> Hyundai Solaris engine

Hyundai Solaris Engine

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

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

Power unit (view from the right in the direction of the vehicle): 1 - cover of the oil pan; 2 - auxiliary drive pulley; 3 - mechanism for tensioning the drive belt of auxiliary units; 4 - collector; 5 - pulley of the power steering pump; 6 - cover of the gas distribution mechanism drive; 7 - cylinder head cover; 8 - guide roller of the auxiliary 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 - coolant pump pulley; 17 - auxiliary drive belt; 18 - electromagnetic clutch of the air conditioner compressor; 19 - cylinder block; 20 - oil filter; 21 - oil pan.

Engine (view from the left in the direction of the car): 1 - flywheel; 2 - cylinder block; 3 - air conditioner 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 pipe of the cooling system; 11 - cylinder head cover; 12 - coolant temperature sensor; 13 - adsorber purge valve; 14 - hose for supplying coolant to the heating unit of the throttle assembly; 15 - tube for supplying coolant to the pump; 16 - collector; 17 - heat shield.

The design of the G4FA (1.4 l) and G4FC (1.6 l) engines is almost 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 transversely in the engine compartment. The order of operation of the cylinders: 1-3-4-2, counting - from the auxiliary drive pulley.
Power system - phased distributed fuel injection (Euro-4 toxicity standards).
An engine with a 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 the bracket attached to the right to the head and cylinder block, and the left and rear supports are attached to the brackets on the gearbox housing. On the right side of the engine (in the direction of vehicle movement) are located: a gas distribution mechanism drive (by a chain); drive of the coolant pump, generator, power steering pump and air conditioning compressor (poly V-belt). On the left are: the outlet pipe of the cooling system; coolant temperature sensor; canister purge valve. Front: intake manifold with throttle assembly, fuel rail with injectors, oil filter, oil gauge, alternator, starter motor, A/C compressor, thermostat, crankshaft position sensor, camshaft position sensor, knock sensor, low oil pressure warning sensor, system valve changes in valve timing. Rear: collector, oxygen concentration control sensor, power steering pump. Above: 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 bearings - five beds of 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 slots for two thrust half rings that prevent axial movement of the crankshaft. The crankshaft is made of ductile iron, with five main and four connecting rod journals. The shaft is equipped with four counterweights, made on the continuation of the 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. Inserts of 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 channels drilled in the body of the shaft, which serve to supply oil from the main to the connecting rod bearings of the shaft. At the front end (toe) of the crankshaft are installed: a timing gear (timing) sprocket, an oil pump gear and an auxiliary drive pulley, which is also a damper for torsional vibrations of the shaft. A flywheel is attached to the crankshaft flange with six bolts, which makes it easier to start the engine, ensures the removal of its pistons from dead points and more uniform rotation of the crankshaft when the engine is idling.
The flywheel is cast iron and has a pressed steel ring gear for starting the engine with a starter.
Connecting rods - forged steel, I-section. With their lower split heads, the connecting rods are connected through liners to the connecting rod journals of the crankshaft, and the upper heads are connected through piston pins to the pistons.
The connecting rod caps are attached to the connecting rod body with special bolts.
The pistons are made of aluminum alloy. Three grooves for piston rings are machined in the upper part of the piston. The two upper piston rings are compression rings, and the lower one is oil scraper.
Compression rings prevent the breakthrough of gases from the cylinder into the crankcase and contribute to the removal of heat from the piston to the cylinder. The oil scraper ring removes excess oil from the cylinder walls as the piston moves. Piston pins steel, tubular section. In the holes of the pistons, the fingers are installed with a gap, and in the upper heads of the connecting rods - with an interference fit (pressed).

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

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

Valve lifter.

Eight cams are made on each shaft - an adjacent pair of cams simultaneously controls two valves (inlet or outlet) of each cylinder. The supports (bearings) of the camshafts (five supports for each shaft) are made detachable. The holes in the supports are machined complete with covers. The front cover (on the timing drive 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, in a V-shape, with two intake and two exhaust valves for each cylinder. Valves are steel, exhaust - with a plate made of heat-resistant steel and welded chamfer.
The intake valve has a larger diameter than the exhaust valve. Seats and valve guides are pressed into the cylinder head. On top of the valve guide bushings, valve stem seals made of oil-resistant rubber are put on. The valve closes under the action of a spring. Its lower end rests on a washer, and its upper end rests on a plate held by two crackers. 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. A design feature of the engine is the presence of a variable valve timing system (CVVT), i.e. changes in the moment of opening and closing the valves. The system ensures the installation of 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 solenoid valve for the phase change system is installed in the seat of the cylinder head.

