Twin-Scroll" (EP6DT 140 hp engines and 150 hp)

A bit of theory:
The laws of physics say that the engine power directly depends on the amount of fuel burned in one working cycle. The more fuel burns, the greater the torque and power. At the same time, oxygen contained in the air is required for combustion of fuel. Therefore, non-fuel burns in the cylinders, but the fuel and air mixture. Mixing fuel with air is needed in a certain ratio. For gasoline engines On one part of the fuel, 14-15 parts of the air relies, depending on the mode of operation, the chemical composition of fuel and many other factors. Ordinary "atmospheric" engines suck air independently due to the pressure difference in the cylinder and in the atmosphere. The dependence is obtained - the larger the volume of the cylinder, the more air, and therefore the oxygen will fall into each cycle. Is there a way to drive into the same amount more than air? The problem was solved - in 1905, Mr. Burents patented the first injection device in the world, which used the energy of exhaust gases as a propulsion, in other words, he came up with turbocharging.

Like the wind rotates the wings of the mill, and the spent gases turn the wheel with the blades called the turbine. The wheel is very small, and the blades are very much, and it is planted for one shaft with a compressor wheel. The compressor externally resembles a turbine, but performs the opposite function - pumps air like a home dryer fan. So conditionally the turbocharger can be divided into two parts - the rotor and compressor. The turbine receives rotation from exhaust gases, and the compressor connected to it, operating as a "fan", pumps additional air into the cylinders. The more exhaust gases fall into the turbine, the faster it rotates and the more additional air enters the cylinders, the higher the power. The whole design is called turbocharger (from Turbo Latin Words - Whirlwind and Compressio - Compression) or Turbocharger.

The efficiency of the turbine is highly dependent on the engine speed. On small turns, the number of exhaust gases is small, and their speed is small, so the turbine is spinning to small revolutions, and the compressor almost does not feed additional air to the cylinders. As a result of this effect, it happens that up to three thousand rpm engine "does not pull", and only then, after four to five thousand thousand minutes, "shoots". This effect is called "turboyami". Moreover, the larger the size and mass of the turbine kit / compressor (more called the "cartridge"), the longer it will be unwound, does not quarreling the gas pedal stored. For this reason, engines with very high liter power and high-pressure turbines suffer from the "turboy" first. Turbin low pressure "Turboyama" is almost no observed, however, it is impossible to achieve high power on them.
One of the solutions to the problem of "turboyama" - turbines with two "sniffers", calledT.win-S.cROLL. One of the "snails" (slightly larger) takes exhaust gases from one half of the engine cylinders, the second (slightly smaller size) - from the second half of the cylinders. Both are served gases on the same turbine, effectively spinning it, both at low and high turns.

The joint work of BMW and PSA Peugeot Citroen led to the appearance of the EP6 DT gasoline engine, with a direct injection and turbocharger BorgWarner "Twin-Scroll" in combination with the phase change system vvt timing. The EP6DT engine turbocharger has an important feature: for the first time on a turbocharger for the engine of such liter, a supercharged TWIN-SCROLL circuit with a separate exhaust manifold, feeding the exhaust gases from each pair of cylinders separately, and not from all four immediately. As a result, the Turboyama effect is completely lacking, and the efficient engine work begins with 1400 rpm.

There is another very important feature of the turbocharger of this engine - the presence of an autonomous cooling system. Controlling the turbocharger cooling circuit is carried out by a separate computer.

The process of circulating the cooling fluid in the circuit after turning off the engine can reach 10 minutes. Due to this contour, the use of so-called "turbo-timers" is not required, and the durability and reliability of the turbocharger operation increases several times.

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

The most noticeable difference in the system of direct (direct) fuel injection from the "classic" multipoint consists in the location of the nozzle. If conventional injection motors, it "looks" from the intake manifold to the valve, then in the direct (direct) injection systems, the nozzle sprayer is directly in the combustion chamber. Hence the injection name - "immediate". The mixing formation takes place directly in the cylinder and the combustion chamber (from here, by the way, the second name is "direct" injection), which avoids a huge amount of losses and optimize the combustion of fuel.

The engine with a direct (direct) gasoline injection operates on fuel-air mixture, in its composition highly different from the engine used on engines with a "classic" multipoint injection system.

This mixture at some modes of engine operation reaches the ratio of air and fuel in proportion 30 - 40/1.

For an ordinary engine, this ratio is approximately 15/1.

That is, the mixture is "super followed", which is the reason for achieving fuel efficiency, especially at the time of operation of the engine in the low load mode.

