The beginning of the production of this engine dates back to 1991. Initially, two versions were offered on the market: 1.6 (1.8) liters were put on the models Fiesta, Escort, Orion. In 92 appears a 2-liter engine, which was intended for Mondeo of the first generation. The above mentioned engines were produced without significant changes until 2004. Then, on their basis, a more modern version, Zetec-SE, which received a new name, Duratec, was created.
The design of these engines is not original. Standard execution with a pair of camshafts and sixteen valves, located in the cylinder head, made of light alloys. The cylinder block itself is made of cast iron. The main difference from the family of models that replaced it, the Siqma, was the exhaust manifold, moved to the front, in the direction of travel.
Prior to the 1998 modernization, the Zetec-E engine valve train had hydraulic compensators. The original versions of the engine had an aluminum oil pan of considerable depth.
The updated range received a prefabricated sump:
- the upper part was cast in a mold adapted to the transmission bellhousing;
- the lower part was a steel sump (bolted to the upper part).
Valve covers of the first production engines were made of light alloys, its older versions had a cast intake manifold made of aluminum alloys.
As a result of the restyling, all aluminum elements were replaced by plastic in all versions.
Reliability of Zetec-E 1.8
Users did not have serious complaints on this issue. To put them out of action early can break the installed timing belt, which happens quite often. A curious design feature, the internal combustion engines of this model, made for the U.S. market, are yokeless. They have special technological recesses in the pistons for valves.
Benzone pump
The Zetec-E’s problematic point is the fuel supply, as a result of which its reliable operation is impaired. Problems arise when the gasoline pump stops pumping fuel in the normal mode due to the clogging of the grid available on the fuel receiver. In such a situation, the owner of “Ford” is in for an unpleasant surprise. He physically will not be able to get to the gasoline pump for its prevention according to the standard scheme, from under the rear row of seats. There is simply technically no hatch in the body above the tank. To eliminate the problem, it will be necessary to remove the tank beforehand. But many owners of “Focus” make it easier, independently cut out the necessary hole above the tank near the fuel pipes.
Motor, which is equipped with a gasoline pump, in normal operation mode is designed for 200000 km of mileage and more. With its failure it is necessary to replace the whole module or install a non-original model in the pump bulb.
Melting of the electrical connector is often observed, but it does not lead to fire. Often breakage of connectors located on the body, occurrence of cracks on the bulb are fixed. After a certain period of time, the check valve installed in the bulb begins to waste fuel in both directions, which immediately negatively affects the pressure and fuel flow. A clogged fuel intake net is easier to replace with a non-original model, there are many such offers.
A serviceable and properly functioning gasoline pump delivers fuel from the moment the ignition is turned on, creating a pressure ≥3 bar. If it is lower, the time of engine start-up increases, its arrhythmic operation is observed, acceleration deteriorates, and there are pauses during acceleration. The extent of the problem is directly related to the degree of reduction in pump performance.
Flow meter
One of the causes of poor engine traction, its uneven operation may lie in the malfunction of the flow meter (a sensor that registers the mass flow rate of the moving air). It can be checked by using a diagnostic scanner that measures inlet temperature parameters. The values obtained must correspond to those specified in the description. If the engine starts to run better when the flow meter is disconnected, this directly indicates a malfunction of the latter.
Forces
These elements of the design of the Ford engine 1,8 Setec-E are characterized by long service life. There is only one problem, clogging over time. This requires their periodic cleaning or replacement. In some cases, in the common connector located at the end of the “braid” of injectors, the electrical contact is broken, which can cause the disconnection of several injectors at once. As a result, the engine starts to “double”, its thrust drops sharply.
Fuel pressure regulator
Failure of the regulator mounted on the ramp can lead to a drop in fuel pressure in the latter. In normal mode, the regulator drains excess fuel into the return line. To perform its diagnostics during operation, it is necessary to close the return line (hose coming out of the upper part of the regulator). If after this manipulation the engine begins to respond quickly to the gas pedal, starts quickly, the traction capabilities increase noticeably, the regulator should definitely be changed.
Throttle valve
On the engine of the model under consideration, it is mechanical (a cable connects it to the accelerator pedal). The choke is equipped with a position sensor. The latter, over time, “goes blind”. The cause is the contact tracks, which are wiped, in the process of operation, on the potentiometer. Quite often it takes place in the range, which is the most traveled (conditionally define it as reaching the average speed of the internal combustion engine. Because of this, the motor reacts weakly to small presses of the gas pedal. And when it is released abruptly, it stalls. Reason: ECU does not understand when to idle.
Worn out sensors, fixing the position of the flap, need to be replaced in a timely manner with new ones.
Ignition coil
The Zetec-E engine is equipped with a modular ignition coil. It is well-proven, characterized by the simplicity of checking the performance. It is enough to simply measure the resistance value between the two groups of pins 1-2 and 2-3. The normal value should not exceed 0.6 ohms.
Ignition misses in the device appear for reasons of burst tips installed on the spark plugs, “fatigue” of high-voltage wires. At the initial stage, extremely small cracks appear, initiating skips at the stage of intensive acceleration.
Inlet manifold
The seals of this plastic device begin to leak air after a certain period of time. This adversely affects the basic performance of the engine, which has a flow meter. Determine the places of sucking allows the use of a smoke generator.
The timing belt
According to the manufacturer’s recommendations, this part needs to be replaced after a mileage of 125000 km. In the USA and EU, this figure is increased to 160,000 km. These values are valid if we are talking about an original new part, replaced together with rollers. For belts made by little-known brands that are not original products, it is recommended to replace every 80000 km. Do not skimp on quality and your own safety.
Cases of belt overshoot due to the destruction of the tensioner, breakage of the timing are registered quite often. This malfunction, a direct path to failure of valves.
A simple one-time jump on a couple of teeth initiates a decrease in the quality of engine performance: the traction drops, there are difficulties in starting. At the same time, the ignition system and fuel supply work without failures.
To change the timing belt is simple. To do this, the piston of the 1st cylinder is withdrawn to VMT. To align it as accurately as possible, there is a special mark on the crankshaft pulley. Next to the position sensor of the latter, on the cylinder block, there is a blanking bolt. Having unscrewed it, the crankshaft retainer is installed on the free place. Both camshafts are made without marks. But perfectly fixed with a special bar, introduced into the slots on the back of the shafts. The old tensioner is released, the belt is removed, a new timing drive kit is placed.
Crankshaft oil seal front
Having changed the belt, it is necessary to renew this part as well. This will prevent the occurrence of leaks through it between belt replacement dates. If the belt is removed, the oil seal is changed very easily.
Valve clearances
Since 1998, Zetec-E engines do not have hydrocompensators. In this situation, the thermal clearances are adjusted by selecting special washers, which are placed on top of the tappets. This is a very troublesome procedure. It is required to measure the available clearances, record the results, remove the camshafts, washers. Then, based on the thickness of the latter, pick up new ones. Thermal clearances of inlet and exhaust valves are different:
- the first – 0,15 mm;
- the second – 0.3 mm +/- 0.04 mm.