home Fuels and lubricants Which cars are equipped with k9k 808.

808. Engines and weaknesses of the K9K engine

Which cars are equipped with k9k 808. Engines

and weaknesses of the K9K engine
16.12.2019

20046 07.11.2017
Renault's 1.5-liter turbo diesel dCi (designation K9K) appeared in 2000 and has been
produced for more than 10 years since then. Of course, during all this time the engine
has been repeatedly upgraded. This power unit has survived a change in fuel systems
from three manufacturers. Initially, the K9K engine was equipped with Delphi’s Common
Rail system, then there were versions with the Siemens fuel system and, in the latest
generations, with Continental injection (essentially the same Siemens, but with the
Continental logo, which acquired VDO Automotive from Siemens ").

The 1.5 dCi engine has a number of typical sores, however, the presence of some of
them depends on the manufacturer of the fuel system. So, until about September 2004,
the K9K engine was equipped exclusively with the Delphi fuel system. Such motors in
their designation have an index up to 728 inclusive, as well as 830 and 834, and their
power does not exceed 105 hp The Delphi fuel system is more demanding on fuel quality,
but all of its components are cheaper to repair. This fuel system needs good care; you
need to install only the original fuel filter for its trouble-free operation. But the most
important thing is to “feed” it only with high-quality diesel fuel. Due to low-quality or
“dry” diesel fuel (and all rubbing CommonRail components are lubricated by fuel) and
especially because of the water content in the fuel or short-term airing of the fuel
system, the Delphi injection pump can start to “chip” due to which it subsequently
spreads over the entire fuel system. Chips are formed in a pair of "high-pressure fuel
pump rotor - shaft rollers." As a result, nozzles and the pump itself may fail. In addition
to the formation of chips that literally poison the entire fuel system, the performance of
the high-pressure fuel pump decreases: it ceases to supply fuel under the initial
pressure. Also, the weak point of injection from Dekphi are the nozzle check valves,
which excessly pour fuel into the fuel return pipe. Because of this, problems may occur
with starting the engine.

The advantage of the Delphi fuel system, in addition to maintainability and the relatively
low cost of repairs, is the use of an accelerometer, due to which the injection adapts to
the natural wear of the nozzles. This feature allows you to change and install nozzles
without registration, grind and change valves. By the way, the new Delphi nozzle for the
1.5 dCi K9K motor will cost 500 rubles.

By 2005, the 1.5 dCi K9K engine was modernized. He changed the head of the cylinder
block, crankshaft and piston, and power increased - in the most powerful version, the
engine output reaches from 106 to 110 hp. For the injection of fuel into the cylinders of
such engines, the CommonRail system from Siemens is responsible. The upgraded
engines received indices 732, 764, 780, 804, 832, 836. Powerful 1.5-liter dCi diesel
engines with Siemens fuel can be identified by the presence of a 6-speed manual
gearbox, while all versions of this Delphi diesel engine worked in tandem with 5-speed
manual gearbox. And if you look into the engine compartment and look at the reverse
fuel supply channels, then Delphi can be recognized by the fuel pipes extending from
above, and Siemens - by the ones coming out from the side.

The Siemens fuel system is uniquely reliable and has no characteristic weaknesses. If
problems happen to her, it is only because of a significant mileage. The most common
problem with the Siemens fuel system is a malfunction of the booster pump that is built
directly into the high pressure fuel pump. Poor swap performance causes excessive wear.
As a result, the high-pressure fuel pump does not receive enough fuel and works with
deviations from the norm, which immediately responds to engine performance.

The Siemens fuel system (or later Continental) uses only piezoelectric injectors. They are
unpretentious and easily serve 200,000 km and even more. However, they cannot be
repaired: only a complete replacement is implied. You can put both new (about 400-700
rubles apiece) nozzles, and "used" (200-400 rubles).

In rare cases, malfunctions of the fuel system can lead to the death of the 1.5 dCi K9K
engine. Due to the “pouring” nozzles, the pistons may burn out. However, the most
common cause of a total failure of the K9K motor is cranking the connecting rod
bearings. The fact is that the connecting rod bearings themselves are short-lived and
experience heavy loads. As natural wear and tear increases, the gap between the shaft
journal and the liner increases, through which the oil, without encountering sufficient
resistance, simply merges into the sump without lubricating the loaded friction parts. As
a result, the liner wear is accelerated, which soon leads to their rotation. The engine that
was knocked out due to cranking the liners is often changed to a contract one - it is
cheaper and faster. The average cost of a contract motor of 1.5 dCi varies from 1000 to
2000 rubles.

