Hyundai Solaris is a subcompact car, the first generation of which went on sale in 2011. This car, due to its excellent performance and affordable cost, is very popular with buyers. The economical and unpretentious Hyundai Solaris engine had a fairly simple design, which simplified its subsequent repairs.

Two motors of the Gamma series with a working volume of 1.4 and 1.6 liters were installed on the car.

Hyundai Solaris engines have proven to be quite reliable and economical. They were easy to maintain and did not require frequent maintenance. The technical recommendations of the automaker indicated service operations with the engine, and also stipulated which oil to pour into the engine.

Specifications

The base 1.4 liter engine has the following specifications:

The motor is installed on Hyundai Solaris, Hyundai i25 and Hyundai Accent.

The powerful 1.6 liter Hyundai Solaris engine with the following technical characteristics is very popular with buyers:

The motor is installed on Hyundai Solaris and Hyundai i25.

Design features

Both of these power units were distinguished by their reliability and excellent power, which was removed from a small engine.

With a relatively compact size, the engine had a piston stroke of 85 millimeters. The engines were characterized by unpretentious operation, which made it possible to pour inexpensive semi-synthetic engine oil into them.

Of the features of these power units, one can single out:

1. The location of the catalyst in the front of the engine and the timing chain drive. The latter saved the car owner from the need to regularly replace the drive.
2. The timing chain drive, which was used on Hyundai Solaris engines, is a rarity on small motors. This is the prerogative of mainly large-displacement engines from leading car manufacturers.
3. We also note the absence of hydraulic valve clearance compensators, which simplified the design of the motor, and at the same time ensured the smooth and stable operation of the engine.
4. It must be said that a similar engine was installed on the Hyundai Accent. The economical Hyundai Accent engine was distinguished by its ease of maintenance and reliability. This motor does not eat much oil, so these service work can be carried out at intervals of 15 thousand kilometers.
5. Hyundai Solaris engines are equipped with a point fuel injection system, which in turn increased the power of the power units. It should be noted that the 1.4-liter engine turned out to be high-speed and showed its peak power at 6300 rpm. Whereas at low revs, there was a lack of traction. In the 1.6-liter engine version, this drawback was completely absent. He had an explosive character and a car with this engine showed excellent traction already from 3.5 thousand revolutions per minute.
6. A distinctive feature of the Gamma series power units from their many predecessors is the reverse position of the intake manifold. If the exhaust manifold together with the catalytic converter is standardly located behind the engine, then the intake manifold is located at the front. This arrangement allowed to reduce the operating temperature of the engine, which affected the reliability of the unit and oil consumption. Cold air enters the cylinders through the manifold, which improves the combustion performance of the fuel.
7. Another advantage of this arrangement is that it saves space in the engine compartment. All this made it possible to significantly simplify access during repairs to most of the main components of the car.
8. To reduce the friction of the piston on the cylinder wall, its axis was shifted with respect to the crankshaft axis by ten millimeters. All this made the motor smoother and quieter. The motor does not eat much oil and does not require any serious service. At the same time, there is no vibration and inertia is reduced.
9. The cylinder block is made of lightweight and tough aluminum. In the manufacture of the cylinder block, injection molding technology is used. This made it possible to reduce the weight of the power unit by 11 kilograms, and, at the same time, the power unit retained the strength and rigidity it needed.
10. The motor does not have problems with overheating, and the Hyundai engine itself has shown itself to be quite reliable and durable. The motor does not require the use of expensive lubricants, so the car owner may not even think about the question: "what kind of oil to pour" into his car, they are all available and listed in the car operating instructions.
11. The use of a timing chain drive saved the car owner from the need to regularly replace the belt and engine oil. This increases the ease of maintenance of the motor, and the risk of chain breakage is minimized. It must be said that many car owners are confident that the "eternal" chain does not require any service. However, it is not. Usually, it stretches to a run of 300 thousand kilometers, which requires timing adjustment. It is located in a common block.
12. In later versions of the motors of this family, two hydraulic tensioners appeared, which eliminated the need for servicing the chain drive.
13. The gas distribution system is located on the exhaust shaft. The exhaust camshaft rotates depending on the engine speed. This ensures high-quality gas-dynamic boost, which is responsible for engine thrust and power. In particular, the use of such a dynamic valve timing system can improve traction at low and medium engine speeds.
14. The valve actuator does not have hydraulic lifters, which made it possible to significantly simplify the design of this mechanism. At the same time, it is not required to make any valve adjustments. Regardless of the quality of the fuel used, valve knocking is completely absent.
15. The intake manifold is made with a plastic resonator to reduce air pressure and noise. The absence of intake pulsation has improved the smooth operation of the power unit. The revs are always smooth and even, which in turn endows the small Hyundai Solaris with excellent vehicle dynamics.
16. The exhaust manifold is made of stainless steel pipe and has been designed in profile and length for optimal cylinder performance.
17. Another feature of the Hyundai Solaris power units is the change in the location of the mounted units. The generator is located at the top of the engine, which simplifies the repair of this unit, and protects it from flooding with water when driving through puddles.
18. The air conditioning compressor has changed places with the power steering pump. The latter is now located at the rear of the car, and the compressor is located in front of the engine.
19. Hyundai Solaris was one of the first vehicles from the South Korean manufacturer to use an electronic throttle pedal control system. That is, there is no mechanical connection between the motor and the pedal. This allowed the introduction of various electronic systems that are responsible not only for the safety of driving, but also improved the idling of the engine.
20. The operating mode of the generator has changed, which dynamically changes its power depending on the engine speed and the position of the gas pedal.
21. The engine cooling system was also upgraded with a double thermostat. This made it possible not only to increase the efficiency of engine cooling, but also to ensure the fastest possible warming up of the engine after a long parking of the car.

