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Alfa Romeo MiTo Review, History, Engine, Specs, Pros And Cons

The MiTo is one of the smallest cars in Alfa Romeo’s history. The car made its debut in 2008 at a motor show in London. His first local presentation took place at the Castle of Sforza Italia in Milan. MiTo is supposed to be up against the best-selling MINI One / Cooper.

Alfa Romeo Mito Engine Specs Reviews Problems Reliability

MiTo History

A decade ago, segment B was boring, and customers who choose this size of the car are sure to love a car that blends in perfectly with city traffic jams. The situation has gradually changed over the years and there are currently some outstanding cars in this class. Alfa Romeo MiTo is one of them.

The silhouette was designed by Juan Manuel Diaz, who was inspired by the 8C Competizione sports model. Of course, MiTo has some elements that remind this unique car, but all of them have nothing to do with the beauty of the original body.

In 2013, the design underwent a simple facelift – the TwinAir downsized motor was placed under the hood, and the list of equipment options was enriched with new body colors, new rim designs and the Uconnect multimedia system. Since then, MiTo has been produced in unchanged form at the Turin Mirafiori factory in Italy.

MiTo Specs

Good driving characteristics are one of the hallmarks of Alfa Romeo cars. Apart from the torsion radiance at the rear, the tiny MiTo does an excellent job (MacPherson struts up front). The manufacturer offers three gearboxes: 5 and 6 speed manual and TCT automatic dual clutch transmission. Security? Alfa Romeo has held the very high standard in this category for many years. MiTo completed the Euro NCAP crash test with a sensational 5-star result.

MiTo Engine

Fuel:

  • R2 0.9 TwinAir (85-105 HP)
  • R4 1.4 (70-78 HP)
  • R4 1.4 MultiAir (105-135 HP)
  • R4 1.4 TB (120-155 HP)
  • R4 1.4 TB MultiAir (177 hp) Quadrifoglio Verde

Diesels:

  • R4 1.3 JTDM (90-95 hp)
  • R4 1.6 JTDM (120 hp)

In keeping with the car of this Italian brand, the engine range includes several versions with impressive performance, but some that are lackluster. If you rely on acceptable dynamics, avoid variants with less than 100 HP.

MiTo Problems & Reliability

On the other hand, the naturally aspirated 1.4 liter engine is considered to be the most reliable. However, you are not condemned just by this version, because the same engine armed with a turbocharger should not cause serious problems in its operation.

The 0.9 TwinAir and 1.4 TB MultiAir downsizing engines are unreliable and can cause problems with valve hydraulics. In addition, high power from low capacity does not bode well for long, trouble-free operation. For now, however, the Fiat’s engine doesn’t break as often as Volkswagen’s 1.4 TSI engine.

Apart from gasoline, there are two diesel engines to choose from. A more plausible proposition is a larger capacity 1.6 JTDM engine. It burns less fuel and breaks less frequently than the 1.3 JTDM, where the time chain had to be replaced after 150,000 km. The only problem with the more powerful 1.6 JTDM unit is the diesel particulate filter. If you plan to use your car only in city traffic, there may be a problem with that.

Lambda probes also like to fail. Alternators also don’t last long; due to improper protection, the case is exposed to cracks. If the selected one doesn’t have a lower cowling, be sure to buy one. On the other hand, the bolt is notoriously damaged in the top cowling. Theoretically, you can replace it with a new one, but first it is not a cheap element, and secondly, the problem will return in some time.

The disadvantage of the version with a manual transmission is the cable freezes, which makes gear shifting impossible. Water seeps through the damaged shell, causing damage. A tow truck is the only lifesaver.

Of minor inconveniences, squeaky non-genuine brake pads should be mentioned. How to get rid of such a problem? The easiest way is to brake hard a few times. If this does not help, you can clean the pads with sandpaper or replace them with new and original ones. You can also comment on the squeaky plastic on the dashboard and seats, as well as on the perishable chrome decor.

The list of advantages is longer than the disadvantages: good driving properties, attractive, distinctive design (not everyone will like it), rich equipment, powerful engine, performance of the top version of the Quadrifoglio Verde. With these various advantages, MiTo is one of the most attractive cars in the segment B. However, you have to accept a loss of great value.

Conclusion

The modern Alpha Romeo MiTo doesn’t break down as often as models from a few dozen or so years ago. The quality of the finishing materials isn’t impressive either – premium in the Italian edition isn’t necessarily premium in the German edition. MiTo will not appeal to those who rely on practicality, because that is not the most important thing in this car.

Alfa Romeo Giulietta Review, History And Engine Specs

Besides the BMW 1, the Alfa Romeo Giulietta is a fresh and stylish compact car that is a lot of fun to drive. What should be considered before buying it? And which engine to choose?

Alfa Romeo Giulietta Engine Specs Reviews Problems Reliability

Giulietta History

The Alfa Romeo Giulietta made its debut at the Geneva Motor Show in 2010. It replaces the obsolete 147 model. Various names were taken into account, including 149, Milano, but in the end Giulietta was chosen. The car was designed by Italian racer Lorenzo Ramaciotti, who owns prestigious projects such as the Ferrari Enzo, Ferrari F430 and Maserati Quattroporte. The C-Evo floorboard was used in Giulietta’s construction.

In 2013, the Italian compact engine was modernized. First of all, the on-board control system interface has changed. The radiator grille was slightly renovated and the fog lamps were chrome plated. The offering includes new rims and other body paints, as well as the steering wheel, seats and several other elements in the interior have been changed. Alongside the facelift, the top sports version of the QV was pulled from the offer, which only returned earlier this year.

Giulietta Specs

Alfa Romeo Giulietta has a very attractive engine offering. In terms of performance, one can only have doubts about the basic 105hp diesel, which accelerates to the first hundred in 11.3 seconds. Other engines guarantee good or excellent dynamics. In the top 235 horsepower version, the Alfa accelerates to 100 in 6.8 seconds.

Giulietta Engine

Fuel:

  • R4 1.4 TB (105-120 hp)
  • R4 1.4 TB MultiAir (170 hp)
  • R4 1.75 TBi (235 hp)

Diesels:

  • R4 1.6 JTDM (105 hp)
  • R4 2.0 JTDM (140–170 hp)

Regardless of the engine version, the Alfa Romeo Giulietta has front-wheel drive. It’s a shame, because the top variant can use a 4 × 4 system. Torque can be transferred to the wheels via a 6-speed manual gearbox or a TCT 6-speed dual clutch gearbox. The front suspension uses MacPherson support, and the rear has an independent wishbones system. In the Euro NCAP crash test, Giulietta received a sensational 5-star rating.

