The 2.0-liter Hyundai G4GC engine was assembled at the plant in Ulsan from 2000 to 2011 and was installed on such popular models of the company as the Sonata, Tucson, Kia Seed, Cerato and Soul. This unit belongs to the updated Beta II line and has an analogue for L4GC gas fuel.
In 2000, the 2.0-liter unit of the Beta II family debuted on the third generation Elantra, and already in 2003 this engine was updated: it received an intake camshaft dephaser. The rest of the engine design is quite typical for the Beta series, here is a cast-iron cylinder block, an aluminum 16-valve cylinder head without hydraulic lifters and a combined timing drive: the crankshaft rotates the exhaust camshaft using a belt, which is connected to the intake camshaft by a chain.
Also here is multiport fuel injection, a closed-type liquid cooling system with forced circulation and a conventional pressure and splash lubrication system.
The engine was installed on:
- Hyundai Coupe 2 (GK) in 2002 – 2008;
- Hyundai Elantra 3 (XD) in 2000 – 2006; Elantra 4 (HD) in 2006 – 2011;
- Hyundai i30 1 (FD) in 2007 – 2010;
- Hyundai Sonata 4 (EF) in 2006 – 2011;
- Hyundai Trajet 1 (FO) in 2004 – 2008;
- Hyundai Tucson 1 (JM) in 2004 – 2010;
- Kia Carens 2 (FJ) in 2004 – 2006;
- Kia Ceed 1 (ED) in 2006 – 2010;
- Kia Cerato 1 (LD) in 2003 – 2008;
- Kia ProCeed 1 (ED) in 2007 – 2010;
- Kia Soul 1 (AM) in 2008 – 2011;
- Kia Sportage 2 (KM) in 2004 – 2010.
|Fuel system||distributed injection|
|Power output, hp||136 – 143|
|Torque output, Nm||179 – 186|
|Cylinder block||cast iron R4|
|Block head||aluminum 16v|
|Cylinder bore, mm||82|
|Piston stroke, mm||93.5|
|Timing drive||chain & belt|
|Recommended engine oil||5W-30, 5W-40|
|Engine oil capacity, liter||4.5|
|Euro standards||EURO 3/4|
|Fuel consumption, L/100 km (for Hyundai Tucson 2005)
|Engine lifespan, km||~500 000|
Disadvantages of the Hyundai G4GC engine
- This is a very reliable power unit with a long resource and without serious flaws. Its weak points include perhaps a rather capricious ignition system. There are a considerable number of topics on the specialized forums about the unstable operation of the engine and solving problems after replacing the ignition coil or its high-voltage wires.
- Motors of the Beta series are quite demanding on the quality of the lubricant and the procedure for replacing it. Therefore, saving often leads to the failure of the phase regulator up to 100 thousand km, and the use of highly liquid oils for long runs also leads to the rotation of the liners.
- In these engines, the crankshaft is connected to the exhaust camshaft by a belt, the resource of which, according to the manufacturer’s official data, is about 90,000 kilometers. But dealers play it safe and change it every 60,000 km, because when it breaks, the valves bend.
- Also, the owners complain about the noisy and even sometimes hard operation of the unit, the low resource of attachments, as well as malfunctions of the computer and temperature sensor.