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 Beta family includes engines: G4GR, G4GB, G4GM, G4GC, G4GF.
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.
Specifications
| Production years | 2000-2011 |
| Displacement, cc | 1975 |
| 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 |
| Compression ratio | 10.1 |
| Hydraulic lifters | no |
| Timing drive | chain & belt |
| Phase regulator | yes |
| Turbocharging | no |
| Recommended engine oil | 5W-30, 5W-40 |
| Engine oil capacity, liter | 4.5 |
| Fuel type | petrol |
| Euro standards | EURO 3/4 |
| Fuel consumption, L/100 km (for Hyundai Tucson 2005) — city — highway — combined |
10.4 6.6 8.0 |
| Engine lifespan, km | ~500 000 |
| Weight, kg | 144 |
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.
Also we should point that the valves need to be regulated manually every 80 000 – 100 000 km … which is real pain in the as*. In fact there is no regulation but changing the pulls beneath them. Usually you open the head and measure all of the 16 clearances on cold engine. After that you order new pulls with the specific height and wait for them to be delivered while the engine is open up.
This engine is in a Spectra5 that is still running great to this day. It didn’t always get the best care, but it is a solid little runner that served our family for years.
I have a 2001 XD2.0 Elantra with the g4gc engine motor. The con rod bearing to cylinder 1 failed and the piston hit the spark plug while driving and the slaave cylinder got a whole. So I was thinking of swapping the engine motor with the g4gm motor which looks the same except for the intake manifolds . My question is, will it work if I use the intake manifold for the g4gc
That’s an interesting question. I don’t think I have an answer for you but here’s some insights:
You are replacing a 2.0L Hyundai Beta 2 engine (G4GC) with a 1.8L Hyundai Beta 1 engine (G4GM, older).
I know all of these engines are very similar but the Beta 2 series is supposed to bring some improvements and both Hyundai Beta 1 & 2 series have 1.8L and 2.0L versions.
Therefore, for your question on the intake manifold adaptation, my reasoning would be that you need to investigate if the intake manifold takes more or less air depending on the engine capacity (1.8 / 2.0) or if it changes depending on the engine series (Beta 1 / Beta 2) or maybe if it doesn’t change at all.
This way you could know if your adaptation could work.
Here are the engine codes for 1.8 and 2.0 engines in both series:
1.8L
– Beta 1: G4GM
– Beta 2: G4GB
2.0L
– Beta 1: G4GF
– Beta 2: G4GC
Jorge, I’ve read elsewhere that the Beta 2 had a smaller plenum chamber and longer runners on the inlet manifold. For more low speed torque. So you’d think that as long as the ports on the cylinder head of the G4GM weren’t drastically different to those on the G4GC, it wouldn’t matter and Simeon could use his existing manifold while getting more low speed pulling power. That’s assuming that the bolt/stud patterns aren’t different from the G4GM to G4GC as far as bolting up the newer manifold to the older cylinder head
Thankfully for your replys guy. Anyway I installed the g4gm motor and used my old g4gc intake manifold but the car wouldn’t start. There’s no sparks at all and all others sound just fine . So I plan to get a g4gc motor at once but the ones I get are newer I guess because they got cvvt and mine was non cvvt. Can my ecu star the cvvt engine?