₦airaland Forum

16-Year Ownership Experience of 40-Year-Old Peugeot 505 V6 in Nigeria shared Below:


https://www.youtube.com/watch?v=kq9NQzPbB00?si=Y11T28LtdB9AI8lT

Ikenna351

My 13-Year Ownership Experience of 26-Year Old Peugeot 406 V6.


https://www.youtube.com/watch?v=nVb9m0sF_fo?si=udcqRLX61kfB3QPS

Ikenna351

Unfortunately, the degree of ignorance and comprehension issue among the so called Car Experts of Nairaland... The post clearly stated EW7J4 to EW10J4 and all their so called technical minds could come up with was "issue"?.

Anyway, more details for this shame in the video below:


https://www.youtube.com/watch?v=wFGxIGfcoV8?si=Y53ASeYn8S0m5OBp

Ikenna351

Feedback from a Peugeot 406 User in Nigeria

Ikenna351

THE POT BELLY EPIDEMIC AMONG NIGERIAN MEN

Some Nigerian men today would argue that their pot bellies are as a result of green bottles or alcohol consumption. That may contribute, but not necessarily the primary cause. Pull your old family picture albums of the '70s. Look for your father's uwa mgbede pictures. It's not just the number of green bottles on tables and on the floor that will shock you, but the sizes of the bottles, compared to the smaller sized green bottles we have today. Yet, they were fit and pot belly wasn't a thing amongst men in those eras. Even your mother's pictures will amaze you how fit they were, even after giving births of 5 to 10 kids which was the average number of kids per wife at the time. But I am not here for women. The good time you think we are having today, they had it, even better than us, when 50 kobo to 1 naira could buy not just bottles, but with some ngwo-nwgo, isi-ewu, kanda, roasted chickens and some suya. Disco party was a thing then, which the Gen Z won't have a clue what that means, because some of their parents probably weren't even born yet at the time. My point is, there was a time in my lifetime the pot belly was not a common sight in Nigeria. But now, it's just not older men, but much younger adult males of the age of 18 - 22, developing pot bellies because it has, for some weird reasons, become an acceptable symbol or mark of good living in the Nigeria. No matter how harsh I sound to you reading this right now, there is nothing healthy about that part of your body protruding out, yet wonder why you don't live long enough to experience wealth you have accumulated, however how bid or little they are. I understand that some men already are concerned and would like to do something about it, or prevent it in the first place, without knowing how. Maybe you are already doing something, but not getting the result you want, yet.

As good as Gym is, it has become a borrowed Western propaganda the modern Nigerian adults have bought into as a criteria to keep fit. Ask men before you in your family how many knew what gym was, yet they looked healthier than you look today, for the ones physically still with us. Some younger men visit the gym to build muscle to impress women; some women visit gym to find men, suitors or targets; while some genuinely visit gym to stay healthy. The human species was given 2 hands and 2 legs, aside the exceptions. The hands were meant to move up, down, forward and backward more than to be still. Likewise, the legs were meant to move forward, backward, up and down than not. This was how nature designed the humans to operate to live longer. But for some stupid reasons, an average modern man now considers walking as a poor man's activity, because he can afford modern technology called Vehicle. Even those who can't afford the technologia yet feel inferior to be seen trekking. The primary means of transportation for the Igbo tribe before the colonial era was their legs (no Donkey, Horse and Carmel). No findings that I know of stated they had shorter lifespan compared to the modern Igbo men. They were mostly able-bodied, as the literature has it documented (Odogwu, Dimpka, etc). One habit I developed in my younger years was trekking and didn't let go till today, irrespective of the number of the technologia in my name. Every weekend (Saturday or Sunday) evening, I set out for undetermined locations till about an hour before wandering back to the start. I initially didn't start the weekend trekking activity to keep fit or stay healthy, but to free my mind, while I observe and appreciate pleasant things along the streets, roads or bush that make life worth living. With time, I realised the activity serves another important thing for me, which is stay fit. I don't jug or run. I just walk.

I was watching a Television program on our black and white TV in the late '80s in my parents home when a lady in the show was educating (to whoever cared to listen) the importance of morning water therapy. It made sense while listening to her, but I didn't start the therapy until in the late '90s when I observed my parents have started the therapy (I was sure they didn't watch that program with me). The lady said, "Drink 2 jars of water, first thing every morning you wake up before even brushing your teeth". Not sure I heard her correctly, but I assumed she meant the big glass that was common for drinking Palm Wine back then (almost every household had the glass in the East). So I joined the water therapy in the family and it remained one of the best habits I proudly hold onto till this moment. Actually, I have gone beyond the therapy. Every day, aside the 100 - 150 CL of water I consume before brushing my teeth, I also must empty a minimum of 150 CL of water into the stomach before I come back home from whatever took me out of the house for the day. First, the good thing about the morning water therapy is it forces your bowel to be emptied before you leave the house for the day (returning and keeping your stomach flat and empty, thereby preventing it from expanding for the rest of the day). Second, the morning water therapy will keep you pissing for the rest of the morning, almost every hour or so. The other 150 cl of water that I continue to drink while outside the house during the day will continue the pissing activity until evening. As weird as it might sound to you, that pissing activity cleanses off the yamayama in your body, to the point that it not only keeps your stomach as flat as possible, it stops you from getting sick, unnecessarily at least. Instead of dropping different colours of chemicals into your stomach in the name of drugs, you only swallow very few in a long while for minor illnesses like headache or Malaria, which has been my experience for however long I could still remember. To ensure I don't miss my pissing activity while out there daily, I always have a crate of plastic water bottles in my car boot which keeps them at room temperature, ready for whenever I need one. It has gotten to a point that I no longer feel hungry from morning till evening time, that I now eat only once a day (towards the night, but eat heavily while at it though), especially on weekdays. I am not suggesting you starve yourself. I just don't see the need to eat when I am not hungry, as long as I am hydrated.

