Rice. 12.1. Timing gear for G6BA engine:
1 - gear pulleys of intake camshafts; 2 - an intermediate roller of the gas distribution mechanism drive; 3 - timing belt drive; 4 - top cover of the gas distribution mechanism drive; 5, 7, 8, 10, 12, 14, 16 - bolts; 6 - intermediate roller of the auxiliary drive belt; 9 - auxiliary drive pulley; 11 - engine support bracket; 13 - lower cover of the gas distribution mechanism drive; 15 - automatic tensioner of the timing belt; 17 - tension roller of the timing gear drive, 18 - crankshaft toothed pulley
General information
A part of the production of Hyundai Tucson cars is equipped with a four-stroke gasoline six-cylinder V-shaped G6BA engine with four valves per cylinder, equipped with a distributed fuel injection system.
The G6BA engine has two camshafts in each cylinder head. The intake camshafts are driven by a reinforced toothed belt 3 (Fig. 12.1). The belt tension is provided by the automatic tensioner 15 through the tension roller 17. 
Rice. 12.2. G6BA engine cylinder heads:
1 - final camshaft; 2 - camshaft bearing caps; 3 - valve bushings, 4 - lower plates of valve springs; 5 - valve springs; 6 - hydraulic valve pusher; 7 - locking crackers of valve springs; 8 - the upper plate of the valve spring; 9 - valve stem seals; 10 - exhaust camshaft drive chains; 11 - cylinder head; 12 - cylinder head gasket; 13 - intake camshaft; 14 - a gear pulley of an inlet camshaft; 15 - valves; 16 - valve seats
Camshafts 1 (Fig. 12.2) the exhaust valves are driven from the camshaft sprockets 13 of the intake valves by single-row roller chains 10. Chain tension adjustment 10 is not provided, with significant wear, the chains are replaced. Valves 15 are driven directly from the camshafts through hydraulic pushers b, which automatically compensate for changes in the length of the valve stems when heated. Thanks to hydraulic tappets on the G6BA engine, it is not necessary to check and adjust valve clearances.
Cylinder heads 11 are made of aluminum alloy according to the transverse cylinder scavenging pattern (inlet and outlet channels are located on opposite sides of the head). Seats 16 and valve guides 3 are pressed into the heads. The inlet and outlet valves 15 each have one spring 5 fixed through the plate 8 with two crackers 7.
Camshafts 1 and 13 are installed in the bed of bearings, made in the body of the heads, and secured with covers 2. The camshaft cams act on the valve lifters, which move the valves.
The planes of the separation of the heads and the cylinder block are sealed with gaskets 12, each of which consists of two plates molded from sheet metal and welded together by spot welding.
Cylinder block 1 (Fig. 12.3) is a single casting that forms the cylinders, the cooling jacket, the upper part of the crankcase and four crankshaft bearings made in the form of crankcase baffles. The block is made of special high-strength cast iron. The cylinders are bored directly into the body of the block. To increase the rigidity of the cylinder block, an amplifier 10 is installed in its lower part, connecting the caps 9 of the main bearings. The covers are machined assembled with the block and are not interchangeable. On the cylinder block, special lugs, flanges and holes for fastening parts, assemblies and assemblies, as well as channels of the main oil line are made.
Crankshaft 8 rotates in main bearings having thin-walled steel liners 2 and 11 with an antifriction layer. The axial movement of the crankshaft is limited by four half rings 3 installed in the grooves of the bed of the middle main bearing. At the rear end of the crankshaft, a setting disk 4 is installed for the crankshaft position sensor of the engine management system.
Pistons 5 (Fig. 12.4) are made of aluminum alloy. On the cylindrical surface of the piston head, annular grooves are made for two compression rings 7 and 8, as well as for a composite oil scraper ring 6. 
