Дизельный двигатель для американцев Chrysler, Dodge и Jeep 2.8 CRD - YouTube

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You are very requested to disassemble the Chrysler engine.

Welcome diesel engine Chrysler 2.8 CRD.

2.8-liter turbocharged engine, which is installed under the hood of such cars as the Chrysler Voyager, Dodge Nitro, Jeep Cherokee

It is an Italian power unit created by VM Motori.

The original designation of this engine is R428, later - RA428 or A428.

This engine has been installed under the hoods of cars since 2001 and is still installed on the Chrysler and Jeep models.

The motor is made on the basis of a cast-iron block with an aluminum cylinder head, has four valves per cylinder,

2 camshafts, timing belt drive, Bosch Common Tail fuel system with electric injectors.

Right now we are going to disassemble the 2.8 CRD engine, shot from the 2006 Chrysler Voyager.

Opinions about this engine are controversial.

But most owners and servicemen still tend to believe that this engine is good and reliable.

But some trouble is the fuel system.

Due to the fuel system, the engine may not start and lose power.

But first things first.

An uncommon but well-known problem that may cause the 2.8 CRD engine to not start is this starter.

If the engine does not turn at all, then high-current wires may be the fault.

They corrode and simply rot. The starter itself is reliable and tenacious.

But it can fail the solenoid relay. Contact pyataks can burn in the relay, because of this there is no short circuit for rotation of the starter rotor.

In this case, when the engine starts, only the clicks of the relay are audible.

Over the years, the 2.8 CRD engine can upset by increased fuel appetite and decreased traction.

These symptoms can occur so slowly that the owner actually does not notice them.

You can eliminate these symptoms, but you need to be very careful.

This sensor is to blame. Boost Pressure Sensor

The sensor is coated with copious deposits of soot and oil vapor.

In this case, the sensor stops giving correct boost values.

The sensor must be cleaned. It is necessary to clean non-contact with a special tool. Otherwise, the sensor may be damaged.

Usually, after cleaning, the owners will not recognize their engine. He begins to pull as young.

The culprits of pollution of the pressure sensor and the intake tract are the crankcase ventilation system, the EGR system, as well as the increased oil level in the crankcase.

The fact is that the engineers who created the 2.8 CRD engine miscalculated with the oil level.

In practice, the oil level should be at the minimum level of the dipstick - this is 6.1 liters.

Otherwise, the crankcase ventilation system will suck in oil intensively into the intake manifold.

The oil will collect in the intercooler and then you have to pour the oil.

Also, the soft pipes of the intake manifold can become softer over time due to oil build-up, and then they can simply burst.

Well, we continue our excellent column of acquaintance with the AutoStrong-M team.

So, welcome Anatoly.

Crankcase ventilation systems on the 2.8 CRD engine are considered unsuccessful.

The system supposedly poorly filters the oil vapor from the gases and then the exhaust gases are painted in a blue color.

Some owners open the system, remove the pipe, and then oil and gas vapors go outside, and not into the intake manifold.

The crankcase ventilation pipe is equipped with an electric heater that prevents it from freezing.

And accordingly, it protects the engine from problems with squeezing oil and oil seals.

If the pressure in the crankcase rises, the crankshaft rear oil seal is usually the first to give in.

About 8 years ago, the cost of a thermostat on a 2.8 CRD engine shocked - $ 200 dollars.

Now there are analogues at a price 4-5 times lower.

But we know that the best analogue is the used thermostat from AutoStrong-M.

The IHI RHF4H turbocharger on this engine is a weak point, serving about 150,000 kilometers.

It is a turbocharger with a bypass valve, and it is very similar to a turbocharger with a Nissan X-Trail 2.2 Di engine.

We recently disassembled this Nissan engine.

With mechanical wear of the turbocharger shaft, an oil leak in the outlet and inlet first appears.

Along with this, the backlash of the rotor appears.

Typically, the presence of oil in the inlet is indicated by bluish and smoke during the morning start of the engine.

However, oil can still be thrown by the crankcase ventilation system, as we described a little earlier.

When the turbocharger performance is severely reduced, errors appear that indicate insufficient air pressure.

In order to prolong the life of the turbocharger, it is recommended not to turn off the car immediately after a stop, but to let the engine idle for another 2-3 minutes.

It is worth noting that the 2.8 CRD Jeep Cherokee engine has a Garrett GTB1756VK turbocharger, with an electronic geometry servo.

The fuel filter housing is electrically heated.

The fact is that the heating connector is defective and this is known everywhere where Chrysler and Jeep cars with this engine were sold.

The bottom line is that the connector loses its tightness, slightly crackes or melts near the contact.

When the engine is not running, a little fuel flows through the connector.

After starting the engine, air is sucked through the crack.

The more intensively the engine runs, the more air leaks.

As a result, the engine starts worse, pulls worse and works unstably.

Ideally, you can change the filter housing to a new one, but it will leak over time.

It is better to seal this hole with a resin type compound.

A more radical method is to put a booster pump to the fuel filter, which will fill the filter and displace all the air.

The EGR valve on this motor is simple, with a vacuum actuator, controlled by an electrovacuum valve.

Owners of these motors with great pleasure turn off this EGR valve.

The second electrovacuum valve controls the metering damper, which is also called the throttle.

The EGR heat exchanger with high mileage and low-quality antifreeze can give the network both inside and out.

If antifreeze flows inside, it enters the pipe through which the exhaust gases enter the inlet.

