Diseases Hyundai Santa Fe 2nd generation. New comment

In 2005, the mid-size South Korean crossover Hyundai Santa Fe, which has been mass-produced since 2000, underwent a facelift. Changes were made to the geometry of the radiator grille, the shape of the taillight block, rear bumper. Inside the cabin, the combination of the main instruments was redesigned. The speedometer received a scale registering speeds over 140 mph, which was limited to 130 mph before the facelift. The driver's and passenger's sun visors have got stitching and pockets. In models Hyundai Santa Fe 2006 model range began to be painted in the color of the bumper body. A 2.7-liter V6 petrol was announced as the base engine. Among the options, it became possible to block the front airbag from the passenger seat if the front seat is not occupied, or a person of short stature (a child) is sitting on it. 3-point seat belts have been added to the base.

In 2006, the Hyundai Santa Fe received another batch of changes. From colors Merlot and Canyon Red colors have been dropped, and a new color has been added - Dark Emerald Green, available only by pre-order. The LX package was renamed Limited (limited edition) and received the corresponding nameplates on the tailgate. In Europe Santa Fe 2006 model year It was offered with a new 2.2-liter diesel engine and an upgraded 2.7-liter V6 petrol.

In 2007, at the North American Auto Show in Detroit, the second Generation Hyundai Santa Fe mass production which began on April 18, 2006 at Hyundai factory in the USA (Alabama, Montgomery). From previous Generation Hyundai The 2007 Santa Fe featured a new, modern exterior. The first generation was discontinued and replaced with a second generation model. In Russia, the production of basic Hyundai models Santa Fe was continued at the Taganrog Automobile Plant, where the car is produced to this day under the Hyundai Santa Fe Classic brand.

Inside the cabin of the Hyundai Santa Fe 2, the first of the models Hyundai Motor received a blue backlit control panel (green backlight is traditional for Hyundai) and illuminated cup holders. The top-of-the-range Limited trim is now available in leather trim. Large rear headrests that block the view from the inside have received a new “shingled” shape that does not interfere with visibility. The rear row of seats was equipped with individual three-point seat belts and child seat mounts.

In the Hyundai Santa Fe 2008 model range, the all-wheel drive system (Borg-Warner Torque Management) was significantly redesigned. The changes concerned the transfer of more torque to those wheels that had better grip. pavement. In the second generation Hyundai Santa Fe, the problem of body roll was solved when cornering at high speeds. In 2008, Hyundai Santa Fe received a new navigation system manufactured by LG.

The second generation of the Hyundai Santa Fe according to Consumer Reports in 2008 entered the top 10 best cars peace. This annual rating, considered one of the most prestigious and popular, evaluates cars on road test scores, safety and reliability.

In June 2012, the third generation was put into production. Hyundai crossover Santa Fe.

From Hyundai? Today, this is not surprising. But in 2001, the Santa Fe, presented to the general public, made a lot of noise. The first pancake turned out to be by no means lumpy - even if not the most driver's, but well-balanced SUV was to the taste of very many.

It is from 2001 that the Santa Fe success story should be counted. In 2006, the typical Korean design crossover was replaced by new model, more stylish, aimed at the European buyer. However, the first generation only migrated to the TagAZ conveyor, received the Classic prefix and for some time was sold in parallel with the new product. But today is not about him. The second version of the Santa Fe was no less popular, one of the reasons for this was the presence of a 2.2-liter diesel engine in a modest line of engines. The other engine was a 2.7 liter gasoline unit, developing 190 hp Both "engines" offered both mechanical and automatic transmission, however, a four-band automatic transmission was aggregated with gasoline, and a five-band automatic transmission with a diesel engine. After restyling in 2006, the choice of engines became larger: a 2.0-liter diesel was added to a seriously modernized 2.2-liter diesel engine, and a 2.7-liter V6 gave way under the hood to a new 2.4-liter engine. The boxes have also changed: both types of transmission received 6 gears each. Hyundai has minimized the owner's costs for servicing the crossover - at least such a conclusion suggests itself after comparing the list of maintenance operations. The timing belt in the timing drive of the first engines was replaced by a more reliable and “survivable” chain, the oil in the gearbox and gearboxes no longer needed to be replaced. This once again emphasizes the intention to compete on an equal footing with European manufacturers, which have long curtailed the appetites of dealers by setting their own (rather low) tariffs for maintenance.

