Is becoming normal to open bonnets of Nigerian used T7 308 Auto and find TU5JP4 engines instead, while on car inspections. Peugeot claimed they never produced hatchaback/SW 308 Auto with that engine, but Nigerians are insisting otherwise. At least, that's what every seller would say. At most, "that's how I bought the car."

The conversion of the VTi 120 to the TU5JP4 engines is not my concern, but disposing the car after the miracle engines have been transplanted in, contradict the reason for these conversions. Recently, someone advertised a T7 with EW10J4 engine for sale and swore that was what Peugeot produced the car with from new, even the VIN clearly stated otherwise. The instrument panel was constantly in demo mode, as he kept narrating how good the car had served him. Again, the conversion is not the issue, the crude transplants most Nigerians do to their vehicles in the name of conversion is disheartening.

The idea that any mechanic can work on 308 is part of these T7 nightmares. After all, if they can work on 307, 308 shouldn't be a problem. The fact that some users don't even know these differences contribute more to the fate these cars find themselves as soon they touch their shoes on Nigerian soil (the engines, to be specific).

The VTi 120 engines and other EP6 engines in T7 have different timing set up, diagnosis and repair approach6 to the T5 & T6. Having this understanding is one step to avoid wrecking those engines. Some users had to change engines more than once before they went with the option of conversion to TU5JP4. Sometimes, not because those engines were bad, but because someone lack the ability to put the engines back the way they were supposed to be and run.

To be direct, if you know you are not willing to increase your maintenance cost on these EP6 engines in T7, when coming from older lions like the T5 & T6, then you are part of the problem. Not long ago, someone got angry that I demanded diagnostic fee from him to troubleshoot his T7 giving him issues, because no one has ever charged money for diagnosis from the previous Lions he used, he angrily claimed. I always wonder why people with such mindset avoid cars like 404 & 504 like plague, yet have the outdated maintenance culture of cars of the '60s. An average T7 posses minimum of about 10 computers that control every part of the vehicle, yet you prefer the cut and join electrical diagnosis?

Few T7 had non EP6 engines from new, like the TU5JP4 you can only get in Stick-Shift or the EW10A with Auto or manual options. Aside these few engines, the rest need special timing tools to get the timings right. Few have figured out how to do it without those tools, but usually take longer than it should than the right tools. They are not TU engines.

Their Recommended Engine oils may cost more than the others, but that's part of the cost of owning a newer engine. You are not buying them to please Lion-King Monk or show the world you have money. You do it to prolong your engine life, save money and keep your sanity intact. Just wish some of these users would understand how bad these wrong oils mess up these EP6 engines, while they complain how bad these engines have dealt with them. Personally, you are better off with the Saloon version of this T7 (the 408), if you can't do without abuse of engines, since they are more common with EW10A over here. Notwithstanding, EW10A doesn't forgive when abused. But compared to abuse on EP6 engines, that's Pugatory at least.

If you can't afford to pay a little bit higher to knowledgeable Technicians with right expensive tools to diagnose or repair your T7, then invest in scan/diagnostic tools at least, which cost less than 5% of T7 purchase cost. Learn the dos and donts of T7 and apply. Don't go and buy one blindly because the car can start and move, if you lack the knowledge of detecting abused/messed up ones. Even after reading this, some will still go ahead. But then, I can't save everyman.

Lion-King Monk.

Th

I converted my D2 Coupé V6 (ES9A) from 6-speed Automatic to Manual Transmission, which I started the conversion on 01/11/2021 and concluded on 19/01/2022. The project started in 2020 before the conversion commenced in 2021. Words cannot express what the car has become after the conversion, which became another success, after carrying out a similar successful conversion in my Z9 V6.



POST CONVERSION: THE JOURNEY SO FAR:

As good as Peugeot 407 V6 Saloon, Estate or SW road handling were, none impressed me enough to consider ever owning a 407 back then. Not until the day I test drove a Coupé version with V6 petrol engine matted to 6-speed Stick-shift box, I was sold, which later became a reality for me (whatever you set your mind to will manifest).