The size of a man's belly contributes to the weight of the man. Weight scale for humans cost an average of N10,000 to 20,000 in Nigeria, depending on location or cost of shipping. Most, if not majority of Nigerian men can afford it. Why don't we have them in our individual homes? This may not relate to the subject of discussion, but basic Blood Pressure check device cost average of N40,000 to N50,000, but I bet most of us don't have them at home. The problem is priority. Men, from the time they were boys, were trained to prioritise their women's and children's health more than themselves, since men are disposable (almost every society does this). So, it's not as if we can't afford these 2 basic devices to encourage us to stay healthy or live longer, but we sometimes consider ourselves unworthy to be a little bit selfish enough to care for ourselves (lack of self love). It doesn't mean having these devices is a guarantee that we constantly use them due to the proximity or easier accessibility of them, but will eliminate the subconscious excuses we give ourselves about how busy we can be to provide for others, neglecting our wellbeing.

This piece will also continue to be a reminder to me whenever I slip, to get back up because I did take it for granted on a few occasions in the past. I consider growing pot bellies, intentionally or unintentionally, as suicidal. Because I don't know what you think it is, if you thought otherwise.

Ikenna351.

Every time I drive out with the classics, I am bombarded with "What's the fuel consumption like? How high is the fuel consumption? Are these carburettor engines truly fuel guzzlers? Etc". Even though fuel consumption is subjective, I tend to pause to articulate right words or answers that could make sense to them. Many times, my response was, "The consumption is good enough that I am not complaining". Most don't find that answer good enough. Today alone, 2 persons approached and asked same questions and I gave them a different answer which appeared to satisfy their curiosity without further questions on the fuel consumption subject. Whatever amount of money I spend in fueling my vintage cars weekly, covering a specific number of distances, is same amount I spend also on the modern ones, same days of the week and same distances covered. Only difference I know is the newer/modern cars are quicker and faster with same consumption, as far as the basic motoring experience is concerned.

I enjoy the benefits that come with the newer EFI systems on newer/modern cars too, but most of them paid the high price to achieve that (zero soul, no character). BEV may become the standard in near future which I personally don't care, but it gives me unsolicited validation and satisfaction for living in 2 worlds, where I enjoy benefits the cars in both worlds offer. Not every man is that privileged. I am unapologetically one of the privileged ones.

Ikenna351

From another 607 user on my YouTube Channel.

Ikenna351

cardoctor:
You can also drive the automatic in manual mode. You just won't have a clutch pedal.

To compare using manual mode in an automatic transmission to the stick shift process in actual manual transmission doesn't technically match. Your position is better directed to those who haven't experienced both long enough to believe such claim.

Ikenna351.

Kandaha:
Hello Ikenna. I just purchased a Nigerian used Peugot 307 TU5PJ 1.6 L Petrole Engine. I'd like to know the Engine Oil to use.

Although after purchase I made use of Total Quartz 7000 (10W- 40). Should I continue with this? If not what do you recommend.

The Total Quartz 7000 (10W-40) and Quartz 9000 (5W-40) are both recommended for your engine.

Ikenna351

Well, I own identical cars in the very picture you posted. So, I am not only in a better position to educate you as an owner of both vehicles, but also as the Lion King.

Even though the 407 Coupé is one of the best sports cars Peugeot gifted mankind, I still wouldn't recommend you test drive one if you are considering 607 as well, for you may find yourself in a dilemma I went through that made me end up with both. They both behave differently, packaged differently and sound differently, even though the Powertrain is the same (not entirely identical though). But then, I am only referring to the full performance packaged versions: The V6.

Usually, when someone's focus on a vehicle to consider buying is on fuel economy, I would assume the performance packed ones shouldn't be in the picture or on priority list. Performance and fuel economy is an oxymoron. In your case, would limit it for you to the 4-cylinder engines, of course the petrol ones. Also, in your case, the Saloon version of 407 is your only option against 607. I have driven 407s with all petrol engines and all transmission types: 1.8 EW7J4 Engine 5-speed Manual, 2.0 EW10J4 Engine 4-speed Auto, 2.0 EW10J4 Engine 5-speed Manual, 1.8 EW7A Engine 5-speed Manual, 2.0 EW10A Engine 4-speed Auto, 2.0 EW10A Engine 5-speed Manual, 2.2 EW12J4 3FZ Engine 4-speed Auto, 2.2 EW12J4 3FZ Engine 6-speed Manual, 2.2 EW12J4 3FY Engine 4-speed Auto, 2.2 EW12J4 3FY Engine 6-speed Manual, 3.0 ES9A V6 Engine 6-speed Auto, 3.0 ES9A V6 Engine 6-speed Manual, including 2.0 HDI Diesel Engine 4-speed Auto and 2.0 HDI Diesel Engine 6-speed Manual. Excluding the V6, every other 407 Auto with petrol engines consume more fuel than 407s with same engines but manual gearboxes. If the car must consume the least, then it must be manual (avoid EW7J4 though, as being pointed out to you, strictly on fuel economy reason). If it must be automatic transmission, then the V6 is preferable at the cost of fuel economy (still subjective for the individual users though). To be in the middle, the 2.2 EW12J4 3FY 6MT is my recommendation.

607 is in a different league. He was a luxury car in his era (better equipped with gadgets or luxury feel than the 407). Suspension is as rugged with cheap maintenance cost as the Never-Say-Die 406 (the V6 has sportier suspension setup though that cost more when repair is needed). The facelifted version is preferable, limiting you only to the EW12J4 3FY 4-cylinder Engine 6MT, unless you prefer the pre-facelift with 2.0 RFN 5MT or the 2.2 3FZ 5MT. Again, I recommend the facelifted version which is a big improvement on the earlier. The 4-cylinders in 607 were mostly not equipped like the V6 versions, but you enjoy lower maintenance cost in their ownership, again, since you are more concerned with the fuel economy, and probably, maintenance cost. High power comes at a cost.