Long-lived units

Engines are generally quite reliable - with careful operation and proper care, they can withstand more than 300 thousand km without major repairs. Of course, problems happen: for example, closer to 50 thousand km, you have to change (or flush) diesel nozzles, the spray quality of which drops due to poor fuel quality. Around this run, it happened that glow plugs burned out. On the first models with a gasoline V6, they quickly failed catalytic converters(more than 60 thousand km could not withstand), but very soon this problem disappeared. Owners of Santa Fe with a 2.7-liter engine and a mileage of more than 150 thousand km should often monitor the oil level - its consumption increases.

Transmission? No problem!

The weak point of the front suspension is the shock absorbers. Either the quality of the parts is not the best, or heavy power units create a large load - one way or another, the racks can withstand 40-60 thousand km. Bushings and stabilizer struts serve half as much, but in Russia you will not surprise anyone with this. With a run of 20-40 thousand km, thrust bearings may require replacement, after 60 thousand km, the silent blocks of the front levers will most likely have to be replaced.

FROM rear suspension the situation is similar: bushings and stabilizer struts also require replacement after 20-30 thousand km, shock absorbers again do not demonstrate miracles of survivability. But transmission nodes require intervention infrequently. On cars with "mechanics" closer to 120 thousand km, clutch replacement is required, and often with a two-mass flywheel. Since the operation involves the dismantling of the subframe, it is quite laborious and, therefore, costly (only work costs about 11 thousand rubles). The gearboxes themselves can withstand more than 150 thousand km of operation without problems. Quite rarely, the viscous coupling, outboard bearing and drive shafts fail (play appears in splined joints).

front brake pads usually enough for 30-40 thousand km, rear - for 40-60 thousand. The discs have to be changed after the second replacement of the pads. There are problems with braking system- the master cylinder is leaking (and into the cabin).

Expert opinion

Sergey Ashnevich, technical expert www.blockmotors.ru

Reliability of Hyundai Santa Fe and, accordingly, the condition of cars on secondary market highly dependent on how they are used. If the previous owner did not consider it necessary to slow down in front of pits and speed bumps, get ready for an early replacement of shock absorbers. He imagined himself a jeep and liked to climb through the mud - perhaps the clutch is already out of order and the crossover has turned from an all-wheel drive into a front-wheel drive. In general, I will call the car reliable, especially since the relative availability of spare parts and a long warranty period make it possible not to worry so much about every breakdown. There were no serious technical problems with Santa Fe, the body is well protected from corrosion, electrical glitches are very rare.

At the risk of seeming banal, but I consider it necessary to remind once again Santa owners Fe, that they just have a crossover, not intended for serious off-road. If you want to cross the swamps - buy the appropriate car, real SUV. But if your "off-road" is a primer to the cottage, "Santa" will really be an excellent choice.

Owner's opinion

Alexey Ilyin, Hyundai Santa Fe 2010 onwards, 2.2 diesel + automatic transmission, 104 thousand km

I am simply delighted with the car: reliable, comfortable, roomy ... The only problem I had to face was poor-quality shock absorbers. They thundered from the first kilometers, for the first hundred thousand kilometers I installed new ones three times (under warranty). The diesel engine successfully survived three winters, it always started, in any frost. I used anti-gel additives only with a strong minus, basically there was standard diesel fuel in the tank.

More than once I drove my Santa Fe for long distances - this is where you will appreciate comfortable seats and excellent suspension settings. I spent the night a couple of times right in the car: if you add up rear seats, it turns out a compartment with a flat floor, in which a half-sleeping air mattress fits perfectly. In short, a great crossover for both the driver and passengers.

The first pancake is always lumpy. This is how you can describe the appearance of a mid-size crossover in the Hyundai lineup. Santa Fe was introduced in 2000. He has been repeatedly criticized for his peculiar appearance. But, like subsequent generations, it is in demand abroad and in Russia. There are objective reasons for this: a solid Santa Fe resource, a reasonable price-quality ratio, a roomy interior, high ground clearance, inexpensive maintenance and repair of the chassis, time-tested power units of the Sigma, Delta, Theta, Lambda lines, etc. different years, gasoline and diesel internal combustion engines were installed paired with four-, five-, six-speed transmissions.

