The 2.0 HDI (DW10BTED4) diesel engine power ranges from 110 to 136 hp, and the newer version (after 2010) produces 163 hp. These power units are installed not only on the Peugeot and Citroёn, Fiat and Lancia sop platforms, but also on Ford and Volvo.
In 2003, French engineers continued to improve their diesel engines. The original version with an 8 valve cylinder head has been modernized: it receives a 16 valve block head and a high-performance Siemens fuel system (the engine is controlled by the SID803 system). Although in 2006 several variants of this engine received injection from Delphi, and since 2010 literally all of them have switched to this fuel system.
On French and Italian cars, the 16-valve HDI 2.0 is named DW10BTED4 (RHR, RHJ, RHK, RHF). Volvo – D4204T. In Ford cars, this engine has many names: QXWA, QXBA, UFWA, G6DA.
2.0 HDi Engine Problems & Reliability
The 2.0 HDI (DW10BTED4) engine is reliable and durable, with practically no problems with “iron” parts. We will tell you about some of the features you need to know during operation.
- Solenoid Valve Problems
- EGR Valve Problems
- Siemens fuel system
- Restore fittings and pipes
- Exhaust Camshaft Chain
- Oil Level Raising Problems
Solenoid Valve Problem
The 2.0 HDI engine is equipped with three solenoid valves which are mounted in a vacuum line. They control the turbine geometry and the two intake manifold flaps.
Often after turning off the engine, the valve controlling the turbine makes a strange sound, similar to a howl. This behavior indicates an imminent failure, after which problems with turbine performance will begin.
The second of the three valves controls the metering flap located on the intake manifold. If this damper does not work (due to a leaky valve or vacuum), the airflow into the cylinder is disturbed.
EGR Valve Problem
The EGR valve is the culprit for traditional diesel problems: if it doesn’t work, the engine is receiving too much inert exhaust. And this situation is quite common on 2.0 HDI engine. The “disc” valve is loosely attached to the stem. Because the tray is broken or tilted, gas is continuously fed into the inlet.
Siemens fuel system
The Siemens injection pump does not tolerate broadcasting. In addition, the booster pump built into it begins to “release” at a distance of 200,000 km. This chip clogs the injector, after which the problem with starting the engine begins.
Restore fittings and pipes
A fairly common problems with the 2.0 HDI (DW10BTED4) engine is fuel leakage from under the injector nozzle nut and through the return hose.
In the first case, to get rid of leaks, you need to replace the washing machine in the fitting. Secondly, you need to replace the rubber ring on the hose back.
Exhaust Camshaft Chain
The 2.0 HDI (DW10BTED4) engine exhaust camshaft is driven by a separate chain. Over a mileage of three hundred thousand kilometers, this chain stretches and starts rattling or rustling while the engine is running. Usually the motorbike is not disturbed and the chain does not jump.
Oil Level Raising Problem
Increasing the oil level is not a common problems with the 2.0 HDI engine. Of course, the oil level increases due to diesel fuel seeping through the piston rings which often occurs in diesel particulate filters or, in rare cases, due to excessive fuel injection from the bleed nozzle.
Conclusion
2.0 HDI (DW10BTED4) engine is hassle-free. This turbodiesel is very well known in the repair shop, for only minor repairs, and inexpensive spare part replacement. This engine can operate properly.
