HOW UNRELIABLE PEUGEOT 607 IS?

Mine is 17 years old today and has only been driven on Nigerian terrible and smooth roads. Below are parts that have been replaced on the car since new:

The spark plugs, 2 VVT solenoids, engine oil pressure sensor, Coolant Temperature Sensor, headlight beam Halogen bulbs, fuel pump, Starter, Window regulator cables, Battery, Key remote control, Blower resistor, AC compressor, Tires, Engine oils & Engine oil filters.

- Aside the 2 front ABS wheel sensors and brake pads, nothing else has failed or replaced on the car braking systems.

- Aside the Timing belt & Auxiliary belt kit, nothing else attached on or inside the engine has failed or replaced.

- Aside the conversion of the Automatic transmission to Manual, nothing else has failed or replaced on the Drivetrain, even though the Automatic transmission and its kit had no issue before their replacement with the manual kit.

- Aside the rear shock absorbers and rear stabiliser links, nothing else has failed or replaced on the car suspension for the 17 years on Nigerian terrible potholed roads.

- Aside converting the interior from Black to Cream colours, everything remains intact, except those earlier pointed out.

The car has 5 complex fuseboxes, yet no single fuse has cut on any of them, while the Naysayers bitch about how problematic 607 electrical systems were and continued to be. Aside Automatic Transmission wiring connectors, almost every other electrical connector remains plugged-in and never been touched since 2007. Never had to top up engine oil before the 8 - 12 months oil change intervals with the recommended 5w-40 oil weight.

I would expect some, if not most people, to complain that the replaced parts I listed above were too many for a 17-year old car. They could be right. But I dare any of them to list out parts replaced on 17-year old vehicles from new till date given similar mileage of my 607 V6, driven on the similar harsh road conditions and weather. Not to prove to them that mine may be less, but to actually challenge them on their definition of reliability they always bitch about. This is for those that keep receipts or logbooks.

The recent trip with mine reminded me of some of the positives of 607 I have taken for granted. It took some discipline not to let the speedometer needle or indicator rest on the other end of the meter, yet the average fuel consumption on the trip was 11 litres per 100 km (even though most part of the highway were decorated with horrible potholes, forcing the car to stay mostly on the first 4 gears on higher rpm, for most part of the journeys). Considering the car size, car weight, and about 100 kg load/items in the boot, I was expecting way higher than the 11 litres. Unfortunately for some men, when they desire something, they choose to listen or seek advice from other men that failed on that subject, since the voice of the majority is the voice of God (even when the western democracy has proven it wrong on Nigerian economy). It didn't matter how successful I was and has been with Peugeot 607, the sheep minded ones would always remain the sheep, the choice they took. The messages, posts, articles, and videos I published are for you to have same successful experience that I have had and still having on 607. Out of stupidity or lack of critical thinking, you preferred the Naysayer's ignorant opinions & lies. Poor you! This piece is not to encourage you to get one (you had your chance), but to remind the previous & present 607 owners that have suffered or suffering under theirs that the nightmares with their cars were their own making, most of the time. Peugeot 607 could actually not be the right car for you, but you should have come to that realisation by yourself after evaluating all facts accessible to you. That's what I would do for something I desire to have that I can afford.

Ikenna Udeagwu.

404, 504 & 505 GROUP - NIGERIA

On 02/04/2024, I created a Peugeot 404, 504 & 505 WhatsApp group (a branch of The Lion Community) for users of Vintage/Classic Peugeot cars in Nigeria, to join and discuss on them, learn on how to enjoy theirs, where to source parts, etc. Only users of these vintage Lions or those interested are allowed to join the group.

To join, chat me on WhatsApp +2348095721703.

Ikenna Udeagwu.

Insult, shame, and guilt were exactly what I received when I got my Peugeot 406 V6 Manual 11 years ago from most men, both online and offline. Today, 01/04/2024, some of them have crawled back, asking if I could sell mine or find any 406 as good as mine. Unfortunately for them, Peugeot 406 has become way out of their league, just like most oldest Wines have become to the majority of men. This evening on expressway, mine reminded me what 406 really is, which you would only understand, realised, and appreciate when you discard yours, like most past GL 504 users now have realised. I am the happiest man on Earth for not making same mistake. Classic cars are marked from inception by men wey sabi.

Lion-King Monk.

407 was never in the picture to be added in the fleet. As much as I enjoyed the drive in some of them, the desire wasn't born. At a point, I recalled in one of my private phone discussions with Mr Siena Gbuje in UK, where the discussion was him sourcing a 3.0 HDI 407 for me from Europe. I found the car package interesting, but the transmission killed that desire within days. The fact that they came only with automatic and the chance of converting to manual transmission on that engine was zero. It was a sacrifice I couldn't live with. The unpredictability of AM6 was a reality I have lived and moved on from and never to be stuck with one. So I threw the idea of owning a 407 into the bin until the day I test drove a Coupè version with a V6 petrol engine and a 6-speed manual. While in the drive (not after), I knew certainly I would become an owner of one, which didn't take long to manifest. The pleasure derived in those few moments behind the wheel on high-speed could be likened to sexual climax.

When you gear a 407 Coupè V6 petrol (ES9A) into motion, the toys and the car looks become insignificant. The only thing that would remind you he is a 407 is the dashboard. What made the Coupè outstanding from every other 407 is the road handling. The instrument panel, the steering, the bucket seats, the ES9A V6 engine, the transmissions, the brakes, and the suspension were all made for one purpose: *Track* . No modification is needed, unless you want him faster. The predecessor (406) is quicker, but on general performance, they are not mates.

I drove these 2 Coupès on the attached picture for the past few days, which are both powered by the PR V6 ES9A engines. One is 6-speed Automatic, while the other is 6-speed Manual. Without being biased, both are performance maniacs. I tested both harshly on tough roads (dangerous corners), swinging them as the rpm hits closer to red lines, while they both behaved as if they were on straight lines as they swerved lanes. Both almost abruptly came to a halt from high speedometer figures when brake pedals are depressed for that purpose without being thrown out of the seats or front ends pressing down (Thanks to the TRW OEM brake pads on both Coupès). Steering wheel stayed heavy close to a proper manual steering, even on lower vehicle speed. The bucket seats held and kept my body firmly without a shift, no matter my activities on the pedals, the gear levers, steering wheels or whatever both Coupès were doing on the road. I could go on and on. I would say this Coupè is one of the best production track car Peugeot made, the only best Peugeot V6 track Coupè ever.