The resource of Santa Fe depends on the type of motor and transmission, features of operation, maintenance. To begin with, let's analyze the Santa Fe engine, evaluate its survivability in Russian conditions.

Power units and their resource on the first generation Santa Fe

The first generation crossover was produced from 2001 to 2005. When it was created, the engineers focused on the flagship of those years - the Lexus RX. Santa Fe was assembled in Korea, China, Russia (at TagAZ). It was completed with petrol engines of 2.0, 2.4, 2.7 and 3.5 liters, as well as a two-liter turbodiesel unit. The car, depending on the engine, was equipped with a four- or five-speed automatic transmission, as well as a five-speed mechanics.

Santa Fe's power diesel engine CRDi is 112 hp. from. Petrol versions give out from 134 to 200 hp. from. The crossover has front or permanent all-wheel drive. In the second case, the torque in the ratio of 60 to 40 distributes an asymmetrical center differential.

Santa Fe was officially delivered to Russia with a diesel engine, as well as 2.4 or 2.7 liter gasoline engines. Versions with 3.5-liter internal combustion engines were imported under the order from Canada and the USA. Consumption of gasoline Hyundai Santa Fe of the first generation varies from 12 to 18 liters of fuel per 100 km. Simple aspirated gluttonous, but win in terms of reliability. The 2.7-liter engine can be considered the most successful, because the 2.4-liter unit is equipped with balance shafts. The V6 engine uses expensive platinum candles that last from 40 to 60 thousand km. The average resource of Santa Fe gasoline engines is 300 thousand km.

Let's talk in more detail about the advantages, breakdowns and disadvantages, the resource of the diesel version. It is more economical, pleases with good traction on bottoms. In theory, the resource diesel internal combustion engine should be 20% more than that of a gasoline aspirated. Yes, only the turbine and the design features of the motor make their own adjustments.

Diesel demanding maintenance, afraid of a long ride on high revs and low-quality diesel fuel, oils. The 2.0 CRDi has design flaws. For example, a weak fuel priming pump, fuel filter connections that dry out, which leads to air leakage with a further drop in power. The fuel pressure regulator in the rail also causes problems, if it breaks down, the dynamics of Santa Fe noticeably worsens.

The five-speed manual transmission and the four-speed automatic transmission of the Hyundai Santa Fe are quite successful. Of the shortcomings of the machine - thoughtfulness, he walks without problems 200-250 thousand km. In versions with manual transmission, a weak two-mass flywheel was installed, which can withstand from 100 to 120 thousand kilometers.

Gearbox and engine for the second generation Hyundai Santa Fe

Hyundai Santa Fe ll generation was produced from 2006 to 2012. For the Korean company, this was a real breakthrough in terms of design. The crossover is in demand in the domestic market, as it managed to prove its reliability, unpretentiousness, and practicality. Under the hood is a G6EA, G4KE, D4EB-V or D4HB engine. Occasionally there are versions with a 3.3-liter gasoline engine - the same as in the Sonata (they were sold on the American market).

G6EA

This is a 2.7-liter V6 petrol engine that puts out 185 Horse power. Belongs to the Delta family. The cylinder block is based on an aluminum alloy. used electronic system, which controls the ignition and petrol injection. The volume of oil in the lubrication system is 4 liters. With timely maintenance, the resource of the Santa Fe G6EA motor is 400–500 thousand km.

G4KE

A 2.4-liter gasoline engine of the Theta ll family was also installed on. The block of the four-cylinder engine is made of aluminum. Power is 174 liters. from. Some car owners complain about the G4KE knock, which should not be neglected. It can be provoked by main and connecting rod bearings, as well as oil deficiency. The latter is fraught with turning the liners and jamming the crankshaft.

Due to the lack of hydraulic lifters, it is necessary to periodically adjust the valves, often with runs over 100 thousand km. The resource of the Santa Fe G4KE engine is at least 250–300 thousand km.

D4EB-V

This is a 2.2-liter diesel engine with a capacity of 150 hp. from. Used on pre-styling versions of the Hyundai Santa Fe. With solid runs, over 150 thousand km, problems of increased consumption may appear. There are many different reasons for this - from injection problems to lack of air and dirty nozzles. Rarely complain about the increased smokeiness of Santa Fe diesel 2.2.