Direct (direct) fuel injection is more promoted and effective in terms of fuel combustion. It allows the engine to work on higher degrees of compression compared to engines equipped with a "classic" multipoint fuel injection system. In the "ordinary" gasoline engines it is impossible to raise the compression ratio above 12-13. The reason for this is detonation (too early, explosive ignition of fuel-air mixture during the compression process). The direct (straight) fuel injection eliminates this obstacle, since only air is compressed in the cylinder. Detonation is impossible. The fuel is injected into the combustion chamber under pressure up to 120 bar. The ignition occurs in a strictly given moment, regardless of the degree of compression of the fuel-air mixture.
As a result, the engine develops greater power, consumes less fuel and emits less harmful gases, especially in combination using the VVT \u200b\u200btiming phase change system.

How it works:

1. Spark plug
2. Exhaust valve
3. Piston
4. Shatun.
5. Crankshaft
6. Cylinder
7. Inlet valve
8. Injection nozzle injection

IV. Oil-pump and coolant pump with variable performance.

The oil pump performance management system has been applied on the famous row "six" BMW, it has managed to prove it perfectly, and, with minor changes, is used in the EP6 family engines. The system submits to the friction nodes exactly such a number of oil and precisely under the pressure that is currently required. Calculations, it allows to save up to 1.25 kW of power spent and up to 1% fuel.
By the same principle operates the coolant pump. Forced circulation Antifreeze begins in the engine not immediately after the cold start, but depending on the speed of reaching operating temperature. The pump of frictional transmission by "closing" pump pulleys and the crankshaft is controlled.

V. Intercooler (EP6DT motors 140 hp and 150 hp)

A bit of theory:
The pressure created by the turbocharger's pumping wheel, according to the laws of physics, leads to heat heating. If the heated air does not cool before serving in the collector, then you can face the following unpleasant problems:
1. Hot air has a smaller density - this means that it contains fewer oxygen molecules that is necessary for the combustion process. The result is a tangible loss of power.
2. Hot air can cause too early fuel ignition, which will lead to detonation. The result is work with elevated loads, possible engine destruction.
Cooling of a dropped air with the help of an intercooler alone makes it possible to add an additional power of about 15-20 hp an additional power of about 15-20 hp, and improve its efficiency and eliminate the possibility of overheating.

EP6DT engines use air / air intercooler. Intercooler externally resembles a conventional radiator, inside which, instead of a coolant circulates a turbocharger air. In other words, the intercooler is the air cooling system suppressed by the turbocharger to the cylinders. Than less The air temperature, the greater its density, and therefore the amount of oxygen, which can enter the reaction with a large amount of fuel.

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

P Rince-motors are different, with a working volume from 1.4 to 1.6 liters, with a superior and without direct injection and with the usual distributed. And in power, this series of motors overlaps almost the entire reasonable power range for b-E machines classes, from 95 hp Up to 272, and you can meet them both on sports cars and on family sedans and minivans.

And they are really "Slavs" by the fact that they were among the most "raw" mass motors in the 21st century. And this story is far from completed.

The origin of the prince

When the PSA (Peugeot Citroën Automobiles) needed a new engine on replacing the TU venerable series, then she found a serious partner with the experience of developing the most advanced motors. BMW solved the task of remodizes MINI machines, which at that time were equipped with TRITEC Motors Project Motors - a joint venture Chrysler and Rover Group, as well as replacing younger atmospheric motors for their own line of models, taking into account the appearance of machines with front-wheel drive in it.

The PSA task was to create a new generation motor, more environmentally friendly and performing CO2 emission rates for machines sold in Europe, as well as the unification of the model line of motors based on a single block instead of three previously used. BMW just needed new motors and technological partner to create them, as well as Diesel Motors PSA for MINI machines. A story silent about more accurate motifs, but these are quite obvious.

In 2005, the motors of this series appeared on cars Peugeot models 207 and 307, and in 2006 and on MINI machines. Actually, these motors appeared on BMW only in 2011 and only in the variant with turbocharging.

In the photo: Engine N13

From 2007 to 2014 engines of this series, 8 times in a row received a prestigious Award "Engine of the Year" in its class.

Design features

Designers of the beginning of two thousands seen "the most modern motor"It is quite interesting. There are only two versions of the working volume, 1.4 and 1.6 liters, and strictly four cylinders. The expansion of the line in the direction of weaker options was clearly not planned, and the power scaling was ensured by the wide use of turbocharging. The motor was optimized for the use of twinscroll-turbines (with one sniff and two imperts. different size) And showed excellent results in all options for forcing.