ES V6 engines were not known for aggressive V6 sounds, compared to their predecessors (The PRVs). But ES9A on this Coupè actually made a difference than the other ES engines. The ES9A on 607 could be too quiet for my liking sometimes. But when logically considered what 607 was built for, it would be illogical to expect the opposite. The Coupè on the other hand, wasn't made for comfort. The ES9A on the Coupè makes rumble grow and gets louder as engine speed increases (most importantly, as vehicle speed increases). With the 6-manual manual, it's more thrilling when you act on the clutch pedal to isolate the raw V6 engine note from the gearbox scream. And also when you re-engage the 2 to listen to both songs. It's heavenly-like experience (as described by the Book).

This is a thirsty car, especially when geared into his potential. Let me be more direct. If you are the type that always glue your gaze on the fuel gauge behind the wheel, the car is not for you. This Coupè has 300, 400, 500 to 700 kg over that your regular 504, 505, 206, 207, 307, 308, 406, etc. For those who still don't understand, this Coupè (irrespective of transmission type) is like dropping 6 - 10 bags of cement or rice inside the above listed Peugeot vehicles, including some of the 4-cylinder Saloon 407s. You have to be financially capable to keep the car on the road running (fuel-wise). The predecessor is your better option if you want to eat your cake and have it back, as long as you hard-core performance is not your priority.

You are better off with 406 if you are after the quickest V6 Peugeot Coupè. This Coupè is fast, but not quicker than his predecessor (all linked to the weight), which made him thirstier. He is still a track car, as long as you are OK that you might not likely win the race (even though being faster doesn't necessarily win the race). He can be modified to be faster, but the limited space under the hood doesn't help. Mr Dawid Dabrowski Turbocharged his Manual version and got 460 hp & 630 Nm. I saw someone else also supercharged his. You can do same on yours, as long as you can create the space for the accessories.

The Coupè can lose the big chunk of his performance if the shock absorbers fail. I am talking about the outstanding road handling the car posses. These special electronically controlled dampers on them are not easily available, especially the rear ones (both new and used). I have battled with this issue on mine for a while, and i recently got a small window i fixed and tested the car on highway, and the difference was night and day. Still researching and experimenting on a permanent fix to this that will retain the factory performance, even when not with the unavailable stock complex ones. You don't want to lose any of yours. With this, it would be unwise to do a long journey with the Coupè in Nigeria, considering the road conditions that kill struts rapidly over here. However, this is a car I would recommend for long-distance drive, if the road conditions in the journey are as smooth as the Abuja roads. I tried it once and lost a lot of the suspension components, but I never regretted it because the experience derived in the journey can only be experienced to understand than described.

Everyman has a To-do list (physical or mentally), even if some on the list do not feel attainable. A man with no such list is a dead man walking, since such list gives you the drive to keep living. One test drive not only changed my original To-do list, but also closed the modern Saloon car chapter for me. 407 Coupè V6 is not the most powerful, the best performance, or the fastest Coupè Peugeot made, but definitely a car you would be glad to have owned or experienced before your last breath.

Lion-King Monk.

When the Viscous Mechanical fan on my PRV engine failed in 2011, I locked the fan to the water pump pulley since I couldn't get a good used or new one. I stupidly thought I was smarter than Peugeot until I embarked on a road trip days later. The faster I pushed the car, the lower the coolant temperature dropped. By the time I got to Ajaokuta, the temperature gauge remained under 30° Celsius, even though the engine had a good working stock thermostat at 79°C opening temperature and weather was extremely hot that day. It dawned on me that my engine was doomed if I maintained that crappy abused modification on the engine cooling system for long. As soon as I got back from the trip, I converted the fan to Electric, modifying the fan to be triggered at around 87°C. Something interesting happened as soon as I started the engine without the locked mechanical fan. The engine immediately started hunting at idle, terribly. The symptom refused to go away until after about 50 km drive (the next day), and the car suddenly became quicker at much lower rpm (as soon as the engine hunt reduced). It was not only the first time I experienced the engine ECU adaptation process, but also confirmed firsthand how badly locked mechanical fans restrict/reduce engine power to the wheels. I was too delusional not to think of the consequences of what I was doing to the engine lifespan, fuel economy, and engine performance when I locked the fan blades to the Viscous coupling. I was able to save myself early, but what about all the thousands or hundreds of thousands (if not millions) of 504 sold and used in Nigeria with mechanical locked fans on the water pump pulleys?

If I am not mistaken, all 504s sold new in Nigeria had the locked mechanical fans as standard, while the 504s sold in Europe and other first world countries had the temperature controlled fans, similar to what we have in modern cars. Aside from the higher fuel consumption that the locked fans ensured on these Nigerian 504s, the rapid engine wear it contributed was too enormous that it was accepted as normal or an expected cost of owning a 504 in Nigeria. The funny part was that it wasn't limited to only 504s in Nigeria (other countries in Africa were victims, too). The scary part was the absence of engine cooling system thermostat in these engines, even with the fan permanently locked to the water pump, pushing off whatever little warm temperature engine could get at cold start as acceleration increased. Obviously, is probably the reason why the majority of 504s assembled in Nigeria didn't have a coolant temperature gauge since there was no need to be staring at a gauge that won't make any movement upward anyway. As an Australian stated a few years ago on Aussiefrogs that the mechanical fans reduce approximately 10hp on 504s, as engine speed increases. The 1.6 - 2.0 Carburettor engines in 504 didn't have impressive power figures, yet the little they had were ridiculously reduced by these fans. As indestructible as those engines were, it might be hard to find a user in Nigeria in that era that didn't rebuild his/her engine once, twice or more within 100,000 - 200,000 km mileage, when the story is different in other climes. Some have argued that the locked fan makes the engine sound more aggressive. I would tell you, at lower rpm, they all sound the same (with or without the fan), especially on the carb 4-cylinder engines. The ones with locked fans only become coarse or harsh when the rpm climbs over 4,000. But then, none of the Nigerian assembled 504s had a Tachometer anyway.

