Hyundai G4FG engine
In 2010, Hyundai introduced another new 1,6-liter internal combustion engine from the Gamma series - the G4FG. It succeeded the G4FC and included such advanced systems as the Dual Cvvt. The motor was no longer assembled in Korea itself, but at a Chinese factory in Beijing. It was planned to release in Russia.
Description of G4FG
This is an in-line 4-cylinder power unit with a volume of 1,6 liters. It develops 121-132 hp. with., compression is 10,5 to 1. It feeds on ordinary AI-92 gasoline, but the fuel must be of high quality, without unnecessary impurities. Fuel consumption is normal: in the city, the engine drinks no more than 8 liters per 100 kilometers. On the highway, this figure is even lower - 4,8 liters.
Features of G4FG:
- fuel injection - distributed MPI;
- bc and cylinder head 80% aluminum;
- intake manifold of two halves;
- dohc camshaft system, 16 valves;
- timing drive - chain, with hydraulic tensioners;
- phase regulators - on both shafts, Dual Cvvt system.
The G4FG engine was installed on Solaris, Elantra 5, Rio 4 and other car models from Kia / Hyundai. Experts see this motor as easy to maintain, not often disturbing owners with breakdowns. Consumables for it are inexpensive, the indicator of the proportion of power and consumption is impressive. However, in operation it resembles a diesel engine - it is noisy, regular adjustment of the valves is required. On supported internal combustion engines, vibrations in CO can be observed. Of the shortcomings, in the first place are problems with scuffing in the cylinders.
| A type | in-line |
| Number of cylinders | 4 |
| Number of valves | 16 |
| Exact volume | 1591 cm³ |
| Supply system | injector |
| Power | 121 - 132 HP |
| Torque | 150 - 163 Nm |
| Compression ratio | 10,5 |
| fuel type | AI-92 |
| Environmental standards | Euro 5 |
| Bore | 77 mm |
| Piston stroke | 85.4 mm |
| Fuel consumption on the example of Hyundai Solaris 2017 with manual transmission, city/highway/mix, l/100 km | 8/4,8/6 |
| What cars was installed on | Solaris 2; Elantra 5; i30 2; Crete 1; Elantra 6; i30 3; Rio 4; Soul 2; Ceed 2; Waxed 2 |
| Add. engine information | 1.6MPI D-CVVT range |
| CO2 emission in g / km | 149 – 178 |
Service
Consider the rules for servicing this motor.
- Oil must be changed every 15 thousand kilometers. If the engine is operated under loads, the replacement period must be reduced. It is necessary to fill in the lubricant in the amount of 3 liters, although the volume of lubricant in the system is 3,3 liters. The compositions 5W-30, 5W-40 have proven themselves best.
- Timing chain. The manufacturer indicates that chain replacement is not required throughout the life of the chain. However, it is not. In practice, the chain with its additional elements takes care of no more than 150 thousand kilometers.
- Valves, according to the manufacturer's recommendations, must be adjusted every 100 thousand kilometers. Thermal gaps should be adjusted by proper selection of pushers. The dimensions should be as follows: at the inlet - 0,20 mm, at the outlet - 0,25 mm.
Replacement of other consumables is carried out as follows:
- after 15 thousand kilometers - VF or air filter;
- after 30 thousand km - spark plugs;
- after 60 thousand run - TF or fuel filters, additional belt;
- through 120 thousand. km — coolant (antifreeze).
Oil system
It is noteworthy that the G4FG engine has a small oil system. Therefore, it gets dirty faster than on competing motors. The oil pump is rotary. It delivers a lot of oil inside, forming a powerful pressure even if the viscosity of the composition is low. So, the bypass valves maintain a pressure of 5 and a half bar with 5W-20 oil, and this is still at medium speeds. Of course, such an extreme feature negatively affects the quality of the oil - it begins to degrade quickly, because a large amount of clean lubricant periodically enters the system. This is the reason for the rapid deterioration of the properties of the lubricant.
The manufacturer recommends pouring Total HMC SFEO 5W-20 into the motor. There is even a cooperation agreement between Total and the Korean automaker. This oil is not sold at retail, only in bulk, in barrels. Although recently oil with the same properties began to come out, only under a different name. This is Mobis, which can be bought at retail.