Engine breakdowns and how to fix them

FAILURE	CAUSE
The appearance of a knock when the engine is warming up.	This indicates wear and tear. valve tappets or their wrong adjustment. In this case, it is necessary open the motor and replace the valve lifters.
Floating idle and strong vibration on a cold machine.	The problem may be faulty spark plugs. ignition and coils. Recommended check the spark plug gap initially, replace them and replace the coils ignition.
The characteristic whistle of the generator from under the hood.	It is necessary to check the tension of the roller or replace the alternator belt.
Problems with engine warming up.	Malfunction in the cooling system. It is recommended to replace the thermostat or coolant pump.

Hyundai Solaris engine tuning

Currently, there are several ways to increase engine power on a Hyundai Solaris car:

• The simplest hardware tuning involves changing the engine control program. The advantage of this option is the ability to obtain a ten percent increase in power, without changing the reliability of the power unit. The cost of such hardware tuning ranges from 5 to 10 thousand rubles. All work takes about 30 minutes, after which the Hyundai Solaris engine receives the necessary increase in power, improving the dynamic performance of the car.
• Chip tuning is also popular, which involves the installation of an additional box with an engine control unit. Such actions are not difficult, which allows the car owner to carry out all the work on his own. He only needs to buy the chip block itself, and connecting it to the engine is not particularly difficult.
• There is the possibility of deep tuning of the engine with a volume of 1.6 liters. In this case, the car owner can get an increase in power of 30%, but this reduces the engine resource. Such engineering tuning implies complex work on the installation of a new lightweight crankshaft, cylinder boring and the installation of a new machined flywheel. Simultaneously with the change in the mechanical part, the engine control unit is reconfigured. The lambda probe is removed, a zero pressure filter is installed. It is also possible to replace the standard exhaust system with a forward flow.

It must be said that such engineering tuning has not received due popularity today, which can be explained by a number of reasons. First of all, this is the high cost of work, which can be half of the cost of the entire car. You should also take into account the problems with the reliability of the engine, the resource of which after such measures is significantly reduced.

• Some tuning specialists offer the installation of a turbine and cylinder equipment with nitrous oxide, however, we would recommend that you refrain from such extreme tuning options. First of all, the car itself is not designed for such a high engine power, so it becomes uncontrollable and simply unsafe. And the resource of the motor with such an intervention is reduced to a minimum. It is not uncommon when, after installing the turbine, the power unit was able to hold out only a couple of thousand kilometers, after which it exploded, which led to the need for expensive car repairs.

