Korean automobile giants Kia and Hyundai started independent development of diesel engines in the early 2000s, and you know, they did quite well. So, in 2005, 2.2 CRDI with 155 “horses” was released. The motor has a marking D4EB, equipped with Common Rail on the basis of a fuel pump Bosch CP3 and electromagnetic injectors. Only one camshaft is installed in the cylinder head.
It took only 4 years, but Korean engineers decided to modernize the power unit. As a result, the internal combustion engine has become much more powerful and environmentally friendly. In addition to installing an updated cylinder head with a pair of camshafts, the engine also has a new fuel system with piezo nozzles and a pump from Bosch CP4. Late variations of this motor are equipped with electromagnetic injectors.
Main technical characteristics
Type and construction
D4HB is an inline 4-cylinder engine with 16 valves. Its working volume is 2199 cubic centimeters. The engine is equipped with Common Rail fuel system, which provides high combustion efficiency and fuel economy.
Cylinder diameter and piston stroke
The cylinder diameter is 85.4 mm and the piston stroke is 96 mm. These parameters contribute to an optimal power-to-fuel ratio and reliable engine performance under various operating conditions.
Power and torque
Power characteristics of the engine range from 150 to 200 horsepower and maximum torque from 412 to 441 Nm. This power range allows the engine to be used on a variety of vehicle models, meeting the needs of both city driving and long-distance travel.
Compression ratio and fuel type
The D4HB engine has a compression ratio of 16.0 and runs on diesel fuel. It meets Euro 5 and Euro 6 environmental standards, making it environmentally friendly and reducing emissions.
Application of the D4HB engine
This engine has been installed in the following car models:
Hyundai
- Grandeur 5 (HG) – 2011-2016
- Grandeur 6 (IG) – 2016-2018
- Grand Santa Fe 1 (NC) – 2013-2019
- Palisade 1 (LX2) – 2019-present
- Santa Fe 2 (CM) – 2009-2012
- Santa Fe 3 (DM) – 2012-2018
- Santa Fe 4 (TM) – 2018-2020
Kia
- Carnival 2 (VQ) – 2010-2014
- Carnival 3 (YP) – 2014-2021
- Sorento 2 (XM) – 2009-2014
- Sorento 3 (UM) – 2014-2020
- Cadenza 2 (YG) – 2016-2020
You can see the internal combustion engine under consideration today on the Sorento, Palisade, Santa Fe crossovers, Stinger sedan and Staria and Carnival minivans. By the way, this power unit is still produced and put on Kia and Hyundai cars. D4HB has a cast iron cylinder block with vermicular graphite. This alloy is very strong and light, with excellent thermal conductivity. The alloy cylinder head has a pair of camshafts and 16 valves with “hydricks”. In the timing drive is a pair of chains, and in the oil sump is a block of balancer shafts.
Maintenance routines
To keep the engine in working condition, it is important to follow the maintenance schedule, which includes the following procedures:
Oil service
The oil in the engine should be changed every 15,000 kilometers. In this case, the volume of oil to be changed is about 6.7 liters. For this engine it is recommended to use oils with viscosity 5W-30 or 5W-40.
Gazoline Timing Gear (GTG)
The timing drive in this engine is chain, with a declared resource without limitation. However, in practice, replacement of the timing chain is recommended at a mileage of about 200,000 km, because if the chain breaks or slips, the valves are damaged. Adjustment of thermal valve clearances is not required due to hydrocompensators.
Consumables replacement
- Oil filter – every 15 thousand kilometers
- Air filter – every 15 thousand kilometers
- Fuel filter – every 30 thousand km
- Glow plugs – every 120 thousand km
- Auxiliary belt – every 120 thousand km
- Coolant – every 6 years or 120 thousand km
What about reliability and problems with the 2.2 CRDI engine
This motor is made perfectly, i.e. very simple and as reliable as possible. It has no obvious weak points. Especially if you do not save on oil (change it every 10 thousand) and pour good fuel, the engine will playfully serve up to 500 thousand and more. So what is the secret of success of Korean engineers, who were able to make such a resourceful and powerful motor? Let’s understand! And yes, the motor, which came to our dismantling suffered from loss of compression.
Crankshaft pulley
The pulley on the motor 2.2 CRDI is able to work about 100 thousand, after which it, in the literal sense of the word, breaks into two parts along the line of wear of the damper. The original spare part is expensive, you can find it on the market for 230 dollars.
Rear crankshaft oil seal and sensor
Engineers of Kia and Hyundai tried to make the motor very easy to service, but a little too much with the design of the crankshaft position sensor. This sensor is integrated into the rear crankshaft oil seal housing. So if the sensor breaks, to change it, you will have to separate the engine from the gearbox and remove the oil pan.
The sensor reads the position of the crankshaft on a magnetized ring, in catalogs it is called “encoder”.
But as practice shows, neither the sensor, nor the encoder, nor the rear oil seal is much of a headache. If you do disassemble and get to the encoder, you need to be careful with it and keep it away from strong magnets. We would also add that no auxiliary tools are required to position the counting wheel on the crankshaft of the engine under consideration today.