The manufacturer sets the service interval for changing the oil at 15 thousand km. However, this period must be reduced if the engine is operated under load. The alkaline number of the composition in many cases is planted already at the 6th run, and these are already the washing properties of the oil, its ability to neutralize acids. Therefore, an acidic environment begins to form in the internal combustion engine, contributing to the formation of corrosion and harmful deposits.
| Oil name | Нyundai 05100-00451 (05100-00151) Premium LF Gasoline 5w-20 |
| Specification | API SM; ILSAC GF-4 |
| Standard | SAE 5W-20 |
| Optimal viscosity at 100C | 8.52 |
| Alkaline number | 8,26 |
| Acid number | 1,62 |
| Sulphate ash content | 0.95 |
| congelation point | -36С |
| Flash point | 236S |
| Viscosity of imitation of cold scrolling by a starter at -30C | 5420 |
| Evaporation masses NOACK (waste) | 9.2 |
| Sulfur content | 0.334 |
| Organic molybdenum | is contained |
| Antiwear additives | ZDDP as zinc phosphorus |
| Detergent neutralizing additives based on calcium | is contained |
Common malfunctions
The main, typical malfunctions of this internal combustion engine are considered to be:
- speed swimming - is solved by thorough cleaning of the VC;
- the formation of oil stains around the perimeter of the valve cover - replacement of the sealing cuff;
- whistle under the hood - replacement of the auxiliary belt or its competent stretch;
- scuffs in bts - replacement of the catalyst, in which ceramic dust is collected.
In fact, the service life of G4FG is much longer than the one declared by the manufacturer at 180 thousand km. It is only necessary to timely replace consumables, fill in high-quality fuel and oil. The price for the G4FG contract engine varies between 40-120 thousand rubles. Abroad, it costs about 2,3 thousand euros.
| VanBill | There is an unpleasant situation with a knocking engine, a 2012 Elantra car, mileage 127 thousand km. A bit of history: I bought a car in another city with an already knocking engine, thinking that the expansion joints were knocking. Then I went to the service in my city, listened to the motor and sentenced the timing chain. I decided to change with all the cases (shoes, tensioner, oil seals to the heap so as not to look in there for a long time, etc.). Further, the minders reported that the valve clearances were dancing in which direction, and 2 valves were generally clamped, they said it was necessary to sharpen. Pichal ... Well, what to do, cups were bought, gaps were set. In general, all the work became me in normal money. Okay, I think, but the motor will now whisper, and my head will stop hurting on this topic. But it wasn’t there … Arriving for the car, I found out that the engine didn’t whisper at all, but cracked. This alignment did not suit me, and to my quite logical question “what's next?”, They suggested changing the “phasics” and checking the “actuators” at the inlet and outlet. The actuators were checked by installing new ones (it was possible to take them), it's not about them, the toad strangled the faziki to order. They removed the pan, they found shavings, remnants of sealant and a metal bolt, a piece of sealant was sticking out of the oil filter. Of course, they washed it, blew the system as far as they could, filled in the flush, then filled in the oil and put in a new filter. The oil was filled with 10w60. They checked the oil pressure and they said it was ok. After all the dancing around the car, the engine knock remained. At the service they said that they ran out of ideas on this, then they can’t find out anything without disassembling the motor. To be honest, I'm confused and don't know what to do. Please let me know if anyone has experience and knows what to do... |
| Anibus | If the chips are in the pan, then the motor will have to be opened. Without seeing all this, plainly the answer will not tell. As an option, the previous owner pissed off the oil level and planted liners. But there is one but. You found a bolt in the pan there. I would not risk, but opened the motor. Looking for a smart motorist. An autopsy will show |
| Misha | The same situation with g4fc. Officials said rattles in the cylinder head. They offered to repair the engine of the figure with the removal of the installation from 80 to 000 tr. it is necessary to open it and they also said that the catalyst burned out and scored everything that is possible. The cause was not determined without an autopsy. Yes, with such a knock drove about 300 km. I squeezed everything that was possible to pedal to the floor or stalled, did not lose power, the rattle did not become quieter, did not become stronger. compression is 000 kgf/cm, the oil has not decreased, the engine does not smoke, the thrust has not decreased. I found out for myself, the catalyst began to crumble and this dust (as an abrasive) was sucked into the engine. There was even dust in the intake manifold. Bottom line, I bought a motor for dismantling a car with a bat, I put it on a ride. Repairing the motor is not cheap, I think so. Engine 2700 in May 12, mileage was said to be from 43000-2015 (on the conscience of the seller) works well, drove about 7000 km |
