Engine Chevrolet Lacetti 1.4 liters developing 94 hp has a factory designation F14D3 and belongs to the E-TEC II family. Structurally, the motor is actually a twin brother Opel engine X14XE. The same motor can be found on the 1998 Opel Astra G. Today we will talk in detail about the device and technical characteristics of this power unit.

Chevrolet Lacetti 1.4 engine device

Engine Chevrolet Lacetti 1.4 liters, this is an in-line 4-cylinder, 16-valve, gasoline aspirated cast iron block cylinders and belt in the timing drive. The power system is a distributed injection injection.

The problems and malfunctions of the motor are well known. A typical difficulty is the EGR valve freezes, requiring immediate flushing. But an even more serious difficulty is associated with hanging valves (often exhaust), due to a miscalculation in the design (the gap between the valve stem and the guide is small). Russian gasoline saturated with resins, which clog the gaps between the valves and their guides. They grab the valves in the guides, sometimes so tightly that the camshaft cams are destroyed! At the same time, the engine management system does not notice the first signs of interruptions in ignition and does not notify about this with a signal check engine! But if the motor is clearly “troit” after starting, and after warming up, it barely pulls. So the problem is with the valves. If the problem is not dealt with, then an expensive catalyst clogs up quite quickly. However, on engines after 2008, this defect was eliminated. The manufacturer's engineers reduced the diameter of the stem and slightly changed the angle of the valve face.

Cylinder head for Chevrolet Lacetti 1.4 engine

The Chevrolet Lacetti cylinder head is made of aluminum alloy. There are 4 valves per cylinder, this is a typical DOHC with two camshafts. The design does not cause any particular problems, because the manufacturer provides for the installation of hydraulic compensators, so there is no need to adjust the thermal clearance of the valves. It can be noted quite common problem with an ever-flowing valve cover gasket. Unfortunately, the rather unfortunate design of the valve cover itself is conducive to this.

Timing drive engine Chevrolet Lacetti 1.4

• Timing scheme Lacetti 1.4
  1 - mark on the back cover of the timing drive
  2 - mark on the toothed pulley crankshaft
  3 - coolant pump pulley
  4 - roller tensioner belt
  5 - camshaft pulley intake valves
  6 - marks on the camshaft pulleys
  7 - exhaust camshaft pulley
  8 - belt support roller
  9 - timing belt

Timing belt drive. The diagram is a little higher in the picture. The belt is replaced every 60 thousand kilometers. Due to the fact that the pump rotates thanks to the belt, it is changed along with the timing drive, but once every 120 thousand kilometers, that is, every other time. And now main question What happens if the timing belt on a Chevrolet Lacetti breaks? The answer is unequivocal on the engine Lacetti 1.4 valve oppression! What follows expensive repairs with the replacement of valves, guides, the entire timing drive and other parts.

Technical characteristics of the Chevrolet Lacetti 1.4 engine

• Working volume - 1399 cm3
• Number of cylinders - 4
• Number of valves - 16
• Cylinder diameter - 77.9 mm
• Stroke - 73.4 mm
• Timing drive - belt
• HP power (kW) - 94 (70) at 6200 rpm in min.
• Torque - 130 Nm at 3400 rpm. in min.
• Maximum speed - 175 km / h
• Acceleration to the first hundred - 11.6 seconds
• Fuel type - gasoline AI-95
• Fuel consumption in the city - 9.3 liters
• Fuel consumption in combined cycle– 7 liters
• Fuel consumption on the highway - 6.1 liters

Today on secondary market you can find quite a lot of Lacetti with this engine and 5-speed manual. The combination is quite durable if you change the oil and timing belt in time.

Most of the cars are equipped with a five-speed manual transmission. This unit is a “relative” of the “Opel” box of the F16 series and is compatible with it in terms of shafts and differential, but has its own body. The option is extremely reliable. Most of the machines have release bearing complete with hydraulic cylinder. The "Opelevsky" hydraulic cylinder is conditionally eternal, but the Korean one most often does not live up to 150-200 thousand kilometers. In addition, the masters do not like him, because if the clutch is unsuccessfully installed, it is easily “disassembled”.

For those who sipped grief with this knot, there is an option to install an external hydraulic cylinder from Nexia and a separate release bearing with a fork - do not be surprised by such options. In general, the clutch-gearbox linkage has an enviable resource, and spare parts are also cheap. The main complaints are about the complexity of the replacement work, oil leaks and a loose gear selection mechanism. You need to monitor the oil level, check it at least at every second MOT, and the switching mechanism is easily repaired with Nexia units or a repair kit from any Opel, or even just by selecting washers and bolts.

Automatic gearboxes are rare and are mainly represented by the ZF 4HP 16 series, which was installed on cars for Europe and the USA until 2008. Cars of a later assembly were equipped with a newer six-speed automatic transmission GM 6T 30, about which I have already written a lot in the review and. On American cars with 1.6 engines from 2005 to 2008, it is found Aisin automatic transmission U 440, aka AW81-40LE, and with a two-liter one they also installed a five-speed automatic transmission AW 55-51, well known to the owners, and.

A lot of “good” things have been said about the automatic transmission of the 6T30 series, and I will not repeat myself. Moreover, it is extremely rare. But I’ll warn you against the exotic Aisin U 440: despite its successful work on a number of Toyota, Chevrolet and Suzuki models, here he did not show himself very well. The reason is the weakness of the planetary gear, it is not designed for 1.6 motors, with which it was installed on Lacetti.

It is difficult to find a five-speed Aisin AW 55-51 with a two-liter engine; cars with it could only get into Russia by accident. It was installed for only two years, from 2007 to 2009, on top-end cars in the USA and on Buicks for China with the same engine. This box has repeatedly "lit up" in my reviews, I can only say that it is quite reliable, especially in combination with a two-liter atmospheric engine, because it is designed for much more powerful.

