Chevrolet F14D4 engine
The F14D4 motor has been produced by GM DAT since 2008. This is an in-line 4-cylinder power unit with a cast-iron cylinder block. The 1.4-liter engine develops 101 hp. With. at 6400 rpm. It is called the native engine of the Chevrolet Aveo.
Description
This is a modernized F14D3, but a system for changing the phases of the GDS on both shafts has been added here, individual ignition coils have been installed, and an electronic throttle has been used. The resource of the timing belt has noticeably increased, which on the predecessor broke off very soon, which led to a major overhaul. If earlier it was necessary to monitor the belt and rollers every 50 thousand kilometers, then on the new F14D4 this can be done every 100 and even 150 thousand kilometers.
The designers removed the EGR system. From it, indeed, there was a lot of trouble, not good. Just thanks to the elimination of this valve, it was possible to increase engine power to 101 horses. For a small engine, this figure is a record!
Disadvantages
As for the minuses, there are a lot of them left from the predecessor. Certain problems are associated with the GDS regime change system, although it is seen as an innovation and an advantage. The fact is that the solenoid valves of the phase regulator quickly deteriorate. The car starts to run noisily like a diesel. Repair in this case involves cleaning the valves or replacing them.
There are no hydraulic lifters on the F14D4, and it became possible to adjust the gaps by selecting calibrated cups. On the one hand, no one canceled the advantages of the automated process, but in reality there were much more problems on the predecessor F14D3 (with hydraulic lifters). As a rule, the need for valve adjustment arises after the 100th run.
Another weak point of the new engine is the thermostat. Concern GM in this matter in the first place among other manufacturers. He can’t make thermostats normally, they can’t stand it, and that’s it! Already after 60-70 thousand kilometers, it is necessary to check the part and change it if necessary.
| Winemaking | GM THAT |
| Engine make | F14D4 |
| Years of issue | 2008 - our time |
| Cylinder block material | cast iron |
| Supply system | injector |
| A type | in-line |
| Number of cylinders | 4 |
| Number of valves | 4 |
| Piston stroke | 73,4 mm |
| Bore | 77,9 mm |
| Compression ratio | 10.5 |
| Engine capacity | 1399 cc |
| Engine power | 101 h.p. / 6400 rpm |
| Torque | 131Nm / 4200 rpm |
| Fuel | gasoline 92 (preferably 95) |
| Environmental standards | Euro 4 |
| Fuel consumption | city 7,9 l. | track 4,7 l. | mixed 5,9 l/100 km |
| Oil consumption | up to 0,6 l / 1000 km |
| What oil to pour in F14D4 | 10W-30 or 5W-30 (Low temperature areas) |
| How much oil is in the Aveo 1.4 engine | 4,5 liters |
| When replacing the casting | about 4-4.5 liters. |
| Oil change is carried out | every 15000 km |
| Resource Chevrolet Aveo 1.4 | in practice - 200-250 thousand km |
| What engines was installed | Chevrolet Aveo, ZAZ Chance |
3 ways to upgrade
This engine does not have the tuning potential of the F14D3 due to its small displacement and other reasons. In the usual ways to increase performance by more than 10-20 liters. s. is unlikely to work. The fact is that there is no way to install sports camshafts here, they are not even on sale.
As for the possible ways of alteration, there are three of them.
- There is an option to replace the exhaust system. Installing a spider with a 51mm pipe and a 4-2-1 scheme, porting the cylinder head, installing larger valves, competent tuning, and the result will not be long in coming. 115-120 horses is a very real power that professional tuners achieve.
- Installing a compressor on the F14D4 is also possible. However, the compression ratio should be slightly lowered for full boost. Experts recommend installing an additional cylinder head gasket. As for the choice of compressor, a device with 0,5 bar is best suited. You will also have to replace the nozzles with Bosch 107, install the spider exhaust and properly configure it. The 1.4-liter unit will then produce at least 140 horses. The owner will be impressed by the idling thrust - the engine will more and more begin to resemble a modern Opel turbo engine of the same volume.
- As for the pros, they are more likely to choose the installation of a turbine. Again, as with the F14D3, this should be a TD04L turbine model. Alteration involves a lot of specific work: refinement of the oil supply, installation of an intercooler and new exhaust piping, installation of camshafts, tuning. With the right approach, the engine will be able to produce 200 hp. With. However, the financial costs will be equal to buying another car, and the resource is almost zero. Therefore, this type of tuning is done only for fun or to order.
Any of the described methods of finalizing the resource will not extend the engine. On the contrary, installing a compressor will significantly shorten its life. True, there is a way to somewhat improve the situation by installing forged pistons with grooves. But it is expensive, and is used only for building a turbo version.