The first thing to pay attention to when increased consumption and smokiness - the quality of the diesel fuel used. Try changing gas stations. As a preventive measure, wash the nozzles and plunger pairs of the injection pump with an additive. It will remove resins and deposits from working surfaces, normalize fuel combustion, simplify cold start, and reduce consumption.

The D4EB-V resource when using high-quality oil reaches 200–250 thousand km. It is desirable to change it more than once every 15 thousand km, but every 7.5–10 thousand km. Otherwise, the system becomes clogged, oil starvation begins with accelerated wear of rubbing surfaces. The engine troit and does not work at full power.

D4HB

The diesel 2.2-liter unit produces 197 hp. from. With high mileage, it suffers from an oil burner, especially if it is irresponsible about the choice lubricants and constantly exceed the allowable loads. The approximate resource is the same as that of the D4EB-V - up to 250 thousand km.

For the second generation Santa Fe, different boxes were offered: four-, five-, six-speed automatic transmission and a five-speed manual transmission. Boxes like A6LF1, as well as analogues on the previous and next generations, suffer due to untimely replacement oils. Coupled with an aggressive driving style, this drastically reduces the resource, which has been repeatedly proven with the example of the old F4A51 box. There are shocks, kicks, a crunch when switching. For restoration, it is possible to carry out a complete fault detection with a major overhaul and replacement of worn parts. But if the wear is not yet critical, it is enough to use the RVS Master additive to normalize the performance. Automatic transmission is processed using, for mechanical transmission, handouts, bridge will do. Additive for the bridge and transfer case effectively eliminates knocking, howling, bearing hum, prolongs life all-wheel drive by building up a layer of cermet on worn friction surfaces. In a manual transmission, due to the use of an additive, switching becomes clearer and smoother, the amount of noise and vibration is reduced.

Third generation Santa Fe resource

The third generation of the crossover has been produced since 2012. Available in five and seven seat versions. At the official dealer, the versions with gasoline engine for 2.4 and 3.0 liters, as well as with a 2.2-liter turbodiesel engine. Diesel unit gives out 200 liters. from. And gasoline engines 171 and 249 liters. from. respectively. Santa Fe engines are paired with a six-speed automatic, and their resource is largely comparable to its predecessors.

The quality of service has a huge impact on the safety of the Santa Fe ICE. Therefore, in the maintenance schedule for a crossover of any generation, we recommend that you make preventive treatment of the unit with the RVS Master additive.

For engines with an oil capacity of up to 4 liters, for example the widely used G6EA, suitable for diesel engines Santa Fe with a volume of 2.0 to 2.2 liters is suitable or. The additive will increase the resource of the power unit, reduce fuel and oil consumption, increase low compression, which has fallen due to natural wear and tear, will delay overhaul.

If your Santa Fe has more than 150,000 miles on it, or if you're purchasing a used crossover, make sure to flush before changing the engine oil during scheduled maintenance. The aforementioned additive for RVS Master Engine Ga4 oil can also play its role, but it is much more profitable to use it. The composition is cheaper, it deeply cleans the working surfaces, restores pressure in the system, decokes the piston rings.

Note: the optimal frequency of application of additives and flushes depends on the intensity of operation, the mileage of the car. Nevertheless, all RVS Master products have a positive impact on the Santa Fe resource.

25.12.2017

Hyundai Santa Fe 2 is a popular mid-size crossover with good equipment and good off-road performance for relatively little money. This generation of the model significantly surpasses its predecessor in all components: the car has become noticeably larger, more elegant, more solid and has richer equipment. Thanks to this, Santa Fe 2 was in unprecedented demand, and, according to many European automotive analytical publications, this car was in the top ten best cars in this segment. But how things are today with the reliability of this car and what surprises it can present, now we’ll try to figure it out.

Specifications

Car class - J (crossover);

Body dimensions (L x W x H), mm - 4675 x 1890 x 1725;

Wheelbase, mm - 2700;

Tire size - 237/65 R17;

Volume fuel tank, l – 65;

Curb weight, kg - 1648;

Gross weight, kg - 2240;

Trunk capacity, l - 469 (1473).