Rice. 12.3. Cylinder block and crankshaft of G6BA engine:
1 - cylinder block; 2 - upper shells of the main bearings of the crankshaft; 3 - thrust half rings of the crankshaft; 4 - setting disk of the crankshaft position sensor; 5 - rear cover of the cylinder block; 6 - holder of the rear oil seal of the crankshaft; 7 - rear crankshaft seal; 8 - crankshaft; 9 - caps of main bearings of the crankshaft; 10 - cylinder block amplifier; 11 - lower shells of the main bearings of the crankshaft
piston pins 4 are installed in the bosses of the pistons with a gap and are pressed with an interference fit into the upper heads of the connecting rods 3, which are connected with their lower heads to the connecting rod journals of the crankshaft through thin-walled liners 2 and 13, similar in design to the main ones.
connecting rods 3 steel, forged, with an I-section rod.
Lubrication system combined: the most loaded parts are lubricated under pressure, and the rest - either by directed spraying, or by spraying oil flowing from the gaps between the mating parts. The lubrication system is pressurized by a gear oil pump mounted externally at the front of the cylinder block and driven from the front end of the crankshaft. The pump is made with internal trochoidal gearing.
Pump sucks oil from the sump 11 of the oil sump 9 through an oil receiver with a strainer and through a full-flow oil filter with a porous paper filter element delivers it to the main oil line located in the body of the cylinder block. Oil supply channels to the main bearings of the crankshaft depart from the main line. Oil is supplied to the connecting rod bearings through channels made in the body of the crankshaft. From the main oil line, vertical channels for supplying oil to the camshaft bearings and to the valve lifters depart. To lubricate the camshaft bearings, oil from the vertical channel enters the central axial channels of the camshafts through a radial hole in the neck of one of the bearings and is distributed through them to the rest of the bearings.
Camshaft lobes lubricated with oil coming from the central axial channels through the radial holes in the cams. Excess oil is drained from the head of the block into the oil sump through vertical drainage channels.
Crankcase ventilation system closed type does not communicate directly with the atmosphere, therefore, simultaneously with the exhaust of gases in the crankcase, a vacuum is formed in all engine operating modes, which increases the reliability of various engine seals and reduces the emission of toxic substances into the atmosphere.
The system consists of two branches, large and small.
When the engine is idling and under low load conditions, when the vacuum in the intake pipe is high, crankcase gases are sucked in by the intake pipe through the valve of the crankcase ventilation system along the small branch of the system. The valve opens depending on the vacuum in the intake pipe and thus regulates the flow of crankcase gases.
In full load modes, when the throttle is open at a large angle, the vacuum in the intake pipe decreases, and in the air supply sleeve increases. In this case, the main part of crankcase gases through a large branch hose connected to a fitting on the cover of the right head of the block enters the air supply hose, and then through the throttle assembly into the intake pipe and engine cylinders.
Cooling system hermetic, with an expansion tank, consists of a cooling jacket made in casting and surrounding the cylinders in the block, combustion chambers and gas channels in the cylinder heads. Forced circulation of the coolant is provided by a centrifugal water pump, which is driven by a toothed timing belt. To maintain the normal operating temperature of the coolant, a thermostat is installed in the cooling system, which closes a large circle of the system when the engine is cold and the coolant temperature is low. The thermostat is installed in a housing connected by branch pipes to both cylinder heads. At a coolant temperature of up to 82 ° C, the thermostat is completely closed and the liquid circulates through a small circuit, bypassing the radiator, which accelerates engine warm-up. At temperatures above 82°C the thermostat begins to open and at 95°C it opens completely, allowing fluid to circulate through the radiator.
Supply system consists of an electric fuel pump installed in the fuel tank, a throttle assembly, a fine fuel filter installed in the fuel pump module, a fuel pressure regulator, injectors and fuel lines, and also includes an air filter. 
Rice. 12.4. Connecting rod and piston group and oil sump of the G6BA engine:
1 - cylinder block; 2, 13 - connecting rod bearing shells; 3 - connecting rod; 4 - piston pin; 5 - piston; 6 - oil scraper ring; 7 - lower compression ring; 8 - upper compression ring '; 9 - oil sump; 10 - sensor signal lamp emergency oil pressure drop; 11 - oil pan; 12 - connecting rod cover
Ignition system microprocessor, consists of an ignition coil, high-voltage wires and spark plugs. The ignition coil is controlled by the electronic engine control unit. The ignition system during operation does not require maintenance and adjustment.