Engines with a working volume of 1.6 (G4FC) of the Gamma family have been installed on many cars of the concern since 2010. First of all, these are the people's favorites of Rio and Solaris, but almost the same engines were installed and continue to be used on Hyundai Elantra, i30, Creta, as well as Kia Rio X-Line, Ceed and Cerato. Moreover, motors of the Gamma I and Gamma II generation can be distinguished. The first ones were installed on Rio and Solaris cars from 2010 to 2016. The second generation is still in use.

Since the engines of the second generation have not changed much relative to the first, let's talk about the design as a whole.

Gamma series engine design

The engine is gasoline, four-stroke, four-cylinder, in-line, sixteen-valve, with two camshafts.

The cylinder block is cast from an aluminum alloy using the Open-Deck method with a single cylinder casting free-standing at the top of the block. In this case, the inner surface of the cylinders is formed by thin-walled cast-iron sleeves cast during the production process. 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". The pistons are made of aluminum alloy and have a short, lightweight skirt. The piston rings are not very high. The gudgeon pin pivots in the piston bosses and is pressed into the upper connecting rod head. A non-shrinkable gasket is installed between the block and the cylinder head.

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 camshaft drive is a chain from a sprocket on the toe of the crankshaft. Used hydromechanical chain tensioner. On engines of different generations, a variable valve timing system is used, that is, changes in the moment of opening and closing the valves. The engines of the Gamma I generation had a change in the position of the intake camshaft, and in the second generation, on both camshafts.

The engine power supply system is distributed fuel injection. Each spark plug has an individual ignition coil.

Myths and reality

1. Engines are made in China, and therefore the quality is not very good. Engines are indeed manufactured in China, but more importantly, the production of motors is established at the Hyundai Motor Co plant, and therefore the quality is guaranteed by a well-known Korean manufacturer. Note that even some premium cars, such as Volvo models, are assembled in China, including their flagship S90.

2. The cylinder block of the engine is aluminum, disposable and non-repairable. In fact, the design of the cylinder block allows the liners to be replaced with new thin-walled cast-iron liners, so that the engine can be repaired several times using the re-liner method. Moreover, the price of such repairs is often comparable to the cost of restoring an engine with a cast-iron block, provided that the pistons remain the same (and there is such an opportunity in some cases).

3. The crankshaft has a design with only four counterweights, and therefore bends more strongly than, for example, VAZ "transverse" engines. Yes, from the point of view of engine design, the Korean shaft is under heavy loads, but the practice of repairing such engines with high mileage shows that the wear of the main and connecting rod journals is usually minimal, and the matter is limited to installing new nominal liners.

4. Engine resource - 180,000 km, after which the engine can be thrown away. Practice shows that with good care, some motors travel 400,000 or more kilometers. I only recommend changing the engine oil more often - once every 7500 - 10,000 km, filling in fuel at branded gas stations and preventing the engine from overheating.

5. Lightweight and shortened pistons quickly begin to dangle in the cylinders. Yes, of course, the design of the pistons is not the same as that of the “millionaires” of the eighties and nineties of the last century, but a relatively inexpensive repair with replacement of pistons and rings, as well as troubleshooting and repair of the cylinder head at a run of 200,000 km can significantly extend the life of the engine.

6. The timing chain drive is not particularly reliable. Up to a mileage of 150,000-200,000 km, the chain usually runs without any complaints with good oil and a calm driving style. The multi-row toothed chain serves very well and sometimes the sprockets wear out more than the chain.

7. Lack of hydraulic lifters creates a lot of problems for the owner. According to the maintenance regulations, the valves should be adjusted at least after 90,000 km. The real need for adjustment usually comes a little later than the specified time. Gas-fueled engines are another matter. Here, the clearances really need to be monitored more carefully. In general, saving on hydraulic lifters is really a minus of this motor. And, what is most offensive, the ancestor, the first generation G4EC Hyundai Accent engine, had hydraulic lifters.

8. The phase shifters have an unreliable design. In fact, complaints about the phase shifters are sporadic, and even then only if the oil is changed out of time or if it is of low quality.

9. Noisy engine operation, especially noticeable at idle speed. Yes, there is a characteristic "chirping" of fuel injectors, which is not particularly pleasant to the ear, but this is the only loud sound emitted by a serviceable engine.

