Hyundai uses its own engines to install on its cars, which have shown themselves from the best side. About what engines Hyundai equips cars for the Russian market, about their main characteristics, features and applicability, as well as general information on South Korean power units - you will learn all this from this article.
General view of Hyundai engines
Hyundai, like many other major automakers, equips its vehicles with engines of its own production, which makes it independent of third-party manufacturers. However, this was far from always the case: for many years the company produced motors under a Mitsubishi license, and only in 1989 (22 years after the company was formed) was a completely self-developed motor released.
To date, Hyundai produces several types of power plants with different purposes:
Small displacement inline 4-cylinder gasoline engines for cars, vans and light commercial trucks;
. Small displacement inline 4-cylinder diesel engines for passenger cars, vans and light commercial trucks;
. In-line 4-cylinder diesel engines of large cubic capacity for trucks;
. V-shaped 6-cylinder gasoline engines for passenger cars (including crossovers);
. In-line 6-cylinder diesel engines of large cubic capacity for powerful trucks and buses;
. V-shaped 8-cylinder gasoline engines for luxury cars;
. V-shaped 8-cylinder diesel engines for trucks and buses.
In addition, the Hyundai line has several 3-cylinder gasoline engines, as well as a mass of engines with a volume of 53 to 678 cm 3 (power from 2 to 30 hp) used on generators and small equipment (snowplows, scooters, motor cultivators and etc.). But here we will only talk about car engines.
A - South Korea, Asan;
. B - China, Beijing;
. H - South Korea, Hwasun;
. K, United States, Montgomery;
. M - India, Chennai;
. P - South Korea, Poseung;
. S - South Korea, Sohari;
. T - Türkiye, Izmit;
. U - South Korea, Ulsan;
. W - China, Shandong;
. Z - Slovakia, Zilina;
. 1 - China, Yangcheng.
Usually, full marking is indicated only in the documents for the car, more often you can see engines with a four-digit designation, which is usually more than enough. For example, two engines are installed on Hyundai Solaris - G4FA and G4FC, which means that we have Gamma generation 4-cylinder gasoline engines (as indicated by the letter “F”) with a volume of 1.4 liters (the letter “A” in the first engine) and 1.6 l (letter "C" in the second engine).
The marking is knocked out on the engine, its location depends on the specific power unit. But usually the marking is applied to the cylinder block in such a place that it is visible without special manipulations - just open the hood.
Engines of current models of Hyundai passenger cars
Hyundai uses a wide variety of engines, with one model designed for different markets often equipped with different engines. Therefore, here we will consider only those engines that are used on Hyundai cars intended for sale in Russia.
The current range of engines for Hyundai passenger cars is as follows:
Gamma 1.4 (MPi, gasoline, 1396 cm3, 100 hp, i30);
. Gamma 1.4 (MPi, gasoline, 1396 cm3, 107 hp, Solaris);
. Gamma 1.6 (MPi, gasoline, 1591 cm3, 123 hp, Solaris);
. Gamma 1.6 (MPi, gasoline, 1591 cm3, 130 hp, i30);
. Gamma 1.6 (MPi, gasoline, 1591 cm3, 132 hp, Elantra, Veloster);
. Nu 1.8 (MPi, gasoline, 1797 cm3, 150 hp, Elantra);
. Nu 2.0 (MPi, petrol, 1999 cc, 150 hp, i40, ix35);
. Theta II 2.4 (MPi, gasoline, 173 hp, 2359 cm 3 , H1);
. Theta II 2.4 (MPi, gasoline, 180 hp, Grandeur);
. Theta II 2.4 (MPi, gasoline, 175 hp, Santa Fe);
. Lambda II 3.0 (GDi, V6, gasoline, 249 hp, Genesis);
. Lambda II 3.0 (MPi, V6, gasoline, 2999 cm3, 250 hp, Grandeur);
. Lambda II 3.3 (MPi, V6, petrol, 3342 cc, 271 hp, Grand Santa Fe);
. Lambda II 3.8 (GDi, V6, gasoline, 3778 cm3, 315 hp, Genesis);
. Lambda II 3.8 (GDi (new modification), V6, gasoline, 3778 cm 3, 334 hp, Equus);
. Tau 5.0 (GDi (new modification). V8, gasoline, 5038 cm 3, 430 hp, Equus);
. U II 1.6 (diesel, 1582 cm 3 , 128 hp, i30);
. U II 1.7 (diesel, 1685 cm 3 , 136 hp, i40);
. U II 2.0 (diesel, 136 hp, ix35);
. U II 2.0D (diesel, 184 hp, ix35);
. R 2.2 (diesel, 197 hp, Santa Fe, Grand Santa Fe);
. A II 2.5 (diesel, 2497 cm3, 116 hp, 16 valves, H1);
. A II 2.5 (diesel, 2497 cm3, 170 hp, 16 valves, H1).