Giulietta Problems & Reliability

Unfortunately, not all engines can be recommended. The operating problem was caused by the 1.4 liter TB MultiAir engine, where the valve hydraulics failed. On 1.75 TBi engines, injector failure can occur, and the water pump wears out prematurely. The durable diesel engine is laudable, the only problem is the clogging of the diesel particulate filter. Of course, this applies to people who are traveling especially around the city.

Compared to its predecessor, 147, Giulietta was damaged less frequently, but unfortunately there was still something to choose from. On models with a manual gearbox, the wires freeze, making it impossible to insert any gears. How could this happen? Water seeps through the damaged shell, causing damage. In the event of such a failure, it is necessary to call a tow truck.

Another major damage to the compact Alfie is the knocked steering wheel. The defect occurs when the distance is several or tens of thousands of kilometers. Giulietta users have also complained about a missing power steering problem. There were cases of craving fractures in the engine from the start of production, but luckily the manufacturer handled them. However, it’s best to check the suspension carefully before buying a car.

During the visual inspection, it is also necessary to pay attention to oil leaks from the engine (especially at the bottom). In this case, the camshaft and crankshaft sealant may need to be replaced. If the last element is not replaced quickly enough, the clutch can flood the oil, and repair costs will be much higher.

What else can you reserve? To many elements, but fortunately most of them are minor matters. Paint chipped off the brake calipers (this is not a match for a young car aspiring to the premium class), the plastic interior crackled, the suspension creaked at negative temperatures and the Blue & Me system failed. There is also a case of radio failure: the radio won’t turn on.

Sometimes the AC refuses to cooperate. Usually, it is necessary to replace the burnt AC fan motor. From time to time, the LED in the back light doesn’t light up, but fortunately this is a wiring or connection fault, not the LED itself. After a heavy rain, water collects in the indicators, brake lights and trunk. The heating side mirrors are also durable.

Conclusion

Alfa Romeo Giulietta is still under construction very young. Despite this, he struggled with many more or less serious disabilities. Looking at the previous model’s service history, this was to be expected. It should be emphasized, however, that compared to 147, there is a clear progress, not only in terms of technology but also in terms of quality.

In order to get rid of as many potential errors as possible, you need to choose a reliable version of the engine. You should also check out cars with good service. Choosing imported is a much riskier step. Once you buy the Giulietta of your dreams and forgive its minor flaws, you will enjoy sensational dynamics, excellent driving characteristics, great sounding engine sound (especially in the more powerful version) and phenomenal design.

GM Opel 1.7 CDTI Engine History, Specs, Oil Change And Service

1.7 CDTI Ecotec engine from GM, Opel, Vauxhall, Isuzu and Honda has been around since 1990. However, this did not prevent it from achieving success under the hood, for example, the Opel Astra IV. Reason? This is a durable structure.

GM Isuzu Opel Vauxhall Honda 1.7 CDTI Ecotec Engine Specs Reviews Problems Reliability

The 1.7 CDTI Ecotec engine is part of the Circle L family, founded in the late 1990s by Isuzu engineers. Why did the Japanese company creator give the technology to General Motors and Opel? The brand partnership with American companies ran from 1971.

But in 1999, GM increased its share in Isuzu to 49 percent. And this allows America to take control of the company. Even though the 1.7 DI, 1.7 DTI and 1.7 CDTI engines were new to the market, they weren’t built from scratch. The basis of the work is the 4EE1 diesel that was presented in 1990.

1.7 CDTI Specs

Although the displacement remained the same and was still 1686 cm3, the 4-cylinder cylinder head received 16 valves instead of 8. In addition, the power level increased significantly, and after 2003 engineers used a common rail direct injector in the engine.

The technological fundamentals of the 1.7 CDTI engine are out of date. And this means that, although the engine is not understaffed and surprisingly quite economical, it is outperformed by market rivals in one respect, but quite an important feature.

I’m talking about work culture. Engines equipped with rotary pumps known as 1.7 DI and 1.7 DTI were surprisingly noisy. What other features does Isuzu diesel have? Engineers use aluminum cylinder heads, most versions have Mitsubishi turbochargers, common rail injectors are branded with the Denso or Bosch logo, and versions under 80 horsepower do not have, for example, expensive dual mass wheels.

Supercharging is carried out using a standard compressor or one equipped with a variable geometry of the blades and equipped with an intercooler. Diesel particulate filters have been the standard since 2007 on the Zafira and 2009 on other versions. In addition, the 1.7 CDTI diesel – which was later renamed the A17 – meets the requirements of the exhaust emission standards from Euro 3 to Euro 5.

1.7 CDTI Installed

  • Opel Corsa
  • Opel Astra
  • Opel Zafira
  • Opel Vectra
  • Opel Meriva
  • Opel Mokka
  • Chevrolet Cruze
  • Chevrolet Trax
  • Honda Civic

1.7 CDTI Ecotec Engine Problems & Reliability

Opel’s 1.7 CDTI Ecotec engine was installed in a large number of volumes. And today’s high production rates allow fairly informed decisions about the durability of structures. So that? The list of highly durable elements includes classic turbochargers and injection equipment (especially injection pumps).

The first failure on an Isuzu diesel usually occurs after a distance of 200,000-250,000 kilometers. This, however, doesn’t change the fact that the engine can travel even 400,000-450,000 kilometers without a general overhaul and with basic service maintenance.

One of the most popular faults of Opel’s 1.7 CDTI Ecotec engine is a leak from the oil pump. This is a serious failure for two reasons.

  • First: oil disappears in the engine, and poor lubrication is dangerous for turbines and metal parts.
  • Second: the oil drips right into the timing belt. And this can cause faster wear or, for example, to slip.

With this problem, the piston will collide with the valve, and the engine needs to be repaired. In general, the seal on the oil pump is worn. The mechanic’s own pump repair is estimated to be around $ 140. The cost of replacing the timing gear should also be added to this amount.

