Home Rack Hyundai Solaris is the maximum engine mileage. Mythical and real engine problems for Hyundai and Kia. How long does a motor on Solaris last

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Hyundai Solaris is the maximum engine mileage. Mythical and real engine problems for Hyundai and Kia. How long does a motor on Solaris last

Very often I have to read questions - “tell us about Hyundai Solaris and KIA RIO engines, are they reliable or not, how long they run (resource), what are the problems, pros and cons, and so on”. After all, these Korean cars are one of the best-selling cars and there is a lot of interest in them. For a long time I did not record this video (I thought everything had already been said before me in hundreds of videos and articles), but readers want my opinion, so today I decided to write. As usual there will be a video version at the end ...

It is worth noting that these power units are also found on most other Korean cars of a higher class, such as KIA CEED and CERATO, as well as Hyundai Elantra, I30 and CRETA. They are also common in Russia, and therefore the information will be of interest to their owners.

For the impatient, I want to say one thing - THESE MOTORS ARE RELIABLE LIKE A HAMMER, ANY FREQUENT PROBLEMS WITH THEM NOW SIMPLY NO. You can safely take it.

But for those who want to know more about the motors of these Korean units, read on.

What motors are installed?

Let's start with old cars (2010-2016), only two power units were installed on them, generations GAMMA 1.4 liters (107hp) and 1.6 liters (123hp)

At the moment (since 2017), both on Solaris and on RIO, two engine options are installed - these are the so-called KAPPA (volume 1.4 liters - 100 HP) and GAMMAII (1.6 liters - 123 hp) .

The KAPPA generation began to be installed on the "poor" versions of the new generation of cars only in 2017, a modified GAMMAII engine (unspoken name) is included in high trim levels

EngineGAMMA (G4FA andG4FC)

Perhaps I'll start with a description of these engines, as well as with the structural features (the analysis will be very detailed, so stock up on tea):

Where do they produce: The plant is located in China (Beijing Hyundai Motor Co). Often there is a very prejudiced attitude towards this country, saying that everything is of poor quality and so on. However, do not confuse the underground and factory production (this is a huge difference). And so, for a minute, IPHONE is also made in the Middle Kingdom.

Fuel supply system, recommended gasoline and compression ratio : Multiport injection injector (MPI). I consider this a plus, because this system is very simple, the injectors do not have contact with the combustion chambers (like in the GDI direct injection), here they are integrated into the intake manifold. Their cost is cheaper, the pressure is lower (there is no analogue of the injection pump), and you can clean them yourself. In general, I advise you to read, everything in it is simple and on the fingers. Gasoline can be filled, it works great on it (this is another plus). - 10.5.

Engine block : I will not grind for a long time now - YES HE IS ALUMINUM with thin-walled dry cast iron sleeves (they are poured in at the time of production). How many "shout" (in various forums) that the power unit is disposable and that "they say" drove 180,000 km and throw everything away (a little later). However, as practice shows, these motors are perfectly repaired. There are a lot of videos on the Internet where these old worn out liners are thrown out and new ones are put in their place (well, then the piston and so on). So Russian masters can do a lot - THIS IS A FACT!

Cylinders, pistons, crankshaft: 4 pieces in a row, pistons are lightweight oil scraper and compression rings of normal sizes (although they could be thicker). The crankshaft and its liners do not cause any complaints, they run for a very long time (this unit is not a problem link)

Timing system : ON the SOLARIS-RIO engine, two camshafts are installed, 4 valves per cylinder (that is, 16 valves). - NO, only pushers are installed. Stands with a hydraulic chain tensioner. There is one, stands on the intake shaft.

: Intake - plastic, with intake geometry change system (VIS). Outlet - stainless steel. In fact, everything is very simple.

Butter: Replacement is allowed once every 15,000 km, synthetic 5W30, 5W40 is recommended. Volume is approximately 3.3 liters. Working temperature - 90 degrees Celsius

Resource declared by the manufacturer : about 200,000 km.

The difference between engines 1.4 and 1.6 liters : The weak version is abbreviated G4 FA (1.4L-107) , the older version is known as G4 FC (1.6L-123) ... The engines are almost identical, the only difference is that the more powerful version has a piston stroke of 85.4 mm, and the weak version has 75 mm (different crankshaft). Thus, "1.6" simply sucks in a larger volume of fuel - EVERYTHING ELSE WITHOUT CHANGES (it will be in great detail in the video version).

The differenceGAMMA andGAMMAII (G4FG)

As I wrote above, the generation of GAMMA engines was installed not only on HYUNDAI SOLARIS and KIA RIO, but also on CEED, CERATO, ELANTRA, I30, and let's say CRETA. But if the SOLARIS (RIO) power was 123 hp, then let's say on various "SIDAH", "ELANTRAKH" and other C-class was - 128-130 hp. Why is that?

EVERYTHING IS SIMPLE:

Behind the scenes there is such a difference as GAMMA and GAMMAII, motors:

GAMMA - these are power units with one phase shifter at the inlet, with a volume of 1.4 liters (code designation G4FA) and 1.6 liters ( G4FC).

GAMMAII - until 2016 were installed only on CEED, i30, CERATO, ELANTRA, etc. (power floated from 128 to 130 hp). Since 2017, they are also installed on SOLARIS, RIO and CRETA (power is artificially lowered to 123hp). The only difference is that they have two phase shifters on both shafts, the volume is 1.6 liters (code designation G4FG). The rest of the design is identical

The bottom line - since 2017, the motors on SOLARIS and RIO have become different (both on ELANTHRA, SIDA and others), both 1.4 and 1.6 liters. Let it not be critical, but they are different.