The main elements 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 mounted on the front wall of the cylinder head. The setting disk 2 of the sensor is located at the end of the camshaft.

The timing chain drives the system's actuator, which transmits rotation to the camshaft using hydromechanical coupling.

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

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

Solenoid valve of the phase change system.

At the ECU commands, the spool device of the solenoid valve controls the supply of oil under pressure to the working cavity of the actuator or the draining of oil from it. Due to the change in oil pressure and hydromechanical action, the individual elements of the actuator are mutually moved, and the camshaft rotates to the required angle, changing the valve timing. The solenoid valve spool and system actuator components are very sensitive to engine oil contamination. When the phase change system fails, the inlet 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, the “support - camshaft journal” pairs, the chain tensioner and the actuator of the variable valve timing system.
The pressure in the system is created by an oil pump with internal gears and a pressure reducing valve. The oil pump housing is attached to the timing cover from the inside. The drive gear of the pump is driven from the toe of the crankshaft. The pump takes oil from the oil pan through the oil receiver and delivers it through the oil filter to the main line of the cylinder block, from which the oil channels extend to the crankshaft main bearings. Oil is supplied to the connecting rod bearings of the crankshaft through channels made in the body of the shaft. A vertical channel departs from the main line 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. Oil filter - full-flow, non-separable, equipped with bypass and anti-drainage valves. Oil is sprayed onto pistons, cylinder walls and camshaft lobes. Engine crankcase ventilation system - forced, closed type. Depending on the engine operating modes (partial or full load, idling), crankcase gases from under the cylinder head cover enter the intake tract through the hoses of two circuits. In this case, the gases are cleaned of oil particles, passing through the oil separator located in the cylinder head cover.
When the engine is idling and at low load modes, 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 the hose to the intake pipeline, into the space behind the throttle valve.

Place of installation of the valve of the ventilation system.

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

In full load modes, 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 hose 3 for supplying air to the throttle assembly.

crankcase ventilation valve.

Hyundai solaris engine

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The Hyundai Solaris car has gained great popularity around the world. And this is not strange, because the car is inexpensive, but it looks great and performs its functions. Of course, there are certain problems, but without them, nowhere.

The disadvantages of the car often include the operation of the engine. In general, today it is a popular opinion that all cars are made in such a way that they will have to be changed in 5-10 years, and as an example they give the familiar Hyundai Solaris with its “aluminum” engine.

Owners of domestic Zhiguli have heard the word “Kapitalka” hundreds of times. The meaning of this process is to protect one of the most expensive parts of the machine from wear - the cylinder block.

Under the overhaul since the time when the Zhiguli appeared, they mean the restoration of old cylinders by boring them to the required size.

Also under these understood the replacement of sleeves. Next, the craftsmen installed pistons of the required size, and these parts were made by the manufacturer of the car itself. Motors could have up to 5 different repair sizes, so it was possible to "rejuvenate" the engine several times.

In such cars, cast iron was used to produce the cylinder block, this is a heavy substance, but it is very durable and easy to bore. The repair became more difficult when companies began to produce aluminum cylinder blocks, this made it possible to reduce the weight of the car, but made it difficult for Kapitalka.

Aluminum cylinders

A material such as aluminum is not as strong as cast iron, and when the pistons rub against the block, the plastic material can simply “grab”. Therefore, engineers put a lot of effort into eliminating even minimal friction on aluminum surfaces.

In addition to coating the engine pistons, almost always the aluminum block cylinder is simply isolated from the piston. In particular, a “wet” cast iron sleeve is used for this, it is installed in the block and treated with coolant, from which the part got its name. Repairing a structure with “Wet” sleeves is not difficult, because the block can be disassembled if necessary and worn parts can be replaced. True, such a system also has disadvantages, these are a smaller block fluid and poor vibro-acoustic indicators.

For this reason, modern car engines are most often equipped with thin-walled coatings or inserts that isolate the piston from soft aluminum.

On sports cars, the Nikasil coating is used, it is quite durable, but it is expensive and repairing an engine with such a coating will be difficult. It is clear that due to the high cost, Hyundai Solaris manufacturers do not use such material.

