Many of the leading Japanese car manufacturers traditionally manufacture and install their own diesel engines on their cars. The only exceptions are Honda, Subaru and Suzuki, which produce only gasoline engines.
In general, Japanese-made diesel engines are very diverse in design and are interesting in terms of technical and technological solutions. You can even say that Japanese technology has its own "style" that distinguishes it from competitors from Europe. In one of the articles, we noted. for example, lower safety margins of certain parts of Japanese diesel engines. But "less" does not mean "insufficient." It's just that Japanese diesel engines are technically more advanced, designed more efficiently and in operation demonstrate high reliability and service life. True, when they fall into inept hands, they often quickly fail. But, as you know, inept hands are evil even for their owner. At the same time, no matter how strange it may seem, Japanese engineers are rather conservative in terms of the design decisions of diesel engines. For example, some diesel models have been produced for 15 or more years without major changes, and latest news in diesel engineering. such as electronic fuel management are sometimes introduced several years later than in Europe. And do not forget that the fuel equipment of Japanese diesel engines is produced by three companies - Diesel Kiki Nippon Densel and Zexel under license from Bosch. True, while retaining a number of common units and details, it still differs markedly from the German "original". For example, injectors and sprayers of Japanese motors are usually one and a half times smaller than their European counterparts.
The variety of diesel engines of Japanese cars does not allow considering certain features of all engines within the framework of one article. Therefore, we will focus only on the most common in Russia, excluding, for example, rare copies of Toyota (diesel engines 12Н, В, 1KZ) and Daihatsu, as well as diesel engines from Isuzu, which we have already talked about earlier. Let us not forget that, unlike European ones, Japanese diesels, like cars, have different modifications for the domestic market and for export.
Diesels from Toyota
Engines of models 1C (1.8 l) atmospheric and 2C (2.0 l) atmospheric and turbocharged were installed on small class models Corsa, Corolla, Carina, Sprinter and minibuses Lite Ace, Town Ace. These motors are overhead, with direct valve drive through pushers with adjustable clearance washers (this design is most often found in diesel engines of all Japanese companies). The drive of the gas distribution mechanism and the injection pump for motors 1C and 2C is carried out by a toothed belt. Diesel Kiki fuel equipment. Of the interesting features fuel system not only their engines, but in general all Japanese cars, an unusual design of injectors can be noted. They do not have fittings for connecting rubber hoses for backflow of excess fuel (in the jargon of mechanics - "return"), but are interconnected by a single metal tube, sealed with aluminum rings and fastened to the nozzles with nuts. With proper and timely maintenance, such a system is more hermetically sealed and more reliable than the traditional "European" one, and the nozzle itself is much simpler and cheaper to manufacture. However, if the metal "return" pipe has not been removed for a long time, then it will almost certainly be broken during dismantling due to "sticking" to the nozzle. From the operational features of the 1C and 2C engines, it is possible to note the rather high reliability of the gas distribution mechanism - cases of destruction of the toothed belt are rare and are usually associated with a gross violation of the timing of its replacement. The result is sad: the valves are bent, the camshaft almost always breaks, and the valve guides get cracked.
Engines 2L (2.4 L) naturally aspirated, 2LT (2.4 L) turbodiesel and 3L (2.8 L) naturally aspirated and turbodiesel are some of the most common. These motors are installed on Hi-Ase, Hi-Lux, Camri, 4-Ranner, Landcruiser cars. By the way, small-scale samples of Russian UAZ, GAZ-31092, 3110 with a 3L engine, which is installed on them by one of the Nizhny Novgorod firms, are known. The motors of this series, like the previous one, are also overhead vortex chambers with direct valve drive by cylindrical pushers with clearance adjustment by washers. We also note the simplicity of their design, reliability, the absence of structural defects, availability for maintenance and repair by specialists who are not even too highly qualified. Perhaps this is really the best choice for Russian cars, especially atmospheric modifications.
The 1HD-T and 1HD-FT engines are similar in the design of the cylinder block to the 1HZ engine but have direct fuel injection, and the 1HD-FT engine also has a four-valve gas distribution. Both engines are turbocharged, the fuel pumps are conventional, mechanically controlled. Engines are very demanding on the quality of fuel and oil: despite their long resource, there are often cases of getting into overhaul motors of this series with low mileage due to scuffing in piston group... 1HZ atmospheric vortex chamber engines are less characteristic. By the way, this is where our unequivocal recommendation follows: when buying Landcruisers for Russia, a simple engine is much preferable to a turbocharged and especially a 24-valve one in terms of reliability and durability.
Diesels from Nissan
This company, like Toyota, produces a full range of engines - from 1.7 liters to inline "six" 4.2 liters (there is also a larger volume, but this is no longer for passenger cars). Diesels СD17 and СD20 with volumes of 1.7l and 2.0l, respectively, are used in small cars Sunny, Almera, Primera. The CD17 engine is currently not available. Both motors are overhead vortex chambers with direct valve drive and adjustable washers valve clearances... The timing belt is driven by a toothed belt, and the injection pump is driven by a separate toothed belt. The motors of this series do not have pronounced design features and disadvantages. Their average resource is about 200 thousand km. The CD20 engine of different years of production has differences in the block head, which bring big problems when searching necessary spare parts... This is especially true of the head gaskets - it is easy to confuse them and even install the wrong one.
The LD20 engine is a rather "ancient" unit, installed in different years on Bluebird cars and Vanette minibuses. It is an overhead vortex-chamber engine with a belt drive of a camshaft and injection pump. On some of the motors, a camshaft drive is used with a double-row chain, and the injection pump drive - with a toothed belt. This design is more expensive, but more reliable. A supercharged version was also installed on the Bluebird models. Of the adjusting features of Nissan diesels, the following should be noted. For engines with a single drive belt for the injection pump and timing belt, the marks on the pulleys correspond to the marks not on the body parts, but on the toothed belt. On the old belt, these marks are naturally erased, therefore, without using a new belt, carry out correct installation valve timing and injection phases can only be a very experienced mechanic. The cost of an error is high - most often it will be a damaged block head.
Diesel LD28 - in-line "six", similar in design to LD20, but with a timing chain drive and a belt drive of the injection pump. This engine is available with or without turbocharging. A feature of the engine is an in-line injection pump from Nippon Denso, which is usually not used by the Japanese in passenger cars. And this diesel engine was installed mainly on passenger cars Laurel and Cedric. The family of engines TD23, TD25 and TD277 combines motors that are similar in design, but differ in volume (2.3, 2.5 and 2.7 liters, respectively). These diesels were installed on Urvan minibuses, Teggapo, Teggapo II, Pathfinder jeeps. Engines of this series are vortex-chamber, with a cast-iron block head, a lower camshaft (OHV) and a valve drive by rods and rocker arms. The camshaft and fuel injection pump are driven by gears. The engines are quite reliable, although heavy and noisy. On the latest modifications of Terrano // the mechanical injection pump has been replaced with an electronic one. At the same time, the control of the turbocharger and the recirculation valve (EGR) has also become electronic. The RD28T engine is an inline vortex-chamber six-cylinder with a volume of 2.8 liters, installed mainly on the Patrol. In most cases, it was produced with a turbocharger, atmospheric modifications are very rare. Top-shaft engine (ONS), with direct valve drive through hydraulic pushers. The injection pump and camshaft are driven by a toothed belt. In general, this is a well-balanced "quiet" motor. The Zexel fuel pump was mechanical until 1997, and since 1997 - from electronic control... The injection pump and timing marks are applied similarly to the LD20 engine - on the timing belt. The main problems with this diesel are usually associated with the cylinder head, which is not very reliable. In operation, even cases are known when, due to the strong wear of the valve chamfers and the subsequent landing on the stop of the plungers of the hydraulic pushers, the valves "hung", and a sharp drop in compression occurred. However, it should be noted that head damage is often caused by malfunctions in the fuel system, cooling, or untimely maintenance.