Pros, cons and resource

Perhaps I'll start with a resource - this is what will be first plus ... The manufacturer gives about 200,000 km, but now there are cars from 2010 that have already passed 500 - 600,000 km and you know, the motors work no matter what (no matter how they are scolded).

Truly hassle-free units , and they often run not on the best 92 gasoline. It is worth noting the convenient location, everything can be reached and easily replaced (candles, air filter), intake and exhaust manifolds, engine mountings. Short inlet, and this is not unimportant (the shorter it is, the less pumping losses for suction). Also, there is not such a large amount of plastic as it is now in many modern motors. The main thing is to service it on time (nevertheless, I recommend that you change the oil every 10,000 km), pour high-quality synthetics (there is still a phase shifter and a chain tensioner), and pour 95 gasoline.

By cons (although these are not minuses, but my recommendations). The noisy operation of the fuel injectors is not fatal, but it is a fact (it seems not the chirping of the chain). There are no hydraulic lifters (there are ordinary pushers), they need to be changed (by selecting new ones in height) about once every 100,000 km. The chain mechanism, and the timing chain itself, is also desirable to replace up to 150,000 km. Sometimes it happens (it can simply crumble), the crumb from it gets into the cylinders and very quickly can kill the engine. The problem is not widespread, but it happens, as dealers say, from low-quality fuel, so refuel at normal gas stations

If we sum up the TOTAL on the motor G4FA or G4FC, G4FG - then they really now have a great resource. As one minder told me - "reliable as a hammer and that not all Japanese walk like that now." THIS IS WHY many taxi companies love them so much.

EngineKAPPA 1.4MPI (G4LC)

As I think this is a continuation of the GAMMA motors, however, KAPPA has its own chips. Codename G4 LC ... Prior to installation on Solaris and RIO, this engine was installed on HYUNDAI i30 and KIA CEED.

Power : The very first thing worth noting is its horsepower - 99.7 hp. (in the nomenclature it is written that 100 hp). This was done specifically for the tax, because in the early versions of the CEED and i30, these motors developed about 109 hp. So after the purchase, you can restore justice with the factory firmware () from Korea

Where is going : According to the latest information, they are delivered directly from Korea (there is no talk about China).

Fuel supply system, petrol, compression ratio: Here, Multiple Fuel Injection (MPI) injectors are installed in a plastic intake manifold. Gasoline not less than 92. Compression ratio 10.5

Engine block: Aluminum with dry cast iron sleeves. In fact, the design is similar to the GAMMA, but the KAPPA unit is 14 kilograms lighter than its predecessor! This causes caution, the motors are so "thin", but here they have removed 14 kg from somewhere else.

Cylinders, pistons, crankshaft: 4 - cylinder, arranged in a row. The pistons are even lighter than their predecessor. HOWEVER, as the manufacturer assures, piston cooling nozzles - THIS IS REALLY PLUS. The connecting rods are thinner but longer. The crankshaft is similar to the G4FA and G4FC, but according to my data the journals are slightly narrower. Again, relief in everything is not a good thing.

Timing system: 16 valves (4 per cylinder). Again, there are no hydraulic lifters, there are ordinary pushers. BUT there are two phase shifters on the intake and exhaust shaft (D-CVVT). There is a lamellar toothed chain.

Intake and exhaust manifold : As usual, the intake is made of plastic, with a variable intake geometry system (VIS). The outlet is made of stainless steel, with a built-in catalyst.

Lubrication: You need to fill in synthetics 5W30 or 5W40, replacement is allowed after 15,000 km (the volume is also about 3.3 liters). Works at temperatures - 90 degrees Celsius.

Manufacturer resource - about 200,000 km.

Advantages and disadvantagesKAPPA

If we compare the G4LC and G4FA (1.4 liters), then the KAPPA generation reaches maximum power already at 6,000 rpm. Whereas the GAMMA at 6300 rpm. This was achieved with a longer piston stroke:

GAMMA1.4 , stroke-75mm, diameter-77mm

KAPPA1.4 , stroke-84mm, diameter-72mm. That is, he is smaller, but walks more.

Another advantage is good fuel economy (up to 0.2-0.3 liters per 100 km, if compared with the opponent) and the elasticity of the engine, it also has two phase shifters. Well, the weight reduction by 14 kg also gives advantages in acceleration and fuel consumption.

In most cases, there are also metal throttles, thermostats, and there is cooling of the cylinders with nozzles. With proper maintenance (change the oil after 10,000 km and pour a good one), more than 250,000 km go (this is proven by the operation of the i30 and CEED). By the way, it is now put on the RIO X-Line

The disadvantages are LIGHTENING of everything and everyone, especially the block, connecting rods, pistons (14 kg). Of course "" is also possible (by craftsmen), but it will be more accurate and complex. Again, the nozzles are noisy, this is just the specifics of the design. We change the pushers every 100,000 km and the chain mechanism every 150,000 km (although this is not so expensive, by modern standards). Just like on many modern cars, there may be problems with badges from the catalyst (but this is not a complaint about this power unit).

The motor also turned out to be successful, and it picks up much faster than the opponent, walks easily up to 250,000 km and has practically no problems with proper care.

Now we are watching the video version of the article, I think it will be interesting.

