Compact 1.6-liter turbodiesel, developed by Fiat specialists, came off the assembly line back in 2008. Yes, this engine is not something radically new, as it is just a simplified 1.9 turbodiesel, which borrowed several units from the 2.0 turbodiesel for Fiat, Opel and Alfa Romeo. These two motors have been previously reviewed by us.
This engine is designed on the basis of a cast iron cylinder block, has a light alloy cylinder head, which has a pair of camshafts, as well as 16 valves with hydrides. In the timing drive you can see a classic toothed belt. The pump is supplied by Bosch. On the most powerful variation of this motor there is a turbocharger with controlled geometry. And yes, there are no vortex flaps.
Cars with this engine
A small motor has an impressive power and gives out from 90 to 120 “horses”. It can be seen under the hood of a huge number of models: Alfa Romeo Mito and Giulietta; Lancia Delta 3 and Musa; Fiat 500L, Doblo, Bravo 2, Grande Punto and many others. In addition, the engine was put on Opel Combo, Jeep Compass 2 and Renegade, Suzuki Vitara 3 and SX4.
Reliability
It is a little-known fact, but Fiat specialists were the first to develop a passenger turbodiesel with Common Rail, and oh wonder, they immediately managed to create a high-quality internal combustion engine. And on this they decided not to stop. Therefore, it is not surprising that 1,6 JTD is quite a good power unit, without serious problems. But still there is one peculiarity, which you need to know about. But let’s talk about everything in order.
Turbocharger
On the engine were installed turbines Garrett GR1446, equipped with a bypass flap, or with controlled geometry. On their work there are no questions, they are just great. It is enough to change oil regularly (about once in 10 thousand mileage), so that the shaft is lubricated well. But still the motor 1,6 Multijet in its most powerful variation at 120 hp, can cause problems. So, significantly reduce the life of the turbocharger two factors: clogged particulate filter and diluted fuel oil, as a rule, diesel enters the sump in the process of burning the filter.
TNVD
The fuel injector from Bosch, standing on the 1.6 JTD, is represented by a CP1H3 pump and electromagnetic injectors.
This fuel injector is developed on the basis of the pump of the first generation, which is considered to be very resourceful and reliable. Speaking of which, there is a regulator, dosing unit. Other control elements are not provided. On the ramp you will not see any regulator, there is only a diesel pressure sensor.
The injectors
There are no questions on injectors, if you drive only on high-quality diesel, they live on 300 thousand and more. They are also repairable, the only disadvantage, new injectors will cost a tidy sum, one costs about 340 dollars. And one more thing, already after 100 thousand will have to put new refractory washers.
EGR valve
There is an EGR valve, driven by a stepper motor. About 120 thousand, the first problems can appear, usually, the valve begins to wedge because of the accumulated soot layer. If it jams intentionally, an error will pop up, and the engine will go into emergency mode.
If the EGR is jammed in the open position, the exhaust gases will be fed into the inlet. This will lead to the fact that the motor, most likely, will not even start, or will begin to work very unevenly at idle. Timely cleaning of the valve will avoid these problems.
EGR heat exchanger
On the 1.6 JTD and its 2.0 counterpart, the cooler is located under a plastic shroud and is located at the back of the cylinder head, not far from the radiators. The gasket of this cover, sooner or later, but will start to leak, also not uncommon cases when the cover burst. The original cover costs a solid 170 dollars. However, here will fit and cover from 2.0 turbodiesel Opel and Saab, which costs about 50-60 dollars. In addition, you can find a lot of good substitutes at the car market, at sane prices.
Oil pump gasket
During the processing of 1,9 JTD and its transformation into 1,6 and 2,0 JTD motors, Fiat specialists changed the connection of the oil intake tube to the pump. At first, from the pump body to the sump there was a connector, to which the oil intake was connected. But in the process of modernization it was removed, and the oil intake tube was connected to the pump at the joint along the sump line. The joint was sealed with an ordinary rubber ring. And as we know, rubber over time loses its elasticity, because of which air gets into the oil pump. All this leads to a drop in oil pressure, which can be understood by the corresponding error on the display of the on-board computer. At first, the problem will appear only when starting the engine “cold”. But it is not uncommon that the oil will be insufficient and while driving on the highway, because of which the motor may jam.
Simply put, the problem is the same as with the 2.0 Multijet / CDTI engine. The first thing that starts to happen is the rapid wear of the connecting rod liners, which can turn and weld the connecting rods to the crankshaft.
If you want to avoid this malfunction, we advise you to preventively change the rubber ring under the oil pump, you need to do it every 70-80 thousand mileage. Its number for 1.6 and 2.0 turbodiesels is identical – 71749352.