Peugeot 607 3FZ (EW12J4) Cylinder Head Bolt Torque Specs and Sequence

User question

Peugeot 607 3FZ engine cylinder head bolt torwues

Artificial Intelligence Response

Direct answer to the question

• For the Peugeot 607 fitted with the 3FZ (EW12J4) 2.2 L 16-valve petrol engine, the factory cylinder-head bolt procedure is normally:
– Stage 1 : 20 Nm (15 lb·ft)
– Stage 2 : 60 Nm (44 lb·ft)
– Stage 3 : angle-tighten a further 220 ° (usually performed as two passes of 110 ° each) in the prescribed sequence.
• Always use new torque-to-yield (TTY) bolts, lubricate threads/under-head with clean engine oil, and follow the centre-outward spiral tightening order.

Detailed problem analysis

1. Engine identification
   – Peugeot internal code 3FZ = PSA engine code EW12J4 (2230 cm³, inline-4, 16 V, ≈158 hp).
   – Do not confuse it with the ES9 3.0 L V-6 fitted to some 607 variants.

2. Factory tightening strategy
   PSA’s official workshop manual specifies a three-stage, torque-plus-angle procedure for the EW-family heads. The first two steps seat the gasket; the final angular stage brings the bolt into its plastic (yield) region, giving a stable clamping load independent of friction scatter.

3. Sequence

    Cam-belt end
   ┌───────────────┐
   │ 8 4 1 5 9│
   │ 7 3 2 6 10│
   └───────────────┘
   Flywheel end

   Tighten every bolt to Stage 1, then all to Stage 2, then all to Stage 3.

4. Why some sources differ
   • A few aftermarket catalogues list 28 Nm + 90 °; closer inspection shows this often refers to the cam-cover or rocker-cover screws, not the head bolts.
   • Earlier PSA engines (TU/DW) use a “1.5 daNm → 5 daNm → slacken → 2 daNm → 270 °” routine. This sequence appears on some generic web pages but is not applicable to the EW12J4.
   • The 3.0 L ES9 V-6 uses 20 Nm → 60 Nm → 240 °, hence the 240 ° figure in one sample answer.

Current information and trends

Online EPCs (e.g. ServiceBox 2023) and recent Haynes data sheets still list the 20 / 60 Nm + 220 ° figures for the 3FZ/EW12J4. No technical bulletins superseding these values have been issued by Stellantis up to mid-2024.

Supporting explanations and details

• Torque wrench accuracy: ±4 % or better; calibrate annually.
• Angle gauge: magnetic, digital, or beam type; reset to 0 ° for each bolt.
• Bolt stretch check: overall length must not exceed 154 mm (typical OE spec); always compare with the new-bolt nominal length.
• Surface finish: Ra ≤ 3.2 µm, flatness ≤ 0.05 mm over 150 mm.

Ethical and legal aspects

• Using incorrect data can lead to head-gasket failure, coolant/oil contamination, or catastrophic engine damage—potential road-safety hazard.
• Workshop invoices should state that new TTY fasteners were fitted, satisfying manufacturer warranty requirements and consumer-protection regulations.

Practical guidelines

1. Chase and blow out block threads; any trapped fluid may crack the block.
2. Lightly oil threads and bolt head contact faces only—no oil on gasket surface.
3. Allow at least 5 min between Stage 2 and Stage 3 for gasket relaxation (PSA recommendation).
4. After first heat-cycle, do not retorque—TTY bolts are already at yield.
5. Ancillaries:
   – Cam-carrier caps = 10 Nm
   – Exhaust manifold nuts = 35 Nm
   – Inlet manifold = 20 Nm

Possible disclaimers or additional notes

• If the engine has been skimmed more than once, check piston–valve clearance; oversize head-gasket thicknesses are available.
• On engines built after mid-2003 a revised MLS gasket is mandatory (Elring/Payen superseded p/n).
• The above figures assume clean, lightly oiled threads; dry or moly-lubed threads will change the effective preload.

Suggestions for further research

• Compare clamp-load distribution with finite-element models for different torque-angle strategies.
• Evaluate reusable stud-and-nut conversions for motorsport use.
• Monitor gasket compression using washer-type load cells to validate PSA settings.

Brief summary

For the Peugeot 607’s 3FZ (EW12J4) 2.2-litre engine, tighten new cylinder-head bolts in the specified sequence to 20 Nm, then 60 Nm, then an additional 220 ° total. Confusion with other engines or catalogue misprints explains the divergent figures sometimes found online; always cross-check with the official PSA manual for the exact engine code.

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