Gasoline engine Kia Sportage 2.0 on the second and third generations of the crossover popular in Russia, the power units are completely different in design. Second generation korean car there is a G4GC model with a cast iron block and a timing belt (Beta II) with a capacity of 141 hp. On the third generation Kia Sportage has a more sophisticated G4KD Theta II series engine with an aluminum block and a timing chain drive with a capacity of 150 hp. (although in other markets it easily produces 165 hp) Today we will talk about both Kia motors Sportage.
Engine device Sportage 2.0
Two-liter motor G4GC, this is a gasoline naturally aspirated in-line, 4-cylinder, 16-valve, DOHC, water-cooled and timing belt drive. Location in engine compartment longitudinal. The engine has a variable valve timing system on the intake shaft. The power unit has hydraulic lifters, so there is no need to adjust the valve clearance. The engine has a cast iron cylinder block.
Two-liter G4KD engine, it is a gasoline naturally aspirated in-line, 4-cylinder, 16-valve, DOHC, water-cooled and timing chain drive. The location in the engine compartment is longitudinal. The engine has a CVVT variable valve timing system on both camshafts. Unfortunately, the motor does not have hydraulic lifters, therefore, valve adjustment is required approximately every 90-100 thousand kilometers. The cylinder block is aluminum.
Cylinder head Sportage 2.0 G4GC
- The device of the cylinder head of the second-generation Sportage two-liter engine.
1 - Ignition coils with explosive wiring
2 - the Cylinder head cover
3 - the position sensor camshaft(CMP)
4 - Front cover
5 - the Camshaft bearing cover
6 - Camshafts
7 - the valve hydraulic pusher
8 - the Bolt of fastening of a head of cylinders
9 - Casting of the cylinder head
10 - the Sealing gasket
11 - Crackers of the split valve lock
12 - the Upper plate of the valve spring
13 - the External valve spring
14 - Internal valve spring
15 - the Lower plate of the valve spring
16 - the Valve
17 - the Oil reflector cap
18 - the Guide sleeve of the valve
Timing gear for the Sportage 2.0 engine
- Timing belt drive
1 - Pulley crankshaft
2 - Thermostat
3 - the Top cover of the timing drive
4 - the Lower cover of the timing drive
5 - the Guide washer
6 - Tension roller with spring
7 - Intermediate roller
8 - the Gas distribution belt
9 - Gear wheels of a drive of camshafts
10 - a crankshaft gear wheel
Replacement Kia belt Sportage 2.0 must be carried out strictly according to the regulations. A broken belt will cause the valves to bend and costly repairs. The picture above is not drawn on the intake camshaft pulley actuating mechanism phase change (phase shifter), but on the second generation of Kia Sportage it is, although on the first it really was not.
Have more modern motor with an aluminum block, the timing drive looks like this. See the photo below.
If you look closely at the picture, you will notice that the motor has two circuits. The second small one goes into the sump and rotates the oil pump sprocket.
Characteristics of the Kia 2.0 G4GC engine
- Working volume - 1975 cm3
- Number of cylinders - 4
- Number of valves - 16
- Cylinder diameter - 85 mm
- Piston stroke - 83.5 mm
- Timing drive - belt
- Power hp (kW) - 141 (105) at 6000 rpm. in min.
- Torque - 184 Nm at 4500 rpm. in min.
- Maximum speed- 176 km / h
- Fuel type - gasoline AI-92
- Fuel consumption in the city - 10.4 liters
- Fuel consumption in mixed cycle- 8.2 liters
- Fuel consumption on the highway - 6.6 liters
Characteristics of the Sportage 2.0 G4KD engine
- Working volume - 1998 cm3
- Number of cylinders - 4
- Number of valves - 16
- Cylinder diameter - 86 mm
- Piston stroke - 86 mm
- Timing drive - chain
- Power hp (kW) - 150 (110) at 6200 rpm. in min.
- Torque - 197 Nm at 4600 rpm in min.
- Maximum speed - 184 km / h
- Acceleration to the first hundred - 10.4 seconds
- Fuel type - AI-95 gasoline
- Fuel consumption in the city - 9.8 liters
- Combined fuel consumption - 7.5 liters
- Fuel consumption on the highway - 6.1 liters
The two-liter Kia / Hyundai G4KD engine, which is now installed on the Sportage, can be found on a fairly large number of Kia, Hyundai, Mitsubishi, Chrysler, Jeep and even Dodge models. There is nothing to be done about globalization.
