Hyundai-KIA D4EA 2.0 CRDI engine

D4EA 2.0L engine is one of the most famous and widely used diesel engines manufactured at Ulsan plant in South Korea. This engine was produced from 2001 to 2010 and was used in many Hyundai, KIA, Chevrolet, Daewoo and Opel car models.

Specifications

The D4EA has a cast iron cylinder block, which provides high strength and durability. It is an in-line diesel engine with four cylinders and four valves per cylinder. The cylinder diameter is 83 mm and the piston stroke is 92 mm. The engine has different compression ratios depending on the year of manufacture: 17.3 for models after 2005 and 17.7 for earlier versions.

Power and torque

Engine power ranges from 112 to 150 hp at 4,000 rpm, depending on the specific modification. Torque also varies, ranging from 245 Nm at 1800-2500 rpm to 305 Nm at 1800-2500 rpm. This range of power characteristics makes this engine suitable for various types of vehicles, from compact to mid-size crossovers.

Environmental regulations and turbochargers

The D4EA meets Euro 3 emissions standards for pre-2005 models and Euro 4 for models manufactured after 2005. The engine is equipped with various types of turbochargers including MHI TD025M, Garrett GTB1549V and Garrett GT1752V to optimize its performance and efficiency.

Performance characteristics

The engine weighs 195.6 kg dry weight. Fuel consumption for the KIA Sportage, for example, is 10.3 L/100 km in city conditions, 6.6 L/100 km on the highway and 8.0 L/100 km in the mixed cycle. Oil consumption should not exceed 1000 grams per 1000 kilometers of mileage. It is recommended to use oils with viscosity from 0W-30 to 20W-40, depending on operating conditions. The volume of oil in the engine is 5.9 liters, and the oil change interval is recommended every 15000 km, although for optimal performance it is better to change it every 7500 km.

Engine life and tuning

The operating temperature of the engine is between 85-90 °C. The manufacturer’s stated engine life is over 300,000 km, and in practice this figure is often confirmed. The potential for engine tuning allows to increase its power up to 170 hp, at the same time without loss of resource it is possible to tuning up to 140-150 hp.

Application in cars

D4EA engine was installed on many car models, including KIA Ceed, KIA Cerato, KIA Sportage, Hyundai Elantra, Hyundai i30, Hyundai Santa Fe, Hyundai Sonata, Hyundai Tucson, Chevrolet Captiva, Chevrolet Cruze, Chevrolet Lacetti, Daewoo Lacetti, Opel Antara, KIA Carens, KIA Magentis, Hyundai Porter, Hyundai Trajet, Chevrolet Epica and Daewoo Nubira 2.

Hyundai D4EA 2.0 engine service regulations

Reliability and repair of D4EA engines

The development of this 4-cylinder engine was engaged in the Italian company VM Motori, and they received the designation RA 420 SOHC. The first to put it on their cars were Korean Hyundai and KIA, then came Daewoo/Chevrolet and Opel, where this motor was designated as (2.0 VCDI Z20DMH). The motor is based on a cast iron cylinder block, inside of which there is a crankshaft with a piston stroke of 92 mm, and the diameter of the cylinders is 83 mm. All together this gives 2 liters of displacement.

This block is covered by an aluminum SOHC head with a single camshaft and 16 valves. This head is equipped with hydrocompensators and you are not required to adjust the valves. The camshaft is rotated by the timing belt, which serves 90 thousand kilometers after which it is prescribed to replace the belt with all the associated. If the belt breaks your D4EA will bend the valves.

In the period from 2000 to the end of 2005 the first series of these motors was produced. Common Rail injection with pressure up to 1350 bar was used here, the turbine MHI TD025M is responsible for supercharging, and the Bosch EDC15 ECU controls everything. From ecology there is a common catalyst and EGR, as a result we have compliance with Euro-3 ecological class.
Power of such internal combustion engines is equal to 112 and 113 hp (depending on the configuration) at 4000 rpm, torque is 245 Nm at 1800-2500 rpm.

Since 2003, a 125 strong motor has appeared, where a turbine with variable geometry Garrett GT1752V is installed.

In 2005, D4EA 2 generation was launched, where Common Rail injection with pressure up to 1600 bar is installed, turbine Garrett GTB1549V, compression ratio is reduced to 17.3, EGR system with cooling, and in some countries put also particulate filter. Bosch EDC16 is used as ECU. As a result, the ecological class increased to Euro-4, and the output of the engines now ranges from 120 hp to 150 hp at 4000 rpm.

Using the D4EA, a 3-cylinder 1.5-liter D3EA variant was created in 2001, and a 2.2-liter D4EB variant was launched in 2006.