The use of unprotected regulation of Valvetronic authorship of BMW theoretically increased efficiency on a low load and reduced fuel consumption. In the construct, adjustable timing phases on one or two shafts and chain drive of the camshafts were used. The camshafts themselves became lightweight, set. Oil-pump with feed volume control, cooling system with an additional electric pump and controlled thermostat ( adjustable drive Pump appeared later).

For turbogo, direct fuel injection and piezo-forming for highly accurately regulate the mixture formation. The intercooler is in most versions of liquid, which provides minimal response time and high system compactness, as well as its high sensitivity to overheating on a long high load. And a built-in vacuum pump at all variants, like diesel engines - because the inlet vacuum was insufficient for the operation of the brake amplifier and auxiliary systems.

In general, surprisingly complex design for such a small motor came out.

In the process of engine output, it was repeatedly upgraded to improve the reliability of work. Thus, at the Motors after 2011, an electronic oil level sensor and an electrically adjustable oil sensor appeared, and another drive pump received a clutch to the drive to reduce losses and accelerate the engine warming.

Early problems and malfunctions

Although the engine design turned out to be progressive, but without excesses. There are no disconnected cylinders nor the collectors integrated into the GBC, the thermostats are ordinary, and not spool, attachment is quite standard. But still, at the same time, the characteristics of atmospheric and turbocharged options turned out to be very interesting. Especially on fuel consumption. Models of the machines on which it was installed, demonstrated impressive indicators for this parameter. Yes, and with a burden, noise and even warming problems. But when operating during the literally couple, a whole list of troubles revealed.

The low resource of the chain, stars, soothers and tensioner GRM became the first trouble. Already during runs up to 40 thousand kilometers, a rocking sound appeared, which could grow into a characteristic dictum. For most of the users, the GDM resource still exceeded 80 thousand kilometers, especially at atmospheric motors. On the upgraded, with their high moment and the pace of a set of revolutions, timing literally "burned" at work.

The problem was particularly relevant, taking into account the clearly overestimated regulations for the replacement of oil - on MINI machines, it allowed to pass to 20 thousand kilometers between that. An additional trouble for the timeline was the design vacuum pump. He tritely twisted, which led to a breakdown of the graduation camshaft, less often - turning the gears, even less often - to break the chain or breakage of the sedatives.

The lubrication system turned out to be solid weak place. With the selected service interval total oils on Peugeot and Citroen, nor Castrol on Mini and BMW provided normal work Motor. Cokalization of indoors, oil leaks First through the ventilation system, and then through the oil-circular rings led to a decrease in its level, and on turbocharged engines, the owners have come across the cunning oil lines and with increasing "fur coats" on the ink valves.

Over time, the crankshaft liners, looped beds and failures of the ValveTronic inlet and Vanos phashristers are increasingly manifested. For the most part, they were associated with abundant sediments inside the engine and valve failures, the oil pump and the cunning of the maslochanals, but such problems as overheating or underheated due to the thermostat may be affected, as well as the flow of metal chips from the lubrication system of the vacuum pump when it outputs Building.

The cooling system on all motors distinguished himself not the most successful design of the thermostat, and both pumps - and electric, and drive from the motor - a small resource. In addition, high thermostat temperature led to accelerated degradation of all rubber and plastic elements of the cooling system and the engine itself and breakdowns gBC pads. And any refusal could end the deplorable for the motor, because it warmed up to 120 degrees.

Age problems and malfunctions

When runs closer to the hundred thousand, regular failures of the power supply system on motors with direct injection and turbocharger began. Starting from this mileage, the hassle was completely added. After one or two replacements, the risks of incorrect assembly appeared. Even with a small subfluous camshafts, the mechanism turned, the motor lost power, an error P2191 appeared, and in the launched cases bent the valve, and the saddles and guides were seriously suffering.

Motors with oil appetite often, when runs less than 200 thousand kilometers, a serious wear of cylinders was detected - pig-iron sleeves were not better quality. More motors are very sensitive to the quality of the work of DMRV, and it has a resource just about 150 thousand kilometers.

In principle, the resource is 200 thousand kilometers - this is not so bad for modern standards, but, unfortunately, the motors rarely lived without opening the motors to this mileage. It was usually required at least one major intermediate repairs with the replacement of the timing and repair of the cooling system. And in the less lucky owners of the machine repairing much more often. Especially a lot of hassle delivered motors with reducing on mini or, for example, rare.

In the photo: EP6CDT engine

Changes in design

Attempts to improve the design were carried out constantly. Thus, problems with a cunning tried to solve the change in the cylinder block, expanding the channels for draining oil. The basic variant A7F 0 01C07A was first replaced by the A7F 0 01C07C block, and then A7F 0 01C07E. The latest version of the block with numbers above ORGA 11803 is dated 2009.

