Peugeot 405 Manual

Crankshaft - inspection
Engine removal and overhaul procedures / Crankshaft - inspection


Checking crankshaft endfloat 1 If the crankshaft endfloat is to be checked, this must be done when the crankshaft is still installed in the cylinder block/crankcase, but is free to move (see Section 11).

2 Check the endfloat using a dial gauge in contact with the end of the crankshaft. Push the crankshaft fully one way, and then zero the gauge. Push the crankshaft fully the other way, and check the endfloat. The result can be compared with the specified amount, and will give an indication as to whether new thrustwashers are required (see illustration).

14.2 Checking crankshaft endfloat using a dial gauge
14.2 Checking crankshaft endfloat using a dial gauge

3 If a dial gauge is not available, feeler blades can be used. First push the crankshaft fully towards the flywheel/driveplate end of the engine, then use feeler blades to measure the gap between the web of No 2 crankpin and the thrustwasher (see illustration).

14.3 Checking crankshaft endfloat using feeler gauges
14.3 Checking crankshaft endfloat using feeler gauges

Inspection
4 Clean the crankshaft using paraffin or a suitable solvent, and dry it, preferably with compressed air if available. Be sure to clean the oil holes with a pipe cleaner or similar probe, to ensure that they are not obstructed.

Warning: Wear eye protection when using compressed air!

5 Check the main and big-end bearing journals for uneven wear, scoring, pitting and cracking.

6 Big-end bearing wear is accompanied by distinct metallic knocking when the engine is running (particularly noticeable when the engine is pulling from low speed) and some loss of oil pressure.

7 Main bearing wear is accompanied by severe engine vibration and rumble - getting progressively worse as engine speed increases - and again by loss of oil pressure.

8 Check the bearing journal for roughness by running a finger lightly over the bearing surface. Any roughness (which will be accompanied by obvious bearing wear) indicates that the crankshaft requires regrinding (where possible) or renewal.

9 If the crankshaft has been reground, check for burrs around the crankshaft oil holes (the holes are usually chamfered, so burrs should not be a problem unless regrinding has been carried out carelessly). Remove any burrs with a fine file or scraper, and thoroughly clean the oil holes as described previously.

10 Using a micrometer, measure the diameter of the main and big-end bearing journals, and compare the results with the Specifications (see illustration).

14.10 Measuring a crankshaft big-end journal diameter
14.10 Measuring a crankshaft big-end journal diameter

By measuring the diameter at a number of points around each journal’s circumference, you will be able to determine whether or not the journal is out-of-round. Take the measurement at each end of the journal, near the webs, to determine if the journal is tapered. Compare the results obtained with those given in the Specifications. Where no specified journal diameters are quoted, seek the advice of a Peugeot dealer.

11 Check the oil seal contact surfaces at each end of the crankshaft for wear and damage. If the seal has worn a deep groove in the surface of the crankshaft, consult an engine overhaul specialist; repair may be possible, but otherwise a new crankshaft will be required.

12 At the time of writing, it was not clear whether Peugeot produce oversize bearing shells for all of these engines. On some engines, if the crankshaft journals have not already been reground, it may be possible to have the crankshaft reconditioned, and to fit undersize shells (see Section 18). If no undersize shells are available and the crankshaft has worn beyond the specified limits, it will have to be renewed. Consult your Peugeot dealer or engine specialist for further information on parts availability.


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