In this case, water hammer may occur due to the large amount of antifreeze in the inlet.

The nozzles on the 2.8 CRD engine are known to be removed with great difficulty.

The fact is that the steel nozzle bodies literally stick to the aluminum cylinder head.

And to get the nozzles you have to use a hydraulic tool.

But in this case, all the nozzles came out very easily.

In addition, the nozzles are short-lived, serving about 200,000 kilometers.

And new or reconditioned nozzles can be finished off with a bad refueling or dirty diesel fuel from a canister.

Typically, nozzles lose their water density due to wear on the bleed valve.

It is curious that problems with starting the engine begin even when at least one nozzle begins to drain larger portions of fuel into the return line.

Checking the condition of the nozzles is quite simple.

You need to remove the return pipe and estimate the amount of fuel drained.

An injector that drains a lot of fuel needs to be repaired or replaced.

You can install a used nozzle from the company AutoStrong-M.

Also, a spontaneous stop of the engine on the go indicates a loss of hydraulic density of the nozzle.

It is interesting that the engine with pouring nozzles does not start from the starter, but it starts well from the tug (if the car is with a manual gearbox).

Also, the nozzle, usually one, can cause overheating of the cylinder head.

If the piezoelectric element is faulty, then the nozzle begins to continuously pour fuel into the cylinder.

This leads to local overheating and, first of all, the cylinder head gasket suffers.

The cylinder head gasket is stratified, destroyed and begins to pass antifreeze.

Well, then everything is standard:the level of coolant in the tank drops, steam is pouring from the exhaust pipe.

The timing belt of the 2.8 CRD engine must be replaced every 150,000 kilometers.

To replace the timing belt, remove the right engine mount and fix it with a special tool.

The belt is tensioned by a mechanical tensioner.

It is worth noting that the timing belt here is very long, laid in an ornate this way.

The timing belt also drives the cooling pump and the high pressure fuel pump.

Interestingly, the pump fell apart on this motor.

We knew that the pump could leak, but that it did not fall apart.

Who has such a problem, be sure to write in the comments.

When the pump fell apart, it warped, and its pulley began to rub against the front cover.

Pieces began to break away from the pulley.

We just removed the same boost pressure sensor.

It must be cleaned because it has soot deposits on it.

To this state, it can become contaminated for 10,000 kilometers.

If everything is in order with the nozzles and there are no problems with glow plugs, and the engine still does not start well on cold and hot, and stalls on the go ...

Errors indicate problems with the pressure in the fuel rail, the reason for everything is the control valve installed on the high pressure fuel pump.

The valve can be removed to clean. If symptoms recur, the valve will have to be replaced with a new one.

Similar symptoms are caused by an emergency valve mounted on the fuel rail.

Visually and constructively, this fuel pump is very similar to the Renault M9R motor pump, which we also recently disassembled.

Anatoly has just successfully removed the valve cover.

But now a few words about glow plugs.

The 2.8 CRD engine may or may not start at all due to glow plugs and glow plug relays.

But the problem in glow plugs or in relays is usually noticed last.

A relay can simply oxidize a single contact.

And then the engine will not start at all.

At high mileage, the needle bearings of the rocker rollers wear out.

The roller sags, it can even jam.

In this case, the camshaft begins to hit rockers.

Because of this, several hydraulic lifters may fail.

Because of this, the corresponding valves stop opening.

For repairs, you will have to remove the valve cover, which is the camshaft bed.

And change all the rockers and hydraulic lifters.

We checked that we have all the rollers alive, without wear and tear.

The valve cover here is both an intake manifold and a camshaft bed.

Moreover, there are no yokes, camshafts are inserted on the side and fall on their bearings.

We would like to draw your attention to the fact that half of the inlet channels here are long and twisted.

The second half of the inlet channels are short and straight.

And all this is necessary to assure the air.

Special thanks to the Italian engineers for the fact that the rockers and hydraulic lifters are fixed.

That is, they just do not fall off and do not fall.

All that can happen due to the nozzle with the cylinder head gasket we have already told.

In general, on the 2.8 CRD engine, nothing bad happens to the block head.

Block cast iron, sleeve. The surface condition of the cylinders is very good.

No signs of cylinder wear. Great condition.

This engine is equipped with balancing shafts.

In the public reference books about balancers, no one remembers anything.

This means that the balancers are quite reliable.

The crankshaft is fixed with such a plate, so this longitudinal play, this is not a breakdown.

Backlash arose after removing this important part.

Note, if you remove the timing belt pulley, then the thread here is left.

Volumetric engine volumetric pistons!

You yourself see what condition they are in.

Graphite spraying in its original form.

The scraper ring is clean and all the rings are movable.

The only thing we have comments on the upper connecting rod bearings.

The connecting rod bearings are worn.

Cylinder block in Italian diesel engine of special design.

The crankshaft is placed in the cylinder block at the rear.

After that, the crankshaft is fixed in aluminum supports.

There are no half rings provided.

In the longitudinal direction, the crankshaft is fixed by this cover.

Surely there will be questions in the comments.

Therefore, we immediately answer: the crankshaft from this engine does not fit the 2.5 CRD engine.

It happened that in this engine the crankshaft broke in half.

This occurred among drivers who exploited the 2.8 CRD engine too abruptly and aggressively.

But, I repeat again, these are very rare cases.

All crankshaft main journals are evenly worn.

Unfortunately, this crankshaft is no longer a tenant.

Disassembly is complete. Today we disassembled a very interesting diesel.

It has several features, but no global flaws.

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