Parts for both Peugeot vehicles are very much available in northern Nigeria. I don't know about other regions. Visit the spare parts markets in your locality and find out about their availability. Aside parts, technical know-how in your locality should also be one of your queries, for these 2 cars are not 504 and 505. Their do's and don'ts must be adhered to or you become one of the statistics that bitch about them online.

One thing I can assure you is how hard it is to see any user selling his or hers when they are properly maintained or not abused, except when the urge for a change becomes stronger. For the 4-cylinders, the 607 maintenance cost is lower due to the complex front suspension setup in 407, (though maintenance cost can be lowered if driven responsibly on rough roads, pot holes, speed bumps, etc). With the 80-liter fuel tank of the 607, a full tank can last weeks or about a thousand km drive in a journey with ease on the throttle pedal, as long as manual transmission is concerned. The 607 has better headlights for visibility at night, while the 407 road handling is better with sportier looks. Both require electricals to be electronically diagnosed when a warning pops up. Apply trial and error or cut and join method at your own peril and join the statistics sooner than you were warned. I have owned both for many years, and one of them has covered over 300,000 km mileage. Yet, same engines from new, no engine noise, no oil shortage, same fuses from new, etc. They are nightmares to those that deserve that, because they value their cars so low that they treat them like they do during their ownership and complain when they start experiencing expected feedback from the mercilessly abused cars. None of these 2 cars like bumper to bumper drive, for their body parts are not as available as the other parts of the vehicles, even in the north. So, if you enjoy scratching, hitting, smashing or wrecking every corner of a vehicle weekly, you are better off with a different vehicle aside these two.

I have done and published a lot of videos and articles on Peugeot 407 and Peugeot 607. Find them, read, watch and gain more knowledge on them to help you make a choice out of the two that may serve you better. Avoid Nigerian used if you can. I explained all the above on the 2 cars not because I think, but because I know.

Ikenna351

On Tuesday evening 12/05/2026 around 6pm, I was in my 1986 Silver 505 driving to somewhere and needed to climb unto a bridge in front of me. I followed a roadside that connects to the bridge which was hilly and dangerously curved. As soon as I drove into it, the unique body roll this era of Peugeot cars were known for immediately kicked in. Halfway, a thought hit me. I added a little bit more fuel via the throttle and the car tail suddenly slid/pushed outward to the left, as the PRV engine melody coming from under the hood changed to aggressive roar. Call it oversteer or drift, the car maintained that slide posture till he got to the top of the bridge. As I let off the throttle pedal, the rear end shifted back to normal straight position with the front end, as the PRV sound returned back to low rpm melody. Stupid things men do! Unapologetically, I loved the experience. Couldn't remember if I was laughing or smiling. If heaven was real, I was in it in those moments.

It was not the oversteer behaviour that made the difference, but the body roll while on it. You can't get these unfortunately on modern cars. For 2 days later, I took one of my modern cars with more powerful engine on same road and attempted same drive skill, but nothing happened. No body roll, no oversteer. The car only accelerated much quicker to the bridge but on a straight position. Didn't even feel the dangerous curve. I understand the dynamics of RWD vs FWD in such road conditions and the drive skill applied, but modern cars are meant for different driving experiences which I don't regret having. When they ask, "Why the passion on Classic or Vintage Cars in this era of technological advancement on newer Automobiles?", I tend to keep the answer to myself. Because if you had to ask, then you are mentally incapable to understand, even if I attempt to explain. You have to be on a different level or frequency on cars to not only to understand the values each of these eras of cars possess, but also to appreciate the experiences derived from driving them, since they possess different qualities, characters and sounds. There were eras you could tell a brand, model or a badge on a car by mere listening to the engine sound without seeing or looking at the vehicle. Cars of today all sound the same, and even look the same, in most cases, but possess qualities earlier cars lack. Driving some modern cars are more or less simulations. There are still new vehicles today that still offer actual driving experiences other than just speed. If for some reason you dislike classic and vintage cars, I don't envy you.

Ikenna351.

One area Peugeot is superior among many other brands is Manual Transmission. Even when others ditched manual, Peugeot not only continued to provide their performance cars and standard cars with manual, but also continued to improve on the transmission type, which makes them super fun to drive.

Today, I drove a Peugeot 3008 Turbocharged engine with 6MT (6-speed Manual Transmission) and was reminded of how much I missed this excitement ever since I last drove a Peugeot 508 Turbo with same 6MT and same engine too. It makes me wonder if Peugeot truly designed these EP6 engines to run also with the automatic transmissions they attach on some of them, or if they were afterthought. Even though most of these EP6 Turbo engines don't make power like the V6, the 6MT on them makes a lot of difference, such that you won't bother much about the lack of V6 aggressive tone. For example, the 6MT on the 3008 Turbo I drove today produced the same click feel the V6 6MT produces too. Interesting part of it is, you don't hear the click sound, you feel it on your palm, as it automatically registered as click sound in your brain at the same time your palm feels it. The position of the gear lever sits higher than earlier Peugeots, giving it a sporty shift position while you are glued to the seat without leaping forward to upshift and downshift while in action. Again, the improvement wasn't only in and on the transmission, but the rest of activities that produced the term "Stick-shift" were factored in designing the entire vehicle with these engines. Which begs the question again, was the automatic transmission on vehicles with these engines an afterthought?

The diagnosis and repair video on the 3008 will soon be published.

