Engine Hyundai D4BH

The 2.5-liter Hyundai D4BH diesel engine has been assembled by the Korean concern since 1997 and is known from the Galloper and Terrakan SUVs, as well as the H1 and Starex minibuses. This power unit was a clone of the Mitsubishi 4D56 turbocharged diesel engine with an intercooler.

In 1997, a turbocharged engine with an intercooler appeared in the Hyundai diesel family, which in fact was only a clone of the well-known Mitsubishi 4D56 prechamber turbodiesel. There is a cast-iron cylinder block with an aluminum 8-valve head without hydraulic lifters, a timing belt drive and a fuel pump belt drive, as well as a block of a pair of balancers with its own belt. Turbines were installed on it differently, but most often Mitsubishi TD04-11G-4 or Garrett GT1749S.

This diesel engine has a huge number of models and modifications, many of which differ significantly.

This family also includes diesels: D4BA, D4BB and D4BF.

The engine was installed on:

  • Hyundai Galloper 2 (JK) in 1997 – 2003;
  • Hyundai Starex 1 (A1) in 1997 – 2007;
  • Hyundai Terracan 1 (HP) in 2001 – 2006.


Production years since 1997
Displacement, cc 2477
Fuel system prechambers
Power output, hp 100 – 105
Torque output, Nm 225 – 240
Cylinder block cast iron R4
Block head aluminum 8v
Cylinder bore, mm 91.1
Piston stroke, mm 95
Compression ratio 21
Hydraulic lifters no
Timing drive belt
Turbocharging yes
Recommended engine oil 5W-40, 10W-40
Engine oil capacity, liter 7.2
Fuel type diesel
Euro standards EURO 2/3
Fuel consumption, L/100 km (for Hyundai Starex 2005)
— city
— highway
— combined
Engine lifespan, km ~450 000
Weight, kg 226.8

Disadvantages of the Hyundai D4BH engine

  • Despite the fact that the engine is equipped with a reliable Bosch VE injection pump of the distribution type, the most widespread problems of such diesel engines are associated with fuel system failures. Due to the use of low-quality fuel, the mechanical parts of the high-pressure fuel pump wear out and the unit does not start well when hot. For the same reason, the injector nozzles are changed.
  • According to the regulations, the timing belt is changed every 90,000 km, but often it breaks much earlier. All because it needs to be tightened every 30,000 km, but many people ignore the manual. Also, the balancer shaft belt often breaks and then it is sucked under the timing belt, which also breaks. It’s good that in most cases it only breaks the rocker.
  • Diesels of this line do not like overheating and the gasket breaks through them quite often, and replacing the gasket is not enough, you will have to grind the mating surfaces. In the most advanced cases, cracks appear between the valves and around the prechambers. Therefore, cylinder heads for such engines are very scarce and expensive.
  • We list the remaining breakdowns in a single list: oil constantly climbs from the oil seals, often cuts off the crankshaft key, which immediately stops the drive of attachments, and even with a very long movement at low speeds, the crankshaft can simply burst. And do not forget about the periodic adjustment of the valve clearance or they will simply burn out.

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