The only Peugeot I have driven that handles this well (even better) than this D2 V6 Coupé was RCZ. The fun part is not necessarily the high-speed, but driving into & through a corner on high-speed. It's one of those things that are better experienced than explained. And one more thing. The car loves to be swerved. You can't help but love doing it, at every opportunity you got. You can also always change the car position via the stick and pedals, and return the car body position back to original through the pedals and stick, while the bucket sporty seats glue your body to the seats without any move.

Interestingly, this Coupé is so long that it's almost as long as the Z9 V6 Stick-Shift. The Z9 is only 87mm longer. So, don't expect a compact/smaller interior space of the Saloon version. Even the rear seats are big enough for adults to sit comfortably with average headroom (unless you are that tall in height like over 6ft).

Notwithstanding, my D9 V6 Stick-shift is still quicker, but insignificant to me based on joy derived when in action. He is quite a heavy car, which is easily felt, but zero body roll on very high speed on corners or sharp swerve between lanes. Purely made for hardcore enthusiasts (more pronounced with the Stick-Shift)

The Coupé still suffer the 407 Saloon, SW & Estates suspension weakness. Superior in performance, but not as rugged as the predecessor. I can live with that. For these components to last longer, don't abuse them by speeding on potholes, bumps or similar road conditions.

The AC system is good, but not as cold chilly as the predecessor. It takes some higher blower speed to have effect, unlike the predecessor. Notwithstanding, avoid setting the blower to Auto mode, especially at high ambient temperature. Not good for the system overtime. Same weakness in other versions of the 407.

The seats are not meant for comfort. Hard surface feel which some may find uncomfortable on rough roads. It's a constant reminder that the car is designed for hardcore, even though it's not a sport car (when compared to RCZ). There is another car that serves the comfort purpose for me: The Z9.

Irrespective of the Coupé shortcomings, the positives outweigh the negatives. This car came for one purpose and he is serving that purpose perfectly well. You could still experience some of these benefits on the Auto versions of this Coupé, except it limits your driving skills (especially if you already have them or want to explore and add more).

Was converting him to Stick-shift worth it? Bleep yeah! Will I do it all over? Absolutely! A car that inspires you to jump out of bed every morning with smile, just to jump back behind the wheel and gear him into action.

CONCLUSION:

On the 05/01/2022 at Abuja - Nigeria, a man (Peugeot parts seller at Apo) said to me "The conversion you embarked on will never be successful, for attempting an impossible conversion. You won't go beyond the stage you claimed the conversion has reached. Mark my words this moment, you are going to scrap the car at this stage, for no one has ever successfully converted a 407 V6 Automatic to Manual gearbox", he concluded.

As I was walking away in disbelief in what I heard, I got to my Z9 I drove to Apo that very day and I couldn't help but wondered "Why ever bother to explain yourself to people?". Last I checked, similar words were said when I was converting this very Z9 V6 to Stick-Shift, "This conversion won't work", they all said.

One of the life lessons my 4 V6 Stick-Shift Peugeot vehicles have taught me is "You are the only obstacle to your happiness, not him, her or them, but you."

Lion-King Monk.

Y

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NIGERIAN USED PEUGEOT 508 STICK-SHIFT FOR SALE

1. Silhouette :. 4-Door Saloon, W2.

2. Engine :. 1.6i, Turbocharged, THP163, 121 KW, 163 bhp, 240 Nm, Petrol.

3. Transmission :. 6-speed Manual Gearbox.

4. Factory Driving Position :. LHD.

5. Location :. Abuja.

6. Price :. 3m naira (likely negotiable).

7. Owner's/Seller's phone no .:. 08039431958.

- I do not know the current condition of the car. So, I highly recommend you properly inspect the vehicle or have someone that understands Peugeot 508 very well to do it for you before purchase. Never buy a used modern Peugeot vehicle without a thorough Pre-purchase inspection. Discuss the price and possibly the physical inspection of the vehicle directly with the owner (phone no. provided above). If you want me to do the talking and/or physical inspection for you, conditions apply. My WhatsApp line is 08095721703 or ikenna351@gmail.com

Lion-King Monk.