To summarize, we can say that any 1.4 or 1.6 liter engine on HYUNDAI Solaris, Elantra, i30, Creta cars, as well as on KIA RIO, RIO X-line, CEED, Cerato - WALK WITHOUT PROBLEMS, often just huge runs of 500 - 600,000 km. TAKE, DO NOT BE AFRAID.

> Engine Hyundai Solaris

Hyundai Solaris Engine

Engine (front view in the direction of vehicle movement): 1 - air conditioner compressor; 2 - thermostat cover; 3 - accessory drive belt; 4 - coolant pump; 5 - generator; 6 - bracket for the right support of the power unit; 7 - cover of the drive of the gas distribution mechanism; 8 - cylinder head; 9 - valve of the variable valve timing system; 10 - oil filler cap; 11 - cylinder head cover; 12 - inlet pipeline; 13 - outlet branch pipe of the cooling system; 14 - throttle unit control unit; 15 - cylinder block; 16 - sensor of the indicator of insufficient oil pressure; 17 - crankshaft position sensor; 18 - flywheel; 19 - oil pan; 20 - oil filter; 21 - oil pan cover.

Engine (rear view in the direction of vehicle movement): 1 - bracket for the collector; 2 - heat shield; 3 - flywheel; 4 - cylinder block; 5 - katkollektor; 6 - pipe for supplying coolant to the pump; 7 - tube for supplying coolant to the heater radiator; 8 - outlet branch pipe of the cooling system; 9 - eye; 10 - control sensor for oxygen concentration; 11 - cylinder head cover; 12 - oil filler cap; 13 - cylinder head; 14 - accessory drive belt; 15 - power steering pump; 16 - tensioning mechanism for the accessory drive belt; 17 - oil pan.

Power unit (right-side view in the direction of vehicle movement): 1 - oil pan cover; 2 - auxiliary unit drive pulley; 3 - tensioning mechanism for the accessory drive belt; 4 - katkollektor; 5 - pulley of the power steering pump; 6 - cover of the drive of the gas distribution mechanism; 7 - cylinder head cover; 8 - guide roller of the accessory drive belt; 9 - oil filler cap; 10 - bracket for the right support of the power unit; 11 - eye; 12 - oil level indicator; 13 - inlet pipeline; 14 - generator; 15 - thermostat cover; 16 - a pulley of the coolant pump; 17 - accessory drive belt; 18 - electromagnetic clutch of the air conditioner compressor; 19 - cylinder block; 20 - oil filter; 21 - oil pan.

Engine (left view in the direction of vehicle movement): 1 - flywheel; 2 - cylinder block; 3 - air conditioning compressor; 4 - thermostat cover; 5 - throttle assembly; 6 - inlet pipeline; 7 - oil level indicator; coolant pump inlet pipe; 8 - fuel rail; 9 - cylinder head; 10 - outlet branch pipe of the cooling system; 11 - cylinder head cover; 12 - coolant temperature sensor; 13 - adsorber purge valve; 14 - coolant supply hose to the throttle assembly heating block; 15 - pipe for supplying coolant to the pump; 16 - katkollektor; 17 - heat shield.

The design of the G4FA (1.4 l) and G4FC (1.6 l) engines is practically the same. The differences are related to the dimensions of the parts of the crank mechanism, since the piston strokes of the engines are different. The engine is gasoline, four-stroke, four-cylinder, in-line, sixteen-valve, with two camshafts. Located in the engine compartment transversely. The order of operation of the cylinders: 1-3-4-2, counting - from the drive pulley of the auxiliary units.
The power supply system is a phased distributed fuel injection (Euro-4 toxicity standards).
The engine with the gearbox and clutch form a power unit - a single unit fixed in the engine compartment on three elastic, rubber-metal bearings.
The right support is attached to a bracket attached to the right to the head and block of cylinders, and the left and rear support is attached to the brackets on the gearbox housing. On the right side of the engine (in the direction of movement of the vehicle) there are: the drive of the gas distribution mechanism (chain); drive of the coolant pump, generator, power steering pump and air conditioning compressor (V-ribbed belt). On the left are: the outlet of the cooling system; coolant temperature sensor; canister purge valve. Front: intake manifold with throttle assembly, fuel rail with injectors, oil filter, oil level gauge, alternator, starter, air conditioning compressor, thermostat, crankshaft position sensor, camshaft position sensor, knock sensor, low oil pressure warning sensor, system valve changes in valve timing. Behind: a katkollektor, which controls the oxygen concentration sensor, the power steering pump. Top: coils and spark plugs. The cylinder block is cast from an aluminum alloy using the Open-Deck method with a single cylinder casting free-standing in the upper part of the block. In the lower part of the cylinder block there are crankshaft supports - five beds of the main shaft bearings with removable covers, which are attached to the block with special bolts. The holes in the cylinder block for the main bearings (liners) of the crankshaft are machined complete with covers, so the covers are not interchangeable. On the end surfaces of the middle (third) support there are sockets for two thrust half rings that prevent axial movement of the crankshaft. The crankshaft is made of ductile iron, with five main journals and four connecting rod journals. The shaft is equipped with four counterweights, made on the continuation of two extreme and two middle "cheeks". Counterweights are designed to balance the forces and moments of inertia arising from the movement of the crank mechanism during engine operation. The liners of the main and connecting rod bearings of the crankshaft are steel, thin-walled, with an anti-friction coating. The main and connecting rod journals of the crankshaft connect the channels drilled in the shaft body, which serve to supply oil from the main journals to the connecting rod bearings of the shaft. At the front end (toe) of the crankshaft, there are installed: a timing gear (timing) drive sprocket, an oil pump gear and an auxiliary drive pulley, which is also a damper for shaft torsional vibrations. A flywheel is attached to the crankshaft flange with six bolts, which facilitates engine start-up, ensures that its pistons come out of dead spots and more uniform rotation of the crankshaft when the engine is idling.
The flywheel is cast from cast iron and has a pressed-on steel toothed ring for starting the engine with a starter.
Connecting rods - forged steel, I-section. With their lower split heads, the connecting rods are connected through bushings to the crankshaft connecting rod journals, and the upper heads are connected through piston pins with pistons.
The connecting rod caps are attached to the connecting rod body with special bolts.
The pistons are made of aluminum alloy. In the upper part of the piston, there are three grooves for the piston rings. The two upper piston rings are compression rings and the lower one is an oil scraper.
Compression rings prevent gases from escaping from the cylinder into the crankcase and help transfer heat from the piston to the cylinder. An oil scraper ring removes excess oil from the cylinder walls as the piston moves. Steel piston pins, tubular section. In the piston holes, the pins are installed with a gap, and in the upper connecting rod heads - with an interference fit (pressed in).