Each line of engines has its own characteristics, technical characteristics and applicability.
Line "Gamma"
The most common gasoline engines have relatively low power, small dimensions, low noise level and a high degree of environmental safety. This generation has replaced the first generation of Hyundai Alpha gasoline engines. Engines have a number of common features and characteristics:
Inline 4-cylinder;
. Petrol;
. MPi (multipoint injection);
. DOHC (two timing shafts in the cylinder head);
. D-CVVT (variable valve timing system);
. 16 valves (four valves per cylinder);
. Timing drive - chain;
. Aluminum cylinder block and cylinder head.
The line includes three modifications - G4FA (Gamma 1.4), G4FC and G4FC (both Gamma 1.6). Motors are installed on Solaris, Accent, Elantra, Veloster, i30, ix35, i40 models, as well as on Kia Ria and Soul cars.
Ruler "Nu"
One of the new developments of Hyundai, these gasoline engines have occupied a "two-liter" niche between the Gamma and Theta II lines. These motors are equipped with the most modern systems and functions - MPi, CVVT, DOHC and others. The cylinder block and cylinder head are made of aluminum, so the engines are very light and compact with good power ratings.
This line on the Russian market is represented by two models:
G4NB (Nu 1.8, installed on Hyundai Elantra);
. G4NE (Nu 2.0, installed on ix35 and i40).
Also, this generation includes more powerful two-liter engines G4NA (164 hp) and G4NC (177 hp), which are equipped with the Hyundai Tucson model that is no longer produced today and others.
Theta II line
Theta II petrol engines have been in production since 2008, replacing the Theta engines, which had been produced for only four years before. These power units have all the "family features" of Hyundai engines: an aluminum cylinder block and cylinder head, multipoint injection, two camshafts in the cylinder head, a timing system and others.
The line consists of more than a dozen engines, but today only 2.4-liter versions are supplied to Russia:
G4KE (installed on the Santa Fe crossover);
. G4KG (installed on the H-1 minibus);
. G4KJ (installed on the Hyundai Grandeur, previously this model was equipped with a less powerful G4KE unit).
The Theta II line also includes 1.8 and 2-liter engines, but Hyundai does not offer domestic buyers cars with these power plants.
Line «Lambda II»
A line of powerful 6-cylinder power units, installed mainly in expensive models of Hyundai and Kia cars. Motors have been manufactured since 2008 (the first generation of Lambda was released in 2006), they have the following features:
V-engine (V angle 60°);
. Petrol;
. Availability of models with MPi (ported injection) and GDi (direct injection);
. D-CVVT (variable valve timing);
. Lightweight aluminum construction;
. Timing chain drive.
There are ten engines in the model range, but only four modifications are installed on cars for the Russian market:
G6DG (Lambda 3.0, installed on Genesis);
. G6DH (Lambda 3.3, installed on Grand Santa Fe);
. G6DJ (lambda 3.8, installed on Genesis);
. G6DA-AC (lambda 3.8 new version, installed on Equus).
Other engines of this line are not supplied to our country.
"Tau" line
The most powerful gasoline engines installed in luxury cars. Produced since 2008, have the following characteristics:
V8 (V-shaped 8-cylinder, V-angle - 90 °);
. Petrol;
. QOHC (four timing shafts - two in each cylinder head);
. D-CVVT;
. Aluminum construction;
. There are models with MPi and GDi.
The lineup consists of only three engines, now Hyundai supplies Russia with only one of them - the top-end 5-liter G8BE GDi, installed on the Equus. Also in the lineup there are less powerful engines G8BA and G8BB with MPi system.
"U II" line
The most simple and inexpensive Hyundai diesel enginesdesigned for compact cars. Motors have been produced since 2004, have the following features:
Inline 4-cylinder;
. Diesel;
. CRDi (common rail fuel equipment);
. Equipped with variable geometry turbocharger (VGT);
. Have a CVVT system;
. DOHC
. 16 valves.