The largest updating of the EP6 motor occurred in 2011, after which it received an updated EP6C index.

In the photo: EP6 engine

The GDM mechanism consistently received a new tensioner, a new chain and the front cover of the block. The planting surfaces of the camshafts and stars were treated, preventing turning, and the camshafts themselves were reinforced. Caps of camshaft beds with Maslopodachi to Vanos stars received new mehowping and more durable material to reduce wear.

The initial tensioner had a very small resource, which led to increased noise at a cold start. And sometimes it was just collapsed - I spoke stem. Details finalized twice, more a new version IWIS production has become noticeably more reliable since 2011, but even the tensioner of the new design is sometimes falling apart.

The chain gradually replaced the more resource, but the design was left for the same. Small elements like a rings of seals Vanos changed the material and also became resource. Unlike VW motors, the backward compatibility is almost complete here, the parts codes often did not change, and by virtue of the varieties of engine options to bring them almost useless.

Plus that when repairing timing, it is quite realistic to replace the initially weak parts for modified without bulkhead half of the motor

In trying to reduce oil pressure jumps, which poorly affected the work of the Vanos couplings and the GDM Hydrothetory, introduced the check valve in the supply channel of the oil pump.

The services have mastered the purification of inlet valves from the car. With the help of shot blasting of the shell of walnut, synthetic materials and various chemicals. If layout motor compartment Allowed - with the removal of only the intake manifold, if not, then with the removal of the GBC.

Valve Vanos Valve changed several times in attempts to increase the resource, but the design as a whole remained the former, non-cleaner and with the wear rod. But after all changes, the resource grew from 30-40 thousand to 60-80, even with an overwhelmed interval of oil replacement and a regular high temperature of the motor.

After the finalization of 2011, exactly the same valve was put into the system of regulating the oil pump, which immediately delivered the operation of the motor dependent on the state of this extremely unreliable element. So keep in mind the resource of 60-80 thousand and change it preventive, because when the oil pump breakage and the pressure drop in the lubrication system, the engine will live extremely long, even if.

Carter ventilation system also changed repeatedly. In the recent variants, the ventilation system was heater to prevent the frost, valves were recalled, plastic and rubber elements made more heat-resistant and tried to prevent the system to prevent. And the degree of filtration of oil fog has tried to improve due to changes in the design of the oil leading and recalibration of PCV valves.

New indigenous liners with grooves for best lubricant The second half of the rings also appeared after the major modernization of 2011, which increased the stability of the crankshaft to the scope. At the same time, the crankshaft supports were changed.

The oil heat exchanger on the atmospheric versions of the Peugeot motor was removed, but it was preserved on MINI machines with Motors N18B16A and N12B16A and pressing Motors Peugeot EP6DTS / EP6DT.

In the photo: Engine N18

The piston group received new pistons and rings, less prone to the crawling. A set of rings for the number 081RS001040N0 / BMW 11257566479 had a set-up oil-chain ring and a slightly reduced compression hardness to reduce wear of the cylinder sleeve. Changes in the design of the pistons are less obvious.

Significantly improved the design of the pump and thermostat: there was a replacement of materials, shapes and bearing. All versions of these products from all suppliers have improved consistently. Versions on EP6C motors are far from final, there is further refinement of the design.

In the photo: EP6FDTX engine

The design of catalysts during the transition to Euro-5 has changed to accelerate the warming up and improving reliability: a new base, a more durable and heat-insulated catcollector body, an increased content of catalytic additives. New catalysts are noticeably better maintaining the operation of the engine with an oil consumption, without fails to run 120-150 thousand kilometers, as was the euro-4 motor options.

Installing a new electromagnetic clutch in a mechanical pump drive differently as a diversion is not called. This element made it possible to noticeably accelerate the heating of the GBC at the start, but increased both the chances of breaking the GBC gasket due to uneven warm-up, and the chances of overheating in motion. And the service belt, which was not so different with particular reliability, on the EP6C motor turned into a consumator, and the state of the rollers is now recommended to check no 50 thousand kilometers, but on each. But the 10th anniversary of the 2010 and later years added in the resource and are capable of listening not for 3-4 years, and more than 6, sometimes not requiring replacement until now.

In the photo: EP6FDTR engine

Recycling the engine inlet design included improved tightness and reduction in inlet losses for both atmospheric and turbocharged motors. More recent cars less negatively perceive operation on dusty roads.

In general, the PRINCE motors really became more reliable over the years.