Cylinder head assembly (the head cover is removed): 1 - intake camshaft; 2 - exhaust camshaft.

The cylinder head, cast from an aluminum alloy, is common to all four cylinders. It is centered on the block with two bushings and secured with ten bolts.
A non-shrinking metal-reinforced gasket is installed between the block and the cylinder head.
On opposite sides of the cylinder head are intake and exhaust ports. Spark plugs are installed in the center of each combustion chamber.
There are two camshafts at the top of the cylinder head. One shaft drives the intake valves of the timing gear, and the other drives the exhaust valves. A feature of the camshaft design is that the cams are pressed onto the tubular shaft. The valves are actuated by camshaft cams through cylindrical tappets.

Valve tappet.

Eight cams are made on each shaft - an adjacent pair of cams simultaneously controls two valves (intake or exhaust) of each cylinder. Supports (bearings) of the camshafts (five bearings for each shaft) are split. The holes in the supports are machined complete with covers. The front cover (on the timing side) of the bearings is common to both camshafts. The camshaft drive is a chain from the crankshaft sprocket. The hydromechanical tensioner automatically provides the required chain tension during operation. The valves in the cylinder head are arranged in two rows, V-shaped, with two intake and two exhaust valves per cylinder. Steel valves, outlet valves - with a plate made of heat-resistant steel and a weld-on bevel.
The diameter of the inlet valve disc is larger than that of the outlet valve. Seats and valve guides are pressed into the cylinder head. On top of the valve guides, there are valve stem seals made of oil-resistant rubber. The valve closes under the action of the spring. With its lower end, it rests on a washer, and with its upper end, on a plate held by two breadcrumbs. The crackers folded together have the shape of a truncated cone, and on their inner surface there are beads that enter the grooves on the valve stem. The design feature of the engine is the presence of a variable valve timing (CVVT) system, i.e. changing the moment of opening and closing the valves. The system ensures the setting of the optimal valve timing for each moment of engine operation, in order to increase its power and dynamic characteristics by changing the position of the intake camshaft. The system is controlled by an electronic engine control unit (ECU).

The phase change solenoid valve is installed in the cylinder head socket.

The main components of the CVVT system are the control solenoid valve, the camshaft position actuator and the camshaft position sensor.

The intake camshaft position sensor 1 is installed on the front wall of the cylinder head. The sensor driver disk 2 is located at the end of the camshaft.

The timing chain drives the actuator of the system, which, using a hydromechanical connection, transfers rotation to the camshaft.

The actuator of the phase change system is installed on the toe of the intake camshaft and is aligned with the sprocket of the shaft drive.

From the oil line, the engine oil is supplied under pressure through channels to the cylinder head socket, in which the valve is installed, and then, through the channels in the head and the camshaft, to the actuator of the system.

Solenoid valve of the phase change system.

At the commands of the ECU, the spool device of the solenoid valve controls the supply of oil under pressure to the working cavity of the actuator or the drain of oil from it. Due to the change in oil pressure and hydromechanical action, the individual elements of the actuator are mutually displaced, and the camshaft rotates to the required angle, changing the valve timing. The solenoid valve spool and system actuator elements are very sensitive to engine oil contamination. If the phase change system fails, the intake valves open and close in the maximum delay mode.
Engine lubrication - combined. Under pressure, oil is supplied to the main and connecting rod bearings of the crankshaft, to the pairs "support - camshaft journal", to the chain tensioner and to the actuator of the variable valve timing system.
The system is pressurized by an oil pump with internal gears and a pressure reducing valve. The oil pump housing is internally attached to the timing cover. The pump drive gear is driven from the crankshaft nose. The pump takes oil from the oil pan through the oil receiver and feeds it through the oil filter to the main line of the cylinder block, from which the oil channels go to the main bearings of the crankshaft. Oil is supplied to the connecting rod bearings of the crankshaft through channels made in the shaft body. From the main line, there is a vertical channel for supplying oil to the camshaft bearings and channels in the cylinder head of the variable valve timing system.
Excess oil is drained from the cylinder head into the oil pan through special drainage channels. The oil filter is full-flow, non-separable, equipped with bypass and anti-drain valves. The oil is sprayed onto the pistons, cylinder walls and camshaft cams. Engine crankcase ventilation system - forced, closed type. Depending on the operating modes of the engine (partial or full load, idling), crankcase gases from under the cylinder head cover enter the intake tract through hoses of two circuits. In this case, the gases are cleaned of oil particles by passing through an oil separator located in the cylinder head cover.
When the engine is idling and at low loads, when the vacuum in the intake manifold is high, crankcase gases are taken from the engine through the ventilation system valve located in the cylinder head cover and are fed through a hose to the intake manifold, into the space behind the throttle valve.