PEUGEOT 407 ENGINE WIRING HARNESS FOR SALE:

- For EW7J4 & EW10J4 Engines (1.8i & 2.0i) in Peugeot 407.

- The wiring harness is used in good condition and all wiring connectors are still factory connected (no abuse, butchering or bypass on the harness). About 2 cracked connectors replaced and properly connected by me.

- Price : N30,000. (About $80 USD).

- Location : FCT - Abuja, Nigeria.

- My WhatsApp line: +2348095721703.

- Email: ikenna351@gmail.com

Lion-King Monk.

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Hg

Nigerian used 2007 model Peugeot 407 For Sale. Engine is 2.0i EW10A with Automatic Transmission. Entertainment system is RT4 Radiotelephone system with Jukebox. Location is Abuja and price is 1.2m naira (according to the owner/seller). If you are interested to come for inspection, discuss the price or make the purchase, you can contact me on my WhatsApp line +2348095721703 or you contact the owner/seller directly (Afamaco), if you already have his contact.

Lion-King Monk.

My V6 Lions (3 Stick-shifts & 1 Auto).

Follow Your Heart - Your Happiness.


https://www.youtube.com/watch?v=yfqPgX8l2pk

Lion-King Monk.

My V6 Lions (3 Stick-shifts & 1 Auto).

Follow Your Heart - Your Happiness.


https://www.youtube.com/watch?v=yfqPgX8l2pk

Lion-King Monk.

USED ENGINE FOR SALE:

1. Engine model (Skeleton/without accessories): EW7J4, 1.8i

2. Condition : 3 - 4 weeks tokunbo used in Nigeria. I personally physically checked/assesed this engine & test drove the car before the engine was removed from the vehicle and I confirmed the engine is still in good high grade tokunbo/foreign used condition.

3. Application : Peugeot 406, 407, etc.

4. Reason for the sale : Owner mistakenly bought a tokunbo Peugeot 406 believing the engine was EW10J4 and later found out the engine was EW7J4 and decided to replace the engine with his original intended engine, which I personally handled the purchase and swap, about 3 weeks after the vehicle was purchased. If i were dubious type, I would wash & advertise this engine as direct tokunbo to increase the price, because of the true condition of it.


4. Price : N70,000.

4. Contact details: WhatsApp 08095721703 or email ikenna351@gmail.com

5. 3-day warranty (conditions attached).

- If you are truly interested in buying an EW7J4 engine without accessories in true tokunbo condition at a much reduced price, this is your chance. Contact me privately and let's talk.

Lion-King Monk.

New Original Dayco Auxiliary Belt (OE) for sale

1. Recommended Engines : ES9A & ES9J4S V6 Engines.

2. Application : Peugeot 406 V6, 407 V6, 607 V6, 807 V6, Citroën C5 V6, C6 V6, etc.

3. Price: N10,000.

4. Location : Abuja, Nigeria.

5. Contact details: +2348095721703, ikenna351@gmail.com

Lion-King Monk.

TOKUNBO PEUGEOT PARTS FOR SALE:

1. Power Steering Pump (EW7J4, EW10J4 & EW12J4 in 406):. N10,000 .

2. Alternator (EW7J4 & EW10J4 in 406):. N5,000 .

3. A/C Compressor (EW7J4, EW10J4 & EW12J4 in 406):. N20,000 .

4. Starter (EW7J4, EW10J4 & EW12J4):. N5,000 .

- Location :. Abuja.

- My Contact details : WhatsApp 08095721703, email ikenna351@gmail.com

Lion-King Monk

"I don't think Nigerians are capable of abusing cars like 508", he said. I couldn't help it but burst out laughing.

Picture below was a facelifted 508 with low mileage. Someone, in his infinite wisdom, disconnected the electric coolant/water pump and blocked both the pump and coolant line on Turbocharger, and was using the car in that condition, for however long only him knows. Now, the Turbocharger is bleeped, likewise the pump, among other components that went with that single act. I suppose his wisdom was that French engineers must be stupid to introduce a separate water pump for Turbochargers on THP engines.