Features of the Solaris motor

If we talk about the Hyundai Solaris, and its Gamma engine, then in it aluminum parts are protected from abrasion by the piston thanks to a thin cast iron sleeve. This solution is very affordable and provides protection

engine, the same liners are used by the Germans from Volkswagen in their new TSI turbo engines. It should be noted that such a sleeve is not inserted into the cylinder blocks and is simply fused, liquid aluminum fills the part.

The big disadvantage of systems with "dry" sleeves is that they are often impossible to repair, manufacturers have not thought about this technology, and there are no corresponding pistons and repair sizes on the market.

Simply put, with severe wear of the cylinders, the only way out is to replace them. This part is very expensive, and if a person buys a used Hyundai Solaris, then buying cylinders will add about 30% to the cost.

The information that the planned resource of the Hyundai Solaris engine is only 180 thousand kilometers only exacerbates the problem. True, this information is very controversial, because there is no objective data that would regulate this issue, and the real resource largely depends on the operating conditions of the car.

In the reviews, the owners also disagree, some say that the cylinders really need to be changed after 160-180 thousand mileage, and some have quietly left for more than 300 thousand km.

But such dubious characteristics of the motor indicate that becoming the third or fourth owner of a Hyundai Solaris car is really risky.

Of course, if the car will drive for several years, and after that it will have to be thrown away, then no one needs such cars. Accordingly, the question of whether it is possible to repair aluminum blocks causes a lot of controversy. Even in the absence of a clear factory repair technology, some craftsmen take up this business and make a “capital”, after which the car will still quietly travel another couple of hundred thousand kilometers.

When to make capital

It is clear that no one will send a Hyundai car to a landfill, and in the absence of factory technologies, you will have to trust the repair of the engine to the masters from the service station. Only the question remains open when exactly a major overhaul is needed, because, as the reviews of the owners of the Hyundai Solaris say, for everyone this moment comes in different ways and depends on the operating conditions of the car.

In fact, some signs will indicate the need for repair:

• Low compression, high oil consumption and dark gray exhaust;
• Low oil pressure and extra sounds from the crank mechanism;
• When the cylinder-piston elements or the longitudinal movement of the crankshaft have already worn out. True, this can only be determined with the help of special equipment in a car service.

Usually you have to think about such repairs with a run of 160-200 thousand kilometers. But it should be borne in mind that the ability and service life of a Hyundai engine depend on the quality of the road surface, damage, the owner's driving style and other factors.

Overhaul stages

It must be understood that restoring the engine of a Hyundai car is a very complicated procedure that not everyone can handle. To make a major overhaul on your own, you need to understand the design and principle of operation of the engine, have special tools and skills.

If you have even a little doubt that you can cope with this task, then it is better to overpay, but still entrust the matter to specialists, because you can only make things worse on your own.

The engine overhaul process is divided into several stages:

1. First, the masters remove the motor and then disassemble it. When removing the engine, everything must be done carefully so as not to damage all kinds of hoses, pipes and other elements.
2. The next step is to clean all motor components.
3. Next, the masters inspect the degree of wear of the nodes in the Hyundai Solaris car.
4. Troubleshooting. It is important to prepare the technical documents of the machine in advance in order to compare the current data with standard parameters and tolerances.
5. Cylinder head repair. At this stage, specialists eliminate all cracks, install new or repair old guide bushings and chamfers of valve seats. Also, new valve stem seals and camshaft are installed.
6. Repair of the block of cylinders. At this stage, boring and abrasive processing of cylinders is carried out, as well as replacement of liners, repair of cracks and other operations.
7. Next, you need to restore the crankshaft.
8. In the end, you should assemble and install the motor back. This must be done very carefully so as not to forget about connecting all the connectors and connections.

After repairing the engine of a Hyundai car, you need to turn on the engine and let it idle so that all the parts get used and work properly.

Why is it necessary to turn to professionals?

Self-repair can only harm, it is better to entrust this matter to specialists, the following advantages of contacting a car service speak of this:

• You can choose a service station by specialization. There are many different workshops, and some of them specialize in Korean cars, so it is better to entrust the overhaul of the Hyundai Solaris engine to them;
• Masters experience. Any repair work that relates to the motor is very complex, so the experience of specialists plays an important role here;
• Guarantee.

Engine cylinders are very expensive machine parts, so their restoration requires a guarantee that a repair service can provide.

