SRDT

If the hex heads are 10mm the 5 could be machined down to 3/8", but with 21 good ones why bother. Is the Swiss cheese nut hard to find?

You can try to ask the manufacturer from 2012, they do custom cables for old cars: http://www.mauricelecoy.fr/range-of-products.php

In a pinch you can make small rods yourself with ball sockets and threaded rods but you must use sockets with a safety clip. The price is nearly the same but it won't pop that easily. The downside is that you have metal to metal contact unlike with the OEM rod.

For anything that isn't a PRV you need another bellhousing. Jeep had a 4.0 L6 bellhousing that should also fit the AMC V8. If you can't find a ZN3J or a Volvo B280 try to get your hands on a 3.0 Eagle Premier engine.

I just found out that the V6 existed with and without ABS so maybe they had the regular LSD and not the Torsen.

A 505 with ABS should use a Torsen diff, that's why Peugeot had to stop using the cone type LSD for the Turbo and V6.

You can find out here: https://public.servicebox.peugeot.com/classic/index.html 604 on the left and 505 on the right.

I did buy an "original Peugeot quality" dipstick that was inside an unsealed PSA packaging with the end of the printed part number strategically damaged. Good thing the barcode under it was still fine and read 1174.49 instead of 1172.99.

It's a 5 year old post but if anyone need a Mi16 dipstick just get yourself a TU engine one part number 1174.49 and mod it. You have to shorten it and cut a new notch for the max level, min level (former TU max level) isn't exactly as low as original but it's not a bad thing on a XU9J4.

The good thing about the US models is that you can find brand new sealed beams to fit inside, even modern LED ones. That can be usefull “just in case” now that euro H4/H1 headlights are hard to find.

The 505 Sri in Argentina had some but you need to find the center plate, the original are smoked but the manufacturer (Fitam) also made clear ones: http://www.farosfitam.com.ar/productos.php?l=4&m=114 Argentina also had some type 2 smoked aftermarket ones, no need for the special center plate but they are even harder to find: https://articulo.mercadolibre.com.ar/MLA-636217756-lente-trasero-peugeot-505-gamma-fume-8791-_JM

Can someone confirm how a 1987 US 505 key should look like? If it's the NE72 type blank like on the 205 you can buy the tool to decode the lock yourself. Most locksmith won't have a modern tool to decode Chrysler-AMC/Renault/Peugeot locks from the 80's but at least they should be able to cut the key to code.

The only way to race in Gr.B with a 16v head was to build 200 street cars with it and Citroën didn't have the money for that. It was in the older Gr.2 that you could just add it to the homologation papers, like BMW with the 24v head on the 3.0 CSL. The stock 4TC is simply bored at 0.3mm under, even the special pistons are likely just machined out of regular blanks. That is again the cheapest way to do things, they probably didn't care about the Danielson head because for the race car they could do a lot of work on the regular head, cast a similar looking one or make a Evo head the next year as long as it was still 8v and single cam.

Peugeot had the 505 Turbo homologated in Gr.B but they did the bare minimum: https://historicdb.fia.com/sites/default/files/car_attachment/1601078101/homologation_form_number_252_group_b.pdf Are you talking about a BX 4TC cam? https://historicdb.fia.com/sites/default/files/car_attachment/1601077801/homologation_form_number_279_group_b.pdf

During the plating process if there is a porous zone chemicals can get trapped inside. They will start to ruin the surface finish after a few days and there isn't much you can do at this point.

This Esprit is the one with the Citroën gearbox right?

Nice catch, what tool did you use for disassembly? Concerning ECUs boards not all of them have the daughterboard that you find on the XU9J4/XU9J4Z ones, I suspect it is related to knock sensing. The XU9JAZ ECU having no IAC valve some other components might be missing. Another quirk is that unlike BMW Peugeot used the Bosch blue "123" external ignition amplifier instead of simply having the ECU drive the coil as intended so no T500 on the board. Bdw the "123" amplifier isn't supposed to be used like that, on the original units the square signal mess with the Dwell calculation and the amp act as a dumb one but on the newer units this likely undocumented feature isn't as reliable and ignition can be messy.

Is SEDIS even still in business? And if they are do they still have the knowledge and tools to make those? I've seen it at work: "the guy that knew how to do it no longer works there" or "that tool ended up in the dumpster two years ago". You look at blurry pictures, dig old invoices and hunt for forgotten parts on dusty shelves hoping to find how it was done just a few years back.

They had problems with modern wet timing belts and now the old ones too...

I can find 3 EZ200K variants: 5945.26 (0 227 400 033) form 01/86 up to 01/87 5945.46 (0 227 400 128 N9TEA 176W with boost control ?) from 01/87 up to MOD 89 5946.49 (0 227 400 153 N9TEA Wagon ?) since MOD 89 From the outside these ECUs are not visually similar to the Volvo or Saab EZKs, they seem to be closer to Alfa Romeo's EZ201K (75-Milano 1.8 turbo) and EZ212K (164/GTV 2.0 V6 turbo).

The dual curves ignition box and pressure switch are used on the 160 and 180 hp engines with intercooler and no cat. I think US models should have a Bosch EZK ignition ECU unless it's a non intercooled car.

The old PF1 platform is probably a bit stretched here. It is also on its last leg, at least for the european market.

The same kind of vacuum pump on a 205/309 is using 10W40 oil.

How did you test the power? Did you use the same ground than the pump?