Complete sets until 2010– GLS 01E (02E, 03E, 04E, 05E, 06E), GLS 06Ef, GL CM01e, GLS H-Matic Supreme, GLS H-Matic CM11ec, GLS H-Matic CM12ec; after– Base, Elegance+Navi, Comfort, Style, Style+Navi.

The most common Hyundai Santa Fe 2 malfunctions

Problem areas of the body:

Paintwork- water-based acrylic paint was used to paint the body, because of this, scratches and chips appear on the body even from a slight mechanical impact. by the most trouble spot is the roof - the paint swells, the same problem occurs around the windshield.

Body corrosion resistance – Hyundai body Santa Fe 2 is not prone to corrosion, problems can only arise if the car has not been restored after an accident in artisanal conditions.

Door seals- quite rigid, so on many instances the doors close with little effort.

Heated wipers- in very coldy it is better to refuse to use heated wipers, since with a sharp temperature drop windshield may burst.

Optics– Condensation collects in the optics after washing, rain, and also during temperature changes.

Weaknesses of power units

Engines running on gasoline are reliable and have a good resource - 350-400 thousand km, but are demanding on the quality and replacement interval of fuel and lubricants. It is recommended to change the oil and filters every 10-12 thousand km. Among the common malfunctions, one can note the unreliability of the starter, the leakage of the front crankshaft oil seal and the oil pan seal.

For a 2.7 engine liters, ignition coils are considered a weak point, their resource rarely reaches 100,000 km. For cars with a mileage of more than 150,000 km, the cooling system requires special attention - leaks appear in the cooling radiator. It would seem that the breakdown is not significant, if not for one thing. Expansion tank has one feature - it always contains a small amount of coolant, even when there is practically no coolant left in the system, because of this there is a high probability of engine overheating with all the ensuing consequences. To minimize risks, try to keep the liquid level above average at all times. At 200-250 thousand kilometers, the catalyst will have to be replaced. After 300,000 km, oil consumption increases on many copies.

Motor 2.4 began to install after restyling in 2010. A more modern power unit is demanding on the quality of fuel, and saving on it will quickly lead to the replacement of the catalyst. Otherwise, the engine provides the most trouble-free operation of the car, but subject to careful attitude, the use of high-quality oil, gasoline and regular Maintenance. The starter is considered the most problematic place here - in winter the bendix often jams (does not disengage from the flywheel). Temporarily solving the problem will help 2-3 forced engine stops. The power unit uses a system for changing the valve timing on both shafts and there are no hydraulic compensators, in connection with this, when the engine is running, extraneous sounds- noises and knocks.

Diesel internal combustion engines

Diesels are less reliable and can bring a lot of surprises. The most problematic place here is fuel equipment - it is poorly adapted to our realities and painfully endures the use of low-quality fuel. Possible problems: premature injector failure, EGR valve injection pump, particulate filter. If you use high-quality diesel fuel, the first problems with fuel equipment begin after 150,000 km of run. With the advent of cold weather, the fuel pressure regulator begins to mope, the main signs of its malfunction are a strong chirp from under the hood at idle.

Crankshaft pulley and damper clutch- often fails at a fairly low mileage - 80-100 thousand km.

The rod of the vacuum regulator of the position of the turbine blades- after 120,000 km of run, it may begin to wedge. If there is a problem, the boost pipe at the inlet to the intercooler constantly flies.

Glow plugs- on average, 80-90 thousand km go, but their replacement can turn into an expensive repair. The fact is that when replacing candles in 50% of cases they break off, and in order to remove the fragments of the candle, you have to remove the cylinder head, so this operation is best entrusted to professionals. Closer to 150,000 km, the glow plug relay needs to be replaced.

cylinder head gasket- on cars whose mileage has exceeded 180-200 thousand km, as a rule, it needs to be replaced. Symptoms - oil leaks appear on the engine.

Coupling injection pump- may require repair on a run of 150-200 thousand km. Symptoms - there is a knock from under the hood. The same symptoms may appear if the drive belt tensioner is malfunctioning.

Problem areas of the transmission

In general, the transmission is reliable and rarely bothers its owners with breakdowns, but a couple weaknesses, however, have been identified. The main problem of all types of transmission is the weak bearing of the right axle shaft, its resource is less than 150,000 km. The problem is exacerbated by the fact that when the bearing is destroyed, the wear of the splined joint of the inner and outer axle shafts is accelerated.