In fact, the Hyundai Solaris is an exact copy of the fourth generation Accent sedan for the domestic Korean market. In Russia, the car was presented on September 21, 2010. And its production, and on a full cycle, for our market was organized near St. Petersburg. Machines with local registration have been finalized taking into account Russian operating conditions. The first Solaris sedan rolled off the assembly line on January 17, 2011. A few months later, in May 2011, the assembly of a five-door hatchback began.

For a budget car, the sedan looks very attractive and even respectable due to the combination of complex edges and planes, expressive stiffening ribs and original optics. However, as our chef will say, design is a purely personal matter. But people love it. And further. With modest external dimensions, Solaris looks larger than its closest competitors. But most importantly, the runabout from Hyundai was distinguished by a very favorable price-quality ratio. For a base car with a 1.4-liter gasoline engine, they then asked for 379,000 rubles. Solaris 1.6 went from 434,000 rubles. And in full "minced meat" the car cost 634,000 rubles.

Body and electrical equipment

All inclusive

Do not rush to look for money for new front hub bearings, the play in which sometimes appears at 20-40 thousand km. It is usually enough to tighten the drive shaft nuts - their tightening is weakened due to a worn plastic washer between the drive and the hub.

The automatic transmission, according to the assurances of servicemen who are familiar with this unit from other Hyundai and Kia models, has the same resource as the engine. The main thing is to renew branded gear oil in the box after 70 thousand km, which is by no means cheap. But for all its reliability and durability, the “automatic” is not at all distinguished by agility and quickness. But the gears of a serviceable automatic transmission switch softly and smoothly.

Buying?

It seemed that the Koreans were in such a hurry to start assembling Solaris that they did not have time to bring it to mind. Indeed, in general, it turned out to be far from the worst budget car in terms of reliability. And the vast majority of owners are happy with it. But minor design flaws brought their fly in the ointment ... However, if you like the car, we advise you to stop at the 1.6-liter version with an “automatic” - such a Solaris will create a minimum of problems in further operation.

Less than a decade has passed since the day when the first Solaris and Rio sedans rolled off the assembly lines of the factories of the united Hyundai / KIA corporation, and Russia is already “to the eyeballs” filled with these advanced cars in every respect. Korean engineers created these two clones based on the Accent (Verna) platform, especially for the Russian market. And they didn't fail.

History of creation and production

ATTENTION! Found a completely simple way to reduce fuel consumption! Don't believe? An auto mechanic with 15 years of experience also did not believe until he tried it. And now he saves 35,000 rubles a year on gasoline!

It is very symbolic that the official announcement of the start of production of the new model and the presentation of its prototype took place at the 2010 Moscow International Motor Show. On September 21 of the same year, it became known that the new model would be called Solaris. Another six months - and mass production and sale of the car began. Hyndai bosses acted very far-sightedly, removing the “baby” Getz and the i20 hatchback from the Russian market in order to promote the new model.

• 1st generation (2010-2017).

Cars were assembled in Russia at the Hyundai Motor CIS automobile plant in St. Petersburg. Under the Solaris brand, the car was sold only in our country (sedan, and a little later - a five-door hatchback). In Korea, the USA and Canada, it was positioned under the main name Accent, and in China it could be bought as Hyundai Verna. His clone (KIA Rio) first rolled off the assembly line in August 2011. The platform of the machines was common, but the design was different.

Gamma motors ( and ) had almost the same design. Power (107 and 123 hp) was not the same due to different piston strokes. Two types of power plants - two types of transmission. For Hyundai Solaris, engineers have proposed a 5-speed "mechanics" and a 4-speed automatic transmission. It should be noted that in the basic configuration for the Russian Federation, the set of Solaris features turned out to be very modest: one airbag and electric lifts in front. With the improvement of the basic content, the price increased (from 400 to 590 thousand rubles).

The first change in appearance took place in 2014. The Russian Solaris received a new grille, an even sharper geometry of the main lighting headlights, and a mechanism for adjusting the steering column reach. In the top versions, the upholstery style has changed, windshield heating and a six-speed transmission have become available.

Solaris Suspension:

• front - independent, McPherson type;
• rear - semi-independent, spring.

Suspension modernization was carried out on this car three times due to the lack of stiffness of shock absorbers and springs, the appearance of rear axle buildup when driving on a road with a lot of bumps.

Depending on the set of functions, the type of power plant and transmission, five types of vehicle equipment were offered to customers:

1. base.
2. classic.
3. Optima.
4. comfort.
5. family.