To avoid turning the liners, it is recommended that they be replaced every 60,000 km.
And engine oil for the 1.5 dCi K9K motor should only be used in accordance with the
manufacturer's tolerances. It is important to know that not only all consumables, but
also the connecting rod bearings must be changed immediately on a machine fresh from
Europe. In Europe, the service interval of this motor reaches 30,000 km, which is not at
all beneficial to the liners. By the way, when changing the oil on this engine, it is
recommended to fill the new filter with fresh oil: this will exclude short-term oil
starvation of the rubbing parts of the motor.

Faulty oil filter valves can also reduce the life of the 1.5 dCi K9K motor: because of them,
when the engine is not running, oil is not held by the rubbing parts and drains into the
sump. Therefore, when starting, the engine literally runs “dry” for several seconds. Also,
the low oil pressure in this power unit may be due to the weakened spring of the
pressure reducing valve of the oil pump. An approximate opinion on the state of oil
pressure in the 1.5 dCi K9K engine can be made using the indicator lamp on the
dashboard: if after at least half an hour of inactivity the lamp goes out instantly after
starting the engine, then the oil pressure is most likely in order. However, in any case,
maintenance work on replacing the connecting rod bearings should not be postponed.

In general, the whole engine suffers because of these very loose leaves. Indeed, with
friction, chips are formed, which the oil carries throughout the motor. So, in particular,
just because of this shavings, the 1.5 dCi K9K turbocharger “dies”. The turbines of the
KKK company, which now belongs to the even larger BorgWarner corporation, were
installed on this engine. The 1.5 dCi K9K engine turbines have several designs, but they
are all reliable and have no design flaws. However, such turbines break. The reason, as a
rule, is the same: small chips fall into the oil film on the rotor bearing bushings. Here, at
huge speeds of rotation of the rotor, the metal wears out on its surface, the smallest
imbalance is formed, which after some time breaks the turbine seals. Also, 1.5 dCi K9K
engine turbines fail due to the use of improper engine oil (improper tolerances or
viscosity) or due to the increase in the intervals for its replacement.

Powerful 1.5 dCi K9K engine modifications feature a dual-mass flywheel and particulate
filter (FAP), which may require replacement - they simply cannot be repaired.
For your car you can pick up on our website

K9K motor is a representative of the Renault powertrain series. This is the diesel engine
that the world saw in 2001. Eight-valve, economical and cheap power unit with a volume
of 1.5 liters and dCi injection system.

Speci<cations and Description

The main motor has low performance. The volume of 1.5 liters is only 65 horsepower.
This engine lacks components such as a turbocharger and a dual-mass flywheel. There is
also a Delphi injection system that operates at low pressure.

K9K engine

The most popular version is 82-horsepower. This engine is already equipped with a
turbocharger with an intercooler, and fuel is also supplied at a higher pressure of 1.0-1.2
bar. Also, nozzles of a new generation are installed.

In the 100-strong variation, there is already a two-mass flywheel and a variable

geometry turbine. The injection pressure here is increased from 1400 to 1600 bar, and
the boost pressure reaches 1.25 bar. The design of the crankshaft and cylinder head has
also been changed.

Consider the main technical characteristics of power units:

1.5 DCI 1.5 DCI 1.5 DCI 1.5 DCI 1.5 DCI 1.5 DCI
Version
- 65 - 82 - 85 - 101 - 105 - 110

Common Common Common Common Common Common

Injection system
rail rail rail rail rail rail

1461 1461 1461 1461 1461 1461

Working volume
cm3 cm3 cm3 cm3 cm3 cm3

Arrangement of
R4 / 8 R4 / 8 R4 / 8 R4 / 8 R4 / 8 R4 / 8
cylinders / valves

65 h.p. / 82 h.p. / 85 h.p. / 101 h.p. 105 h.p. 110 h.p.