This line includes a large number of engines (more than a dozen modifications) with a volume of 1.1 to 1.7 liters. Cars arriving in Russia are currently equipped with two models:
D4FB (U II 1.6, 128 hp, installed on i30);
. D4FD (U II 1.7, 136 hp, installed on i40).
Also, some U II engines are installed on Kia cars. Despite the high interest of the domestic buyer in diesel engines, Hyundai supplies our country with a very limited range of cars running on this type of fuel.
Ruler "R"
Newer and more powerful diesel engines produced since 2009. They have a number of non-trivial design solutions, but are generally similar to the engines described above (CRDi, DOHC, CVVT systems, VGT turbocharger, etc.). In Russia, the line is represented by three motors:
D4HA (R 2.0, 136 hp, installed on ix35);
. D4HA (R 2.0D, increased to 184 hp power, also installed on ix35);
. D4HB (R 2.2., 197 hp, installed on Santa Fe and Grand Santa Fe).
The D4EA 2.0 diesel engine has a traditional arrangement of four cylinders in one row. The fuel system of this power unit provides for the installation of a Common Rail ramp. The nozzles are designed in such a way that they can work at very high pressures. The cylinder head is either with one shaft or with two, it all depends on the number of valves installed on the engine modification.
The D4EA 2.0 CRDI engine, reviews of which are located on this page, is distinguished by direct fuel injection, provided by the injector. This is evidenced by the prefix CRDI in the marking. This makes it possible to obtain a very clean exhaust, as well as to provide a relatively low fuel consumption, given the displacement.
The turbine of the D4EA engine was usually chosen by WGT or TCI, and also worked with an air pre-cooler - an intercooler. But this does not happen everywhere, for example, the Santa Fe classic D4EA is equipped with a different supercharger - TD025M from Mitsubishi. Modern models of superchargers are capable of delivering more power to the power unit, so the dependence of the date of manufacture and power is directly proportional.
Therefore, the Hyundai D4EA engine, which is equipped with an additional WGT supercharger, is capable of delivering only about 113 hp - 120 horsepower. Motors equipped with a TCI or VGT turbine can develop 150 and 140 horsepower. With all this, regardless of power, the volumes of the combustion chamber remain identical, and only the compression ratio of the fuel changes. The VGT turbine can work without an intercooler, but it's not worth experimenting, since the air pressure is greatly increased. In addition, this supercharger model is designed to work with an individual high pressure fuel pump.
The Santa Fe 2.0 D4EA diesel engine also has a very important feature that does not apply to the turbine model being installed. This feature consists in individual adjustments of parameters for a specific car body. Depending on whether you have a crossover, sedan or minivan, the parameters will be different.
Peculiarities
The D4EA 2.0 CRDI engine, which has a very long resource, is not a classic diesel engine, it is something more. Against the background of similar engines, it stands out for its design features, which are as follows:
- Cylinders and drain channels for lubricants and coolants are bored directly into the cylinder block, which is completely made of cast iron.
- The motor device provides for the fact that a durable steel crankshaft and a cast camshaft are fixed by five supports.
- The reliability of the power unit is ensured by the fact that the cylinder head is made of aluminum, as well as the water pump housing.
- The fuel begins to burn in a separate vortex chamber, which provides additional power.
- For the distribution mechanism of gases, two schemes SOHC and DOHC are used, which are the most optimal.
- The high pressure fuel pump is driven by a gear train from the camshaft.
- The D4EA timing belt drives the gas distribution mechanism, which provides reliability in comparison with a chain drive.
- The CRDI 2.0 motor provides for the installation of an intercooler, which is made of aluminum and is made in a plate design.
- The turbine together with the air blower are brought together in one common unit, which allows for the greatest efficiency.
- The description of compressor operation is based on the combination of exhaust gases and clean air from the environment.
- Thanks to the installation of a special bypass valve, it is possible to relieve excessive pressure from the system, which allows you to extend the life of the power unit.
The D4EA motor, the characteristics of which are presented above, is distinguished by a rather interesting operation of the cylinder head with one shaft. In this case, the thermal clearances of the valves are adjusted automatically using hydraulic compensators. The dual shaft head, which is designed for DOHC operation, is not equipped with such a system, so the valves must be adjusted manually.