The heads of the two largest automobile concerns Skoda and Volkswagen announced that the Russian dealers of the brand are getting updated models of Rapid, Karoq and Jetta, which have been significantly modernized from a technical point of view.
According to the developers, the updated cars can compete with the models that are currently the bestsellers on the Russian market.
The Karoq crossover is developed on the MQB platform. The standard equipment of the machine includes: alloy wheels, dual-zone climate control, heated front seats, and a multifunctional center armrest.
A 1.4-liter power unit with a capacity of 150 horsepower is installed under the hood. It is paired with an automatic transmission. The basic version is equipped with front-wheel drive, and in the top-end configuration, all-wheel drive is available for buyers.
The updated Rapid has received significant changes in the exterior and interior. Manufacturers are confident that the updated model will be able to become one of the most popular in the Russian market. The car is equipped with a 1.6-liter unit with a capacity of 90 and 110 horsepower, respectively. They are paired with a manual or automatic transmission and a front-wheel drive system.
The main changes in the exterior and interior include: a modernized rear bumper, modified head optics, increased ground clearance, door sills, an advanced multimedia system with a large digital screen, new interior material and luggage compartment lighting.
The German Jetta sedan has also received updates and is ready to compete in Russian market... The production of the car in an updated version, established in the Mexican city of Puebla. The modern exterior and interior design is reminiscent of the Korean competitors that were introduced earlier.
Debuted on the Russian market in March 2016, it is offered with three power plants and six modifications. The most popular are the versions with a 150-horsepower 2.0-liter petrol four, which went to updated car from. Such a motor can be combined with a 6-speed mechanical box or 6-band "automatic", as well as with front or all-wheel drive. Another petrol unit available for the Kia Sportage is the 1.6-liter turbocharged T-GDI with 177 hp. The Gamma series engine, introduced in 2011, is equipped with a system direct injection, phase-shifters on exhaust valves, intake manifold of variable length. The 177-horsepower engine is paired with a 7-speed DCT preselective "robot", the drive is carried out on all four wheels.
The 2.0 R series diesel engine dates back to 2009. The new generation of Kia Sportage received it in a modernized form - the unit got a lightweight cylinder block, a redesigned turbine, another oil pump, and a new cooling system. As a result, the maximum output was 185 hp, and the peak torque was established at around 400 Nm. Traction from motor to system all-wheel drive transmitted by a 6-speed automatic transmission.
Fuel consumption of the Kia Sportage 4 with a 2.0 petrol engine varies in the range of 7.9-8.3 liters per 100 km. The modification with a 1.6 turbo engine and a "robot" is a little more economical - the average consumption does not exceed 7.5 liters. Diesel Sportage consumes about 6.3 liters of diesel fuel for a 100-kilometer stretch.
Full specifications Kia Sportage - summary table:
| Parameter | Kia Sportage 2.0 150 hp | Kia Sportage 1.6 T-GDI 177 hp | Kia Sportage 2.0 CRDi 185 HP | |||
|---|---|---|---|---|---|---|
| Engine | ||||||
| Engine code | G4KD (Theta II) | G4FJ (Gamma T-GDI) | R-series | |||
| engine's type | petrol | diesel | ||||
| Injection type | distributed | direct | ||||
| Pressurization | No | Yes | ||||
| Number of cylinders | 4 | |||||
| Arrangement of cylinders | inline | |||||
| Number of valves per cylinder | 4 | |||||
| Volume, cubic meters cm. | 1999 | 1591 | 1995 | |||
| Diameter / piston stroke, mm | 86.0 x 86.0 | 77 x 85.4 | 84.0 x 90.0 | |||
| Power, h.p. (at rpm) | 150 (6200) | 177 (5500) | 185 (4000) | |||
| Torque, N * m (at rpm) | 192 (4000) | 265 (1500-4500) | 400 (1750-2750) | |||
| Transmission | ||||||
| Drive unit | front | full | full | |||
| Transmission | 6MKPP | 6АКПП | 6MKPP | 6АКПП | 7DCT | 6АКПП |
