Ford Mondeo/Focus 2.0 TDCi engine problems and reliability

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 turbodiesel, the DW10, was introduced in 1998. The unit, based on Common Rail fuel equipment, turned out to be very reliable and easy to operate.

During 2003-2004, the engine underwent a change of generations, as a result of which the fuel system received improved performance, and the cylinder head was switched to the use of 16 valves. The power unit received the designation DW10BTED4, and became the basis for many cars Peugeot-Citroen, Ford, Volvo and a number of other brands.

Application of turbodiesel 2.0 HDI / TDCi / D by makes and models:

Engine designations by make:

Initially, most of these engines had a fuel system manufactured by Siemens. In this case, the fuel injector is mounted directly on the cylinder head, injectors with piezo elements. Since 2006, the DW10BTED4 was adapted to the Delphi fuel system, which finally became the main one after 2010, when the diesel engine was slightly updated in order to meet its environmental safety requirements of Euro-5 standard.

Fuel system used on the 2.0 HDI / TDCi / D engine:

The engine itself at the French motorists turned out to be good, not giving the owners any problems, which can not be said about the fuel system. It is really a weak point of the power unit. Not only that the possibilities of its repair are extremely limited, but also the specialists of not all car services can carry out diagnostics.

Main problems of the engine 2.0 HDI/2.0 TDCi

Extraneous sounds when stopping the engine

The vacuum system of the power unit provides for the presence of three solenoid valves responsible for throttle control, turbine geometry drive and intercooler bypass. The sensors themselves are made qualitatively, but after prolonged use are prone to contamination, not providing the necessary 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 stopping the engine is able to produce a sound, something between “howling” and “mooing”. For the power unit it is not dangerous, but it indicates contamination of the valve and its imminent breakdown, so 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, partial opening of the flap will not allow the necessary volume of air to be supplied, reducing the engine thrust and putting its work in emergency mode.

Inlet manifold flap

The engine’s intake system has a pair of ducts, one that passes through the intercooler and one that bypasses it, providing hot air to heat the engine in low street temperatures. The ducting that goes past the intercooler uses its own damper. The presence of a plastic actuator does not contribute to the durability of the element, so in many cases the damper works “spontaneously”.

Turbine

The DW10BTED4 engine uses a Garrett GT1749V turbine, which is a very common model used on many power units. It should be noted that there is no interchangeability for 2.0 HDi and 2.0 TDCi. Identical turbines are installed on Volvo models and Ford cars (Focus, Kuga, C-Max).

The quality of manufacture of the turbine is very high, the turbine itself demonstrates the highest level of reliability, and the problems that arise are primarily associated with engine faults transferred to the unit. The most common is the problem with insufficient or excessive turbine thrust caused by loss of vacuum system tightness.

Problems with the performance of the electro-vacuum valve are evidenced by the transfer of the motor into emergency mode with artificial limitation of maximum thrust. When the engine is restarted, this limitation “comes off”.

The compressor impeller may be covered with oil in cases where there is a problem with the crankcase ventilation valve.

EGR valve

If there are problems with the valve, there can be a power sag, sometimes even leading to problems with starting from a place. The cause of jamming is heavy soot buildup on the surface, and in the most unfavorable situation, problems with valve plate breakage can occur.

TNV

The used fuel injector manufactured by Siemens cannot be called a benchmark of reliability, and the mileage of 200 thousand kilometers for the pump is the limit before repair. Metal dust is actively formed in the friction pairs, clogging the system. The most intensive wear is subjected to the elements located in the housing of the fuel pump. A sign of possible problems is a difficult start of a hot engine, while “on cold” the problem is less pronounced.

In some cases, changing the pressure control solenoid can temporarily eliminate the problem, but without replacing the fuel injector it is impossible to cope with the malfunction.

The system proposed by Siemens does not provide for an additional pump pumping 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 labor-intensive process, and on the other hand with poor quality work leads to accelerated wear of the fuel pump.

Fuel injectors

Some owners of cars with a 2.0 HDi engine have to face the difficulties of injector performance. Most often the problems lie in the damage of their atomizers. As a result, the fuel is supplied in a jet or is sprayed away from the desired direction. The result of the problem can be increased engine smoke, loss of part of power, penetration of diesel fuel into the oil with an increase in its level in the crankcase.

On worn nozzles at the loss of hydraulic density of the game, a significant part of the supplied fuel is returned back, worsening the quality of starting. Lack of full atomization leads to the fact that the fuel is poured into the cylinder, creating risks of overheating and melting of pistons.

Correction codes are provided for Siemens injectors. After changing parts it is required to prescribe them additionally, but there is no practical significance of such procedure, so the code prescription can be abandoned without any loss.

Injector nozzles

Sometimes there is misting on the nozzle connections. In some cases it is possible to cope with it by tightening the nozzle, but a more effective solution is to dismantle it and replace the aluminum gasket with a new one.

On the “return” pipes coming from the injectors, there may be fuel leaks, and a persistent smell of diesel fuel is felt even in the car interior. The cause of the problem lies in the wear of rubber seals. They are not sold by themselves, only in a set with a tube, but you can use gaskets from the motor 1.8 TDCi (1673574).

Camshaft chain

On the first versions of the engine, the chain was easily stretched, which could be realized by a pronounced rustling when starting the engine. Later the chain was improved with increasing the thickness of plates up to 1.5 mm, which reduced the risk of losing the original shape.

On later engines, the stretching of the chain, if it occurs, then at a mileage of 300 thousand kilometers.

Valve drive

For engines 2.0 HDi/TDCi at significant mileage is characterized by the occurrence of problems with the work of hydrocompensators. They are expressed in the appearance of characteristic knocks in the first few minutes after starting the engine. The malfunction can be eliminated by replacing worn parts with new ones.

GDM drive

This element does not cause big problems to car owners. Nevertheless, situations with belt breakage occasionally occur, primarily due to low-quality belts. Often the damage to the engine is minimal, not even requiring an overhaul, which should be recognized as a great advantage of the engine. During the impact on the valves there is a destruction of the rockers, so their replacement together with oil seals is the only repair required.

Rocker rollers

The occurrence of backlash is characteristic of high mileage of the engine, after which the wear processes of the rockers and camshaft cams accelerate.
Oil level

In most cases, the facts of oil level increase are connected with diesel fuel leaking into the system. The reason for this in most cases are problems with the operation of injectors, when fuel is simply poured into the cylinders instead of atomizing.

C connecting rods

A bent connecting rod is an extremely unpleasant but rare fault. The cause of bending is fuel hydrostroke. 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 can only be achieved at high engine speeds.