10. Destruction of the ceramic block of the catalytic converter disables the piston group of the motor. The ceramic block of any catalytic converter in our operating conditions is really not very durable. If the catalytic converter is located far enough from the motor, then there is no danger to the latter. This layout is used by some automakers (for example, Renault), but not Hyundai. When chipping away, pieces of neutralizer ceramics can actually get into the cylinders and damage the working surfaces. Destruction is facilitated by:

• Accumulation of unburned fuel in the ceramic block due to misfiring.
• Mechanical damage to the exhaust system section and sharp thermal shocks when overcoming puddles.
• The use of low quality fuels and a large number of fuel additives.

The real disadvantages of the Hyundai 1.6 engine

Most of the listed shortcomings have no real basis. They may well be considered myths. There are not so many real miscalculations in the design of the Hyundai engine. This is the need to adjust the valves due to the lack of hydraulic lifters and the inappropriate location of the catalytic converter for Russian operating conditions.

conclusions

Engines with a working volume of 1.6 liters of the Hyundai / Kia concern with distributed fuel injection are among the most problem-free on the domestic market. Only motors developed in the last century can be considered more reliable. For example, Renault's K4M. But the characteristics of the motors of those times are much more modest.

Mythical and real-life Hyundai and Kia engine problems

• Prevention, timely maintenance and addition - here is the guarantee of a long service life of the car!

Hyundai Solaris 1.6 engine liters for the first and second generation Hyundai Solaris 2017 model year produces almost the same power of 123 horsepower. However, structurally, the motors have become different, we will talk about this in more detail today.

Engine device Hyundai Solaris 1.6

Both engines for Solaris 1.6 are assembled at the Chinese plant Beijing Hyundai Motor, from there the units are brought to Russia to the conveyor of the St. Petersburg plant Hyundai. First, let's talk about the general structure of the engines, and then about the differences between the old and the new version.

The naturally aspirated gasoline engine is an in-line 4-cylinder 16-valve unit with an aluminum cylinder block and a timing chain drive. The old version of the engine boasted a variable valve timing system on the intake camshaft. The new Hyundai Solaris 1.6 Gamma D-CVVT engine now has a dual phase change system on both shafts (intake and exhaust). Moreover, the intake manifold now has the function of changing the length. The variable length is designed to change the speed of the incoming flow into the working cylinder, thereby achieving optimal power at minimum flow.

A reasonable question is raised, why, after all the changes in the design, the new Solaris 2017 engine did not become more powerful, moreover, the torque generally decreased slightly? The answer is pretty simple. The new engine for the second generation budget sedan now meets more stringent emission requirements.

Solaris 1.6 Gamma engine specifications

• Working volume - 1591 cm3
• Cylinder diameter - 77 mm
• Piston stroke - 85.4 mm
• Torque - 155 Nm at 4200 rpm
• Compression ratio - 11
• Timing drive - chain
• Maximum speed - 190 kilometers per hour (with automatic transmission 185 km / h)
• Fuel consumption in the city - 7.6 liters (with automatic transmission 8.5 liters)
• Combined fuel consumption - 5.9 liters (with automatic transmission 7.2 liters)
• Fuel consumption on the highway - 4.9 liters (with automatic transmission 6.4 liters)

Technical characteristics of the Solaris 1.6 Gamma D-CVVT engine

• Working volume - 1591 cm3
• Number of cylinders / valves - 4/16
• Cylinder diameter - 77 mm
• Piston stroke - 85.4 mm
• Power h.p. - 123 at 6300 rpm
• Torque - 151 Nm at 4800 rpm
• Timing drive - chain
• Maximum speed - 193 kilometers per hour (with automatic transmission 192 km / h)
• Acceleration to the first hundred - 10.3 seconds (with automatic transmission 11.2 seconds)
• Fuel consumption in the city - 8 liters (with automatic transmission 8.9 liters)
• Combined fuel consumption - 6 liters (with automatic transmission 6.6 liters)
• Fuel consumption on the highway - 4.8 liters (with automatic transmission 5.3 liters)

Both Hyundai Solaris 1.6 engines are capable of digesting domestic AI-92 gasoline.