| Suspension | ||||||
| Front suspension type | independent, McPherson | |||||
| Rear suspension type | independent, multi-link | |||||
| Brake system | ||||||
| Front brakes | ventilated disc | |||||
| Rear brakes | disk | |||||
| Steering | ||||||
| Amplifier type | electric | |||||
| The number of revolutions of the steering wheel (between the extreme points) | 2.7 | |||||
| Tires and rims | ||||||
| Tire size | 215/70 R16 / 225/60 R17 / 245/45 R19 | |||||
| Disk size | 6.5Jx16 / 7Jx17 / 7.5Jx19 | |||||
| Fuel | ||||||
| Fuel type | AI-95 | diesel | ||||
| Environmental class | Euro 5 | |||||
| Tank volume, l | 62 | |||||
| Fuel consumption | ||||||
| Urban cycle, l / 100 km | 10.7 | 10.9 | 10.9 | 11.2 | 9.2 | 7.9 |
| Country cycle, l / 100 km | 6.3 | 6.1 | 6.6 | 6.7 | 6.5 | 5.3 |
| Combined cycle, l / 100 km | 7.9 | 7.9 | 8.2 | 8.3 | 7.5 | 6.3 |
| dimensions | ||||||
| Number of seats | 5 | |||||
| Number of doors | 5 | |||||
| Length, mm | 4480 | |||||
| Width, mm | 1855 | |||||
| Height (with rails / without rails), mm | 1645/1655 | |||||
| Wheelbase, mm | 2670 | |||||
| Front wheel track (16 ″ / 17 ″ / 19 ″), mm | 1625/1613/1609 | |||||
| Track rear wheels(16 ″ / 17 ″ / 19 ″), mm | 1636/1625/1620 | |||||
| Front overhang, mm | 910 | |||||
| Rear overhang, mm | 900 | |||||
| Trunk volume (min / max), l | 466/1455 | |||||
| Ground clearance (clearance), mm | 182 | |||||
| Weight | ||||||
| Curb (min / max), kg | 1410/1576 | 1426/1593 | 1474/1640 | 1496/1663 | 1534/1704 | 1615/1784 |
| Full, kg | 2050 | 2060 | 2110 | 2130 | 2190 | 2250 |
| Dynamic characteristics | ||||||
| Maximum speed, km / h | 186 | 181 | 184 | 180 | 201 | |
| Acceleration time to 100 km / h, s | 10.5 | 11.1 | 11.1 | 11.6 | 9.1 | 9.5 |
And the transmission units for the car got quite good, but their resource turned out to be precisely calculated for the maximum warranty period of five years.
One can suspect the Koreans of creating a "disposable machine", but rather, it is simply a matter of a high production culture and maximum savings.
Five years, or approximately 120-150 thousand kilometers, is a resource after which maintenance of the transmission ceases to be budgetary. And sometimes it is clear that the transmission could have served even more, but the operation manual did not reflect the need for maintenance. For example, on the crosspieces cardan shaft there is a grease nipple, but the corresponding procedure is not included in the number of maintenance operations. And after 150 thousand, the universal joint cross, most likely, just needs to be replaced.
"Disease of the right CV joint" on cars after restyling can happen earlier, on a run of about a hundred thousand. The cause of the "illness" lies in a serious "puncture" of the Slovak assembly: the inner right hinge was not supplied with lubricant. In the rest of the CV joints, there is also a little of it, but the lubrication period is almost always enough for the "warranty" period. Particularly thrifty car owners add lubricant on their own, so do not be surprised at unoriginal clamps, but be vigilant when buying and listen to the hinges for knocks.
On all-wheel drive cars, in addition to the propeller shaft, the connection coupling usually fails by a five-year run rear axle... It is simple electromagnetic here and, in general, it is not difficult to repair. Most often, replacement requires front bearing, it costs a maximum of 600 rubles for parts and labor. The clutch clutches usually remain intact, but the bearing refuses to work due to moisture and dirt getting inside.
The same dirt destroys the clutch drive magnet, and it is mainly the wiring to the power block that suffers, so that everything can be restored. But sometimes there are difficulties with disassembly: if the clutch does not block when power is applied, then it is not always possible to remove the input shaft nut. Attempts to block the coupling using alternative methods in this case often lead to mechanical damage. However, the price of a new clutch is about 75 thousand rubles - not a little, but also not prohibitive. Of course, this unit can also be found on disassembly, which will be much cheaper.