With runs up to 200 thousand kilometers, the ZF 4HP 16 box rarely fails, after which the half-life period is another hundred thousand kilometers. This box has only one drawback - a conservative four-stage design, which does not provide explosive dynamics and low fuel consumption on the highway. Otherwise, this is an extremely balanced design, and when changing the oil at least once every 60 thousand kilometers, it is extremely reliable. The root of all problems is usually either contamination of the valve body and failure of the solenoids and wiring, or problems with the oil pump bushing due to overheating of the gas turbine engine. This is difficult to achieve, but some owners manage to disable the box ahead of schedule.

Motors

It is often stated that the E-tec II 1.4 and 1.6 engines, the F14D3, F16D3 and F 18D 3 series, were inherited by the Lacetti from Opel. In practice, almost all of them belong to the GM Family I family, like Opel engines, but they differ slightly from them even in the geometric parameters of the cylinder head, not to mention the control and intake system. Daewoo company licensed Family I engines, but further development was carried out in-house. Moreover, under the same motor code, in fact, very different designs are hidden.

Until 2007, 1.4 engines are the L 95 series, and the 1.6 engine is the L 91 series. The units, I must say, came out very problematic, since this is the Korean company's own attempt to create a sixteen-valve cylinder head for its engines in collaboration with Holden. Of course, using GM technologies and components, which is why there is a similarity with Opel motors X 14XE and X 16XEL series.

In the photo: Under the hood of the Chevrolet Lacetti Wagon SX "2004–11

But after 2007, the engines were seriously redesigned in order to unify with European ones and became very similar to the Y 14XE and Y 16XE and the newer Z 14XEP / Z 16XER, respectively, but still not identical to them. Motor 1.4 after 2007 is called LDT, and 1.6 - LXT, after modernization, most of the problems of the first series are in the past.

But the rare 1.8 engine is always the usual European Z 18XE, it has its own German control system and its own cylinder head, which is different from the Korean ones. A very rare 2.0 engine is a Korean "license" GM engine X 20XEV, but of its own production and with differences in the control and intake system. Structurally, the motor is more reminiscent of the Z 22XE, while maintaining.

Pictured: Chevrolet Lacetti Hatchback CDX "2004–13

We figured out the notation, now about what it means in practice.

All engines - with distributed injection and four valves per cylinder. The 1.8 engine has an ignition system with a "cassette" - an ignition module, and 1.4 and 1.6 engines cost a cheaper system with a conventional ignition module and wires. All motors have a timing belt drive, it also drives the pump. Intake manifold with variable geometry. The cylinder block of the motors is almost the same, differing only in the diameter of the cylinder. The crankshafts are also different.

What are the problems of engines 1.4 and 1.6 until 2007? First of all, complaints were caused by problems in the mechanical part. The most serious defect is the tendency for the valves to "hang" - they are wedged in the guide in the open position. And if you ignore the emerging problems with compression and unstable job motor, the valve may jam completely, which will lead to breakage of the pusher or even breakage of the camshaft. The problem was fixed within warranty repairs, but some of the engines still have parts from problematic series. True, there are almost no failures anymore, because even a slight wear of the valve stem and guide reduces the risk of wedging.

Nevertheless, it is worth choosing a car that received an upgraded cylinder head, with new valve guides and the valves themselves. By the way, there is also a “collective farming” in the form of a cylinder head from Opel X 16XEL. Such an inexpensive alteration made it possible to fix the problem inexpensively, although the price of installation was quite old part with decent wear, if it was not possible to modify the "native" part. Distinguishing "collective farming" is quite simple, the old cylinder head from Opel has its own special cover.

The timing resource in practice is lower than the calculated 90 thousand kilometers. To avoid expensive problems the belt, together with the rollers and the pump, as well as the lower crankshaft star, is recommended to be preventively changed every 60 thousand kilometers.

The second characteristic problem is the depressurization of the intake manifold and its warping caused by overheating, deformation of the axes of the intake geometry adjustment dampers and an increased amount of oil carbon deposits from the ventilation system. Nominally, the collector is disposable and non-separable, but in practice it is successfully repaired, and the damper system is restored to its original form.

Pictured: Chevrolet Lacetti Hatchback CDX "2004–13

It is recommended to clean the manifold with each timing change, because a thick layer of oil with soot can literally clog most of it. cracks exhaust manifold also meet regularly, but usually the collector is simply brewed.

On engines with a mileage of more than 200 thousand kilometers, the crankcase ventilation system is almost always clogged, and the first signs of its malfunction - oil leaks from under all seals and gaskets - begin after the first hundred thousand kilometers. Prevention is simple and does not require the replacement of any components, such as PCV valves - they simply are not here. It is enough to clean the hole in and the oil separator in the cylinder head cover.

For the same reason, it is strongly recommended when replacing the timing to change all the oil seals of the front cover of the engine, and if there are signs of fogging of the oil pump (it is here in the block, directly on the crankshaft) - also its gasket. Otherwise, you can get not torn, but a cranked timing belt and bent valves.

If the upper hose on the radiator gets warm quickly, then pay attention to the thermostat, warming up in winter will be long. The poor design of the original part leads to the fact that even the most inexpensive Chinese ones provide much more fast warm-up before operating temperature and reduced fuel consumption.

