DV6 – An engine for every occasion

If you are looking for an affordable diesel used car, there is a high probability that you will end up with the engine that we discuss here. It was developed as a "joint venture" between Ford and PSA - and is today in millions of vehicles.

 

Cooperation across different car groups is more common than the car industry itself likes to tell about. One of the biggest projects is the turbodiesel engines referred to as DLD and DV. It is most widespread as a 1,6-litre. It is about one engine that was produced in 4 different factories, and placed in 9 different brands and approximately 60 models over a period of 10 years. One of the factories that produced the engine is Volvo's engine factory in Skövde.

Ford Duratorq and PSA HDI and more

Car brands involved are Ford (Duratorq), Peugeot (HDI), Citroen and DS (HDI), BMW (EfficientDynamics), Mini, Mazda, Suzuki and Volvo (D2 until 2016). If you plan to buy a used diesel car within these brands, you should read on.

We are therefore talking about a modern common rail turbodiesel engine. The first series was produced between 2004 and 2010. The 1,6 liter was made in three variants – 75 HP, 90 HP and 109 HP. The differences in power were determined by which turbo and intercooler solution was fitted. The engines are cast in aluminium, with double camshafts (DOHC), 16 valves and are characterized by low emissions, good performance and favorable diesel consumption.

But the engines also have a bad side

They easily collect oil sludge and carbon deposits. It can clog the oil supply to the turbo and cause turbo failure. There is a filter in the supply to the turbo which can clog so that the oil does not circulate as it should. The problem can be detected early by an abnormal turbo sound. Cases have been reported where the turbo's locking nut has come loose and particles have been carried further into the engine.

Expensive cleaning process

"Muck" in the engine has also caused the EGR valves to clog. Common to both problems is that it does not just help to change the turbo - or EGR. Then the problem will return. The engine must be cleaned of sludge and carbon. A procedure has been created for this, but it is time-consuming and expensive. So expensive that some choose to skip this part. The problem is well known in the car industry, and few workshops are willing to give any guarantee on the repair.

---

It is not certain that the car owners will be informed about the problem. If you first had to change the turbo or EGR, the same part may need to be changed shortly afterwards.

---

Be careful if you are considering buying a car where the turbo or EGR has recently been changed. Then it may be that the problem with tight oil supply is still present. If you ask for more information, you may only get the answer that "it was carried out at an authorized workshop". But there is no guarantee that the underlying problems have been solved. This includes, among other things, changing the supply hose to the turbo, dismantling and cleaning the bottom pan and cleaning the strainer at the oil intake. A check of the nozzles is also recommended as diesel on detours can also cause the formation of carbon.

Search Google for the procedure (unfortunately can't copy it here)

No secrets

Since there are millions of cars with the same engine on the road today, there are no secrets. The problems with the DLD/DV engines are well known. It is also the solutions and what you can do to keep your engine healthy. At the moment there are 746 cars for sale on Finn.no with the first series of engines produced between 2004 and 2010. Of these, only 11 sellers have stated that a new turbo has been fitted/replaced and 2 are out as repair objects. I find the same relationship in French "finn.no". The real figure is probably higher, as professional used car sellers rarely disclose such things (you have to ask). But the number is not extremely high.

Take care of the oil changes

The DLD/DV engines are very clean-burning and efficient. High working temperatures in the engine place strict demands on the oil. It is recommended to use fully synthetic oil with a viscosity of 5W30. The factory change intervals are too long. The oil should be changed at least every 10 km or annually. It is also extremely important that the oil level is carefully monitored. It has been proven that the oil level only a bit below the line can cause the oil to burn. Furthermore, it is recommended that the oil changes be carried out in the same way as we did in the "old days". That is to say – ensure that the engine is at full working temperature, let the oil reindeer out (do not suck up) and let it drain for at least 10 minutes. I don't know how well oil cleaners work, but they are added to the oil just before an oil change and can help loosen sludge and slag. Then you can see what may come out at the end (wait several minutes) - and assess whether further measures are necessary to clean the oil system.

8 valves are good news

From 2011, all engines received an upgrade – new single overhead camshaft (SOHC) 8-valve top – instead of the predecessor's DOHC 16-valve. Perhaps no improvement on paper, but the Series 2 is no longer as prone to oil clogging. The engines also received a small power increase. Although the new engines with 8 valves are considered to be fresh, it is still recommended to change the oil and filter at the latest at 10 km or every year. The conclusion is simple. If you are faced with the choice between a 000 model (with 2010-valve engine) and a 16 model (down 2011-valve engine), you should go for the newest one.

Today's versions

Today, the 1,6-litre DLD/DV6 engines have been replaced by 1,5-litre engines with outputs of 75, 100, 120 or 130 HP. I have driven the DV5 1,5 120 HP in a Ford. It has all the good qualities of the 1,6-litre - and is experienced as a modern turbodiesel should be. After all, it is about technology that has been tested in several million cars since 2004. After Volvo left Ford, they chose to replace the 1,6 D (D2) with their own 2-liter engine - the same as the D3 (150 HP) programmed down to 120 HP. This is part of the VEA - Volvo Engine Architecture. I have driven Volvo's own D2 in the V70 and XC40 - and am left with only positive impressions.

---

Facts DLD-416/DV6

Engine types
DV6 ATED4 90HK 16V (2004-2010)
DV6 B (DV-6B) 75HK 16V (2004-2010)
DV6 TED4 110HK 16V (2004-2010)
DV6 C (DV-6C) 111-116HK 8V (2011-2016)
DV6 D (DV-6D) 92 8V (2011-2016)
DV6 FE 75HK 8V (2011-2016)
DV6 FD 95HK 8V (2011-2016)
DV6 FC 120HK 8V (2011-)

Models with DLD/DV engines

 

 

---

See