The 1.6 TDI turbo diesel was launched in March 2009. Although it is based on 2.0 TDI CR technologies, the 1.6-litre unit is distinguished by several solutions. Modern motor uses an injection system common rail, aluminum 16-valve head, piezo injectors, plastic intake manifold, dual mass flywheel, variable geometry turbocharger and particulate filter. It is noteworthy that the engine is devoid of balancing shafts. Hydraulic mounts are responsible for vibration damping.
Initially, the engine was available in two boost options - 95 and 105 hp, which developed 230 and 250 Nm of torque, respectively. A little later, a weaker 75-horsepower version (195 Nm) appeared, designed for segment B cars ( Skoda Fabia, Volkswagen Polo) And Volkswagen Caddy- a reserve for a 102-horsepower turbodiesel. In 2014, new modifications with a capacity of 110 and 120 hp appeared. The first debuted under the hood Volkswagen Golf Sportsvan, other in Volkswagen Passat B7.
Despite not too impressive power, the engine successfully copes with its task in a wide range model range concern VAG. We'll find it under the hood of most of the B, C and D segments. Of course, a crazy sprint is out of the question, but in a quiet everyday life, the potential is more than enough. As befits a small diesel engine, it has a moderate appetite - in the region of 5-6 liters per 100 kilometers, regardless of engine modification and car model.
Defects and malfunctions
The German engineers learned from their failures with the 2.0 TDI PD and 1.4 TSI engines. This time, a more durable unit was at the disposal of the owners. So far, no typical and often recurring serious malfunctions have been heard. However, this does not mean that one day the motor cannot upset its owner. In addition, do not forget that cars with 1.6 TDI are still approaching the 200,000 km mark.
The most common causes of engine diseases (power loss, uneven operation) are injectors that are very sensitive to fuel quality and the DPF filter (in vehicles operated over short distances). Since piezoelectric injectors are used in the injection system, their repair may not be effective. New ones cost about $250 each.
In some cases, there was oil leakage due to damage to the gasket under the head of the block, failure of the dual-mass flywheel (in more powerful versions) and premature failure of the turbocharger. To extend the service life of the latter, experts recommend reducing the oil change interval to 8-10 thousand km.
Is it worth investing in 1.6TDI?
Despite the short length of service, a small diesel engine has proven itself from a very good side. If you do not save on the service, then technical problems should not occur. Although many users complain about the lack of dynamics, but low operating costs and application in many popular models are very weighty arguments for fans of diesel engines.
Short description:
4-cylinder;
8-valve or 16-valve;
Turbocharging;
For small cars compact and middle class.
The engine appeared at the end of 2001. The first version 1.4 HDI with the designation DV4TD developed 68 hp. It was equipped with a common rail injection system developed by Siemens (later Bosch). The turbodiesel received an aluminum block with cast iron sleeves, an 8-valve head and a constant geometry Garrett turbocharger.
The first version lasted until 2008 with virtually no changes - until the release of the new DV4CTD engine of the same power. The novelty was equipped with a Delphi injection system and a third-generation particulate filter. This made it possible to meet the requirements environmental standard Euro 5.
In 2002, along with the DV4TD, they offered a 90-horsepower 1.4 HDi with the DV4TED4 index. It features a 16-valve boca head, turbocharger variable geometry and charge air cooler. However, the 16-valve version was not very popular.
In 2005, for the needs of the triplet Citroen C1, Peugeot 107 and Toyota Aygo based on the 8-valve version 1.4 HDi, a 54-horsepower version was developed. He allowed to get low consumption fuel - an average of 4.1 l / 100 km.
The 8-valve 1.4 HDi is the least burdensome to maintain. Its main advantage is simple design compared to larger diesel engines. There is no dual-mass flywheel and intercooler (intercooler). A new turbocharger costs only 20,000 rubles. But malfunctions of the injection system will entail more high costs- from 24,000 rubles per nozzle.