You can distinguish newer motors in the engine code: so, the Peugeot serial number of motors of the EP6C series starts with 5fs, and an older option - with 5fw. It is even more safer to distinguish the variants of engines in two visual signs, since the repair and replaced aggregates could have the old number of the cylinder block, or it could be absent.

First of all, the installation of the pump with an electromagnetic clutch, as well as the location of the oil pressure sensor directly on the bracket oil filterWherever the older engines he was located on the GBC.

Future and real prince

Modernization of motors, as you can see, dragged on the entire period of its production. BMW supported the development of approximately 2015, when the engine stopped set on bMW cars (On Mini it was stopped to put it even earlier). Peugeot-Citroen is still engaged in modernization and actively promotes the production of this motor in China, for Brilliance, Donfeng and Changan. So it's early to put a point in his history.

A number of constructive shortcomings have already been eliminated, most likely there will be new improvements. And knowing the "chaitant" of Chinese companies, you can be sure that in production it will stay on a decade. True, he has "internal competitors".

Thus, for Russia, China and South America, a version of the modernization of the well-deserved line of motors of the TU5 series is the EC5 model. This motor in the cast-iron block is much more reliable and easier, its design is tested by time. And its 115-strong option is quite comparable for recovery and fuel consumption with "advanced" prince.

Take or not take?

When buying a used car with a prince-motor, you should not hope that all the flaws have long been eliminated previous owners. The upgrade of the piston group and the more boring / the block of block are made only on the small part of the engines, in most cases only the replacement of the rings is performed, which leads to a short-term improvement of work. And even in engines with a new piston group, oil consumption is inclined to grow.

The state of the lubrication system also remains a weak place. The motor when the interval is exceeded at 10 thousand kilometers cocks very well, and both flows. And already mentioned by the oil pump valve in the freshest versions of the engine after 2011, it is capable of turning a good stuff in a pile of iron in a minute. As you know, with the loss of oil pressure, the motor can not only screw the liners - with a large load, the beds of crankshaft in the block are damaged, the cylinders get the holes, often breaks the connecting rods, and the camshaft beds are completely broken.

The RMS resource is still lower than the desired, and the design deficiencies of the vacuum pump and the seals of the Vanos system make themselves felt. The Valvetronic system with a rare oil change is also capable of delivering a lot of harness to wear gears and subcinitions.

The intake valves are still cocking on turbocharged motors, causing rolling the timing and dropping thrust. The modernization of the crankcase ventilation system is capable only to delay the problem. All the same, it will be necessary to regular cleaning and cutting valves.

The contaminated intercooler and the refusals of its electroproma are deprived of the upgrade traction motors and increase the chances of breakdown due to detonation. Often, motors after a mileage in a hundred thousand are no longer capable of maintaining high power more couples in a row due to violation of the circulation of fluid and the degradation of the intercooler as a whole. In addition, there is always a risk of a hydraulic man when depressurizing the system in the inlet.

The reason is mainly in the high operating temperature and breakage of the cooling system, the tendency to which to win the manufacturer to the end failed, the high oil temperature and the non-optimal design of the heat exchanger, inclined both to the leaks and contamination.

On the running motors, the probability of failures increases due to aging components of the injection system. This is especially expressed in turbocharged options with direct injection. Here and the failures of the nozzles due to pollution and overheating, and the wear of the TNVD. Gasoline getting into the oil also happens regularly. Such components of the management system as DMRV and lambda sensors also require regular maintenance or replacement, and neglect affects both the dynamics and the resource of the mechanical part of the engine and the catalyst.

What is the result?

In general, even a comparatively "fresh" motor remains a source of many not easy surprises. Some of them can be preventively eliminated by lowering the operating temperature, early replacement and right choice Oils, verification of problem points, replacement of the pump of the pump on the plug and timely control.

But most of the car owners are not able to move away from the factory specifications and offer the best service with the car than the dealer provides. And in such conditions, these motors do not call any way.

Have you come across problems on the Prince-Motor?

EP6 car engine is mainly installed on French cars from manufacturers "Citroen" and "Peugeot". Despite the fact that this power unit is quite common, it is imperfect and has a number of problems. In order to avoid them, it is necessary to comply with a number of rules and recommendations for the operation and maintenance of the EP6 engine.

brief information

The EP6 power unit was developed jointly by the firms "Peugeot" and "BMW". Despite this factThe engine turned out to be contradictory enough: on the one hand, innovative technologies made it cheap, efficient and reliable, and on the other hand, he has "capricious" to harsh conditions of operation, which is expressed in excessive flow rate. car Oil. Nevertheless, EP6 engine is installed not only on Citroen and Peugeot, but also to other models that are created by the BMW Group MegaContrace.