Power
4000 2000 3750 / 4000 / 4000 / 4000

160 Nm 185 Nm 200 Nm 200 Nm 240 Nm 240 Nm

 Max. torque / 2000 / 2000 / 1750 / 1900 / 2000 / 1750

Toothed Toothed Toothed Toothed Toothed Toothed

Timing Drive
belt belt belt belt belt belt

Service
As you know, diesel power units require more frequent maintenance. The service interval
for the K9K motor is 7500-8000 km. Often the owners complain that this is too short,
but at the same time the 1.5 engine consumes only 5.5 liters per 100 kilometers.

Engine Block K9K

Also, maintenance includes checking all systems, the absence of oil leaks and
malfunctions. Every 30,000 km, a complete ECU diagnosis is required, and every 20,000
km an air filter element is replaced. According to the manufacturer’s recommendations,
every 2 maintenance operations should be carried out to clean nozzles.

Conclusion
The K9K engine is a reliable and strong power unit, which has several modifications. The
weakest engine has only 65 horsepower. The strongest is a 100-horsepower engine with
increased power characteristics.

_________________________________________________________________________

Review of the K9K Renault Duster car engine

On many Renault Duster, Renault Megane 2 cars they install a K9K 1.5 DCI diesel engine
with a capacity of 1.5 liters, 86 hp. The K9K Turbo – supercharged engine, in-line, liquid-
cooled, with four cylinders, with the ONS gas distribution mechanism, is located
transversely in the engine compartment.

The cylinder head of the diesel engine is made of aluminum alloy. The cylinder head
gasket is made of metal, making it more resistant to high temperature and pressure.

The cylinder block of the K9K engine of Renault Duster, Renault Megan 2 cars is cast
from gray cast iron with cylinder liners already formed. The crankshaft bearings have
cast-iron caps that are part of the unit, including bolts.

Inserts are embedded in both parts of the bearings. The liners have reed locks and
lubrication grooves along the central circle. The camshaft of the engine is installed in a
bed of bearings, made in the body of the head, and is fixed from axial movement by
persistent flanges.

The crankshaft of the K9K 1.5 DCI engine rotates in main bearings with thin-walled steel
liners with an antifriction layer. The axial movement of the crankshaft is limited by two
half rings installed in the grooves of the bed of the middle main bearing.

The oil channels to the bearings are laterally (diagonally). Cast iron flywheel is mounted
on the rear end of the crankshaft and secured with six bolts. A gear rim is pressed onto
the flywheel to start the engine with a starter.
The pistons of the K9K diesel engine of Renault Duster, Renault Megan 2 cars are made
of aluminum castings. In the bottom of the piston, on the side of the combustion
chamber, a recess is made with a guide rib, which ensures the swirling movement of the
intake air and, as a result, very good mixture formation.

A special cooling circuit provides cooling of the piston during the exhaust stroke. Friction
in the piston group is reduced due to the graphite coating of the piston skirt.

Fig. 1. Oil filter and oil heat exchanger engine K9K Renault Duster

1 - a bolt of fastening of an arm of the oil filter; 2, 10, 11 - sealing rings; 3 - engine oil
filter Renault Megane 2; 4 - a sealing ring of the heat exchanger; 5 - a bolt of fastening
of the heat exchanger; 6 - heat exchanger; 7, 8 - oil pipelines; 9 - an arm of the oil filter

The piston fingers of the Renault Duster diesel engine are installed in the piston bosses
with a gap and are pressed with an interference fit into the upper heads of the
connecting rods, which are connected to the connecting rod journals of the crankshaft
via thin-walled liners similar in design
indigenous.

Due to the high maximum pressure of the cycle, the diameter of the piston pin is
increased. Cranks steel, forged, with a rod of an I-section. The connecting rod and its
cover are made from a single billet and processed in one piece, after which the cover is
punctured from the connecting rod by special technology.

The result is the most accurate fit of the cover to its connecting rod. In this case, the
installation of the cover on another connecting rod is unacceptable. The engine
lubrication system Renault Duster combined.

Oil from the oil sump is sucked in by the oil pump, passes through the oil filter and is
supplied under pressure to the engine. The oil pump with overpressure valve is driven by
a roller chain from the crankshaft sprocket.

