Must inlet valve open at the same time when outlet valves open on clio 1.6 16v

You found the right place right time buddy.. i know a lot of websites for repairs and manuals that can really help u..

I do not know 4jb1 but what I can suggest is that, first check the direction on which the cams move to. Then move no.1 piston up.If it's a twin cam ,turn the camshaft of inlets and make sure that the knob of the cam is on top of the inlet valve on no.4.the outlet cam knob is on top of no4 outlet valve.Now make sure that when engine turns immediately the inlet will open at no 4.At no 1 piston everything will be already set.Then put your timing chain or belt.Turn the engine slowly with your hand after tighten the tensioner clockwise direction to check if it is running free

eight valve engine ? think their hydraulic ? cannot remember to be honest ,if shimmed then anything between 8 to 12 inlet and maybe a bit wider for the exhaust ,dont have a book here to look in for you ,some of the very old engines had the same settings for inlet and exhaust ,wow showing my age here with side valve engines .

may be if you read your question you would see that there is no correlation between valve timing and profit and loss
ask your question again and make some sense of the question

from the belt side first valve is inlet second valve is exhaust..bigger valve is inlet small valve is exhaust also you will have a black colour in exhaust valve stems...

You should check the cambelt timing.Take plug no 1 out. Put your forefinger over the plug hole. Turn the engine until you feel the compression coming out of the hole. Turn the engine slowly with your hand until the piston is in the top position. Use a long screwdriver in the plug hole todetermine that the piston is at the top position. Remove the tappit cover. The camshaft should then be in the position where the inlet and outlet valves on piston no 4 wants to open and close when you turn the camshaft. If that is the position, your cambelt timing is correct, If not, Remove the belt off the cam pulley, turn the cam so that on piston no 4 the cam wants to open and close both the inlet and the outlet valves . When you turn it to the left, the one valve wants to open and when you turn it to the right the other wants to open. Put the cam exactly in the centre and replace your cam belt but make sur that your piston no 1 sta at the top. Your cam timing should now be 100% and your car should start if it gets petrol.

With engine Crankshaft on TDC and cam timing set correctly this is the position where No. 1 cylinder is firing at the start of the power stroke. At this point No. 4 cylinder is also at TDC but is just at the end of the exhaust stroke and starting the intake stroke so the exhaust valve will be almost finished closing and the inlet valve will just be starting to open. This is referred to as the inlet and exhaust valves rocking.

the inlet to your heater core is dead center of your firewall and 7 inches down. There will be two hoses. The inlet hose is on the right as your facing it. About 8 to 10 inches before the firewall as you follow the inlet hose back towards the engine, there is an inline valve with two wires attached to the top. This valve opens when heat is called for, and allows flow through the heater core. This valve is known for sticking shut. To check it, get the engine warm, turn on your heater, and feel the hose on bolth sides of the inline valve. If its hot on bolth sides you're valves ok. You can also check your flow through your heater core by feeling the outlet hose to the left of the inlet hose. If thats hot your heater core is most likely ok. I have the same car and have a problem with the heater not getting hot. My heater core checks out ok. I think the problem is with the blendor door not directing airflow through the heater core. GOOD TIMES!!!

The braking force of the rear wheels is controlled by electronic brake distribution (EBD). The EBD functions like a rear proportioning valve. The EBD system uses the ABS system to control the slip of the rear wheels in partial braking range. The braking force of the rear wheels is controlled electronically by using the inlet and outlet valves located in the HCU. The HCU is a Hydraulic control unit. The HCU consists of a valve body, pump motor, and wire harness.

Did they check for DTC (diagnostic trouble codes) in the system? if so, what were they?

Accumulators in the valve body store extra fluid released to the system for ABS mode operation. The pump is used to clear the accumulator of brake fluid and is operated by a DC type motor. The motor is controlled by the ABM.
The valves modulate brake pressure during antilock braking and are controlled by the ABM.
The HCU provides four channel pressure control individually to all the front and rear brakes. Each of the four channels control the rear & front wheel brakes individually.
During antilock braking, the solenoid valves are opened and closed as needed. The valves are not static. They are cycled rapidly and continuously to modulate pressure and control wheel slip and deceleration.
During normal braking, the HCU solenoid valves and pump are not activated. The master cylinder and power booster operate the same as a vehicle without an ABS brake system.
During antilock braking, solenoid valve pressure modulation occurs in three stages, pressure increase, pressure hold, and pressure decrease. The valves are all contained in the valve body portion of the HCU.


PRESSURE DECREASE The outlet valve is opened and the inlet valve is closed during the pressure decrease cycle.
A pressure decrease cycle is initiated when speed sensor signals indicate high wheel slip at one or more wheels. At this point, the ABM closes the inlet then opens the outlet valve, which also opens the return circuit to the accumulators. Fluid pressure is allowed to bleed off (decrease) as needed to prevent wheel lock.
Once the period of high wheel slip has ended, the ABM closes the outlet valve and begins a pressure increase or hold cycle as needed.


PRESSURE HOLD Both solenoid valves are closed in the pressure hold cycle. Fluid apply pressure in the control channel is maintained at a constant rate. The ABM maintains the hold cycle until sensor inputs indicate a pressure change is necessary.


PRESSURE INCREASE The inlet valve is open and the outlet valve is closed during the pressure increase cycle. The pressure increase cycle is used to counteract unequal wheel speeds. This cycle controls re-application of fluid apply pressure due to changing road surfaces or wheel speed.

hallo
first let me know year, engine code (or at least typ of engine 1.2, 1.4...). and I will send you picture for timing belt.
and it will (did) bend valves, so you`ll have to remove cilinder head *** well.

Marko