The D4EA motor, the reliability of which leaves no doubt, in 8 and 16 valve versions also differs in exhaust gas distribution schemes and the location of some attachments. Other components remain identical, including the ignition system and glow plugs on the D4EA 2.0 CRDI. The D4EA engine injector is also identical for both engine versions.
Flywheels are absent only on those models of the power unit that were installed on the Kia Sportage 2006 and were paired with an automatic transmission. In any other case, the motor works with flywheels.
If you pour high-quality oil into the D4EA engine and use only high-quality diesel fuel, then the life of the D4EA engine will be relatively long. The power unit works without any complaints and has no typical problems, so it has become quite widespread in the secondary market and has acquired an army of its fans. This phenomenon is also evidenced by the reviews left by the owners of cars with such power units.
The abbreviation CRDI (Common Rail Direct Injection, from the English direct fuel injection system) is found on vehicles with a diesel engine. This designation was given to the power units that the South Korean auto giant Hyundai / KIA installs on its models.
In other words, the Hyundai CRDI engine is a Korean design and is found exclusively on Korean cars. As for other manufacturers, global companies are also actively using structurally similar analogues. In this article, we will look at the CRDI engine, what it is, what the specified unit has analogues, and also talk about the advantages and disadvantages of this type.
Read in this article
CRDI diesel engines: pros and cons
As mentioned above, the designation CRDI is used for Korean direct injection engines (crdi 16v engine, etc.). Other manufacturers also have similar units in their diesel engine lineup.
As an example, we should mention the products of the German brand Mercedes, which received the designation CDI or CRD, the Italian Fiat designated its engines as CDTi. On Ford models, this engine is called TDCi, GM uses the designation CDTi or VCDi, Volkswagen has used the designation TDI, well known to domestic consumers, etc.
If you do not take into account the differences in the name and some individual design features, all such designations should be understood as a diesel engine that is equipped with a Common Rail system (direct fuel injection).
Benefits of CRDi motors
The specified type of internal combustion engine (CRDi, CDI, TDI, etc.) makes it possible to achieve significantly lower consumption, as well as a decrease in the level of harmful substances in the exhaust gases.
The main feature of common rail diesel engines is that fuel is supplied to the injection nozzles from a common accumulator in which the fuel is under high pressure. The design compares favorably with the usual diesel engines with, which has a cam drive and restrictions on the pressure of the supplied fuel.
The general scheme of the system operation looks like this: after turning the ignition key, diesel fuel is pumped by a separate pump into the Common-rail fuel rail (from the English common, single rail, highway). This rail is the "battery" mentioned above. Inside the Common-rail, the fuel is constantly under high pressure for injection. Further, the diesel fuel comes from the rail through the fuel lines to the injection nozzles under pressure.
This solution has a number of obvious advantages compared to other diesel engine power systems. First of all, fuel efficiency is significantly increased.
The fact is that maintaining a constant high pressure allows you to efficiently spray fuel directly into the combustion chamber (direct injection). The higher the pressure, the better the diesel fuel is dosed and sprayed, as a result of which the subsequent combustion of the charge occurs fully and with maximum energy return to the piston.
The most complete combustion of the fuel-air mixture is a guarantee that the content of toxic substances in the exhaust gases will be minimal, while engine power is noticeably increased.
- The main feature of this power supply system is that the fuel pressure is constantly kept at the same level, that is, it does not depend on the crankshaft speed, fuel volume and other factors that can affect injection in relation to different ICE operating modes.
The fuel supply is implemented in such a way that the fuel injectors are opened for injection under the control of a separate EDC control unit. This became possible due to the fact that special electromagnetic solenoids are structurally introduced into the nozzles of the fuel supply system.
This is a fundamental difference between the Common Rail system and motors with a cam injection pump, the solution allows the needle to be lifted in the injection nozzle using a controlled solenoid, and not as a result of fuel pressure.
- In the Common Rail system, the total amount of fuel for injection, the injection advance angle and the injection pressure are determined by software, that is, they are hardwired and applied in relation to different engine operating modes and conditions.
In other words, fuel injection and injection are completely separate processes. This results in another significant advantage, which makes it possible to make the injection multi-phase (minimum two-phase). At the same time, the injection pressure can also be changed dynamically, taking into account the speed, speed and load on the internal combustion engine.
- Moreover, Common Rail also allows you to implement phased injection in one working cycle. We add that the early development of this system assumed only double injection. The main task at an early stage was the need to get rid of.
