The local Peugeot Dealer told me this has long been rectified and not to worry,.........
Stellantis have obviously had to spend time and money trying to make something work which has little real advantage.
Little real advantage? Are you serious? This excellent engine's reputation was hugely damaged by DAYCO's poor quality crumbling belts. Fortunately it has now been more or less restored but I think the effect on market share will be longlasting. Read all about it.....
bnngpt.com/searches/common-issues-daycos-belt-psa-...Q
If needing replacement I would never use a DAYCO belt. I'd go for a better one, e.g. Continental CT1228.....
www.continental.com/en/press/press-releases/new-ct.../
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<< Little real advantage? Are you serious? This excellent engine's reputation was hugely damaged by DAYCO's poor quality crumbling belts. Fortunately it has now been more or less restored but I think the effect on market share will be longlasting. Read all about it..... >>
John, you misunderstand me. The concept of running a 'rubber' belt in an oil-bath (rather than in lower-viscosity air) has little real advantage. I presume the intention was to reduce noise, but I may be wrong. If it had not been implemented, Stellantis would have avoided all the expense of finding a belt material able to stand up to running for years in hot oil !
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<< Little real advantage? Are you serious? This excellent engine's reputation was hugely damaged by DAYCO's poor quality crumbling belts. Fortunately it has now been more or less restored but I think the effect on market share will be longlasting. Read all about it..... >>
John, you misunderstand me. The concept of running a 'rubber' belt in an oil-bath (rather than in lower-viscosity air) has little real advantage.....
......ah - presumably over a dry belt if I now understand correctly. I agree, but then - every little helps. With better cooling and less friction they are supposed to last longer as well as being quieter and more efficient. Of course, they don't actually run in an oil bath any more than a chain does. Anyway, I have no intention of changing ours unless it starts to look a bit iffy. Our old Focus dry belt lasted the life of the car (21yrs and 160,000+miles) as it was designed to do, so I'm going to see how long this wet belt lasts - although at around 6,000 miles a year I think it will probably outlast us.
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John, you misunderstand me. The concept of running a 'rubber' belt in an oil-bath (rather than in lower-viscosity air) has little real advantage.....
......ah - presumably over a dry belt if I now understand correctly. I agree, but then - every little helps. >>
That mantra, or something like it, is used by Tesco IIRC. It is often true, but so is the rule of Diminishing Returns, which I think applied in this case ! The search for a (very) marginal gain in efficiency was offset by hoping for a belt material able to survive long service intervals. Perhaps too many fingers were crossed ?
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"I have no intention of changing ours"
The September issue of Car Mechanics (available free on Borrowbox via library membership) has an informative article on BIO with a step by step guide to replacement on a 208. Certainly not as straightforward as Fiat's FIRE, but not beyond the capability of a competent DIYer.
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"I have no intention of changing ours"
The September issue of Car Mechanics (available free on Borrowbox via library membership) has an informative article on BIO with a step by step guide to replacement on a 208. Certainly not as straightforward as Fiat's FIRE, but not beyond the capability of a competent DIYer.
"I have no intention of changing ours"
The September issue of Car Mechanics (available free on Borrowbox via library membership) has an informative article on BIO with a step by step guide to replacement on a 208. Certainly not as straightforward as Fiat's FIRE, but not beyond the capability of a competent DIYer.
Was idly scanning a copy in Sainsbury's yesterday, rather surprised that it still existed, since it surely caters to a fast-dying breed, including me, until recently.
That engine isnt perhaps the worst example of cretinous/criminal conspiracy anti-maintenance design in there, though it is admittedly pretty bad.
IF I understood correctly from my quick scan, (and it does rather beggar belief) it details an oil change procedure for some VAG transmission which apparently has no accessible fill port. They detail filling it from the bottom via a hose from a raised oil reservoir.
How do you get the attachment off and the drain plug back on?
Well, apparently, you have to be quick.
One for the connoisseur, if true.
Edited by edlithgow on 24/08/2024 at 08:45
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<< Little real advantage? Are you serious? This excellent engine's reputation was hugely damaged by DAYCO's poor quality crumbling belts. Fortunately it has now been more or less restored but I think the effect on market share will be longlasting. Read all about it..... >>
John, you misunderstand me. The concept of running a 'rubber' belt in an oil-bath (rather than in lower-viscosity air) has little real advantage. I presume the intention was to reduce noise, but I may be wrong. If it had not been implemented, Stellantis would have avoided all the expense of finding a belt material able to stand up to running for years in hot oil !