Under the crankshaft of the K9K 1.5 DCI engine of Renault Duster cars there is an oil
deflector plate, which prevents the oil from overflowing quickly. The aluminum alloy
engine crankcase is integrated with the front and rear covers and attached to the engine
block together with them.
An oil heat exchanger 6 and an oil filter 3 are also embedded in the lubrication system
(Fig. 1). An overpressure valve is also fixed in the oil filter housing, providing the
possibility of oil backflow. The oil filter is equipped with a replaceable paper filter
element.

The Renault Duster K9K engine cooling system is hermetic, with an expansion tank, and
consists of a casting cooling jacket surrounding the cylinders in the block, a combustion
chamber and gas channels in the cylinder head.

The forced circulation of the coolant is provided by a centrifugal water pump driven by a
crankshaft with a drive belt of auxiliary units.

To maintain the normal operating temperature of the coolant in the cooling system of the
K9K Renault Megane 2 diesel engine, a thermostat is installed that covers a large circle
of the system when the engine is cold and the coolant temperature is low.

Turbocharging and exhaust gas recirculation system. The exhaust manifold is attached to
the turbocharger flange with nuts. A turbocharger serves to increase air pressure with a
turbine that is driven by exhaust gases.

Turbine bearings are included in the general lubrication system of the K9K engine of
Renault Duster vehicles. The turbocharging system is complemented by an exhaust gas
recirculation system.

The amount of exhaust gas supplied to the system is regulated by an exhaust gas
recirculation solenoid valve, the conical pusher of which changes the cross section of the
bypass hole at different valve positions.

Supply system. Clean air is drawn into the cylinders of a Renault Duster diesel engine
when the piston moves down. During the compression stroke, the pressure in the
cylinder rises sharply, while the temperature in it becomes higher than the ignition
temperature of diesel fuel.

If the piston is in front of the TDC, diesel fuel is injected into the cylinder heated to a
temperature of + 700–900 ° C, which spontaneously ignites, therefore spark plugs are
not required.
However, when starting the K9K 1.5 DCI Renault Megane 2 engine after a long period of
inactivity (cold), especially if the air temperature is low, simple compression is often not
enough to ignite the combustible mixture.

For this case, glow plugs are installed in the combustion chamber, which are located so
that the jet of fuel from the nozzle atomizer hits the red-hot tip of the spark plug and
ignites.

Glow plugs are automatically turned on at the moment immediately preceding the start
of the starter. At the same time, the indicator is switched on in the instrument cluster,
and the glow plugs begin to heat up to high temperature.

The main goal of heating candles is the confident ignition of the fuel injected into the
cylinder. After the candle is heated to the required temperature (usually it takes a few
seconds), the indicator goes off, and the K9K engine of Renault Duster cars can be
started.

Typically, the alarm goes off the faster, the higher the engine temperature. Immediately
before starting the engine (or most often soon after) the glow plugs are turned off.

In most modern engines, they can continue to work for up to several minutes after
starting to reduce the level of harmful emissions into the atmosphere during the
operation of a cold engine, as well as to stabilize the combustion process in an engine
that is not yet fully warmed up.

Then the current supply to the candles is stopped. Thus, the start-up of a diesel engine
and its further operation directly depend on the correct operation of glow plugs.

Fuel is supplied by a high-pressure fuel pump (TNVD) of the K9K 1.5 DCI Renault
Renault Duster engine directly from the fuel tank.

In the high-pressure fuel pump, fuel is compressed before injection, then it is supplied to
the engine cylinders in the order of their operation. At the same time, the fuel pump
regulator measures the fuel depending on the position of the gas pedal.

Through the nozzles, diesel fuel is injected at a certain point in time into the prechamber
of the corresponding cylinder. Due to the shape of the prechamber (vortex chamber), the
incoming air receives a certain turbulence during compression, as a result of which the
fuel is optimally mixed with air.

Before the fuel enters the fuel injection pump K9K Renault Duster, it passes through the
fuel filter, in which it is cleaned of impurities and water. That is why it is important to
replace the filter in accordance with the regulations in a timely manner.

TNVD does not demand leaving. All moving parts of the pump are lubricated with diesel
fuel. The high-pressure fuel pump is driven by a toothed belt from the crankshaft pulley.

Since the K9K 1.5 DCI Renault Megane 2 diesel engine self-ignites the combustible
mixture, the ignition system is not required, and an solenoid valve is installed in the
high-pressure fuel pump.