Power unit (engine with gearbox, transfer case, clutch and final drive) mounted on four supports with elastic rubber elements: two upper side (right and left), perceiving the main mass of the power unit, as well as rear and front lower, compensating the torque from the transmission and the load that occurs when starting the car from a standstill, acceleration and braking.
A distinctive feature of the G6BA engine is inlet pipe variable length with two solenoid valves controlled by the engine electronics. One of the valves actuates a damper that distributes the air flow between the two rows of cylinders. The second valve, when the engine speed increases, opens the dampers in the intake ducts, connecting additional volume to them. Controlling the length of the inlet pipe passages makes it possible to improve the filling of the cylinders with air through the use of "resonant boost". This improves the performance and fuel efficiency of the engine.
Note
This section describes the engine repair work available to a novice master, such as replacing the timing belt and engine seals. For the overhaul of the engine with its complete disassembly, special tools and equipment are required, as well as the appropriate technical training of the performer. Therefore, if such repairs are necessary, contact an authorized service station.
Engine Hyundai Coupe 2.7
Buy Engine Hyundai Coupe 2.7 petrol
Contract Engine for Hyundai Coupe 2.7 2000-2008
Engine model: G6BA
Engine displacement: 2.7
Power in hp 172
Guarantee: 14 days after self-pickup or receipt in your city. Specify the final dates with the manager.
If the Goods are not in our warehouses at the time of the order, we will promptly deliver them from the Transit warehouse in 1-3 days! Any Photos of the Units you need - on Request! (p.s. Video if possible)
City phone: +7-495-230-21-41
For Request Photo: +7-926-023-54-54 (Viber, Whats app)
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Delivery in Moscow.
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You buy Units from the largest warehouse of Engines in Moscow.
All Auto Parts sold by our company are tested for performance before sale.
About company:
Own Warehouse in Moscow
We trade from stock - called - arrived - bought
We can take a photo on request as all goods are in our warehouses.
Own showdowns in England, USA and Korea.
4 transit warehouses, delivery time 1-4 days
Discounts for shops and services We can send the Goods at an advance payment of 5-15% to your City, and you will pay the rest of the amount upon receipt.
With the question: - We will not throw, we will not deceive -?!?! - Everything is written above! Either come to visit, or order in advance, Appreciate your and our Time.
Engine Hyundai Tucson 2.7
Buy Engine Hyundai Tussan 2.7 petrol
Contract Engine for Hyundai Tucson 2.7 2000-2008
Engine model: G6BA
Engine displacement: 2.7
Power in hp 172
Guarantee: 14 days after self-pickup or receipt in your city. Specify the final dates with the manager.
If the Goods are not in our warehouses at the time of the order, we will promptly deliver them from the Transit warehouse in 1-3 days! Any Photos of the Units you need - on Request! (p.s. Video if possible)
City phone: +7-495-230-21-41
For Request Photo: +7-926-023-54-54 (Viber, Whats app)
There are NO other Phones in Our Company!
******************************************************************************************************************
WE GIVE A REAL GUARANTEE! You are buying from the "White Company"!
Delivery in Moscow.
Sending to the region through a transport company!
Full set of documents.
You buy Units from the largest warehouse of Engines in Moscow.
All Auto Parts sold by our company are tested for performance before sale.
About company:
Own Warehouse in Moscow
We trade from stock - called - arrived - bought
We can take a photo on request as all goods are in our warehouses.
Own showdowns in England, USA and Korea.
4 transit warehouses, delivery time 1-4 days
Discounts for shops and services We can send the Goods at an advance payment of 5-15% to your City, and you will pay the rest of the amount upon receipt.
With the question: - We will not throw, we will not deceive -?!?! - Everything is written above! Either come to visit, or order in advance, Appreciate your and our Time.
The gasoline engine of the G6BA model is installed on Hyundai and Kia cars from approximately 2000 to 2005. Having a working volume of 2.7 liters, this power unit, according to various sources, can produce the following power indicators: 167 hp, 173 hp, 175 hp, 180 hp, which sufficiently provides a completely dynamic ride. On Hyundai cars, this unit is quite often found as engine for Hyundai Sonata 2.7.