Angle gear, which is often loudly called " transfer case», Usually lasts much longer. If you regularly change the oil and watch for leaks, then it is almost eternal. But you need to keep an eye on it: after 150-200 thousand mileage, the oil seals can be squeezed out, after which the bearings will first suffer, and if you start the situation, the housing cover and the shafts themselves will fail.
Cars with manual transmission have one trouble: the bolt of the gearshift mechanism is unscrewed, as a result of which the gears begin to engage very badly or do not turn on at all.
The gearbox itself is quite reliable when used in tandem with a gasoline two-liter engine... Resource release bearing usually does not exceed six to seven years and 180-200 thousand kilometers, which is on average a little longer than the terms of "shaking up" the drive parts. But in cold regions, it can fail much earlier. Fortunately, the Sportage's clutch change is fairly straightforward, especially on front-wheel drive cars. It is not even necessary to remove the subframe here, and spare parts are not very expensive. For example, an original bearing costs only one and a half thousand, and non-original ones - even less. True, a part from serious brands is significantly more expensive than the original one, the same SKF bearing costs about six thousand, but, judging by the reviews, it is not afraid of frost.
In the photo: Kia Sportage "2008-10 With automatic transmission, everything is not so bad. Basically, there are very reliable "four-step" still "Mitsubishi" series F4A42-2 / W4A42. With a 2.7-liter engine, a stronger F4A51 / W4A51 was installed. All gearboxes are descended from Mitsubishi “automatic”, which are largely unified with Chrysler gearboxes: at one time the companies successfully cooperated.
The four-speed gearboxes of the F4A42-2 / W4A42 series for front- and all-wheel drive vehicles, respectively, are renowned for their reliability. They are afraid of overheating, but otherwise tolerate even very tough exploitation well. They, like the Subaru automatic transmission, have an external oil filter on the body, which allows you to keep the valve body clean to the last. True, the box does not like high torque, and those who like to drive along the highway at high speed (especially with a 2.7-liter engine) fail the needle bearing of the fourth gear and the reverse gear suffers.
Rack support
price for original
2 677 rubles
Later versions of the automatic transmission are somewhat strengthened, but, nevertheless, you can face this nuisance on them. With a rare oil and filter change, the solenoids and the valve body plate are the first to suffer, and in case of overheating, the gas turbine engine oil seals and rubber seals, after which the box gradually dies due to oil starvation and the progressive contamination of the valve body.
If we talk about reliability in numbers, then this box always withstands 150 thousand kilometers, even if the oil has not been changed at all, and 200-250 thousand is the standard resource of boxes with a high load, but regular maintenance. With careful operation with a two-liter engine, regular oil changes, with an external automatic transmission radiator, and not in Russia, you can find quite living specimens with a mileage of 350 thousand kilometers. In general, under normal operation, the box allows you to count on 200 thousand mileage before the first minor repairs and replacement of the blocking linings of the gas turbine engine appear.
Quite often, there are minor problems with failures of the input and output speed sensors. There will be no problems with repairs and spare parts: until the year before last, a structurally similar, very successful A4CF1 / 2 automatic transmission was installed on Verna / Solaris.
Front lower arm
price for original
3 314 rubles
With contract automatic transmissions, everything is not so simple. Theoretically, you can put a whole bunch of Mitsubishi boxes in the Sportage, but in practice you have to redo a lot: at least you need a different box control unit, and there are serious differences in the mechanical part.
The more torque 2.7-liter V6 got a much more powerful automatic transmission F4A51 / W4A51. It also has four stages, but its torque reserve is more significant. This automatic transmission "digests" even 3.5-liter engines, so with a 2.7 engine it is almost eternal. With runs of more than 200-250 thousand, you can expect the appearance of jerks and small delays in gear shifting due to wear of the EPC solenoid, and most common reason activation of the emergency mode is the failure of the speed sensors.
On the Sportage, problems are extremely rare, but according to the experience of other cars with this "automatic" in the future, the following resource problems can be expected: wear of the output planetary gear and its bearing, wear of gears and differential housing, as well as the Direct drum and its brake band.
At timely replacement oil, the resource of such an automatic transmission significantly exceeds 300 thousand kilometers, and lead to serious breakdowns only gross errors in operation can.