There have been debates among 504 users on the need to retain or maintain the coolant/water lines or hoses attached to Carburettors in a temperate or hot environment like Nigeria. Some claimed they only served the atomization purpose or prevent icing of the carburettors, which are not experienced in hotter environments or regions. One thing is clear, the coolant or water does no harm to the Carburettors, at least, the ones I have used on a 504. There is one major advantage water has on a Carburettor (some models, though), which makes the engine perform efficiently and economically, and that is choke plate control. The choke on some Carburettors models are manually controlled via cable, while some are temperature controlled via water/coolant. Cold engines require the choke plates to be closed, in order to let more fuel in. As engine starts and water temperature increases, the thermistor-like part of the Carburettor inside will gradually open the choke plate to reduce the fueling into the manifold until it stays fully open (fuel reduction). It's basically the same setup with the modern EFI cars in controlling fuel consumption at cold start and at optimal engine temperature via the CTS (Coolant Temperature Sensor). But the majority (like 97% of 504 users in the past) yanked out their water lines to their Carburettors (irrespective of the carburettor models), likewise the current 504 users. Not only that, the cables have also been cut-off (intentionally, sometimes), and choke plates are fixed permanently either closed, half open or fully open, as they expect abused Carburettors to manage the engine properly. The worst of it is the disconnections or blockages of the water or coolant lines on the Intake manifold Carb engines in 504s. The temperature of the intake manifolds needed to be regulated for better engine performance and fuel economy, yet almost every user here disconnected or blocked theirs when the water passing through the intake did no harm to these 504s. You might disconnect coolant lines on the carburettor because your choke plate is manually controlled via cable (still doesn't make sense to me), but doing same on the intake manifold is the worst

In the '90s, I passionately became obsessed with knowing how a clutch kit inside the bellhousing actually works. The fork and release bearing were easier to understand than troubling anyone with questions, but I wanted to understand how the friction and pressure plate work together on the flywheel and input spline. No mechanic I asked gave me any explanation that made sense. All their explanations or descriptions didn't match reality, looking at those 2 components, until I ignored every answer i got externally and figured it out myself (Internet wasn't a thing at the time). Maybe, that could be the reason I have never had clutch kit (release bearing, friction plate and pressure plate) failed on me ever since I started driving on the public roads in the early '90s. By understanding how clutch works, I subconsciously avoid the DON'Ts with the clutch pedals, which elongated the lifespan of all the clutch kits in cars I have used, owned and currently own. If the majority of Nigerian 504 users had understood their engine cooling systems and how their Carburettors work, most of them probably wouldn't have messed with them or continue to do so by the current users. I am not a Carburettor expert, but with the understanding of the 3 Carburettors I have used so far on Peugeots (Solex 34 BISCA 3, Solex 32-35 MIMSA, and Solex 34-34 Z1), I can authoritatively tell you that it's probably to average 40 mpg on a 504 with Carburettor engine on highway (not more than 100 km/h), even here in Nigeria and other African countries. Otherwise, be man enough to stare down under the hood of yours, admit to yourself why your 504 sucks. That realisation will not profer solutions but also lead to a different chapter of 504 ownership for you.

Lion-King Monk

The early PRV engines were noted with failures (Camshafts wear) on the ones mounted on the '70 Volvos, including some of their early '80s 700 series, especially the B27 & B28 engines. But for some reason, Renault & Peugeot cars with the same PRV didn't suffer the same issue, at least, that i heard off. Some claimed it was caused by engine oil recommended, while the rest blamed the Swedish engineers for not getting the cylinder heads in theirs right, unlike the Peugeot & Renault engineers. By the time the Swedish engineers got it right in their improved PRV engine in the late '80s, the B280, the PRV reputation in Volvo was already tarnished that they had to pull out from the venture, leaving Peugeot & Renault to continue in the joint V6 engine production, hence, the PR V6 Engines.

The PR ES V6 engines had a major shift from the predecessors (PRV) in the early '90s since the PRVs were 90° V6, while the PR ES engines were 60° V6, among other designs change. However, some users still consider bottom part of the engine of both as the same, at least, similar. Hence, they believe the ES engines were meant to run only with the same oil with the PRV. Their opposition is not with the 10w-40 that both PRV & PR engines were recommended to use, but with the 5w-40, especially the last PR engine produced and mounted in Peugeots in the late '00, the ES9A V6 engine.

Some PR ES9J4 V6 Engine users do project onto the ES9A, that since the bottom of ES9A & ES9J4 are the same, then only 10w-40 oil must be used on ES9A, and they are terrible wrong. As an owner of 2 ES9A V6 engines, I can authoritatively emphasise again how wrong they are. 5w-40 remained the best oil Peugeot recommended for that engine, not because of what Peugeot said, but because of observable reality called facts, even with the shortcomings of running the 5w-40 on ES9A (will come to that later). As most, if not all ES9A users must have experienced, the engine makes an uncomfortable annoying loud friction sound at cold start, almost every single time, and goes away till engine becomes dead cold again (like about 10 hours or more after switching off engine). Some claimed the VTC sprockets are the culprit. Some concluded the camshaft rockers are. Whichever the cause is, it's one of the downsides of owning ES9A. I would be surprised if yours hasn't started. However, when you run 10w-40 in it, the noise tends to be frequent even when engine is very hot (like 10 minutes or less after switching off a hot ES9A), and even sounds louder and last longer than the 5w-40 does. The ES9A engine note isn't aggressive as the early PRVs it replaced, but it has the V6 signature as the rpm climbs towards the red zone. But at idle when the engine is hot, you would only know the engine is running when you look at the tachometer or peep at the Auxiliary belt chamber under the hood. That's how quiet the ES9A usually is with 5w-40, which unfortunately you will lose when on 10w-40. It doesn't mean 10w-40 is bad for the engine. It simply means it's not the best for it.

The ES9J4S V6 engine (the direct predecessor of the ES9A) doesn't care much if it's running on 5w-40 or 10w-40, even though its successor does. Just because they all share the same bottom (all the ES engines) doesn't mean the cylinder heads are the same. The 5w-40 is best for ES9A, even in temperate or hot countries. We experience 35° - 45° Celsius sometimes here in Abuja, yet none of my 2 ES9A would pop oil pressure issue, while the temperature remained below 140°C, even with aggressive hard acceleration on these engines in some of these extremely hot afternoons, while I am on fundrive, year after year, same Engine, no oil burn or smoke. So, when next you try to come up with how bad 5w-40 is for the ES9A, understand how nonsensical your position would sound to me.

Of course, I would admit one major downside of running 5w-40 in an ES9A. The engine would hardly be dry. Always expect it to be wet, not necessarily dropping oil, as long as the notorious Cylinder head cover seals/gaskets are not leaking at the time, including the other engine seals (Camshafts & Crankshaft). But I still never had to top up before oil change is due, even though the engines would be wet. Most times, the source or cause are the 2 VVT solenoids that can't help but spit oil (major weak components on ES9A, compared to the indestructible ES9J4S VVT solenoid).