Ikenna351
04/04/2026.

https://www.youtube.com/watch?v=z7AOUIgQLQ0?si=3f8gGY9MUS8MLZ6E

Ikenna351

10 days ago, it was a 2019 vehicle. This afternoon, it was 2018. I usually mind my business until they want to show me "I GOT THE POWER!!" look or attitude. All I would need to give them a sad face is to downshift, just like what happened this afternoon to the black one.

This Peugeot 406 was created in March 26 years ago, yet newer vehicles with 18 and 19 years gaps
with more powerful engines couldn't keep up. For a period of 10 years, most of you Nigerians were foolishly criticizing 406, regurgitating what they saw others said, wrote or posted, especially online. The V6 versions, like this one, got the worst names. Too problematic, Electrical nightmares, Timing belt wahala, too much overheating, etc. One even claimed that every wire in D9 406 expires at 150,000 km mileage use and should be disposed of before the 150k mileage. The days of trying to prove or convince otherwise are long gone. What I got for you is to continue to embarrass you, unless your God helps you as you cross my path when I am not in the mood as you pull the ignorant stunt of "IT'S THAT ALL YOU GOT?"

The 2000 Peugeot 406 V6 6MT remains the quickest Lion in my fleet, the most fuel economical, and the cheapest V6 Lion to maintain in the fleet, as he remains ageless. No matter how overwhelming the day would appear sometimes, you can't spend more than 3 minutes behind the wheel of this car while in motion with a sad face. One of the best quickest mood swing helpers ever created for men. Who needs a therapy session when there is a friend called Peugeot 406 V6 6MT? They just don't make cars like this anymore.

Ikenna351

Peugeot 505 2.0 ST vs Peugeot 505 2.8i V6 Acceleration Without Mechanical Fan

- The ST gradually revs up in agricultural harsh tone, while the V6 smoothly revs up in aggressive melodious tone.

- The higher the rpm on the ST, the more uncomfortably harsh the engine sounds. The higher the rpm on the V6, the more encouraging to increase the rpm as engine sounds sweeter.

- The ST is more enjoyable to drive on engine Torque (lower rpm), thereby consumes less fuel, While the V6 is more enjoyable to drive on Horsepower (higher rpm) thereby consumes more fuel.

- The ST takes longer to hit 5k rpm, while the V6 rapidly effortlessly hits the redline (no rev-limiter on the 170 hp version).

Ikenna351

Excerpt from the trip.

https://vt.tiktok.com/ZSyD4cGEq/

Ikenna351

Roadtrip Day 2: Amawbia, Awka, UNIZIK, St. Patrick Cathedral, etc.

Ikenna351.

The Roadtrip Day 1

Ikenna351

Below is fuel consumption analysis of 5-day road trip I did in my Peugeot 505 ST weeks ago (30/09/2025 - 04/10/2015)

- 2.0 XN1A Engine, 5MT, 4.1 final drive ratio, A/C mostly on, Power Steering, About 100 - 150 kg items in the boot and cabin floor, Electric Fan for Radiator/Engine cooling, 75° Thermostat for Engine/Radiator, 15" Alloy Wheels, 10w-40 Engine Oil, Double Barrel/Progressive Carburettor, etc.

- The 1st 200 km covered in the trip (Abuja - Lokoja): The car consumed about 15 litres of petrol, on average of 100 km/h on smoother part of the highways.

- The 1st 455 km covered in the trip (Abuja - Enugu), the fuel consumption was approximately 45 litres (mixed driving due to terrible bad road conditions, keeping the car mostly in gear 1 and 2 for over 4 hours drive out of 10 hours drive).

- Total distance covered in the road trip was 1,243 km. Total amount spent on fuel is N148,000, with approximately 35 litres of petrol remaining in the fuel tank at the end of the trip. Average price per litre of fuel purchased was N900.

To conclude, any human that tells you tomorrow that double barrel carburettors like the Solex Z1 34-34 on the 2.0 Carburettor Engines (XN) in 504s and 505s are fuel guzzlers are either they are Liars or ignorantly deceiving the ignorant or curious ones. My Chinese copied newly purchased double barrel carburettor doesn't work optimally as the genuine ones does, with regards to fuel economy, yet it performed beyond my expectations.

One area 505 shine is in journeys. But with the configuration of mine, expect a never forgetful memorable experience on the road.

Ikenna351,

I thought the only best thing that happened to my Peugeot 406 V6 SV D9 was the conversion to Brembo brakes, until I converted him to 6-speed Manual. The more the mileage climbs since after the 6MT swap, the quicker the car responds to acceleration at lower rpm. If you think manual cars suck, you haven't met one that educates you that manual cars get levels. I wished Peugeot had produced 508 with this ES V6 Engine.

Ikenna351

UPDATE: 500 KM DRIVE AFTER THE CONVERSION

- The first few sad moments I experienced behind the wheel in the car with the 6-speed Manual Transmission was the loss of effortless acceleration from 0 to about 95 - 100 km/h on gear 2 of 5-speed Manual Transmission. Pushing the throttle pedal to the floor was never needed for that experience (a small press on pedal was enough). Sadly, I actually expected it would be gone before even the decision to do the conversion, but it felt more than I expected when experienced. Yes, I knew it was a big price to pay. It took some effort to rewire my mental expectations of the car previous characters, depending on my input behind the wheel, though. Quite a number of transmission types and models have been matted to the ES V6 engine series since production started and ended, and every single one of them changed the car characters even though they were the same engines.

- The car character on gear 2 may have changed with the 6MT, but the engine wild attitude remains unchanged. In fact, the 6MT makes it more pronounced. If you think you have heard all the songs the ES9J4S can produce with its stock 5MT and ZF 4HP20 auto transmissions, you are wrong. The 6MT unleashed that side of engine potential hidden by stock gearboxes. The Only person that will likely understand what I am saying here is someone that pulls or has owned Peugeot 407 Coupè V6 6MT (ES9A Engine). That rumble sound is undefeated. Even though Peugeot 505 V6 remains the best in this department, the 6MT on 406 V6 makes you question the speciality reserved for the 505 V6, like when a father and son Lions are in roar competition.