However, the 1.7 CDTI Ecotec engine also experienced oil flooding in the exhaust. The belt change interval is determined by Opel at 90,000 kilometers or 6 years. But it’s better to cut it short! Usually, the tensioner or roller cannot withstand long operation.

The tensioner may also sometimes run into trouble, and it is better to replace the pulley completely. It is more durable. As for the price itself, the fees range from $ 140- $ 165. What else is problems on the Isuzu 1.7 CDTI Ecotec engine? The design of this diesel engine is struggling with a turbocharger control valve error. As a result, the power drops significantly.

The situation with the rotary lobe pumps found on 1.7 DI and 1.7 DTI engines is simple. This is a very durable element, the probability of its regeneration is no more than $ 275. Slightly higher costs are associated with common rail injector failure.

Denso-branded parts are expensive to replace – prices start at nearly $ 135 per piece. Bosch injectors can be repaired for as little as $ 80. New section? This one will cost you at least # 135 per piece. On the 1.7 CDTI Ecotec engine, the fuel pressure regulator ($ 55- $ 95) also breaks down over time, or the flow meter after 100,000-120,000 kilometers (price from $ 115).

Conclusion

The 1.7 CDTI Ecotec engine from Opel has undoubtedly been through its best years. Mainly because structurally remembers 1990! On the other hand, the ancient foundation extended with modern elements gave it quite an important feature – making it durable.

1.6 MultiJet (JTDM/DDiS/CDTI) Engine Specs, History, Oil Change

The new 1.6 MultiJet (1.6 JTDM / 1.6 DDiS / 1.6 CDTI) diesel engine was introduced in 2007, so there is an important generational change in the Fiat lineup. It turns out that the engine is powerful and economical during operation. What are the reasons? Perhaps Fiat, when it comes to car production, has never been praised for the technological quality of its cars. Diesel engines, however, are a completely different story.

1.6 MultiJet 1.6 JTDM 1.6 DDiS 1.6 CDTI Engine Specs Reviews Problems Reliability

The Italians have had a series of modern engines in their history that performed exceptionally well even during intensive use. Example? We are talking about a 1.3 JTD, 1.9 JTD or 2.4 JTD engine. Although they did well with the emission requirements of the turn of the 20th and 21st centuries, by the middle of the first decades of the 21st century they began to stand out from the competition. It was at this point that Fiat made a decision about generational change.

1.6 Multijet Specs

The build of the 1.6 Multijet (1.6 JTDM / 1.6 DDiS / 1.6 CDTI) engine was only announced in 2006. However, the engines saw the light of day in 2007. These engines were very important in their brand. After all, it should complement various models in major segments such as B, C, van and crossover.

The 1.6 Multijet (1.6 JTDM / 1.6 DDiS / 1.6 CDTI) diesel engine has a displacement of 1,598cc, 4 cylinders and 16 valves. The engine block is cast iron. The head is made of aluminum. The injection system is based on common rail technology and an electromagnetic injector. The timing is realized by belt and the standard is double mass wheels.

1.6 Multijet Installed

  • Alfa Romeo Mito
  • Alfa Romeo Giulietta
  • Fiat 500L
  • Fiat Bravo
  • Fiat Doblo
  • Fiat Grande Punto
  • Fiat Idea
  • Fiat Linea
  • Fiat Tipo
  • Jeep Renegade
  • Jeep Compass
  • Lancia Delta
  • Lancia Musa
  • Opel Combo
  • Suzuki Vitara
  • Suzuki SX4 Cross

1.6 MultiJet Power

  • 90 HP
  • 105 HP
  • 120 HP

In the basic power version (90 and 105 HP), the turbocharger does not have variable geometry on the blades. It begins to install only from 120 HP models. Similar divisions were also initially applied to dry type particulate filters. In some European markets, DPF became standard on all versions in 2008.

What is the purpose of this treatment? In this way, the 1.6 Multijet engine (1.6 JTDM / 1.6 DDiS / 1.6 CDTI) was matched to the requirements of the Euro 5 standard. The engine designed to quickly find its way into the entire FCA model lineup. He appears under the hood of Fiat, Alf Romeo, Lancia and Jeep. In addition, it is used in, among others, Suzuki and Opel.

1.6 MultiJet Oil Change & Service

The 1.6 MultiJet engine (1.6 JTDM / 1.6 DDiS / 1.6 CDTI) holds 4.6 liters of oil. Fiat recommends changing the lubricant every 35,000 kilometers, maybe 2 years. However, mechanics have no doubt that long intervals are not good for the engine and can cause premature wear of its components.

Therefore, the service interval must be shortened. According to the workshop recommendations, it is best to change the oil every 20,000 kilometers, or once a year. For accessory belts, the Italians recommend replacing them every 105,000 kilometers. The interval seems fine as there haven’t been any reports of premature drive failure so far.

For timing belts, installation of a new set of spare parts is provided in the service book every 5 years or 140,000 kilometers. Since the possibility of repairing a 1.6 Multijet diesel engine after a broken belt will be very expensive, mechanics suggest shortening the mileage between workshop visits.

Ideally, drivers should remember to shift gears approximately every 100,000 kilometers – this is especially important in situations where cars are operated especially in cities, when the engine is frequently turned off and started.

1.6 MultiJet Engine Problems & Reliability

The basic question is: is the Fiat 1.6 Multijet (1.6 JTDM / 1.6 DDiS / 1.6 CDTI) engine really reliable? So far, everything shows that it isn’t. Of course, there are problems some for elements that the driver should pay attention to, but the operation of the engine is not a series of service visits.

So what’s the problems? In the opinion of the driver posted on the forum, the alternator may need to be replaced with a range of 130,000 – 150,000 kilometers. In addition, the EGR valve can also be damaged at the same time – the mechanic suggests cleaning it, or replacing it with a new one.

The key to success for car owners with a 1.6 Multijet engine (1.6 JTDM / 1.6 DDiS / 1.6 CDTI) is also regular cleaning of the oil container and changing the gasket between the dragon and the oil pump. Debris that accumulates there can reduce the pressure of circulating lubricant in the engine.

And this can lead to power unit confiscation and very expensive renovations. What are the symptoms of an initiating dragon problem? The oil pressure lamp does not turn off immediately after switching on, but only after a few seconds. The cost of carrying out the procedure in a professional repair shop usually does not exceed $ 160.