Ventilation valve installation location.

Depending on the vacuum in the intake manifold, the valve regulates the flow of crankcase gases into the engine cylinders.
The engine management, power supply, cooling and exhaust systems are described in the respective chapters.

At full loads, when the vacuum in the intake manifold decreases, crankcase gases from under the cylinder head cover enter the engine cylinders through the cover fitting 1 connected by hose 2 to the air supply hose 3 to the throttle assembly.

Crankcase ventilation valve.

Hyundai Solaris engine

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The South Korean product of the automobile industry, which came as an alternative to Accent, is popular among motorists. The car is perfectly adapted to Russian conditions, but sometimes a problem arises with the repair of engines. What is the resource of the Hyundai-Solaris engine, why can't it be repaired?

Beginner's mistake

The degree of reliability of a car is determined by its configuration and the durability of the motor. Beginners choose a car, not paying special attention to such an indicator as the resource of the Hyundai-Solaris engine, and in vain. It is necessary to pay attention to this factor because of the difference between the indicators declared by the manufacturer and the actual state of affairs.

The model range of power units from this brand is characterized by diversity, but units with volumes of 1.4 and 1.6 liters were most popular in the sales segment.

How long does a motor on Solaris last?

According to the assurances of the developers, the service life of the Hyundai-Solaris engine is designed for 180,000 km. The driver manages to pass this segment of the road without serious malfunctions. With confident and careful use, the car can cover up to 300 thousand km. The power unit is equipped with an injection system, serving in the Gamma line.

According to numerous tests, this device has demonstrated the best qualities, subject to a low percentage of wear. Engineers' out-of-the-box solutions have helped to improve the performance of the motor. This can be seen in the fused-in sleeves, which are integrated instead of the pressed-in versions. This approach increases the resource of the Hyundai-Solaris engine, making it possible to travel without problems on any roads. An additional advantage is the oil cooling of the piston bottom.

The reasons for the wear resistance of the motor

One of the design findings was the introduction of the DOCH gas distribution system into the mechanism. Thanks to special tensioners, chain slippage is excluded even at its maximum stretch. The life of this part is equal to that of the motor. This explains the long-term successful operation of the engine.

Features of engines on "Solaris"

In the versions of recent years, in particular, on the 2018 Hyundai Solaris, 1.4 engines are installed in the basic format and 1.6 liters on top versions with a capacity of 100 and 123 liters. with. The increased dynamism is complemented by a good resource of the power unit: a good level of reliability up to 180,000 km. Depending on the conditions and driving style, this indicator can decrease or increase. This figure is guaranteed by the manufacturer himself, placing it in the instructions for the car. What are the features of these motors?

Ease of maintenance, comfortable access to the structure is provided due to the location of the collector on the front and rear surfaces of the unit.
Satisfactory power parameters are dictated by the cooling system, which does not allow overheating.
The aluminum alloy used in the construction of the cylinder block contributes to the increased wear resistance of the parts.

Do problems happen?

Car owners are faced with the fact that more often they have to talk about overhaul of engines. This is not at all happy, and it's all about engineering flaws, although they are making a lot of efforts to fix the situation. Repairs are poured into decent sums. After all, the price of the Hyundai-Solaris engine is about 50 thousand rubles.

The main culprit for this state of affairs is the rapid wear of aluminum pistons and cylinder walls. In this regard, on new devices, designers use methods of pressing in cast iron sleeves, chemical methods of processing aluminum surfaces with nickel or silicon carbide.

The problem of carrying out repair work is as follows. The auto concern did not provide for repairs and does not produce the corresponding auto parts, rings, pistons. The sleeve is hidden in an aluminum block so much that boring is simply unrealistic.

Theoretically, the replacement of the liners is possible, but not every car service undertakes to carry it out. The only solution is the aggregate replacement of the Hyundai-Solaris engine, which is recommended to be entrusted to professionals. As a result, a major overhaul cannot be avoided by all owners of this brand.

Such a nuance is not a reason to refuse the vending vehicles. You just need to follow some rules during operation.

The installation of the Hyundai-Solaris engine protection in the form of a crankcase protection will help to increase the resource of the power device. Shields that protect the engine from stones and moisture are purchased for a specific car.
It is more profitable to refuel at a gas station with an accumulated positive reputation as an honest dealer of petroleum products. The fuel must be certified. Fuel quality determines 50% how long a car's engine will last.
Lubricating fluids must also have quality certificates. Experts advise using the oil recommended by the car manufacturer itself. In this case, there is a chance to avoid imminent difficulties on the roads.
Overloading a vehicle is detrimental to the resource. Constant heavy loads, the desire of the motorist for a sporty driving style lead the unit to a deplorable state. The deterioration of the components of the assembly provokes premature contact with the auto repair shop.

To summarize the above, it is worth noting that warning is the right solution to troubleshooting. Every driver can do this. Timely maintenance, frequent diagnostics, even when everything is normal, will not be superfluous. Usually, subject to the manufacturer's regulations, frequent inspections by professionals, the motor resource significantly increases, reaching 300 thousand kilometers.