- The 406 V6 5MT wasn't geared for sport. The long throw shifter of his 5MT isn't discouraging to race with, but not sporty to shift. However, having the 6MT on him now has changed the game. I have stalled the car many times (unintentionally) during the 500 km drive on the 6MT at traffic lights, because I couldn't tell if the stick was on gear or neutral. The shifter movement is now so short that almost no second is lost in power increase, overtaking or fundrive. It's hard to tell when in gear 2 or neutral. A complete change of driving pattern and expectations while in action.

- Speaking of the 6MT Shifter, the throw-in distance is not only different from the 5MT, the sound of the shift isn't same either. The 5MT sounds "gbim", while the 6MT sounds "click", as you upshift or downshift. You don't hear the sound, you feel it, right there on the palm of your hand, gripping the knob. It's kind of hard to tell which one feels superior. You just enjoy the difference (new excitement).

- One great area the 6MT outshines 5MT on the ES9J4S V6 engine in Peugeot 406 is in overtaking. With the 5MT, you have to downshift to overtake, most of the time. Now with the 6MT, zero need for that. It doesn't matter which gear you are on in. A further depress of the pedal a little is all that is needed for a quick overtake. I mean, both gearboxes' final drive ratios explain it clearer: 4.0,1 vs 4.7,8. Of course, the 6MT demands more shifting than the 5MT while in the streets, or generally, on city drive. But you get to enjoy the rumble sound from the engine bay while on it, unlike the 5MT that waits till when on very high rpm instead, if any (now that I think about it).

- I haven't noticed any significant change in the fuel economy since the 5MT to 6MT upgrade. Probably, that change may never happen because even though my driving pattern has changed behind the car wheel, my driving style hasn't. For those who might be more interested in highway fuel consumption of the 6MT in the car, I would tell you this, gear 5 maintains 100 km/h at 2,900 RPM, while gear 6 effortlessly propels the car on same 100 km/h but at 2,500 RPM. The difference of 400 rpm will have effect on the consumption, depending on the driver's intentions.It might be interesting for some to know that 406 V6 Manual remains the most fuel economical production V6 car Peugeot ever made. I am authoritatively telling you this as someone who almost has owned or driven them all (both auto and manual versions).

- Which is quicker? It's hard to tell yet, considering the 6MT only just covered 500 km on the car. Usually, the ECU takes awhile to reset, relearn or re-adapt to such new system introduced overtime. Initially, it was worse in the first 50km drive (which i was expecting), but has improved before the 500 km mark, and probably may continue to improve before 2,000 km, which has been my observation or experience from all modern Peugeot vehicles I have done major modifications or conversions on (both mine and others). I will tell you this, Peugeot 406 V6 Manual remains the quickest production V6 vehicle Peugeot ever produced or sold to the public.

- No Peugeot car has been able to replace 406. When it comes to 406 V6 Manual specifically, only Peugeot 407 Coupè V6 6MT can be pointed at, excluding the maintenance cost (even though the 407 Coupè V6 6MT beats V6 406 in some performance aspects). The T9 308 GTi, RCZ 200 & R are there, but their engines make them not suitable 406 replacements. The turbocharged engines in them make equivalent and higher power, while joined with improved LSD 6MT, but they just don't make power and sound the way the naturally aspirated ES V6 Engines do 406 V6 and 407 Coupè V6 do, among others. Cars like 406 V6 Manual may never again be experienced by humans, aside the few still remaining in the hands of enthusiasts. I know the trend for younger generations or average modern man is Quiet Emotionless Fast Boxes for road use (the more disengaged they become, the more attractive they are). I am glad I was born and raised in the era when testosterone and masculinity were determinant factors for some cars produced and the target market. I don't know if I would ever consider 5MT in place of 6MT on the 406 V6. Anything is possible. I just know that some fun spirited drive awaits me every day.

Ikenna351

SOLEX 32-35 MIMSA vs SOLEX 34-34 Z1 CARBURETTORS ON 2.0 XN1A ENGINE - 30/06/2025


According to Peugeot, both are double barrel carburettors, also known as 2-barrel carburettors or generally regarded as progressive carburettors too. The first 2.0 Carburettor engine in 505 (XN1) was designed or sold with 32-35 MIMSA carburettor in this part of the world (Nigeria). While the 34-34 Z1 carburettor (also known as D9) was sold with the improved 2.0 carb engine (XN1A by name) in facelifted Peugeot 505 and few other Peugeot 504 later models. The 32-35 MIMSA is manual choke, while the 34-34 Z1 is automatic choke (though some regions also had the auto choke version of the 32-35 called Solex 32-35 TMIMA). To make it easier in the analysis below, I would regard the Solex 32-35 MIMSA as just MIMSA, while the Solex 34-34 Z1 as just Z1. Test car was Peugeot 505 ST, and was mostly a 800 km city drive test and about 5 minutes drive on expressway occasionally.