Today, modern power systems can provide about 9 phases of fuel injection. To the list of advantages already described above, phased injection has added a noticeable reduction in noise levels during diesel engine operation.
- We also note that the constant high fuel pressure in the rail made it possible to accurately dose the fuel during the entire injection time (the duration of the nozzle opening). At the same time, in designs with a conventional high-pressure fuel pump, this possibility was completely absent.
The fact is that attempts at any pressure changes led to the fact that wave-like pulsations (wave hydraulic pressure) naturally arose in the pipelines from the pump to the nozzles.
As a result of these pressure waves, fuel lines are quickly damaged. For this reason, injection pumps have a strict limitation in terms of the pressure under which they pump fuel to be supplied to the nozzles.
In view of the foregoing, it becomes clear why conventional injection pumps do not develop pressures greater than 300 kg / cm2, while Common Rail systems significantly exceed this mark. For example, CRDi assumes a pressure of up to 2000 bar without pressure fluctuations and destruction of the system elements.
Disadvantages of the CRDi engine
As for the cons, CRDi units and other common rail units have a number of specific disadvantages. Let's start with the fact that this system is initially very sensitive to the quality of diesel fuel. The ingress of even small third-party fractions or impurities can cause immediate damage to the pump, nozzles and other elements.
- Also, CRDi motors have a fairly high cost, which greatly increases the final price of a vehicle with a similar power plant. We add that the device of the Common Rail power system itself is complex, since the design includes many electronic sensors for well-coordinated work.
This feature almost completely eliminates the possibility of a simple garage repair. Diagnostics and/or troubleshooting requires the availability of expensive special tools, stands and equipment.
This means that it is possible to fully diagnose, repair, configure or service the CRDI engine power system only in dealerships or large third-party service stations. At the same time, it is important not only to have the right equipment, but also qualified personnel who specialize in Common Rail.
- In parallel with this, for CRDi and Common Rail, there is often an urgent need to purchase expensive spare parts, since modular replacement is preferable. It becomes clear that for the above reasons, the cost of any work will be high.
Summing up
Based on the above information, it becomes clear why in the CIS, many car owners still mistakenly consider the Common Rail diesel engine power system to be an extremely unreliable solution. We note right away that the point is not in the system itself, but in the quality of domestic fuel and the level of service for cars with such engines.
It should be remembered that the Common Rail elements are made with high precision, that is, even the smallest third-party particles are not allowed to enter the system. Under conditions of extremely high pressure, such parts are quickly damaged after using low-quality fuel, and their replacement involves certain difficulties and significant costs.
In other words, if the driver had previously operated a diesel engine with a conventional injection pump, then no problems could arise. At the same time, after changing the car to a common rail power unit, breakdowns could appear very quickly.
The fact is that, out of habit, they continue to fill the car with fuel of dubious quality at the nearest gas station, pour additional additives into the tank in the cold season, etc. Also, not all drivers pay due attention to the quality of fuel filters and their replacement intervals.
It becomes clear that if a motor with a simple high-pressure fuel pump more or less worked normally in such conditions, then the Common Rail will fail much faster. Also, the appearance of failures will require in-depth diagnostics. However, it is not always possible to quickly establish the cause.
The system actively uses many electronic sensors, activators, valves and other elements. Diagnostics involves checking the DPKV, the pressure sensor in the fuel rail, temperature sensors, etc. In parallel, you need to check the solenoids and a number of other elements.
Finally, we add that there may also be difficulties with the search for service stations. The fact is that in the CIS there is a shortage of qualified personnel for the diagnosis and repair of Common Rail.
Read also
What determines the lifespan of a diesel engine. Planned diesel mileage before the first overhaul. How to increase the resource of a diesel engine.
The first Korean turbodiesels with the Common Rail system appeared in 2000. That is, the Koreans have not lagged behind the global trends in the creation of diesel engines. The first-born in the CRDI family is a 4-cylinder 2-liter engine with. It was followed by a 3-cylinder 1.5-litre engine with the designation D3EA. In 2002, a 2.2-liter modification (D4EB) appeared, based on the 2-liter CRDI.
In this article, we will talk specifically about the first version of the engine - 2.0 CRDI (D4EA). Much that has been said about him is also true for his closest relatives with a volume of 1.5 and 2.2 liters. You can watch a video about the device and engine problems on our YouTube channel
You can buy a Hyundai or Kia 2.0 CRDI (D4EA) contract engine from.