The final problem of the 1.6 Multijet (1.6 JTDM / 1.6 DDiS / 1.6 CDTI) is the diesel particulate filter. The dry type sedimentation tank does not require the use of soot burning liquid. On the other hand, it does not tolerate urban use. Drivers who use cars primarily on the highway, or who remember trips out of town, have no problem with filters.

Simply go to the bypass once or two a week and increase the load on the engine for a few minutes. So far, on the 1.6 Multijet (1.6 JTDM / 1.6 DDiS / 1.6 CDTI) diesel there are no common problems with vortex flap damage in the intake manifold – this is one of the biggest drawbacks of the 1.9 JTD engine.

Conclusion

The 1.6 Multijet engine (1.6 JTDM / 1.6 DDiS / 1.6 CDTI) has been in the Fiat lineup for more than a decade. And so far it has not only been a successful sale, but also managed to prove its value in the secondary market.

The maintained version, without great difficulty, overcomes an oscillating distance of about 300,000 kilometers. And this allows us to say that Italian diesel is really worth considering when buying a used vehicle on the market.

Toyota 1SZ-FE And 1KR-FE Engine Specs, Review, History

Toyota’s 1.0 VVT-i engine is not one, but two technically different designs (1SZ-FE and 1KR-FE). The first has four cylinders. The second, three cylinders. Which 1.0 VVT-i engine is better?

Toyota 1SZ-FE 1KR-FE 1.0 VVT-i Engine Specs Reviews Problems Reliability

Toyota 1SZ-FE 1.0 VVT-i Engine

In the late nineties, Toyota was getting ready for a very important premiere. The Japanese will present a B segment car. The hatchback body should bring a revolution. In order not to stop the successful sales of the vehicle, the engineers cannot bear technical losses in the case of driving.

Therefore, they decided to consult with the creators of Daihatsu and together they created a small petrol engine. Toyota’s 1.0 VVT-i engine dubbed the 1SZ-FE receives a cast iron block, 4 cylinders, 16 valves and 68 horsepower. And a little technical information doesn’t stop there.

1SZ-FE Specs

Oil pot 1.0 VVT-i holds 3.2 liters of oil. In addition, timing drive is carried out by a maintenance free chain, the variable valve timing system is standard, and valve lash adjustment is performed manually. The high working culture of the engine is undoubtedly good news for drivers.

1SZ-FE Performance

However, the performance is even better. 68 horsepower available is quite high – at 6,000 rpm. The same is true for torque – 90 Nm is achieved at 4,100 rpm. However, this did not prevent the Yaris, which weighs less than a tonne from reaching the top 100 in 13.6 seconds.

1SZ-FE Engine Problems & Reliability

The fuel requirements are even more reasonable. Toyota’s 1SZ-FE 1.0 VVT-i 4-cylinder engine consumes 6.9 liters of gasoline in the city. Outside the city, a quiet driver can reduce fuel requirements by up to 5 liters! Is it worth installing LPG in this engine? Experts don’t recommend it. According to them, the engine may not be able to hold the gas supply. In practice, this can be different. There are many cars in world that work quite well on low budget fuel.

In terms of failure rate, Toyota’s 1.0 VVT-i engine with the designation 1SZ-FE has basically no list of failure characteristics. It works without problems and remotely. Today, there are many examples that have covered nearly 400,000 kilometers so far. What mistakes did the driver complain about? The most common information is that lambda probes require lambda probes after a decade of operation. Other elements are perfect.

Toyota 1KR-FE 1.0 VVT-i Engine

2005 saw a notable change to the Toyota lineup. The manufacturer presents the second generation Yaris and a small B segment hatchback – the Aygo model. On this occasion, the 1.0 liter VVT-i 1SZ-FE engine was replaced with a more modern design.

1KR-FE Specs

During work, Japanese engineers removed one cylinder and made aluminum blocks and heads. They also use 12 valves and basically keep the 1KR-FE engine weight at the same level. Gasoline weighs 69 kilograms – only one kilogram heavier than its predecessor. What hasn’t changed? First of all, multi-point fuel injection, maintenance-free time chain and the fact that the engine is not recommended for LPG.

Small 1KR-FE 1.0 VVT-i petrol in 3 cylinder version produced in Japan. Engines are used primarily to power Toyota cars. I am talking specifically about the second and third generation Yaris.

1KR-FE Performance

Toyota’s 1.0 VVT-i engine called the 1KR-FE offers capabilities very similar to its predecessor. Strength reaches 69 horsepower and is developed at 6,000 rpm. Torque 93 Nm at 3,600 rpm.

How does this translate to acceleration? The second generation Yaris reached the first hundred in 15.7 seconds. The Aygo has a sprint time of up to 100 km / h which is set at 14.2 seconds. While driving, the biggest disadvantage of a small engine gasoline engine from Japan becomes clear – it becomes very noisy at high revs.

1KR-FE Installed

In addition, the 1KR-FE engine is used by the so-called Triplet Choline – the Toyota Aygo, Citroen C1 and Peugeot 107 and the Chinese Daihatsu, Subaru or even BYD models. In 2010, the 1KR-FE engine won an important award. He was awarded the title International Engine of the Year.

1KR-FE Engine Problems & Reliability

Toyota’s 1KR-FE 1.0 VVT-i engine was praised for its economy. The first generation Aygo consumed only 5.5 liters of gasoline in the city. And low appetite translates into another priority of the 21st century, which is ecology!

At the time of its market debut, the gasoline engine from Japan met the Euro 4 emission standard. Soon after that it was engineered to the Euro 5 standard, to meet the Euro 6 standard in 2014, grams of CO2 after each kilometer. This is a good result compared to the structure proposed by the competition.

The 1.0 VVT-i 1KR-FE engine didn’t have a reputation for being an overly malfunctioning engine. However, although in the case of the predecessor it is difficult to pinpoint even one problem due to technical error, not age, here the list consists of two items.

  • First, the thrust clutch bearing is poor quality. Usually no more than 80,000 kilometers.
  • Second, water pump leaks occur frequently.

Fortunately, these two characteristic problems do not mean that the engine should be eliminated. This 1KR-FE is one of the less problematic engines currently available in segments A and B.

