The 1.6-liter Ford 1.6 TDCi diesel engines were produced by the concern from 2004 to 2017 in two different generations: the first with a 16-valve cylinder head and the second with an 8-valve cylinder head. These diesels are known as Peugeot 1.6 HDi, Mazda 1.6 CiTD, Volvo D4162T and D4164T in other cars.
Ford 1.6 TDCi engine design
In 2003, a 1.6-liter diesel engine, created in a joint venture with PSA and known as the DV6 and 1.6 HDi, debuted on the first generation Ford C-Max model. It was quite a typical unit for that time: an aluminum block with cast-iron sleeves, an aluminum 16-valve cylinder head with two camshafts and hydraulic compensators, a combined timing drive in the form of a belt and a small chain with a tensioner between the camshafts, as well as a Bosch Common Rail fuel system with electromagnetic nozzles. Engine modifications under 100 hp were equipped with a conventional Mitsubishi TD025 turbine, while more powerful versions received a Garrett GT1544V variable geometry turbocharger.
In 2010, the second generation engines appeared, which received an 8-valve head and finally got rid of the rather problematic chain between the two camshafts. Even a newer generation Common Rail fuel system was installed on these engines: modifications up to 100 hp were equipped with Bosch with electromagnetic injectors, more powerful versions were already Siemens (later renamed Continental) with piezo injectors. Turbines are also different: weak engines received a regular Mitsubishi TD02H2 turbocharger, and versions with more than 100 hp were equipped with a variable geometry turbine Garrett GTC1244VZ.
Specifications for versions with 16-valve cylinder head
| Production years | 2004-2010 |
| Displacement, cc | 1560 |
| Fuel system | Common Rail |
| Power output, hp | 75 – 109 |
| Torque output, Nm | 185 – 240 |
| Cylinder block | aluminum R4 |
| Block head | aluminum 16v |
| Cylinder bore, mm | 75 |
| Piston stroke, mm | 88.3 |
| Compression ratio | 18.0 – 18.3 |
| Fuel type | diesel |
| Euro standards | EURO 4 |
| Engine lifespan, km | ~350 000 |
In total, we know about 5 different modifications, plus each has several more versions:
| HHJF (75 hp / 185 Nm) | Ford Fiesta Mk6 |
| HHJA (90 hp / 205 Nm) | Ford Fiesta Mk5, Fusion Mk1 |
| HHJC (90 hp / 215 Nm) | Ford Fiesta Mk6 |
| GPDA (90 hp / 215 Nm) | Ford Focus Mk2, C-Max Mk1 |
| G8DA (109 hp / 240 Nm) | Ford Focus Mk2, C-Max Mk1 |
Specifications for versions with 8-valve cylinder head
| Production years | 2010-2017 |
| Displacement, cc | 1560 |
| Fuel system | Common Rail |
| Power output, hp | 75 – 115 |
| Torque output, Nm | 200 – 270 |
| Cylinder block | aluminum R4 |
| Block head | aluminum 16v |
| Cylinder bore, mm | 75 |
| Piston stroke, mm | 88.3 |
| Compression ratio | 16.0 |
| Fuel type | diesel |
| Euro standards | EURO 5 |
| Engine lifespan, km | ~350 000 |
In total, we know about 11 different modifications, plus each has several more versions:
| UBGA (75 hp / 220 Nm) | Ford Connect Mk2 |
| T3JA (95 hp / 200 Nm) | Ford Fiesta Mk6 |
| TZJA (95 hp / 205 Nm) | Ford Fiesta Mk6 |
| T3JB (95 hp / 215 Nm) | Ford B-Max Mk1 |
| T3DA (95 hp / 230 Nm) | Ford Focus Mk3, C-Max Mk2 |
| TZGA (95 hp / 230 Nm) | Ford Connect Mk2 |
| NGDA (105 hp / 270 Nm) | Ford Focus Mk3 |
| T1BA (115 hp / 270 Nm) | Ford Mondeo Mk4 |
| T1DA (115 hp / 270 Nm) | Ford Focus Mk3, C-Max Mk2 |
| T1GA (115 hp / 270 Nm) | Ford Connect Mk2 |
| T1WA (115 hp / 270 Nm) | Ford Galaxy Mk2 |
Disadvantages of the Ford 1.6 TDCi engine
- In the early years of the production of this diesel engine, the camshaft cams and the chain tensioner between the camshafts wore out very quickly. This led to a shift in the valve timing and unstable engine operation. Then the node was upgraded.
- The turbine is generally not reliable, especially the geometry change mechanism. In addition, it often fails due to the fault of a clogged coarse oil filter, which is located in the fitting with which the oil supply pipe is attached to the cylinder block.
- The fuel equipment of the Common Rail type is very demanding on the quality of diesel fuel here, but the Bosch CP4S1 high-pressure fuel pump, which was installed on second-generation diesel engines, was especially distinguished: the plunger rollers jammed in it and it immediately began to drive chips, clogging the system.
- The remaining problems are quite typical for diesel power units of that time: the EGR valve clogs very quickly, the diesel particulate filter has a low resource, and oil leaks are often found at the junction of the crankcase ventilation pipe with the inlet pipeline.