To stop the diesel engine, the voltage supply to the solenoid valve is interrupted and the
valve blocks the fuel channel, so that the fuel supply is stopped and the engine stops.
When the starter is turned on, voltage is applied to the solenoid valve and it opens the
fuel channel.

Timing Belt Replacement for K9K Engine Renault Duster

At every maintenance of the K9K engine of Renault Duster vehicles, check the timing belt
tension.

When the belt is loosened, its teeth wear out quickly and, in addition, the K9K Renault
Duster timing belt may jump on the gear pulleys of the crankshaft and camshaft, which
will lead to disruption of the gas distribution phases and a decrease in engine power, and
if it is significantly skipped, it will also be damaged.

The manufacturer recommends checking the belt tension and controlling it using a
special strain gauge tester. In this regard, there is no data on the force during deflection
of the belt branch by a certain amount in the technical documentation.

In practice, you can approximately assess the correctness of the timing belt tension K9K
Renault Duster according to the "rule of thumb": press on the belt branch with your
thumb and determine the deflection using a ruler.
According to this universal rule, if the distance between the centers of the pulleys is from
180 to 280 mm, the deflection should be about 6 mm. There is another way to pre-check
the timing belt tension of the Renault Megane 2 - by twisting its leading branch along the
axis.

If the effort of the hand manages to twist the branch more than 90 °, the belt is
tensioned loosely. These methods can only be used to diagnose excessive belt loosening,
so contact a service representative for a precise check and adjustment of tension.

The vehicle has a timing belt tensioner Renault Duster with automatic adjustment.

The timing belt of the K9K 1.5 DCI Renault Duster engine must be replaced if during
inspection you find:

- traces of oil on any surface of the belt;

- traces of gear surface wear, cracks, undercuts, folds and peeling of fabric from
rubber;

- cracks, folds, recesses or bulges on the outer surface of the belt;

- flaking or delamination on the end surfaces of the belt.

Be sure to replace the Renault Duster timing belt with traces of engine oil on any of its
surfaces, since the oil quickly destroys rubber. Immediately remove the cause of oil
getting onto the belt (usually a violation of the tightness of the crankshaft or camshaft oil
seals).

Work on replacing the timing belt on the inspection ditch, overpass or, if possible, on the
lift.

Timing Belt Replacement Operations for K9K Renault Duster Engine:

Remove the right support of a suspension bracket of the engine K9K Renault Duster.

Set the piston of the 1st cylinder to the TDC position of the compression stroke.
Turn out a bolt of fastening of a pulley of a drive of an auxiliary unit and remove a pulley.

Having unfastened the clamps, remove the bottom cover of the timing belt Renault
Duster.

Holding the key with a hexagon, loosen the nut securing the tension roller and remove
the timing belt.

Install the timing belt Renault Duster in the reverse order of removal.

When installing, the mark on the camshaft pulley and the mark on the high pressure fuel
pump pulley must match the marks on the belt.

The mark on the pulley of the high pressure fuel pump must match the mark on the
cylinder block.

Slide the movable mark of the tension roller clockwise 7–8 mm further than the
stationary mark.

Install the auxiliary drive pulley in the reverse order to removal.

Remove the camshaft pulley and TDC locks.

Rotate the Renault Duster crankshaft by a bolt of a pulley of a drive pulley of auxiliary
units by six turns.

Loosen the nut of the idler pulley by no more than one turn while holding the pulley with
a hex wrench.

Align the movable mark of the tension roller with the stationary one and tighten the
roller nut to 27 Nm.

To control the correct installation of the valve timing, set the piston of the 1st cylinder to
the TDC position of the compression stroke.

Check the alignment of the marks on the pulleys of the camshaft and the high pressure
fuel pump with the marks on the belt, as well as the marks on the pulley of the high
pressure fuel pump with the mark on the cylinder block. If the labels do not match,
reinstall the Renault Duster timing belt.

Install all parts in the reverse order of removal.

Installing the piston of the first cylinder of the K9K 1.5 DCI Renault Megane 2 engine in
the TDC position of the compression stroke:

Remove the right front wheel.

Remove the right front wheel arch liner.

