EP6DT Engine

Architecture - Systems

Trainer :
Place:
Time: 1 hour 30 min

PPT 01298/1 - F - 05/2006 - DEFI

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CONTENTS Page

Engine overview. 5

Cylinder head assembly. 11

Cylinder block assembly. 24

Bottom end assembly. 32

Valve gear drive. 43

Accessory drive. 48

Lubrication system. 55

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CONTENTS (continued) Pages

Cooling system. 68

Inlet system. 78

Exhaust system. 87

Fuel system. 94

Maintenance. 105

Tools. 106

Glossary. 107

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OBJECTIVE

The objective is to present:

- the “EP6DT” engine.

- the major components in their environment.

- the various engine systems:

Lubrication system.
Cooling system.
Inlet system.
Exhaust system.
Fuel system.

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Engine overview

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Introduction

The EP6DT (1598 cc) is the first engine from the PSA/BMW collaboration.
This partnership intends to develop a new family of small (1350 cc and 1598 cc), low
consumption, petrol engines.

One of the objectives of launching this new range of petrol engines is to reduce
fuel consumption and, therefore, CO2 emissions to around 140 g/km between
now and 2008.
These engines use innovative technology.
The level of pollutant emission of the EP6DT engine is among the best.

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EP Engine summary
Note, the information in red may change

EP6DT EP6 EP6DTS EP3

September 2006

110 kW (150 hp) at

5500 rpm

240 N.m at
1400 rpm

1598 cc 1598 cc 1598 cc 1350 cc

Normally Normally
Turbo, direct aspirated, Turbo, direct aspirated,
injection. injection.
Valvetronic. Valvetronic.

Machining of the following assemblies is carried out in French factories:

-Cylinder block.
-Con-rods.
-Crankshaft.
-Cylinder head.

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Technical data

Engine code EP6DT

Engine type 5FX

Number of cylinders 4

Capacity 1598 cc

Bore x stroke 77 mm x 85.8 mm

Compression ratio 10.5:1

Maximum power (C.E.E) 110 kW (150 hp) at 5500 rpm

Maximum torque (C.E.E) 240 N.m at 1400 rpm

Direct injection
Injection type / Ignition
Bosch MED 17.4

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Technical data

480 120
110 kW at 5500 rpm

400 100

320 80
Torque [Nm]

Power [kW]
240 Nm at 1400 rpm
240 60

160 40

80 20

0 0
0 1000 2000 3000 4000 5000 6000 7000
Engine speed [rpm]

Notice that maximum torque is developed at 1400 rpm and is constant up to

about 3,500 rpm.
In comparison, the characteristics of the EW10 A are:
Power: 103kW at 6000 rpm (140 hp)
Torque: 200 Nm at 4000 rpm

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Serial number

The serial number is engraved on the front face of the bearing cap casing.

The engraving includes:

Manufacturing order number (0000631).
Model number (10FHAA).
Manufacturer (PSA).
Regulatory type (5FX).

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CYLINDER HEAD ASSEMBLY

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Cylinder head cover

Includes:
- Oil filler cap.
- Engine breather filter.
It also acts as the ignition upper cover.

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Cylinder head cover sealing.

Sealing is achieved by 3 pre-formed disposable gaskets:

- 1 gasket for the cylinder head perimeter.
- 2 gaskets for the spark plug wells.

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Cylinder head

The inlet ports (A) are located to the rear of the cylinder head.
The cam drive tunnel (B) is integrated into the cylinder head.

Manufactured in aluminium, it has 4 valves per cylinder. It is attached with 13

bolts.
Note that there are 3 different types of bolt and, therefore, three different torque
settings.
It is vital to check the cylinder head bolt stretch before reuse..
The cylinder head cannot be remachined.

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Camshafts

Lateral positioning of the camshafts is

performed by the shoulders on the drive-
side bearing.

The camshafts are hollow.

The cams are attached, as are the drive fittings.
The camshafts can be rotated via the flats on the drive fittings (27mm spanner
required).

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Inlet camshaft

The inlet camshaft has:

- The variable cam timing actuator*.
- Actuator position sensor reference mark

Drives the high pressure fuel pump mounted on the gearbox side.

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Exhaust camshaft

Drives the vacuum pump mounted on the gearbox side.