Depending on the operating conditions, as well as on the regularity and quality of service, the V6 engine for the 2.7-liter G6BA Sonata is able to work approximately 400t.km without complaints (not official data from suppliers from Korea). But, unfortunately, at present it is not possible to keep a car in ideal conditions, which sometimes does not even depend on the desire of the owner. The quality of fuel, the skills of "masters" in service stations, the availability of consumables, etc. play a very important role here.
Engine Hyundai SantaFE 2.7
In addition to Sonata cars produced from 2000-2005 at the domestic automobile plant TAGAZ, V-shaped six-cylinder engine 2.7 of the G6BA model is also equipped with other cars manufactured under the HYUNDAI brand. One of these is the Hyundai SanataFE car, whose production history, in the territory of the Russian Federation, coincides with the history of the Sonata car. Cars assembled by the same plant in the city of Taganrog have common units, namely: engine for Hyundai SantaFE 2.7 and a 2.7 liter engine for the Hyundai Sonata 2.7 G6BA.
Nevertheless, the most popular among buyers is the Hyundai Santa Fe car, which has a diesel engine with a working volume of 2.0 liters. This power unit is also designed for use in sedan, minivan, jeep class vehicles. However, it is not possible to replace a diesel internal combustion engine with a gasoline one without significant alterations.
Engine Opirus 2.7
A car manufactured by Kia Motors called Opirus (Opirus), which is not so common in the domestic market, can be classified as a premium car. On the Kia Opirus car, gasoline engines with volumes of 2.7 liters, 3.0 liters, 3.5 liters, 3.8 liters are installed, among which there is a model G6BA 2.7 V6
In our contract engine and gearbox shop from Korea KorMotor you can buy contract engine G6BA. Working with us you get savings on spare parts, extra work and time. As well as quite clear warranty conditions, which are fixed in the sales contract for the numbered unit. Our warranty obligations are fully enough to check the performance and initial run-in of the unit. And in the case of the purchase of a motor by a client from the regions - personal warranty conditions with the possibility of extending the warranty period. Also, an indisputable advantage of purchasing a G6BA contract engine assembly in the KorMotor store is the fact that it can be checked in our warehouse with your master before installation. Thus, even before the stage of installing the internal combustion engine, determine its condition and, having received complete information (year, mileage, car, etc.), make a competent and balanced decision about replacing the G6BA engine.
Part numbers
- Motor assembly
- 2110137E01 (21101-37E01)
- 2110137E00 (21101-37E00)
- 2110137P00 (21101-37P00)
- 2110137P30 (21101-37P30)
- short block
- 2110237G00 (21102-37G00)
- block
- 2110237C00 (21102-37C00)
- 2110237C00 (21102-37C00)
- 2110037300 (21100-37300)
This is a 2.7-liter power unit, produced in the period 1999-2013. Assembled at a South Korean factory. The G6BA engine did not differ much from the predecessors of the Sigma series, but had a lightweight aluminum cylinder head and a new plastic intake manifold.
Description
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The engine belongs to the Delta family. Let's take a closer look at its features.
- The injection system is injector.
- Power - 180 l. With.
- There are hydraulic compensators, so there is no need to adjust the thermal gaps.
- Timing drive - belt, through an auto-tensioner. The timing belt rotates the intake camshafts, then the exhaust camshafts.
- The intake tract has a variable length plastic receiver with 2 valves. It is controlled by an electronic control unit, which allows you to distribute the torque much more efficiently.
- The unit is powered by AI-92 gasoline. Meets EURO 3 and 4 parameters.
The approximate resource of the engine is 300 thousand km. The engine consumes about 14 liters of fuel in the city, 9.4 liters on the highway. This is on the example of the 2005 Hyundai Santa Fe. A more powerful upgrade of this internal combustion engine is also known, developing 189 horses. We are talking about the G6EA model. The motor is also distinguished by the presence of a CVVT system at the inlet.
Now more about the design of the block, head and ShPG.
- The cylinder block of the G6BA engine is made of duralumin. To increase the rigidity of the block, an amplifier was provided in the lower part that connects the bearing caps. The latter are not interchangeable, as they are processed in assembly with the block.