> 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 gas distribution mechanism drive; 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 gas distribution mechanism drive; 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 pulley of the drive of auxiliary units.
The power system is a phased distributed fuel injection (Euro-4 toxicity standards).
The engine with the gearbox and clutch form the 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) are located: 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 are installed: a timing gear (timing) drive sprocket, an oil pump gear and an accessory drive pulley, which is also a damper for shaft torsional vibrations. A flywheel is attached to the crankshaft flange by six bolts, which facilitates engine start-up, ensures that its pistons are brought 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 with 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 to 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 supports 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 - 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 shaft drive sprocket.

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 drainage 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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Many motorists are interested in the Hyundai Solaris 1.6 engine resource. After all, the service life of the car directly depends on this indicator. There are 2 types of this indicator. One is called the engine's factory life. This value refers to the estimated engine life. Another indicator is the actual resource, and it depends directly on the features of operation. In practice, one owner can drive 200-300 thousand kilometers without any problems, while the other will lose the engine for 50 thousand.

Therefore, the factory resource can only be viewed as a reference material. You can find out the resource of a specific power unit from the specifications published by the manufacturer.

Specifications

The resource of the Hyundai Solaris 1.6 engine is one of the indicators of the technical characteristics of this car. In general, the power unit installed on this model is quite reliable. During operation, it practically does not cause any complaints. Engine breakdowns are almost never encountered. With normal maintenance of the power unit, its resource is at least 180,000 kilometers. This indicator is indicated in the vehicle operating book. But, nevertheless, drivers first of all always pay attention to other technical characteristics of the motor:

• Engine volume - 1.591 liters;
• Valves - 16;
• Engine power - 122 HP at 6000 rpm;
• Torque (maximum) - 155 Hxm / 4200 rpm.

As you can see from this list, the engine installed on Solaris has good technical characteristics. It is part of the Gamma series. All engines from this line are distinguished by a fairly high reliability and good performance. The 1.6-liter power unit is equipped with a distributed injection system. Used for work.

The gas distribution system should be considered in particular detail. The mechanism is used here DOHC... The use of such a gas distribution scheme made it possible to make the engine more durable and reliable. The system has a special mechanism of two tensioners that make it impossible for the chain to slip, even when it is strongly stretched. The service life of the chain is calculated for the entire service life of the power unit.

Other features include the location of the manifolds on different sides of the engine. The intake is made of special plastic, it is located on the front of the engine, which makes it easier to service the injector. Also, colder air is drawn in to power the engine, which makes it possible to practically increase the engine power. The exhaust manifold is located at the rear of the unit. This made the exhaust system simpler.

There are also several more positive features that increase the reliability of the engine and its units. The axis of the cylinders is slightly offset relative to the crankshaft, this reduces the load on the piston skirt. The cylinder block is made of hard aluminum alloy. This made it both lightweight and durable.

Engineers abandoned valve hydraulic compensation. Unlike previous engine options found on Hyundai Solaris, this engine will not knock on valves when starting. The lifting of the hinged elements was also a positive feature. In particular, now the generator practically does not suffer even when driving through a rather large puddle.

How to increase the resource of the motor?

Judging by the factory resource, the life of the engine is short. But, with proper care, you can easily extend the life of this unit for a fairly long time without any problems. Even if you do not plan to use the car all this time, proper use will reduce the risk of breakdowns.

The most important job for maintaining the health of the engine in adequate condition is changing the oil. Always use high quality lubricants recommended by the manufacturer. Also take into account the climatic features of operation. The oil must be suitable for the season, otherwise you may get engine problems. It is also important to replace the oil and air filters in a timely manner. This is done simultaneously with the filling of new oil.

Refuel should be done only at proven gas stations. This will guarantee the quality of the fuel, which in turn will extend the life of the engine.

You should not constantly drive the engine at high rpm. Operation of the power unit in modes close to the limit leads to increased wear of parts and premature failure of the motor.

Conclusion... The service life of the power unit of any machine depends on the technical characteristics and features of operation. The service life of the Hyundai Solaris 1.6 engine is relatively small, but with proper use of the car, it can be significantly extended.