Current state automobile market characterized by increased customer demand for crossovers. Almost all major brands have their own models of this class of cars. Crossover Kia Sportage already has a rather long, by automotive standards, history of its evolution. Having debuted as a smaller version of a full-fledged frame SUV, with each generation it became more and more a city dweller.

Its tasks and purpose changed, and at the same time the requirements for power plants. After all, each generation had its own characteristics. About engines different generations and will be discussed in this article.

I generation (1993-2004)

The first generation Kia Sportage managed to stay on the assembly line for quite a long time. For more than ten years the company continued to produce the model. The SUV was equipped with five engines: three gasoline and two diesel.

The most widely used are four-cylinder naturally aspirated engines with a volume of 2.0 liters and a power of 118 or 128 hp. The line also included a two-liter unit with a capacity of 95 hp. However, it is less common.

There were two diesel engines: a 2.0 liter with a capacity of 83 hp, and also a 2.2 liter, but with less power of 63 hp.

The engines were not the weak point of the model. In general, there are no questions about reliability and resource. Their main enemy now is advanced age. Therefore, they require increased attention during operation and great care when purchasing.

The only thing that is especially worth noting is problems with diesel engines when using low-quality diesel fuel. Because of this, the fuel pump ECU may fail and the cylinder head may wear out critically. All this is fraught with serious repair costs.

II generation (2004-2010)

During the development of the second generation, the concept of the model was revised. Now Sportage has become not an SUV, but a crossover. Having lost some of its off-road capabilities, the car gained decent handling on hard surfaces. Accordingly, the new model also needed new modern power units.

There were three engines to choose from:

• 2.0 MPi 141 hp
• 2.7i V6 175 hp
• 2.0 CRDi 112 hp

The engines are characterized as very reliable. Their main diseases are sensor malfunctions and problems with the cooling system. Therefore, when purchasing, special attention should be paid to the condition of the pipes and radiator. It would also be a good idea to check which radiator is installed, as well as assess the condition of the wiring going to it. The fuel filter, which is made in a single unit with the fuel pump, is also not the most successful design.

2.0 MPi (G4GC)

The two-liter gasoline unit G4GC of the Beta II family is most widespread. Its roots go back to engines from Mitsubishi, but at the same time there are many original solutions from KIA.

For example, the timing belt in this engine is of a mixed type. Both chain and belt are used. In this particular case, the system proved to be quite reliable. The chain runs up to 200-250 thousand km, and the main thing is to change the belt according to the regulations, not forgetting about the rollers.

At wrong choice Oils can bring surprises with a phase regulator. The consequences of this may be the replacement of the coupling, and sometimes even the valves. The valves themselves are adjustable here, since there are no hydraulic compensators. It is better to monitor their condition and carry out adjustments much earlier than the regulations.

Shared resource piston group is about 300-400 thousand km without overhaul, which is quite good. At the same time, you should pay attention to attachments after 150-200 thousand km.

2.7i V6 (G6BA)

The flagship six-cylinder unit has many similarities design features with a two-liter engine. Among them combined drive Timing belt

One of the unpleasant features is the design of the hydraulic belt tensioner. It didn't turn out very well. At winter launches When the oil loses its viscosity, it may slip.

Problems often arise with intake flaps and exhaust manifolds. The catalytic collectors also do not have sufficient resources. In addition, there are two of them on this engine.

The engine block is made of aluminum, but with cast iron sleeves. It has simply an excellent resource by modern standards. With proper timely maintenance, it can last up to 400-500 thousand km.

2.0 CRDi (D4EA)

The diesel engine is much less common. The motor of this series is not particularly reliable. This is partly due to the generally poor quality of diesel fuel. Therefore, even in major cities, where this indicator is at a more or less acceptable level, by 100 thousand km all injectors and fuel pump high pressure. And this is quite a significant expense. It should also be understood that such a procedure also involves complete flushing fuel line. Among childhood ailments, strange algorithms for the operation of the ECU were noted, as well as frequent burnouts of glow plugs.