Motors
Hyundai / Kia's motors are very reliable, only the engine sensors and the cooling system can fail.
Aged radiators are typical. If the owner is one of the most economical and pours sealant into the cooling system, then the engine dies simply and easily from detonation and violation of the cylinder head plane. When buying, it is worth checking the condition of the pipes, which radiator is installed, which fans, and whether the wiring to them is intact.
In the photo: Kia Sportage engine The materials here are not the best, therefore the components of the system are often changed and "collective farms". The latter is due to the fact that a number of Chinese radiators are very conditional. All gasoline engines have a fairly conservative and weak system crankcase ventilation, so that oil leaks are frequent, as well as dirty throttle... The resource of the collectors is also small, it is better to replace them after 150 thousand run. As a last resort, remove the clogged one, which is typical for cars from cold regions.
The exhaust system does not differ in particular corrosion resistance, on ten-year-old cars it often needs to be changed entirely, and the corrugations are generally only enough for a hundred thousand mileage.
Radiator
price for original
8 586 rubles
The power system used is not the most successful fuel filter installed directly on fuel pump in the tank. The main engine on the Sportage II is the Beta II G4GC family. This two-liter gasoline engine also has a pedigree from Mitsubishi units, but differs from the Japanese in a number of original solutions.
The timing drive is mixed here, with a belt and chain. Remember how this was done on the 1.8-liter EA113 engines of the VW concern of the late nineties? The exhaust camshaft is driven by a belt from the crankshaft, and the intake camshaft is driven by a chain from the exhaust, on which there is also a timing control system. When Kia system reliable enough, the chain can travel 200-250 thousand kilometers. It is better to change the timing belt according to the regulations, every 50-60 thousand kilometers, and always together with the rollers: their bearings are of disgusting quality.
Oil pump
price for original
6 803 rubles
The phase regulator is a "thing in itself": in case of an unsuccessful choice of oil, it may require replacing the clutch and valves after the first hundred thousand kilometers, but usually it honestly serves before replacing the chain. There are no hydraulic compensators in the motor, and the gaps here tend to "float away", so the adjustment should be carried out much earlier than the prescribed 90 thousand kilometers. Otherwise, there is a risk of damaging the camshaft, which is quite soft.
The design of the oil pump turned out to be very successful. It is gear-type, made in the front wall of the block. If the pump gears are worn out, you can do with replacing only the cover with a repair one - of greater thickness. The pump drive is made from a separate belt, like motors with a chain in the timing drive.
In general, it turned out to be an excellent engine with a good resource. piston group, which is about 300-400 thousand kilometers before the first overhaul. The motor has a convenient layout and small size.
But we must admit that nothing is perfect anyway. The control system is rather weak here, and attachments after 150-200 thousand kilometers require close attention.
A hard sound is not a malfunction, but a feature caused by not the best study of the chain dampers and vibrations of the crankshaft. It is for this reason that it is better not to pour low-viscosity oils into a used engine: the liners may not withstand.
The larger 2.7-liter V6 is the G6BA of the Delta II family. In many ways, it is similar to the previous engine: it has the same combined timing drive with a belt and chain, similar features of the layout of the crankcase ventilation and ignition system.
The engine block is not cast iron, but aluminum, but with cast iron sleeves. The resource of this motor is also excellent: it is quite possible to drive 400-500 thousand kilometers, at least in passenger cars.
The design feature lies in the use of a hydraulic belt tensioner, and this is not the best option: if the oil freezes during winter starts, the belt simply slips. The rest is reliability itself, unless, of course, overheat.
Shot block
price for original
109 384 rubles
The main troubles are delivered by an inlet with dampers, weak exhaust manifolds and a low resource of the collectors, of which there are two at once. And yet this is probably one of the most reliable motors of the 21st century. True, the power is 173 hp. for a 2.7-liter engine - this is not God knows what indicator, but European problems with high working temperature and there is no adjustable thermostat.
Diesel engines of the D4EA series cannot be classified as particularly reliable, primarily because of the fuel equipment. For a run of hundreds of thousands of kilometers, even in Moscow or St. Petersburg, all injectors and a high-pressure fuel pump are usually asked for replacement. Moreover, you will also have to flush the fuel line, which is contaminated with wear products.