Of course, it must be taken into account that the 1.4 HDi is designed for small cars, so it is not as hardy in the larger Citroen Xsara and Peugeot 307. You can usually expect 150,000 km of trouble-free operation. After 200,000 km wears out not only attachments, but also the “insides”, which is manifested by a drop in power and oil consumption.
Turbocharger
One of the main malfunctions of the 1.4 HDi is the failure of the turbocharger. In versions with a capacity of 54 and 68 hp. it has a constant geometry and is relatively cheap - about 20,000 rubles. For repairs will have to pay half the cost.
Incorrect operation of the exhaust gas recirculation system is manifested, for example, by a decrease in power. Usually the cause is a faulty recirculation valve. exhaust gases or the vacuum valve that controls it. Newer 1.4 HDi versions use a valve with electric drive, characterized by higher strength, including due to the self-cleaning function. The cost of a new valve is from 6,000 rubles.
crankshaft pulley
A pulley with a damper is used to drive the generator and power steering pump. Its service life is over 70-100 thousand km. A new original pulley is available for 6,000 rubles, and analogues are half the price.
Application:
Citroen C1: 2005-2014
Citroen C2: since 2003
Citroen C3: since 2003
Citroen Nemo: since 2008
Citroen Xsara: 2003-2005
Ford Fiesta: since 2003
Ford Fusion: 2002-2012
Mazda 2: 2003-2014
Peugeot 107: since 2005
Peugeot 206: 2002-2007
Peugeot 207: 2006-2012
Peugeot 307: 2001-2010
Peugeot Bipper: since 2008
Toyota Aygo: 2005-2010
Summary
In small cars, the 1.4 HDi performed well. It provides decent dynamics and very low fuel consumption. Malfunctions happen, but the prices for spare parts, even such important ones as injectors, are not so high. This is one of the cheapest common rail diesel engines to repair.
1.6HDi
Short description:
4-cylinder;
8 or 16 valve;
Common rail injection system;
Turbocharging;
Designed for small cars, representatives of the compact and middle class, minibuses.
The 1.6 HDi is undoubtedly a very successful engine. It is presented in two variants: 16-valve, produced since 2002, and 8-valve, which debuted in 2010. Most widespread got the first one. He has toothed belt Timing, which drives one camshaft. The other camshaft is rotated by the timing chain. The manufacturer prescribes the replacement of the timing belt after 240,000 km, but experienced mechanics recommend reducing the interval by at least half. The timing chain is capable of withstanding 200,000 km. After it begins to stretch, and noise appears.
The engine is equipped with a common rail injection system. The vast majority of specimens have fuel equipment Bosch, which guarantees reasonable costs for any kind of repair work. But there are modifications with Siemens equipment. The system is durable, but much more expensive to operate. Her nozzles are beyond repair. Before buying, you should determine what you have to deal with. Hint can be found in the inscriptions on fuel pump or by VIN code(in the official service or the Internet).
The 1.6 HDi exists in several power versions and equipment configurations - depending on the type of turbocharger, flywheel and availability particulate filter. 75- and 90-horsepower modifications have the simplest set of equipment.
Operation and typical faults
The 1.6 HDi engine is quite reliable, although owners and mechanics point out one drawback - a tendency to oil leaks. Fortunately, more serious malfunctions are very rare. On versions with a combined timing drive (chain plus belt), there are isolated cases of chain stretching.
Turbocharger
The supercharger itself is durable, but the lubrication system is disappointing. We are talking about the oil supply line to the rotor bearings. Over time, the permeability of the channel decreases, which gradually leads to an increase in lubrication deficiency and wear. To prevent a malfunction, it is necessary to regularly clean the channel or simply replace the oil supply pipes.
particulate filter
Some versions of the engine have a particulate filter (there are no clear rules for its use). If the car is operated in the city, then an increase in the oil level may be observed. This is an excess of fuel that is used to burn out the filter and enters from the cylinder walls into oil pan. Interestingly, in later copies this problem does not occur, and if it does, it is very rare.
nozzles
Injector malfunctions occur, but not regularly. However, you need to be prepared for this. If the car has a Bosch injection system, then the repair cost will be between $100 and $500. If Siemens, then you will have to spend almost $1,000. When checking a car, listen to the engine. uneven work on Idling may indicate injector problems.