INSTALLATION:
As already stated above, since XN1A engine was designed to run with Z1 as stock, it's much easier to mount the Z1 on the 4-branched intake manifold of the engine. The MIMSA doesn't match carburettor sitting position on the intake. Thanks to Graham Wallis (an Australian) who gave me a hint on how he did his (filed the bolt holes of the MIMSA base), and I was able to get mine to sit and bolt properly on the XN1A intake, though took hours to eventually make that happen with some tools. Another challenge of MIMSA installation on XN1A intake manifold is the air filter assembly that can fit in, considering that the Z1 air filter assembly wouldn't fit on the MIMSA. It took me weeks to figure out how to fabricate one that could work which I successfully did. There is a stock MIMSA air filter assembly i that I know of that could easily fit on MIMSA on the XN1A (not the oil bath type), but couldn't find. There is also an option of carburettor cone filter, but i didn't have easy access to them to pick one that could fit. So, i went with the tougher option (fabrication). The 3rd challenge is that the Z1 throttle cable doesn't fit on the MIMSA on XN1A. So, I had to change or swap in a universal throttle cable with some fabrications to eventually work with the MIMSA. My point is, if you don't have a technical creative mind, you may not be able to mount and run MIMSA on XN1A engine, unless you have someone that can do it for you. So the Z1 is just much easier to mount on XN1A, which is basically plug and play. Though there are wiring connections to the Z1 carburettor, but can easily be drawn from ignition, if the car didn't have XN1A engine initially.


EASE OF USE:
Unfortunately for the Z1, the MIMSA is the easiest to accelerate. No throttle pedal connected to other cars with carburettors I have used felt as easy or light to accelerate like the MIMSA (including non Peugeot cars with carb engines). Not even modern Peugeot EFI throttle pedals are that light (that i have driven or used). The Z1 was an improvement of MIMSA and TMIMA, but failed in this department. Pushing the throttle pedal to the floor with the Z1 takes some effort, but the MIMSA is effortless. In fact, it's hard to keep the throttle pedal from hitting down the floor with the MIMSA, to a point it required me to relearn how to drive a 505 using MIMSA, to prevent unnecessarily over revving. You only know when the secondary throttle plate opens from the engine sound with the MIMSA, unlike the Z1 that you know from the throttle pedal. Another advantage MIMSA has over Z1 on XN1A is the manual choke. One thing I dislike about the Z1 is the auto choke. It works when it wants to (at least the one used for the test). I have read that the coolant/water control of the Z1 choke can be converted to Electric choke control which appears to work better. Maybe I may consider it in future. For now, I had to modify the auto choke to stay open partially at some point, so that when it chooses not to work, the carburettor can still run the engine, better than staying shut or closed completely without opening. The MIMSA allows you to manually adjust the choke to any degree you want anytime (very predictable). Though, ever since I modified the Z1 auto choke, the cold start issue was no more. The auto choke is good when it works, but can't be depended on, at least for the Z1.


POWER DELIVERY:
The first thing you experience when you roar XN1A with MIMSA into motion is how torquey the car becomes at low rpm, better than the Z1. At some point, I swapped the main jets I met in the MIMSA (122 and 140) from primary to secondary and secondary to primary, but the high torque low rpm delivery remained almost same. Only downside of the MIMSA on XN1A engine in power delivery is, as soon as the rpm starts climbing way up, there is significant power decrease or stagnant observed (hp). And this is where the Z1 outshines the MIMSA on XN1A. The higher the rpm, the more significantly power increase is observed (car becomes quicker). The Z1 not only quicker as rpm climbs, the engine sounds sweeter (more aggressive to listen to), while the MIMSA becomes harsher without commensurate speed. I would assume its probably because of the different air filter assemblies mounted on both carburettors. The one on Z1 is a stock assembly, while one on MIMSA was a fabrication. So I wouldn't expect it sound same like the Z1. What I don't remember is how the MIMSA made the XN1 engine behaved on higher rpm in my previous 504 GL, considering the XN1 intake manifold and cylinder head were designed for the MIMSA, TMIMA, Zenith 35-40 INAT, etc. It's probable that MIMSA would behave better on XN1 than XN1A, in terms of horsepower delivery to the wheels. Notwithstanding, both have their strengths and weaknesses on XN1A. If you want diesel power delivery experience on XN1A, the MIMSA it is. If you want a more powerful output to the wheels from XN1A (107 hp), then go for the Z1 instead.


FUEL ECONOMY:
I didn't notice significant difference in fuel consumption of both. The Z1 is new but run very thirsty on high rpm (a little bit black smoke towards the floor). The MIMSA was purchased used and was almost dead till I repaired it to work in its current condition, but still not in condition good enough to leave on the engine for long. So I don't expect the best both can offer in regards to fuel economy. However, if both carburettors are in their best running conditions, I would expect the Z1 to consume less and still produce more power. For example, the Z1 main jets are expected to be 117 and 130, while the ones I met in the used MIMSA are 122 and 140. I haven't checked if the main jets on the new Z1 are as stated on workshop manual, since I don't want to mess with the new carburettor by opening it up. If I were to choose based on the more power to the wheels and fuel consumption, I would go with the Z1.


FUEL RETENTION:
Unfortunately, both the Z1 and MIMSA don't do well on this. Fuel in their float chambers doesn't stay too long, especially after 3 days of non crank. After about 48 hours or more, it usually takes longer crank to get fuel tank to the carburettor which not all batteries can't handle, considering it takes up to 10 - 20 crank to get fuel into float chamber in such situations, and being mechanical fuel pump too. One of the issues the used MIMSA had when I took the delivery was the inside of the entire passages in the carburettor were blocked with dried saliva, which happened as a result of previous user or Repairer sucking fuel from the tank and filling up the carb through the mouth (introducing saliva many times into the carb in the process), to avoid the 10 to 20 engine crank. Which is why I have gone for a better solution by buying a low pressure electric fuel pump, at least, only for the purpose of filling up the float chamber within 3 seconds in such situations, while the mechanical fuel pumps remains (at least for now) and continues to do it primary work. Will do and publish a video of the low pressure electric fuel pump installation and it's usage soon.