It's interesting that most Nigerians actually live in denial that you can just walk into a dealer's stand, buy any modern used car that can start and run and start singing kumbaya with other road users. It's has been a norm to abuse modern vehicles in Nigeria. People actually expect these nightmare experiences to justify the beliefs how bad these modern lions are truly are. It's not just about learning through sad experiences, but actually reflecting on why your car ownership experiences suck that bad, over and over. Don't be that guy.

Lion-King Monk.

Still on original engine & still running on 5w-40 (actual mileage is higher - speedometer & mileage were not reading before purchased, which I used for about 2 months in that condition before I replaced the faulty transducer).

If I can be enjoying mine, anyone else can. Just don't abuse your lion. It's not difficult.

Lion-King Monk.

The last fun drive with the 4.92 Final Drive in My phase II Peugeot 607 V6. Next fun drive will be in upgraded hybrid 6-speed Stick-Shift.

Hopefully, there is someone else somewhere in the world that converted his petrol Z9 V6 from auto to Stick-Shift just like I did. Only that person may understand how the Stick-Shift transforms driving experience of this car. One of my best choices I will live to to enjoy forever.

Lion-King Monk.

MY STICK-SHIFT PEUGEOT 406 V6 (D9) vs PEUGEOT 607 V6 (Z9): FINAL DRIVE.

I was always wondering why none of the EW10J4S have 6-speed manual gearbox attached from new, after my first test drive of Peugeot 307 Feline with the 180hp engine & 5-speed manual. The current hybrid Stick-Shift box in my Z9 V6 gave me the answer to why Peugeot chose the 5-speed on them instead, which reminded me how much fun I had behind that feline wheel on expressway, without knowing why, thinking the why was just the 180hp. It was actually the engine sweet spot, made possible by the specific gearbox attached. In other words, the final drive.

The hybrid 6-speed Stick-Shift gearbox I created (currently in my Z9 V6), out of two Peugeot manual gearboxes, is pretty amazing because of the final drive I used. The most fun high torque low rpm geared experiences i ever had in my entire motoring experiences so far. I could literally overtake at any time, on any speed and on any gear. It is as driving a high torque diesel Stick-Shift car. It doesn't matter how low the rpm is on the 4th, 5th or 6th gear. Depressing accelerator pedal a little bit lower would surge the car violently forward as if I downshifted to gear 3 under higher acceleration. Like I said, it's amazing how the lion behaves now. But then, there is always a price attached.

I remember vividly while I was doing the 6-speed Stick-Shift conversion on the Z9, that I had intention to carryout same conversion on my D9 V6, if the Z9 V6 proved successful. But each time I entered my D9 after the Z9 6-speed Stick-Shift conversion and geared the lion into motion on expressway, it would become obvious that I was missing something dear to me on the Z9 with the hybrid gearbox. And that is the ES V6 sweet spot , which the D9 constantly reminds me of. I truly miss the ES V6 sweet spot in the Z9 because of the final drive I used in the hybrid gearbox.

The final drive in my 5-speed in my D9 V6 is very tall (4.06), but a perfect match for the engine sweet spot which is from around 4,500 - 6,700 rpm. That's where the joy of the 210hp comes fully into action, while the V6 growl sounds more sweeter to listen to. But the shorter final drive (4.92) which I used on the current Z9 V6 gearbox (same engine) hurts the hp around 4,000 rpm, to the point that pushing it beyond the 4,000 rpm becomes pointless and just a waste of fuel, for the full 211hp is already lost at that rpm and the engine sweet spot gone too. Yes, I gained on the torque (very huge that I never imagined the engine posses) on lower rpm in the Z9 with the current set up in the gearbox, but lost the hp on higher rpm. It has been a big dilemma choosing which of the 2 lions to drive, depending on the mood or destination. In other words, it made more sense to pick the D9 with the taller final drive when destination would lead to longer drive on expressway/higher, while mixed drive with the Z9 with shorter final drive. But I tell you, there were moments it appeared I enjoyed more the higher torque on lower rpm the Z9 V6 offers me. However, I am high rpm guy (which is one of the reasons I never find diesel vehicles attractive, no matter how powerful their engines are in hp & torque), which these ES engines were designed for. The EW10J4S is another high revvy engine that comes to mind.

