Characteristics
| Parameter | Plants and models |
|---|---|
| Engine make | G4ND |
| G4NC | |
| Years of production | 2010-now |
| Cylinder block material | Aluminum |
| Power system | Injector |
| Type | Ready |
| Number of cylinders | 4 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 97 |
| Cylinder diameter, mm | 81 |
| Compression ratio | 10.3 |
| 11.5 (G4NC) | |
| Engine displacement, cc | 1999 |
| Engine power, hp/rpm | 149/6200 |
| 150/6500 (Hybrid) | |
| 156/6200 | |
| 163/6500 (CVVL) | |
| 165/6200 (GDI) | |
| 176/6500 (GDI) | |
| 178/6500 (GDI) | |
| Torque, Nm/rpm | 179/4500 |
| 179/5000 (Hybrid) | |
| 195/4500 | |
| 196/4800 (CVVL) | |
| 205/4000 (GDI) | |
| 213/4700 (GDI) | |
| 214/4700(GDI) | |
| Fuel | 95+ |
| Environmental regulations | Euro 5 |
| Engine weight, kg | 137 |
| Fuel consumption, l/100 km | 10.0 (city) |
| 5.9 (highway) | |
| 7.4 (mixed) | |
| Oil consumption, gr./1000 km | up to 600 |
| Engine oil | 5W-20 |
| How much oil in the engine, liters | 4.3 |
| Oil change is carried out, km | 15000 |
| (better 7500) | |
| Engine operating temperature | ~90 |
| Engine life, thousand km | 180 (according to the factory data) |
| ~100 (in practice) | |
| The engine was installed in | KIA Forte |
| KIA Optima | |
| KIA Soul | |
| KIA Sportage | |
| Hyundai Elantra | |
| Hyundai i30 | |
| Hyundai i40 | |
| Hyundai ix35 | |
| Hyundai Sonata | |
| Hyundai Tucson | |
| Hyundai Veloster | |
| KIA Carens | |
| Hyundai Kona |
Reliability, problems and repair of G4ND and G4NC engines
Along with the regular G4NA and G4NB, the KIA-Hyundai Nu engine family also includes motors with different features. Here, we will talk about the 2-liter G4ND and G4NC powertrains. When creating the G4ND, an aluminum G4NA cylinder block with a 97 mm stroke crankshaft (offset mounted) and 81 mm diameter pistons was taken as a basis. No oil injectors were put here, but separators were placed in the cooling jacket.
The block from G4NA was covered with a modified 16-valve head with two camshafts and with a system of changing the timing on both shafts, as well as with a system of changing the height of valve lift on the inlet CVVL.
Hydrocompensators are also present here and no valves you need to adjust.
In addition, the G4ND has changes to the timing system, including an improved timing chain tensioner, and the chain itself is different from the regular G4NA.
The timing chain is not bad and serves without any problems, it makes no sense to look at it before 150 thousand kilometers.
Otherwise, there is the same multi-point fuel injection, VIS manifold on the inlet, which has two stages and switches between them at 3000 rpm.
The G4NC engine has all the same things as the G4ND, but differs with its pistons and GDI head with direct fuel injection.
As of February 2017, the Korean corporation added the long-awaited oil injectors to all Nu motors, including the G4ND and G4NC.
Challenges and drawbacks of the KIA/Hyundai G4ND and G4NC engines
- Noise and high oil consumption. You need to go for a service, there is a high probability that you have scoring in the cylinders. The problem is quite common and is caused by the features of the pistons and their poor cooling. In the case of overhaul with boring or lasing of the block, you will have to solve the issue of piston cooling by installing oil injectors.
- Because of the underdevelopment of connecting rod liners, as well as their width, they wear out quickly. Especially fast on the very first engine models (up to mid-2013). Kia-Hyundai is aware of the problem and always finalizes their liners. If replacement is necessary, buy the latest version and maybe they will serve better.
- Knocking. The most harmless thing that can be in this case, it is the work of the CVVL system, which is not terrible.
- Versions with CVVL and its characteristics: The Direct Variable Valve Geometry Linkage (CVVL) system has been getting comments because of perceived knocking. This sound, which appears most often after 30,000 kilometers, is not related to oil viscosity and does not progress over time. The presence of hydrocompensators simplifies operation, and does not require adjustment of the valves.
- Catalyst serves the same way as on G4NA (not less than 100 thousand kilometers), then either it is changed for a new one (rarely), or put a flame arrester and a deceiver. Deceivers from G4NA are not 100% suitable.
- Liners and Scoring Problems: There are reports of possible liner problems with the CVVL engine, especially with early revisions prior to September 2013. Rod and liner design changes have been implemented to improve reliability. However, the possibility of scuffing around 80-120 thousand kilometers is also discussed on forums.
- Reliability and life: Despite some comments and reports of problems, some owners report high engine reliability at mileages in excess of 100 thousand kilometers. However, the long-term engine life may not reach the traditional 300 thousand kilometers, which raises some doubts.
Given the above and your desire to drive for a long time and not have engine problems, use thicker oil (something like 5W-40). The oil should be real and of high quality, and its replacement should be performed 2 times more often than the declared interval. Naturally, it is necessary not to save on fuel and pour good gasoline not lower than 95 octane number.
Tuning engine G4ND and G4NC
Chip tuning
If you have a strangled version of 150 hp and want to add a few horses, you can find chip tuners, remove the catalytic converter and pour aggressive firmware under Euro-2. On paper they promise you 165 hp. In life it gives response on a gas pedal and feeling of a little more powerful automobile. Other variants of tuning are not practiced.
MOTOR RATING: 3+