It is worth noting that the company also participated in the engine development. Motor production is carried out at the PSA Peugeot-Citroen plant. It is located in the northern part of France, and it is from there engines enter the world market. New developments and technology for the production of such aggregates holds in the strictest secrecy. However, some of the information still seeps into the masses and becomes the property of the public.

For example, in this model of engines, cylinders are installed, whose heads are molded without the use of special forms. In addition, only light alloys uses as raw materials for the production of cylinder blocks. Another feature is the absence of a counterweight when balancing the crankshaft during the production of the motor. IN newest technology Making connecting rods does not cost without double-sided forging. After the engine is assembled, it passes very hard quality control. Probably it did this motor One of the most reliable during operation.

Engine characteristics

This unit is equipped with four cylinders, as well as a special water cooling system. Engine power EP6 - 120 liters. from. (Translated into electrical stops - 88 kW), while the volume is equal to 1598 cubic centimeters (or 1.6 liters). Each motor cylinder has 4 valves, their total quantity is 16. Distinctive feature It is a compression ratio that has a parameter 11: 1. Many motorists can please and torque, which is equal to 160 nm at 4250 revolutions per minute. The diameter of each cylinder is 77 mm.

ER6 engine is perfectly combined with a five-speed mechanical box Transmissions, as well as a four-stage adaptive transmission. In addition to the 120-strong version, there is a 150-strong, equipped with a turbocharging system.

Engine device

The EP6 engine device description will better understand the cause of the fault and conduct operational repairs. So, the power unit consists of the following parts:

• four cylinders built into a row;
• two camshafts that are located in the cylinder head;
• four valves for each cylinder;
• a special system that allows changing gas distribution phases;
• borgwarner TWIN-Scroll turbocharger;
• systems allowing to regularly carry out independent cooling of the turbocharger;
• intercooler;
• chain drive;
• hydraulic supports and roller pushers carrying out the drive of each valve;
• direct fuel injection systems.

Thanks to the above-described devices and mechanisms, the EP6 engine is considered one of the most high-tech and modern power units. At the same time, it is fairly environmentally friendly, it is powered by a gasoline type Ron 95-98 and corresponds to the EURO-4 environmental standard.

Major Engine Problems EP6

According to statistics, the EP6 engine is installed on the "Peugeot" more often than on other car brands. However, the owners of these machines often complain about the problems that arise with the engine. It is worth noting that EP6 is quite vulnerable to harsh operating conditions. Information about the causes of problems, as well as how to eliminate them will be charged below.

On a new "Peugeot" or "Citroen", the engine begins to work quite noisily and unstable, while it does not "give out" the stated capacity. Motor literally chips when trying to disperse a car, while using an increased amount of oil and fuel. In addition, they begin to "run away" the phases of the gas distribution mechanism, and on dashboard A message may appear - Antipollution System Faulty ...

Inexplicable, but the fact that on a new car with EP6 begins to "bug" the sensor responsible for monitoring the coolant temperature, as a result of which the motor itself begins to work. Erroneous sensor readings can lead to a vain replacement of the thermostat that will not help solve the resulting problem.

However, the main disadvantages of such a motor are quite frequent oil leaks. It can "run away", leaking through from there it falls into wells for candles and corrosive there tips of ignition coils. Also, the oil can flow from the oil filter housing, leak through the gasket and electric valve.

Causes of problems with EP6

For reasons that lead to a number of faults and breakdowns of EP6, the following factors can be attributed:

• Failure to comply with the recommendations for the operation and maintenance of the engine.
• Using the motor in harsh conditions (constant high intensity of operation, sharp temperature differences, increased humidity, extreme driving).
• Rare oil change and low-quality fuel.

About the last issue of EP6 engine is worth talking in the most detailed. A rare shift of the lubricating fluid or the operation of the EP6 motor under conditions of a reduced oil level leads to a breakdown of the mechanism responsible for lifting valves. At the same time, it may be out of order as a motor that moves the shaft and the worm drive and the gross gear (simply the mechanical wear of these elements occurs). Also, special attention should be paid to the deadline for the use of the chain of the gas distribution mechanism. It will eventually stretch and requires replacement.

An interesting feature is the fact that the "Peugeot" engineers recommend changing the oil after 20,000 kilometers of the rally. This recommendation is aimed at the fact that after the expiration of the warranty period of the motorist will remain a motor requiring serious overhaul: Stretched chain, offset phases, oil canals scored by slags, affected phase regulators, faulty sensors and much more. Well, where to carry out the engine as not in the service center "Peugeot"?