Turn out four bolts of fastening of an arm of a forward part of a stretcher to a body and
remove an arm.

Remove a belt of a drive of auxiliary units.

Remove the right Renault Duster engine mount.

Turn out bolts of fastening of an arm of the right support of a suspension bracket of the
power unit to the block of cylinders and remove an arm.

Turning the crankshaft clockwise over the bolt securing the auxiliary drive pulley, align
the hole in the cylinder block with the hole on the camshaft pulley.

Turn out a stopper of an opening for installation of a clamp of position ВМТ. The plug is
located to the left of the Renault Duster flywheel in the cylinder block at the level of the
1st cylinder.

To fix the camshaft, insert the latch into the holes of the camshaft pulley and cylinder
block.

Due to high import duties, in Russia, perhaps the most popular diesel models are the
K9K 1.5 DiSiAi engines, which are now used in Renault, Dacia, Nissan, Suzuki and even
the Indian Mahindra. This unit is offered with a very wide power range from 65 to 113
forces, and in any case, it is a rather traction motor (160-245 N * M). However, the
memories of the Delphi system are still fresh, the injection pump of which “drove the
chips” - its repair could fly into a serious amount of $ 1,500. As a result, those who did
not want to test the fortune again began to look for alternative options: for example,
with the same K9K 1.5 5 DiSiAi engine, however, the version on which the Siemens fuel
system is installed. She does not know such problems. However, the latter is not all
smooth - as it turned out, its nuances and features. Which ones? In the framework of
this article, we find out with the help of specialists from CTO Common Rail Service, which
is owned by Beltekhnodizel LLC.

So, for starters, it should be noted that the stumbling block is the high-pressure fuel
pump in the Delphi system, which, over time, began to produce powder of metallic
origin, which it subsequently carried along the fuel routes, and therefore the injectors
failed. The consequences and reasons for this can be found in the article by Yegor Alesin.
But the pump was later modernized - and this problem disappeared. And because of this,
relatively new cars that come to us from Europe, such an ailment may not exist.
Although this is a topic for another discussion, our task today is to talk about Siemens
fuel equipment on K9K 1.5 dСi engines: on which models they were installed, their
strengths and weaknesses, the cost of solving malfunctions and other problems, and tips
for operating .

What cars is the 1.5 dCi engine installed on?

Our story about Siemens fuel equipment on 1.5 dCi turbodiesel engines should begin
with the indication of brands with such diesels, and the most popular models. For to
calculate by the engine code, the equipment of which brand you have, is easy. All of
these power units have a six-digit designation. So, in more detail - the first three
characters of this designation - K9K, indicate a family of motors, and the next three -
contain information about their modifications.

Now about the models. Siemens fuel equipment on 1.5 dCi engines was installed on the
following “Renosh” models: Megan versions of the Second and Third Generation -
hatchbacks, a convertible, a station wagon, a coupe (only “three-wheel drive”) and a
sedan (only “two-wheel drive”), Scenic Two and Three, Fluence, Laguna Three, Clio
Three - hatch and wagon, Modus and Canggu.

In addition to these models, Siemens injection was also used in turbodiesel engines that
were installed on such Nissan models as Tiida and Kashkai. Siemens' squirting equipment
is used in the most powerful versions of the 1.5 dCi motor - starting from the 105 strong
version (that is, 77 kW and more powerful).

What is “aggregated” with?

Almost always, these powertrains come in tandem with a six-speed manual transmission,
and on weaker versions a five-speed manual transmission is installed. Experienced diesel
engineers can only determine how they can look by looking into the engine compartment
and find out the difference between the two systems: with Delphi, the return flows from
above, and from Siemens from the side. Further, the fuel filters of both systems have a
different design. Also a characteristic feature of the "Siemens" fuel injection pump is the
presence of two regulators, instead of the usual one for Delphi products. The Siemens
pump can be branded either with its own name or with Continental, given the fact that
VDO Automotiv AG - a division of Siemens, was sold to Continental AG. In addition, at
Siemens piezo injectors have a corresponding mark and characteristic shape.