The SD33T engine is a 3.3-liter vortex turbodiesel that was installed on old Patrol jeeps until 1989. Naturally aspirated modifications of this engine are less common. The diesel of this series is lower shaft (OHV) with a camshaft drive and a high-pressure fuel pump with gears. The in-line injection pump Diesel Kiki was used. In general, the SD33T is a reliable, unpretentious power unit that has no obvious drawbacks. Further development of the model is TD42 - in-line vortex chamber six-cylinder atmospheric engine volume of 4.2 liters. By design, it is similar: timing gear drive and injection pump, lower camshaft (OHV), distribution type Diesel Kiki injection pump. The TD42 diesel has been installed on the Patrol since 1987. Diesels from Nissan
Diesels from Mitsubishi
On Lancer vehicles, Galant, Space and Delica, a 4D65 diesel engine with a volume of 1.8 atmospheric and a turbodiesel is being installed. This motor is top-shaft, with a high-pressure fuel pump and a timing belt: a thong belt, and the valves - with rocker arms. To increase balance and reduce vibrations on it, as on other Mitsubishi engines (including gasoline), two balance shafts are used, driven by a separate toothed belt. Despite the very complex design, it is difficult to note their advantages in terms of noise and vibration loading in comparison, for example, with Toyota engines or Nissan of the same size.
Diesels 4D55, 4D56 - engines with a volume of 2.3l and 2.5l turbodiesels and atmospheric. Installed on minibuses L200, L300 and Pajero jeeps, and under license - on Korean Hyundai. They are similar in design to 4065, but, of course, significantly large sizes... This is perhaps the most common Mitsubishi engine in our country, which, with proper and timely maintenance, is quite reliable and durable. Its main malfunctions are a break in the timing belt due to untimely replacement or destruction of the idler roller bearing. "Breaking" rocker arms of the valve drive do not protect the valves themselves from damage. Frequent malfunction of this motor is jamming of one of the balance shafts (usually the upper one) due to lack of lubrication. True, this usually manifests itself after poor-quality repairs. In general, replacing the bushings of the balancer shafts with checking their seats during overhaul is mandatory. Cracks and burnouts of the prechambers are often found in these diesel engines due to violations of the fuel equipment adjustments (Nippon Denso fuel equipment with a distribution type injection pump and mechanical control was used). One of the latest developments of Mitsubishi is the 4M40 turbodiesel with a volume of 2.8 liters, since 1993 it has been installed on Pajero minibuses and jeeps. This is a vortex-chamber overhead engine with a gear drive of the injection pump and a camshaft drive by a chain from the injection pump. Fuel equipment from Zexel, distribution type injection pump with mechanical control. In terms of reliability, the 4M40 diesel is superior to the 4D56, and has no obvious drawbacks.
Diesels from Mazda
The smallest of them has the PN cipher. This 1.7-liter atmospheric vortex-chamber diesel engine was installed on Mazda 323 passenger cars. The engine has an overhead camshaft, timing and injection pump drive by a toothed belt, valve drive directly through tappets with adjustable clearance. Diesel Kiki fuel pump of distribution type.
On cars of the middle class Mazda 626, the RF engine was installed - a vortex-chamber diesel engine with a volume of 2.0 liters. This is also an overhead motor with direct valve drive and adjustable clearance washers. The drive of the high-pressure fuel pump and the timing belt was driven by a toothed belt, and until 1987 the high-pressure fuel pump was driven by a separate belt, after that it was driven by a common belt. An interesting feature of these motors, however, for the models of the domestic market in Japan, is the use of a forced-belt-driven supercharger compressor. Such a solution is not found anywhere else on diesel engines.
Another naturally aspirated diesel engine of the R2 model, has a volume of 2.2 liters and is one of the most common, however, not on Mazda cars, but on Korean cars, where it was installed under license. In general, R2 was installed in Mazda E2200 and Kia Besta minibuses, Kia Sportrage and Asia Rocsta jeeps. The R2, like the RF, is a vortex-chamber diesel with an overhead camshaft, a direct valve drive and a gap adjustment with washers. Timing and injection pump drive with a toothed belt, fuel pump DieselKiki is a mechanically controlled distribution type, however, some Kia Sportrage were equipped with electronically controlled injection pumps. In general it is reliable motor, although a little noisy.
In conclusion - about some common for all "Japanese" features of the operation of diesel engines. Above, we noted that the metal "return" of all Japanese motors are often damaged when removed. If they are unsuccessfully soldered (which is done at some service stations), then the flow area of the fuel line may narrow unacceptably. In this case, the engine stops working normally, the revolutions begin to float, the thrust disappears, and smoke appears. This malfunction is not easy to detect, although it is common. Reuse of aluminum sealing washers for "return" leads to the same consequences if they are unacceptably deformed. Another malfunction, also typical for all "Japanese", is air leaks through the manual fuel pump - "frog". You should not try to repair it - you must immediately change it. When replacing nozzles, you cannot use nozzle numbers that do not correspond to the catalog ones - Japanese engines are very sensitive to the correct adjustment of the fuel supply system. And, of course, you should follow all the recommendations on the timing of replacing the timing belt and oil, valid for any motors. This is the only way to count on the high reliability and resource of the Japanese diesel engine.
2 years
When there were no normal spare parts yet, the technology of low-temperature plasma spraying was mastered to restore rubbing surfaces. By the way, developed at the Polytech at the Department of Welding Production. How many engines were brought back to life in this way is beyond count, but the fact is eloquent: repair know-how is still successfully used in especially difficult cases.
But the appearance of normal spare parts did not bring the repair well-being. Truths were revealed to the masters that were at odds with the usual logic of faults. I had to master repairs for which there are no spare parts in principle, for example, to restore cracked block heads. By the standards of engine manufacturers, this is nonsense, and in some cases it is impossible in principle, but, as they say, need creates demand. However, a lot of things were revealed.
In general terms, then all diesel engines, as a rule, bent from several root causes, which appeared separately, but more often in a friendly alliance with an excellent synergistic effect. This is a low-grade and dirty fuel, low-quality oil, a dead (and often structurally imperfect) cooling system and high speeds on the highway. Moreover, if we take the most common Asian concepts of light diesel engines in our country, namely prechamber ones with aluminum alloy heads, then the degree of influence of the first two elements is not as critical as the last two, which lead to the main trouble - overheating, and this is a death sentence for the head and other troubles with almost no cases of pardon.
And what is characteristic, it does not really matter, is a turbocharged diesel or atmospheric "breathing". The compressor itself is a compulsory and dependent thing, humble servant, basically lives as the "system" orders. Although his work strains this system, it does not contradict it at all, on the contrary, it makes him healthier. To take the energy of the exhaust gases doomed to an inglorious fate, and direct it to increase the efficiency of the engine - what is better? Harmony!
But what really leads to the sure death of a diesel engine is speed. And he honestly warns about this with his limited operating range, early "shutting up" during promotion. But how are we? I stood in the left lane, pressed the trigger all the way, and now the arrow went beyond 140. Not imagining what processes are currently taking place inside the motor.