Oil leaks, exhaust smell in the cabin
You will not find leaks from the bottom of the engine, but traces of oil in the area of \u200b\u200bthe nozzles are quite likely. Fortunately, this is not dangerous. The disease is accompanied by the smell of exhaust gases in the cabin. This means it's time to renew the sealing washers under the injectors. Mechanics recommend performing a preventive replacement of washers every 2-3 years.
Specifications
|
Version |
1.6HDi - 75 |
1.6HDi - 90 |
1.6HDi - 90 |
1.6HDi-92 |
1.6HDi - 109 |
1.6HDi - 109 |
|
injection system |
||||||
|
Working volume |
||||||
|
Power |
90 HP / 4000 |
90 HP / 4000 |
92 HP / 4000 |
109 HP / 4000 |
112 HP / 4000 |
|
|
Max. torque |
185 Nm / |
215 Nm / |
230 Nm / |
230 Nm / |
240-260 Nm / |
270-285 Nm / |
|
Timing drive |
belt + chain |
belt + chain |
Toothed belt |
Toothed belt |
belt + chain |
Toothed belt |
Application:
Citroen C2: 2003-2009
Citroen C3 I: 09.2005-08.2010
Citroen C3 II: from 11.2009
Citroen C4 I: from 11.2004
Citroen C5 I: 09.2004-08.2007
Citroen C5 II: from 02.2008
Peugeot 206: 05.2004-07.2009
Peugeot 207: from 02.2006
Peugeot 208: from 03.2012
Peugeot 307: 02.2004-08.2007
Peugeot 308: from 09.2007
Peugeot 3008: from 06.2009
Peugeot 407: 05.2004-09.2011
Ford Fiesta V: 11.2004-09.2008
Ford Fiesta VI: from 10.2008
Ford Fusion: from 11.2004
Ford Focus II: 11.2004-09.2011
Ford Focus C-Max: from 10.2003
Mazda 2: 04.2006-06.2009
Mazda 3: 04.2006-06.2009
Mini: from 03.2007
Suzuki SX4: from 04.2007
Volvo C30: 10.2006-09.2012
Volvo S40: 01.2005-07.2013
Volvo V50: 01.2005-07.2013
Volvo V70: from 01.2010
Volvo S80: from 01.2010
Summary
The 1.6 HDi engine deserves the highest marks. It is easy to use, has low level noise and vibration, does not create problems for mechanics. The main thing is not to run into a car with too much mileage.
2.0HDi
Short description:
4-cylinder;
8 or 16 valve;
Common rail injection system;
Turbocharging;
Designed for a wide range of vehicles of various classes.
The 2.0 HDi engine is one of the best in its class. Nothing surprising. It is based on the design of the old time-tested 1.9 D unit, created more than 15 years ago. Therefore, the modern French turbodiesel is devoid of almost all childhood diseases.
All 2.0 HDi versions have common rail injection manufactured by Bosch or Siemens. Older generation motors were equipped with an 8-valve block head, later with a 16-valve. With the exception of the very first copies, all modifications of the French turbodiesel work with a wet-type particulate filter. In Japanese and German models a dry type filter can be used.
The timing belt is driven by a belt. In the 16-valve version, the second shaft is connected to the first with a timing chain.
Operation and typical faults
The particulate filter causes the most controversy. Most preferred models recent years production without a particulate filter (there are also such). For example, Citroen C5 in 2005 in some markets of Eastern Europe not equipped with a particulate filter. But in the vast majority of cars the filter is installed. However, it is worth noting that in older models before 2003, the filter had a lower capacity and barely lasted 80,000 km. Later, the manufacturer began to install an improved filter larger capacity with a service life of about 180,000 km.