Mechanics- the main ailment of this type of transmission is the leakage of the axle shaft seals. On the diesel versions a car is often worried about a dual-mass flywheel, its average resource is only 120-130 thousand km, despite the fact that replacement is expensive. The clutch serves 120-150 thousand km, with an aggressive driving style, clutch replacement may be required even after 90,000 km.

automatic transmission- has an unpleasant operational feature - jerks (shocks) when shifting gears. Changing the oil helps to temporarily improve the operation of the transmission, therefore, many change it every 30-50 thousand km. Of the common ailments, a weak lever position switch can be noted, on many copies it was changed at a range of 70-90 thousand km.

Four-wheel drive

implemented using a multi-plate friction clutch. This node is reliable, but is afraid of heavy loads (frequent slippage). Unlike other models, the Hyundai Santa Fe 2 has a repairable clutch, and, in case of any trouble, you will not have to shell out unrealistic amounts for the purchase of a new unit (on average, they ask for 200-300 USD for repairing the clutch). To diagnose the state of the clutch, it is necessary to drive a car with the wheels completely turned out, if jerks (shocks), shocks, etc. are felt at this time, most likely the clutch needs repair.

Common faults:

• Cover leak rear gear and rear gear seal- appears on a run of 80-100 thousand km.
• Outboard bearing cardan shaft - fails after 100,000 km of run.
• Elastic driveshaft couplings- go up to 150,000 km.

Suspension resource Hyundai Santa Fe 2

If you like comfortable driving in a car, then the Hyundai Santa Fe 2 will disappoint you a little, as the suspension is quite stiff here, and the car shakes slightly when driving on a bad road. Good handling can compensate for this trouble.

Suspension consumable resource:

• Thrust bearings - go up to 80,000 km, but can creak even after 40,000 km.
• Shock absorbers - on pre-styling versions, their resource was limited - 50-70 thousand kilometers, in 2010 the part was modernized, as a result of which their resource increased to 100,000 km.
• Wheel bearings - go relatively little - 60-70 thousand km. Over time, the hub nut may begin to unscrew (clicks appear when starting to move). Only replacing the nut will solve the problem.
• Stabilizer struts - 40-60 thousand km - front, 70-80 thousand km - rear.
• Stabilizer bushings - serve for a long time, up to 100,000 km, but to replace them, you will have to lower the subframe.
• Shock absorbers with variable stiffness - installed on 7-seat versions, this part costs several times more than usual, besides, their resource is only 70-90 thousand km, so many owners change them to standard shock absorbers paired with stiffer springs .
• Ball bearings - go up to 120,000 km.
• Silent blocks of levers - 130-150 thousand km.
• Multi-link - often does not require intervention up to 150,000 km.

Steering and brakes:

steering rack- on many copies it does not cause problems up to 100,000 km of run, after repair it can knock after 20,000 km of run. The main malfunctions are the right bushing and oil seals.

brakes reliable, but requires periodic maintenance - lubrication of the guide calipers is required, if this is not done, over time, they develop and they begin to rattle (most often the rear ones). There may also be problems with the brake light on/off switch.

Salon and electrics

The interior is made of good materials, but there are still a couple of nuances here. The most problematic place in the cabin is the steering wheel sheath - it will climb over time. You can also note the creakiness and poor wear resistance of plastic elements - they are quickly covered with scratches. The electronics are reliable, but some equipment fails from time to time. Most of all, the owners blame the “glitches” in the work of multimedia - it reboots, the display may also turn off spontaneously. On machines with a mileage of more than 150,000 km, the motor for the drive of the climate system dampers and the stove fan may fail.

What is the result:

Really decent car cross-country ability which will more than justify the money spent on it. Despite the age of the car and the considerable mileage of most of the copies, in general, this model can be described as a very reliable, fairly economical and versatile car.

If you have experience in operating this car model, please tell us what problems and difficulties you had to face. Perhaps it is your review that will help readers of our site when choosing a car.

The Santa Fe crossover was the first in the lineup of the Hyundai brand. The appearance of the first generation turned out to be very controversial, for which she often got it from automotive critics. Nevertheless, the car managed to gain recognition and popularity among buyers. This was especially true for the North American market. Subsequent generations only consolidated the success of the crossover. In addition, the designers did not sit idly by. And if the second generation can be called simply ordinary, then the third one already looked very worthy.