- Durable metal cylinders, their diameter is 86.7 mm. The crankshaft has a master disk on the rear side.
- Connecting rods are forged.
- The piston diameter is 86.7 mm. Pins are pressed into the upper part of the connecting rods. Their diameter is 21 mm.
- Cylinder head - has a high arrangement of shafts, in each of the heads there are 2 shafts.
| Exact volume | 2656 cm³ |
| Supply system | injector |
| engine's type | V-shaped, 6-cylinder |
| ICE power | 170 - 180 HP |
| Maximum torque, N * m (kg * m) at rpm. | 241 (25) / 4000, 245 (25) / 3800, 245 (25) / 4000, 248 (25) / 4000, 250 (26) / 4000 |
| Cylinder block | aluminum V6 |
| Block head | aluminum 24v |
| Cylinder diameter | 86.7 mm |
| piston stroke | 75 mm |
| Compression ratio | 10 |
| ICE features | VLM and VIS |
| hydraulic lifters | Yes |
| Timing drive | belt |
| Phase regulator | No |
| Turbocharging | No |
| What oil to pour | 4.8 liters 5W-30 |
| Fuel type | gasoline AI-92, gasoline AI-95 |
| Environmental class | EURO 3/4 |
| Sample resource | 300,000 km |
| Fuel consumption on the example of Hyundai Santa Fe 2005 with automatic transmission | 14.9 liters (city); 9.4 liters (highway); 11.4 liters (mixed) |
| What cars did you install it on? | Grandeur XG, Sonata EF, Santa Fe SM, Santa Fe CM, Tucson JM, Trajet, Coupe GK, Magentis MS, Magentis MG, Sportage KM |
| CO2 emissions, g/km | 236 - 250 |
| Maximum power, hp (kW) at rpm | 167 (123) / 6000, 172 (127) / 6000, 173 (127) / 6000, 175 (129) / 6000, 185 (136) / 6000 |
| Supercharger | No |
G6BA engine malfunctions
Let's take a closer look at the problems with this unit:
- unscrewing the dampers and getting them into the cylinders - there was even a high-profile story associated with the recall of motors for this reason;
- a strong knock from hydraulic lifters, which eventually fail;
- breakage of the belt due to a weakening of the tension - this immediately leads to a breakdown of the valves, since they meet with the pistons, and the latter do not have counterbores;
- swimming speed, which is explained either by a glitch in the speed sensor, or by a clogged throttle;
- oil burnout, a sharp drop in its level or cranking of the connecting rod bearings is possible due to the development of oil rings.
Service
The main procedure, as in any engine, is an oil change. It should be carried out on the G6BA every 10 thousand kilometers. It is better to fill in API SJ, SL oils, viscosity - 5W-20, 5W-30. More:
- in winter, when the air temperature is below 10 degrees, pour strictly 10W-40;
- at temperatures below 0 to -7 degrees Celsius - pour 15W-40 or 20W-40;
- fill in 5W-20, 5W-30 or 5W-40 in summer.
As for the Hyundai G6BA oil volume, then:
- when replacing with an oil filter, 4.5 liters will go;
- without filter - 4 liters.
Other important procedures
- The timing belt should be replaced every 60 thousand km, although the manufacturer indicates 90 thousand. When the belt breaks, the valves bend, so you should always carefully check the belt, and it is better to install a new one ahead of time for prevention.
- Update the air filter every 40-45 thousand km. However, the part should be checked much more often - every 15 thousand km.
- Spark plugs - must be replaced every 30 thousand km. It is advisable to buy Champion or NGK. Pay special attention to the gap - it should be 1-1.1 mm.
- Coolant - change every 90 thousand km. The system holds up to 7 liters of antifreeze.
What cars did you install it on?
The G6BA engine was installed on the following cars:
- Grander 1999-2005 release;
- Sonata 2001-2005 release;
- Santa Fe 2001-2013 and 2007-2009;
- Tuscon 2004-2009 release;
- Tradzhet 1999-2008 release;
- Coupe 2001-2008 release.