Weighing the pros and cons of this unit, we can conclude that this is not the most best option. The motor itself is quite problematic, and besides, this is not accompanied by best quality diesel fuel.

III generation (2010-2016) 2.0 l. (G4KD)

Derated to 150 hp. gasoline engine This generation has the reputation of not being the most successful. The timing chain drive and attachments are generally quite reliable. But at the same time, after 100 thousand km, the engine bearings may simply turn. At the same time, repairs are quite difficult. There are practically no original repair parts, and replacements cannot boast of a sufficient level of reliability. The situation began to change for the better closer to restyling. And in the updated version, the engine has undergone significant changes. The base remained the same, but appeared direct injection.

In the first years of production, there was a problem with the control valves of the phase shifter clutches sticking. This usually manifested itself at 80-100 thousand km.

Diesels

Diesel units turned out to be more successful. Two-liter turbocharged engines with 136 and 184 hp. have earned a positive reputation. At the same time, the 184-horsepower engine beat the gasoline engine both in terms of efficiency and dynamics.

Like a gasoline unit, a diesel engine has no problems with timing and attachments. Turbines are also reliable. Problems may arise precisely from the shortage of spare parts. You should also be prepared for the fact that maintenance will cost significantly more, sometimes even twice as much.

The traditional weaknesses of diesel engines are fuel equipment. Over time, chips form in the high-pressure fuel pump and clog the injectors. Restoring, and even more so installing new parts, is quite expensive. It is recommended to repair all injectors, since it is difficult to guess which one is clogged. In addition, when repairing one or more injectors, an imbalance in engine operation may occur.

After 100 thousand km, the dual-mass flywheel may need to be replaced. The symptom is a ringing sound when starting and stopping the engine.

IV generation (2016)

The line of motors is represented by four units:

• 1.6 GDI (132 hp)
• 2.0i (155 hp)
• 2.0 DTCI (185 hp)
• 1.6 TDGI (177 hp)

The two-liter gasoline engine is an inheritance from past generations of the G4KD. It was slightly modernized, while improving dynamics and reducing fuel consumption.

The DTCI diesel engine allows you to get good dynamics without going beyond efficiency.

The 1.6-liter engines stand apart. These are completely new developments that have not previously been installed on previous generations Sportage.

The naturally aspirated GDI is the base engine. Despite its modest volume, it produces decent power figures. Endowing the difficult crossover with decent dynamics, it allows the car to maintain a modest appetite.

The turbocharged version of TDGI is suitable for lovers of drive. From a fairly small volume of 1.6 liters, the developers managed to extract 177 hp. and 265 Nm of torque. Such indicators are comparable to three-liter atmospheric units.

With motors familiar from previous generations in matters of reliability and service life, everything is more or less clear. But new ones will probably have questions. New technologies make it possible to extract significant power and torque from small-volume engines, but all this comes at a price. Most often, the price for excellent characteristics is resource and reliability.

Four generations released since 1992 KIA Sportage with diesel and gasoline engines, mono- and all-wheel drive. Truly competitive in the segment compact crossovers KIA Sportage became a model in 2004, after the presentation of the second generation, built on the same platform as the Hyundai-Kia J3. Less common in Russia are the first generation versions, which were assembled at a plant in Kaliningrad.

KIA Sportage engine

First generation

The first generation KIA Sportage was produced from 1993 to 2006. It was equipped with five different gasoline and diesel engines. The volume was typically 2.0 liters and power varied from 63 to 128 horsepower. Although in the lineup KIA engines The Sportage also features a 2.2-liter diesel engine, borrowed from Mazda.

In Russia, four-cylinder power units producing 118 or 128 hp have become the most common. With. The KIA Sportage engine is paired with a five-speed manual or four-speed automatic. Average consumption per 100 km varies from 8 to 14 liters.