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Camshaft sealing

The camshafts are completely contained within the cylinder head cover which, therefore,
provides the sealing.

Oil seal segments for the

variable cam timing
actuator.

Special feature of the inlet camshaft:

In order to ensure a good seal of the oil circulation system for the variable cam
timing actuator, it has two segments on bearing no. 5.
These segments do not need any special maintenance.

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Camshaft bearing caps

Each cap has an identification mark (A).

10 in number, they are paired with the case.

The first bearing cap is marked “0” and is placed on the drive side of the exhaust
cam.

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Variable cam timing actuator*

Located on the inlet cam shaft.

A solenoid valve, controlled by the CMM*, diverts pressurised oil to the actuator.

The action of the actuator is cushioned by a spring.

VARIABLE VALVE TIMING ACTUATOR:

VVT (Variable Valve Timing ) is the PSA term.
VANOS is the term used by BMW.
For understanding, the system will be called “variable valve timing actuator”.

NOTE: There is a FAD on the working of VVT.

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Valves

16 in total, they are made of steel with 5mm stems.

Inlet Exhaust

Special feature: The exhaust valves are sodium cooled.

The hollow exhaust valve stems contain sodium, a very good heat conductor.
Melting at 98°C, the sodium lowers the temperature of the valve head by
conducting the heat towards the valve stem (the heat then dissipates into the
cylinder head).

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Rockers and valve mountings

The valves are mounted with the

following components:

Bottom cup (including the valve

Collets Top cup
stem oil seal)

The valves are driven by:

- Hydraulic lifters.
- Roller cam followers.
- Return springs.

The inlet and exhaust valve springs are identical.

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Head gasket

Centred by two dowels (A).

Two holes (B) identify the EP6DT engine within the EP range. They are visible when
the cylinder head is mounted.

It is multi-layer metallic, coated with a fluorinated elastomer.

There is only one thickness.

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CYLINDER BLOCK ASSEMBLY

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Cylinder block

Manufactured from a light alloy.

The timing chain tunnel is integrated.

Cast iron sleeves are

incorporated into the casting.

The cast-iron liners slightly overlap the top of the block, ensuring better
thermodynamic resistance on the top of the wells.

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Cylinder block (continued)

The crankshaft bearing shell sizes are engraved on the front side.

The engraving is hidden by the catalytic converter and its heat shield.

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Fluid circulation in the cylinder block

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Fluid circulation in the cylinder block (continued)

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Crankshaft bearing caps

Located on the cylinder block by two dowels.

Manufactured in light alloy, it includes 5 sintered steel crankshaft bearings

inserted into the die casting.

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Attachment and sealing of bearing case

Two bearing bolts are sealed with plugs (A)

The cylinder block to bearing case joint is sealed with silicon gasket compound.

The bearing case is attached by 28 bolts (18 around the edge and 10 for the
bearings).
The red circle shows shows the flywheel index hole.

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Sump

The sump is sealed with silicon gasket compound.

Manufactured in pressed sheet steel and partly covering the bearing case
It is attached with 16 bolts.

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BOTTOM END

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Crankshaft

Made of forged steel, it has:

5 journals. 4 crank pins. 4 counterweights. 4 balance weights.

The journal diameters are 45 mm, in comparison:

those of the TU5JP4 are 50 mm,
and those of the 384F are 44 mm.
This small diameter reduces crankshaft friction losses.

This reduction in diameter requires a reinforcement on the flywheel end.

This reinforcement unbalances the crankshaft, the 4 balance weights bring it
back into balance.

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Crankshaft (continued)

Longitudinal positioning is controlled by two half

shells on the cylinder block side of bearing no.
2.

A marking allows, with the aid of a chart,

for the matching of the crankshaft bearing
shells.

The crankshaft has PTFE* seals.

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Crankshaft bearing shells

The top half shells are grooved and have a

hole.
They have a location tab (A).
5 thickness grades are available, identified by a
coloured marking (B).

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Crankshaft bearing shells

The bottom half shells are smooth.

They do not have a location tab.
5 thickness grades are available, identified
by a coloured marking (A).

A special tool (similar to DV) assures their correct positioning on the bearing
caps.

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Con-rods

Manufactured in forged steel.

A grooved bronze bearing is pressed

into the little end.