And also on the Kia model:
- Magentis 2001-2006 and 2005-2006;
- Sportage 2004-2008.
| Edwin | I have a Kia Magentis 2.5 (G6BV), it pierced the crankcase, broke off 2 connecting rods, pokotsali two pistons, and 4 valves. I wanted to repair it, but the crankshaft is not machined for a single repair size - 0.25. In the end, I decided to change the engine. I looked at the prices - about 50 tyr for G6BV and 60 tyr for G6BA. IMHO it's expensive. The idea was born to put an engine from Mitsubishi Diamante - either 6G73 (2.5l, 175-200 hp) or 6G72 (3l, 180-230hp). Both of these engines fit on our native mounts and are docked with our manual and automatic transmissions, even the 3rd generation Sonatas were equipped with 6G72 only in the 140hp version. The price of an engine with all attachments (power steering pump, generator, starter, etc.) is around 30-40 sput. The question is - can anyone see where on the Internet or in real life Sonya or Magentis with such an engine? Or maybe even had experience installing it? What are the pitfalls? |
| Bragin | Our kondeya compressor remains, the cooling system is also ours. The crankshaft position sensor is the same, I will leave the fuel frame, injectors, our entire ignition system. The brain will also be native + it will be corrected for a larger volume. It seems that's all, is there nothing else there or have I forgotten something? |
| Connoisseur | Well, I don’t know how much the brain firmware will cost? Half of the tubes will not fit anyone .... If, purely for the sake of interest, you want to swap, you should bother, but if for the sake of economy, then I don’t think that it will be .. But I’m not special .... |
| Gary | Tubes for cooling and condos are 100% suitable. Only the power steering remains, but the rail itself is practically the same, only the power steering pump is in the collapse of the block, and the mitsu is suspended next to the kondeya compressor. These two tubes from the rail to the pump can be bought new, or asked for free when buying a motor, I don’t see any problems with this. Calibration of the brain will cost 5-6 sput, you can, of course, try to dig deeper yourself, there is experience in flashing VAZs. |
| Edwin | Yes, the devil knows what happened: the fire was at the abs block somewhere, apparently in the native wiring harness. there is no other one .... At first I thought ATFka flared up, which got from the steering rack to the collector, but no, the collector is lower and still in ATFka ... Then I thought about the generator (as I wrote above, I have it from DASHI), but it seems to be intact and did not burn (we will look more specifically on Monday). in general HZ what .... just took it and caught fire on the go .. |
| Dimkas | I still do not fully understand what exactly is needed. Troubleshooting was not properly carried out .... From what is on the surface: 1. The wiring under the hood from the ecu to the engine and near the ABS block, 2. The hose from the GURA pump to the rail that goes (it got set on fire, but the slurry did not flow from it .. .. for now at least)..,3. Timing belt cover which is closer to ABS, 4. Brake fluid reservoir and most likely a vacuum cleaner, 5. Vacuum and gasoline hoses, 6. Decorative plastic (lining) on the intake manifold, 7. Intake damper with sensors, 8. MAF with pipes and filter housing, 9. Some kind of sensors on the rear side of the engine closer to the passenger compartment (probably the crankshaft position sensor and some other, I haven’t figured it out yet), 10. Throttle cable, 11. Plastic lining in front of the windshield, which covers the wipers, 12. Shumka on the hood and on the wall between the engine compartment and salon (not critical). Questionable: 1. Injectors, wires to them, ramp and power wires. 2. The gearshift lever is dead, I think the cable was soldered with singed plastic, we'll see |
| Rud | Of course, I would like to find the reason ... maybe when the gene was changed or when, maybe the tourniquet was not put in the right way, maybe it overheated / frayed ... |
| Bragin | In general, apparently, the main ignition went from the spit, suitable for the abs block .. Most likely, the Dasha generator sparked and spread from it to this spit, and it went further from it ... The main positions (wiring, vacuum, GTZ, any plastic, generator, gearshift cables ....) bought today .... I gave 11500 for everything. There are little things left (sensors, nozzles), which, however, will also be pulled for a good amount |
| Dima | The original comes with a pillow assembly 2183038510. I don’t see any benefit in ordering 2183238180 instead of 2183038510. The price is almost the same. |