Glow plugs often burn out, and the ECU algorithms are strange and not debugged. So "freezing" of revolutions after starting on cars before restyling was a common thing.
There is relatively little experience in operating diesel engines, but a conclusion can be drawn: the engine is quite troublesome, and knowing the peculiarities of operating diesel engines in Russia, this engine becomes far from the best choice for a relatively light car.
In the photo: Kia Sportage "2004–07 Summary
With low mileage, the car is surprised by the almost complete absence of breakdowns. Yes, the inside is poor, the design is not for everybody, but there is enough space in the cabin, and the car is not so bad on the move. V direct comparison she loses with the best of Europeans and Japanese, but easily gains points at a low purchase price and especially - exploitation.
As the mileage increases, the consequences of savings begin to show. After the first hundred thousand - mostly cosmetic, and after one and a half hundred thousand, you can expect a whole "bunch" of problems, both from the side of the suspension and transmission. And even the most reliable gasoline engines are ready to invest their share in the cost of repairs. The body is not bad, at least for now. But the trend is not the best: the lack of protective protection leads to the rapid growth of defects. Even with a high color level, this raises concerns for the future fate of the car. Fortunately, there are still enough cars with low mileage, there are not many weak points at all and you can pick up something to your liking.
The best choice is undoubtedly gasoline engines, and it does not matter with automatic or manual transmission - they are all reliable here, but it is better to do without all-wheel drive. However, if it breaks down, you can simply remove the clutch and cardan shaft and do not deny yourself anything. The car will retain the main advantages, and the cross-country ability was not even listed among them even initially.
State of the art automotive market characterized by increased customer demand for crossovers. Almost all major brands have their own models of this class of cars. Kia crossover Sportage has already quite a long, by automotive standards, history of its evolution. Debuting as a smaller version of the full-fledged frame SUV, with each generation he became more and more a city dweller.
Its tasks and purpose changed, and with it the requirements for power plants... After all, each generation had its own characteristics. About engines different generations and will be discussed in this article.
I generation (1993-2004)
Kia Sportage of the first generation managed to hold out on the conveyor for quite a long time. For more than ten years, the company continued to release the model. The SUV was equipped with five engines: three gasoline and two diesel.
The most widespread are four-cylinder aspirated engines with a volume of 2.0 liters and a capacity of 118 or 128 hp. The lineup also included a two-liter unit with a capacity of 95 hp. However, it is less common.
There were two diesel engines: a 2.0-liter with 83 hp, and a 2.2-liter, but with a lower power of 63 hp.
The engines weren't weak point models. In general, there are no questions about reliability and resource. Their main enemy now is venerable age. Therefore, they require increased attention during operation and great care when purchasing.
The only thing worth noting is the problem with diesel engines when using low-quality diesel fuel. Because of this, the ECU of the fuel pump may fail, as well as critically wear out the cylinder head. All this is fraught with serious repair costs.
II generation (2004-2010)
When developing the second generation, the concept of the model was revised. Now Sportage has become not an SUV, but a crossover. Having lost some of its abilities off-road, the car received decent handling on hard surfaces. Accordingly, the new model needed new modern power units.
There were three engines to choose from:
- 2.0 MPi 141 HP
- 2.7i V6 175 hp
- 2.0 CRDi 112 HP
The engines are characterized as very reliable. Their main diseases are sensor malfunctions and problems with the cooling system. Therefore, when buying, special attention should be paid to the condition of the pipes and the radiator. Also, it will not be superfluous to check which radiator is installed, as well as assess the condition of the wiring going to it. Also not the most successful design for fuel filter, which is made in a single unit with a gas pump.
2.0 MPi (G4GC)
The two-liter G4GC petrol unit of the Beta II family is the most widely used. Its roots go back to Mitsubishi engines, but at the same time there are many original solutions from KIA.
So, for example, the timing in this motor mixed type. Both chain and belt are used. In this particular case, the system proved to be quite reliable. The chain runs up to 200-250 thousand km, and the main thing is to change the belt according to the regulations, not forgetting about the rollers.
With the wrong choice of oil, surprises can be presented by the phase regulator. The consequences of this can be the replacement of the clutch, and sometimes even the valves. The valves themselves are adjustable here, since there are no hydraulic lifters. It is better to monitor their condition and carry out the adjustment much earlier than the schedule.