Since 2010, Hyundai Solaris has been equipped with 1.4 and 1.6 liter gasoline engines. At first they were G4FA and G4FC, later G4LC. Their power ranges from 100 to 123 horsepower. Engines work in tandem with manual transmission or automatic transmission. The first mechanics on Solaris, labeled M5CF1, had 5 steps and was based on a two-shaft scheme, a few years after the start of production, the six-speed M6CF1 mechanics became available. As for the automatic, the Korean manufacturer originally used the A4CF1 four-speed automatic transmission. After restyling in 2014, a six-speed automatic was developed for versions with a 1.6-liter engine, but the A4CF1 box is still available for Hyundai Solaris with a 1.4-liter engine.

Technical features of Hyundai Solaris engines

The Gamma series of motors, developed for Hyundai Solaris and other models of the concern, replaced the Alpha series and has characteristic features:

The cylinder block is cast from aluminum, the lightweight construction has high rigidity. To prevent the cylinder from being worn out by the piston, a thin cast-iron sleeve is used, which is fused into the part. This arrangement allows to reduce the weight of the motor, to achieve quick warm-up and efficient cooling of the power plant. In parallel with this, fuel consumption decreases.
The manifolds are designed on the basis of the reverse scheme: the catalyst and the exhaust manifold are located between the engine shield and the engine itself, while the intake manifold is located at the front. This scheme made it possible to increase power, simplify maintenance and repair of the injection system.
The timing chain uses a chain that is prevented from stretching by hydraulic tensioners.
A system has been introduced that changes the valve timing, which improves the power of the car.
There are no hydraulic lifters.
The attachments, in particular the generator, the power steering pump, the air conditioning compressor, are located more competently than in the Alpha series engines.

Structurally, the G4FC and G4FA motors, despite the different volumes, are similar. As a drive of the gas distribution mechanism, a chain is used, which runs 150-180 thousand km without problems. It is recommended to adjust the valves every 100 thousand km. These Solaris engines are unpretentious and economical. Although quite noisy, especially not yet warmed up.

The resource of the Solaris engine depends on standard factors: quality of service, driving style, compliance with operating standards. The manufacturer issues a guarantee for the car - 150 thousand km. But the power units of Hyundai Solaris run 200-300 thousand km without any problems. And what after? After that, repairs are required. And since the block is made of aluminum, it can be considered "disposable", that is, after the cylinders are worn out, it must be replaced.

In Russia, there are workshops in which they have developed their own restoration methods, but the fact remains: there are no strictly verified factory repair technologies, engineers have created a light, high-tech cylinder block, sacrificing its maintainability.

Then what do the minders do? They bore blocks, grind crankshafts and cylinder heads, remove and replace cast iron liners. But the difficulty lies in the fact that the wall of the sleeve is very thin, and it itself is "filled" with aluminum - it is fused into the block. And in view of the fact that the strength, corrosion resistance, hardness of aluminum and cast iron are different, it is necessary to carry out other, more subtle repair operations, which are not within the power of every craftsman.

Therefore, it makes sense to strictly observe maintenance standards, change the oil and oil filter every 7.5-10 thousand km (the manufacturer recommends oil viscosity 5w20 or 5w30), as well as additionally use a CIP composition and flushing, which will extend the life of the power unit. It is advisable to do the treatment with the repair and restoration composition before the characteristic signs of Solaris engine malfunctions appear:

Loss of compression.
Engine vibration and speed surges.
Increased oil consumption.
Loud noise due to wear of KShM, elements of the cylinder-piston group.

What will the CIP repair of the Solaris engine give?

Processing of the car Hyundai Solaris 2011. Mileage 140,000, increased oil consumption and knocking on a cold engine. Engine endoscopy showed seizure marks:

Results of adding Rvs Master additive on repeat endoscopy:

formation of a cermet layer
elimination of knocking
elimination of "maslozhor"

Additive RVS-Master is a friction geomodifier that restores worn parts by building up a layer of cermets. This happens only where the reaction of substitution of Fe atoms by Mg atoms is possible. In Hyundai Solaris engines, a cermet layer is formed on cast iron liners. The rest of the aluminum surfaces are cleaned of carbon deposits. Engine treatment gives the following results:

Extension of the resource (this is critically important for the Hyundai Solaris engine, the restoration of which is technically difficult, and not every master is ready to give a guarantee on the result of the work done).
Increases the elasticity of rubber seals to minimize oil leakage.
Reduced fuel consumption - up to 15%.
Minimization of noise and vibration of the Hyundai Solaris engine.
Simplification of starting at subzero temperatures.

An additive is suitable for treating a 1.6 liter Solaris engine, since this engine contains 3.7 liters of oil. A similar composition will be needed for a 1.4-liter engine with 3.3 liters of oil in the lubrication system.

Please note that during intensive operation of Hyundai Solaris, a routine oil change should be combined with flushing the system with an additive. This is especially true in cases where the car is operated in a metropolis with frequent downtime in traffic jams. Flushing will remove carbon deposits and other deposits from the inner surfaces of the power unit.

If your Solaris has unexpected malfunctions in the spark plugs or the ignition coil is out of order, you should take a closer look at the choice of a gas station.

Most likely, you filled up with low-quality gasoline. To further protect yourself from similar consequences, use an additive. It will increase the octane rating of gasoline by 3-5 units, optimize its combustion process, and reduce the likelihood of freezing.