And they are actually suspended there. The engine simply does not have time to "follow itself"! Unlike gasoline, classic diesel lives by its own special nature. It is inert, the processes of lubrication and cooling of parts in it are, as it were, inhibited. If you “fire” it to the fullest, then the harmony of the body's functioning will be disrupted. This is something like a theory of the change in time and matter at speeds close to the speed of light: the car "flew away" far and quickly, but the diesel engine remained "in place" and has aged greatly.
Other stories directly illustrate the above: "I am walking along highway 160," explains the owner of a far from old diesel Prado, "suddenly there is a knock, the engine does not pull, then it completely stalls, in short, he suddenly died." Then the strongest seizures in the cylinders are found!
Off-road, where the mode is static, diesels are in their element, but on the highway as in a strange monastery. And here is antifreeze, highly diluted with water and air locks, everything aggravates. Normal antifreeze at least has a high boiling point, but with water it begins to bubble early and undercool the most incandescent and most "inert" parts.
No more than 110 km / h - here maximum speed for a diesel car recommended by our practice. In theory, such a speed limit should be minted in front of the driver's eyes or forcedly limited. But Japanese automakers are not kamikaze. They have something in the market way, everything is correct, everything is calculated to the "mullimeter". For three or four years, or even five years, light diesel engines are "sharpened" unambiguously. Then it all depends on the design features and how the car was used for these three or four years. But this knowledge, as on the table of a pathologist, is already revealed on the tables of capital workers.
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Squishy
To uncover...
There is a direct dependence of the total resource of diesel engines on their working volume. And there is such a thing as maintainability. A certain group of engines has formed, which have a relatively short service life, and after which they are unprofitable in repair - it is often better to replace them completely. These include many 4-cylinder displacement up to 2.0 liters and a little more, installed in passenger cars, minibuses or small minivans. The notorious 2C, 2CT, 3C, 3CT for Toyota, CD-17, CD-20, LD-20 for Nissan, R2, RF for Mazda, and 4D65 / 68 from Mitsubishi in the same category.
They have a factory resource somewhere up to 300 thousand. If you came to us with real mileage up to 100 thousand, then under favorable operating conditions they can still please with work, but often they get there and not with such mileage, and without knowing the "favors". Therefore, quite unexpectedly for the owners of "fresh" cars, they can "get up" due to wear of the CPG or a split and behaved head.
After overhaul, up to 140-180 thousand can still go out, the maximum is fixed up to 230 thousand, but the repair itself turns out to be expensive, since a lot of parts have to be changed or restored. Particularly unsuccessful in this company was 2ST - both weak in design and difficult to repair.
What exactly are they "accused" of? Much of the blame, of course, lies with the notorious "conditions", but the question is also in constructive endurance. And a concrete example will never keep you waiting. Here is a nice minivan Toyota TownAce Noah, only 1997, and already standing with the hood raised and the head removed from the 3ST diesel engine (2.2 liters). The head is in a depressing state: “finger-thick” cracks in the bridges between the valves, cracks in the prechambers are possible, as well as cavitation wear of surfaces in the working chamber area.
The first - from the weakness of the head, which could not endure load modes for a long time and some problems with the cooling system, that is, obvious overheating. The second is an academic example of the efforts of our wonderful sulfurous diesel fuel, which, together with the bursting "antifreeze", arranges a real acid bath in the combustion chambers. That is why the metal, designed to withstand high pressures and temperatures, begins to literally "eat away" like a tree with termites.
Failures in the power supply system probably also helped here, so, perhaps, it was already not far before the burnout of the pistons. The verdict will likely be as follows - replacement of the head, since it simply does not make sense to weld and repair such damage.
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MiddleYaks
To uncover...
The group of diesel engines, on which the "shock" part of our vehicle fleet, is held belongs to the more durable and maintainable, or rather, even more repairable. They are also 4-cylinder engines, but with a volume of approximately 2.4 to 3.0 liters. Needless to say, what stratum of cars do they unite? Legion. No, the army! After all, there are both popular middle class SUVs and light commercial vehicles. After a high-quality overhaul, the middle peasants still walk 250 and 300 thousand km.
Of this cohort, the 2.4-liter 2LT and the newer 3.0-liter 1KZ, which are now "fashionable" by the latest generations of HiLux Surf, Prado or HiAce Granvia, are the most common, since this is Toyota, but far from problem-free. Both are turbocharged, but this is not important, since the same problems are observed in the naturally aspirated 2L and even the 3L. It's just that those two, as they say, are at the forefront of the popularity rating.
So, it was noticed that after 7-8 years of life these diesels tendentiously "say goodbye" to their heads. And since the purchase of second-hand cars falls at about this age, the call has already arisen: if you take a car with such a diesel engine, buy a spare head. It will come in handy in a not so distant time, and perhaps in the very near future, literally on the drive home from the market. As was the case, for example, with the Rostov ferrymen who drove Granvia from the East with 1KZ and already in Winter realized that the rising temperature and boiling antifreeze would not allow them to reach home. It was necessary to hold out with a U-turn to Irkutsk, in tow, where the split head was replaced.
Theoretically, a more voluminous 1KZ with the same degree of forcing has a longer resource than 2LT, but apparently it does not tolerate overheating better. In addition, it turned out to be much more whimsical in the repair. If the cracks in the 2LT head in almost 100% of cases are suitable for restoration, then in 1KZ only in half of the cases - if the cracks are only in the bridges between the valves. If on the body from the prechambers, then nothing can be done, and what is the worst, it is impossible to detect them outside the work on the engine. Sometimes, cracks in the bridges were healed, the head was installed, and it continued to "siphon" antifreeze.
In this regard, it should be said about the preventive diagnosis and prevention of such problems. The loss of "antifreeze" is often perceived as a problem with the radiator, and perceived in services. There is an example, when the HiLux Surf in 1994 with 1KZ repaired the cooling system three times, eliminating the loss of antifreeze, and at that time it was already burnt out through cracks in the head.
The loss of antifreeze must first of all be “looked for” in the expansion tank - with a damaged head, there will be a “steam room” and a “jacuzzi”. Needless to say, as diesels with a camshaft belt drive, both need timely belt replacement - when the pistons break, they hit the valves.
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Capricious
To uncover...
The popular Mitsubishi Pajero and Delica SUVs have widely taken root with two diesels: the overweight 2.5-liter 4D56 and the newer 2.8-liter 4M40. They also took root not without problems, and due to the different design, each in its own way. Moreover, 4D56 on the "head" is not so "dead" as it is often said about it. It is hardly worse than Toyota, and maybe even stronger, although it cannot stand strong overheating unambiguously.
But there are enough other weaknesses and unnecessary worries: weak rocker arms and a camshaft housing, increased wear of the cylinder-piston group. And then there's the balancer shaft, which, like an important gentleman, is driven by a separate strap. Some ignore its replacement, but in vain - if it breaks, it falls under the camshaft belt, perhaps just replaced, it either breaks or slips, but the result is the same: the meeting of pistons with valves and fatal destruction.
At the same time, the real role of the balancer, which dampens second-order vibrations at idle, seems petty: on our fuel, vibrations for all diesel engines still seem to be equally high, 4D56 does not show any advantages over simpler diesel engines in this respect. Therefore, there is a recommendation to remove this strap altogether, it is unlikely that without it the engine resource will be lower than fate has in store.