One of the main qualities that the owners highlight is a reasonable combination of price and quality of the car. And this is all with a by no means modest size and spacious saloon. Successful application is also an important factor. power units, which were completed different generations crossover. In this article detailed review are subjected to Hyundai engines Santa Fe.

Hyundai Santa Fe powertrain lineup

Officially supplied to the domestic market, the Hyundai Santa Fe did not offer unlimited variety. power plants. In-line atmospheric fours, V-shaped sixes and a pair of diesel engines - this is the choice of a potential buyer. Below are the picking options for Santa Fe in different generations.

I generation (2000-2006)

• 2.4 MPI (145 hp) G4JS;
• 2.7 V6 (179 hp) G6BA.

II generation (2006-2012)

• 2.2 CRDi (150 hp) D4EB-V;
• 2.2 CRDi (197 hp) D4HB;
• 2.4 MPI (174 hp) G4KE;
• 2.7 V6 (189 hp) G6EA.

III generation (2012-2018)

• 2.2 CRDi (197/200 hp) D4HB;
• 2.4 MPI (175 hp) G4KE.

2.4 l. G4JS. Japanese tradition heir

Structurally, this unit is a copy Mitsubishi engine. In those days, Hyundai Corporation was gaining its own experience, so it preferred to use proven solutions from other manufacturers, mainly Japanese ones. The engine turned out to be quite reliable and maintainable. But not without characteristic shortcomings.

One of these are balance shafts. Conceived as an effective vibration dampener, they do the job well. But at the same time, they can lead to serious problems with engine. Balancers have the unpleasant property of regularly collapsing, and their broken parts get on the timing belt. All this can lead to a broken belt, and as a result, damage to the valves. In some cases, the entire cylinder head and piston group can be seriously affected. In order to avoid such disastrous consequences, it is recommended to carefully monitor the condition of the balancers and use only high-quality oil. Some owners solve the problem radically - by completely dismantling the structure.

The intake manifold, due to its design features, can burn out already in the region of 70-80 thousand of its run. Even the fact that it is cast does not save.

Strong vibrations most likely indicate deterioration of the engine mounts. The left pillow most often suffers from this.

Floating idle can indicate several problems. This may be a malfunction of the idle speed sensors or the temperature. Besides possible reasons there may be contamination of the nozzles or throttle assembly.

Don't procrastinate with an oil change. An increase in the service interval may eventually lead to failure of the plunger pair of hydraulic compensators. Like balancers, they really dislike low-quality lubricants. Coolant is also recommended not to be used for too long. Features of the engine operation lead to the fact that it quickly loses the necessary properties.

Despite the presence of rather unpleasant features, the 2.4 liter engine. G4JS is considered to be very resourceful. Its average runs to the "capital" are an impressive 300 thousand km. At the same time, the relative ease of overhaul on such motors is noted.

2.7 l. V6 G6BA/G6EA

The flagship engine of the first Generation Santa Fe on the domestic market has become a V-shaped "aspirated" for six cylinders with the designation G6BA. The engine belongs to the Delta family, but it has not undergone fundamental changes compared to the engines of the previous Sigma family. Of the main differences - a lightweight aluminum cylinder head and a plastic intake manifold.

In 2006, he was replaced by the Delta Mu series motor. The engine was simply a more powerful version of its predecessor. The increase in power was achieved through the use of a CVVT phase control system.

These engines did not turn out to be absolutely problem-free, but they are potentially possible runs may well be 300-400 thousand km.

The common constructive base led to the presence of common characteristic problems and malfunctions. One of the main and dangerous features of such motors is the design of the intake manifold. It is made of plastic, while it contains swirl flaps. The impact of the vibration of a running engine on a weak, ill-conceived fastening in the form of small bolts can cause the flaps to unscrew and fall into the combustion chambers. Such a nuisance can happen already in the region of 70 thousand. At one time, this story became so widely known that the manufacturer had to conduct a recall campaign.

If this has already happened, then you will probably have to do a major overhaul of the engine. The edges of the pistons are destroyed by impacts that hit the damper chamber. This results in piston knock. In addition, even the appearance of scoring on the cylinders is possible.

