For the fourth generation Ford Mondeo, two of the three available diesels were of French origin, and were created by Peugeot-Citroen engineers.
The first French DW10 turbodiesel was introduced in 1998. The engine, made on the basis of Common Rail fuel equipment, turned out to be very reliable and easy to operate.
During 2003-2004, the engine went through a generational change, as a result of which the fuel system received improved performance, and the cylinder head switched to using 16 valves.
The power engine was designated DW10BTED4, and became the basis for many Peugeot-Citroen, Ford, Volvo and a number of other brands.
|Where and under what designations is the 2.0 HDI / TDCi / D turbodiesel used|
|Brand||Ford 2.0 TDCi||Fiat 2.0D Multijet||Citroën 2.0 HDI||Peugeot 2.0||Lancia 2.0D Multijet||Volvo 2.0D|
|What cars installed||C-Max, Focus 2 (110-136 hp)||galaxy, s-max, Mondeo (115-140 HP)||Scudo, Ulysse (120, 136 HP)||C4, C4 Picasso, C5, C8, Jumpy|
(120, 136 HP)
|307, 308, 407, 508, 607, 807, Expert (120, 136, 140 HP)||Phedra||C30, C70, S40, S80, V50, V70|
|Engine designations||G6DA, G6DB, G6DD, G6DG||QXWA, |
|RHR, RHK||DW10BTED4 (RHR, RHJ, RHK, RHF)||RHR, RHK||D4204T|
Initially, most of these engines had a Siemens fuel system. In this case, the injection pump is mounted directly on the cylinder head, nozzles with piezoelectric elements.
Since 2006, the Delphi fuel system has been adapted to the DW10BTED4, which finally became the main one after 2010, when the diesel engine was somewhat updated in order to comply with its environmental safety requirements of the Euro-5 standard.
|What fuel system is used on the 2.0 HDI / TDCi / D engine?|
|Citroen C4 DW10BTED4 (RHR) from 10.2006 Euro 4||All other engine options up to 2010.|
|Peugeot 307 DW10BTED4 (RHR) from 06.2006 Euro 4|
|Peugeot 407 DW10BTED4 from 10.2006 Euro 3|
|Since 2010, on all 2.0 engines with power from 115 to 163 hp. (DW10C, Euro 5), except Volvo|
By itself, the engine of the French minders turned out to be good, not causing any problems to the owners, which cannot be said about the fuel system.
This is really a weak point of the power unit. Not only are the possibilities of its repair extremely limited, but also specialists of far from all car services can carry out diagnostics.
10 The Main Problems of 2.0 TDCi Engine
1. Extraneous sounds when the engine is stopped
The vacuum system of the power unit provides for the presence of three solenoid valves responsible for controlling the throttle, driving the turbine geometry and bypassing the intercooler.
The sensors themselves are made with high quality, but after long-term operation they are prone to contamination, not providing the required level of tightness.
The valve responsible for the geometry of the turbine is located under the hood of the car on the left side, and after the engine stops, it is able to make a sound, something between a “howl” and a “moo”.
For the power unit, this is not dangerous, but indicates valve contamination and its imminent failure, therefore, it requires replacement or cleaning.
Due to the interchangeability of all three valves, by rearranging them, you can once again check whether the sound really comes from it.
The throttle control valve can also bring problems. In this case, a partial opening of the damper will not allow the necessary amount of air to be supplied, reducing engine thrust and putting it into emergency mode.
2. Intake manifold damper
The engine intake system provides for a pair of air ducts, one of which passes through the intercooler, and the second bypasses it, providing hot air to heat the engine in low outdoor temperatures.
The piping past the intercooler uses its own damper. The presence of a plastic actuator does not contribute to the durability of the element, therefore, in many cases, the damper works “spontaneously”.
The DW10BTED4 engine uses a Garrett GT1749V turbine, a very common model used in many powertrains. It should be noted that interchangeability between 2.0 HDi and 2.0 TDCi is not provided.
Turbines identical to each other are installed on Volvo models and Ford cars (Focus, Kuga, C-Max).
The workmanship of the turbine is very high, in itself it demonstrates the highest level of reliability, and the problems that arise are primarily related to engine malfunctions transmitted to the engine.
The most widespread problem is with insufficient or excessive turbine thrust caused by loss of tightness of the vacuum system.