Versions developed for domestic market, are not particularly picky about fuel quality. The oil, according to the manufacturer's instructions, needs to be changed every 12 thousand km. But with constant use in urban conditions, it is desirable to reduce service intervals to 8–10 thousand km. To avoid overheating, you should take care to replace the antifreeze every 50 thousand km, and also flush the radiators on a preventive basis.

Owners of the first generation KIA Sportage rarely complain about the engine. The main complaints are related to body corrosion, poor sound insulation, noisy transfer case, and weak stabilizer bushings. Most breakdowns are associated with the advanced age of the crossover. The power units are reliable and unpretentious, although the KIA Sportage diesel can cause problems when using low-quality diesel fuel. The fuel pump ECU often fails, the cylinder head and crank mechanism wear out critically, and problems arise with cold starting.

If you are the owner of a diesel Sportage I generation, to increase the resource of the power unit and fuel system use . The additive will increase the cetane index by 3–5 units, reduce consumption by 10–15%, reduce engine wear under load, and protect fuel injectors. It removes water from diesel fuel, thereby facilitating cold starting at sub-zero temperatures.

Second and third generation

The second generation crossover was produced from 2004 to 2010. It was no longer built on a ladder frame, so it was less suitable for off-road use. The KIA Sportage II generation was equipped with gasoline engines ranging from 2.0 to 2.7 liters.

In 2010, the second generation was replaced by the third. The crossover was equipped with front- or all-wheel drive, a five-speed manual or a six-speed automatic.

For the KIA Sportage of the second and third generations, the following power plants were used:

1) D4EA– 1991 cc turbocharged four-cylinder engine. cm. Power is 113 liters. With. With significant mileage, the compression in the 2.0 CRDi engine gradually decreases. This negatively affects fuel consumption, power, and there are problems with starting the engine when cold. Over time, the EGR system becomes clogged; due to wear of the turbine and CPG, oil particles and soot enter the exhaust, which leads to deterioration in traction. Serious problems in the KIA Sportage with the D4EA engine appear after driving over 200 thousand km.

2) G4GC- a two-liter gasoline engine with a cast-iron cylinder block, which was widely used for cars sold in Russian market. This is a regular aspirated engine with a capacity of 143 hp. With. The oil volume in the lubrication system is 4 liters.

The resource with proper maintenance and normal operation exceeds 300 thousand km. This KIA Sportage Beta II series engine is equipped with a CVVT system, but does not have hydraulic lifters. Therefore, it may be necessary to adjust the valve clearances with a mileage of less than 100 thousand km. It is important to change the belt in a timely manner. This should be done every 60 thousand km, because when it ruptures, the valve bends.

Among the disadvantages of the G4GC are high noise, increased vibrations, and characteristic jerks during acceleration. Sometimes the speed freezes; to fix the problem, the ECU is reflashed.

3) G4KD– two-liter KIA Sportage gasoline engine with an aluminum cylinder block. Power is 150 hp. With. In Russian conditions, its resource reaches 250 thousand km. When the engine is “diesel” when cold, a characteristic chirping noise comes from the injectors. In general, the engine is unpretentious and reliable. Design flaws include insufficient cooling of the pistons, which leads to scuffing, knocking of the pistons and pins in the skirts.

4) G4KE– KIA Sportage 2.4 liter petrol engine, which produces 175 hp. With. power. The lubrication system holds 4.6 liters of oil. This is a prototype of the Mitsubishi 4B12 power unit with an aluminum cylinder block. The advantages of G4KE include a proven design, good power reserves and durability.

5) 2.0CRDi– used on KIA Sportage III generation, produces 136 or 184 liters. With. Equipped with a direct injection system. Pleases with low fuel consumption. With significant mileage, controllers, sensors, and fuel systems cause problems.

Fourth generation

The new KIA Sportage has been produced since 2016. Equipped with 3 petrol and 3 diesel engines. Among them are improved units from previous generations. For example, the same G4KE with 185 hp. With. The Korean manufacturer did not refuse the 1.7 CRDi with a capacity of 115 hp. With. This is a record holder in terms of efficiency: it consumes up to 5 liters per 100 km in the combined cycle.