Oil burnout or a sharp drop in its level may occur. Sometimes it even comes to a twist connecting rod bearings. The reason for such troubles is the development of piston rings.

Problems with the timing belt tension, in the end, can lead to its breakage. This is followed by damage to the valves, so it is worth periodically checking the actuator tension. Hydraulic lifters can annoy with noise from their work. Most likely this is evidence of their imminent failure.

2.4 l. G4KE. "World" motor

This unit is the fruit of another cooperation between Hyundai and Mitsubishi. It was developed by joint efforts of Korean and Japanese engineers. Cooperation took place within the framework of the World Engine program. Thanks to this, it has become widespread, which was limited not only to models of the Hyundai brand. An interesting feature is the identity of this unit with Mitsubishi engine 4B12, so spare parts for the motor can, if necessary, be searched through Mitsubishi catalogs.

The cylinder block and cylinder head were made lightweight. The content of aluminum in them reaches 80%. A metal chain is used as a timing drive. This decision can be considered successful, since the node turned out to be quite reliable.

If we take the total resource of the engine, then with average operation it is at least 250-300 thousand km. At the same time, there are problems that may prevent the achievement of such figures.

For example, some owners have complained about engine knocking. Their source can be main and connecting rod bearings, and the cause is a lack of oil. Lack of lubrication can lead to rotation of the liners and subsequent jamming of the crankshaft. It is also necessary to carefully monitor the oil pressure. Cases of failure of the oil pump have been recorded. The consequences of working with such a malfunction can be very critical. Seizures on the cylinders are only a small part of the iceberg of problems that can follow.

They also note the failure of the phase regulators, as well as the short life of the air conditioner bearing. With runs of more than 50 thousand, nozzles can annoy with noisy work. And to be more precise - "chirring". Such an ailment is treated by adjusting the injection system.

2.2 l. D4EB-V. Almost classic

The D4EB series engines were the first new type diesel engines installed by Hyundai on their cars. In the future, they served as the base platform for the creation of other diesel units.

The D4EB-V engine is an upgraded version with a volume of 2.2 liters. Despite the use of modern, at that time, solutions, this engine does not have fundamental differences from a classic diesel engine. The design is well thought out and well made. It cannot be called ultra-reliable, but a strong middling is easy.

When using high-quality oil and observing a reasonable replacement schedule, the engine runs up to 200-250 thousand km. Otherwise, there may be problems. Oil system contaminated, oil starvation occurs. As a result - accelerated wear of surfaces subject to friction.

With significant mileage, fuel consumption can increase significantly. Initially, you should pay attention to the quality of the consumed diesel fuel. If the assumption of low quality is confirmed, then preventive actions should be taken. They are washing fuel system. It will not be superfluous to use an additive that can eliminate resin residues and other deposits. This will lead to better combustion diesel fuel, and also makes it much easier to start.

2.2 l. D4HB. Technology is not a verdict

This unit turned out to be a very technological product. His high specifications did not prevent him from being also an economical and environmentally friendly motor. At the same time, the reliability indicators are at a very decent level. This is evidenced by its popularity in the contract motor market. As with any modern product, competent service is the key to long trouble-free operation. Its declared resource is 250 thousand km, however, with timely quality service, such engines drive an average of about 300 thousand.

Among the shortcomings that annoy the owners, oil zhor can be distinguished. This is especially true when driving aggressively. But even with a calm movement, it will not be superfluous to regularly monitor its level. The manufacturer calls it design feature, which is normal for such a motor. With an increase in mileage, consumption volumes can also actively increase, which will no longer be within the normal range.

Not uncommon on this engine is a knock in the area of ​​\u200b\u200bthe timing chains, of which there are two. The cause of unpleasant sounds is clogging of the tensioner channel. In this case, cleaning is performed. The timing drive itself, according to the repair regulations, has an unlimited resource, however, in practice, its real life rarely exceeds 130 thousand km.

The nozzles of the new type turned out to be very capricious. All due to the fact that they use the piezoelectric effect. This leads to the fact that the engine begins to “troit”, stall and start poorly. It is possible to adequately eliminate such a malfunction only in a specialized service.

It is recommended to change periodically fuel filter pre-cleaner, which is located in the tank. Over time, it clogs, which leads to dips in traction and strong vibrations. Practice shows that, on average, its replacement is required every 60 thousand km.