Conclusion

The Japanese in the 21st century do not always ensure the reliability of their technology, and to find out, it is enough to remember the error in the cylinder liner of the 2.2 D-4D diesel.

Fortunately, the 1KR-FE and 1SZ-FE 1.0 VVT-i petrol exhibits the old Japanese school rules. As a result, regardless of whether the driver chooses the 4 or 3 cylinder version, there are a few things he should not worry about. This engine will be economical and very durable.

Dacia Renault K7M 1.6 8V Engine Review Specs, Life, Oil & History

Dacia has never been synonymous with sophistication. The K7M’s 1.6 8v engine, however, makes it associated with durability and low operating costs. The 1.6 8v K7M engine became part of, for example, the Dacia Sandero only in 2007. However, this doesn’t change the fact that it still remembers the mid-nineties.

Dacia Renault 1.6 8V K7M Engine Specs Reviews Problems Reliability

The K7M’s 8 valve petrol engine is also installed in various legends from the Renault lineup such as the first generation Megane, Scenic or the second generation Clio. Outdated structure is not an obstacle? In the Dacia range, this is one of the greatest assets. First, it does not increase the production price of vehicles, and second, it makes car servicing less problematic.

1.6 K7M Specs

The K7M Dacia and Renault engines have capacities of 1,598cc, 4 cylinders and 8 valves. Although the blocks are cast iron, the material for the head is aluminum. Simplicity aside, a big advantage of the 1.6 8v K7M Dacia engine is its ease of service.

The basis for the successful operation of a gasoline engine is regular engine oil changes. This should be repeated every 15,000 kilometers, or once a year. Every 40,000 km, the car owner must check valve clearance and replace the timing belt every 120,000 km. Basic Dacia 1.6 8v engine service is inexpensive. For example, a new set of timing belts can cost less than $ 28.

1.6 K7M Performance

How much power is the K7M engine? There is a version that only offers 75 horsepower. However, it appeared mainly in the Renault lineup, and mostly in the late nineties. In the case of Dacia, the stand is more of a herd with 86 horsepower.

What is the torque of the K7M engine? This one’s symbolic. Approximately 3,000 rpm 128 Nm is available for the driver under the right pedal.

1.6 K7M Installed on

  • Dacia Logan I
  • Dacia Sandero I
  • Dacia Lodgy
  • Dacia Dokker
  • Renault Megane
  • Renault Scenic
  • Renault Clio II

K7M 1.6 8V Engine Problems & Reliability

The Dacia and Renault 1.6 8V K7M engines are not the fuel efficient type. Indeed, in the case of urban Logan use, the fuel consumption will be up to 10 liters of gasoline. Currently, such results are abstract. After all, that hasn’t discredited individuals.

Moreover, it is very easy and with a limited fee, you can turn it into LPG. In such a case, the cost of traveling every 100 kilometers would halve exactly! Interestingly, buyers can look for, for example, Logans or Sandero, which are equipped with gas installations in the showroom.

From a technology point of view, the 1.6 8v K7M Dacia and Renault engines are spartan. However, this doesn’t mean that it is completely reliable. One of the biggest problems is related for example the cooling system. A water pump that is too weak can cause the engine to overheat.

Effect? This will be under the head gasket burnout and the need for renovation along with head planning. There are also known cases of camshaft bearings failing after some 60,000 kilometers. Then the engine becomes noisy. The lower suspension bearings don’t last long either.

Oil leaks are a common problems on the 1.6 8v K7M Dacia and Renault engines. With a mileage of 100,000 kilometers, this occurs most often near time movement. It is necessary to immediately get rid of the leak in this place. The reason?

  • First, they can cause the machine to crash.
  • Second, it is dangerous for the belt – it can slip while the engine is running and cause the unit to not move.

The popular mistake also applies to the ignition coil and the stepper motor. Fortunately, damage to both elements is easy to diagnose and cheap to repair.

Conclusion

The 1.6 8v K7M Dacia and Renault engines are millet-tech machines that run for many years and allow trouble-free operation. Taking the complexity of the accessories to a minimum, the life expectancy of the 1.6 8v K7M engine was determined by Renault engineers at a distance of 400,000 kilometers (250,000 miles). And it is this value that provides the greatest assurance of the quality of the naturally aspirated gasoline engine from the French brand and Romanian brand.

Mazda 2.0 Skyactiv-G Engine Specs, Oil Change, Review & History

Mazda’s 2.0 Skyactiv-G engine runs on the Atkinson cycle, burns gases like diesel and has direct fuel injection. Is the advanced technology from Japan also durable? This is an important question from our point of view.

Mazda 2.0 Skyactiv-G Engine Specs Reviews Problems Reliability

In 2012, Japan introduced a new type of gasoline engine. Mazda’s 2.0 Skyactiv-G engine is quite revolutionary, because even though it doesn’t offer supercharging, it has direct injection (multi-hole injectors) and an incredibly high compression ratio of 14.0: 1.

Apart from that, the power works a bit like a diesel engine. Due to the high pressure and temperature, gasoline can ignite. The key to success is also eliminating knocking – achieved with a new piston shape and a longer exhaust manifold to prevent additional heating of the block.

2.0 Skyactiv-G Specs

But the list of innovations for Mazda’s Skyactiv-G engine doesn’t stop there. Because these machines work on the Atkinson cycle. This is also the same that many Toyota hybrids use. Not closing the valve at the start of the work cycle ensures the high efficiency of the gasoline engine.

In addition, some versions of the Mazda 6 are equipped with the i-ELOOP system. It is a Formula 1 inspired solution that restores kinetic energy while driving. Mazda’s 2.0 Skyactiv-G engine is 1998cc, inline four-cylinder, time chain, cylinder head and block made of aluminum.

2.0 Skyactiv-G Performance

The performance characteristics of the Mazda 2.0 Skyactiv-G are quite specific. Although the engine is naturally aspirated, it can have a power of up to 165 horsepower. In addition, it has flat torque and offers good dynamics, especially at low speeds.

When a car is driving on the highway, for example, the acceleration becomes slower. Especially when the driver decides to use an automatic transmission when setting up the vehicle – even if it has pedals, it does not allow the driver, for example, to reduce the gear ratio in every situation. Advantages? 2.0 Skyactiv-G engine is quiet and petrol is very economical.