Reliable termination of economic lifespan seems a very significant advantage from a manufacturers perspective, although the legislative termination of IC engines in general may have reduced its utility in this context.
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Little real advantage? Are you serious? This excellent engine's reputation was hugely damaged by DAYCO's poor quality crumbling belts. Fortunately it has now been more or less restored but I think the effect on market share will be longlasting. Read all about it.....
And what about PSA's previous disaster with stretched chains?
Then there's the flawed adblue tank system, and before that the flawed EOLYS system, and before that their recommendation that the DV6TED diesel engine could do 20,000 miles between oil changes. The blocked oil turbo feed line soon put paid to that.
PSA have been letting drivers down for years with stuff that wasn't properly long term tested - leaving poor sucker customers with the woes - usually just after the warranty has expired.
Being a former long time driver of them (various 205s, a 206, 307s, and a 407 over 30 years) I used to defend Peugeot until I was blue in the face - especially on electrics - but I won't any more.
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Over 22+ years I owned 405, 406, 405, 206, 206 & then 308 T9 powered by the multiple award winning Purec*** 130 engine.
PSA " lack of " customer service attitude to a customer with a full Peugeot main dealer service history suffering from know Purec*** issues is the reason I wont ever buy anything from Stellantis again & I now own a Toyota.
Missus recently got a new Toyota as well.
Edited by Lee Power on 14/08/2024 at 16:01
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Over 22+ years I owned 405, 406, 405, 206, 206 & then 308 T9 powered by the multiple award winning Purec*** 130 engine.
PSA " lack of " customer service attitude to a customer with a full Peugeot main dealer service history suffering from know Purec*** issues is the reason I wont ever buy anything from Stellantis again & I now own a Toyota.
Missus recently got a new Toyota as well.
I understand the Toyota Aygo also has one of these engines.
I wonder if they have somehow managed to overcome its inherent awfulness.
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Over 22+ years I owned 405, 406, 405, 206, 206 & then 308 T9 powered by the multiple award winning Purec*** 130 engine.
PSA " lack of " customer service attitude to a customer with a full Peugeot main dealer service history suffering from know Purec*** issues is the reason I wont ever buy anything from Stellantis again & I now own a Toyota.
Missus recently got a new Toyota as well.
I understand the Toyota Aygo also has one of these engines.
I wonder if they have somehow managed to overcome its inherent awfulness.
According to 'encycarpedia' the Toyota Aygo has a 3 cylinder 1.0 litre engine, as did 1.0 litre Yaris models.
Also used in Citroen C1 and Peugeot 1008, this was, I think, derived from (or similar to) the 1.0 3 cylinder engine in Daihatsu Charades.
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Over 22+ years I owned 405, 406, 405, 206, 206 & then 308 T9 powered by the multiple award winning Purec*** 130 engine.
PSA " lack of " customer service attitude to a customer with a full Peugeot main dealer service history suffering from know Purec*** issues is the reason I wont ever buy anything from Stellantis again & I now own a Toyota.
Missus recently got a new Toyota as well.
I understand the Toyota Aygo also has one of these engines.
I wonder if they have somehow managed to overcome its inherent awfulness.
According to 'encycarpedia' the Toyota Aygo has a 3 cylinder 1.0 litre engine, as did 1.0 litre Yaris models.
Also used in Citroen C1 and Peugeot 1008, this was, I think, derived from (or similar to) the 1.0 3 cylinder engine in Daihatsu Charades.
No BIO in my Charade engine, (CB22) just the standard dry rubber band thingy.
Quite bad enough, thanks
My source for the Aygo having one was the Car Mechanics article mentioned above.
Edited by edlithgow on 24/08/2024 at 08:40
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<< PSA have been letting drivers down for years with stuff that wasn't properly long term tested - leaving poor sucker customers with the woes - usually just after the warranty has expired. >>
I don't suppose PSA were the only ones. Today's problem is that rushed developments are forced on makers by legislation connected with environmental demands of various sorts. Back in the day, makers could develop new engines at their own pace, do a bit of in-house testing, try to keep abreast of what others were up to, and hopefully have a successful launch - if the workforce were committed enough to put the bits together properly !
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Then there's the flawed adblue tank system, and before that the flawed EOLYS system, and before that their recommendation that the DV6TED diesel engine could do 20,000 miles between oil changes. The blocked oil turbo feed line soon put paid to that.
What's the problem with EOLYS apart from needing to be refilled at around 90k miles?
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