Pictured: Chevrolet Lacetti Hatchback CDX "2004–13

Another problem with these motors is the use of a recirculation system. exhaust gases, she is EGR. Firstly, even in good condition, it supplies soot to the intake manifold, where it mixes with oil from the ventilation system and clogs the manifold and intake channels, and at the same time accelerates valve coking. And secondly, it sometimes breaks down, starts to pass gases to the intake constantly, which causes not only a drop in power, but also rapid wear piston group, engine vibration and other negative effects. This is the case when, in spite of all environmentalists, a complete removal of the system is recommended. Unlike cutting out catalysts, the effect will be rather positive: the engine will keep the exhaust clean for longer and will consume less fuel.

But the frequently lit “check engine" - this is no longer a hardware problem, but exclusively a software one, these are not lambda sensor failures or catalyst glitches. And the engine is not particularly finicky about fuel, as many people think. Just a flaw in the control system software causes an error when the calorific value of the fuel changes or.

Old wiring, faulty heating of lambda sensors and dirty candles also increase “gasoline sensitivity”, so if after each refueling an error lights up, do not change gas stations, but take care of engine maintenance.

The resource of engines before restyling is mainly limited by the wear of the cylinder head, valves and intake, as well as coking piston rings. If the EGR is not disabled, then by a run of 200-250 thousand kilometers the engine receives a steady oil appetite, a decrease in power and other related problems. This is if the valves do not fail with a run of up to hundreds of thousands of kilometers (and they sometimes “shoot out” even at high mileage, if they have not been finalized).

Pictured: Chevrolet Lacetti Hatchback CDX "2004–13

Sometimes a change in operating style to a “vegetable” one, when the engine runs only at low speeds with a heavy load, leads to a sharp increase in carbon formation and the manifestation design flaws at high mileage. Turning off EGR, monitoring the cleanliness and tightness of the intake, the correct operation of all auxiliary systems allow you to create a small miracle, and the engine can travel 350-400 thousand kilometers before the piston group wears out.

After the 2007 update, the motors have changed, but in fact only hanging valves have disappeared from the list of problems. Other difficulties remained to one degree or another, although they became less serious.

Motor 1.8 initially has no problems with EGR system, it has a much less dirty intake, a longer resource of the intake manifold and dampers, the thermostat lasts longer, there are no problems with the valves, and the “check” is completely uncharacteristic of it. But there are failures of the ECU control module, the ignition module is much more expensive, and it is more sensitive to overheating, the piston group cokes more easily. The average resource before overhaul is about 250-350 thousand kilometers, but there are cars with noticeably high mileage.

Chevrolet Lacetti, 1.8 L, manual transmission (automatic transmission)
Consumption per 100 km

Results

The "original" Lacetti seems to be a rather ambiguous car. A very spacious body, nice design, but the workmanship is only slightly above average. Many slowly eliminated design flaws, little things that make such a machine pay more attention to maintenance than most owners would like. On the other hand, very attractive prices, not bad passive safety and long term production, very inexpensive spare parts.

As usual, the price easily overcomes all the shortcomings, and the car turned out to be one of the most popular in the C-class. Compared to the more compact class B state employees, it provided more comfort and volume, but ... less quality.

A copy of the release after 2007 is recommended for purchase, with already “corrected” motors and with the above-mentioned minor modifications - this is exactly the case when a small “collective farming” is only beneficial. Definitely the best option one could consider a combination of a 1.8 motor with manual box gears, but these motors are extremely rare, so it is better to limit yourself to the more typical 1.4 and 1.6, especially since they also have their advantages in the form of a cheaper control system and prevalence.

By the way, about the "heir" in the face of Ravon Gentra. The Uzbek car has completely different engines and automatic transmission, it is made of different steel and painted differently. Despite the general similarity of the design, its set of consumer qualities will be completely different. It’s impossible to say whether it’s better or worse, but at least she was a little more lucky with the engines, the automatic transmission on it is an order of magnitude more modern (although more problematic than the old ZF), and the quality of the interior parts and equipment are noticeably different. And it's much newer. So that direct comparison not quite correct. We will return to Gentra in the future - so far these cars have managed to drive quite a bit, and there are not enough breakdown statistics.

Engine Chevrolet Lacetti 1.6 liters with a capacity of 109 hp was the most sought after Russian market. The naturally aspirated gasoline engine has the factory designation F16D3 and belongs to the E-TEC II family. Structurally, the motor is actually a twin brother of the Opel Z16XE engine. The same motor can be found on the Opel Astra. Today we will talk in detail about the device and technical characteristics of this power unit.

• View Chevrolet engine Lacetti with attachments
  1 - oil pan;
  2 - auxiliary drive pulley;
  3 - oil pressure sensor;
  4 - generator bracket;
  5 - generator;
  6 - adsorber purge valve;
  7 - position sensor block throttle valve and idle speed controller;
  8 - throttle assembly;
  9 - hose for supplying coolant to the throttle assembly;
  10 - upper front cover of the timing drive;
  11 - bracket for the cylinder block for fastening the right support of the power unit;
  12 - thermostat cover;
  13 - lower front cover of the timing drive;
  14 - pulley of the power steering pump;
  15 - auxiliary drive belt;
  16 - roller of the automatic tensioner of the auxiliary drive belt;
  17 - air conditioning compressor pulley;
  18 - bracket for auxiliary units;
  19 - oil pump.

Chevrolet Lacetti 1.6 engine device

The Chevrolet Lacetti 1.6 liter engine is an in-line 4-cylinder, 16-valve, gasoline aspirated engine with a cast-iron cylinder block and a timing belt. Power system - distributed injection with electronic control.