In 2010, the production of the D4EA diesel was discontinued and the 2.0 CRDi D4HA was introduced instead, and for smaller cars, the 1.6 CRDi D4FB was offered.

Problems and disadvantages of Hyundai-KIA D4EA engines

Turbocharger

The turbine on this engine is quite reliable, resourceful and usually does not cause problems. But the supercharger sensor, especially on 2.0 CRDI motors with more than 125 hp is quite glitchy. In 2014, the Koreans even announced a recall campaign, in which the supercharger sensor was changed on all high-power 2.0 CRDI engines manufactured before March 10, 2014.

Industry glow plugs

The glow plugs on the 2.0 CRDI engine should be replaced every 3 years – they don’t last much longer.

One of the causes of oil spillage

The basic 112-horsepower version of this engine does not have an oil trap for the crankcase ventilation system. Here in the valve cover there is simply an oil deflector plate. Resourceful owners of cars with this engine installed an oil trap of their own design. Because of this frankly simple solution, a lot of oil vapor, especially if the oil separator plate is dirty, simply flies into the intake and burns in the cylinder chambers. Periodic valve cover cleaning is required to eliminate this cause of oil burning.

The problem with clogging of the crankcase ventilation system breather, which can be judged by steaming from the oil filler neck, should never be started. It is possible to get to a strong oil consumption, critical reduction of its level and to violation of lubrication of crankshaft journals with the consequent provorotvorivayut liners and even destruction of connecting rod journals. Yes, yes, all these troubles can happen simply because of the “wrong balance” of gases in the engine crankcase.

The ECG valve on the 2.0 CRDI engine is diaphragm valve and usually there are no questions about it: the diaphragm lasts for a very long time.

Bosch fuel system

The fuel system is capricious, very sensitive to the quality of fuel. Worn out injectors begin to drain a lot of fuel into the return, because of what the engine 2.0 CRDI starts badly and stalls. One injector pouring into the return is enough for uncertain engine operation.

But if the injector begins to atomize fuel incorrectly, inject fuel early, then you can get to a major engine overhaul. Due to improper combustion of the fuel mixture burns and destroys the piston in the cylinder with incorrect atomization of fuel. In general, the injectors on the 2.0 CRDI engine require close inspection and preventive testing on the stand.

In addition, under the injectors, of course, burn out refractory copper washers, because of which zakoksovyvayut and injector seats and the cavity of the cylinder head, there is overpressure under the valve cover and in the crankcase ventilation system.

Separate troubles are caused by failed fuel pressure regulators and fuel pressure sensor installed on the ramp. If the regulator fails, the 2.0 CRDI engine stalls on acceleration, starts uncertainly. If the pressure sensor fails – does not develop revolutions.

Problems with the cylinder head

A lot of problems of the engine 2.0 CRDI arise in its block head. Hydrocompensators here are unreliable, they can fail. And in the most unfortunate case of a faulty hydrocompensator can come off the rocker or valve can come loose. Mechanical damage to the engine in this case will greatly hit the owner’s pocket.

The engine block head 2.0 CRDI is not sorry for the wear of valves: the development of the working chamfer in the pair valve plate-valve seat. Also, the cylinder head can simply crack along the glow plug channels or deform.

There is a fairly fair opinion that all these troubles occur due to incorrect operation of worn fuel injectors. Therefore, if the engine 2.0 CRDI brought to the overhaul, it is important to find the cause and be sure to check all injectors.

Cooling system pump

Also behind the engine 2.0 CRDI there is such a sin as jamming of the pump. Since the pump is driven by a toothed timing belt, its jamming leads to belt breakage and “Stalingrad”: pistons and valves will collide and damage each other.

Piston group

On the pistons of the 2.0 CRDI engine, the piston rings can be destroyed, the baffles can be destroyed. Again, this is due to improper mixing, when the injector injects fuel not into the notch in the bottom of the piston, but too early – almost the entire volume of the cylinder, which causes excessive heating of the heat belt of the piston.

And with frequent short city trips, when the engine does not have time to warm up or when you save on oil service on the engine 2.0 CRDI piston rings lie down.

D4EA engine tuning

Chip tuning

For these motors there are not many options for tweaks and you are actually limited to working with the control unit. The first and most semi-living version at 112 hp can be chipped to 140 hp, while torque will increase to 300 Nm. A more powerful modification at 125 hp is sewn in 150 hp and 330 Nm.

Engines of the second generation on one firmware give 170 hp and 370 Nm of torque, and without a particulate filter you can get another +5 hp and +10 Nm. There is nothing else to do with this diesel and if the outlined figures are not enough for you, then it is worth thinking about a more powerful engine.

MOTOR RATING: 4