Pulley
The problem affected mainly buyers of the diesel 2.0 HDi of the first series. It turned out that damper pulley belt drive auxiliary equipment withstands only 20-30 thousand km. Demand for the pulley exceeded supply, and a huge queue lined up for services. There are currently no problems with spare parts.
Timing chain tensioner
Although rare, there are cases of stretching of the timing chain connecting the shafts. Replacement cost is about $300.
Specifications - Part I
|
Version |
|||
|
injection system |
|||
|
Working volume |
|||
|
Arrangement of cylinders / valves |
|||
|
Power |
90 HP / 4000 |
107 HP / 4000 |
108-109 HP / 4000 |
|
Max. torque |
|||
|
Timing drive |
toothed belt |
toothed belt |
toothed belt |
Specifications - Part II
|
Version |
||||
|
injection system |
||||
|
Working volume |
||||
|
Arrangement of cylinders / valves |
||||
|
Power |
100-136 HP / 4000 |
103-140 HP / 4000 |
110-150 HP / 3750 |
120-163 HP / 3750 |
|
Max. torque |
320-340 Nm / 2000 |
|||
|
Timing drive |
belt + chain |
belt + chain |
belt + chain |
belt + chain |
Application:
Citroen Xsara I: 02.1999-03.2005
Citroen Xsara Picasso: 12.1999-08.2010
Citroen C4 I: 11.2004-04.2012
Citroen C4 Picasso: from 02.2007
Citroen Xantia: 02.1999-04.2003
Citroen C5 I: 03.2001-02.2008
Citroen C5 II: from 02.2008
Citroen DS5: from 11.2011
Citroen Evasion: 08.1999-07.2002
Citroen C8: from 07.2002
Peugeot 206: 12.1999-11.2009
Peugeot 306: 06.1999-04.2002
Peugeot 307: 08.2000-09.2008
Peugeot 308: from 09.2007
Peugeot 3008: from 06.2009
Peugeot 406: 06.1998-10.2004
Peugeot 407: 05.2004-09.2011
Peugeot 508: from 10.2010
Peugeot 5008: from 11.2010
Peugeot 607: 05.2000-08.2010
Peugeot 807: from 06.2002
Ford Focus II: 11.2004-10.2011
Ford Mondeo III: from 03.2007
Ford C-Max: 10.2003-03.2007
Ford S-Max: from 06.2005
Ford Galaxy II: from 05.2006
Ford Kuga: from 08.2003
Suzuki Grand Vitara: 07.2001-07.2003
Volvo C30: 10.2006-09.2012
Volvo V70: from 10.2007
Summary
Older 8-valve versions are considered the most reliable. Injectors and turbocharger are inexpensive to repair, and crank mechanism very durable. More modern 16-valve modifications require more thorough diagnostics before purchase, but are also worthy of recommendations.
2.2HDi
Short description:
4-cylinder;
16-valve;
Common rail injection system;
Designed for cars of the middle class and above.
The first generation 2.2 HDi (DW12) debuted in 2000 in the Peugeot 607. At the time, it was a modern engine.
The 2.2-liter turbo diesel from the very beginning had 16 valves and was always equipped with a particulate filter, as it was certified to the Euro 5 standard. Reliable and maintainable Siemens electromagnetic injectors were responsible for fuel injection.
Due to the non-optimal ratio of diameter and piston stroke ( big move) the engine received a cartridge with balancing shafts driven by crankshaft. An interesting solution was also the vacuum damper control system during intake system. She directed air to one or two valves, thereby changing the value of torque.
In 2006, the next generation 2.2 HDi is introduced, with many significant changes. First of all, the power has increased to 170 hp. The increase was achieved through the use of two or more turbochargers high pressure injection, which has grown from 1600 to 1800 bar.