MAINTAINANCE:
One issue I have with the Z1 is it complexity compared to the much simpler MIMSA that is only mechanical and simpler. The Z1 was like the transition of carburettor to full EFI on Peugeot vehicles. Even though the used MIMSA was in a bad condition when I got it, I was able to repair it to work, aside the primary idle jet to has refused to work properly (always stalling at deceleration), no matter how many times I tune it or changed the jet. Obviously, the issue isn't the jet. If the Z1 had come in that condition, I wouldn't have bothered to attempt the repair but simply go for replacement instead. On one occasion during the MIMSA test on the XN1A engine, I opened up the MIMSA and swapped the main jets, among others, without removing the carburettor from the engine and it took me about 10 minutes to do all that. If it was Z1, it may take hours, starting with removing the carb from the engine to do since its nearly impossible to do with Z1 attached on the intake. The MIMSA is the easiest carburettor I have ever serviced and also cheaper to maintain (even better and cheaper to maintain than the Solex single carb on the 1.8 XM7 engine). The easiest way to prevent or avoid opening up or servicing the Z1 as much as possible is periodic replacement of fuel filter, religiously. Also, avoid the saliva getting into it. That way, you probably may never have the need for servicing the carb for a very long time of usage.


AVAILABILITY:
Fortunately, the new Z1 is still available for sale and easily to get, depending on your budget. Obviously, they are no longer genuine Solex made, but they are available anyway. The thing with new Solex carburettors in markets today is that they are mostly made by different manufacturers copying the original Solex carburettors. So, some will make theirs better than others. Getting one made better is now up to you to gamble. Because I can tell you, some users do actually end up with good ones. All you need is Google Solex 34-34 Z1 and you find them online, including Aliexpress (some have different brand names though). They are also available physically in Nigerian markets. I can't say the same for the MIMSA. I haven't been able to find any new MIMSA both online and offline, except used ones which I don't plan of ever spending a dime to buy one anymore. You are better off with new one than used one, even if it's a copy. Worst case, little black smoke issue. Used ones sometimes have been killed by previous users before they are disposed. Of course, I would expect there may still be good used ones out there, except some used Carburettor sellers are dishonest and would lie that theirs have been tested and in good working conditions when they are actually dead, especially if you are buying in Nigeria.


DEPENDABILITY:
I don't have enough experience on the Z1 yet to determine its dependability, but if I were to take a Peugeot 505 with XN1A engine for a continental roadtrip, like from Nigeria to Europe and back to Nigeria, I would prefer the MIMSA, or at least, go with the MIMSA as a spare incase the Z1 decides to misbehave in the trip and then swap in the MIMSA. Simply because the MIMSA is very much easier to tear apart and put back together and continue the trip within minutes, unlike the Z1. If I had MIMSA on the engine before setting out for the trip, I wouldn't bother about a spare carburettor for the trip. It doesn't mean the Z1 is not good enough to be depended on, it's just complex with some electronics. So if it needed servicing in the trip and something goes wrong while servicing it, you are screwed if you don't have a backup carburettor. Also, as someone that plans to own a 2.0 Carburettor engine for good, i would either have 2 new Z1 carburettors or 1 new MIMSA as spare. Maybe if I use the Z1 long enough, I would understand it as good as I do with the MIMSA, with regards to setting it apart and putting it back together and still be good or better than it was before the servicing. You don't have to worry about anything with the MIMSA as long as you have your spare gaskets, incase current ones on the carburettor break or tear during the servicing. Notwithstanding, constant change of fuel filter prevent such headaches.


CONCLUSION:
After testing both carburettors on the XN1A engine, I have decided to leave the Solex 34-34 Z1 on the engine going forward and not bother MIMSA on it anymore. Not because I do not miss the advantage the MIMSA had over the Z1 on the engine, but the overall performance of the engine with the Z1 carburettor is too impressive for me to ignore, considering I am currently sourcing for 4.1 final drive ratio differential to replace it with the current 3.8 differential on the car, to make the car much quicker than he currently is with the Z1. But the question remains, I talked about XN1A attitudes with both carburettors, how would the XN1 engine behave with Solex 34-34 Z1 carburettor on its intake manifold?

Ikenna351

A Father would always genuinely want his Son to be an improvement of him. However, no matter how intelligent, smarter or richer a son is than his father, he will never be better than his father in department of experience in life. This picture truly depict
father and son dynamics, and haven't experienced both cars in the picture for over a decade, I would always appreciate the moment I captured this history, unintentionally, which has become a constant reminder of one of the benefits of going against the grain.

Ikenna351.

WHAT'S WITH THE 2 CLASSICS?

My Peugeot 505 ST is undergoing engine rebuild since last week, as a preparation for what he actually came for: road trips and journeys. The 406 V6 will have to take a break for that purpose and do more of the spirited fun drive. Most likely, will swap in a different double barrel Carburetor that I purchased and restored. While on the engine assembling, the PAS was refurbished with brand new pump, and the clearance on the rack, shaft and pinion was fixed. On the brakes, a brand new disc was swapped in on the front with new pads, including replacement of the servo with non-leaky used one, but planned to fixed the removed leaky one and keep as spare. He is becoming better and better to my standard.

As for my other 505, the V6, the car exhibited some injection issues few weeks ago that made me put him to sleep since then. I haven't been able to create time to attend to, diagnose and cure the Malaria. He can be annoying sometimes when he becomes sick, since it takes elimination method to diagnose and fix his annoyance atimes. The other side of the annoyance is, once he is back in good health, he rewards me with unforgettable moments behind the wheel. Oh! The sound!

The 505 ST is too basic to worry about when he coughs, which hardly happens anyway. The 505 V6 is complicated to diagnose, but he helps in keeping my mechanical creative mind alive (figure shit out). I can't wait for both Lions to roar back to life soon.

Ikenna351

How Mechanical Fan Drains Engine Power against Electric Fan in Peugeot 505 and Peugeot 504.