But the relatively modern 4M40, in addition to being more powerful and high-torque, is different, in principle, more advanced in terms of reliability. There is already a chain in the camshaft drive, but the main thing is the exclusive technology of "strengthening" the cylinder mirror in the area of the top dead center, as you know, in the most critical to wear.
It is not exactly clear what kind of method, whether a special heat treatment, or cermet inclusions, but the cylinders in this part have clearly visible "dotted lines" in a checkerboard pattern, which are really useful. By 4M40, unlike its predecessor, there are no complaints about the CPG resource, unless the oil is supersaturated with soot and dust dirt - a wonderful abrasive. Again, in the event of a major overhaul, such cylinders are hardly recoverable.
But this trademark "chessboard", of course, was discovered only during autopsies? Yes, because the 4M40 turned out to be even weaker than the 4D56. Punches the gasket and cracks quite often. Perhaps due to the fact that the high-power 4M40 provokes more high-speed drive, and the prechamber aluminum head here does not have such a margin of safety as the cylinders. But what else is insulting - and the chain did not become a panacea in achieving the unpretentiousness of the timing. A typical illness is stretching and possible breakage! So, if the steel "rustle" of the chain is heard in the general noise of the diesel engine, it is better to change it, but it will cost more than changing the belt from the "old man" 4D56.
Here's one really from the Japanese cohort of 4-cylinder middle peasants is strong on the "head", so this is the Nissan low-powered cast-iron TD series diesel engine, widely known for Terrano SUVs, pickups and trucks. If from Toyota with 2LT comes in for head repair 2-3 cars a month, then from Nissan with the widespread TD 27 - the same, but in a year! Very loyal to overheating. At the same time, there are no belts or chains - the lower camshaft, everything is driven by gears and rods. Iron cargo concept! It seems that the most that neither is an example of vitality and unpretentiousness?
Yes, but other problems are characteristic here - increased wear of the piston and timing parts: camshaft cams, rocker arm axles, valve tappets. Again, this statistic may be due to the typical manner in which non-kill engines run on low grade oil. And in this sense, Nissan TDs often show a textbook example of irreversible diesel collapse in our conditions.
With piston wear, and often due to high speed loads and / and dust, when scuffs are formed, more gases break through into the crankcase and overpressure is created. Through the ventilation system, more oil vapors enter the fuel, and a mixture that is literally black from oil begins to be injected into the cylinders. Carbon deposits on pistons and valves are intensified, the engine starts to make noise, shake, smoke, eat oil and fuel, do not pull. In short, "bend". The owner begins to fill in the cheapest oil, after which nothing can stop the avalanche-like systemic crisis of the diesel engine.
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Special
To uncover...
And the fact that oils, despite similar designations in terms of quality, are actually different, has long been confirmed by comparative practice. For example, there was a case of identical overhaul of identical Korean diesel engines from Kia Besta minibuses operating on the same route in the same mode. After renovation in one lily good oil and the other is cheap.
The same results, as the advertisement likes to say, did not work out! Working on a cheap one after about a year had to be disassembled due to the knock of the crankshaft and bore it under the liners of the next repair size. The one that worked on a good one also had to be disassembled with almost the same mileage, but the liners there were in excellent condition, like new. Another thing is that the reason for the disassembly was already different - in the breakdown of the valve seat.
Yes, Korean diesels produced under Japanese licenses shouldn't stand out in any way, but there are some specific points. For example, standard diesels for Kia Besta, structurally corresponding to Mazda's 2.2-liter diesels, do not have a high resource, but diesels in Hi Besta or Topic are already a wonderful example of gigantic performance. The fact is that with a working volume of 2.7 and 3.0 liters, they have a crankshaft from a 3.5-liter SL diesel engine, known from the 2-ton Mazda Titan trucks.
Their resource is excellent: even after Korea, they are capable of nursing up to 300-400 thousand, and after overhaul, the same amount and not rarely up to 600 thousand, if you do not save on oil. But there remains a problem with the head - when overheating, it knocks out the valve seats, after which the fragments break the pistons and liners. On occasion, saddles have to be strengthened with special treatment. Actually, the heads of Japanese Mazda diesels also do not like overheating, although the piston heads are quite reliable and maintainable. Most diesel engines have cast iron sleeves floating type, that is, they can be easily removed and inserted without any complications during running-in.
And in this they differ from the Japanese "king of diesels" - Isuzu. Its common cargo diesel engines with a volume of 4 to 6 liters have a very high resource, but are relatively expensive and difficult to repair. They have steel thin-walled sleeves, which are installed by pressing. We can still bore such sleeves, but they cannot honing, so we have to change them to new original, very expensive ones. Moreover, when pressed in, such sleeves acquire a certain faceted shape, which is why there is a high oil consumption during the grinding in of parts, and this can last up to 20 thousand mileage.
If we talk about Bighorn SUVs, then in diesel versions they were good only until 1998. The well-known 3.1-liter 4JG is generally quite sturdy and reliable engine, even water hammer could withstand without any special consequences, although it is also relatively expensive to repair. But after 1998, Isuzu made a breakthrough with its new 4GX1 diesel equipped with ultra-high pressure common-rail direct injection. And immediately everything turned upside down.
The efficiency of the engine is excellent, the reaction is like that of a gasoline engine, typical diesel inertia is no longer observed, but the resource and maintainability are already useless. This can be seen from the ubiquitous rubber seals, including the nozzle cups, the inaccessibility of diagnostics, and an unsuccessful power supply scheme. If the plunger pair of the injection pump wears out (naturally, not in-line), then the diesel fuel begins to seep into the oil pan, diluting the oil with all the known consequences.
One such diesel engine has already been "capitalized", the pump of the other has been changed, which costs $ 1600. At the same time, it was necessary to correct the design flaws of the Japanese minders in favor of the survivability of the diesel, namely, they came up with the idea of dividing the fuel pumping system in such a way that the diesel would no longer fall into the sump. But all this does not justify the engine of the new generation, which is alien to our traditional ideas about "mileage".
So Nissan in fresh versions of Terrano also distinguished itself with a new ZD30 diesel engine with common-rail system, although the service masters have not worked closely with it yet. Maybe the construct is more successful and more reliable, or maybe it just hasn't happened yet due to its low prevalence. Probably everything is ahead.
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Aksakals
To uncover...
And briefly about those on which the glory of diesel and the most honorable SUVs rests. Inline sixes. The most successful example of resource and maintainability remains with 1HZ and its modifications known from Toyota Land Cruiser. Despite the upper shaft and its belt drive from the injection pump, this is a perfectly balanced design without any frank weaknesses.
Firstly, this is one of the few diesel engines that starts up well in the cold, and with proper maintenance it can work up to 500-600 thousand without visible output in the piston! And only dirty or low-quality oil can kill CPG much earlier. However, before this period, problems with the head may also arise - both cracks due to overheating and cavitation wear due to sulfurous diesel fuel and problems with the fuel equipment.
The Nissan TD42 was even less frequent "at receptions", possibly due to its noticeably lower prevalence. He also cannot name any frank weaknesses, except for the problems that follow the 4-cylinder TD in terms of increased timing belt wear. And all the same, Nissan's 4.2-liter "cast iron" is much more durable than its "little brother" - a 2.8-liter inline-six RD28, whose head reliability is at the level of 2LT or 4D56.
What can I say in conclusion? Probably, it remains to give some advice and considerations from professionals for those who have or are about to purchase a diesel car. And as for other discoveries in the field of Rudolf Diesel's legacy, you will probably have to return to them more than once.
