The 2.6-liter Hyundai D4BB diesel engine was produced by the company from 1993 to 2004 and was installed not only on commercial vehicles, but also on the H1 minibus and the Galloper SUV. This motor was just one of the many clones of the famous Mitsubishi 4D56 diesel engine.
In the early 90s of the last century, Hyundai upgraded the D4BA engine by installing a crankshaft with a large piston stroke and its displacement increased from 2.5 to 2.6 liters. But in all other respects, it is still the same clone of the Mitsubishi 4D56 atmospheric pre-chamber diesel engine. By design, there is a cast-iron block, an aluminum 8-valve cylinder head without hydraulic lifters, a timing belt, a block of a pair of balancers and a distribution-type fuel pump from Zexel.
This diesel engine was most often offered in naturally aspirated versions without a turbine, but mentions of a supercharged version for commercial vehicles can be found.
The engine was installed on:
- Hyundai Galloper 2 (JK) in 1997 – 2003;
- Hyundai Starex 1 (A1) in 1997 – 2004.
|Power output, hp||78 – 83|
|Torque output, Nm||162 – 168|
|Cylinder block||cast iron R4|
|Block head||aluminum 8v|
|Cylinder bore, mm||91.1|
|Piston stroke, mm||100|
|Recommended engine oil||5W-40, 10W-40|
|Engine oil capacity, liter||6.5|
|Euro standards||EURO 1/2|
|Fuel consumption, L/100 km (for Hyundai H1 2000)
|Engine lifespan, km||~450 000|
Disadvantages of the Hyundai D4BB engine
- Despite the fact that this diesel engine is equipped with a simple distribution pump, a warm engine often does not start well at high mileage due to heavy wear of the high-pressure fuel pump. From heating, the gaps in the plunger increase and the required pressure is simply not created. Also, over time, the nozzles begin to overflow and a change of their nozzles is required.
- According to the regulations, the timing belt changes every 90,000 km, but in fact it can burst much earlier, and especially if you ignore its tightening every 30,000 km. The block of balancing shafts here rotates with a separate belt, which, when broken, often falls under the timing belt and it also breaks. And it’s good that at the same time it only breaks the rocker.
- This power unit is afraid of overheating and its gasket breaks quite often. Replacing the gasket is not enough here, you will have to grind the mating surfaces. Often cracks are also formed in the cylinder head, especially around the prechambers or between the valves, because the cylinder heads for these diesel engines are very scarce and expensive.
- In specialized forums, they regularly complain about lubricant leaks through gaskets and seals, a low vacuum pump resource, and crankshaft failure when driving at low speeds. It also often cuts off the crankshaft key and stops the drive of attachments. And do not forget to check the valve clearance every 20,000 km or they will simply burn out.