About repair price 1.5 dCi

The Siemens fuel system has no characteristic weaknesses. All the troubles lie only in
high mileage, the quality of consumables, and mainly fuel - after all, normal diesel fuel is
not sold at all gas stations in our country. More precisely, the main reason for the failure
of the high-pressure fuel pump is the presence of foreign particles and impurities in
diesel fuel (that is, mechanical particles). Although, it is worth noting that the injection
system from Delphi is even more sensitive in this regard. Although they should not be
blamed, because global manufacturers of both direct-injected gasoline and diesel models
did not officially deliver their models to us for some time - they were afraid of the quality
of our fuel - and for good reason, this is not an indirect injection of an a la Diesel tractor
Belarus , which can easily digest diesel fuel in half with plasticine! These are high-
precision injectors, in which fuel (excellent, or at least of average quality - as Europeans,
Japanese, etc. understand) is atomized to the smallest particles, and the presence of
foreign particles and impurities is clearly the thing that destroys them! So, at the
beginning everyone was afraid to deliver their masterpieces to us, and after that they
gradually learned to “tune” their injectors and fuel injection pumps to the potential dirt of
our diesel fuel.
Continental / Siemens exclusively installs piezoelectric type nozzles, which, as the
masters say, are not repairable, but have more than enough resources - finally, the
“foreigners” learned not to be afraid of our diesel fuel. When working with Siemens
equipment, the most common problem faced by the masters of Beltechnodiesel LLC is
failure due to excessive wear of the fuel priming pump, which is built into the high-
pressure pump and creates low pressure in the system. In exceptional cases, its internal
surface may become rusty: for example, water got into the fuel line, after which the car
stood for a long time without movement. The cost of such a flange cover is 58-65
Eureka. However, if the circumstances are not entirely successful, it may be necessary to
replace the flange assembly. The price of the original is 195-210 euros. You will also
have to carry out troubleshooting, at least another 9-12 bucks for the pump itself, and
install a repair kit for 24-27 "Eureka". Siemens injection pump has a filling regulator and
a draining regulator. In case of failure, each of them will cost 100-115 euros. And finally,
the cost of new injectors, both in European countries and in Belarus, varies in the range
from 150 to 350 “Euro units”. But there is also a point, and to pay attention to the "used"
details - they will cost much cheaper - at the level of $ 100-200.

According to experts, in our country there are not so many cars with 1.5 DiSiAi engines
that are equipped with Siemens injection systems, and they are relatively rarely
repaired. This is due to the fact that Siemens, as mentioned above, are installed on the
most powerful versions of engines and, as a result, the most expensive. The vast
majority of customers who apply for service, however, have another problem - a failure,
or rather a complete failure of the turbine. This also affects the life of the fuel
equipment. The reason for this, apparently, is the large runs with which such cars come
to Belarus, as well as the moment that in Europe the service interval for such engines is
30 thousand km. Experts clearly indicate that the replacement period for air, fuel and oil
filters, especially in Belarusian conditions, should be reduced to once every eight
thousand kilometers, and a maximum of not more than ten thousand kilometers. Only
high-quality consumables can be recommended for use: for example, filters from Bosch,
Hengst, Knecht, Kolbenschmidt, Ufi, etc. And it is better to completely refuse to use
cheap filters of dubious origin and quality. In addition, it will not be superfluous to use
additives for cleaning the fuel mechanism of resins every thirty thousand km, since the
Belarusian diesel fuel on resinous deposits is very “fruitful”. And the ideal option would
be the behavior of the tank flushing procedure at least once a year. If you follow these
simple tips and tricks, this will reduce the risk of any problems associated with the fuel
equipment to a minimum.

According to experts, as well as owners of cars with 1.5 dCi engines themselves,
nevertheless, Siemens fuel equipment on these engines has established itself as one of
the least problematic options. In addition, it was installed on the most powerful versions
of the motor, due to which, it was also fond of high efficiency, and excellent dynamic
performance (for such power). However, at the same time, like any system like the
Common Rail, the “device” from Siemens, although for the time being, can run on low-
quality fuel, is still not designed for it. And if bad fuel, although it may be in the role of
“dokatka” to the gas station, it does not forgive the disregard for maintenance: it is
necessary to use only high-quality filters, at least once every ten thousand km. And if
you even managed to find a suitable car with a Siemens brand on the nozzle, do not
regret fifty “bucks” for diagnostics, since checking the turbine’s health and working
condition of the fuel equipment is likely to save you a lot of money.
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