In the injection system, instead of electromagnetic nozzles, piezoelectric nozzles with 7 holes began to be used to provide multi-phase spray. From balance shafts and systems for changing the length of the intake channels were abandoned. An electric EGR valve appeared in the exhaust gas recirculation system, and the diesel particulate filter replacement interval increased to 140,000 km.
The last 2.2 HDi installed since 2010 reached 204 hp. And the turbocharger is again alone. It should be noted that the turbine is cooled by liquid. This had a positive effect on its durability. Modified fuel system received piezoelectric injectors with 8 holes, and the injection pressure increased to 2,000 bar.
Operation and typical faults
The particulate filter works with additives, which is entirely justified. Since it is not installed with the catalyst, but behind it. Additives reduce the ignition temperature of soot. This does not require a large number diesel fuel for the burning process. As a result, in 2.2 HDi there is practically no dangerous oil dilution by diesel fuel.
The only problem is that supplements need to be replenished regularly. For this, a special tank with a dispenser is provided in the car. The service maintenance plan recommends replenishing the fluid supply in the range from 90 to 120 thousand kilometers.
The big differences between the 2.2 HDi generations make them look like different engine designs with their own problems.
The first generation 2.2 HDi is the most popular on secondary market. Buyers of vehicles with this engine should check the tightness of the injection system, the condition of the turbocharger and the dual-mass flywheel. It does not have typical design defects, but often the diesel particulate filter causes trouble.
In the case of the later 2.2 Hdi / 170 hp. big problem turns out complex design intake system that uses two turbochargers. Mechanics have difficulties not only with the accuracy of diagnostics, but also with repairs (difficult access).
The latest 2.2 HDi is more loaded. It is too early to judge its durability. Owner experience shows that most problems are caused by the FAP filter.
The 2.2 HDi turbodiesel, as a rule, overcomes the first 200,000 km without serious failures. Later, there may be problems associated with equipment breakdowns. More often malfunctions happen with the first generation engine. This is due to a decent age and high mileage. Over time, nozzles, a turbocharger wear out, leaks appear in the injection system, sensors fail, and malfunctions associated with the particulate filter occur. To this it is worth adding the features of a complex design - balancing shafts and an inlet channel of variable length.
The new engines have a simplified mechanical design, but received more electronic equipment, which is something to be wary of in the future. In the 2.2 HDi of the second generation, both turbochargers create problems.
injection system
There are problems with starting, power drops, fuel consumption increases, the exhaust turns black.
Repair usually consists of replacing fuel injectors. In addition, the tightness of the high-pressure circuit is often violated.
Turbocharging
Feeling a lack of power exhaust pipe goes blue smoke, the oil level drops, a loud whistle is heard during acceleration.
Before deciding to replace the turbocharger, you should make sure that it is he who is the cause of the power shortage. Sometimes the controller reduces the efficiency of the turbine due to obstruction of the particulate filter.
Electronics
There are problems with starting, power drops, there is no proper reaction when the gas pedal is pressed, the engine goes into emergency mode.
The controller and electronic equipment can be responsible for many different problems. In the event of a controller failure, it can usually be restored. Faulty sensors are to be replaced.
particulate filter
There is a drop in power, on the screen on-board computer information about a clogged particulate filter is displayed, the engine goes into emergency mode.
The particulate filter requires replacement every 80, 120, 140 or 180 thousand km. It all depends on the generation of the FAP filter. The first filters have a relatively short lifespan, but are inexpensive. Later filters are changed less often, but are 4 times more expensive. Do not forget about replenishing the supply of special fluid.
Application:
Summary
Diesel 2.2 HDi can be considered a successful design, although not very durable. Unfortunately, this engine turns out to be quite expensive to repair and maintain, especially when long runs. Operating costs increase and required filter solid particles.
1.6 liter turbodiesel manufactured by Volkswagen went into production in 2009. As planned by the manufacturer, 1.6 TDI replaced the 1.9 TDI PD.
