Engine Hyundai-Kia G6EA

The Hyundai G6EA 2.7-liter V6 petrol engine was produced in Korea from 2005 to 2013 and was installed on a number of popular models such as Magentis, Opirus, Grandeur and Santa Fe. There was a gas modification of this power unit under its own index L6EA.

In 2005, the company introduced an updated version of the Delta 2.7-liter V6 unit: the engine of the new Mu family received inlet dephasers and an increased compression ratio, which allowed it to add 10 hp. Even in the new engine, hydraulic lifters were abandoned. And in all other respects, this is the same V-shaped 6-cylinder engine with a 60° camber angle, multiport fuel injection, a cast-iron block, aluminum DOHC block heads and a combined timing drive from a belt and two chains between the camshafts. The intake manifold was equipped with a modern 3-stage VIS geometry change system.

In 2009, the engine was updated again, adding phase shifters to the exhaust camshafts, and this made it possible to increase the power of the unit to 200 hp and 255 Nm of torque.

The engine was installed on:

  • Hyundai Grandeur 4 (TG) in 2005 – 2011;
  • Hyundai Santa Fe 2 (CM) in 2005 – 2010;
  • Kia Cadenza 1 (VG) in 2009 – 2011;
  • Kia Carens 3 (UN) in 2006 – 2013;
  • Kia Carnival 2 (VQ) in 2005 – 2010;
  • Kia Magentis 2 (MG) in 2005 – 2010;
  • Kia Opirus 1 (GH) in 2006 – 2011.


Production years 2005-2013
Displacement, cc 2656
Fuel system distributed injection
Power output, hp 185 – 200
Torque output, Nm 245 – 255
Cylinder block cast iron V6
Block head aluminum 24v
Cylinder bore, mm 86.7
Piston stroke, mm 75
Compression ratio 10.4
Features DOHC, VIS
Hydraulic lifters no
Timing drive belt and chains
Phase regulator yes
Turbocharging no
Recommended engine oil 5W-30, 5W-40
Engine oil capacity, liter 5.5
Fuel type petrol
Euro standards EURO 4
Fuel consumption, L/100 km (for Hyundai Santa Fe 2007)
— city
— highway
— combined
Engine lifespan, km ~350 000
Weight, kg 154 (185 with attachments)

Disadvantages of the Hyundai G6EA engine

  • Units of the Mu line are equipped with phase regulators, which often require attention. Usually the malfunction is expressed in the loud operation of the motor or the ECU throws errors. Sometimes it is possible to get by with cleaning or replacing solenoid valves, but not always.
  • Like its predecessors, the Mu motors have swirl flap intake manifolds, the bolts of which can loosen and fall straight into the combustion chamber of the power unit. This usually ends with a major overhaul or the search for a new engine.
  • A significant part of the complaints on specialized forums is related to oil consumption, which increases with mileage. It appears to 150,000 km and at first it is about 0.5 liters per 1000 km. The main culprits are hardened valve stem seals and stuck rings.
  • The weak points of the motor include attachments, ignition coils and sensors. Do not forget about the need to periodically adjust the thermal clearances of the valves and that every two replacements of the timing belt, you need to update the chains between the camshafts.

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