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Vasily Larin
Is there life on our fuel?
To uncover...
The opinion of a specialist in the sale of petroleum products. There is a firm belief that imported diesels in our conditions, in principle, cannot "nurse" their resource, the main reason for which is the quality of diesel fuel. Indeed, a high content of sulfur, water, dirt, an inadequate cetane number and a waxing temperature - all this rather quickly puts the fuel equipment and the power unit of the engine out of order.
If we take Japanese second-hand, and especially trucks, then their diesels are already well "rolled" in their homeland, and we often start to smoke and mope, seemingly with a completely safe external state. After all, no one knows that instead of selling values on the odometer there were numbers two or three, or even four times more. And for some reason, it is customary for us to keep diesel engines on an oil diet, they say, since the volumes of refueling are large, then you need to fill something easier and less often.
But what is more striking is this: if you interview the owners of diesel cars, you get a strange picture - many refuel as needed, as long as it is inexpensive. That is, from cheap fuel trucks, from tractors, stolen substandard fuel. It must be said that often the technique shows miracles of survivability, but on the whole it turns out that such an attitude is not yet a reason to blame everything on fuel.
At the same time, such a trend is obvious: the fleet of diesel vehicles is becoming larger and more complex, the lineup updated constructively, the power density is growing, and with it the requirements for the quality of the fuel. The volume demand for diesel fuel, naturally, is also growing, and at an unprecedented rate. According to some reports, in our region over the past year, only official retail sales of diesel fuel have increased by at least a third! The popularity of diesel fuel is already visible from the price tags at gas stations, it is getting out of the category of widely available fuel.
At the same time, there is a tendency to an increase in the illegal turnover of diesel fuel, including frankly substandard. Illegal structures immediately respond to the increased demand, with which no one can cope to the end.
Meanwhile, factory Russian diesel fuel can be quite decent. For example, the modern GOST TU for fuel grade DZECH (diesel winter environmentally friendly) regulates fairly high physical and chemical characteristics. So, the limiting temperature of filterability (the beginning of paraffinization) should not be higher than -25 ° С, there should be no mechanical impurities and water at all, and the most critical quality indicator - the mass fraction of sulfur should not exceed 0.05%.
It must be said that this parameter is not the highest in terms of sulfur when compared with the best foreign varieties, but progress is obvious. Let's say, with appropriate engine oils such diesel fuel is acceptable for any modern diesel engines of Japanese and European production, serviced on time.
With only one proviso that the fuel reaches retail sale in this quality, delivered and stored in accordance with all the rules, tested in laboratory conditions, with a genuine quality passport for compliance with GOST, TU, etc. By the way, winter diesel fuel is produced using a more expensive factory technology using a special fractional distillation method. And the “bodyazers” “release” it by mixing summer diesel fuel with lighter products, in other words, with gasoline fractions. Filterability in this case can somehow be ensured, however, the lubricating properties of the fuel and the cetane number will be lost, and dirt with water will certainly be present with such mixing.
Because, probably, the diesel operators, taught by bitter experience, do not rely on the "omnivorous" engines now, but try to decide on some proven gas stations.
- If you intend to drive fast on the highway, buy a car with a gasoline engine (all the more, the difference in the price of fuel is no longer fundamental).
- In winter, it is better to store a diesel car in a "warmed" place, because frequent starts in the cold significantly undermine its "health".
- Do not fill the tank with diesel fuel of a suspicious color, for example, yellow. It’s also good if you manage to "pump out" the dead engine only by replacing the fuel.
- Besides sulfur, water remains the worst enemy in diesel fuel. Perfect option refueling - in separate containers from good gas stations and then into the tank through the mesh after a long sludge.
- Oils for diesel engines should not only be changed more often, but also have the following main parameters: high dispersant and antiwear properties, stability and, in general, high resistance to the detrimental effect of cylinder “polishing” (arises from excessive accumulation of soot and dust). Road dust is the strongest abrasive, and often gets into diesel cylinders due to leaks in the air path. Follow!
- Do not add water to the cooling system, do not add suspicious antifreeze, and watch out for expansion tank- this is a diesel engine condition indicator.
- Before giving the moping diesel engine into the arms of the Wynn’s cleaning device, it would be good to do a general diagnostics of the systems - isn't it time for more serious repairs right away?
- Diagnostics - a diesel engine is suitable for repair or it is better to change it entirely, it is not expensive. The main thing for the owner is to be able to distinguish bad sounds in the characteristic diesel noise in order to visit specialists in time.
- It is not forbidden to use fuel additives and cleaning procedures for the fuel system, but only in strict accordance with instructions and reliable means (for example, Hi Gear and Wynn's preparations have proven to be good).
- If you buy a second-hand diesel car - have funds in reserve for possible major repairs.
Due to certain reasons, in Russia diesel cars of small working volume began to be widely used only by the end of the twentieth century. And since our own light vehicles on heavy fuel are still not produced, we have to get acquainted with them thanks to foreign manufacturers. There is an opinion: if the product is made in Japan, it is of high quality and accuracy. This also applies to diesel engines, which are successfully produced and installed on their own cars by leading Japanese car manufacturers.
Proven quality and reliability
The traditional school of automotive engineering has helped popularize Japanese diesel engines, allowing engineers to create sophisticated and rational engine designs. Japanese diesel motors although they are inferior to European ones, in terms of the constructiveness of reserves and the durability of individual technical units, but due to the competent design and use of durable materials, they demonstrate a rather good motor resource.
But when it comes to cutting-edge solutions, Japanese diesel engineers are pretty conservative. And only fully tested and tested models are put into serial production.
Features of the fuel system
The production of fuel equipment for Japanese diesel engines is mainly carried out by three companies: Diesel Kiki, Nippon Denso and Zexel, which operates under a license from Bosch. A distinctive feature of the Japanese fuel system, in comparison with the European one, is a different design of individual technical units, injectors and fuel return paths. The structure of the nozzles does not provide for the presence of fittings for attaching the hoses for the outflow of excess diesel fuel, and docking with each other is carried out by a metal pipe, sealed with aluminum rings, which are attached to the nozzles with nuts. The main advantage is that with proper and timely technical inspection this system more reliable and durable than the "European", and the cost of the nozzle itself is much lower.
The actual nozzle size is smaller than the European size because the nozzles are smaller. But not all motors, some come with standard sized nozzles. Judging by the resource, it is higher for small sprayers than for conventional ones.
Diesel units of major Japanese firms
- Diesel engines of "Toyota"
The main motors: atmospheric 2C (two liters) and 1C (one and eight tenths of a liter) - are installed on models of not high class Sprinter, Carina, Corolla. These motors of Japanese cars are considered to be overhead motors, which use a direct drive of the tappet valves, with a gap adjustable by washers. The drive of the high-pressure fuel pump and the timing belt for 2C and 1C engines is made through a toothed belt.
- Diesel engines of the firm "Nissan"
This company provides a wide range of engines from one and six tenths of a liter to inline six-cylinder units of four point and two tenths of a liter. Diesel engines with a total volume of two liters and one and seven tenths of a liter are installed on class A cars: Primera, Almera, Sunny. For this type of vehicles, vortex chamber motors are used. The resource of these motors is approximately two hundred thousand kilometers.