Turbocharger
The D4HB motor received a Garrett GTB1752VLK turbine, the geometry of which is under the control of an electronic actuator. In general, problems with supercharging happen, but only far from always the extreme will be the turbocharger.
And in general, the intake tract from the compressor to the intercooler and further to the motor is flimsy. At a mileage of about 100 thousand, often crack and pop off the pipes, there are cracks and holes in the intercooler. So, if there are problems with air supply – the first thing to do is to check the intake line. Turbine wear – a thing quite rare and usually happens due to problems with oil, or particulate filter.
The first variations of the motor considered today even fell under the recall campaign, in the process of which the supercharger pressure sensor was replaced. The sensors on the most powerful motors were defective. The new sensor had gold-plated elements in the design, the housing even has a special marking Au.
The intake manifold has vortex flaps, which are driven by an electronic servo. The flaps almost never break off, and their axle is not worn by holes in the manifold. However, soot buildup and oil residue can interfere with the flaps’ mobility, causing the servo to fail. Then an error will pop up and the engine will go into emergency mode.
TNVD
The Bosch CP4 pump was put on a lot of turbodiesels, released after 2007. Its distinctive feature is that it injects fuel through only one plunger (but there are two-plunger varieties), and its shaft is equipped with a double cam. In general – this is a high-quality fuel injector, however, it often suffers due to clogging of the fuel system, which not only affects the operation of injectors, but also clogs the entire fuel system with chips.
The peculiarity of the design is such that the plunger pusher is equipped with a roller. Just this roller and “rolls” the cam shaft and transmits to the plunger reciprocating motion from the cams. If fuel with air bubbles enters the pump, it will start foaming in the plunger, and the pusher will start “jumping” over the cams and hitting them. This can cause the plunger to rotate about its axis and the roller to become across the movement of the cams. Bosch could not come up with a stop against such rotation. Yes, the pump will not jam, but the “roller-cam” linkage will start chipping shavings. This harms both the fuel system and injectors. If you want to avoid these problems, you should not allow the fuel system to become stranded. This is easily avoided by not driving until the fuel tank is completely drained. It is necessary to pump the fuel filter, or simply fill it with fuel. By the way, a mishap can happen if you refuel the car with a running engine. And more, a clogged fuel filter in severe frosts also wears out the pump.
Experienced motorists, knowing about this problem, often buy a new fuel pump to put it in place of the old one with a mileage of about 200 thousand. And it is quite logical, because the worn pump sooner or later, but will have to be changed, and if you do it in advance, you can avoid many problems.
And yes, we have here a pump from the Audi 2.0 TDI engine. The pump from the Korean engine was sold. The injectors from these engines differ not only by catalog number, but also by stickers on the housing, electrical connector and feed/return tube configurations.
Pistons
We have already mentioned above that originally with the Bosch CP4 pump worked with piezo injectors, from the same company Bosch 116 series. In fact, they are no different from those on the VAG 2.0 TDI common rail engine. If you do not save on fuel quality, they will easily last 200 thousand and more. But if they fail, and their piezo element fails, they can not be restored.
It is good to know that the price of injectors is adequate, they can be found for 290-300 dollars.
In 2015, the power unit under consideration today began to put the injectors of the 110th series (0445110584), and here they can not be found on sale.
Most often, problems with the motor appear because of the regulator valve, which stands on the fuel ramp. If it fails, the motor begins to complain about low fuel pressure and begins to work unsteadily.
It is also worth remembering about the replacement of the fireproof washer, it should be done every 100 thousand. The configuration of the valve cover is such that if the washer burns through, the gases will start to go out, not under the valve cover.
The timing drive
Above we have already said that the timing drive is equipped with a pair of chains. This is quite a standard variant for motors, which came out before the early 2000s. The lower chain is stretched from the crankshaft star to the star of the fuel injector, and the upper chain – from it to the star of the exhaust crankshaft. By the way, a similar scheme is used by BMW on its turbodiesel “fours” and “sixes”. In this case, the chains are in meshing with the maximum number of teeth of gears. So even with critical stretching, the chain will not jump.
But the rustling of chains is a frequent problem. They have to be replaced after 150 thousand.
Cylinder block
Trying to make the motor as simple and reliable as possible, engineers of Kia and Hyundai drilled cooling channels in the upper part in the walls between the cylinders. In this way, cooling is maximized and evenly distributed. It is almost unrealistic to overheat this motor with the breakage of the cylinder-head gasket. But if you intentionally overheat the motor, it will certainly work.
Balancer block
An oil pump is integrated into the balance shaft block. This entire assembly is driven from the crankshaft by a helical gear. The oil pump is passive and does not cause any headaches like the balancers.
Oil burn
Yes, some owners complain about the high flow of lubricating fluid. But as practice shows, the oil burn appears because of the oil itself. Start using quality and expensive oil, and the problem will evaporate. Many problems start because of saving on lubricating fluid, because the vast majority of motorists change oil after 15-18 thousand. You can understand them, because you will have to fill about 7 liters of oil. But still we do not recommend to save money and change oil after 10 thousand.
There are two repair sizes of pistons and rings for 2.2 CRDI engine, but you will not find original repair liners on sale.