O technical problems motor and its design flaws are well known. Since there are quite a lot of models with this engine in our country. A typical difficulty is the EGR valve freezes, requiring immediate flushing. But an even more serious difficulty is associated with hanging valves (often exhaust), due to a miscalculation in the design (the gap between the valve stem and the guide is small). Russian gasoline is saturated with resins, which clog the gaps between the valves and their guides. They grab the valves in the guides, sometimes so tightly that the camshaft cams are destroyed! At the same time, the engine management system does not notice the first signs of misfiring and does not notify about this with the Check Engine signal! But if the motor is clearly “troit” after starting, and after warming up, it barely pulls. So the problem is with the valves. If the problem is not dealt with, then an expensive catalyst clogs up quite quickly. However, on engines after 2008, this defect was eliminated. The manufacturer's engineers reduced the diameter of the stem and slightly changed the angle of the valve face.

Cylinder head of Chevrolet Lacetti 1.6 engine

The cylinder head of the Chevrolet Lacetti 1.6 is made of aluminum alloy. There are 4 valves per cylinder, this is a typical DOHC with two camshafts. The design does not cause any particular problems, because the manufacturer provides for the installation of hydraulic compensators, so there is no need to adjust the thermal clearance of the valves. A fairly common problem with the ever-leaking valve cover gasket can be noted. Unfortunately, the rather unfortunate design of the valve cover itself is conducive to this.

Timing drive engine Chevrolet Lacetti 1.6

• Timing scheme Lacetti 1.6
  1 - mark on the back cover of the timing drive
  2 - mark on the gear pulley of the crankshaft
  3 - coolant pump pulley
  4 - belt tensioner roller
  5 - intake camshaft pulley
  6 - marks on the camshaft pulleys
  7 - exhaust camshaft pulley
  8 - belt support roller
  9 - timing belt

Timing belt drive. The diagram is a little higher in the picture. The belt is replaced every 60 thousand kilometers. Due to the fact that the pump rotates thanks to the belt, it is changed along with the timing drive, but once every 120 thousand kilometers, that is, every other time. And now the main question is, what will happen if the timing belt on the Chevrolet Lacetti breaks? The answer is unequivocal on the Lacetti 1.6 engine, the valves bend! What follows is an expensive repair with the replacement of valves, guides, the entire timing drive and other parts.

Technical characteristics of the Chevrolet Lacetti 1.6 engine

• Working volume - 1598 cm3
• Number of cylinders - 4
• Number of valves - 16
• Cylinder diameter - 79 mm
• Stroke - 81.5 mm
• Timing drive - belt
• HP power (kW) - 109 (80) at 5800 rpm in min.
• Torque - 150 Nm at 4000 rpm. in min.
• Maximum speed - 187 km / h
• Acceleration to the first hundred - 10.7 seconds
• Fuel type - gasoline AI-95
• Fuel consumption in the city - 9.1 liters
• Combined fuel consumption - 7.5 liters
• Fuel consumption on the highway - 6 liters

Together with the Lacetti 1.6 engine, not only a 5-speed manual was installed, but also a 4-band automatic transmission. Naturally, with a machine gun, the car has a higher fuel consumption and accelerates a little worse.

Chevrolet Lacetti was first shown in 2003. New model replaced the Daewoo Nubira. The brainchild of the South Korean automaker GM Daewoo was designed by Italian studios: a sedan and station wagon in Pinafarina, and a hatchback in Giorgetto Giugiaro. Sales of the Chevrolet Lacetti began in 2004. In Europe, the sedan and station wagon retained the Nubira name. In 2007 appeared special version"WTCC street edition", in the style of the WTCC championship cars, where the Lacetti won prizes. From serial version the model is distinguished by the presence of a rear spoiler, a sports body kit and alloy wheels.

Engines

Chevrolet Lacetti was equipped with three petrol aspirated volumes of 1.4 liters (94 hp), 1.6 liters (109 hp) and 1.8 liters (121 hp). All motors have Opel roots, from which increased "sweating" (oiling) was inherited with a run of more than 100 - 150 thousand km. In general, the engines are not bad, many of them overcome the milestone of 250,000 km without any problems. The most reliable power unit working volume of 1.8 liters.

The timing drive on all engines is belt driven, with a recommended replacement interval of 60,000 km. Updating a belt with rollers and a tensioner will cost 7 thousand rubles official dealer, and about 5 thousand rubles in an unauthorized car service. It will not be superfluous to install a new pump when replacing the timing. Even if, when inspecting the coolant pump, there is no doubt about its performance. In fact, he rarely makes it to the 2nd belt change. Pump pulley backlash or coolant leakage may appear after 80 - 100 thousand km.

The alternator belt on the first Lacetti often did not reach the first timing change due to the plastic tensioner roller, which collapsed when worn and cut the belt with sharp edges. Subsequently, the manufacturer began to install a metal roller, which has much greater resource. But the tensioner itself is almost eternal.

With a run of more than 80 thousand km, cracks may occur in expansion tank coolant. The thermostat takes care of at least 120 thousand km. By the same time, it may be necessary to replace the swollen upper pipe of the cooling system. A radiator with a run of more than 130 - 150 thousand km can leak (more often from below in a plastic pan).

The blinking oiler of the engine lubrication system, as a rule, is the result of poor contact on the oil pressure sensor or even the failure of the sensor itself. For some, it was required to be replaced even at the first 10 thousand km, for others - only after 100 thousand km. A harbinger of the imminent death of the sensor are traces of oil leakage from under it.

But after the "oil can" caught fire, there were also more dramatic situations. Due to a clogged oil receiver mesh (with a run of more than 100 thousand km), the oil pressure dropped, and, as a result, the liners rotated. Auto mechanics consider the cause of clogging to be a large amount of waste that occurs due to an excessive oil change interval (15 thousand km), which, moreover, is not always “high-quality”. With a run of more than 45-60 thousand km, it is recommended to reduce the interval to 10 thousand km and be more careful when choosing oil.