The problems with the performance of the electrovacuum valve are indicated by the transfer of the engine to emergency mode with an artificial limitation of maximum thrust.
When the engine is restarted, this limitation “flies”.
The compressor impeller may become covered with oil in cases where there is a problem with the operation of the crankcase ventilation valve.
3. EGR valve
In case of problems with the valve, a power drawdown is possible, sometimes leading even to problems with starting from a place.
The reason for the occurrence of wedging is the abundant accumulation of soot on the surface, and in the most unfavorable development of the situation, problems with the breakage of the valve plate are possible.
The Siemens injection pump used cannot be called a reliability standard, and a mileage of 200 thousand kilometers for a pump is the limit before repair.
In friction pairs, metal dust is actively formed, clogging the system. The elements located in the injection pump housing are subjected to the most intensive wear.
A sign of possible problems is the difficult start of a hot engine, while the “cold” problem is less pronounced.
In some cases, changing the pressure control solenoid can temporarily eliminate the problem, but without replacing the high-pressure fuel pump, it will not be possible to radically cope with the malfunction.
The system proposed by Siemens does not provide for an additional pump that pumps fuel directly from the tank as an intermediate link.
After changing the filter, the system requires pumping, which, on the one hand, is an additional time-consuming process, and on the other hand, if the work is poor, it leads to accelerated wear of the fuel pump.
Some owners of vehicles with a 2.0 HDi engine have to deal with injector performance difficulties. Most often, the problems lie in the damage to their atomizers.
As a result, the fuel is sprayed or sprayed away from the desired direction. The result of the problem may be increased opacity of the engine, loss of part of the power, penetration of diesel fuel into the oil with an increase in its level in the crankcase.
On worn injectors, in the event of a loss of hydraulic density of the game, a significant part of the supplied fuel returns back, worsening the quality of winding.
The lack of proper atomization leads to the fact that fuel is poured into the cylinder, creating the risk of overheating and melting of the pistons.
For Siemens injectors, corrective codes are provided. After changing the details, it is required to prescribe them additionally, but such a procedure is not provided for any practical value, so you can refuse to register the code without any loss.
Fogging is sometimes noted on the nozzle fittings. In some cases, it can be dealt with by tightening the fitting, but a more effective solution would be to dismantle it and replace the aluminum gasket with a new one.
Fuel smudges may appear along the return pipes coming from the injectors, and a persistent smell of diesel fuel is felt even in the passenger compartment.
The cause of the problem lies in the wear of the rubber seals. They are not sold by themselves, only complete with a tube, but you can use the gaskets from the 1.8 TDCi engine (1673574).
5. Camshaft chain
On the first versions of the engine, the chain was easily stretched, which could be understood from the pronounced rustle when starting the engine.
Later, the chain was finalized with an increase in the thickness of the plates to 1.5 mm, which reduced the risk of losing the original shape.
On later engines, chain stretching, if it occurs, then with a run of 300,000 kilometers.
6. Valve drive
For 2.0 HDi / TDCi engines with significant mileage, problems with the operation of hydraulic lifters are typical.
They are expressed in the appearance of characteristic knocks in the first few minutes after starting the engine. You can fix the problem by replacing worn parts with new ones.
7. Timing drive
This element does not cause big problems to car owners. However, situations with belt breaks occasionally occur, primarily due to poor quality belts.
Often, damage to the engine in this case turns out to be minimal, even without requiring a “capital”, which must be recognized as a great advantage of the engine.
During a blow to the valves, the rockers are destroyed, so their replacement, along with the seals, is the only necessary repair.
8. Roller rockers
The occurrence of backlash is typical for long engine runs, after which the wear processes of rockers and camshaft cams are accelerated.
9. Oil level
In most cases, the facts of an increase in the oil level are associated with seepage of diesel fuel into the system.
The reason for this in most cases is problems with the operation of the injectors, when fuel is simply poured into the cylinders instead of spraying.
10. Connecting rods
The bending of the connecting rod is an extremely unpleasant malfunction, but it rarely occurs. The cause of the bend is fuel water hammer.
It is possible to establish the fact of damage by measuring the level of compression in each of the cylinders. It will remain at a high level, but it will be possible to achieve it only at high engine speeds.