Ikenna351

UPDATE ON CARBURETOR FUEL CONSUMPTION TESTS (02/05/2025)

Last week, I converted my Peugeot 406 V6 from the stock 5-speed Manual to 6-speed Manual. So, before embarking on performance fun drive test, I decided to do the city drive fuel consumption test to compare the 6MT vs 5MT city drive AC use low speed speed fuel consumption results. Same quantity of petrol was purchased from same fuel station, driving mostly with AC and similar acceleration and vehicle speed in mostly traffic situations. Only condition that changed was average weight of load in the car during both tests. The 6MT test had additional 70kg items in the vehicle to the 5MT test.

Below are the results of the 5 tests on the 3 cars, indicating distances covered with said/same quantity of fuel:

1. The Series II 505 - 25 litres - Single Barrel Carburettor (Solex 34 BISCA 3) - About 100 kg load - 2.0 (XN1A ) - 4.1 final drive ratio - 5MT (BA 7/5): 119 km .

2. The Series II 505 - 25 litres - Double Barrel Carburettor (Solex 34-34 Z1) - About 100 kg - 2.0 (XN1A) - 3.8 final drive ratio - 5MT (BA 7/5): 161 km .

3. The Z9 607 V6 - 25 litres - EFI (Bosch ME7.4.7.) - About 100 kg - 2.9i (ES9A) - 4.7 final drive ratio - 6MT (ML6C): 134 km .

4. The D9 406 V6 - 25 litres - EFI (Bosch ME7.4.6) - About 100 kg - 2.9i (ES9J4S) - 4.0 final drive ratio - 5MT (ML5T): 186 km .

5. The D9 406 V6 - 25 litres - EFI (Bosch ME7.4.6) - About 170 kg - 2.9i (ES9J4S) - 4.7 final drive ratio - 6MT (ML6C): 193 km .

Ikenna351

Peugeot 406 V6 6-speed Manual in the making. Details coming up soon on YouTube.

Ikenna351

ANY PEUGEOT 407 COUPÉ V6 FOR SALE IN ABUJA?

A client drove my V6 Coupé yesterday and fell in love, and now madly in search for one. While on the short drive on expressway, a black F-150 made several attempts to show himself and was humiliated, even though my client was more gentle with the car behind the wheel compared to me. If you are reading this the black F-150 driver, understand there is a difference between a standard V6 Lion Coupé and a Stick one, to avoid such embarrassment in future, even though you probably had V8 under your truck hood. He didn't even go beyond gear 5 when you guys were going through the adrenaline rush, but you couldn't keep up. It's not always about the numbers, but overall car attitude when geared into action.

So, if you have a Peugeot 407 Coupé V6 for sale, my client might be interested to buy, which I will have to ascertain the condition of the car first. He is willing to buy one with auto transmission and have me convert the car to manual, just like I did mine few years ago. Chat me up with the car pictures via my WhatsApp chat line is +2348095721703.

Ikenna351

Peugeot 505 ST Review


https://www.youtube.com/watch?v=EE2HD9T87Oc?si=YNgEkR22LEHVxKkc


Ikenna351

kingreign:
Mtcheeew.

Unfortunately, you were among the first few members that started this section. I was the first moderator of this section as soon as it was created and I singlehandedly manned this section for months until you later joined me as a co-moderator. We worked peacefully until we both left the voluntary roles as moderators and then you showed your true colors of who you really are. One thing any old member of Car Talk will tell you is that I have always be me. Unfortunately, you are backstabber, you sell yourself or soul to belong or be accepted to a clique, gang or group you perceive some benefits from. I am not asking you to be loyal. It just looks pathetic seeing you for what you are. Whatever makes you money, I guess.

Ikenna351

HeavenlyBang:
Lmao. Validating your fragile masculinity by driving a shitbox is definitely something.

What's interesting about you guys in Car Talk section on Nairaland is inability to learn hard lessons nature teaches. Not long ago, your god (Gazzuzz) and his gangs (including you) were busy bullying other members he considered threats to his business or fame in the section, until suddenly, your god died as some have claimed. You guys freaked out because you never imagined that side of physical life was possible for the man you worshipped and arse licked. Observation of someone's challenges, demise or difficulties is meant for the observer to go into reflection and choose a different path, if the outcome of current path could only lead to the person's destruction or meaningless life. You are obviously too boyish or immature to exercise your critical logical mind that aspect of life. Or probably your obvious hatred towards me gets you an erection. Hope my profile picture isn't making it worse for you to masturbate, if you are into men?

Nothing I said on this thread required the hate you have displayed. You don't have to agree with me or like classic Peugeot vehicles. There are people who do, all over the world, actually. Those are the people I shared this thread with. But you can still spread your bed on this thread because more updates are coming, including new threads on Classic and modern Peugeot vehicles. What happened to your god Gazzuzz can happen to you, you child, your spouse or anyone you cared about in the next 5 minutes. It can also happen to me as well. Difference is, I am focused on living whatever limited time I have left to breath the best I can, while you and your clique are eating your life away hating someone who doesn't even know about your existence, aside hiding behind keyboard professing this level of hate to the world. Hope you put your face to the fake name, since actual men stand by their words.

Ikenna351.

It's been 2 weeks behind the wheel of the Peugeot 505 ST and I haven't felt desire to hop into any of the modern 200+ horsepower cars for a break. As the young man in the picture stated, this 505 is a statement to other men on the road. As tempting as external validation could be, it's nothing close to inner satisfaction when experiencing or living in the outcomes of choices made in the past. One thing a 505 teaches you behind the wheel is how imperfect the car is, unlike what modern humans seek today, unfortunately. Sometimes, it takes a non feminine car to remind most men why there are balls in-between their legs, beside reproduction.

Ikenna351