One thing I know most vehicle users lack is the understanding of certification marks when it comes to engine oils for their engines. Also as an IP professional, I very well understand why these marks are very important in selecting or choosing which oil is best for your engine. Just because an oil container has 10w-40 or 5w-40 sticker on it doesn't mean it's good for your ES V6 Peugeot engine. In other words, not all 10w-40 and 5w-40 are good for your engine. Look out for the ones Peugeot has already tested for you and certified good enough for your engine, indicating Peugeot oil certification codes for your engine. Not having your engine oil code doesn't mean it's a bad oil, but just not for your engine. If you are after 5w-40 for the PR ES9A & ES9J4S, look out for PSA B71 2296 on the oil container or research further on the oil for the mark. Likewise, if you are after 10w-40 for your ES engines, insist on PSA B71 2300 mark on the oil. These marks could change, but they are always updated by Peugeot on their service manuals, etc. I honestly don't give a rip about oil international standards like the ACEA and the likes. I care more or focus more on what an engine manufacturer says or recommends for its engine, after some practical tests of the oil has been carried out in their well equipped laboratories or/and out on the road, to determine if the oil meets the engine requirements. But some people, either ignorantly or intentionally, choose to do these tests or experiments on their engines themselves to either prove Peugeot right or wrong, which is OK, as along as you don't bitch about the consequences, incase you get results you don't like.

Total Quartz 9000 5w-40 and Mobil Super 3000 5w40 have both proven on my 3 Peugeot-Renault ES V6 Engines that Peugeot was right all along.

Lion-King Monk.

About 23 years ago, a lecturer at NAU Political Science department said to us, "The true value of a V-boot while in motion is derived and enjoyed mostly by the man on the driver's seat, not the man on the rear seat burying his head on a newspaper." I believed him but thought I understood him until I test drove a V-boot about 3 years later. A man like me is into 504 for the 504 experience, not 508 experience in 504. These are 2 different cars produced by men from different eras with different ways of thinking. A car like 504 helps you experience what your father or grandfather's thought process was like. That advantage or experience goes away when you start altering what made a 504 what he is.

Recently, I have seen a few 504s their owners have changed their exterior looks with lipsticks & eyelashes. An interior of one I saw the other day was changed into a Barbie's room. It should be no other man's business since that's your car (Do whatever thy will). But when it comes to resale value or true value of such vehicles in vintage/classic car communities, it's more or less worthless (at least to a large degree owner would least expect). That clean, new looking 504 with stock exterior, stock interior, and stock AM/SW radio cassette player will posses such a value men would be willing to sell their castles to acquire. No one would give a rip about your iPhone 15 in the next 5 - 10 years. But countries could go to war for Nokia 3310 in the next 50 - 100 years. Sure, you can attract validations from teenagers or women for the mess you made on your 504 to impress them, but they are not the market you need when or if you decide to resale. You ended up turning off the actual prospective buyers (minority of men), who are less than 5% out of 100 men. You could claim you got the car to keep for good. If that was the case, why changed the important thing that attracted you to the car in the first place?

From the beginning, Nigerians had a 504 decease that refused to be cured, even after about 50 years of dealing with the decease (more like a virus). The decease is double barrel carburettor. Every 504 Nigerian mechanic I have met or worked with from the '80s till date disliked, hated or discouraged use of double barrel carburettor on a 504. An average Nigerian that bought his 504 new, with 2.0 litre carburettor engine, enjoyed his car until the 1st or 2nd time his carburettor was touched by a Nigerian mechanic. Only about 1% evaded that infection (you could count how many had double barrel carburettors till date or last breath). The rest yanked out theirs and converted in single barrel carburettors, because it was more fuel economical and easier to maintain, they all accepted. The propaganda was that strong. Fuel consumption figures of the both carburettors is debatable (depending on driving style), but that "its easier to maintain" gospel has proven to me otherwise, many years ago. It's no longer even about single vs double barrel carburettor dichotomy, it's now about outright condemnation of both carburettors as bad, in regards to fuel economy.

General belief is that new technology is better than old technology. But reality dictates that's not always the case, at least, in all ramifications. For example, the maniac version of 505 V6 is older than 605 with ZPJ V6 engine which is newer, yet the former is quicker and also consume less fuel. Another example, 407 is newer to 406, yet the predecessor (406) is quicker and also consume less fuel than his successor (407). So just because EFI is newer and expected to consume less than the older tech (carburettor) doesn't mean all carburettors are fuel guzzlers, compared to today's standard. A 504 with double barrel carburettor can average 40 mpg (uk) on highway. If that figure is too high for you to live with, then I don't see why you have a gas/petrol car. Lack of technical know-how on a car doesn't make the car a bad car. Maybe a bad choice, but nothing to do with the vehicle. If you can't properly tune or find someone that can do that on your 504 carburettor, that's not the carburettor's fault. If you can't keep your 504 ignition sytem and the engine in good conditions, no amount of carburettor tuning will stop the car from guzzling fuel like a Whale. Like I have advised 504 users in the past, it's not big of deal to learn how to tune carburettors, even if you can't do the servicing yourself. Find someone to teach you how to do the tuning, if the car has proven to you he got it right the first time, even if you have to pay the person for the teaching. I learnt how to tune Solex 32-35 MIMSA double barrel carburettor in year 1999 and never gave no one to do that for me since then. Interestingly, that carburettor never gave issues and I barely serviced it, yet almost every 504 user i met in Nigeria has only negatives to say about that carburettor. The narrative is now shifting to EFI conversions on 504 carburettor engines to reduce fuel consumption. I honestly have no issue with that idea or act. In fact, I like the fact that it is possible and give users options. However, I am looking at it from a performance perspective, which adds little or no significant power to the engine after such conversion. But I am not an expert on EFI conversions on 504 carburettor engines. It gives room to turbocharged or supercharged the Engine, when you convert it to EFI. However, i have also seen a turbocharged 504 carburettor engine (conversion). There could be other benefits the carb - EFI conversion come with that I am not aware of, for I have never seen one, driven one, or let alone know how to do the conversion. But I do know that every good thing has a downside too. You would be delusional to think otherwise, especially when it comes to cars. You are simply moving from one headache to another. The degree of the pain is what you should seek for before you jump in, incase you can't handle it. Putting on my critical technical thinking cap, if the conversion kit was sourced from who knows were and the person that did the conversion relocates, passed on or you lose the contact, basically, you are screwed. Unless you can figure it out yourself or by someone else on how to diagnose the car engine issues with the new system, as they come up overtime. Also, I would expect the Engine ECU introduced to run the engine would be a universal aftermarket or a used stock ECU from an EFI car. But will there be an OBD II scan port for diagnosis or owner has to rely on guess work to troubleshoot, if he is not the technical minded type or has someone that understands how electrical part of the conversion was done. Again, I am not an expert in these type of conversions. So it might not be as complex as I questioned above, but these are the questions you should be asking or concerned about and get the clarifications before you jump in. There is also the CNG conversion option available, which I think might be easier than EFI on 504 carb engines. A CNG carburettor or converter might be easier to swap in than messing with the intake manifold, sensors and other electrical non-plug & play modifications required on EFI conversion. At least, CNG cylinder appears cheaper to fill up today in Nigeria compared to petrol tank, if it continues to stay that way. Again, I am not an expert on CNG conversion either. But it comes with its own headache too. Find out what those headaches are.