The valve cover gasket begins to "poison" the oil after 50 - 70 thousand km. When opening it, it will not be superfluous to change the gaskets of the valve cover bolts. most reliable and cheap analogue- rings oil system for old KAMAZ engines.

Problems with starting after 100 thousand km may arise due to the "retractor" or starter blocking relay. A small cross-section of the wires coming from the relay causes the starter circuit to open. To identify the cause, it is necessary to connect to the starter directly, from the ignition switch (yellow wire) and the positive terminal battery. If the starter comes to life, the culprit is found - the relay.

All engines, especially the displacement of 1.4 and 1.6 liters, are quite sensitive to fuel quality. Bad gasoline leads to the appearance of "twitching", "choking" of the motor and increased detonation at startup after long-term parking. In addition to gasoline, these unpleasant phenomena can occur with a run of more than 100 thousand km due to a failure oxygen sensor, less often due to a malfunction of the throttle assembly (8 thousand rubles in an authorized service) or a contaminated sensor absolute pressure in intake manifold.

On engines with a volume of 1.8 liters after 100 thousand km per source extraneous sound often take hydraulic lifters, after replacement, which does not change dramatically. The reason for the knock is in the plastic flaps in the intake manifold (geometry change valve).

On engines of 1.4 and 1.6 liters until 2008, the valves may hang and jam due to carbon deposits. At the end of 2008, the design of the valve stem was finalized, and the inner diameter of the sleeve was increased, which eliminated jamming. But there was a side effect - a specific knock (clatter) after the engine warmed up.

The cause of carbon deposits is low-quality gasoline and frequent trips for short distances with the engine still cold. Auto mechanics tend to believe that the EGR valve also contributes to the appearance of soot, which supplies exhaust gases to the combustion chamber (to ensure combustion air-fuel mixture at lower temperatures and pressures and, consequently, to reduce harmful substances in exhaust gases - nitrogen oxides). In addition, they suggest that the standard thermostat, set to a temperature of 87 degrees, also contributes to the "cold" combustion of fuel. All this does not provide self-cleaning of candles and valves from carbon deposits. "Panacea" - turn off the EGR valve and install a "hotter" thermostat with an opening temperature of 92 degrees.

One of the unpleasant features that can show up on any of the motors is increased consumption fuel. The phenomenon occurs only in a few, and its cause is not clear. Diagnostics does not reveal any errors, and mileage does not matter. "Splinter" most likely sits somewhere in the "brains" of the ECU, but so far no one has been able to get it.

After 80 thousand km, the gas pump may “buzz”, the replacement of which will cost 3-5 thousand rubles for a non-original and 7 thousand rubles for an “original”. Due to pressure sensor failure in fuel pump Interruptions in engine operation may occur due to a change or drop in fuel pressure.

The catalyst will require replacement with a run of more than 150-200 thousand km. The appearance of a rattling sound from under the car is often caused by the contact of the thermal screen of the muffler pipe with the muffler itself - due to rusted clamps at the attachment points.

Transmission

Problems with the box are considered rare, but still they sometimes occur. Oil, according to the manufacturer, is designed for the entire life of the box. However, it is better to ignore this statement. Many car services recommend replacing every 60 thousand km.

One of the features of the work mechanical box gears - vibration and "gurgling" at the moment of the start of movement. The reason lies in the design features of the release bearing, combined with the working piston - the unit is non-separable.

The clutch resource largely depends on the operating conditions and driving style, replacement will most likely be necessary with a mileage of more than 130 - 150 thousand km. The repair kit will pull 6-7 thousand rubles (1500 - clutch disc, 1500 - release bearing, 1000 - basket and 2000 - work). The release bearing takes care of at least 60 - 80 thousand km.

The vibration described above destroys the release bearing, play appears, because of this, the assembly begins to heat up until it boils brake fluid, which leads to the airing of the clutch hydraulic drive, and the "fall" of the pedal to the floor (possibly with a run of more than 100 thousand km). "Hanging" of the pedal in the depressed state or its "heaviness" is also possible in cold weather on an unheated box. Once it warms up everything goes back to normal. Often the situation is corrected by replacing the brake fluid and bleeding the system. The slave cylinder may leak after 100,000 km.

At around 80 thousand km, misting may appear on the gear selector rod. Many do not pay attention to this. Replacing the seal fixes the problem.

After 80 thousand km, the manual transmission lever may rattle. It has to do with friction. inner surface backstage rings on the sleeve. A thin rubber ring on the sleeve is torn, as a result, the plastic touches the backstage metal and emits unpleasant sounds. Sealing ring must be replaced, and the gap between the link and the bushing should be removed with ordinary electrical tape.

Two types of automatic transmissions were installed: Japanese AISIN 81-40LE (paired with 1.6 L) and German ZF 4HP16. Some sources claim that 1.8-liter engines were also equipped with the Japanese automatic transmission AISIN 55-51LE. No serious problems have been noted so far. There was a case of destruction of the planetary gear with a run of 100 thousand km. The repair cost 38 thousand rubles.

The occurrence of shocks at the time of gear shifting at a mark of more than 50 thousand km is associated with a failure of the selector position sensor. An analogue will cost 2,500 - 3,000 rubles, and the work to replace it will cost 2 thousand rubles. The oil used in the box is designed for the entire service life, and the replacement of the filter is provided only in case of repair. Auto repair shops recommend first replacement working fluid perform at 60 thousand km, and subsequently produce it every 30 thousand km. It is better to change the box filter after 90 thousand km.

Drive oil seals, both with manual transmission and automatic transmission, begin to poison after 70 - 80 thousand kilometers.