You don't buy a V6 or V8 for fuel economy. So, I honestly don't care much about the lower fuel consumption the 4.92 final drive ratio the hybrid Stick-Shift gearbox in my Z9 V6 offers me. I decided 2 weeks ago to bring the ratio close to the taller D9 V6 or at least, the same ratio with stock 6-speed manual gearbox Peugeot designed for ES engine. I studied few Peugeot manual gearboxes and found a way I can change the current hybrid gearbox in the Z9 to 4.64 final drive ratio and still retain the 6-speed, almost same, if not better than the stock 6-speed manual gearbox for the engine which is hard to find. However, I still want to milk the 4.92 on the engine for few more days before I do the conversion and start to enjoy the full engine hp again, just like my D9 V6 or when the Z9 had 5-speed Stick-Shift before the hybrid box.

I love the fact that these manual gearboxes can be tweaked to produce more torque or hp, mechanically, without any electronic assistance. I remembered when the Z9 had 6-speed automatic transmission (AM6). As good as the AM6 gearbox was, there was nothing mechanical I could do on it to make it predictable as I want to my driving style, which my Stick-Shift gearboxes offers me, except probably to electronically alter the programs in the transmission ECU, which may or may not wreck the AM6 automatic gearbox, considering they were not produced to handle huge torque figures like the manual gearboxes attached on the same ES V6 engines. Anyway, I converted the car to Stick-Shift and eliminated those concerns completely.

I can't wait for the full hp to return to the Z9, in as much as I enjoy the current high torque low rpm set up. Will I miss it? Will see.

Lion-King Monk.

Hg

Afamaco is selling one of his Lions, Stick-Shift Peugeot 406 with EW10J4 Engine . Location is Abuja, Nigeria.

For more details on the sale, contact him (the owner) directly on 08052947406.

Lion-King Monk.

Received this from a Client I got a Lion for months ago. Just avoid buying severe abused lions and avoid abusing them after purchase, to truly enjoy trouble-free years of ownership, like I enjoy all mine, including some Nigerians.

It's not difficult.

Lion-King Monk.

Th

A Clean Nigerian used Peugeot 508 with THP163 Engine & 6-speed Automatic Transmission for sale.

Location is Abuja and owner is selling at 3.5m naira .

If you are interested to buy, contact me privately via my WhatsApp line on 08095721703 or ikenna351@gmail.com, for further discussions.

Lion-King Monk.

Yesterday, 16th July , was National Stick-Shift day (worldwide) which didn't pass by without me having a good time, rowing the gears all day in joy. It was bit of dilemma which of the lion to celebrate such a day with, but ended up jumping into the one with shortest gear ratios for the day, which allowed me to engage more in the shifting activity, unlike the others. Damn, I still remember vividly how the vehicle reacted when the engine hit the sweet spot on gear 4 yesterday evening, while I hold it there as long as my joy could allow, listening to the ES9A growl.

For the die-hard Stick-Shift fellows, wish you happier fun motoring experiences till next 16th July.

Lion-King Monk.

About 2 weeks ago, was driving inside town and suddenly I couldn't shift into gear 1 & 2. It got to a point, the 3 & 4 started behaving same. At that point, I switched to clutchless gearshift drive and got the car home. From the symptoms, I knew the culprit lies between clutch master cylinder, flexible hose and slave cylinder. Parked the lion and started using the others. Since I didn't find sign of leak on both cylinders, I bought flex from a different car brand that matched the Peugeot 505 hydraulic clutch system, 3 days ago.

