Toyota 1.4 D-4D engine (1ND-TV)

Toyota’s 1.4 liter turbocharged diesel engine was introduced by the company in 2001 and produced until 2017. The Toyota Yaris was originally powered by the 1ND-TV with an open-jacket liquid-cooled aluminum liner block.

The cylinder head of this motor is made in an 8-valve configuration without hydrocompensators and with a single camshaft. On the first versions of the motor supercharging is carried out by a turbine with a bypass valve, on more recent ones – turbocharger with variable geometry. It should be noted that the manufacturer’s refusal to use a dual-mass flywheel in the motor design simplified and made its repair cheaper.

The engine is equipped with Common Rail fuel supply by Bosch. And until the end of 2008, the injectors of electromagnetic (solenoid) type were installed. Subsequently, they were replaced by unrepairable piezoelectric ones. Together with the injectors of the new type, the internal combustion engine was equipped with a particulate filter on the exhaust. However, in 2012-2016, Bosch injectors with solenoid drive were again installed on it.

There is information on the Internet that Denso fuel injectors were put on this motor, which is not true. Toyota did not use either a Denso fuel injector or injectors on this engine model.

It’s also worth noting that by the end of 2008, there was some improvement by moving the oil pump from the timing cover to the crankcase and installing a separate chain drive on it.

Technical specifications of the Toyota 1ND-TV 1.4 D-4D engine.

Vehicles with Toyota 1ND-TV engine

There are several versions of the turbo diesel engine with 68-90 horsepower. It can be found on some European Toyota Auris, Urban Cruiser, Corolla, iQ and Verso-S. It was also put on cars designed for Japan and India. In addition, the engine was successfully used in 2003-2006 on the model One from the manufacturer MINI.

Reliability assessment of the Toyota 1.4 D-4D turbodiesel unit (1ND-TV)

This compact Japanese turbodiesel motor is characterized by reliability and survivability. Although the initial versions were subject to recall campaigns caused by turbine malfunction or damaged cylinder-head gasket. This motor stands out among others by its durability, but there are copies with low compression, destroyed piston or even with a broken camshaft. But this is an unfortunate exception, often due to savings on maintenance of the motor.

CGC system

If the cylinder is severely worn, it is fraught with high pressure created by crankcase gases. On the 1.4 D-4D, the first thing to check is whether the unscrewed oil filler cap jumps up when the engine is running. The symptom of malfunction of the VKG is also an oily tube connecting the valve cover with the intake pipe.

The turbine suffers from high pressure of crankcase gases and quickly wears out, there is oil in the intake or exhaust tract, can squeeze out the oil seals.

Turbocharger

The first versions of internal combustion engines were equipped with Toyota turbines: CT2 or CT9 with a built-in bypass valve. Their design is made in the form of a hot part united with the exhaust manifold.

In 2005, the 90 hp version of the engine received a Garret GT1444V turbocharger. It received a variable rod geometry and works under the control of a vacuum actuator.

Toward the end of 2008, the manufacturer began installing new turbochargers Garret GT124 series, which also received variable geometry, which was controlled by an electric servo from Denso.

Difficulties with the turbocharger usually do not occur, and if they do, the cause should be sought in the internal combustion engine. In particular – the already mentioned crankcase gases, due to high pressure do not allow oil to drain from the turbine, and then it begins to press through the rings-sealers located on the shaft. As a result, the oil ends up in the intake or exhaust tract, but the cause is not the turbine, but the internal combustion engine itself.

The original version of the turbocharger 1 D-4D works autonomously: the activation of the relief valve installed in the hot part of the coil is due to excessive pressure in the cold part. This is then transmitted to the relief valve actuator via a tube.

Glow plugs

If the engine is regularly serviced, the only problem with glow plugs is that they will only break when unscrewed for replacement.

EGR valve

There are no problems with the EGR valve on this motor. But when the motor has lost traction and dynamics, or if you move at the same speed and revs, it seems to slow down, then it may indicate the valve jamming. A stuck valve causes more exhaust gas to enter the intake tract than necessary. You can usually get rid of the problem by cleaning the EGR valve.

Fuel Pressure Regulator Valve

This valve is the most frequently broken element. When it malfunctions, it causes errors related to low or high diesel fuel pressure in the ramp, or a faulty regulator valve. Typical symptoms are difficulties with starting, the ability to spin the internal combustion engine over 3000 rpm, its stopping under load, which is fraught with danger when driving on the highway.

Cleaning the valve does not always save – it is better to replace it with a new one. The reason for its malfunction is a clogged mesh due to impurities in the fuel, as well as due to lint from a low-quality fuel filter.

If cleaning to achieve its normal operation was not possible, it means that the cause is a severe wear of the needle, as a result of which the valve chaotically drains the fuel, forming a lack of pressure of diesel fuel in the ramp.

PHFD

Fuel injector model CP3S3 from the company Bosch, which received mechanical pumping, has a huge resource and is relatively durable. Difficulties with it are quite rare. But this pump is at risk of breaking if you use low-quality and contaminated diesel fuel, which acts as an abrasive on the surface of the pumping section. The plungers can also fail at the same time.

At appreciable mileage and operation at sharply negative temperatures can leak fuel through the pump covers. To eliminate the problem, it is enough to replace the sealing gaskets, having bought a repair kit.

Also, another infrequent problem may be a leakage of diesel fuel in the place where the internal gland of the pump shaft is installed. This is fraught with mixing of diesel fuel with engine oil due to its penetration into the head space of the block.

Valve adjustment

In the valve train of the unit’s cylinder head there are no hydrocompensators installed. On it the adjustment of thermal gaps is carried out after 100 thousand kilometers of mileage. In practice, the motor is much longer, not requiring adjustment. Adjustment of valves on it is extremely simple: with a screw and lock nut. Therefore, only a dipstick is required for adjustment.

The timing chain

The engine is equipped with a fairly reliable timing chain, but it can be stretched. This usually happens when the mileage exceeds 250 thousand kilometers. It is rather difficult to detect chain stretching by external signs – the obvious symptom is only difficult starting of the engine due to lagging of camshaft from crankshaft. But it is important to take into account that the chain will eventually lead to wear of the timing sprockets.

Oil burn

This motor is often voracious – that is, it is prone to “oil glut”. And for various reasons: from oil ingress into the intake or exhaust tract due to excessive pressure of crankcase gases, to wear of valve seals or lodged piston rings. In each case of “oil spoilage” it is better to open the motor at once. Otherwise, it can consume up to 1 liter of oil per 1000 kilometers.

Cylinder block

Its resource is about 300-500 thousand kilometers of mileage. The resource is affected by the quality of the oil used, the regularity of its replacement, good warming of the engine, but with a minimum of idle time.

In case of wear, the block is changed in its entirety, since thin-walled liners of repair sizes are not produced. Alternatively, if the block is worn, a contract engine can be purchased.

Fuel getting into the oil

The first versions of the engine, on which a particulate filter was not put, often “pleased” car owners with an increased level of oil in the oil pan. This usually happened because of injectors, whose atomizers were pouring fuel. But also the reason could be a malfunction of the engine ECU, which caused the injectors (one or several at once) to constantly pour fuel. There is a version that not only a complete replacement of the ECU, but also re-soldering of its transistors helped to eliminate the problem.

Errors in the operation of the unit can be detected by the remaining on the injectors plus on-board power supply when the engine is shut off.

Pistons

The pistons of the CKD use niresistive cast iron – due to its inserts, their strength and heat resistance are increased. These inserts, in turn, have grooves in which the piston rings fit.

Engine service regulations