| AutoHysteria | Dim, the question is not how much it costs, but whether it will fit or not! Well, as for the price, so as not to return to this - the silent original 21832-38180 has the opportunity to bring for 1400r (4 days), the pillow assembly 21830-38510 - 4 588r. 1:3 is not "virtually" the same |
| Evgen | Problem 1. I washed the throttle and idle speed controller for a couple of months. after that there were problems with idling, i.e. he either overestimated, then underestimated, this problem visited me for 2-3 weeks and then passed (I talked with a friend-hondovod, he had the same thing after the same procedure and also went away by itself). I rode calmly, the time has come when we can release our entire herd of horses, namely as many as 172, I noticed such a thing that the car does not slow down with an engine, and if it slows down, which is very weak, i.e. in 1st gear at 30-40 km / h I release the gas, but it almost does not slow down the engine. So experts, the question is: what's the problem? dead idle regulator? Problem 2: The brake pedal is very soft, ie. goes far to slow down at least somehow (until some time everything was very good, I could not catch the moment when everything went bad). I changed the fluid, pumped it, there was no air (after this day 3, everything was probably fine, it seems to me, then it deteriorated again). the liquid does not leave, there are no leaks, the vacuum cleaner was checked (I found an article on the Internet on how to check), it also does not hiss. Sometimes the brakes come back to normal. I did not touch the frog, it is normally adjusted, tightened. So, the question is: what could be the matter? or is it stupidly connected with the first problem, that a lot of air goes through the twentieth? Problem 3. Antifreeze oozed through the thermostat cover, the car somehow stood for 2-3 weeks without starting, I saw a puddle of antifreeze on the top of the box, there were 2 some sensors in it, wiped it, dried it, sealed the leak, but now when switching from 2nd gear to 3rd, there is some kind of stupid re-gassing (re-gassing is felt when you press the pedal normally, i.e. above 4 thousand revolutions, if you drive calmly, you feel how 2 turns off and 3 turns on with a push). from 4 to 3 passes imperceptibly. So, the question is: maybe the antifreeze got into the box and spoiled the oil or the friction clutches? |
| Dima | It would be nice to know the mileage. Regarding your questions: 1. Cars with a hydromechanical automatic transmission, in principle, slow down the engine very mediocrely, consider it in any way, so this is, in principle, normal. Also, the reason may be in the wedging of the gas cable. It happens to me sometimes too. It started after removing/installing the intake manifold. My damper sometimes hangs quite a bit with the same effect - the gas cable does not return to the end, although the damper rotates from lock to lock easily. I noticed immediately, after assembly, but everyone doesn’t get around to find the cause and fix it, either the cable was pinched somewhere with a sheath, or it was bent, or you just need to remove it, rinse it and the sheath and lubricate it. If everything is in order with the cable, ride and do not worry. Sooner or later, a serious malfunction will manifest itself, if any. Then you will fix it. 2. It is unlikely that this is somehow connected with the intake manifold and throttle valve with the XX regulator. I have the same problem. If you find a reason, unsubscribe, if not, then go and do not worry. I also changed my mind, but settled on the fact that, in principle, the car slows down quite normally, it’s just that I have a subjective feeling of the softness of the pedal. Although before the pedal seemed really harder. Replacing the brake fluid, discs and pads in a circle with flushing and lubricating the guide calipers did not solve the problem. The pistons in the calipers all move easily. Maybe something with the ABS unit, I don’t know, but both ABS and TCS seem to work properly. Checked. 3. Periodic jolts and dullness when shifting from 2nd to 3rd gear, as I understand it, is a design feature of our F4A42 / F4A42A box, if it dulls constantly and strongly, plus it feels like a clutch slip like on a manual transmission, then already dig towards the box. The death of friction clutches, and even more so, I can easily determine the oil with antifreeze by the oil on the automatic transmission dipstick. With the smell of burnt oil - Khan to friction clutches, if antifreeze gets in, then there will be an emulsion from it. It also helps to periodically reset the brains of the automatic transmission and the engine by dropping the terminal. When it starts to noticeably blunt, I do it myself, plus I periodically look at the condition of the oil. While the flight is normal. |
