Hyundai KIA Beta petrol engine
|Hyundai / KIA|
|Beta, Beta II, Beta II CVVT|
|Manufacturer:||Hyundai / KIA|
|Engines:||1.6 L (1599 cc)
1.8 L (1795 cc)
2.0 L (1975 cc)
|Cylinder firing order:||1-3-4-2|
|Similar models:||Mitsubishi Sirius (4-cylinder)|
The Beta series are four-cylinder petrol engines with two overhead camshafts (DOHC) and four valves per cylinder. The engines are in Ulsan and Hwaseong , South Korea built . They were developed at Hyundai's research and development center in Yongin (South Korea) .
The Beta series supplemented since 1995 with larger displacements in 1990 published, first developed in Korea motor series Alpha . Previously, Hyundai built exclusively licensed Mitsubishi engines .They include the following engine codes: G4GR, G4GB, G4GC, G4GF and G4GM.
The engine block is made of cast iron , the cylinder head made of light metal . The smallest version is the 1.6-liter model with 77.4 mm cylinder bore and 85 mm cylinder stroke with a dry weight of 136 kg. For the 1.8-liter version (135.6 kg), the cylinders were drilled to 82 mm and in the 2.0-liter version (144 kg), the stroke was extended to 93.5 mm. The latter was filed 1997th The idling speed is given below .
The intake and exhaust camshaft are connected by a timing chain between the crankshaft and cylinder head , the force is transmitted with a toothed belt . Its inspection is provided every 45,000 / 95,000 km or 48 months, its exchange every 100,000 / 135,000 km or 60/72 months (models with premiere before / from 2006) . The engines are not runners.
The ancillaries are driven by three V-belts .Their inspection interval has been reduced from 48,000 km / 24 months to 15,000 km / 12 months for models introduced from 2006 onwards. Their replacement must be carried out in case of decreasing tension or visible wear.
The valve actuation changed from beta to beta II series. The inspection of the valve clearance is provided every 95,000 km or 48 months , an exchange of plungers as needed. The Beta II CVVT develops sometimes at just over 100,000 km a ticking sound because of worn tappets. The setting of the valve clearance can therefore be combined as a precaution with the timing belt replacement at 100,000 km, since both work require similar steps .
Differences to the Sirius series
Hyundai used before the start of the beta series 1995 in this displacement class since 1987 engines of Mitsubishi Sirius Range . This was further developed in 1994 to the Sirius II series and offered in parallel to beta engines - especially in the beta series published in 1997 2.0 and the non-contained 2.4-liter version. Hyundai models prior to 2005 with 1.8, 2.0 and 2.4 liter capacity, which are not listed below , therefore contain a Sirius engine. At KIA, this only applies to the Joice (which, like the Hyundai Santamo, was based on the Mitsubishi Space Wagon ) and the Magentis and Sorento, The Hyundai engine codes are for the 1.8 G4CM (Sirius), 2.0 G4CP, G4JP (Sirius, Sirius II) and 2.4 G4CS, G4JS (Sirius, Sirius II)
The Sirius engines are around 5 kg heavier, but also slightly longer, wider and taller than the beta-motors . The timing belt drives both camshafts in the Sirius series, and only one in the Beta series, which moves the second one via a horizontal timing chain on the cylinder head .
Unlike Beta and Sirius motors, the timing belt is automatically retightened on the Sirius II Series . Same with the two balance shafts : Also, it is only part of the Sirius II series. Their cylinder head in turn prevented the installation of a camshaft adjustment, unlike the appropriate Beta II series .
The development of the first beta series began in 1992 and cost 120 million US dollars . The use of plastic in many parts, from cylinder head covers to air filters, should reduce weight and increase the amount of recyclable materials. The focus was on the achievement of the demanding, environmental environmental laws of 1996 .
The valves are actuated by hydraulic tappets . This form of valve clearance compensation is maintenance-free until the hydraulic tappets wear out. This is created by the removal of the contact surface between the cam and the hydraulic tappet. The distance is initially compensated by a spring which pushes the plunger top flush upwards. Permanent ticking indicates that this is no longer sufficient and the cam no longer constantly rests on the hydraulic tappet, but this only once per turn achieved - the advent generates the ticking noise. When replacing the rams they are replaced by a little longer to compensate for the worn cam material. If the exchange is omitted, the cams are also increasingly removed, which ultimately results in a "run-in camshaft". Then this would have to be exchanged in addition to the pestles. Ticks can also be caused by improper oil viscosity or non-compliance with the replacement intervals. If the oil passage in the hydraulic tappet runs empty due to the oil level being too low, for example, the valve clearance is too great and the valve is not fully open. A smaller amount of air and thus a little less power are the result. Even after a long standstill, the noise is possible when the oil ducts have run dry. This is not a wear feature and disappears after a few seconds .
Some engines in this series have cracks in the exhaust manifold .will be seen this to features such as a low passage, uneven running noise, consumption or unusual noise when accelerating. By the uncontrolled escape of exhaust gases before purifying catalyst and behind it, following measurements wrong now controls the engine management too much or too little fuel in, which emission standards are then usually not observed ( see FIG. ). To repair the exhaust manifold must be exchanged, which forms a costly component with the catalyst in some models . The exchange took over in theDA-CHregion of the manufacturers for vehicles up to five years old free of charge. For the last affected vehicles, the goodwill regime expired in 2007. This affects Hyundai Lantra, Elantra and coupe produced from mid-1998 to 31 January 2002 (model years 1999 to 2002). The date of manufacture can be found on a sticker in the driver's door. With the Beta II series, the material became more resistant to resistance and the exhaust manifold problem disappeared.