I understand a lot of complaints regarding bad carburettors causing excess fuel consumption on 504s in Nigeria. But there are new carburettors in the market you could buy and close the chapter for a long time. And before you disregard my advice that they are all from China, it doesn't mean they are all bad. In 2012, an AC technician damaged my 505 V6 AC compressor the engine came with. They gave me the option of used compressor (10k) and new compressor (25k). I picked the new one against the technician advice that it was from China and wouldn't last. Since 2012, I have not done any AC repair on that car. I used the car today and the AC was on throughout my drive today, chilling as cold as it was the first day it was mounted in 2012. How many years have passed? 12? In 2020, I bought a new double barrel carburettor (Solex 34-34 Z1) at 50k for my 2.0 carb Engine, which seller claimed was the original Solex from Europe. Since the first day it was mounted, no type of issue the carburettor didn't exhibit. From non-start to hard-start issues. From self acceleration to black smoke issues. Nothing I did and other carburettor experts did could resolve the problem. It was obvious the carburettor was bad from factory. Months later, I went for another new carburettor (same brand & model) from a different seller. This time, seller told me it was from China which I bought cheaper at 30k. I mounted it and at first crank, engine started as if it never suffered from the previous hard-start issue and the rest. Tuned it and everything was almost perfect (no hard-start, no self acceleration, no black smoke, no rough idle, etc). I am not saying there are no bad new China carburettors in the market. I am saying there are good new ones in the market too, and I wasn't discouraged by the bad ones till I got the good one. If you don't trust the ones in Nigeria open markets, they are abundantly available on Aliexpress (China), both the single and double, depending on model recommended for your 504 engine.

Carburettor, EFI or CNG, you can run your 504 with any of the 3. The carburettor fuel consumption on 504 is OK for me. I don't want EFI experience on 2.0 XN1 engine since my attraction to 504 today was the previous 504 experience (the whole package, not just the looks). There are better options for EFI outside 504. Its oxymoron to convert 508 for carburettor experience just because it can be done. But who knows, we might all end up converting our 504s to EFI or even worse, to full electric battery powered. After all, masculinity today in the most 1st world countries is termed Toxic or bad and everything that looks masculine is being discouraged, cancelled or censored (thanks to Democracy). If it looks or sounds masculine, it's bad for the world (ban it). Those laws are already in place, not being considered or discussed. Looks like a question of how long my brothers in Africa will resist until they cave in. We are basically the last men standing. Maybe will never get that far, at least in this lifetime. Whatever happens, the Monastery option is always there for me.

Lion-King Monk

Hello everyone. I met up with @⁨Ikenna351⁩ the other day and we recorded a video for my YouTube channel with his Legendary 406 v6.

He also makes an appearance in the video.

Kindly watch, like, comment, subscribe to the YouTube channel and click the notification bell and select all so that you are notified whenever we upload a new video.


https://www.youtube.com/watch?v=Uh-g5lIrjsQ?si=kDsZ7wJI_nwr-sxA

The Mobil Super 3000 x1 5w-40 is fully synthetic oil recommended by Peugeot for some of its engine with Oil certification B71 2296. Some of the recommended Peugeot engines for the oil is TU5JP4, EW10J4, EW10A, EW12J4, EW7A, EW7J4, ES9J4S, ES9A, etc. I got positive feedback from 2 Peugeot users and also have tested the oil on highway on hard drive and the oil performed well (oil temperature, pressure and level, including engine note).

I picked up 2 today for my D2 Coupè V6 & Z9 V6.

Lion-King Monk.

There was a time certain cars differentiated men from boys. Staring at phase II 505 sometimes reminds me there was a time engineers factored in male perspectives on cars. Everything about this facelifted 505 was muscular, from how he looks, sounds, and drives. I am so fortunate to be among the few fortunate men who still have automobiles that don't let all our good testosterone go to waste or stay dormant.

Lion-King Monk

One of the ways the wise men teach the young and inexperienced ones is the regret strategy, which could come in direct or direct form. Their past mistakes, what they had the capacity to do but chose not to or what they would have done differently, etc. One of the regrets I have that I am passing down is not having a picture of my previous GL when i had him. Yes, there were no smartphones at the time, but it was never an excuse, considering how important the car was to me. I could have had a photographer take a picture of the car, which was in my capacity to easily do at the time, but I didn't. The sad part was it didn't even cross my mind. All it came down to was that I took something I care about and loved so much for granted and lived to pay for the mistake. It's one thing to recall good memories. It's something else when staring at the exact place or object while on a specific memory or reminiscing what went down and how.

The GL joined my family before I did, and he was among the family members waiting at the hospital when I popped out. He was an older brother and never failed in that role. He helped in instilling some discipline in me, which I will forever not forget. You don't just come across such vehicles anymore. His life started in 1976 and was adopted by my father soon after, and he stayed part of the family, against all odds, till his final moments of his existence. My father wasn't the loyal type on cars (his previous cars didn't stay too long with him). But when our GL came, the disloyalty stopped. He was bonded to a car for the first time. So, instead of discarding the GL like he did his previous vehicles, he added 2 more cars to the family (non-GL), at least to take care of the crave for something newer, among other purposes the 2 additional cars came for and served. It was obvious why, compared to the other cars he had before the GL. Everything about the GL was aggressively masculine, from the sound, looks, and the car overall attitude or how he moved. He was basically his buddy, whom he was constantly on the road with, travelling all over Nigeria due to the nature of his business at the time, having both pleasant and unpleasant highway experiences and making history together. It was not until he was scammed (financially castrated) several times, to the point that he could no longer feed his family that he had to abandon the car. I took over the car from him in 1998 after the car was left lifeless for about 6 years with both 4 legs off the ground, exactly when he started considering selling him off, than painfully watching him abandoned that long. Without his permission (I waited until he travelled out of Awka for about a month), I resurrected the car (brought the car down to the ground and get the car to start running again, which took me about 2 weeks). He came back from the journey and saw what I did. He uttered no word and no never interfered in my use of the car for the next 7 years. Within those 7 years, he only drove the car once on the 5th year when he came to ask for my permission to use the car on a particular day. I felt bad that he sought my permission to use the car, which he didn't need to. But I understood why he did it. Men are territorial and exercise authority over what they are responsible for. In this sad situation, he had no financial responsibility over the car anymore and felt he had lost the authority on the car, a terrible position his fellow fraudulent Nigerians put him in. As much as Scam is a punishable offence in the country by Nigerian law, unfortunately, it's a culture that is being celebrated here. Scam not only wrecks the direct victims most times but also puts the dependents on the victims through hell. Will never forget the day I ate from a dustbin during those trying times in the '90s, which led to a decision I took at the time and led me on a different path till this moment. I was able to resurrect the GL, not because I could afford to maintain the car when my father couldn't. But because of the interest and passion I had on the diagnosis and repairs on cars in those younger days, so I was able to eliminate or at least, reduce those labor charges for repairs and used whatever little pocket monies I was getting from my Mother, my Aunties & Uncles to buy parts (which barely failed anyway). While as an undergraduate at NAU (Nnamdi Azikiwe University, Awka), I was using the GL to do Taxi every evening after lectures, to have enough money to keep the car running, no matter what it would take. While my peers were busy spending money on chasing girls, my priority was always the GL. At the university, I had only 4 close male friends. The GL was one of them. Even though my father didn't voluntarily gifted the GL to me, it remains one of the best gift I have ever received from a human, for which forever I appreciate him for, even though he has transitioned.