This is going on at the stage of creation power aggregate. These are just marketing and maximum receipt Profit - nothing personal. Among other things, an error may appear on the car dashboard, which informs that the mixture is unnecessary is enriched. The main reason for the appearance of this error is the polluted channels for oil (P2178 - the code of this error).

Ways to eliminate malfunctions of the EP6 power unit

In order to eliminate any malfunction that occurred in the motor, it is necessary to know its exact signs and location. The description of the EP6 engine problems and how to solve them are given in the table below.

Engine malfunction EP6.	The way its elimination
Nagar on the motor valves arises due to the wear of the oil-challenge caps. They skip the oil that enters the cylinders and burns, forming a thick nagar, because of it can fail the catalyst. Ultimately, the worn caps are impact, and they are completely out of order. Nagar worsens gas distribution, and also interferes with efficient and stable work cylinders. As a result, the power unit cannot develop the declared power and is chosen when attempting to disperse the car.	In order to eliminate the tan from the valves, it needs to be cleaned manually. Well, if the problem is revealed at an early stage, then you can replace the scale caps on new ones. It is worth noting that this step will be a more economical solution than the subsequent overhaul of the EP6 power unit.
Excessive high flow Oil. The main reason for this may be a broken membrane of the oil separator, which is located in the valve lid.	The only correct solution to this problem is the replacement of the valve cover. The whole thing is that the Chinese repair kits do not have the appropriate quality, but original spare parts can be purchased as in official dealer centersand in a number of authoritative auto shops.
"Floating" phases The problem may be either in a stretched chain, or at the output of the "stars" of the phase regulators, switchgears and (or) valves that are responsible for the supply of oil to the shafts.	To eliminate the problem, depending on its reason, it is necessary: \u200b\u200bto replace the chain and tensioner, change the "stars", clean the oil channels in the gas distribution mechanism itself or implement all of the above operations at the same time.
The unstable operation of the power unit lies in the lack of oil, largely due to the fact that the GHR mechanism is too complicated and literally "stuffing" next to complex nodes.	Check the oil level and maintain it in the required quantity.

Engine sensors

The 5FW EP6 engine is equipped with a number of sensors that allow you to monitor its work and identify failures in operation at the first signs. Sensors are installed on the motor:

• following oil pressure;
• detonation;
• pulses;
• oxygen;
• follow the temperature of the coolant;
• thermostat;
• regulating camshaft position.

Perhaps the main electronics of the motor is the switch, as well as the clutch drive. These EP6 engine sensors help control the power unit.

For stable functioning of sensors, it is necessary to conduct regularly maintenance vehicle. In addition, it is necessary to monitor the state of the mechanical components and motor units, as well as for the quality and level of automotive oil. In case of failure of sensors, they should be replaced immediately, since incorrect readings may result in more serious breakdowns. It is worth adding that with any intervention in the EP6 motor system, an electronic debugging can be carried out, which can be performed only by professionals in the presence of special equipment.

Engine resource

With proper care, the EP6 engine on Citroene C4, as well as the "Peugeot" is able to run about 150-200 thousand kilometers. In order for the motor and after reaching these indicators, it remains in a "sustainable" state, a number of rules and recommendations must be followed:

• It follows every 8-10 thousand kilometers to change the machine oil, and it is necessary to pay attention to its brand (in particular, Total 5W30 ENEOS is recommended). It is also worth monitoring the quality of fuel (AI 95-98).
• Need to work out the habit of regularly technical inspections and complete diagnostics of the car. Yes, this step takes time and leads to some money costs, but they will be much larger when conducting the engine overhaul.
• Worn and close to wear details must be changed immediately.
• It is worth paying close attention to the state of the engine sensors. They are informed about the stability of the motor, as well as about the occurrence possible faults and breakdowns.

Adhering to the above recommendations, you can extend the EP6 engine resource in good 50-100 thousand mileage kilometers. Perhaps such an aggregate will "eat" a few more oil, but the motor will work stably and efficiently.

EP6 engines that enabled the best developments of "egg-head" engineers of BMW and PSA are definitely good. However, as it is not surprising, at many even quite "young" Peugeot and Citroen Motors EP6 work unstable and noisy, do not develop the power, "slaughtered" during acceleration, consume too much fuel and oil. After a relatively small mileage, the "Run" timing phases, the "Antipollution System Faulty" error lights up on the dashboard ... In almost a new car, the cooling fluid temperature sensor can "turn to incorrect operation of the motor and replacing the thermostat. Frequent oil leaks add their flue. The main potentially dangerous places - the valve cover laying (especially if the oil flows into candleys And corrosive the tips of the ignition coils) and the housing of the oil filter, the laying of the vacuum pump, the electric valve of the oil pump.