History and design features 1.6 TDI
In 2014, new 110-horsepower and 120-horsepower engine modifications appeared. The first was installed in the new VW Golf Sportsvan, the second in the VW Passat B7.
Operation and resource
Despite relatively modest power figures, the 1.6 TDI's torque is enough for normal urban and suburban operation - at least on B and C class cars.
And the fuel consumption, which the owners cannot get enough of, is only 5-6 liters. fuel per 100 km.
Unlike the problematic 2.0 TDI PD, the 1.6-liter unit is considered quite reliable - this is recognized by both owners and experts. Of course, cars manufactured in 2009 and later still do not have typical problems with a mileage of 200-300+ thousand km.
In addition to difficulties with starting (clogged nozzles + spark plugs for replacement), owners are rather happy with the operation of the 1.6 TDI.
Experts also consider it one of the most successful in the history of VAG and evaluate resource over 300-400 thousand km.
Problems and disadvantages of 1.6 TDI
The owners only complain about the sensitivity of piezoelectric injectors to fuel quality. The latter directly affects problems with starting and uneven operation of the motor and its power. Engine tripping, floating speed and dips in operation are signs of clogged injectors. The situation is complicated by the fact that replacing them is very expensive, and repairs will not give the desired result.
Problems are also encountered with the DPF filter: when driving in an urban cycle, for short distances with frequent stops, it quickly clogs and fails, which also affects uneven work engine.
Some owners have experienced oil leaks. It is leaking due to a blown gasket under the cylinder head.
For more powerful versions 1.6 TDI happens premature wear dual mass flywheel. But in general, the clutch serves more than 200 thousand km. mileage without replacement.
Turbine failure is usually the result of too long an oil change interval. Servicemen recommend not trusting the manufacturer's regulations, but changing the lubricant every 8-10 thousand km.
Total
Despite the short experience, this turbodiesel shows itself to be reliable. If you invest in maintenance and good consumables, technical problems can be avoided, and there is nothing special to break down.
The 1.6 TDI speakers are enough for not the most large cars when driving in the city and on the highway.
Of course, the owners will also be pleased with the fuel efficiency of the 1.6 TDI, regardless of its modification.
- Features, reliability and resource of a turbodiesel 1.9 Volkswagen TDI we considered.
Turbo diesel engine 1.6 TDI from Volkswagen debuted relatively recently - in 2009. The power unit became the heir to those technological solutions that the Germans had previously used in the 2.0 TDI CR engine. However, thanks to the presence of a common rail injection system, an aluminum head, piezo injectors, a turbocharger and a particulate filter, the 1.6 TDI power unit has become German company peculiar new era in the field of engine building. An interesting feature diesel 1.6 TDI is that it is devoid of balance shafts. The damping of unwanted vibrations in it is at the mercy of hydraulic supports engine.
During its production, the 1.6 TDI has acquired a large number of versions with varying degrees forcing. If initially this power unit could develop 95 and 105 Horse power, then a little later, especially for compact hatchbacks Skoda Fabia and Volkswagen Polo deformed it to 75 "horses". In 2014, the power of the 1.6 TDI, on the contrary, was increased. He began to develop 110 and 120 horsepower. In the most powerful version, it was installed even on the middle class model Volkswagen Passat. Naturally, in none of the forcing options, the diesel 1.6 TDI endowed the car under the hood of which it was located with enviable dynamics, but took it with others - excellent efficiency.