- Diesel engines from Mitsubishi
The Galant, Lancer, Delica and Space cars are equipped with a 4D65 turbo-diesel naturally aspirated engine with a displacement of one and eight tenths of a liter. The use of two balance shafts, driven in rotation by a special toothed belt, provides a shock-absorbing function - well reducing vibration. Diesel engines 4D56, 4D55 - with a total volume of two and three tenths of a liter and two and five tenths of a liter, were mounted on "minibuses" L300, L200 and Pajero jeeps. Sometimes motors of this type used on Korean car Hyundai.
- Diesel engines of the firm "Mazda"
"Mazda" produces atmospheric vortex-chamber engines PN, with a volume of one and seven tenths of a liter, which are installed on "passenger cars" - Mazda 323. Camshaft in this motor it is located in the upper part, the movement of the valves is due to the pushers, which have a freely adjustable clearance. For cars of classes "B" and "C", for example, the Mazda 626 uses the RF motor - a vortex-chamber diesel with a volume of two liters. Exclusively for their own market, the Japanese install blower compressors on their cars.
- Isuzu diesel engines
The Isuzu company manufactures a wide range of engines, which are installed on both small and large vehicles... A feature of these motors is that they require the use of oils. High Quality... If you use lubricants that do not meet factory standards, the turbocharger breaks down quickly. Often, engines with a volume of three and one tenth of a liter, due to improper operation of the fuel system, melt the pistons.
Japanese diesel cars with their "native" engines have proven themselves well on the roads of Europe and the CIS. With the use of high-quality "food" and timely service of diesel Japanese cars - they will last a long time and will compete with European ones.
Anatoly Proletarsky
In this review, we will consider the most common and most popular diesel engines. Japanese stamps Toyota, Honda, Mazda and Subaru. Let us briefly dwell on their design, strong and weaknesses, as well as recommendations for use. Nissan engines are not affected, due to close cooperation with the French Renault, the popular diesel engines of which are used by the Japanese manufacturer. And this is a topic for another review.
The presented power units dominate the secondary European market and bring a lot of problems in Everyday life... Thus, currently there is still a shortage of decent and reliable diesels.
Toyota 1.4 D-4D (1ND-TV)
Short description:
4-cylinder
8-valve
Turbocharging
For compact cars
Toyota's history has already featured a subcompact diesel engine with the designation 1N, which hit Europe with the Starlet NP81 model, produced from 1989 to 1996. 1ND-TV is in a sense its receiver, although it only debuted in 2002 in the first generation Yaris. The engine features a modern injection system Common rail and at the same time simplified components. It does not use a dual-mass flywheel and variable geometry turbocharger. In addition, earlier versions were equipped with simple, electromagnetic Bosch injectors. The 2-liter diesels are equipped with very expensive DENSO injectors. Unfortunately, since 2008, all 1ND-TV engines have become mandatory equipped with a particulate filter, and later with piezoelectric injectors.
The 1.4 D-4D engine was installed in most small Toyota models except for the small iQ. However, in the urban Toyota Aygo, structurally similar to the Peugeot 107 and Citroen C1, a 1.4-liter French-made turbodiesel was used, and not the 1ND-TV modification.
Toyota's smallest diesel does not cause any major problems and has no factory defects. This is a very good engine indeed.
Oil consumption
Increased oil consumption or oil leaks are the only recurring disadvantages of the 1ND-TV. The increase in oil consumption is often caused by the wear of the turbocharger, which occurs due to the use of cheap and too thick oil. And this is fraught with the turbine during a cold start.
SpecificationsToyota 1.4D-4D (1ND-TV)
|
Version |
1ND-TV - 75 |
1ND-TV - 90 |
|
Injection system |
Common rail |
Common rail |
|
Working volume |
1364 cm3 |
1364 cm3 |
|
Arrangement of cylinders / number of valves |
R 4/8 |
R 4/8 |
|
Maximum power |
75 hp / 4000 |
90 h.p. / 4000 |
|
Maximum torque |
170 Nm / 2000 |
190 Nm / 2000 |
|
Timing drive |
chain |
chain |
Application of engine 1.4D-4D
The diesel engine got into the line of Yaris engines only after restyling in 2003. In addition, it was used in the Mini One for a while.
Mini One D: 06.2003-09.2006
Toyota Auris I: from 10.2006
Toyota Yaris I: 01.2002-09.2005
Toyota Yaris III: from 12.2010
Toyota Urban Cruiser: from 07.2007
Toyota Yaris Verso: 12.2001-09.2005
Toyota Verso-S: from 11.2010
Toyota Corolla E15 / E18: from 11.2006
Grade:☆☆☆☆☆
In general, a very successful engine, especially when it comes to early copies. Technically, there are no complaints about the motor.
Alternative
Toyota 2.0 D-4D (1 / 2CD-FTV)
Short description:
4-cylinder
16-valve
Common Rail power system
Turbocharging
The Japanese manufacturer introduced its 4-cylinder turbodiesel with Common Rail injection system in 1999: a 2-liter 1CD-FTV for cars, a 3-liter 1KD-FTV for cars, commercial vehicles and SUVs.
The turbo diesel has a cast iron block with an aluminum head, 2 camshafts and 16 valves. The common rail injection system is equipped with DENSO injectors. Recently, it became possible to restore them. The cost of a new nozzle is about 18,000 rubles. It is the high price for new injectors and the impossibility of their restoration (so far) that have become the main reason for complaints about the Japanese diesel engine. Provided that high-quality fuel is used, the injectors can easily overcome the line of 200-250 thousand km.
Operation and typical malfunctions
Studying the foreign forums Avensis and Corolla, one gets the impression that the 1CD engine and its more powerful 2 CD version have catastrophically low reliability. But the picture is clearly exaggerated, although owners after 250,000 km should be ready to spend money.
Hard start
Difficulty starting a cold engine (when you have to turn the starter for a long time) is considered one of the most common malfunctions. Some were helped by the software update, while others just got worn out by the starter. To start a diesel engine, a "strong" rotation is necessary, and therefore even if the voltage in the network drops slightly, the engine will not start any more.
Valve leaks SCV
Control valve idle move- problem device. The owners of Toyota and Mazda are well aware of this. Valve leaks will cause the engine to stop suddenly.
Loss of power
Illumination of three indicators - CHECK, VSC and TRC OFF - means that the engine has switched to emergency mode... This is hard to miss as the motor suddenly loses traction. Common causes: dirty EGR valve and damaged injectors.
SpecificationsToyota 2.0D-4D (1/2CD-FTV)
|
Version |
1CD-FTV - 90 |
1CD-FTV - 110 |
2CD-FTV - 116 |
|
Injection system |
Common rail |
Common rail |
Common rail |
|
Working volume |
1995 cm3 |
1995 cm3 |
1995 cm3 |
|
Arrangement of cylinders / number of valves |
R4 / 16 |
R4 / 16 |
R4 / 16 |
|
Maximum power |
90 h.p. / 4000 |
110 h.p. / 4000 |
116 hp / 4000 |
|
Maximum torque |
215 Nm / 2400 |
250 Nm / 2000 |
250 Nm / 1800 |
|
Timing drive |
Toothed belt |
Toothed belt |
Toothed belt |
Application of engine 2.0D-4D
The 1CD first appeared on the Toyota Avensis I and Corolla E11. It disappeared from the market in 2007, having existed on the assembly line for 8 years.
Toyota Corolla E11: 09.2000-11.2001
Toyota Corolla E12: 01.2002-02.2007
Toyota Avensis I: 10.1999-02.2003
Toyota Avensis II: 04.2003-03.2006
Toyota RAV4 II: 09.2001-11.2005
Toyota Corolla Verso: 01.2002-05.2004
Toyota Previa II: 03.2001-01.2006
Rating: ☆☆☆
An average diesel engine that has neither obvious advantages nor obvious disadvantages. The prices for repairs and spare parts for this engine have dropped recently, but the number of failures associated with high mileage and wear has increased.