The 2.0 CRDI (D4EA) engine has a cast-iron block, there are 16 valves in the aluminum cylinder head, one camshaft, valve actuation by roller levers (rockers), with hydraulic compensators. Timing belt drive. The power of the D4EA engine ranges from 112 to 150 hp. Versions more powerful than 125 hp equipped with a variable geometry turbine Garret. We are dismantling the basic version of the engine with a turbine with a bypass valve. Bosch common rail fuel system with CP1 injection pump.
By the way, this engine was widely used in Russia on the Santa Fe Classic model, which was assembled at TagAz until 2010. And in Ukraine they assembled the first "Santa" with this engine until 2006.
Reliability and engine life 2.0 CRDI (D4EA)
There is a lot of conflicting information about the reliability of this engine. Many of these engines serve without problems even with a mileage of more than 400,000 km. At the same time, quite a few 2.0 CRDI engines went to capital or were replaced with runs of about 150,000 km. Much depends on the quality of service, the "observation" of the owner and the quality of the fuel.
Turbocharger
The turbine on this engine is quite reliable, resourceful and usually does not cause problems. But the boost sensor, especially on 2.0 CRDI engines with more than 125 hp. pretty buggy. In 2014, the Koreans even announced a recall campaign, in which all high-power 2.0 CRDI engines manufactured before March 10, 2014 changed the boost sensor.
glow plugs
Glow plugs on a 2.0 CRDI engine should be changed every 3 years - they don't last longer.
One of the causes of oil
The basic 112-horsepower version of this engine is devoid of an oil separator for the crankcase ventilation system. Here, in the valve cover, there is simply an oil baffle plate. Resourceful owners of cars with this engine installed an oil separator of their own design. Due to such a frankly simple solution, a lot of oil vapor, especially when the oil separator plate is dirty, simply flies into the intake and burns out in the cylinder chambers. Periodically cleaning the valve cover is required to eliminate this cause of oil burning.
The problem with clogging of the breather of the crankcase ventilation system, which can be judged by soaring from the oil filler neck, should not be started in any case. You can get to a strong oil burn, a critical decrease in its level and to a violation of the lubrication of the crankshaft journals with the resultant turning of the liners and even the destruction of the connecting rod journals. Yes, yes, all these troubles can happen simply because of the “wrong balance” of gases in the crankcase.
The VKG valve on the 2.0 CRDI engine is membrane and usually there are no questions about it: the membrane lasts a very long time.
Fuel systemBosch
The fuel system is capricious, very sensitive to fuel quality. Worn injectors begin to drain a lot of fuel into the return line, which is why the 2.0 CRDI engine starts poorly and stalls. For uncertain operation of the engine, one injector pouring into the return line is enough.
But if the nozzle starts to spray fuel incorrectly, injecting fuel early, then you can get to the engine overhaul. Due to improper combustion of the fuel mixture, the piston in the cylinder burns and collapses with incorrect fuel spray. In general, the injectors on the 2.0 CRDI engine require close inspection and preventive testing on the stand.
In addition, refractory copper washers naturally burn out under the injectors, which causes coking of both the injector sockets and the cylinder head cavity, excess pressure arises under the valve cover and in the crankcase ventilation system.
You can buy diesel fuel injectors for a Hyundai or Kia 2.0 CRDI (D4EA) engine from.
Separate troubles are caused by failed fuel pressure regulators and a fuel pressure sensor mounted on the rail. If the regulator malfunctions, the 2.0 CRDI engine stalls during acceleration, starts uncertainly. If the pressure sensor malfunctions, it does not develop speed.
You can buy a fuel pump (TNVD) for a Hyundai or Kia 2.0 CRDI (D4EA) engine from.
Problems with the cylinder head
A lot of problems with the 2.0 CRDI engine occur in its head. Hydraulic compensators here turned out to be unreliable, they can fail. Moreover, in the saddest case, a rocker may fly off a faulty hydraulic compensator or a valve may dry out. Mechanical damage to the engine in this case will hit the owner's pocket hard.
The head of the 2.0 CRDI engine block is not favored due to valve wear: the development of a working chamfer in a valve disc-valve seat pair. Also, the cylinder head may simply crack along the channels of the glow plugs or deform.
