Has the HDI engine design been changed?

[MarkandCath]

Thanks for the 'on topic' response. Only kidding everyone.

The dispatch I am looking at is the 2.0 16v but it is only 125bhp (I guess it is a standard engine detuned for a van and maybe different injectors and turbo) and I am being offered some great deals for the new year. Dealer actually text me today and offered me another £500 off if I take delivery in January, I guess January is a bad month for sales.

Anyway the 2 issue that worry me are black death that is caused by injector leaks. The carbonised oil clogs the in line turbo oil filter and kills the turbo. I am lead to understand this is only an issue on the 1.6 engine and so shouldn't worry me.

The second issue is the seized injectors. A friend had to re-engine his 806 people carrier after a head gasket failure. They couldn't get the injectors out of the head and so couldn't get to the head bolts. A replacement engine for a £30 head gasket is just plain not funny. Anyway if the injector issue was only the 2.2 then I guess I am safe to buy a 2.0 16v.

Am I understanding the issues correctly?

The 2.0 16v is STILL in use, but has been upgraded TWICE John.

Original power when it first came along in 2005 was 139bhp in the C5.. then in the C5 X7 Mk.2 the power got upped to 160bhp from 2009 ... then from 2013 (I think) according to Service Citroen, its been upped to 180bhp! So theres THREE incarnations of the 2.0 16v engine.

The 2.0 16v has learnt from the 2.2. Top ends are completely different designs to the 2.2 made in plastic and the inlet comes away with the injectors in place..

However, so far, Ive heard very LITTLE of issues with the 2,0 16v HDi engine.. so far, and yes, Id have one too!

[citroenxm]

2.2s were the bad engine, but it was an issue as injectors went THROUGH the inlet manifold, and as they were so deep down the Leaking Seal wasnt detected soon enough by owners untill toooooo late.

The engine could even be Fiats engine in the Vans!

Anyway, a keen ear should hear chugging blow by from a hssing sound when running! The sooner its caught less chance of "Soot" building up and blocking injectors.

2.0 engines from PSA do have a better record! They changed the whole top end design on the 2.0 16v engines, I beleve inlets will come off without the need to remove the injectors now.

On the other hand, the "Coal Soot" that siezes injectors inplace does soften under engine heat! My advice, strip an engine but have it still in a running state, and as quick as you can when how, remove injector fuel pipe and plug, unbolt it and get it out while its hot and molten!

Anyway. As for the Van engine and said above Im not 100% sure whos engine it is. PSA's 2.0 16v HDi engine is 138bhp in the cars from 2004 to late 2008 where it rose to 160bhp,

[c.morewood]

On the other hand, the "Coal Soot" that siezes injectors inplace does soften under engine heat! My advice, strip an engine but have it still in a running state, and as quick as you can when how, remove injector fuel pipe and plug, unbolt it and get it out while its hot and molten!

Or you can use cellulose thinners when the engine is cold.. it works wonders on "coal soot"

[daviemck2006]

I used cellulose thinners on the mess under my air box and couldn't believe how easily it moved the crap under there. Much appreciated tip Chris, and very much advised.

Sent from my GT-I9300 using Tapatalk

[jml]

On the subject of the 2.2 engine, I understood (hoped) that the higher powered 173 HP unit had been redesigned and doesn't suffer from the same problems as the earlier units.

Can anyone confirm, or otherwise ? - guess what I've got !

[Peter.N.]

My 2.2 was fine apart from the dreadful fuel consumption, ran sweet as a nut.

Peter

[DickieG]

On the subject of the 2.2 engine, I understood (hoped) that the higher powered 173 HP unit had been redesigned and doesn't suffer from the same problems as the earlier units.

Can anyone confirm, or otherwise ? - guess what I've got !

My 173bhp 2.2 hasn't had a problem at all, good grunt at low revs with quite acceptable consumption 45+ commuting into London.

[Axa]

Our 2008 Espace 2.0dci (M9R) got the "Check Injection" fault message. What do you suggest I could do too find out if an faulty injector is the problem. The engine is running fine and reading OBD2 codes does not show any injector fault. As far as I remember there was a code on the accelerator position sensor or similar..

[taffy]

Stay well clear of the 1.6 what a load of trouble that caused me

[citroenxm]

Nothing wrong with a 1.6 16v hdi... its down to knowing how to look after them. Injector clamps MUST be checked every service.. .and nipped up.. .we have a 1.6 16v hdi on a 207.. now on 203k miles and on same turbo too.. runs like a clock.
I knew of a 2005 c5 1.6 hdi 16v hdi.. that had 205k on it. The clutch is what went on the car otherwise it still be going now.

[Peter Palmer]

Its strange how people are quick to condemn the 1.6 HDI engine. I've had 3 now in various forms, the first was in a focus estate which I used for work and didn't really look after all that well, got rid on about 140k and all I had to do was replace an injector washer and the glow plugs.

The second was a Berlingo and again it was hammered for work with only the odd service although we looked after it better than the focus, had a power chip on that one as well and zero problems, 140k again.

Our current vehicle is a 2015 dispatch with 198,500 miles on it currently and the engine has been absolutely faultless, still drives as if it were new. I have serviced it when it says its due which is every 16k from what I can remember. All 3 vehicles have had a cam belt as well which obviously helps enormously.

The way we have treated those vehicles I would say the engines are virtually bullet proof. Even the rest of the vehicle isn't that bad, I've only had to change a wheel bearing on the dispatch along with disks and pads obviously.

[MattBLancs]

I've tried an alternative/ modification to the DV6 self loosening injector clamp nuts. They've a low torque value specified and I've read of folks nipping up frequently and then snapping the studs (which are blinking odd things: M6 into the head, a shoulder then M7 for the clamp nut!) The shoulder clamps the camshaft cover in place for added inconvenience when disassembling.

I've swapped the standard long clamp nuts (which have an Allen head socket) for standard Nyloc nuts. M7 nylocs not the easiest thing to find (but if course are on eBay and is nearly everything) 11 mm head, a quarter inch drive socket isn't too bulky to get down to tighten them.

Matt