In 2001, the Beta series underwent a series of efficiency-enhancing and noise-reducing measures, becoming Beta II. The 1.6-liter version was dropped.
After the debut in the Hyundai Coupé 2002, the revised versions replaced in the course of facelifts or new product introductions. The latest rebuilt model with Beta II engine is the Kia Soul in non-European markets. Within Europe, it is only with the 1.6-liter versions of the Gamma - petrol and U2 diesel rows available.
The changes to improve smoothness included a reinforced cylinder block, eight instead of four counterweights on the crankshaft and an aluminum sump now made of aluminum. The engine itself was better decoupled from the bodywork by the change from rubberized to hydraulic bearing. In addition, the idle speed has been reduced from 850 to 700 rpm and a larger engine cover installed. In addition, the idling speed no longer increases by 100 when the air conditioning is active .
To increase the performance of the air filter box was designed streamlined and provided with a heat shield against the engine, which can flow in total more air. This resulted in a power increase of 2 percent. The fuel supply was switched to a non-return system with higher fuel pressure. This is since 1999 standard for all new engine series.
To reduce emissions, the shape of the combustion chamber was changed, which was made possible by a more precise production of the cylinder head. This only had to be sealed twice instead of three times. As a result, valve lift and opening time could also be set more accurately. In the valve actuation, the hydraulic was replaced by a rigid plunger . The valve clearance is set with "shims", which are exchanged for new ones after wear. Visually and functionally, nothing changed in the abovedescription.For the air flow measurement, a MAF (Mass Air Flow) sensor was used to change to a MAP sensor (Manifold Absolute Pressure) .
Beta II CVVT
In 2003, the 2.0-liter version received a CVVT-named intake camshaft adjustment as the first technical collaboration with Daimler-Chrysler as part of the Global Engine Manufacturing Alliance . The CVVT varies the opening time of the intake valves (by 40 ° of a crankshaft revolution), but not the valve lift and thus the opening duration . Thus, it exerts influence on the overlap between intake and exhaust side and is comparable with the BMW single VANOS technology .
This addition resulted in a 5% fuel economy and better torque in the lower rev range. The performance increased as the maximum torque by 4 percent (see also the background ). In particular, the nitrogen oxide values have been reduced by using the exhaust gas recirculation effect of a large overlap - in this case already exhausted exhaust gas is sucked back into the combustion chamber.
In some models (such as KIA Cerato , Hyundai Elantra ), a Mass Airflow (MAF) sensor replaced the Beta II, indirectly measuring MAP airflow meter. The latter can be seen in the engine compartment of the pro_cee'd above the DOHC lettering on the black-wired component on the silver intake manifold.
In the new models since 2006, the hydraulic power steering was also replaced by an electrically assisted .
Since 2006, the Theta family , created as part of GEMA , has gradually replaced the Beta series with new models. Only for cost-sensitive models or markets was still resorted to this. In Europe, their use ended with the model year 2011, since from 2011 the Euro 5 standard became mandatory. The beta series was no longer adapted to these.
|series||engine code||Displacement (cm³)||Stroke × bore (mm)||Power at (1 / min)||Torque at (1 / min)||cylinder||compression||injection|
|beta||G4GR||1599||85 × 77.4||90/114 at 58001||143 at 3000||4||10.1||MFI|
|beta||G4GM (R)||1795||85 × 82||128 at 6000||166 at 5000||4||10.1||MFI|
|Beta II||G4GB||1795||85 × 82||122/132 4 at 6000||162 at 4500||4||10.1||MFI|
|beta||G4GF (S / -EG)||1975||93.5 × 82||135-139 1 at 6000||180-182 at 4800||4||10.1||MFI|
|Beta II||G4GC (G-139 / G-141)||1975||93.5 × 82||136-141 1 at 6000||179-182 at 4500||4||10.1||MFI|
|Beta II CVVT 3||G4GC (X)||1975||93.5 × 82||141-143 4 at 6000||184-186 at 4500||4||10.1||MFI|
Listed are all models with beta engines, not all countries were offered in all countries listed configurations.
- Coupe RD / J2
- G4GR, G4GMR: 1996-1998,
- G4GF: 1996-2000
- Coupe RD2
- G4GFS, G4GF-EC: 1999-2001
- G4GCG-141: 2001-2003
- Coupe GK
- G4GCX: 2003-2009
- Elantra J2 / RD
- G4GR, G4GM: 1996-2000
- G4GF: 1998-2000
- Elantra XD
- G4GM, G4GCG-139, G4GCG-141: 2001-2003
- G4GB, G4GCX: 2003-2006
- Elantra HD
- G4GCX: 2007-2011
- i30 FD (from Korea) / FDH (from the Czech Republic)
- G4GCX: 2007-today (since 2010 only for the US, sold there as Elantra Touring )
- Matrix FC
- G4GB: 2001-today
- Trajet FO
- G4GCG: 2004-2008
- Tucson JM
- G4GCX: 2004-2009
- Carens FC
- G4GC1: 2003-2006
- G4GCX: 2004-2006
- cee'd ED
- G4GCX: 2006-2010
- Cerato LD
- G4GB: 2005-today (China)
- G4GC1: 2003-2006, G4GCX: 2003-2009
- Soul AM
- G4GCX: 2009-2011
- Sportage JE
- G4GCX: 2004-2010