The G4FD – 1.6 GDi appeared in the line of engines. The gasoline engine of the Gamma line can be paired with a manual or automatic transmission. Thanks to direct fuel injection, it was possible to achieve better responsiveness low revs. And increased compression and optimization gear ratios in the box had a positive effect on gasoline consumption.

How to increase the service life of a KIA Sportage engine?

To extend the life of the KIA Sportage power unit, you need to adhere to only two rules: operate the car correctly and carry out competent maintenance, reducing the frequency of oil changes to 7–10 thousand km. The increase in service life is facilitated by the RVS-Master additive for the engine and the preventive additive, which is carried out with the composition MF5. Let's look at the features of these products separately.

Additive in internal combustion engines– a repair and restoration composition that restores mating friction pairs made of ferrous metals by building up a dense layer of metal-ceramics. The finely dispersed composition is not a classic oil additive, since it does not affect its physicochemical properties.

Thanks to G4GC treatment with a cast iron cylinder block, it is possible to achieve increased compression, reduced oil and fuel consumption, increased engine life, and reduced noise and vibration. The friction geomodifier forms a metal-ceramic layer on surfaces made of ferrous metals that is resistant to corrosion, oxidation, and wear, and it simply cleans aluminum parts from carbon deposits and contaminants. Impact effectiveness in-place repair on KIA Sportage may differ depending on the design and technical condition motor. It is appropriate to combine treatment with the additive with scheduled maintenance - changing the engine oil and other consumables.

MF5– an additive for flushing the oil system, which is used to clean working surfaces from carbon deposits and wear products. The composition is safe for seals and gaskets. The frequency of its use depends on the nature KIA operation Sportage. You can’t do without an additive when you switch to a new oil and find a foreign substance in the drained oil. working fluid or purchased a used car, but are not sure about the quality of its service. MF5 additive is useful for scheduled maintenance, since it has a complex effect:

• Restores damaged cylinders.
• Recycles metal oxides.
• Restores the elasticity of seals.
• Forms a layer of metal ceramics on working surfaces.

MF5 should be used before changing the oil. Please note that, unlike the RVS-Master, flushing will not help if the engine is rough, compression has dropped, or there is wear on the friction surfaces. In such cases, it is necessary to fully diagnose and restore the power unit.

Drive, automatic transmission and manual transmission KIA Sportage

The mechanics of the KIA Sportage of all generations are very reliable. On vehicles that are operated in difficult conditions, under high loads, a characteristic howl, noise, and hum appears. This is often due to gear wear. To restore them, an additive or is suitable. But it must be used before debris and chips enter the lubrication system. This will avoid major repairs, extend the life of the transmission, make shifting smoother and easier, and eliminate unpleasant crunching and knocking.

Similar additives are used to treat the axle and transfer case to eliminate howling, hum, and improve the functioning of all-wheel drive. Most breakdowns of the 4WD KIA Sportage are associated with overheating of the clutch, oil leaks, or breakdown of the pump, the filters of which become clogged with dirt. Therefore, crossover owners need to closely monitor the oil level and the tightness of the system, and preventively add an additive to the oil for the transfer case and axle.

Regarding automatic transmission, its breakdowns are manifested by shocks and kicks, slipping when switching. As practice shows, this can happen at any mileage, which will lead to the need for expensive repairs or full replacement boxes. For restoration and in-place repair we recommend. The additive compensates for wear of bearings, gears and other parts, making switching easy and smooth. It will be useful for any of the automatic transmissions: RE4R01A, F4A42, F4A51, A6GF1.

And the transmission units the car got were quite good, but their service life turned out to be exactly designed for the maximum warranty period at five years old.

One might suspect the Koreans of creating a “disposable machine,” but rather, we are simply talking about a high production culture and maximum savings.