In the maximum configuration, there were a large number of additional "chips": installation of a supervision-type dashboard, audio control on the steering wheel, 16-inch alloy wheels, keyless entry with an engine start button, daytime running lights, an electronic stability control system, climate control, lined bottle pockets, interior Bluetooth support, six airbags.

Despite the popularity of the machine, a wide discussion on specialized forums in Runet, as well as a large number of independent tests, brought out several shortcomings:

• insufficient performance of the power steering pump;
• lack of a mechanism for longitudinal adjustment of the steering column;
• short length of the rear seat cushion;
• poor handling on uneven road surfaces.

Nevertheless, in terms of thrust-to-weight ratio and the quality of manufacturing of structural elements and finishes, the car surpasses many analogues of other manufacturers, the appearance of which on the Russian market was the same target. The popularity of the car in Russia was very high. The annual sales level was about 100 thousand pieces. The last 1st generation Solaris car was assembled in our country in December 2016.

• 2nd generation (2017-present).

In 2014, the development and testing of the next generation Solaris car systems began under the leadership of P. Schreiter, head of the Hyundai Motor design service. The process lasted for almost three years. In particular, laboratory tests were carried out at NAMI, the determination of the running resource was carried out on Ladoga, as well as on the roads of the European part of the Russian Federation. The car has traveled over a million miles on them. In February 2017, the first car of the second generation was released.

In terms of the power plant, the changes are minimal: the latest Kappa G4LC unit and a 6-speed manual gearbox have been added to the engines of the Gamma line. With it, the car accelerates from standstill to 100 km / h in a little slower than 12 seconds. Maximum speed - 183-185 km / h. In terms of “agility” on Russian roads, the new Solaris is comparable to Renault Logan and Lada Granta. The only inconvenience for advanced drivers is the lack of power under the hood. In the top-end equipment, the emphasis is still on the 1.6-liter G4FC engine with a capacity of 123 hp. It is faster than the "beginner" by two seconds from a standstill, and faster "in the absolute" - 193 km / h.

The car is delivered in four types of trim levels:

1. active.
2. Active plus.
3. comfort.
4. elegance.

In the ultima version, the car contains all the “chips” that were available to moneybags when buying a first-generation car. To them, the designers added fifteen-inch alloy wheels, a rear fixation video camera and a washer spray heating system. The main “minus” of the car never became history: the sound insulation is still “lame” (especially for those who sit in the back). The hissing of the engine when driving has not become less. It is not very convenient to be in the rear seats for passengers with growth above average: the ceiling of the car is, perhaps, understated for them.

At the same time, the engineers managed to cope with the "buildup" effect. On bad roads, the car behaves much better than its predecessor. Reviews of the "members of the forum" testify to a number of positive qualities of the machine:

• suspension softness;
• good dynamics;
• dimensions of the luggage compartment;
• smooth operation of the automatic transmission;
• low average fuel consumption.

In general, the subcompact model, designed by the Koreans purposefully for the Russian automotive market, showed an excellent balance. There are no obvious flaws in it that would lead to a radical decrease in sales. On the contrary, the popularity of the second generation has grown significantly, in comparison with the cars that were assembled in Russia until 2016. Question price for those. who wants to see everything "in one bottle" - 860 thousand rubles. This is how much Hyundai Solaris costs in the Elegance configuration.

Engines for Hyundai Solaris

Unlike the Hyundai Solaris, this car is a completely different story. She showed herself. As one of the most reliable in terms of the operation of power plants. Eight years of presence in the global automotive markets - and only three units under the hood.

With the presence in other models, everything is just as simple. The motor is brand new. It is designed specifically for use in the Hyundai Solaris car and the new compact KIA models. Two engines of the Gamma line, and , were tried as the main power plants for the i20 and i30 intermediate hatchbacks. In addition, they were installed on the top models of Hyundai - Avante and Elantra.

The most popular motor for Hyundai Solaris

Gamma engines almost divide this line in half, but still, the G4FC engine “withstood” a little more configurations. They are very similar to each other. The FC motor was “increased” in displacement from 1396 to 1591 cubic centimeters, increasing the piston free play. The year of birth of the unit is 2007. The assembly site of the Hyundai car plant in the capital of China, Beijing.

Inline four-cylinder injection engine with 123 hp. designed for environmental standards Euro 4 and 5. Fuel consumption (for the variant with a manual transmission):

• in the city - 8.0 liters;
• outside the city - 5.4 liters;
• combined - 6.4 liters.