The big end has a profile known as “snake head”.

The big end is in two parts joined by two bolts.

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Con-rods

3 bosses indicate the drive side.

A marking identifies the bearing cap

and the corresponding con-rod.

A special tool (similar to DV) assures their correct positioning

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Big end bearing shells

Smooth, without location tabs, and only have one thickness.

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Pistons

A
The pistons have an orientation arrow on
the drive side (A).

A central cavity (B) generates a swirling

movement in the mixture.

The pistons, in light alloy, have valve clearance pockets.

The skirts are coated with a graphited area.
The gudgeon pin is free-mounted in the little end and retained by two circlips in
the piston.

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Piston rings

- “Compression” rectangular cross section

with chamfer.

- “Sealing” ‘Eagle’s beak’ cross section.

- “Oil control” with helical spring.

The mark TOP on the compression and sealing rings should be on top.

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Flywheel

Keyed to the crankshaft and incorporates the engine index marker hole (A).

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CAM DRIVE CHAIN

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Crankshaft sprocket

There is no key, the sprocket (A) is attached to the crankshaft nose (B) with a
clamping ring.

Consult the workshop manual before making any adjustment.

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Chain guide

Ensures proper chain routing and includes a tunnel for the oil dipstick (A).

Manufactured in plastic, it is made up of two pieces.

It is attached by 3 bolts equipped with seals.

The chain is splash lubricated.

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Hydraulic tensioner

An internal spring provides minimal tensioning during engine starts.

Located on the rear of the cylinder head, it presses on the chain guide.

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ACCESSORY DRIVE

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Composition

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Crankshaft pulley

Shock absorbing hub.

Attached to the crankshaft nose with 3

bolts.

In order to avoid damaging the shock absorbing hub, consult the workshop
manual before any intervention.
Torsionally decoupled, it absorbs engine vibration and shocks caused by the
engagement or disengagement of the A/C compressor.

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Accessory drive belt.

Poly-V type, specially designed for the EP6DT engine.

The back of the belt has increased grip to drive the water pump roller.

It has 6 V ’s.
Be careful not to spill oil or cooling fluid on the back of the belt.

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Water pump drive roller.

During belt installation, it can be mechanically disengaged using part (A).

It doesn't have electrical disengagement and remains in place while the engine is
running.
The friction wheel provides optimum adhesion.
Be careful not to spill oil or cooling fluid on it

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Tension roller

Automatic tensioner specific to the EP6DT engine.

A torsion bar is integrated into the mounting shaft to tension the belt.

An integrated pin allows the roller to be locked into the disengaged position
Unlocking is automatic.

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PPT 01298/1 - F - 05/2006 - DEFI

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Lubrication system

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Characteristics:

Crankcase oil capacity (liters)

With oil filter 4 Liters

Without oil filter 3.7 Liters

The maintenance period is 30,000 km or 2 years.

TOTAL 5W30 oil brand name: TOTAL ACTIVA FUTUR 9000

This oil is called “huile économie d’énergie” (energy-saving oil).
As of now, no other oil is approved for use. This could change during the life
of the engine range.

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Components

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Oil pump

Driven by the crankshaft via a chain, it

rotates at the same speed as the
engine.

It is attached to the bearing cover with 3 self-centering bolts.

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Oil pump (continued)

Gear type. A
Regulated pressure pump. B
It has :
- A pressurised outlet for engine
lubrication (A).
- A return oilway for the pressure
regulator (B).

This type of oil pump avoids energy waste, it only provides the amount of oil that
the engine needs.
This reduces fuel consumption.

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Oil pump internal construction

In the event of a malfunction, the pressure release valve will open at about 11
bars.

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Oil pump function

The oil delivered by the pump presses on the control valve.

At a speed of about 2000 rpm, the supplied pressure opens the valve (start of
regulation).
The valve uncovers a passage, allowing the oil pressure to move the “control
piston shaft”.
The capacity of the pump varies in relation to the position of the “control piston
shaft”.

As a result of this change in capacity, the pressure delivered by the pump is

constant.
The control pressure is 4.5 bars +- 0.5.

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Oil filter assembly

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Piston bottom jets

They are attached by hollow bolts equipped with a pressure regulator (opening
pressure 1.5 - 2 bars).