2.0 Skyactiv-G Installed on

  • Mazda 3
  • Mazda CX-3
  • Mazda CX-30
  • Mazda 5
  • Mazda 6
  • Mazda CX-5
  • Mazda MX-5

2.0 Skyactiv-G Power

  • 120 HP, 210 Nm
  • 122 HP, 213 Nm
  • 145 HP, 210 Nm
  • 150 HP, 204 Nm
  • 165 HP, 210 Nm

2.0 Skyactiv-G Engine Problems & Reliability

Finally, a fundamental question arises. How does this 2.0 Skyactiv-G petrol engine work in practice? In order to find out what kind of engine failure problem Mazda’s Skyactiv-G 2.0 looked like, I looked through the fan forum of the Japanese brand. Conclusion? The post mainly contains information on three types of errors.

  • The first problem, the drivers recounted, included cases where the drive unit died right after starting. The reason is not the battery or the immobilizer – the mechanics put it first. A faulty flow meter is the problem. Just disconnect the device from the machine and start working normally – like a check. In the end, replacement is still needed.
  • The second issue relates to a significant drop in Mazda’s 2.0 Skyactiv-G engine power and a drop in performance. Reason? Often the problem is caused by a leak in the intake system. The additional amount of air entering the combustion chamber changes the composition of the fuel mixture and makes the combustion process less efficient. In this regard, it should be noted that the cracks that appear in the intake manifold are often micro-shaped. This means that at first they will not be noticed by the driver or mechanic.
  • The third problem with the Mazda 2.0 Skyactiv-G engine is the pneumothorax valve. The fault is very difficult to diagnose. Symptoms? The unit operation is louder and there is no power. The repair shop, acting somewhat blindly, usually replaces the spark plugs first, and then the knock sensors. The second procedure is very expensive – the probe itself costs about $ 190, and for a replacement – due to the fact that it’s hidden deep in the machine – you’ll often have to pay another $ 190. How to identify pneumothorax valve damage? You have to find a little oil in the intake. This enters the combustion chamber and causes knocking combustion – a source of low noise and power.

Two interesting things in posts found on Mazda enthusiasts forum.

  • First, all the flaws I can find in a car that has a mileage of less than 100,000 kilometers.
  • Secondly, there is no shortage of information from drivers using a Mazda 2.0 Skyactiv-G engine for a range of 200,000 – 300,000 kilometers and no errors so far!

And this only proves that the Japanese engine can be very durable. How to keep it in good condition? Of course, through regular servicing – Mazda recommends changing the oil and filter every 20,000 kilometers or once a year.

How does Mazda’s 2.0 Skyactiv-G engine predict the future? There are two main problems, potentially and from an operational point of view. This is undoubtedly a very durable structure. However, this means it is difficult to rely on a variety of parts.

As a result, spare parts such as the pneumothorax valve may be available primarily at the Dealer in the original form which is very expensive. Also, keep in mind that the Japanese engine still has a modern and unusual design. Thus, not all mechanics know about it and not everyone can fix it.

Conclusion

Several years have passed since the launch of Mazda’s 2.0 Skyactiv-G engine, and the unit was installed in a series of popular models. He is optimistic that so far there is not much information about the excessive failure rate of the structure.

And because the engine offers satisfactory performance and low fuel consumption, it is one of the recommended gasoline engines to buyers in the after-sale market.

Mazda 2.3 DISI Turbo L3-VDT Engine Specs, Review, History

The 2.3 DISI Turbo engine called the L3-VDT was a very powerful petrol engine that Japan needed at the start of the new millennium. The engine with a capacity of 2,261 cm3, 4 cylinders is arranged with quite a lot of modern accessories.

Mazda 2.3 DISI Turbo L3-VDT Engine Specs Reviews Problems Reliability

Initially, the turbocharger was part of the design of the 2.3 DISI Turbo L3-VDT engine. Engineers also equip gasoline with DISI technology. And it stands for Direct Injection, Spark Ignition, which is direct injection and spark ignition.

The design developed in this way offers 260 horsepower. The power needed by Japanese Brands, and this is provided by the 2.3 DISI Turbo engine. However, the top petrol engines are not without drawbacks. And every buyer should know about them.

2.3 DISI Turbo L3-VDT Specs

Mazda’s 2.3 DISI Turbo engine has 380 Nm of torque. Importantly, it’s available from 3,000 rpm. – pretty low. There are some interesting facts about the L3-VDT engine. The first is that computer engineers limit power to 230 horsepower at the first bigas. What for? In addition, the Mazda 6 MPS and Mazda CX-7 use four drives, and a Mazda 3 MPS mechanical front axle lip model to avoid the effects of steering wheel jerk during dynamic acceleration.

A weaker variant of Mazda’s 2.3 DISI Turbo engine has also appeared on the market. The 244hp version of the L3-VDT is used only in the automatic transmission version – so as not to overload the gearbox. What is the result of lowering power? It wasn’t just electronic interference. Engineers also use smaller turbochargers, which act even faster than bigger ones. The additional effect is a decrease in the torque value. Here it is 350 Nm.

2.3 DISI Turbo L3-VDT Installed on

  • Mazda 3 MPS
  • Mazda 6 MPS
  • Mazda CX-7
  • Mazda 8

2.3 DISI Turbo L3-VDT Engine Problems & Reliability

  • Gas Supply Problems
  • Fuel Problems
  • Power Problems
  • Time Chain Problems
  • The Problem With Expensive Spare Parts
  • Problem With Variable Valve Timing
  • Turbocharger Problems
  • Problems With Clutch Double Mass Wheels

Mazda’s 2.3 DISI Turbo L3-VDT engine had serious problems when it left the Japanese brand’s showroom. And this one is about fuel! In an urban cycle, the CX-seven requires up to 15 liters to cover every hundred kilometers. This is a terrible result. Can you be surprised by this engine? Not completely. One of them is that the car has high power, and the two we are talking about are a rather heavy SUV – weighing almost 1,800 kg. Combustion of 2.3 T engines rarely goes below 10 liters. And what’s worse, in his case, LPG installation is only half the size.

The problem of gas supply is that Japan equips the engine with direct injection gasoline. This means that the installation can cost $ 1,900- $ 2,500. The numbers are so high that investing in cheaper fuel is only profitable if the driver drives a lot. Otherwise, the LPG system on Mazda’s 2.3 DISI Turbo engine would not have had the opportunity to produce sufficient fuel economy that car owners would pay for installation.

