Engine Hyundai-Kia G4KA

The 2.0-liter Hyundai G4KA gasoline engine was produced from 2005 to 2013 and was installed on a number of well-known models of the Korean concern, such as Sonata, Magentis and Carens. There was a gas modification of this motor for taxi companies under its own index L4KA.

In 2002, the Global Engine Alliance was created by Hyundai-Kia, Mitsubishi and Chrysler Group, and two years later a whole series of gasoline internal combustion engines of similar design was introduced. 2.0-liter units received the Hyundai-Kia G4KA, Mitsubishi 4B11 or Chrysler ECN indices. They have distributed fuel injection, an aluminum cylinder block with cast-iron liners and an open cooling jacket, a 16-valve cylinder head without hydraulic lifters, a timing chain drive and a CVVT type variable valve timing system on the intake camshaft.

In the Asian market, a gas version of the engine received distribution under the L4KA index, which was distinguished by the absence of an inlet phase regulator and a camshaft position sensor. Also, a number of modifications of this motor, for example for Kia Carens, are equipped with a block of balancers.

Theta 2.0L family: G4KA, G4KD, G4KF, G4KH, G4KL.

The engine was installed on:

  • Hyundai Sonata 5 (NF) in 2004 – 2010;
  • Kia Carens 3 (UN) in 2006 – 2013;
  • Kia Magentis 2 (MG) in 2005 – 2010.


Production years 2005-2013
Displacement, cc 1998
Fuel system distributed injection
Power output, hp 144 – 151
Torque output, Nm 187 – 194
Cylinder block aluminum R4
Block head aluminum 16v
Cylinder bore, mm 86
Piston stroke, mm 86
Compression ratio 10.5
Hydraulic lifters no
Timing drive chain
Phase regulator CVVT
Turbocharging no
Recommended engine oil 5W-30, 5W-40
Engine oil capacity, liter 4.7
Fuel type petrol
Euro standards EURO 3/4
Fuel consumption, L/100 km (for Kia Carens 2008)
— city
— highway
— combined
Engine lifespan, km ~350 000
Weight, kg 134.3

Disadvantages of the Hyundai G4KA engine

  • The units of the first generation of the Theta family are very reliable and scuffing due to the ingress of catalyst crumbs into the cylinders is much less common here than in Theta II engines. But due to the design features of the engine in the form of an open-jacketed aluminum block, thin cast-iron sleeves often lead over time, an ellipse appears and lubricant consumption occurs.
  • The resource of the timing chain here is highly dependent on the owners, and with aggressive driving it can stretch up to 100 thousand kilometers, and this is fraught with a jump and bending of the valves. Together with the circuit, it is often necessary to change the phase regulator and the repair price doubles.
  • Another weak point of this motor is the ever-flowing gaskets and oil seals, most often the lubricant crawls out of the crankshaft oil seals and from under the valve cover gasket.

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