The motor has a number of design features typical for modern Korean engines:

• distributed injection type MPI (multipoint multi point injection);
• execution of the cylinder block and head made of light and durable aluminum alloy;
• plastic intake manifold;
• two camshafts (DOHC);
• chain drive with tensioner in the timing mechanism.

Unlike many other modern designs, in the G4FC, the designers installed the valve timing regulator on only one shaft, the intake.

Of particular interest is the multipoint distributed injection system installed in the engine. It has five main building blocks:

1. Throttle valve.
2. Ramp (main) for fuel distribution.
3. Injectors (nozzles).
4. Air consumption (or pressure/temperature) sensor.
5. Fuel regulator.

The principle of operation of the system is quite simple. Air, passing through the atmospheric filter, mass flow sensor and throttle valve, enters the intake manifold and engine cylinder channels. Fuel enters the injectors through the rail. The proximity of the intake manifold and injectors minimizes the loss of gasoline. The control is carried out using the ECU. The computer calculates the mass fractions and quality of the fuel mixture based on load, temperature, engine operating modes and vehicle speed. The result is electromagnetic impulses for opening and closing the nozzles, supplied at a certain moment from the control unit.

MPI injection can operate in three modes:

• simultaneously;
• in pairs;
• individually.

The advantages of this fuel injection scheme include efficiency and full compliance with environmental standards. But those who prefer to buy a car with an MPI engine should forget about dashing high-speed driving. Such motors are much more modest in terms of power than those in which the operation of the fuel system is organized according to the principle of direct supply.

Another “minus” is the complexity and high cost of the equipment. However, in terms of the ratio of all parameters (ease of use, comfort, cost, power level, maintainability), this system is optimal for domestic motorists.

For the G4FC, Hyundai has set a fairly low mileage threshold of 180,000 km (10 years of operational use). In real conditions, this figure is much higher. Various sources contain information that Hyundai Solaris taxis are gaining up to 700 thousand km. run. The relative disadvantage of this engine is the lack of hydraulic lifters as part of the timing mechanism, and the need to adjust valve clearances.

In general, it proved to be an excellent motor: small in weight, inexpensive in current repairs and unpretentious. However, it should be borne in mind that from the point of view of a major overhaul, this is a one-time copy. All that can be done on it is the plasma spraying of cylinders and boring to the nominal size. However, whether it is necessary to think about what to do with a motor that can easily “drive” half a million kilometers is a rhetorical question.

Ideal engine for Hyundai Solaris

The base engine of the Kappa series for a new generation of Korean cars of the KIA and Hyundai brands was designed and delivered to the assembly line in 2015. We are talking about the latest development, a G4LE encoded unit designed to comply with European environmental standards Euro 5. The motor is specially designed for use in power plants of medium and compact models of KIA (Rio, Ceed JD) and Hyndai Solaris cars.

The injection engine with distributed fuel injection has a working volume of 1368 cm3, power - 100 hp. Unlike the G4FC, it has a hydraulic compensator. In addition, the phase regulators are installed on two shafts (Dual CVVT), the timing drive is advanced - with a chain instead of a belt. The use of aluminum in the manufacture of the block and cylinder head significantly reduced (up to 120 kg.) The total weight of the unit.

In terms of fuel consumption, the engine brought the most modern Korean car as close as possible to the best world standards:

• in the city - 7.2 liters;
• outside the city - 4.8 liters;
• combined - 5.7 liters.

The G4LC has a number of interesting design features:

1. VIS system, with the help of which the geometric dimensions of the intake manifold are changed. The purpose of its application is to increase the magnitude of the torque.
2. MPI multipoint injection mechanism with injectors inside the manifold.
3. Refusal to use short connecting rods in order to reduce the load on a not too powerful engine.
4. The crankshaft journals are narrowed to reduce the total weight of the engine.
5. In order to increase reliability, the timing chain has a lamellar structure.

To top it off, Kappa engines are much cleaner than the vast majority of opponents from FIAT, Opel, Nissan, and other automakers, with CO2 emissions of just 119 grams per kilometer. It weighs 82.5 kg. This is one of the best indicators in the world among mid-displacement engines. The main parameters of the unit (toxicity level, speed, fuel mixture formation process, etc.) are controlled by a computer with an ECU consisting of two 16-bit chips.