The first time I travelled from Abuja to Awkuzu in my 505 V6, my father saw the car for the first time as I drove into our compound and became overly excited and started narrating some of his GL journey stories to me while we were still outside beside the immaculate looking 505 V6. I remember my mother getting upset with him at some point to let me come into the house and rest from the 10-hour high-speed highway drive. Women and lack of understanding of male nature! Little did she know that I was more interested in the GL stories than the food she kept for both of us waiting. I wasn't really the favourite in the family while growing up because I was that stubborn disobedient son. Always going or doing the opposite. So my father wasn't always smiling at me, but whenever it came to the GL, we were inseparable. He had teachings and experiences to share, and I had the listening ear. I had so much to learn from him since his GL experience started before mine. Sometime in late 1979 or early 1980, he drove his GL from Katsina to Kaduna on his usual business trips. On his way back to Katsina, he stopped to greet his friend, Professor Anikweze (the current state government recognised Igwe of Awkuzu in the year 2023). He was a lecturer at the time. He asked my father to drop his wife at Federal College of Education, Katsina, and she was a student in the school at the time. She was also a nursing mother at the time too (her baby girl was like less than a year old), but urgently needed to be back at the school. On their way back to Katsina on highway at a village called Gidan Mutun Daya, there was a narrow bridge they were on, and in front, there was a Lorry or big truck coming forward on the other lane, while another Truck was following the first truck behind. Suddenly, the 2nd truck behind switched to overtake the 1st truck right there on the bridge as the GL was almost close to them. My father had 2 options: keep straight and smashed onto the 2nd truck on his lane in front or swerve out of the bridge. He took the 2nd option and the GL knocked out the bridge metal barricades and flew out of the bridge and started descending under the middle of the bridge. The GL landed on the ground under the bridge on his 4 legs with the speed he jumped out of the bridge with, bounced up and came down again. Luckily, it was a dry season at the time and there was no water under the bridge. Few villagers around heard the noise, ran and came under the bridge to rescue (in case occupants were still alive), and found no one unhurt, including the nursing mother and the baby. My father ended up driving the GL out of that ditch with some scratches on the car body, but not the 3 occupants. Fast forward to 2001 or 2002 (about 23 years after the incident), the baby girl in the car had grown, got admission to NAU/UNIZIK, she traced our house then at Awka (St. John of God Secondary School, Awka, Staff Quarters) and came (then I was the one using the GL). She said her mother told her the story and her father asked her to locate us. When I pointed out to her the car in question which was packed outside, she was surprised the car she passed as she walked towards our house was actually the car, still alive and still with us after all those years. She went out to check the car out and I could see how emotional she became when she wanted to touch the GL (Thank you for saving my life).

In 1988, my father embarked on his usual long trips in his GL around the country, this time starting off from Awka. His final destination was Katsina, but he first drove to Elele at Rivers state to attend Rev. Fr. Edeh's program (Catholic Prayer Ministry of the Holy Spirit). He spent the night at the program and by the next night, he continued his journey to Katsina, which was about 19 hours non-stop highway high-speed drive (over 1,000 km distance depending on the roads taken). About an hour or two into the journey, he needed to urinate, so he stopped and parked the GL by the highway roadside in the dark but left the headlights on with engine off, at least to chase or discourage the wild animals coming towards the car or himself. Suddenly, about 5 men descended on him (one of them was carrying a gun) and asked him to lie down behind the car, with his face on the ground. One of them took the GL key from him and they all jumped into the car and slammed the doors. While he was still on the ground behind the car, he heard the engine cranked many times, but the car refused to start. After several attempts, the doors were opened and the gun was pointed at his head this time, warning him to dismantle or deactivate the car security that prevented the car from starting. He told them the car had no security and had no reason not to start. With the gun still pointed at his head, he was asked to go in and crank the engine himself, while the one with the gun entered the front right seat, watching what he was doing. He cranked the engine once and the GL came alive. The one in front holding the gun asked the rest to jump into the rear seat and asked my father to drive. One of them at the back seat asked the one with the gun in front to shoot my father, throw him out of the car and take over the drive. But he shouted back at him, ordering him to shut it since it was not his call to make. He directed my father to divert from the highway into the forest, after driving for about 10 km or so. About a km into the bush, the GL headlights spotted another 504 parked inside the bush. He was asked to stop beside the 504 (probably not GL) and switch off his GL. The men at back jumped out of our GL, carrying some bags they entered with and dropped those bags in the other 504 boot that obviously was a getaway car. The one with the gun opened the front door and said to my father, "I can't explain what happened, but obviously either your God cares about you or there is a strong bond between you and your 504. With that, I see no reason to waste you." He took one of the Fr. Edeh's stickers beside the handbrake, jumped out of the car and said while closing the door, "Maybe I will visit that program at Elele someday". He jumped into the other 504 and drove off with the rest, while my father and the GL once again were left alone together in the dark forest. It took him a while to gather his thoughts back and processed what took place (since he was expecting the worst). He cranked the GL engine, the car started again, he drove back to the to the highway from the bush and continued his journey to Katsina. It was one of the GL stories he shared with me whenever I travelled home to visit him and my mother in my 505 V6 which he said always reminded him of his GL. Some would say it was a devine intervention that saved his life that night. But when you think critically about that incident, you would see there was more to what happened between the GL, my father and our family that night, with no religious explanation. The bond was real. Humans ignorantly assume energy exists only among humans and their pets (aside the known religious spirits). They would argue cars are man-made, as if humans are not man-made too. The consciousness that merged with your man-made body during the conception in your mother's womb is probably where your understanding about physical life on Earth stops because you chose that limitation, not because that's all there is.