Mechanical and automatic transmissions Hyundai Solaris

For Hyundai Solaris, classic mechanics and automatic are available. The car was equipped with two different automatic transmissions: four- and six-speed. Moreover, the six-speed gearbox labeled A6GF1 is more economical, pleases with smooth operation, but saddens with a mediocre reaction to pressing the gas pedal. The A6GF1 holds from 7.3 to 7.8 liters of ATF.

Although the plant does not provide for an automatic transmission oil change, this should be done every 80-100 thousand km. After all, the A6GF1 box is sensitive to the quality and pressure of the oil, the integrity of the oil seals, and the gaskets. If you neglect maintenance, critical wear is likely, failure of solenoids, clutches. An additive will help to restore the automatic transmission and prevent its wear.

The five- and six-speed manual transmissions of Hyundai Solaris are quite reliable, which confirms the experience of their operation on the Elantra and other Korean models. Among the factory shortcomings of the five-stage is increased noise, hum when reversing. The defect manifested itself on cars manufactured before 2012.

In manual transmissions, we recommend changing the oil every 50-60 thousand km. And to extend the life of the box, use. Thanks to the additive, it will be possible to extend the life of parts, compensate for wear on the friction surfaces, achieve easier shifting, reduce transmission noise and restore gears.

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Engine design G4FA (1.4 L) and G4FC (1.6 L) are practically the same. The differences are related to the dimensions of the parts of the crank mechanism, since the piston strokes of the engines are different. The engine is gasoline, four-stroke, four-cylinder, in-line, sixteen-valve, with two camshafts. Located in the engine compartment transversely. The order of operation of the cylinders: 1-3-4-2, counting - from the drive pulley of the auxiliary units.

Supply system- phased distributed fuel injection (Euro-4 toxicity standards).

Engine with gearbox and clutch form the power unit- a single block, fixed in the engine compartment on three elastic, rubber-metal bearings.

On the right are located: a support that attaches to the bracket attached to the right to the head and cylinder block, and the left and rear support to the brackets on the gearbox housing. On the right side of the engine (in the direction of movement of the vehicle) there are: the drive of the gas distribution mechanism (chain); drive of the coolant pump, generator, power steering pump and air conditioning compressor (V-ribbed belt).

Engine elements (right side view in the direction of vehicle movement):

1 - oil pan cover;

2 - a pulley of the drive of auxiliary units;

4 - katkollektor;

5 - pulley of the power steering pump;

8 - the guide roller of the accessory drive belt;

9 - oil filler cap;

11 - eye;

12 - oil level indicator;

13 - inlet pipeline;

14 - generator;

15 - thermostat cover;

16 - a pulley of the coolant pump;

18 - electromagnetic clutch of the air conditioner compressor;

19 - cylinder block;

20 - oil filter;

21 - oil pan.

On the left are located: outlet pipe of the cooling system; coolant temperature sensor; canister purge valve.

Engine elements (left-side view in the direction of vehicle movement):

1 - flywheel;

2 - cylinder block;

3 - air conditioning compressor;

4 - thermostat cover;

5 - throttle assembly;

6 - inlet pipeline;

7 - oil level indicator; coolant pump inlet pipe;

8 - fuel rail;

9 - cylinder head;

11 - cylinder head cover;

12 - coolant temperature sensor;

13 - valve for purging the adsorber;

14 - coolant supply hose to the throttle unit heating block;

16 - katkollektor;

17 - heat shield.

Front: intake manifold with throttle assembly, fuel rail with injectors, oil filter, oil level indicator, alternator, starter, air conditioning compressor, thermostat, crankshaft position sensor, camshaft position sensor, knock sensor, oil pressure warning sensor, phase change valve gas distribution.

Engine elements (front view in the direction of vehicle movement):

1 - air conditioning compressor;

2 - thermostat cover;

3 - accessory drive belt;

4 - coolant pump;

5 - generator;

6 - bracket for the right support of the power unit;

7 - cover of the drive of the gas distribution mechanism;

8 - cylinder head;

9 - valve of the variable valve timing system;

11 - cylinder head cover;

12 - inlet pipeline;

13 - outlet branch pipe of the cooling system;

14 - throttle unit control unit;

15 - cylinder block;

16 - sensor of the indicator of insufficient oil pressure;

17 - crankshaft position sensor;

18 - flywheel;

19 - oil pan;

20 - oil filter;

21 - oil pan cover.

Behind: the collector that controls the oxygen concentration sensor, the power steering pump. Top: coils and spark plugs. The cylinder block is cast from an aluminum alloy using the Open-Deck method with a single cylinder casting free-standing in the upper part of the block. In the lower part of the cylinder block there are crankshaft supports - five beds of the main shaft bearings with removable covers, which are attached to the block with special bolts. The holes in the cylinder block for the main bearings (liners) of the crankshaft are machined complete with covers, so the covers are not interchangeable. On the end surfaces of the middle (third) support there are sockets for two thrust half rings that prevent axial movement of the crankshaft.

Engine elements (rear view in the direction of vehicle movement):

1 - bracket for the collector;

2 - heat shield;

3 - flywheel;

4 - cylinder block;

5 - katkollektor;

6 - tube for supplying coolant to the pump;

7 - tube for supplying coolant to the heater radiator;

8 - outlet branch pipe of the cooling system;

9 - eye;

10 - control sensor for oxygen concentration;

11 - cylinder head cover;

12 - oil filler cap;

13 - cylinder head;

14 - accessory drive belt;

15 - power steering pump;

16 - tensioning mechanism for the accessory drive belt;

17 - oil pan.