Chassis

The suspension of the Chevrolet Lacetti cannot be called unkillable. The stabilizer struts are the first to surrender, starting to knock after 50 - 60 thousand km. It is recommended to replace it with an analogue from CTR, which is the supplier of the original. But FEBEST rarely lives more than 20 thousand km.

The rear shock absorbers can leak after 50-60 thousand km, and a little later, the front shock absorbers - after 70-80 thousand km. Regular racks in working order often begin to knock due to the backlash of the shock absorber rod. Thrust bearings are handed over after 90 thousand km. The wheel bearing rolls out at least 110 - 120 thousand km. Ball valves run more than 120 thousand km.

Chevrolet Lacetti owners regular tires Hankook often took a specific sound when it was worn out (reminiscent of a scurry and develops into a hum with increasing speed) for a running gear defect and replaced the input shaft bearing, hub bearings or brake discs. In fact, the sound source is just rubber. If these sounds are bothering you and you can't find the source, just try changing the tires, of course, if you have a regular Hankook.

The steering rack sometimes starts knocking from the first thousand kilometers, but more often only after 80 - 100 thousand km. She starts to "sweat" earlier - with a run of more than 30 thousand km. Cardan tapping in the steering mechanism may appear after 80 thousand km. A slight creak when shaking the steering wheel left and right occurs due to an anther on the steering column with a run of more than 100 - 120 thousand km. Its processing silicone grease eliminates "extra sounds".

The power steering pump may be asked to be replaced after 100 - 120 thousand km due to the hum and play of the pulley. The pump assembly costs about 10 - 15 thousand rubles. Many reanimate the pump by repressing the bearing.

Ignition of the control ABS lamps does not mean sensor failure. As a rule, it's all about poor contact, oxidizing over time. The sound of calipers is not uncommon: you can hear it well when driving through bumps. Some craftsmen have finalized the design by simply installing a spring, the role of which is suitable for the spring of the rear pads from the "classics" or the spring from the UAZ pads. Original pads "vociferous" when braking. The front ones are enough for 50 - 60 thousand km, the rear ones - for 60 - 90 thousand km.

Body

Corrosion protection Chevrolet Lacetti on a solid C grade ... with a plus. This is due to the lack of strong resistance body parts aggressive environment in the formation of chips, especially on the hood and roof, which are not treated with an anti-corrosion coating. In some instances, rust points appear on the arches rear wheels, and paint swells along the edge of the hood. Over time, on the side windows are formed small scratches. It is noteworthy that Lacetti glass Korean assembly more impact resistant.

The play of the right hinge of the hood hinge gives off an unpleasant knock and creak into the cabin on the right from under the glove box. After the hinge is riveted, there is a pleasant silence. Many people notice the hood lifting at speeds above 100 - 120 km / h. You can get rid of its "floating" by changing the length of the rubber stop under the hood, adjusting the lock and pin, as well as gluing the seal along the upper edge of the headlight.

A crooked trunk lid is not uncommon - the difference in distance between the lid and hind wings noticeable to the naked eye. The gaps are easy to set by adjusting the position of the hinges. Some owners of Chevrolet Lacetti note sagging driver's door and the fifth door on hatchbacks.

If the rear window washer stopped working, then, most likely, the tube in the rear left pillar was disconnected. But the washer pump itself may also be faulty, and often in this case it continues to pour onto the windshield. The failure of the motor is mainly due to insufficient tightness of the case and the ingress of liquid inside - onto the electrical board, where the tracks are oxidized. In most cases, re-soldering the tracks revives the pump, and additional treatment of the body with sealant prolongs its life.

Interior

The interior of the Chevrolet Lacetti is filled with hard and cheap plastic, which begins to creak over time. With a run of more than 40 - 60 thousand km, the following come to life: a clock (a plastic overlay on them), a dashboard, a salon mirror, an external plastic overlay at the bottom of the windshield, cup holders, plastic casing fifth brake light and rear shelf in a hatchback. With a run of more than 60 thousand km, plastic may creak contact group on the steering shaft, where the turn signal and wiper levers are inserted. The noise emitted by the back of the rear sofa is often perceived as the sound of the suspension.

Sooner or later, in the summer, the front passenger footwell turns into a small pool. This is condensation coming in from under the lid. cabin filter: due to the peculiarities of the moisture removal system, which does not cope with its task. Flood prevention should include cleaning the L-shaped drain tube, evaporator and tray.

Complaints also come to the address of the heater motor, which makes a chirring sound. Cause: Ingress of debris along with outside air, or lack of lubrication on the shaft.

During the operation of the Lacetti, the most likely places for freon leakage from the air conditioning system were identified: the filling valve, the place where the pipes were connected to the compressor and evaporator, and the air conditioner radiator. Flimsy radiator fins are damaged by stones. Protective mesh won't be redundant.

Electrician

Electricity loves surprises too. To problem areas include: frequent blown fuses, blinking of the clock display, "glitch" central lock, washer and fuel gauge. Often the ambient temperature sensor fails, giving false readings.

Problems with the control of external light signaling and headlights arise due to jamming of the steering column switch contacts as a result of melting of the plastic substrate. The phenomenon manifests itself with a run of more than 100 thousand km, more often in hatchbacks of the first years of production. Many owners note that melting occurs when they use more powerful light bulbs in their headlights. Later, the design of the contact group was changed, and the problems practically disappeared. If the headlights began to burn dimly, it means that the contact of the mass with the side member has disappeared, in which case it needs to be cleaned.

Problems in the connection between air conditioning-recirculation-heating of the rear window after 70-100 thousand km arise due to the marriage of electronic boards, the soldering of which used materials that do not meet the operating conditions. Resoldering the tracks (about 1000 rubles) completely returns the problem block to life.

