SRDT

To change the rotor you touched the HT leads. Sometimes some of them don't fit very well and can mess with the ECU. It's just a theory but fixing the issue with a new cap then bringing it back with a new rotor seems strange.

It's fixed, it only cost you time and you learned how it works. I think that's the best outcome.

A.O.A. 19°34' avant P.M.H = the inlet valve is opening 19°34' before top dead center R.F.A. 56°24' après P.M.B = the inlet valve is closing 56°24' after bottom dead center A.O.E. 55°10' avant P.M.B = the exhaust valve is opening 55°10' before bottom dead center R.F.E. 12°50' après P.M.H = the exhaust valve is closing 12°50' after top dead center All of this with a theoretical valve clearance of 0.45mm on both sides.

It's probably mostly right but don't follow blindly:

Yes they look better than the others.

So it's a IHI turbo, at the time they made the smallest turbos and also probably the best ones for road cars as even Ferrari used them on the F40.

Remember that you're doing it the wrong way: on the factory the engine is coming from under the body.

The original SIEM are often expensive, if you want to go with aftermarket parts look for Fiat Seicento (600) fog lights.

New radiators for old cars are often poorly made assuming that the car won't last long anyway, even Valeo is doing it. You must get rid of the oil but the rubber gaskets inside may not like heavy duty degreaser.

At this time Peugeot was making it's own struts/shocks so it's usually good stuff.

Nice cars, and you still have a bit of Renault (the gearbox) inside the Esprit.

The R19 is a good 90' car with no real flaw, at the time it was seen as a bit underpowered with a 137hp engine and a pretty good handling but now you won't buy it for its pure performance.

This V6 is a Ford design with very little (if any) technical input from PSA.

Here: https://www.ebay.fr/itm/volant-momo-/273854827636

It's for the C6 but I can't find any Peugeot counterpart: http://c6-friends.nl/downloads/wphandbookC6_GB.pdf

Before tearing it down you could short-circuit the water feed of the oil cooler and see what happens.

AM6 Aisin made in japan, the mk2 V6 had this gearbox and the others used the 4HP20.

Front and rear indeed, on the 405 it's more of a gimmick but on the 205 they are very much needed and you need to cut the body to fit them.

Mine is from June 1990 and it's not exactly the same:

I would keep it stock, or maybe paint the chrome inserts red. The arch trims are a tribute to the 205 GTI:

I have no amazing background: I owned (and crashed) a Citroën AX, had my first 309 (still my daily driver), second 309 (parts car stripped to the bare shell) and finally my third 309 the mighty GTI16. At my job I'm at most involved with designing semitrailers so nothing car related. As for my knowledge it's way easyer when you're a native speaker, you can find more about the 405 Le Mans here: http://www.auto-pub.net/ASL/Peugeot/page_Peugeot_406_Le_Mans_CH.htm http://www.auto-pub.net/ASL/Peugeot/page_Peugeot_406_Le_Mans.htm

Nice! It's the 1992 Le Mans for the Swiss market, the Le Mans plate and the seats are from the French 1993 Le Mans.

Nice bumpers ; if you want to switch from fog lamps to driving lamps you can look for some SIM 3216, they are almost as good as the real SIEMs.

The Alfa 155 DTM was using a 90° V6 on the later years, with a 90° V there was more room for the intake and the engine could be more compact than with the 60° angle from the stock Alfa "Busso" V6. The thing is that to make this bespoke race engine you needed to use the V angle and bore spacing of a real engine that had been fitted to one of your cars. As it turns out for a few years Fiat had made Alfa and Lancia a single company and during those years the Lancia Thema 6V was using a 2.8 PRV V6... so Alfa homologated the 90° V and 108mm bore spacing from the PRV and then designed a race engine that was yet wasn't a PRV.

Danielson did a good job with their V6 but the 2.8 193hp engine from the Alpine A310 V6 "Boulogne" was cheaper, they used a stock B28E volvo engine with -1mm on the heads, devil headers, Tagora SX intake manifolds matched to bigger carbs (Weber 46 IDA 3C) and that's about it.