The oil jets, attached to the cylinder block, cool the pistons and lubricate
the small end bearing.

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Cylinder head non-return valve

Located on the inlet side just below the variable valve timing actuator
solenoid*.

It allows oil to be retained in the oil-ways of the variable valve timing actuator to
improve its performance during engine start-up.

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Turbo-charger lubrication

The system does not have its own oil filter.

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Oil vapour re-breather

There are two re-breather

ducts:
- One upstream of the butterfly
valve (A).
- The other downstream of the
butterfly valve (B).

For cold countries, a heater (positive temperature coefficient type) is mounted on

the duct (B).

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Engine breather filter.

Inseparable from the cylinder head cover.

Includes 3 valves.

Valves A & B control the re-aspiration of oil vapour in relation

to over-pressure.

The valve (C) limits the re-aspiration of oil vapour and,

therefore, pressure reduction in the cylinder block.

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COOLING SYSTEM

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Composition

The coolant has no maintenance interval.

The capacity is 6 litres.

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Water pump

Identified within the EP range by a brown reference mark (A)

It is of the turbine type. Sealing is realised by a pre-formed

disposable gasket.

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Water pump drive

The pump is driven by the back of the accessory drive belt via a special roller (A).

The pump pulley has a special coating.

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Other cooling system components

Water / oil heat exchanger:

Cools or heats the engine oil before

it passes through the filter.

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Other cooling system components

Water outlet casing:

In composite material, it includes a bleed screw and the engine temperature
sensor.

Sealing is realised by a pre-formed disposable gasket.

The water temperature sensor can be disconnected from the water outlet
casing.

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Other cooling system components

To radiator

To heater

Return from
radiator To water pump

Return from turbo

system
Return from heater

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Other cooling system components

Automatic thermostat:
Opening temperature 105 °C.
Under certain circumstances, the CMM* controls the thermostat in order to
open it earlier.

The automatic thermostat can not be removed from the water outlet
casing.

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Turbo-charger cooling

The turbo cooling system runs in parallel with the main system.

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Auxiliary water pump

An electric, blade-type water

pump circulates cooling fluid.
This pump is controlled by the
CMM* under certain engine
conditions.

It is located under the oil filter.

This pump cools the turbo-charger. See PPT MED 17.4 for function

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INLET SYSTEM

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Composition

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Air filter box

Located on the inlet manifold, it is made up of two separate parts.

The upper part includes a resonator.

The air filter maintenance interval is 60,000 Km.

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Resonator

The plastic blades are located on the

top to direct the air flow.

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A-tube

The A-tube is a component that reduces air intake noise.

It is made of composite material.

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RAS*

The RAS* is an air-to-air heat exchanger which cools the inlet air.

It is specific to the EP6DT engine.

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Under-bonnet auxiliary fan

The auxiliary fan, controlled by the CMM*, is located behind the RAS* in order to
improve intake air cooling.

For function, see PPT MED 17.4

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Motorised butterfly valve

Sealing is ensured by a pre-formed

disposable gasket.
Correct positioning on the collector is
ensured by two index holes.

Made of composite material, it is attached to the inlet manifold

with three self-tapping screws.
The gasket is located on the inlet manifold.

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Inlet manifold

Made more rigid by a support mounted on the cylinder head.

Sealed to the cylinder head with four pre-formed disposable gaskets.

Made of composite material, it is attached to the cylinder head by 5 nuts.

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EXHAUST SYSTEM

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Composition

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Exhaust manifold

“Twin scroll*” type, it has two

separate ducts.
These ducts combine the
cylinders in pairs:
Cylinders 1 and 4.
Cylinders 2 and 3.

This principle allows the turbocharger to engage earlier (particularly at low

engine speeds).
This design limits the re-aspiration of gasses between two cylinders.
For example, when cylinder no. 3 is at the start of the exhaust stroke, iy
can force gasses into cylinder no. 1 which is at the end of its exhaust
stroke.

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Turbo-charger

The BorgWarner turbo-charger is

of the “Twin scroll*” fixed
geometry type.
The boost pressure is 1.8 bars
absolute.

It has a waste gate (turbine side) and a dump valve (compressor side).
It can reach 220,000 rpm.
There is a notch in the membrane separating the two sides to allow for
controlled fissure formation.