The second problem concerns power. Drivers who opt for the Mazda 3 MPS or CX-7 will probably experience quite a disappointment after testing the car on a dynamometer. It often turns out that factory power at the 260hp level is just a dream. Why? This is due to the operation of several factors, the main of which is, for example, wrong lighting or composition of the mixture. Lack of power is accompanied by a jolt during acceleration. The luck in the adversity is that the manufacturer quickly gets over the correct controller programming.

Factory error, unfortunately, Mazda 2.3 DISI Turbo L3-VDT is not on the engine failure list. And the first mistake is in the chain of time. Although such elements are intended for the life of the power engine, sometimes they do not last more than 100,000 kilometers – very often CX-7 owners write about it on internet forums. The problem with replacement is so great that spare sets are very expensive. You’ll need to pay from $ 350 to $ 890 for a new set of timing gear.

Labyrinth users with the 2.3 DISI Turbo engine emphasize that the L3-VDT engine problems don’t end there. Another problem concerns, for example, the variable valve timing wheel. If the mechanism runs out, you’ll have to buy new parts – and they cost around $ 185. Turbocharger damage is also popular – $ 270 regeneration fee and premature clutch wear case. A clutch loaded with high torque, and a set of parts including double mass wheels will be sold by auto stores for nearly $ 815.

Conclusion

Mazda 2.3 DISI Turbo L3-VDT engine is technologically advanced and gives the driver a lot of fun thanks to its high power. This engine however, was far from ideal.

  • First, because of the uncontrolled appetite for fuel.
  • Second, there are serious problems with spare parts.

Even though cars powered by Japanese engines became considerably cheaper, the same was not true for some components. And every driver targeting the Mazda 3 MPS, Mazda 6 MPS orMazda CX-7 should keep this in mind.

Ford Volvo 2.5 Duratec B5254T3 Engine Specs, Review And History

The 2.5 liter Ford and Volvo engine (Duratec ST / RS) B5254T3 has 5 cylinders, the badge is Swedish, and it’s full of power! It is thanks to the 2.5 Turbo engine that the Volvo Focus RS produces 305 horsepower on asphalt. This unit also runs the top version of the Mondeo IV.

Ford Volvo 2.5L Turbo Duratec B5254T3 Engine Specs Reviews Problems Reliability

Although the 2.5 liter B5254T3 engine was installed at Ford, it was built by Volvo engineers. The engine, which was named B5254T3, was borrowed by the Americans when they had the Swedish brand name. After being moved under the hood of a Focus, Modeo or Kuga, this machine was renamed the Duratec ST or Duratec RS.

2.5 Duratec B5254T3 Specs

Technical details? The petrol engine has a capacity of 2,521 cm3, 5 cylinders in a row and 20 valves. The head and block are made of aluminum, the timing system includes two control shafts and variable valve timing has become standard.

The Ford and Volvo 2.5 (Duratec ST / RS) B5254T3 engines feed fuel to the cylinders using the classic MPI multi-point injection. The unit also uses an intercooled turbocharger, with the boost integrated into the exhaust manifold.

In terms of controlling the operation of the gasoline engine, a system called Bosch ME 9.0 is responsible for it. Time drive is standard for Volvos with belts. The replacement interval is set by Sweden at 150,000 kilometers. The 2.5 Turbo engine is available in at least a few power versions. Variants with 220hp to 350hp are known in the market.

2.5 (Duratec ST / RS) B5254T3 Performance

One of the smallest models – the Ford Focus II – received the most powerful drive variant. I’m talking about the 350 horsepower version. Focus RS 500 has 5.6 seconds of torque and accelerates up to 264 km / hr. In total, only 500 were produced. So today is an automotive scarcity!

2.5 (Duratec ST / RS) B5254T3 Installed on

  • The 2009–2010 Ford Focus is branded as the Focus RS Engine which is configured for the Ford Focus RS Mk 2 and RS500 when not used in any Volvo models. They can be described as the RNC version of the S60R / V70R B5254T4 engine. Lower compression (different pistons), stronger connecting rods, same Camshaft geometry as B5254T4 but different VVT (double) units. This engine uses a Borg-Warner K16 turbo which is larger than the K04, the K16 turbo is an integrated type turbocharger, slightly outperforming the K24 used in the B5254T4 S60R / V70R engine.
  • 2005–2008 The Volvo S40 II was branded as the S40 T5
  • 2005–2008 The Volvo V50 was branded as the V50 T5
  • 2007 The Volvo C30 was branded as the C30 T5
  • 2006–2007 The Volvo C70 was branded as the C70 T5
  • 2005–2011 Ford Focus ST
  • 2007-2010 Ford Mondeo Mk4 was branded as XR5 Turbo for the Australian market.
  • 2007-2010 Ford S-Max
  • The 2011 Ford Focus is labeled the Focus RS 500
  • 2008–2012 Ford Kuga labeled the Kuga 2.5T Euro 4 and Euro 5

2.5 (Duratec ST / RS) B5254T3 Engine Problems & Reliability

Typically, the 2.5 Turbo (Duratec ST / RS) B5254T3 engines installed in Volvo and Ford cars are considered by mechanics to be durable structures. If regular basic service rules were followed, it could cover even 400,000-500,000 kilometers without major repairs.

Does the 2.5 (Duratec ST / RS) B5254T3 engine have any problems? Yes, and the first is about burning! The reason is, the 2.5 liter petrol engine is definitely not economical. Even the Focus II model in the 225 HP ST variant can use up to 14 liters of fuel in urban use. This is too much!

The LPG engine will definitely cut costs! Fortunately, the Swedish 5 cylinder appetite can be a little tame. LPG installations are ideal for this purpose. The B5254T3’s 2.5 Turbo (Duratec ST / RS) engine worked well with fuel, but in three conditions.

  • First, it must be fully operational.
  • Second, it is necessary to properly assemble and configure the LPG set.
  • Third, the driver must be chaste to regularly maintain the power unit and gas supply system.

Remembering these three rules brings so many advantages that the driver can maintain the performance of the Focus, Mondeo or S-Max, and at the same time reduce the cost of buying fuel by half.