Alternative
The best choice for the Avensis is the petrol 1.8 VVT-i, and for the Corolla its 1.6-liter counterpart.
Toyota 2.0 / 2.2D-4D
Short description:
4-cylinder
16-valve
Common Rail power system
Turbocharging
For cars of compact and medium class and SUV
The engines of the AD series were most widely used in the Avensis II after restyling. To avoid any confusion, we clarify: before the restyling in 2003-2006. Avensis of the second generation used a 2.0D-4D diesel of the 1CD-TV series, and after restyling in 2006-2008. series 1AD / 2AD-FTV.
Toyota developed the AD series diesel engines entirely from scratch. The aluminum block received cast-iron cylinder liners, and the Common Rail power system used DENSO injectors, the undoubted advantage of which is high reliability. The resource of the injectors - 250 thousand km is not the limit, and if necessary, they can be restored. Unfortunately, the cost of a new nozzle is 18-19 thousand rubles, which significantly exceeds the cost of the popular European Bosch - about 12 thousand rubles. The latest generation engines already use piezoelectric injectors that cannot be restored.
Since 2008, all AD engines have been fitted with a particulate filter, and the 2.2-liter D-CAT version has received a DPF from the outset as standard equipment with an extended DPNR cleaning system. By the way, the 2.2 D-CAT engine became the only diesel engine in the Lexus powertrain lineup.
Unfortunately, a significant number of AD series engines built before 2009 suffered from manufacturing defect- erosion of the engine block at the junction with the cylinder head. The manufacturer has withdrawn a large number of engines under warranty. This problem does not currently exist.
Operation and typical malfunctions
A structural defect in the AD series engine severely undermined Toyota's reputation - the new Avensis II was in less demand in the market than the first generation, and customers avoided the D-CAT versions for fear of high maintenance costs.
Engine block erosion
Over time, micro cavities appear at the junction of the aluminum block and the aluminum cylinder head. Coolant starts to enter the oil. Repair requires removing the head, replacing the gasket, and sanding the block in order to get rid of the cavities. This procedure can be carried out only once, since after re-grinding there is a risk of piston hitting the valves. The defect appears after 100-180 thousand km, depending on the operating conditions. In many cars (mainly the second generation Avensis), the engine has been repaired or replaced under warranty. Probably one of the reasons for the appearance of the problem is the reaction of the metal to interaction with the coolant. If the warranty does not apply to the problem car, then about 60-70 thousand rubles must be prepared for repair.
Soot in the engine
Unfortunately, AD engines tend to gradually build up large amounts of soot in the intake manifold and then in the combustion chamber. The problem is solved by cleaning with special fluids.
Low durability of the double flywheel
The stronger the engine, the more stress the dual-mass flywheel experiences. For a 2AD engine, its cost is up to 40,000 rubles!
SpecificationsToyota 2.0 / 2.2D-4D
|
Version |
1AD-FTV - 124 |
1AD-FTV - 126 |
2AD-FTV - 136 |
2AD-FTV - 150 |
2AD-FTV - 177 |
|
Injection system |
Common rail |
Common rail |
Common rail |
Common rail |
Common rail |
|
Working volume |
1995 cm3 |
1995 cm3 |
2231 cm3 |
2231 cm3 |
2231 cm3 |
|
Arrangement of cylinders / number of valves |
R4 / 16 |
R4 / 16 |
R4 / 16 |
R4 / 16 |
R4 / 16 |
|
Power |
124 l, s. / 4000 |
126 h.p. / 4000 |
136 h.p. / 4000 |
150 hp / 4000 |
177 hp / 4000 |
|
Max. |
310 Nm / |
300 Nm / |
310 Nm / |
310 Nm / |
400 Nm / |
|
Timing drive |
chain |
chain |
chain |
chain |
chain |
Application of engine 2.0D-4D 1AD / 2AD
This engine is used to this day, but during its existence it has undergone several changes. This engine is absent in the powertrain lineup of the current Toyota Corolla (E18).
Lexus IS220d: 05.2010-03.2013
Toyota Auris I: from 10.2006
Toyota Avensis II: 10.2005-11.2008
Toyota Avensis III: from 02.2009
Toyota Corolla: from 10.2006
Toyota RAV4 III: from 11.2005
Toyota RAV4 IV: from 12.2012
Toyota Verso / Corolla Verso: from 10.2005
Grade: ☆☆
It is difficult to consider this engine to be successful. The pursuit of modern technology and lower manufacturing costs resulted in imperfect designs. The revealed constructive defect has a really large scale and is not acceptable in modern engines... The consolation is the fact that in 2009 the problem was solved, and the diesel of the AD series was not dangerous.
Alternative
The slightly more voracious 1.8-liter petrol engine will keep you in peace.
Honda 2.2i-CTDi
Short description:
4-cylinder
16-valve
Common Rail power system
Turbocharging
For cars of compact and medium class and SUV
It is strange that the first ever Honda 2.2 i-CTDi diesel engine was introduced quite recently - in 2003. In the past, Isuzu and Rover diesels were used, which were far from ideal. The debut of its own design was successful - the engine turned out to be extremely successful. It provides decent dynamics and is content with little fuel. Problems with him are extremely rare.
The design of the engine meets the requirements of modern diesel engines - an aluminum block, a Common Rail power system with electromagnetic injectors from Bosch, a variable displacement turbocharger. The receiver - the 2.2 i-DTEC engine appeared in 2008.
Operation and typical malfunctions
Cars equipped with the first diesel engine developed by Honda had good dynamics and low fuel consumption. Malfunctions were rare and usually only in cars from the early years of production.
Exhaust manifold cracks
We met in the cars of the first parties.
Timing chain problems
Due to insufficient lubrication, sometimes there were problems with the timing chain tensioner.
Turbocharger
Sometimes there was a backlash in the turbine shaft.
SpecificationsHonda 2.2 i-CDTi
Engine application 2.2i-CTDi
The 140-horsepower diesel engine was widely used in the Accord, Civic and CR-V models, as well as in the six-seater FR-V minivan.
Honda Accord: 01.2004-07.2008
Honda FR-V: 07.2005-09.2009
Honda CR-V: 02.2005-09.2006
Honda CR-V: 01.2007-12.2010
Honda Civic: 01.2006-01.2011
Grade: ☆☆☆☆☆
If all other diesels caused as few problems as the 2.2 i-CTDi engine, owners would be thrilled. Malfunctions most often arise due to errors in operation, and not due to design errors.
Alternative
The 2-liter petrol engine is a classic engine for various Honda models.
Mazda 2.0MZR-CD
Short description:
4-cylinder
16-valve
Common Rail power system
Turbocharging
For cars of compact and medium class and minivans
The history of Mazda 2-liter diesel engines (RF family) dates back to the eighties of the last century. He had a lot of atypical solutions. For example, pressurization was carried out using a Comprex compressor, which uses pulses to compress air exhaust gases acting directly on the air flow to the engine. In 1998, direct fuel injection appeared and the engine received the designation DiTD.
The MZR-CD debuted in 2002. The engine has a Denso common rail injection system operating at 1800 bar. This allows the fuel dose to be divided into smaller parts, which results in smoother engine operation. The diesel is equipped with a dual-mass flywheel, a variable geometry turbocharger and a timing belt drive.
