Hello Chaps....new owner

[Stickfinger]

Cam box cover is off, I can see the compression strokes on each cylinder by watching the valves operate, each compression stroke "feels" like the same resistance/pressure build/release "force" (my long ratchet helps ) I can hear the valve "clack" shut when they come down off the cam. This all happens on each stroke.

[xantia_v6]

It just occurred to me that this car is an automatic, so would have a lightweight flywheel with the ring-gear attached. Does this change anything regarding the locking hole? or "other" holes?

[Stickfinger]

A question I have asked as well.....

Paul says no.....apparently they are the same. (not sure about these late type engines)

[White Exec]

Didn't notice any different instructions in the Private Cars booklets with respect of automatics.

[xantia_v6]

I was more wondering if on an automatic the balancing holes on the flywheel might be drilled quite close to the timing hole?

[xantia_v6]

If you turn the crank clockwise by about 90 degrees, you should be able to see the holes in the ring gear underneath the engine, which may give a clue as to what is going on?

[White Exec]

I would be surprised if such a silly mistake would have been made.
Would possibly have hampered original factory build as well.

Hopefully, you won't have to remove the gearbox to find out.
Is there are way to get sight of the rear face of the flywheel, to check what holes are there? Starter motor aperture, or at the end of the sump?

[Dean]

I have not see an auto flywheel that has the timing hole, it is usually timed through the centre section of the crank pulley with a square section 3/8 bar on petrol auto xu engines.

[Dieselman]

Cam box cover is off, I can see the compression strokes on each cylinder by watching the valves operate, each compression stroke "feels" like the same resistance/pressure build/release "force" (my long ratchet helps ) I can hear the valve "clack" shut when they come down off the cam. This all happens on each stroke.

I'm not sure whether this is with the belt correctly timed, or in some other state?
If correctly timed, then isn't that the job completed?

The flywheel should be located correctly on the crankshaft journal by the bolts and a locating peg.
If someone has removed the peg it would be possible for the flywheel to be set at any position the bolts allow. Iirc, there are 8 bolts, so any position at 1/8th turn.
...So, lets forget the flywheel..

What needs to be set is the relationship between the pistons/crank and camshaft/valves.
Check the crank nose keyway hasn't been re-machined, by pulling the pulley off the nose of the crank, and check the relationship between the keyway and pistons/crankshaft.
To see the crankshaft you either need to remove the sump, or poke a boroscope/mini camera through the oil drain plug aperture.
The easiest crank and con rods to see will be No.2&3, which need to be at the very bottom of their stroke, with the con rods exactly aligned with the crank webs.
That means No 1&4 will be at TDC.

Mark the front pulley, lock the pump and cam, fit the belt.

You can check the flywheel later.
When rebuilding, mark the crank belt pulley and front casting permanently, with engraving, or punch marks.
Also mark the outer belt pulley with paint marks, for ease of timing TDC with the engine fully built, in future.

P.s. I checked and found my home made flywheel locking rod is 6mm.
The only reference I have stated 8mm for the 1.9 Xud, which I believe is the same Citroen tool set for all Xud.
The rod size is unimportant, as the crank pulley only has 21 teeth.

[Dieselman]

I have not see an auto flywheel that has the timing hole, it is usually timed through the centre section of the crank pulley with a square section 3/8 bar on petrol auto xu engines.

That was the change in the casting that stickfinger noted.
Petrols timed by using the front pulley and casting register, diesels timed using the flywheel and hole in the rear of the block...or should...