The airbag light comes on due to poor contact at the airbag control module connector. The block itself fails less often. A bad contact in the connector on the seat belt pretensioners can also contribute to the ignition of the bulb.

Conclusion

In general, despite big variety possible problems, the probability of their manifestation on one specimen is not high. Yes, weak spots there is, but still, in comparison with competitors, the Chevrolet Lacetti is quite stable and reliable. Even despite its advanced age, the inexpensive Chevrolet Lacetti is still ready to give battle to the pushing youngsters.

Chevrolet Lacetti- popular car, performed in the body of a sedan, station wagon or hatchback, which has become in demand all over the world.

The car turned out to be successful, with excellent running characteristics, small expense fuel and optimally selected power plants that have proven themselves well for driving in the city and on the highway.

Engines

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The Lacetti car was produced from 2004 to 2013, that is, for 9 years. During this time, they put different brands of engines with different configurations. In total, 4 units were developed under the Lacetti:

1. F14D3 - 95 hp; 131 Nm.
2. F16D3 - 109 hp; 131 Nm.
3. F18D3 - 122 hp; 164 Nm.
4. T18SED - 121 hp; 169 Nm.

The weakest - F14D3 with a volume of 1.4 liters - were installed only on cars with a hatchback and sedan body, station wagons did not receive ICE data. The most common and popular was the F16D3 engine, which was used on all three cars. And the F18D3 and T18SED versions were installed only on cars with top trim levels and were used on models with any type of body. By the way, F19D3 is an improved T18SED, but more on that later.

F14D3 - the weakest ICE on the Chevrolet Lacetti

This motor was created in the early 2000s for light and compact cars. He was great on the Chevrolet Lacetti. Experts say that the F14D3 is a redesigned Opel X14XE or X14ZE engine installed on the Opel Astra. They have many interchangeable parts, similar crank mechanisms, however, there is no official information about this, these are just expert observations.

The internal combustion engine is not bad, it is equipped with hydraulic compensators, so valve clearance adjustment is not required, it runs on AI-95 gasoline, but you can also fill in the 92nd - you won’t notice the difference. There is also an EGR valve, which in theory reduces the amount of harmful substances emitted into the atmosphere by re-burning exhaust gases in the combustion chamber. In fact it is " headache» owners of used cars, but about the problems of the unit later. Also on the F14D3 uses a timing belt drive. The rollers and the belt itself should be changed every 60 thousand km, otherwise a break with subsequent bending of the valves cannot be avoided.

The engine itself is impossibly simple - it is a classic "row" with 4 cylinders and 4 valves on each of them. That is, there are 16 valves in total. Volume - 1.4 liters, power - 95 hp; torque - 131 Nm. Fuel consumption is standard for such internal combustion engines: 7 liters per 100 km in mixed mode, possible consumption oil - 0.6 l / 1000 km, but mostly waste is observed on engines with a mileage of over 100 thousand km. The reason is banal - stuck rings, which is what most of the running units suffer from.

The manufacturer recommends filling in oil with a viscosity of 10W-30, and when operating a car in cold regions, the required viscosity is 5W30. Considered to be better suited original oil G.M. Given the fact that at the moment the F14D3 engines are mostly with high mileage, it is better to pour "semi-synthetics". An oil change is carried out after a standard 15,000 km, but taking into account Low quality gasoline and the oil itself (there are a lot of non-original lubricants on the market) it is better to change it after 7-8 thousand kilometers. Engine resource - 200-250 thousand kilometers.

Problems

The engine has its drawbacks, there are many of them. The most important of them - hanging valves. This is due to the gap between the sleeve and the valve. The formation of soot in this gap makes it difficult to move the valve, which leads to a deterioration in operation: the unit troit, stalls, works unstably, loses power. In most cases, these symptoms suggest this problem. Masters recommend pouring only quality fuel at proven gas stations and start moving only after the engine has warmed up to 80 degrees - in the future this will eliminate the problem of hanging valves or, at least, delay it.

On all F14D3 engines, this drawback occurs - it was eliminated only in 2008 by replacing valves and increasing the clearance. Such an internal combustion engine was called the F14D4, but on Chevrolet cars Lacetti, it was not used. Therefore, when choosing a Lacetti with mileage, it is worth asking if the cylinder head was sorted out. If not, then there is a high probability of problems with the valves soon.

Other problems are also not excluded: tripping due to nozzles clogged with dirt, floating speed. Often the thermostat breaks on the F14D3, which causes the engine to stop heating up to operating temperature. But this is not a serious problem - the replacement of the thermostat is carried out within half an hour and is inexpensive.

Next - oil flow through the gasket on valve cover. Because of this, grease penetrates into the wells of the candles, and then problems arise with high-voltage wires. Basically, at 100 thousand kilometers, this drawback pops up on almost all F14D3 units. Experts recommend changing the gasket every 40 thousand kilometers.

Detonation or knocking in the engine indicates problems with hydraulic lifters or a catalyst. A clogged radiator and subsequent overheating also occurs, therefore, on engines with a mileage of over 100 thousand km. it is advisable to look at the temperature of the coolant on the thermometer - if it is higher than the working one, then it is better to stop and check the radiator, the amount of antifreeze in the tank, etc.

The EGR valve is a problem in almost all engines where it is installed. It perfectly collects soot, which blocks the stroke of the rod. As a result, the air-fuel mixture is constantly supplied to the cylinders along with exhaust gases, the mixture becomes leaner and detonation occurs, loss of power. The problem is solved by cleaning the valve (it is easy to remove and remove carbon deposits), but this is a temporary measure. The cardinal solution is also simple - the valve is removed, and the exhaust supply channel to the engine is closed with a steel plate. And in order to dashboard did not glow check error Engine "brains" are reflashed. As a result, the engine runs normally, but emits more harmful substances into the atmosphere.

