The 1.4L DuraTorq TDCi engine operates using the direct injection principle.
The cylinder block and reinforcing frame in the 1.4L DuraTorq TDCi engine are made from aluminum. Therefore the engine only weighs 105 kg.
This engine can be used in place of higher-capacity engines thanks to its relatively high output for its capacity class, of 50 kW (68 PS).
The valves are actuated by an overhead camshaft and roller cam follower with hydraulic valve clearance adjustment.
The camshaft is driven by a timing belt, as are the high-pressure pump and the coolant pump.
Engine identification code
The engine serial number is located on the exhaust side of the cylinder block.
In addition, the Vehicle Identification Number (VIN) and the engine code are located on the same side, on the transmission flange.
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Intake duct sealing ring
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Cylinder head cover gasket
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Camshaft housing (top part)
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Camshaft housing (bottom part)
Valve cover
The cylinder head cover is made from plastic and forms part of an assembly that also includes the intake manifold, positive crankcase ventilation (PCV) valve with oil separator and fuel filter bracket.
A separate gasket forms the seal between the cylinder head cover and the top part of the camshaft housing.
The joints between the intake manifold and the cylinder head intake ports in the cylinder head are via four separate sealing rings.
The gaskets must be checked for damage and, if necessary, renewed before mounting the intake manifold.
NOTE:Refer to the current service literature for exact instructions on how to assemble the cylinder head cover and intake manifold.
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Bearing running surfaces
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Shrunk-on shaft end with groove for vacuum pump drive
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Shrunk-on shaft end with integral thrust washer
Camshaft housing
The camshaft housing is made of aluminum and consists of two parts.
The two housing parts are bolted together and special tools (locating pins) are used to align them during production.
The two housing parts are sealed using a one-component, silicone-based sealant when joined together.
NOTE:The upper and lower parts of the camshaft housing are matched to one another other and belong together. It is not possible to replace individual parts of the housing.
Two locating pins (special tools) are used to position the camshaft housing on the cylinder head.
Valve actuation
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Hydraulic supporting mount
The cylinder head is made of aluminum and has two valves per combustion chamber. The valve seats and guides are made of sintered steel.
The cylinder head has a passage for the Exhaust Gas Recirculation (EGR) and has top-entry intake ports.
The intake ports are on the right-hand side of the engine (at the rear when looking towards the front of the vehicle) and the exhaust ports are on the left-hand side of the engine (at the front when looking towards the front of the vehicle).
The valves are actuated by roller cam follower and hydraulic supporting mount for valve clearance adjustment.
The cylinder head mating face can be reworked up to a depth of 0.4 mm by surface grinding.
Cylinder head gasket
The cylinder head gasket is a multi-layer steel gasket.
There is a choice of five different thicknesses, depending on the degree of piston protrusion of the engine. The number of notches (one to five) indicates the gasket thickness.
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Camshaft timing belt pulley
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Bore for camshaft timing peg
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Crankshaft timing belt pulley
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Bore for crankshaft timing peg
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High pressure pump pulley
The camshaft is driven by a timing belt. The timing belt also drives the fuel injection system high-pressure pump and the coolant pump.
The timing belt drive has an automatic tensioning pulley. The tensioning pulley is operated by spring force and is not temperature-dependent.
Cylinder block
The cylinder block is made from aluminum and has cast-in cylinder liners made from cast iron.
This construction is called an "Open-Deck" cylinder block, i.e. it is a cylinder block with a coolant jacket open towards the top.
Through bores for coolant in the upper area between the cylinders improve the cooling.
An aluminum reinforcing frame is bolted to the underside of the cylinder block. It forms the lower halves of the main bearing housing and has cast iron inserts which are cast in place.
One-component, silicone-based sealant is used for the seal between the cylinder block and the reinforcing frame.
NOTE:The sealing surface of the cylinder block to the cylinder head and the cylinder running surfaces must not be re-machined. Thread repairs using thread inserts in the areas of the cylinder head bolts and main bearing bolts are also not permitted.
Crank gear
Crankshaft
The forged steel crankshaft has five main bearings.
Two thrust half-washers on the fourth main bearing limit the axial play. These thrust washers are only available in one standard size.
NOTE:Refer to the current service literature for the exact procedure.
The shaft seals at each end of the crankshaft are made from Teflon. The service shaft seals are supplied pre-formed on a holder. This holder also serves to protect the seal against damage and as an assembly aid.
Connecting rods
Forged connecting rods with fracture-split bearings are used.
Pistons
The pistons are made from a light-metal alloy and each piston incorporates a combustion chamber in the piston crown.
A cone is located in the center of the combustion chamber to ensure a high degree of air/fuel mixture swirl.
Each piston crown also contains two recesses for the valve heads.
The piston crown also has an arrow to show the piston installation orientation, and which must point towards the timing gear end of the engine.
The piston skirt is partially covered with a graphite-based coating in order to ensure the minimum friction, especially during the running-in stage.
Pistons are only available in one weight category.
The piston pin is a floating fit and is held in position by two snap rings.
Flywheel assembly
The engine is equipped with a dual-mass flywheel made of cast iron. The friction surface is 210 mm in diameter.
There is no special installation position of the dual-mass flywheel in relation to the crankshaft.
The flywheel has two blind holes for locking the crankshaft in two different positions.
Crank gear
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Mark showing piston installation orientation
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Thrust washers (axial bearings)
Oil system
Oil pump
The oil pump is located at the timing gear end of the engine. It is driven directly by the crankshaft and is a rotor-type design.
The oil pump internal rotor has two flats which form a keyed connection with the crankshaft.
A pressure relief valve is integral with the oil pump housing. It opens when the oil pressure reaches 5 bar.
A second oil pressure relief valve in the cylinder head limits the oil pressure in the upper part of the engine.
An oil non-return valve is also located in the cylinder head. This prevents the oil from returning to the sump when the engine is stopped, thus ensuring rapid lubrication of the valve gear when the engine is restarted.
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Oil pressure control valve
Oil filter/oil cooler unit
The oil filter/oil cooler assembly is located on the exhaust side of the engine near the flywheel.
The oil cooler is an oil/water heat exchanger.
The oil filter/oil cooler assembly consists of a two-piece housing with replaceable filter element and flange-mounted oil cooler.
There is a blanking plug on the oil filter element for the drain bore in the filter housing. When a new oil filter element is being installed, the oil can flow out through the housing, so that there is no contamination caused by escaping oil.