With a rare oil change and especially when operating an EP6 engine with a reduced oil level fails, the mechanism of lifting valves. There may be options. Either "covers" the motor itself, which moves the valve lifting shaft, or the worm pair of the motor with the shaft is mechanically wearing. Look in the photos, the mechanical wear of the worm drive and the gear of the valve lifting shaft shaft looks like.

EP6 PEUGEOT 308 Worm Drive Worm Drive Motor Warm Drive, Pay attention to the thickness of the teeth in the middle

Ep6 Engine Valve Lifting Motor Valve Lift Gear 308, in the middle of the gear "Propylene" track

A small resource has a single row timing chain. She simply stretches. Add here recommended by the French oil replacement after 20,000 kilometers and just at the end of the warranty period you will get the engine tramped with a black substance, and offset phases. Slags from rarely changing oil oil canals in the CBC and valves of phase regulators, which are supplied to oil regulators. The phase regulators themselves may suffer from the oil slag. On the engines of the first editions of the metal sealing rings of the camshafts "drank" paths on the beds of camshafts, which is why the necessary oil pressure to phase regulators is not supplied. The engine begins to "rich" and an error appears P2178. About this in more detail.

Error P2178, indicating overly enriched mixture, can appear for many reasons. But basically, it is of course, pollution of oil Channels CHC.

EP6 valves are covered with nagar thick, especially on. This is due, first of all, with the rapid wear of the oil-challenge caps, especially on the release valves. Exhaust valves Highly heated and the caps are dying faster on them. The oil flies into the cylinders, its products of its combustion are settled by bold black growths on the valves, the catalyst is premature. Nagar makes it difficult to work the valves and worsens the gas distribution, but also additionally "nasya" and without that bad oil-free caps, from which the latter completely stop performing their function. To eliminate nagar on the valves, it is necessary to act dramatically, cleaning the valve manually. While the process did not go so far, it is possible to preventively. It is not particularly expensive, and you need to do if your EP6 runs more than 50 thousand and began to sweat the oil. Oil consumption is usually connected with a broken membrane of the oil separator, which is in valve cover. In this case, it is not necessary to fool with Chinese repair kits, they are just a terrible quality, but it is better to "wave" the whole cover. We always have original. Another problem of EP6DT turboads - scored all the same sediments of the old oil tube, in which oil is fed to the turbine. When the oil ceases to flow to the turbine, it is "covered."

As for problems with the GDM phases, first of all, it is necessary to correctly determine the source of the problem. And then either with tensioner and sedatives, or the replacement of "stars" of phase regulators of camshafts or valves that supply oil to them, or cleaning oil channels into the CBC, or all of the above immediately. "Drink Blood" can still be the mechanism of lifting valves or worn bed of camshafts. It should be noted that in the multi-brand service you are unlikely to be fine or adjusted the EP6 and EP6DT motors. Virtually any intervention in the engine requires subsequent adaptation using a computer and specialized software. Lexia is far from every car service. Even fewer people who can use it normally.

Of course, first of all it is necessary to elementary check the oil level! EP6 engine due to its complex GDM system is very sensitive to the oil level and "sausage", if not enough "only liter". Most often, the timing phase is shifted simply due to the stretched chain. Nothing amazing. On the chain itself without tears you will not see, the impression is that it is intended for a bicycle "Friendly". Could not put at least a double row ... EP6 Motors are wary than a rare change motor oil, widely practiced on dealerships. The heart is bleeding when some kind of cute girl on Peugeot 308 come to us, which was held by the dealers, the service book with which is neatly filled, but at the same time it merges not just exhaust oil, and 2-3 liters of thick black Substances, more reminiscent fuel oil ... It is possible that the oil did not change the oil at all. Or changed every time.

Our modest look, 10,000 kilometers - the limit of the resource of motor oil, no matter how good it is. In terms of driving in Moscow traffic jams, oil is desirable to change in general thousand through 8 runs. At least once a year you need to change the candles. There are a lot of living examples when people were "scored" for a guarantee and independently changed the oil. One of our grandfather-client on the 308th fawn, engaged in the replacement of oil in his own garage on the old habit, thus drove 170 thousand, and, which is amazing, his motor is still working as a clock!

Conclusion from all the above suggests simple. If you bought new car With the EP6 engine and want it to serve for a long time, "score" for a guarantee (anyway during the warranty period nothing happens) and change the oil every 8-10 thousand kilometers. EP6 engine oil is desirable to fill only Total 5W30 ENEOS.