With moderate driving, warming up the engine even in summer time, using high-quality fuel and oil, the engine will travel 200 thousand kilometers without any problems. Next, a major overhaul will be required, and after it - how lucky.

As for tuning, the F14D3 is bored to F16D3 and even F18D3. This is possible, since the cylinder block on these internal combustion engines is the same. However, it is easier to take the F16D3 for the swap and put it in place of the 1.4-liter unit.

F16D3 - the most common

If the F14D3 was installed on hatchbacks or Lacetti sedans, then the F16D3 was used on all three types of cars, including the station wagon. Its power reaches 109 hp, torque - 131 Nm. Its main difference from the previous engine is the volume of cylinders and, therefore, increased power. In addition to Lacetti, this engine can be found on Aveo and Cruze.

Structurally, the F16D3 differs in piston stroke (81.5 mm versus 73.4 mm for the F14D3) and cylinder diameter (79 mm versus 77.9 mm). Moreover, it matches environmental standard Euro 5, although the 1.4-liter version is only Euro 4. As for fuel consumption, the figure is the same - 7 liters per 100 km in mixed mode. It is desirable to pour the same oil in the internal combustion engine as in F14D3 - there are no differences in this regard.

Problems

The 1.6-liter engine for Chevrolet is a converted Z16XE installed in Opel Astra, Zafira. It has interchangeable parts and typical problems. The main one is the EGR valve, which returns exhaust gases to the cylinders for the final afterburning of harmful substances. Its fouling with soot is a matter of time, especially when using low-quality gasoline. The problem is solved in a known way - by turning off the valve and installing software where its functionality is cut out.

Other shortcomings are the same as on the younger 1.4-liter version, including the formation of soot on the valves, which leads to their "hanging". On the internal combustion engine after 2008, there are no malfunctions with valves. The unit itself works normally for the first 200-250 thousand kilometers, then - as lucky.

Tuning possible different ways. The simplest is chip tuning, which is also relevant for the F14D3. Updating the firmware will give an increase of only 5-8 hp, so chip tuning itself is inappropriate. It must be accompanied by the installation of sports camshafts, split gears. Thereafter new firmware will raise the power to 125 hp

The next option is boring and installing the crankshaft from the F18D3 engine, which gives 145 hp. It's expensive, sometimes it's better to take the F18D3 for a swap.

F18D3 - the most powerful on the Lacetti

This ICE was installed on Chevrolet in TOP trim levels. Differences from younger versions are constructive:

• The piston stroke is 88.2 mm.
• Cylinder diameter - 80.5 mm.

These changes made it possible to increase the volume to 1.8 liters; power - up to 121 hp; torque - up to 169 Nm. The motor complies with the Euro-5 standard and consumes 8.8 liters per 100 km in mixed mode. Requires oil in the amount of 3.75 liters with a viscosity of 10W-30 or 5W-30 with a replacement interval of 7-8 thousand km. Its resource is 200-250 thousand km.

Given that the F18D3 is an improved version of the F16D3 and F14D3 engines, the disadvantages and problems are the same. There are no major technological changes, so Chevrolet owners on the F18D3 can be recommended to fill in high-quality fuel, always warm up the engine to 80 degrees and monitor the thermometer readings.

There is also a 1.8-liter version of the T18SED, which was installed on the Lacetti until 2007. Then it was improved - this is how the F18D3 appeared. Unlike the T18SED, the new unit does not have high voltage wires- instead of them, an ignition module is used. Also, the timing belt, pump and rollers have changed a bit, but there are no differences in performance between the T18SED and F18D3, and the driver will not notice a difference in handling at all.

Among all the engines installed on the Lacetti, the F18D3 is the only power unit on which you can put a compressor. True, it has a high compression ratio - 9.5, so it must first be lowered. For this, two cylinder head gaskets. To install the turbine, the pistons are replaced with forged ones with special grooves for a low compression ratio, and 360cc-440cc nozzles are installed. This will increase the power to 180-200 hp. It should be noted that the resource of the motor will fall, the consumption of gasoline will increase. And the task itself is complex and requires serious financial investments.

An easier option is to install sports camshafts with phase 270-280, spider 4-2-1 and exhaust cut 51 mm. Under this configuration, it is worth flashing the “brains”, which will easily allow you to remove 140-145 hp. For more more power cylinder head porting, larger valves and a new receiver for Lacetti are required. About 160 hp eventually you can get.

On the respective sites you can find contract motors. On average, their cost varies from 45 to 100 thousand rubles. Price depends on mileage, modification, warranty and general condition engine.

Before you take a "contractor", it is worth recalling: these engines are mostly more than 10 years old. Hence, it is pretty worn power plants whose service life is coming to an end. When choosing, be sure to ask if the overhaul motor. When buying a more or less fresh car with an engine run up to 100 thousand km. it is desirable to clarify whether the cylinder head was rebuilt. If not, then this is a reason to “bring down” the price, since soon you will have to clean the valves from carbon deposits.

Whether to buy

The entire series of F motors used on Lacetti turned out to be successful. These internal combustion engines are unpretentious in maintenance, do not consume much fuel and are ideal for moderate city driving.

Up to 200 thousand kilometers, problems should not arise when timely service and the use of high-quality "consumables", so you can safely take a car based on it. In addition, the F series engines are well studied and easy to repair, there are a lot of spare parts for them, so there is no downtime at the service station due to the search for the right part.

The best internal combustion engine in the series was the F18D3 due to its greater power and tuning potential. But there is also a drawback - a higher consumption of gasoline compared to the F16D3 and even more so the F14D3, but this is normal given the volume of the cylinders.