The reliability of the diesel 1.6 TDI, especially when compared with the frankly unsuccessful 2.0 TDI and 1.4 TSI, is above average. Even taking into account the fact that many engines have already managed to roll about 200 thousand kilometers, about some typical malfunctions or frankly weak spots are still inaudible. by the most weak point 1.6 TDI, perhaps, are injectors that are painfully sensitive to fuel quality. And if in greenhouse European conditions it is quite possible to put up with this, then our situation is different. Refueling must be chosen carefully. Otherwise, sooner or later the engine will lose power and start to work unevenly. In addition, the repair of piezoelectric injectors is extremely inefficient. In which case they will have to be changed. And this pleasure is not cheap. In addition, the 1.6 TDI engine is not immune to premature exit failure of the turbocharger and dual-mass flywheel. However, this cannot be called typical problems. The resource of the same turbocharger can be quite increased. To do this, it is enough just to reduce the oil change interval to 8-10 thousand kilometers.
So even taking into account all the shortcomings, and there are very few of them by modern standards, the 1.6 TDI diesel engine from Volkswagen can be called a completely successful unit. With proper maintenance, it will not let you down.
Photos from open sources on the Internet.
Hi all!
I decided to write a review about the Golf 6 with a rare 1.6 TDI engine for Russia. I own a car recently, but I think the picture can already be drawn up.
Briefly about the car: Golf 6, 2010, 1.6TDI engine, high-line equipment, mileage 80,000 km. Bought and operated in Germany, so there are nuances in operation.
1. Engine.
I really like the engine. For several years now I have been a fan of diesels and advise everyone who has the opportunity to change to diesel cars. I think that in this unit, folks engineers very successfully managed to find a balance between power and efficiency. The engine pulls very decently even with complete car and uphill. Consumption I still get 7 liters. I drive in mixed mode in mountainous terrain. On the autobahn, if you go 130, then the consumption is 5-6 liters. For comparison, Fusion at the same speed ate 10. Also, this engine provides acoustic comfort: almost all the time the speed does not exceed 2000 and the engine is not audible. True, I can’t say how he will behave in conditions Russian winter and with Russian quality fuel .. Winters here are mild and there are no problems with starting. I summarize once again: I strongly recommend this unit for operation, especially if there is a warm garage.
Salon too full order. In general, I like VW cars for their simplicity and practicality. Everything is quite concise, strict, but everything is at hand. After a week of driving, you no longer need to look for buttons, the hand gets where it needs to be. Pleased with finishing materials. Head unit with 8 speakers gives a good sound. The only thing is that the screen of the navigator could be bigger. I also really liked the driver's seat: steering wheel adjustment in two directions allows you to sit down as comfortably as possible. This was not in Fusion and now I understand what I was missing in it. Seats with good lateral support and adjustable lumbar support. There is a lot of space in the cabin, but in my opinion this is done at the expense of the trunk. The trunk is definitely not big. Who needs to constantly transport something, buy a station wagon.
3. Driving performance.
According to the dynamics of the car, I can’t call it an airplane, but the car drives quite cheerfully. After 150, the speed is gaining quite sluggishly, but 200 rides confidently. At the same time, the cabin is quite quiet. The same Fusion at 130 and above had quite loud aerodynamic noise. There are quite a lot of mountain serpentines in our area and there is a place to test taxiing. In this discipline, five with a plus unambiguously. From time to time I try to provoke a skid or a slight slip on a free road, but what the heck. I'm already scared in this turn, and then even the ESP does not start working. I think the merit here is that rear suspension multi-link. By the way, on the seventh course there is already a beam. In general, who needs dynamics, take a two-liter diesel engine, but for everyday driving 1.6 is enough for the eyes, and it eats 20 percent less than a two-liter one.
4. Reliability.
For 80 tkm, the EGR valve broke. Now there is little problem, which has not yet been reached. Some kind of gasket allows exhaust gases to pass through, and if the car has been running in one place for a long time, then the smell of gases is felt in the cabin. Perhaps when replacing the same EGR valve, the gasket was incorrectly installed. That is, the car cannot be called absolutely reliable, but you can survive one breakdown in 4 years of operation. I wonder how many breakdowns would be during operation according to Russian roads. Still, the quality of the roads and the amount of vibrations associated with it greatly affect the car.
Everything, the review is over, kick. If you have questions, ask in the comments.