Out of the 3 cars, the GL was the only car in the family that would start off and reach the final destinations on my father's usual 12 - 20 hours roadtrips without breaking the journeys in the '70s & '80s when the car lived most of his life on the highway. I recalled when my father drove down my mother's car from Katsina to Awkuzu in 1986, the car spent 3 nights on the journey, even though the car didn't break down. The car couldn't handle such harsh use that the GL was constantly doing spending only a night (12 - 13 hours drive), basically every week or similar distance. He had to break the journey into 3 days, to prevent the engine from exploding. Speaking of my mother, she contributed to the GL story, even helping out with some of the dates, specific locations, towns, or states these histories were made. She loved the car too and always praised the car for keeping her family safe on the Nigerian highway for about 2 decades, even though probably she only drove the car few times, since she found the GL too masculine to drive, she would say. She always preferred her soft feminine car (most modern women would dislike her choice). My father and I were the only ones behind the GL steering wheel about 98% of the car existence. You can't buy GL experience. The actual value of the GL is not in the name but behind the wheel. Again, such experience can't be bought. You have to live it to have it. Unfortunately, most current male car users today and tomorrow won't have the opportunity for such experience. Basically, modern cars are feminine, and the percentage is increasing every new day. It takes some effort to search and pick out of the very few modern ones, at least with some masculine attributes. The GL was not a perfect car most of these modern cars are portraying themselves to be, but take all the fun away. Peugeot made the GL to work with the driver, not do everything for the driver. If I wanted fun, the GL & I would have the fun together. If I wanted sad face, he was good at giving me a terrible one, without caring how I felt in those moments. The GL was always teaching me something, especially when I started paying attention enough to grab the lessons. The car helped me to develop a creative mind, the more time I spent behind the wheel. I am what I am today in the automobile industry because of my late GL.

The part 1 of this story is dedicated to my late father, my mother, and my late GL. My father and the GL were not able to tell the world the history they made together, but I live today to do it for them. While I await to share my personal escapades with the GL in the subsequent parts of the story, I feel regretful for not having any picture of the GL during my time with him, aside the few ones my father took when the car was few years old. I missed looking at that white body colour, with the unforgettable unique number plate KD 2444 C. All that are left are memories, lessons, and acquired knowledge behind the wheel & under his hood.

Lion-King Monk.

What A Mess.


https://www.youtube.com/watch?v=mWya543uB98

Lion-King Monk

How Horrible Is Peugeot 607?


https://www.youtube.com/watch?v=j9OIZv5TTjY

Lion-King Monk.

Mr Jude Shared His Experience on Peugeot 406


https://www.youtube.com/watch?v=lfi0HRkHe4M

Lion-King Monk

Mr Collins Shared His Experience on Peugeot 307


https://www.youtube.com/watch?v=45w1IKYfIwk


Lion-King Monk

Mr Tofa's Experience of Peugeot 407



https://www.youtube.com/watch?v=5vZwZ4pmzv8

Lion-King Monk

He owns 2 Peugeot 407 Coupés and other 5 - 10 Lion models in his fleet.

The intelligent independent minds or men that critically think for themselves understand why they own this coupé, which make some users add more after testing one (first hand experience).

Lion-King Monk

Love users have for Peugeot Coupés.

Lion-King Monk

More Testimonies from other Peugeot 407 Coupé V6 users.

Lion-King Monk.

Yesterday, a customer complained of high fuel consumption on his Peugeot 307 with EW10A engine. However, my diagnosis showed the injection system, engine cooling system & transmission were in top good conditions, except the wrong engine oil he put in recently (10w-40). I advised him to switch to the recommended (B71 2296, 5w-40) which he did yesterday and hopefully will show significant difference.

EW10A was not designed for thicker oils than the recommended which Peugeot specifically stated. From my personal experience, it kills this engine. Usual symptom of wrong oil in that engine is gradual and later sudden drop of power (even without oil burn or bluish smoke), to a point that accelerator pedal has to be held on the floor before the wheels can even rotate and move the car. Abuse in Nigeria is what is killing them. Most times, out of ignorance. But sometimes, Nigerian users still choose the wrong oil, even when aware of consequences of their choices.

A 307 with EW10A is so good with fuel economy that the fuel consumption is almost same with TU5JP4 engine in same car, even though the EW10A is bigger and posses more power. Generally, 307s are known for good fuel economy, irrespective of engine models. The engine is designed to run very hot to achieve this, to a point that engine cooling system thermostat opens around 105°C unlike the others with lower opening temperatures.

If your EW10A is very sound and you want it to keep that way, keep to recommended engine oil. If it's weak and burning oil already, a thicker oil would help to reduce the oil shortage, but not necessarily to stop the eventual death that is already near. I have clients that are enjoying this engine in their various Peugeot models, for choosing not to abuse theirs.

Lion-King Monk

Other lovers of 407 Coupé V6 having fun with theirs on track & highway.

Lion-King Monk

His response from Europe to the D2 Coupé V6 Stick-Shift ignorant haters.

He shared his own personal experience with the Stick-Shift V6 Coupé. Don't let the stupid unintelligent ignorant ones with zero personal experience that have never touched
the key of D2 V6 Coupé Stick-Shift, (let alone sat behind the steering wheel of one) deceive you on this thread.

Lion-King Monk

A man just purchased this D2 V6 Coupé in my presence, after seeing mine and hearing my own story and couldn't help but fell in love and purchased his. The wise ones listen.

Lion-King Monk

aieromon:


For a V6 engine? I beg to differ.

The stock 0-60 acceleration from new is about same 8 - 9 seconds. As I pointed out in my first post in this thread, this is a heavy coupé (weigh about 1,740 kg). Not as quick as the predecessor with same engine (my D9 V6 Stick-Shift), which I also earlier pointed out. But definitely not a slow car, even with the heavier weight, compared to predecessor.

Lion-King Monk.

AbduI05:


This man de do like who de unstable mentally sometimes. One second you don't care about other people's opinions and you consider them stupid and beneath your mighty intellect.

Next second their stupid criticisms affected you so much that you had to come up with another video to address their valid points.

Confusion dikwa

The 2nd video was to prove your stupidity & unintelligence for ignorantly refusing to learn what is obvious to a sound technical mind that you can gradually accelerate to redline with Stick-Shift without pushing pedal to the floor. If you and your likes in this thread want to learn, watch both videos again to learn why there were differences on both tachometer and speedometer on both videos.

If I cared about your opinion and that of the rest of you, I wouldn't be driving a Peugeot, preaching positives of Peugeot to millions of people, let alone owned 5 V6 Stick-Shift lions, ever since your likes have been dying with hate on Nairaland, ever since I announced my Stick-Shift 505 v6 in 2011.