Crankshaft- made of high-strength cast iron, with five main journals and four connecting rod journals. The shaft is equipped with four counterweights, made on the continuation of two extreme and two middle "cheeks". Counterweights are designed to balance the forces and moments of inertia arising from the movement of the crank mechanism during engine operation. The liners of the main and connecting rod bearings of the crankshaft are steel, thin-walled, with an anti-friction coating. The main and connecting rod journals of the crankshaft connect the channels drilled in the shaft body, which serve to supply oil from the main journals to the connecting rod bearings of the shaft. At the front end (toe) of the crankshaft, there are installed: a timing gear (timing) drive sprocket, an oil pump gear and an auxiliary drive pulley, which is also a damper for shaft torsional vibrations. A flywheel is attached to the crankshaft flange with six bolts, which facilitates engine start-up, ensures that its pistons come out of dead spots and more uniform rotation of the crankshaft when the engine is idling. The flywheel is cast from cast iron and has a pressed-on steel toothed ring for starting the engine with a starter.

Crankshaft.

Connecting rods- forged steel, I-section. With their lower split heads, the connecting rods are connected through bushings to the crankshaft connecting rod journals, and the upper heads are connected through piston pins with pistons.
The connecting rod caps are attached to the connecting rod body with special bolts.
The pistons are made of aluminum alloy. In the upper part of the piston, there are three grooves for the piston rings. The two upper piston rings are compression rings and the lower one is an oil scraper.

Connecting rod.

Compression Rings prevent gases from escaping from the cylinder into the crankcase and promote heat transfer from the piston to the cylinder. An oil scraper ring removes excess oil from the cylinder walls as the piston moves. Steel piston pins, tubular section. In the piston holes, the pins are installed with a gap, and in the upper connecting rod heads - with an interference fit (pressed in).

Compression rings.

Cylinder head cast from an aluminum alloy - common to all four cylinders. It is centered on the block with two bushings and secured with ten bolts.

A non-shrinking metal-reinforced gasket is installed between the block and the cylinder head.

On opposite sides of the cylinder head are intake and exhaust ports. Spark plugs are installed in the center of each combustion chamber.

There are two camshafts at the top of the cylinder head. One shaft drives the intake valves of the timing gear, and the other drives the exhaust valves. A feature of the camshaft design is that the cams are pressed onto the tubular shaft. The valves are actuated by camshaft cams through cylindrical tappets.

The diameter of the inlet valve disc is larger than that of the outlet valve. Seats and valve guides are pressed into the cylinder head. On top of the valve guides, there are valve stem seals made of oil-resistant rubber. The valve is closed by a spring. With its lower end, it rests on a washer, and with its upper end, on a plate held by two breadcrumbs. The crackers folded together have the shape of a truncated cone, and on their inner surface there are beads that enter the grooves on the valve stem.

The design feature of the engine is the presence of a variable valve timing (CVVT) system, i.e. changing the moment of opening and closing the valves. The system ensures the setting of the optimal valve timing for each moment of engine operation, in order to increase its power and dynamic characteristics by changing the position of the intake camshaft. The system is controlled by an electronic engine control unit (ECU).

Cylinder head assembly elements (head cover removed):

1 - intake camshaft;

2 - exhaust camshaft.

The main components of the CVVT system are the control solenoid valve, the camshaft position actuator and the camshaft position sensor.

The phase change solenoid valve is installed in the cylinder head socket.

The timing chain drives the actuator of the system, which, using a hydromechanical connection, transfers rotation to the camshaft.

The actuator of the phase change system is installed on the toe of the intake camshaft and is aligned with the sprocket of the shaft drive.

Solenoid valve of the phase change system.

Engine lubrication- combined. Under pressure, oil is supplied to the main and connecting rod bearings of the crankshaft, pairs "support - camshaft journal", the chain tensioner and the actuator of the variable valve timing system.

The system is pressurized by an oil pump with internal gears and a pressure reducing valve. The oil pump housing is internally attached to the timing cover. The pump drive gear is driven from the crankshaft nose. The pump takes oil from the oil pan through the oil receiver and feeds it through the oil filter to the main line of the cylinder block, from which the oil channels go to the main bearings of the crankshaft. Oil is supplied to the connecting rod bearings of the crankshaft through channels made in the shaft body. From the main line, there is a vertical channel for supplying oil to the camshaft bearings and channels in the cylinder head, the variable valve timing system.

Excess oil is drained from the cylinder head into the oil pan through special drainage channels.

Oil filter- full-flow, non-separable, equipped with bypass and anti-drain valves. The oil is sprayed onto the pistons, cylinder walls and camshaft cams. Engine crankcase ventilation system - forced, closed type. Depending on the operating modes of the engine (partial or full load, idling), crankcase gases from under the cylinder head cover enter the intake tract through hoses of two circuits. In this case, the gases are cleaned of oil particles by passing through an oil separator located in the cylinder head cover.

Oil filter.

Crankcase ventilation valve.

When the engine is idling and at low loads, when the vacuum in the intake manifold is high, crankcase gases are taken from the engine through the ventilation system valve located in the cylinder head cover and are fed through a hose to the intake manifold, into the space behind the throttle valve.

Ventilation valve installation location.

Depending on the vacuum in the intake manifold, the valve regulates the flow of crankcase gases into the engine cylinders.

At full loads, when the vacuum in the intake manifold decreases, blow-by gases from under the cylinder head cover enter the engine cylinders through the cover fitting 1 connected by hose 2 with hose 3 air supply to the throttle assembly.