Of course, a short period of operation does not give rise to the identification of characteristic malfunctions. But one “minus” still slips in various forums from owners of cars with the G4LC engine: it is noisy compared to the older lines of Hyundai units. Moreover, this applies both to the operation of the timing and injectors, and to the general level of noise from the operation of the power plant while the vehicle is moving.

No one will argue that most modern cars are programmed to age. And for the sudden. If the Solaris engine cannot be repaired, why, who is to blame, what to do in this case and what to do to prevent accelerated engine wear, let's try to figure it out right now.

Everyone who manufactures cars is interested in selling them as much as possible and for as high a price as possible, while at the same time with minimal investment. Hyundai is no exception, especially the budget Solaris. The design of the car has a lot of fairly cheap solutions, inexpensive materials and technologies.. This also applies to the engine.

official opinion

Officially, Hyundai gives a guarantee for an engine without attachments one hundred thousand miles or about 180 thousand km, which is about five years of operation. Of course, it is far from a fact that the engine will crumble at the 181st thousand, because we know people who drive Solaris for 250-300 thousand, but there is one factor that no one can avoid.

Solaris has an engine Gamma G4FA volume 1400 cubes in or G4FG-G4FC with volume 1.6 l.

A distinctive feature of the engines developed in the early 2000s is the widespread use of aluminum, in particular, the use of this metal to make the foundation of any engine - the cylinder block.

Gamma G4FC engine.

On the one hand, aluminum is much lighter than cast iron, which is practically no longer used for building blocks, it has excellent thermal conductivity. On the other hand, aluminum is very ductile and less wear resistant than cast iron. This is what casts doubt on the possibility of a major overhaul, which will be relevant on a run of under 200 thousand km.

How is an engine overhaul done on a Solaris?

The high degree of wear at the contact of two aluminum parts (piston and cylinder walls) forces engineers to come up with new means to prevent rapid wear.

Often a cast-iron sleeve is pressed into the cylinder block, which wears out much more slowly than aluminum. But there are other ways, for example, on expensive high-powered engines, the cylinder walls are chemically treated with nickel and silicon carbide to obtain a strong wear-resistant surface, or the cylinder mirror is etched and a surface with a high silicon content is obtained.

The impossibility of boring

These are very effective, but expensive methods, moreover, it is often impossible to bore such a cylinder to the repair size.

Sleeve of the block of cylinders.

Gamma engine got an aluminum block with thin-walled cast-iron sleeves filled in it. It would seem that this is the very technology that should have made it possible to spend capital over time - bore a cast-iron sleeve to a repair size, install a repair kit of pistons and rings of a larger diameter and wind kilometers further with a repaired block.

Engine problems on Hyundai Solaris

The problem is that the wall thickness of the sleeve does not allow boring, the sleeve is almost impossible to get out of the block and replace (it is filled with aluminum at the production stage), and Hyundai did not provide for the possibility of producing repair parts, rings and pistons.

Ideally, each block of cylinders with wet liners (surrounded by a water jacket) has the ability to replace the liners, and the Gamma motor has dry liners, that is, they are tightly fixed in the block.

Repair "in theory"

Already bored cylinders for sleeves.

Theoretically, replacement of sleeves in our motors is possible, there are car services that take on this, it's all about the price. After all, you can buy a new cylinder block and it will cost an amount comparable to buying a quarter of a used Solaris.

The question arises of the advisability of buying Solaris in the secondary market - in any case, sooner or later the cylinders will wear out and then the engine will again shine with capital.

When is a Solaris engine beyond repair?

Diagnosing a near-death condition of an engine is quite simple. This will be indicated both by the mileage on the odometer and by quite objective symptoms.:

Single-type "disposable" engines

To some extent, the Gamma engine is still disposable, but it is not the only one. The engine of the first Skoda Fabia, atmospheric BRZ for 1.2-1.4 liters, also uses an aluminum block and thin-walled cast-iron liners, a recent Volkswagen engine EA211 TSI made using the same technology and manufacturers can be understood - they are not interested in reliability and half a million runs, they need to sell maximum equipment at a minimum cost.

Video about the shortcomings of the Hyundai Solaris engine

Owners have no choice but to carefully monitor the condition of the engine, use high-quality fuel and oils, spare the engine in the heat and in winter, do not delay with valve adjustment and follow the maintenance schedule. This is the only way to maximize the life of the engine. Long run and smooth roads to all!