| Aveovod | The F14D3 was produced until 2007, has 94 hp, you won't find it on cars from 2009-2010. Despite the frequent replacement of the timing, I consider it less capricious than the updated engine and much cheaper to repair (just recently it was discussed - the thermostat is 800 rubles, and on f14d4 15 thousand) ... Less whimsical to fuel and oil, and in f14d4 at least 95th give yes 98th gasoline .. D3 eats everything. Not a single check for more than 6 years. This is all IMHO. |
| Folmann | FeniX, PPKS. Not a single dzhekichan and no problems at all for 4,5 years. Sometimes, only in the frosts of the IAC, the brain composted, but they didn’t get to clean their hands. And in terms of acceleration to hundreds, by the way, D3 is also better than D4, according to the table of technical characteristics. |
| Black dragon | If we talk about my f14d4, then everything is so excellent for me. 2 years car 22000 mileage - the engine does not bother. The only oxygen sensor first flew after the warranty. But it's hardly a problem with the engine. But in winter, in 30 degree frost, it started up perfectly. The steering wheel does not turn, but the engine always starts the first time. In terms of driving performance, too, everything suits. Even at 92 it pulls merrily. I've read the forum, I'll upload losses 98. |
| guest | Yes ECOLOGY everything, her mother. And the direct connection of the gas pedal with the throttle was removed so that they would not spoil nature much. I have an engine chipped for Alpha-3 firmware (I didn’t do anything else, I didn’t jam the USR) - real guys on real kid cars with a fake instead of a silencer are resting. I move smoothly in 2nd gear and accelerate to 5 thousand revolutions. Boys with square eyes are far behind. I like the engine, only change the oil on time and pour normal benz. No unfinished phase regulators, benz exclusively 92nd - determined empirically, the computer shows less consumption on it and better traction is felt. Valve adjustment is also not required - hydraulic lifters are standing. Their durability directly depends on the oil. God forbid, the D4 will need to adjust the valves - the garage service will not be able to cope, because. calibrated pushers in the right amount, probably, only the officials will find it. Again, the consumption, judging by the forum, is less on the D3 than on the D4, partly due to the fact that during engine braking on the D3, the fuel supply is completely blocked, but not on the D4. Feel the hairy paw of the oil baroans |
| Mitrich | Here is the last post from the neighboring topic “The chance of a broken timing belt,” wrote a person with a D3 engine: “changed it to 60t. put the original. 7 tons passed, broke, repair 16000. put getz.” |
| Expert | I change every 40 thousand, 2 times changed. I don't consider it expensive. Everybody has single bugs. I also installed the original belt of additional units once - after 10 thousand it stratified and cracked (3 months have passed) ... Or did no belts break on D4? They were torn .. I can also give a bunch of examples about D4, about whims with gasoline below 98 (you know it yourself), troubles with a thermostat that costs like an airplane, about diesel rattling of gears ... And it’s more expensive to flash it, although this is not so important. Oh yes, and one extra horse in the data sheet for our laws). Right now, of course, there is no choice, one move was replaced by another, and for a long time. But if there was a choice, I would choose D3. The seventh year is coming - no regrets. |
| Commander | Belt replacement still needs to be taken into account. If you change the belt every 40 thousand, then you get 1 D4 belts for 4 D3 belt, well, let's say 3, if you change it by 120 thousand, not 160. And the belt breaks, if something is wrong, after several thousand kilometers , so more frequent belt replacement is just as much more likely to cause a sudden break. Where did you see that D4 suffers from broken timing belts? He does not have such trouble because the design of the timing drive itself is completely different and the belt is wide and runs many times smoother and softer due to the hydraulics in the gears, but on the D3 a belt break is really an Achilles heel with deadly consequences. There are people whose D3 belt was torn more than once, but not three times, it is clear why - the second time is enough to get rid of such “happiness” like the plague. I once again draw attention to the fact that I don’t want to convince anyone of anything, the D3 engine has its advantages and disadvantages, but not to take into account driving it like a barrel of gunpowder because of the timing belt is extremely presumptuous. I well remember the case when a person with D3 went south with his family, the family returned under its own power before reaching the south, and he returned a month later with frayed nerves and a loss of more than 30 thousand rubles, because of course the valve was bent. |
| Vasya | I have had the F14D4 for four years and four years in this forum, and not only in it, I “keep my finger on the pulse” of the real average state of health of this engine. This entire list was compiled by a person who is a little versed in the engine, but a biased pessimist and a fatal dreamer, and compiled it on the Alex-Pilot zazshans forum, oddly enough the same Pilot and also from Kaliningrad, who skated on the Aveo F14D4 for only two years and sold it ( it was not convenient to jump on the curbstones). 1. “The plastic intake manifold can crack… the price is very fun.” “Maybe it won’t crack if you don’t hit it with a strong hammer.” I have not yet cracked in 4 years and have never heard that no matter who it is, it cracked just like that, on its own, and not from an accident, when anything can crack with the same success. 2. “There are no bottoms, it’s very hard to jump onto the curb” - Is this a jeep for you? Are you out of your mind, what would you like to jump on curbs with such a height of thresholds and ground clearance? Then you can add a couple more points - there is no tangura and there is nothing to attach the winch to - it’s dumb to go to the swamps for cranberries. The same, however, is not nonsense, but an inconvenience? 3. “there is an oil heat exchanger (it stands on the block under the exhaust manifold), it happens that a gasket breaks on it and then the coolant starts to get into the oil and vice versa” - you know, the author did the right thing, indicating where the heat exchanger is and what it is in general , because the vast majority of not only the owners of these engines, but also the service masters do not even know about its existence. And they don’t guess because there is no reason for this - he doesn’t show himself at all. Hence and again this philosophical word "occurs". Sometimes the belt on the D3 reaches 60 thousand, and sometimes it breaks much earlier, this really happens. And the fact that the gasket breaks through the heat exchanger - this does not happen, but occasionally it happens, no more often than the bolts on the wheels are unscrewed. |
Eventually
The F14D4 engine has many advantages. This is an improved timing belt that runs for a long time, and a high-quality pump, and the absence of an EGR valve. The crankcase ventilation is well thought out, allowing gases to escape from the throttle zone. Therefore, the damper is rarely contaminated, which is a great advantage for an electronic actuator. It is also easy to replace the oil filter on this motor - this is done from above, without a pit.
This is where the benefits end. Fragile intake manifold that can break easily. Bad traction on the bottom. The operation of the oil heat exchanger installed under the exhaust manifold is not impressive. It often breaks through the seal, and antifreeze gets into the oil. From low-grade fuel, the catalyst easily fails - it is made one with the exhaust manifold.
Definitely, the manufacturer has eliminated some of the previous errors of the F-series engine, but new ones have been added.