In case of a problem with the Volvo 2.5 Turbo (Duratec ST / RS) B5254T3 engine, the turbocharger will be damaged first. However, these cases aren’t all that surprising – especially since they usually don’t appear earlier than after exceeding 200,000-250,000 kilometers.

The problems with the turbocharger is so great that the housing has been permanently connected to the exhaust manifold. This makes the price of new parts in auto stores very expensive – in excess of $ 1,100. How can I reduce repair costs? It is better to choose a regeneration done professionally.

A boost fix to the B5254T3’s 2.5 (Duratec ST / RS) engine doesn’t come cheap either – it will cost around $ 550 in the end. However, it is worth noting, for example, that the repair kit itself required to replace a damaged element costs almost $ 380 in an auto shop.

In the list of possible engine failures for the Volvo 2.5 Turbo (Duratec ST / RS) B5254T3, you should also include a dirty throttle case. The cleaning and adaptation shouldn’t be more than $ 70. A new part outside the manufacturer will cost at least $ 380.

Conclusion

In summary, I have limitations for drivers. The reason is, the 2.5 Turbo (Duratec ST / RS) B5254T3 engine from Volvo and Ford can be really durable. However, if ignored, they can quickly become the source of serious problems.

Example? It is very sensitive to temperature. In case of overheating, it happens that the cylinder liner is damaged – a description of such a case can be found on Ford fan forums.

Renovation? This one’s a bit ineffective. A set of elements with bushing replacements and engine closings can cost up to $ 3,300. And this number is slightly lower than the present value of some cars equipped with this engine.

Volvo 4.4L V8 B8444S Engine Specs, Review And History

The history of the 4.4L V8 engine in the Volvo lineup is not very rich. Especially before the B8444S, Swedes only had one engine of this type. The B36 engine made its debut in 1956 and for a decade has been in production with trucks in mind!

Volvo 4.4 V8 B8444S Engine Specs Reviews Problems Reliability

Due to a lack of experience, Volvo engineers decided to seek support while working on a new top gasoline engine – even more so to meet the needs of Europeans and Americans. This support is provided by Yamaha Motor specialists.

Production of the B8444S gasoline engine lasted from 2005 to 2011. Interestingly, the lifespan of the unit did not end with technological imperfections. The reasons are different and directly related to the change in the composition of the Swedish brand owners.

In 2010, Ford sold Volvo to Chinese company Geely. The new boss, wanting to return the company to profitability, decided to drastically integrate the machine range. From now on, the complete range of Volvo models will be 4 cylinder models.

4.4 V8 B8444S Specs

The Volvo 4.4 V8 B8444S engine has a displacement of 4,414 cm3. Yes, it offers 8 cylinders arranged in a V arrangement, but this arrangement is uncommon for two reasons.

  • First, the angle of the cylinder is only 60 degrees – a typical V-eight cylinder is 90 degrees.
  • Second, the cylinders are not perfectly facing each other.

In addition, the alternator is attached directly to the block and the intake and exhaust camshafts are connected by an additional small chain. Where did such a solution come from? The purpose of construction work is quite simple. The idea is to make a compact engine that can be mounted crosswise.

The result turned out to be one of the 5th to eighth smallest notes of the 21st century. The engine is more than 75 cm long and 63.5 cm wide. Small size goes hand in hand with low weight. The Volvo 4.4 V8 B8444S engine, which lacks operating fluids, weighs about 190 kilograms – about double the 3-cylinder Ford 1.0 EcoBoost petrol engine.

And that compactness isn’t the Swedish gasoline engine’s only achievement. It is also the first V-eight to meet the ULEV II standard. The fact that the car has four catalytic converters plays a big role in this. The Swedish V8’s design involved the installation of four valve timing variants and the use of an aluminum block and cylinder head.

B8444S Engine Volvo XC90 and S80

The main part of the V-eight gasoline is made in Japan. Annex added by Volvo in Sweden. This unit is made for models built on the P2 platform. Which means it was initially exclusive to the XC90 range. Over time, pallets were lost and the Volvo 4.4 B8444S engine also appeared on the second-generation S80.

The top petrol engine is perfect for the top model. Because despite having a naturally aspirated design, it offers as much as 315 horsepower, 440 Nm of torque, and a rasping eight-cylinder array. The drive is channeled to the four wheels using a Haldex clutch.

4.4 V8 B8444S Installed on

  • Volvo XC90
  • Volvo S80 II
  • Yamaha F300V8
  • Yamaha F350V8
  • Yamaha XTO

4.4 V8 B8444S Problems & Reliability

Maybe the 4.4 V8 B8444S engine wasn’t in production for too long. However, Sweden continues to refine the unit. Effect? In the end, they succeeded in eliminating for example problems with the lubrication system (which is why it is worth choosing a younger one!).

As part of that, the bearing of the equalizer shaft has corroded. This, in turn, led to stretching the time chain and the need to improve on the V-eight.

Recommendation? In the unit from the start of production it is important to maintain regular oil changes and use only the highest quality lubricants.

  • One of the biggest reliability of the Volvo 4.4 V8 B8444S engine is its automatic transmission. The engine developed by Aisin can last a maximum of 200,000-250,000 kilometers without renovation. At this distance, problems with the function of the control system or symptoms of mechanical wear can appear.
  • The second case is so dangerous that it means the possible repair costs are very high. The gear repair will be estimated by mechanics to be around $ 3,250. The new gearbox and assembly will be more expensive, the cost can be up to $ 5,700.

Apart from the low durability of automatic transmission, the Volvo 4.4 V8 B8444S engine has other weaknesses. This one’s about fuel! With the XC90, the city’s fuel needs can reach 22 liters.

Alternative? This is what is given by gas. If the machine is fully functional and the owner chooses a reputable and well-installed repair shop, the LPG system shouldn’t cause any major problems. How much does the gas installation cost? On average, from $ 1,360 to $ 2,200.

Conclusion

The Volvo 4.4 V8 B8444S’s engine was far from perfect – especially in the first two years of production. However, the design has been refined and has two strong advantages. Enough power and beautiful sound. It’s no surprise that he has quickly become one of the dreams of fans of the Swedish brand.

It’s a shame that after the engineers tackled the lubrication problem, the new Volvo owner turned on the calculator and concluded that production of the V-8 should stop. As such, the B8444S engine has no successors and will never have.

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