| Illiterate | This chip is most likely from the catalyst, it is in the entire engine and in the intake manifold and in the entire lubrication system, timing, CPG. 50/50 guarantee. They will say that the fuel was poured bad, so the catalytic converter failed. Capital is very expensive. In addition, after the capital of thousands, after 10000 km they will say it is necessary to adjust the valves. got used to it, and this is again half a car to disassemble and throw off the camshafts, measure the washers, order to put it in and it’s not a fact that everything will be in the zeros there will not be very many specialists who will do it with a guarantee. A motor from disassembly will be cheaper. in Exsit, the engine is from 198000 to 250000, and separately the block is 90000 and the head is the same amount, plus small things and work |
| Karp07 | there can be no chips from the catalyst (it is ceramic and lined with some kind of cotton wool, I took it apart), (what kind of chips ?, most likely liners), well, knocks with them |
| Grandfather Mazzei | Let them then document that the chips in the engine are directly related to low-quality fuel, given that the lubrication system does not intersect with the fuel system at all. |
| Illiterate | From the catalyst, it may have been incorrectly expressed not chips, but more like forming a lapping paste. If you feel it apart, you can’t help but feel it like sand. Fuel and lubricants do not intersect, but after the formation from the exhaust manifold is sucked into the combustion chambers (in G4FG engines it is sucked into the return line), this formation gets between the piston ring and the cylinder and the sump too. I think it gets into the intake manifold when the catalyst does not let the exhaust gases through due to the melting of the honeycombs. I thought the return line should not go on the G4FG engines. And there are at least two types of catalysts in which honeycombs are like ceramics and crumble like dust when hitting them and with a metal base that, when burned from low-quality fuel, melts and becomes like a lump similar in hardness to lead (I don’t know what kind of metal is used). with dilars 50/50 he will not prove he will write paper and show you the melted catalyst. In addition to low-quality fuel, the catalyst does not melt for some reason, and if the exhaust gas sensor is the first one that burned out in the exhaust pipe, def. by color (dealers have such a method) and there is no need to prove it. |
| Grandfather Mazzei | 1. A catalyst is an almost eternal device, provided that the engine is in good working order. The oxygen sensors must be working, there must be no oil consumption, the octane number of the fuel must correspond to the operating mode and engine design. These are the minimum sufficient requirements for its long-term functioning. 2. Unnecessarily removing the catalyst is a meaningless procedure. Not only useless in terms of power increase, but even harmful - the exhaust gases of injection (including direct injection) cars are extremely toxic and suffocating due to the short mixture formation path (compare with well-tuned carburetor cars and the smell of their exhaust). With each opening of doors and windows in a traffic jam / parking lot, the exhaust gases will be drawn into the cabin according to the strictly laws of physics - into the low pressure zone. Closing the doors leaves you alone with them. It makes sense to replace a damaged catalyst, if not with an expensive original, then at least with a universal "euro" cartridge, slightly lower efficiency, but also much cheaper. Euro-2 type firmware also has nothing to do with increasing power, but they negatively affect maintaining the optimal composition of the mixture - they reduce the efficiency of neutralization, even if the catalyst is preserved. 3.Normal exhaust of a warmed-up car of the Euro-4 class and above - hot air is practically odorless. In all cases of deviations from this “norm”, it is worth thinking about the actual state of the catalyst and engine. a car owner, which it would be nice to learn how to correctly interpret, which will allow not to change (worse, remove) a fully serviceable catalyst in the event of phantom errors. 4. It is pointless to remove the catalyst even in potentially “problematic” fuel regions. Metal-containing additives with lead and iron were not even close to the effect on the catalyst, for example, of the same engine oil. Neither in terms of efficiency, nor in terms of mass-volume indicators. A liter of oil per 5 km is just an ocean against the backdrop of 1000 liters of the most evil leaded gasoline. And killing a catalyst with such additives is even more difficult than finding such gasoline in a large city ... |
| Anton 88 | I encountered such a problem on a 132000 i30 car in 2012. I was driving away from the store, the car lost traction, put it on D and slowly drove to the service. The service connected the computer, a catalyst error was displayed. They started a sound like a chain ringing on the video, ordered the chain and said to change the phase regulators. I ordered everything and waited 3-4 days, all this time I traveled by car. Then they brought the spare parts put in the service in the evening they said come for the car will be ready. The master arrived in the evening to pick up the car, finished the car, I called, but the sound remained, but it became a little quieter. They say everything is fine, the engine is working like that. I was not satisfied with this operation of the engine, I began to figure out what was the reason, but the reason turned out to be that the catalyst burned out and ceramic dust got into the engine and broke the cylinders and the pistons rang like a chain, as a result, I got to repair the engine. |