The total resource of the piston group is about 300-400 thousand km without overhaul which is pretty good. At the same time, it is worth paying attention to attachments after 150-200 thousand km.
2.7i V6 (G6BA)
The flagship six-cylinder unit has many things in common design features with a two-liter engine. Among them is a combined timing drive.
Of the unpleasant features, one can single out the design of the hydraulic belt tensioner. It turned out to be not the most successful. During winter starts, when the oil loses its viscosity, there may be cases of slippage.
Often there are problems with intake flaps and exhaust manifolds. The collectors do not have sufficient resources either. In addition, there are two of them on this engine.
The engine block is made of aluminum, but with cast iron sleeves. He has just an excellent resource by modern standards. With proper timely maintenance, it can go up to 400-500 thousand km.
2.0 CRDi (D4EA)
The diesel engine is much less common. The motor of this series is not particularly reliable. This is partly due to the widespread poor quality of diesel fuel. Therefore, even in large cities, where this indicator is at a more or less acceptable level, all nozzles and a high-pressure fuel pump require replacement by 100 thousand km. And these are quite significant expenses. It should also be understood that such a procedure also involves a complete flushing of the fuel line. Of the children's sores, strange algorithms for the operation of the computer were noted, as well as frequent burnout of glow plugs.
Weighing the pros and cons of this unit, we can conclude that this is not the most the best option... The motor itself is quite problematic, and besides, it is not superimposed on it best quality diesel fuel.
III generation (2010-2016) 2.0 l. (G4KD)
Derated up to 150 hp the gasoline engine of this generation has the fame of not being the most successful. The timing chain drive and attachments are generally quite reliable. But with all this, after 100 thousand km, the engine liners can simply turn over. At the same time, it is quite difficult to make repairs. There are practically no original repair parts, and substitutes cannot boast of a sufficient level of reliability. The situation began to change for the better closer to restyling. And in the updated version, the motor has undergone significant changes. The base remained the same, but there was a direct injection.
In the first years of production, there was a problem of sticking of the control valves of the phase shifter couplings. Usually this manifested itself to 80-100 thousand km.
Diesel
Diesel units turned out to be more successful. Two-liter turbocharged engines with 136 and 184 hp. have earned a positive reputation. At the same time, the 184-horsepower outperformed the gasoline engine both in terms of efficiency and dynamics.
As with gasoline unit, the diesel has no problems with the timing and attachments... Turbines are also reliable. Problems can be precisely with a shortage of spare parts. You should also be prepared for the fact that maintenance will cost significantly more, sometimes even twice.
The traditional weaknesses of diesel engines are fuel equipment... Over time, chips form in the high pressure fuel pump and clog the injectors. Restoration, and even more so the installation of new parts, is quite expensive. It is recommended to repair exactly all injectors, since it is difficult to guess which one is clogged. In addition, when one or more injectors are repaired, an imbalance in engine operation may occur.
After 100 thousand km, it may be necessary to replace the dual-mass flywheel. The symptom is a ringing sound when starting and stopping the engine.
IV generation (2016)
The line of motors is represented by four units:
- 1.6 GDI (132 HP)
- 2,0i (155 HP)
- 2.0 DTCI (185 HP)
- 1.6 TDGI (177 HP)
Two-liter Gas engine- this is inherited from the past generations of G4KD. It was slightly modernized, while improving dynamics and reducing fuel consumption.
The DTCI diesel engine allows you to get good dynamics, while not going beyond the limits of efficiency.
The 1.6-liter engines stand out. These are completely new developments that have not been previously installed on previous generations Sportage.
The atmospheric GDI is the base engine. Despite its modest volume, it delivers decent power ratings. Endowing the difficult crossover with decent dynamics, it allows the car to keep a modest appetite.
The turbocharged version of TDGI is perfect for those who like to drive. With a fairly small volume of 1.6 liters, the developers managed to remove 177 hp. and 265 Nm of torque. Such indicators are comparable to three-liter atmospheric units.
With motors familiar from past generations in terms of reliability and resource, everything is more or less clear. But new questions will surely arise. New technologies allow you to remove significant power and torque from low-volume motors, but you have to pay for all this. Most often, resource and reliability become the payment for excellent performance.