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Waste-gate

The valve (A) limits the boost pressure. It is controlled by the CMM* (1) via a solenoid
(2), located under the inlet manifold, and a bellows (3).

The bellows can not be separated from the turbo.

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Dump valve

Controlled by the CMM*

During deceleration, it reduces the turbine pumping
effect*.

The dump valve can not be separated from the turbo.

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Dump valve (continued)

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FUEL SYSTEM

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Composition

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Low pressure system.

The system pressure is 6 bars

absolute.
The gauge/pump module is
submerged in the petrol tank. It
includes:
- The pressure regulator.
- The fuel filter.

The filter is incorporated into the module and needs no maintenance

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High pressure system - composition

- High pressure pump.

- High pressure outlet.
- Injection rail.
- Injectors.

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High pressure pump

The cylinder head / pump seal is ensured by an O-ring.

The pump can provide a pressure varying between 40 and 140 bars.

Made by Siemens, it is manufactured from light alloy and driven by the

inlet camshaft.

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High pressure pump function

Of the two piston type, it includes a control solenoid (A).

A sphere (B) compensates for oil expansion in use.

It is self-lubricated.
There is a release valve (mechanical) set to 140 bars in the pump.

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High pressure pump function (continued)

C Filtre

High pressure A : regulator.

outlet B : pressure drop passage.
A C : low pressure valve.
Low pressure
inlet D : pressure release valve.

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Engine stopped.

At rest, the position of the regulator solenoid prevents fuel from passing into the
high pressure chambers.

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Normal running.

The OCR supply to the regulator is used to allow fuel into the HP chambers.
Pressure maintained between 50 and 120 bars.

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Pressure release and

defuming at engine stop.

Pressure drop by return on the LP circuit thanks to passage B

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Pressure above 140 bars.

Limitation by return on the LP circuit thanks to flap D

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Regulator not working or

unable to create HP.

Rail supply with low-pressure circuit pressure thanks to flap C.

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High pressure pipe

Connects the high pressure pump to

the injection rail.
It should be replaced each time that it
is removed.

Sealing between these elements is controlled by compression fittings.

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Injection rail

Stainless steel with welded joints.

It includes the injector mounting points and the pressure sensor (A).

The pressure sensor can not be removed from the injection rail.

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Injectors

Electromagnetic type.
A locating pin (A) ensures their
proper positioning on the cylinder
head.

It has 7 spray nozzles.

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Injector sealing

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Canister system

A solenoid, controlled by the

CMM* allows the re-breathing
of fuel vapour.
This solenoid is located
beneath the inlet manifold.

The canister is located under the petrol tank.

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MAINTENANCE

Frequency

Service 30,000 Km

Air filter 60,000 Km

Spark plugs 60,000 Km

Fuel filter Maintenance-free

Coolant Maintenance-free

Accessory drive belt 240,000 Km (visual inspection during service)

Cam drive chain Maintenance-free

For heavy-usage maintenance, consult the workshop manual.

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TOOLING

Name Usage Reference

Angled 21mm ring Removal and mounting of Facom Réf :

spanner accessory drive belt. 55A.21X23

Removal and mounting of cam

Cam drive set 9780.W6
drive chain.

Engine set Work on the main engine.

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GLOSSARY

CMM :
Multi-function engine ECU (Calculateur Moteur Multifonction)

VARIABLE CAM TIMING ACTUATOR:

VVT (Variable Valve Timing ) is the PSA term.
VANOS is the term used by BMW.
For understanding, the system will be called “variable valve timing actuator”.

TURBINE PUMPING :
A phenomenon of air flow oscillation: violent air pressurisation and depressurisations
generating very high turbine loads which can cause noise or even damage to the
turbine.

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GLOSSAIRE

PTFE
Polytetrafluoroethylene.

RAS:
Air system re-cooler (Refroidisseur Air Système).

TWIN SCROLL:
Special turbo-charger design known as “double entry”. This technology improves
efficiency: it reduces the phenomenon of re-aspiration of burnt exhaust gasses between
two cylinders.

VASC :
Under-bonnet auxiliary fan (Ventilateur Additionnel Sous Capot).

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PPT 01298/1 - F - 05/2006 - DEFI

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