Engine Hyundai-Kia D4HA

The 2.0-liter Hyundai D4HA 2.0 CRDi diesel engine has been produced in Korea since 2009 and is installed on many popular crossovers such as Sportage, Tucson or Santa Fe. There are two different power modifications of this power unit for 136 or 185 hp.

Diesels of the R series were designed in the European research and development center of the concern, which is located in Rüsselheim, that is, they are Hyundai-Kia’s own development. Units with a volume of 2.0 and 2.2 liters debuted in 2009 on a number of popular crossovers. Structurally, there is a cast-iron block, an aluminum 16-valve cylinder head with hydraulic lifters, a Common Rail Bosch CP4 fuel system with 1800 bar piezo injectors and a timing chain drive.

This 2.0-liter powertrain is available in two powertrain versions: a 136 hp version equipped with a BorgWarner BV39 variable geometry turbocharger, and a 184 hp version equipped with a Garrett GTB1752VLK variable geometry turbocharger.

The R family also includes diesels: D4HB, D4HC, D4HD, D4HE and D4HF.

The engine was installed on:

  • Hyundai Santa Fe 2 (CM) in 2009 – 2012; Santa Fe 3 (DM) in 2012 – 2018;
  • Hyundai ix35 1 (LM) in 2010 – 2015;
  • Hyundai Tucson 3 (TL) in 2015 – 2021;
  • Kia Sorento 2 (XM) in 2011 – 2014; Sorento 3 (UM) in 2014 – 2017;
  • Kia Sportage 3 (SL) in 2010 – 2016; Sportage 4 (QL) in 2015 – 2021.


Production years since 2009
Displacement, cc 1995
Fuel system Common Rail
Power output, hp 136 – 184
Torque output, Nm 320 – 400
Cylinder block cast iron R4
Block head aluminum 16v
Cylinder bore, mm 84
Piston stroke, mm 90
Compression ratio 16 – 16.5
Hydraulic lifters yes
Timing drive chain
Turbocharging yes
Recommended engine oil 5W-30, 5W-40
Engine oil capacity, liter 8.8
Fuel type diesel
Euro standards EURO 5/6
Fuel consumption, L/100 km (for Kia Sportage 2017)
— city
— highway
— combined
Engine lifespan, km ~400 000
Weight, kg 214.9

Disadvantages of the Hyundai D4HA engine

  • The Bosch CP4 common rail fuel system with piezo injectors is quite demanding on fuel quality and the high-pressure fuel pump fails quite quickly from bad diesel fuel in it. It immediately begins to drive chips, which clog the entire system, including nozzles.
  • Often, on a run of less than 100,000 km, a strong noise or clang is heard from the timing side. Sometimes stretched chains can rattle here, since their hydraulic tensioner has already loosened, but usually this means that the crankshaft damper pulley has fallen apart and needs to be replaced.
  • As in any modern diesel engine, the EGR valve is quickly clogged with soot and the EGR valve is stuck, and the particulate filter does not have a long resource, sometimes it runs less than 200,000 km. Glow plugs are also often let down, and usually not by themselves, but by their wiring or relay.
  • The weak points of this unit include the boost pressure sensor and the turbine geometry change rod, the turbocharger itself, by the way, is very reliable and runs up to 300,000 km. Also, on the engines of the first years, the cylinder head gasket was periodically pierced at low mileage.

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