There is a fairly fair opinion that all these troubles are due to the incorrect operation of worn fuel injectors. Therefore, if the 2.0 CRDI engine was brought to capital, then it is important to find the cause and be sure to check all the nozzles.
Cooling pump
Also behind the 2.0 CRDI engine there is such a sin as pump jamming. Since the pump is driven by a timing belt, its jamming leads to a broken belt and “Stalingrad”: the pistons and valves will collide and damage each other.
Piston group
On the pistons of the 2.0 CRDI engine, piston rings can collapse, partitions can collapse. And again, this is due to improper mixture formation, when the nozzle injects fuel not into the recess in the piston bottom, but too early - almost throughout the entire volume of the cylinder, which causes excessive heating of the piston top land.
And with frequent short city trips, when the engine does not have time to warm up or when saving on oil service, piston rings lie on the 2.0 CRDI engine.
"Kia-Sportage-2.0CRDi-AT-Premium", from 1,379,900 rubles, CAR from 12.80 rubles / km
As a riding instructor recently explained to me, the main purpose of Thoroughbreds is racing. Due to their explosive nature, excessive energy, they are not suitable for ordinary fans. These four-legged aristocrats need a daily galloping release and a master's hand, otherwise the consequences can be unpredictable. After all, even their heart is larger and more powerful than that of horses of other breeds, their lung capacity is larger.
For some reason, this information popped up in my memory when I found myself driving a 184-horsepower Sportage. The calm rhythm of everyday traffic, the average speed of which does not exceed 50 km / h, is definitely not to his liking. My thoroughbred horse even started up the hill in such a way that just hold on, and instantly reacted to any pressing of the accelerator pedal, every minute trying to overtake the hitchhikers that suddenly became unusually slow. He did it so briskly and playfully that it turned out to be almost impossible to resist the desire to goof off.
Height adjustment and lumbar support help the rider find a comfortable fit
However, it is not surprising. The R-series aluminum diesel four, which Sportage (and its ix35 cousin) received in 2009, is the pride of Kia and Hyundai engineers. Equipped with a turbocharged aftercooler and a third-generation Common Rail injection system from Bosch, it delivers 136 horsepower in its quietest form. But the variable geometry of the turbine blades made it possible to increase power by 48 hp. s., and the torque is 63 N.m. Considering that the weight of the 184-horsepower car has not increased by a single gram, it is clear where such impressive vivacity appeared in the character of such a Sportage.
True, at good speeds in the car, the noise of the wheels and the sounds from passing cars are well heard. And the suspension of the crossover is quite stiff. Cracks and small potholes in the asphalt do not interfere, but on more serious obstacles, the Sportage begins to rumble noticeably, and the fifth point feels the road seams and pits well. But all the maneuvers on the road, my all-wheel drive "Kia" performed easily and naturally.
18-inch wheels really suit the Sportage. On our roads, however, inch-smaller wheels are perhaps more practical.
Just do not expect special efficiency from such a frisky horse. And in any case, the wonderful six and a half liters per hundred, which the official specifications promise. My "Sportage", equipped, by the way, with everything that can be placed in a car, and even with a heater working at full capacity, on average ate at least 10-11 liters. After all, one really wants to drive such a powerful and fast car, so my thoroughbred stallion begins to whip the “diesel oil” with buckets. No matter how you remember that Arabian horses in the sheikhs' stables are fed with hay, which is transported by planes from Canada. So that…
So the diesel Sportage, flying up to a hundred in 9.8 seconds, is prepared exclusively for those who do not want to put up with the calm nature of his younger diesel brother and do not agree with a gasoline horse. This stallion is for those who need the fastest and most frisky option of all. At the same time, the buyer has no choice: if he wants a nimble diesel, then he must purchase a premium set of several dozen necessary and not very options with all-wheel drive and an “automatic”, paying 1,379,900 rubles for this. And the brother of our thoroughbred horse is not supposed to have such equipment at all, the ceiling of the 136-horsepower Sportage is the Luxury version. It does not have a panoramic roof, leather interior and car parking, and instead of 18-inch wheels, one inch smaller diameter is installed.
We decided:
The most powerful diesel "Sportage" will please the owner with impressive agility and almost exhaustive equipment. True, you will have to pay for this with a ruble: it is 80 thousand more expensive than an equally richly equipped gasoline one and 130 thousand more than a less powerful diesel counterpart.