What a buffoon!

Lion-King Monk.

My D2 Coupé V6 Stick-Shift 0-60 (0-100km/h) Acceleration (0.02 - 0.10)

For the stuppid unintelligent ignorant ones on this thread, before you dispute a subject you have zero knowledge on, go and learn from scratch, before you can measure up to me on Stick-Shift performance.


https://www.youtube.com/watch?v=hzQmU05o2jE


Lion-King Monk

Cruising My D2 Coupé V6 in town Just After the conversion to Stick-Shift. In the video, I narrated the background behind the conversion, how I started and concluded the conversion, including some of challenges I faced in the project.


https://www.youtube.com/watch?v=_ucwwY7ZC7M

Lion-King Monk.

All V6 Stick-Shift Lions.

Different characters, different performances, different fun behind the wheels on fun drives, different V6 engine songs, different Stick-Shift box screaming sounds and different intoxicating joy when geared into actions.

Thanks to Peugeot for making earth a heaven for me

Lion-King Monk

Ikenna351:
The Rumble of ES9A Engine on My D2 Coupé V6 Stick-Shift (0 - 113 km/h on Gears 1 & 2).


https://www.youtube.com/watch?v=N7_pcHThpfc

Lion-King Monk

This test was done with normal slow acceleration (gradually depressing throttle pedal) to redline, easily achieved via Stick-Shift (not immediate WOT or pedal to floor). The video wasn't made for 0-60 of the car (how quick the car can be), but specifically for the engine note on the 2 gears demonstrated on the video up to redline, as described on the video title. Borrow a knowledgeable/technical eye from one who has and watch the video, focusing on how rpm started the increase Vs one intended for 0-60 acceleration (WOT from 0km/h).

In the video, On gear 1, the throttle pedal was slowly depressed and stopped halfway before the floor before it hit redline. There was long gap or delay before I started gradually accelerating again after i upshifted to gear 2 from 1 (because i wasn't targeting seconds), which made the rpm to drastically dropped. The gear 2 took over at lower rpm for 0-60 purpose and the depress on the throttle pedal was much slower this time than earlier with gear 1 (watch both tachometer and speedometer on gear 1 & 2 and observe the pace of acceleration/rpm increase were different when I upshifted from 1 to 2, including the speedometer/vehicle speed). At no point did I depress the throttle pedal beyond halfway to the floor while on both gears during this test.

If you have zero skill, basic knowledge or basic skills on Stick-Shift (which is obvious on this thread from comments) and want to improve your skills, know that Stick-Shift doesn't require instant WOT or pedal to floor to hit redline (especially ones with powerful Engines), as long as the engine is sound. A small acceleration can take the revs up there, depending on right gear and right skill, unless you are racing where every second matters or doing 0-60. Immediate WOT is very unnecessary on Stick-Shifts for redline while in motion, unless on the automatic transmission that basically requires throttle pedal to be pushed and hold to the floor to achieve redline while car is in motion.

Any hardcore enthusiast should know this by now. If you want to become one like me, start paying attention or start listening to your car. Your car is always telling you something while behind the wheel. That's how you learn.

Lion-King Monk.

The Rumble of ES9A Engine on My D2 Coupé V6 Stick-Shift (0 - 113 km/h on Gears 1 & 2).


https://www.youtube.com/watch?v=N7_pcHThpfc

Lion-King Monk

Is becoming normal to open bonnets of Nigerian used T7 308 Auto and find TU5JP4 engines instead, while on car inspections. Peugeot claimed they never produced hatchaback/SW 308 Auto with that engine, but Nigerians are insisting otherwise. At least, that's what every seller would say. At most, "that's how I bought the car."

The conversion of the VTi 120 to the TU5JP4 engines is not my concern, but disposing the car after the miracle engines have been transplanted in, contradict the reason for these conversions. Recently, someone advertised a T7 with EW10J4 engine for sale and swore that was what Peugeot produced the car with from new, even the VIN clearly stated otherwise. The instrument panel was constantly in demo mode, as he kept narrating how good the car had served him. Again, the conversion is not the issue, the crude transplants most Nigerians do to their vehicles in the name of conversion is disheartening.

The idea that any mechanic can work on 308 is part of these T7 nightmares. After all, if they can work on 307, 308 shouldn't be a problem. The fact that some users don't even know these differences contribute more to the fate these cars find themselves as soon they touch their shoes on Nigerian soil (the engines, to be specific).

The VTi 120 engines and other EP6 engines in T7 have different timing set up, diagnosis and repair approach6 to the T5 & T6. Having this understanding is one step to avoid wrecking those engines. Some users had to change engines more than once before they went with the option of conversion to TU5JP4. Sometimes, not because those engines were bad, but because someone lack the ability to put the engines back the way they were supposed to be and run.

To be direct, if you know you are not willing to increase your maintenance cost on these EP6 engines in T7, when coming from older lions like the T5 & T6, then you are part of the problem. Not long ago, someone got angry that I demanded diagnostic fee from him to troubleshoot his T7 giving him issues, because no one has ever charged money for diagnosis from the previous Lions he used, he angrily claimed. I always wonder why people with such mindset avoid cars like 404 & 504 like plague, yet have the outdated maintenance culture of cars of the '60s. An average T7 posses minimum of about 10 computers that control every part of the vehicle, yet you prefer the cut and join electrical diagnosis?

Few T7 had non EP6 engines from new, like the TU5JP4 you can only get in Stick-Shift or the EW10A with Auto or manual options. Aside these few engines, the rest need special timing tools to get the timings right. Few have figured out how to do it without those tools, but usually take longer than it should than the right tools. They are not TU engines.

Their Recommended Engine oils may cost more than the others, but that's part of the cost of owning a newer engine. You are not buying them to please Lion-King Monk or show the world you have money. You do it to prolong your engine life, save money and keep your sanity intact. Just wish some of these users would understand how bad these wrong oils mess up these EP6 engines, while they complain how bad these engines have dealt with them. Personally, you are better off with the Saloon version of this T7 (the 408), if you can't do without abuse of engines, since they are more common with EW10A over here. Notwithstanding, EW10A doesn't forgive when abused. But compared to abuse on EP6 engines, that's Pugatory at least.

If you can't afford to pay a little bit higher to knowledgeable Technicians with right expensive tools to diagnose or repair your T7, then invest in scan/diagnostic tools at least, which cost less than 5% of T7 purchase cost. Learn the dos and donts of T7 and apply. Don't go and buy one blindly because the car can start and move, if you lack the knowledge of detecting abused/messed up ones. Even after reading this, some will still go ahead. But then, I can't save everyman.

Lion-King Monk.

Th