Today, I pulled out the flex from the system and it wasn't really bad yet, but doesn't flow as good as the one I bought. So, I swapped in the newly purchased. But I observed that when I removed the flex, brake fluid didn't flow out from pipe coming out from master to flex. I jingled the hose from brake fluid reservoir to clutch master and boom (fluid started flowing). I pulled out the master and the hose, blew through the hose, put everything back. Bled the system from master (disassembled and carefully reassembled the master kit, while carefully putting back kit as fluid flows out). Slave cylinder started working perfectly.

Decided to use the opportunity to check and re-adjust the Intake & Exhaust Engine valve clearances to factory, which I haven't done since I completed the Engine break-in. Took another hour or so to complete the task.

Took the lion for a short spin after and felt so good how mechanically and simpler these vintage lions are to troubleshoot, repair and maintain (without electronic assistance) to a practical technically ones, which can be internally satisfying & rewarding when put back on the road, running in good shape. It's a good balance in a man's life like me which can be very difficult and even pointless to explain to one who don't understand.

Can't wait till my 3.0i V6 Classic Lion project is concluded.

Lion-King Monk.


https://www.youtube.com/watch?v=CmMBLUuSjqc

Still available for sell.

If you are interested in buying, contact me via my WhatsApp chat line +2348095721703 or email ikenna351@gmail.com

Lion-King Monk.

okoroemeka:
this is the reason Japanese cars are super reliable and gives peace of mind,how on Earth will a car manufacturer connect the functions of headlights,wiper, etc to the cars ECU or brain box,this is overengineering that is guaranteed to fail,I use a 2007 Honda Accord and last week surprisingly the car stopped and refused to start,I called my rewire after 5 minutes poking around he discovered that the AC waste water pipe was blocked and water backed up and was dropping on the ECU,the brain box was brought out and it has not less than half cup of water inside,the rewire just opened the module used rag and dried it and after 10 minutes of sun drying it was installed and the car was even better than before,but in some cars this issue will be a complete joy killers.oh,and it just cost me #2k for the rewire.

It's easy for people like you to go online to confuse other people, claiming knowledge of what you know nothing about. Do you even have a clue what he meant by BSI? Can you give more details which of the Peugeot vehicles on the topic (406 & 407) that the Engine ECU controls the headlights or wipers?

Of course those who can't think for themselves already believed you. Why not? You must be telling the truth. How could you not, since everyone on social media is an expert on everything.

The 407 in question was obviously severely electrically abused, for the BSM & BSI units to be reacting in such ways on the wipers and headlights. But to most people here, it wasn't the fault of the owners that abused these vehicles, but it's the Peugeot fault.

Some people really can't be saved.

Lion-King Monk.

One of the best physical manifestations I ever had and still experiencing. A 21-year old PR V6 powered Stick-shift Lion, with about 250,000-300,000 km mileage with original Engine & Gearbox , running on Total Quartz 9000 5w-40, without oil burn and cylinder compressions still almost factory psi, with only 3 Timing & Auxiliary belts replacements . The Engine is so intact that gear 3 pushes upto 160km/h, effortlessly. This is the same Peugeot model majority of Nigerians condemned as electrical nightmares as they start ageing, yet the lion only have cause to be scanned on average of once in 6 months or once a year, most times. It's been years I recalled opening the fuse box covers, just to blow off dust, if any found.

Don't expect to run 20w-50 oil on a healthy PR engine and expect the Engine to serve you as mine, as old as he is (and that includes every other petrol engines in 406). Even 15w-50 makes these PR Engines very noisy & the VVT solenoids and VTC sprockets to sound like diesel engines. For a long lasting or a healthy PR Engine to stay that way like mine for decades as mileage increases, avoid abusing Lions. Choose otherwise and be ok with the outcome. Or you can go online and blame Peugeot and complain like the rest do.

I love mine dearly.

Lion-King Monk

- POV
- My Peugeot 505
- 2.0
- XN1A
- 5-speed Stick-Shift
- Double Barrel Carburettor
- After Engine Break-in
- Good Life.


https://www.youtube.com/watch?v=Jc_Ehago2fw

Lion-King Monk.

Enjoyed Driving this Lion Today


https://www.youtube.com/watch?v=3_fsN13vlXk

Lion King - Monk