2011 RCZ THP200 midlife makeover

[seasink]

Here's a couple more bits from manuals re the EP6DT
(Elle est pilotée en RCO par le CMM. RCO is pulse modulation, the CMM is the engine computer, in case the translator is baffled)

 

[Nom]

PSA solenoids (RHS of photo) screen only the central port, whereas the one from a BMW N13 engine has screens on all three ports

You might just be looking at an "earlier design" solenoid and a "later design" solenoid here. But not sure in which order !!
All of the timing gear, and a load of the turbo boost control bits, and more, had multiple revisions and changes on these engines as the years went on. If you look at an early timing chain for example, vs a current one, they're dramatically different as all the parts got improved to fix the myriad of issues. Many of the parts come in many many revisions, and a mixture is found on cars as random things got replaced over the years.

The way I understand it, you will receive the latest revision if you buy the part number from a Peugeot dealer, they have a system to supersede old parts with new parts, sometimes (but not always) you get bounced to a different part number (the Replaced By XXYYZZ). So if you were to go and buy a solenoid from them, it should be the latest design.

 

[Nom]

As an example, here's some pictures of three different tensioner revisions - https://www.peugeotrczforum.com/thr...-have-a-revised-timing-chain-tensioner.10674/

 

[gwest]

It remains to be seen of course how long this good behaviour lasts and whether it will make any difference to the inlet solenoid. Which I am in the laborious process of trying to remove again.

I subjected the inlet solenoid to the same ultrasonic treatment as the exhaust solenoid and it had the same remedial effect - no fault codes in the last three trips. Not even the P2263 turbo pressure code that has been an intermittent but continuous fault prior to this. So my efforts there were probably unnecessary. The plots below show the April 26 results when I had the fault codes and the later May 9 plot when there were none.
Now I have to replace the cam sprocket bolts that I have retorqued three times to date.

 

[gwest]

As part of fitting new sprocket bolts, after removing the two Vanos sprockets I decided that a session in the ultrasonic bath filled with kerosene could do them no harm. Afterwards I gave them a good blast out with compressed air so there would be little chance of dripping oil messing up the contact between the end of the camshaft and the sprocket boss. I don’t think cleaning the sprockets made any difference to their performance but happily there are still no camshaft timing fault codes.

I think there is still a misfire occasionally, but I will see if that develops further. In the meantime I can work on replacing the coolant level alarm that mistakenly thinks the expansion tank is empty. I don’t think it could be relied upon in an emergency- there is a RCZ on Carsales for $2k that is the result of an engine overheating.

There is also the matter of a noisy front RHS wheel bearing and a clunk from under the car that might be the lower engine mount? To replace that the driveshaft would have to come out so it would fit in with draining the transmission. I shouldn’t be bored for a while yet.