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Information The condenser fitted to the new Citroen C5 2008>, with technical reference code CA1542, measures 3mm less in width to 817824 (CA1458). Valeo Service can confirm that both condensers are interchangeable. 817824 reference is maintained but technical code CA1458 is replaced by CA1542. New application for 817824 – Citroen New C5 2008 on. The cause of the failure is incorrectly diagnosed as a collapsed/failed bearing, however the real cause of the bearing failure is due to thermal damage caused by a preload fault. When the diaphragm fingers are worn to excess and the bearing face does not have a contact point on the diaphragm fingers, the outer race of the bearing will contact the fingers. This causes the outer race of the bearing to turn, resulting in the carrier becoming hot and subsequently melting. (Image 2). Image 2 Contact with the fingers is made at this point, resulting in thermal bluing. Outer race will turn causing carrier to become hot and subsequently melt. The rear of the bearing will also display evidence of a heavy contact from the release fork seating pads. Heavy impressions can clearly be seen at the point the bearing locates onto the fork. (Image 3) Image 3 Heavy/deep impression from fork pads.

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Clutch drag can sometimes be the result of a distorted release arm, which flattens in use from it’s original shape. This causes the rear of the release bearing to foul on the release arm under full stroke of the pedal, restricting the travel of the release mechanism. Visual evidence of this complaint can normally be seen by contact marks on the top rear edge of the bearing, and the top edge of the aperture in the release arm, where the two components have fouled each other in use. In extreme cases, the free play in the release mechanism will be excessive, and there will be insufficient adjustment left on the slave cylinder pushrod to set to the correct dimension. Where this complaint has occurred, the release arm should be replaced to return the release arm to the original dimensions. Pushrod Location Foul Contact Point

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Symptoms of clutch drag, and/or notchy release operation, can occur within 500 miles of replacing the clutch, when the gearbox is replaced misaligned to the engine. This is due to the release bearing operating off-centre to the clutch cover diaphragm spring, causing excessive fretting between the two components. Premature wear to the fulcrum ring of the clutch cover, causing clutch drag, broken driven plate centre, and wear to the spigot bearing in the flywheel, can also result. A special dowel bolt, which is an interference fit, is fitted to the lower left hand position of the gearbox bell housing, (see diagram). This dowel bolt is frequently incorrectly replaced with a normal threaded bolt, for ease of fitment of the gearbox. Above the starter motor position is fitted a dowel pin, (see diagram). This is sometimes pushed forward when fitting the gearbox to the engine, and protrudes out of the front face of the engine adaptor plate, instead of being flush. In this position the dowel pin will not locate correctly with the gearbox bell housing. The dowels must be located before the remainder of the gearbox bell housing to engine adaptor plate bolts are fitted and tightened up. Should either or both dowels be missing, or not located correctly, misalignment of the gearbox will take place.

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Release bearing noise can be audible inside the vehicle, in certain cases on the above vehicles, when the sound absorption damper is omitted from the end of the clutch cable location to the release fork. Insufficient clutch cable tension, due to a broken clutch pedal quadrant tension spring, can cause a rattle or squeal from the release bearing, due to no pre-load being applied to the release bearing, which runs in constant mesh with the diaphragm fingers of the clutch cover. The noise normally disappears when light pressure is applied to the clutch pedal. In both cases the release bearing may not be at fault.

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Common causes of camshaft timing belt failure on the above vehicles are due to incorrect operating tension, or ingress of dirt, water, or debris entering the timing belt cover. Predominantly on Fiesta models a high percentage of camshaft timing belt failures occur after the ancillary poly ‘V’ drive belt has failed, where strands of material off the broken belt have entered the timing belt cover. This is especially so where an ancillary belt has been fitted that does not contain “Kevlar” based materials. It is therefore important to always remove the timing belt cover to check for belt debris if the ancillary belt has failed. Any contamination that enters the timing belt cover can become compressed between the surfaces of the camshaft timing belt and drive pulleys. This causes wear to both the belt teeth, backing surface, and damage to the drive pulleys, resulting in premature failure of the camshaft timing belt. Later engines have modifications to improve the sealing of the belt cover around the crankshaft pulley, to reduce the level of outside contamination. Incorrect tensioning of the belt during installation will adversely affect the life of the belt. Before fitting a new belt it is important to check and observe the following points :- 1) Right Hand Inner Wing Splash Shield (Fiesta, Escort, Mondeo) This must be fitted and undamaged. 2) Timing Belt Cover Check that all components of the cover are fitted and undamaged. Ensure the latest type of modified cover is fitted. 3) a) Toothed Drive Pulleys Check that the tooth profiles are not worn or damaged. On vehicles built before January 1994 special attention should be given to the nylon toothed pulley situated below the camshaft pulley in a clockwise position on the belt drive (see diag item 4). This should be changed to a modified steel pulley (Ford No. 7053802) plus bolt (6701537). Ensure that the Camshaft and Injection Pump sprockets are free to rotate on the drive locations when the retaining bolts are slackened off. b) 4) a) b) c) Water Pump, Idler and Tensioner Pulleys Check that the belt running surfaces are not worn or damaged. Check that the flanges are running true and not damaged. Check that the water pump, and pulley bearings are in good condition, to ensure correct belt alignment. 5) Crankshaft Pulley The toothed pulley is in two parts. The rear section (Injection Pump Drive) is located onto the crankshaft by a small drive pin. The front section (Camshaft and “Poly V” belt drive) engages onto the rear pulley via a small vee protrusion on the rear face. Should the central fixing bolt for the crankshaft pulley come loose, or an old bolt re-used (Stretch bolt design), it is possible for fretting to take place damaging the locations. The crankshaft and camshaft pulleys can then move out of timing alignment, resulting in valve and piston contact damage. Replacement Procedure As the vehicle is fitted with two timing belts, one to drive the Camshaft, and one to drive the Injection Pump drives, which are driven off the crankshaft pulley, it is strongly recommended that both belts are replaced at the same time. NOTE: Special tools are required to lock the crankshaft, camshaft, and injection pump in the correct angular location when changing the belts, to ensure correct timing position. IMPORTANT: Ensure the engine is cold (not run for 4 hours) before commencing working as this will affect the setting of the timing belt tension and could lead to premature failure. Continued . . . .