Together with the restyling of the first generation Mazda 6 in 2005, the MZR-CD diesel was also updated. The compression ratio was lowered, a turbocharger with less inertia was installed and the injection system with injectors was changed. From this time on, the use of a particulate filter began.
The latest version 2.0 MZR-CD appeared in 2007. As a result of software adjustments, the control of injection and the operation of the EGR system has become more efficient. As a result, fuel consumption has been slightly reduced, and a modified DPF filter has reduced the toxicity of the exhaust gases. The receiver of the 2-liter diesel engine received a large capacity - 2.2 liters.
Operation and typical malfunctions
A lot of controversy arose around this engine. On the one hand, the owners could not find any flaws, they were satisfied with moderate fuel consumption and fairly good dynamics. On the other hand, many have faced numerous and very serious malfunctions. One of the ways to protect yourself from troubles is to purchase a car from an owner who has paid due attention to the engine and followed all the necessary conditions for its maintenance. Otherwise, you will have to reckon with the typical this engine malfunctions.
Clogged oil intake
Exceeding the terms of oil change, use lubricants poor quality - these are the main reasons for clogging of the sieve through which the oil is taken. After buying a car, it is advisable to remove the engine sump and check the condition of the oil intake. If the problem is not detected in time, then soon there will be difficulties with the lubrication of the engine, which subsequently can quickly lead to its seizure.
Defective fuel injector washers
They must be replaced after each injector operation. The washers quickly lose their tightness, which contributes to the ingress of gases and carbon deposits into the oil, and subsequently the process of blocking the oil intake is accelerated.
Malfunctioning SCV valve
Cars manufactured in the early years, until about 2005, often suffered from a faulty idle valve. A typical symptom is that the engine stalls after a gas release.
Increase in engine oil level
Since 2005, 2.0 MZR-CD engines are mandatorily equipped with a particulate filter. A common problem with early DPFs was that a failed attempt to clean the cartridge resulted in oil dilution with fuel.
SpecificationsMazda 2.0 MZR-CD
|
Version |
2.0 MZR-CD - 121 |
2.0 MZR-CD - 121 |
2.0 MZR-CD - 136 |
2.0 MZR-CD - 140 |
2.0 MZR-CD - 143 |
|
Injection system |
Common rail |
Common rail |
Common rail |
Common rail |
Common rail |
|
Worker |
1998 cm3 |
1998 cm3 |
1998 cm3 |
1998 cm3 |
1998 cm3 |
|
Location |
R4 / 16 |
R4 / 16 |
R4 / 16 |
R4 / 16 |
R4 / 16 |
|
Power |
121 h.p. / 3500 |
121 h.p. / 3500 |
136 h.p. / 3500 |
140 h.p. / 3500 |
143 hp / 3500 |
|
Max. torque |
310 Nm / 2000 |
320 Nm / 2000 |
310 Nm / 2000 |
330Nm / 2000 |
360 Nm / 2000 |
|
Timing drive |
belt |
belt |
belt |
belt |
belt |
Application 2.0MZR-CD
The diesel engine has found widespread use in Mazda's models: two generations of minivans and mid-range cars, and one compact car.
Mazda 3: 12.2006-06.2009
Mazda 5: 03.2005-09.2010
Mazda 6: 08.2002-08.2007
Mazda 6: 08.2007-12.2012
Mazda MPV: 07.2002-02.2006
Grade: ☆☆☆
Lubrication problems often recur, which can even lead to engine seizure. Therefore, the choice of a car with a 2.0 MZR-CD engine must be approached carefully. It is better to choose a car whose history is well known.
Alternative
If not a 2-liter diesel, then a 2-liter gasoline engine is better. Mazda diesel offerings from that period were severely limited.
Mazda 2.2MZR-CD
Short description:
4-cylinder
16-valve
Common Rail power system
Turbocharging
The 2.2-liter turbodiesel is the next step in the development of the 2-liter diesel. In addition to the increased displacement, the engine is distinguished by the use of a new generation Common Rail injection system, faster piezoelectric injectors, an even more reduced compression ratio (16.3: 1), reduced friction losses and more. new version DPF filter.
Diesel debuted on the second generation Mazda 6, with some markets old engine still remained in the line of motors. The turbo diesel was offered in several versions, differing in power: 125, 150, 163, 171 and 185 hp. The Mazda CX-7 uses a cleaning system that requires the use of an AdBlue additive.
The 2.2l MZR-CD family engines are currently being converted to the next generation SKYACTIV-D diesels.
Operation and typical malfunctions
Clogged oil intake and leaking gaskets under the nozzles
Clogging of the oil intake mesh, which is often found in 2.0 MZR-CD, is sometimes observed in a 2.2-liter diesel engine. Sometimes this is due to the loss of tightness of the washers under the nozzles, which contributes to the ingress of exhaust gases and carbon deposits into the oil. This speeds up the clogging of the oil intake. The malfunction occurs even with low mileage, of the order of 60-80 thousand km.
SpecificationsMazda 2.2 MZR-CD
Application 2.2MZR-CD
Mazda 3: from 06.2009
Mazda 6: 01.2009-12.2012
Mazda CX-7: from 07.2009
Rating: ☆☆☆
Excellent dynamics and low fuel consumption are a good argument in favor of a car with a 2.2-liter turbodiesel, especially since such cars have low mileage. However, it is necessary to constantly monitor the condition of the lubrication system.
Alternative
Good performance, but also high consumption fuel - gasoline engine 2,3 turbo.
Subaru 2.0D
Short description:
4-cylinder
16-valve
Common Rail power system
Turbocharging
For cars of compact and middle class and SUVs
The first diesel Subaru engine designated EE20, it is also the only boxer diesel in the world. This arrangement of the cylinders allows vibrations to be naturally eliminated without the need for balancing the shafts. The designers were forced to apply a number of new solutions to fit the boxer diesel engine into the engine compartment. Power unit has a unique block design with elements of aluminum and cast iron, special shortened injectors and a turbocharger located in a non-standard place - in the lower front of the engine. Currently, the second generation EE20 is being produced, which meets the Euro-5 standards.
Operation and typical malfunctions
Premature wear on a dual-mass flywheel
Most likely, it can be argued that premature wear of the dual-mass flywheel and clutch is a defect. The recipe for a cure for this problem is to tune the controller to give the engine a lower torque.
Cracking crankshaft
Cases of destruction were recorded in engines manufactured in 2008-2009 crankshafts and their supports.
No substitutes
The biggest drawback is the lack of cheap replacement parts.
SpecificationsSubaru 2.0D
Application of engine 2.0D
Subaru's only diesel engine inevitably made it into most models
Subaru Impreza III: from 01.2009
Subaru Forester III: 09.2008-12.2012
Subaru Forester IV: from 03.2013
Subaru Legacy IV: 02.2008-02.2010
Subaru XV: from 03.2012
Rating: ☆☆
Diesel Subaru deserves positive feedback due to its characteristics. However, the lack of substitutes, dual flywheel problems, and crankshaft failure negate all of its benefits.
Alternative
"Devourers" are larger, but much more reliable gasoline engines are a good alternative.
Conclusion
Japanese car engines are less prone to malfunction than European cars. Of course, as complexity increases, so does the likelihood of defects. But in the case of Japanese motors, the likelihood increases not as much as in European ones. The other side of the coin is availability and prices for spare parts. Here the Japanese are already losing to the Europeans.