Five years or approximately 120-150 thousand kilometers is a resource after which transmission maintenance ceases to be budgetary. Moreover, sometimes it is clear that the transmission could have lasted longer, but the maintenance manual did not reflect the need for maintenance. For example, there is a grease fitting on the universal joints of the driveshaft, but the corresponding procedure is not included in the maintenance operations. And after 150 thousand, the cardan crosspieces most likely just need to be replaced.

“Right CV joint disease” on cars after restyling can happen earlier, at a mileage of about a hundred thousand. The reason for the “disease” lies in a serious “puncture” in the Slovak assembly: the inner right hinge was not given any lubrication. There is also not much of it in other CV joints, but there is almost always enough lubrication for the “warranty” period. Particularly thrifty car owners add lubricant themselves, so don’t be surprised by non-original clamps, but be careful when purchasing and listen to the hinges for knocks.

On all-wheel drive vehicles ah, in addition to the propeller shaft, by the time the vehicle runs for five years, the connection coupling usually fails rear axle. It is a simple electromagnetic one and, in general, is not difficult to repair. Most often, the front bearing requires replacement; it costs a maximum of 600 rubles for spare parts and labor. The clutch clutches usually remain intact, but the bearing refuses to work due to moisture and dirt getting inside.

The same dirt damages the clutch drive magnet, and it is mainly the wiring to the power supply that suffers, so everything can be restored. But sometimes there are difficulties with disassembly: if the coupling does not block when power is applied, then it is not always possible to remove the input shaft nut. Attempts to block the clutch alternative methods in this case, they often lead to mechanical damage. However, the price of a new coupling is about 75 thousand rubles - not little, but not prohibitive. Of course, this unit can also be found disassembled, which will be much cheaper.

Angular gearbox, which is often loudly called “ transfer case", usually lasts noticeably longer. If you change the oil regularly and monitor leaks, it will last almost forever. But you need to keep an eye on it: after 150-200 thousand mileage, the seals can be squeezed out, after which the bearings will first suffer, and if the situation gets worse, the housing cover and the shafts themselves will fail.

Cars with manual transmission have one problem: the bolt securing the shift mechanism is unscrewed, as a result of which the gears begin to engage very poorly or not at all.

The gearbox itself is quite reliable when used in tandem with a two-liter gasoline engine. Resource release bearing usually does not exceed six to seven years and 180-200 thousand kilometers, which on average is slightly longer than the time it takes to “shake up” drive parts. But in cold regions it may fail much earlier. Fortunately, replacing the clutch in the Sportage is quite simple, especially on front-wheel drive cars. It’s not even necessary to remove the subframe, and spare parts are not very expensive. For example, an original bearing costs only one and a half thousand, and non-original bearings cost even less. True, a part from serious brands is much more expensive than the original one; the same SKF bearing costs about six thousand, but judging by the reviews, it is not afraid of frost.

In the photo: Kia Sportage "2008–10

With automatic transmission it's not that bad. Basically, there are very reliable “four-speed” engines from the Mitsubishi F4A42-2/W4A42 series. With a 2.7 liter engine they installed the stronger F4A51/W4A51. All gearboxes trace their origins to Mitsubishi automatic transmissions, which are largely unified with Chrysler gearboxes: at one time the companies successfully collaborated.

Four-speed gearboxes of the F4A42-2/W4A42 series for front- and all-wheel drive vehicles, respectively, are known for their reliability. They are afraid of overheating, but otherwise they tolerate even very harsh use well. They, like Automatic Subaru, there is an external oil filter on the body, which allows you to keep the valve body clean until the last minute. True, the box doesn’t like high torque, and those who like to drive on the highway have high speed(especially with a 2.7-liter engine), the fourth gear needle bearing fails and the reverse gear suffers.

Rack support

price for original

2,677 rubles

Later versions of automatic transmissions are somewhat strengthened, but, nevertheless, you can encounter this problem with them. With rare oil and filter changes, the solenoids and valve body plate are the first to suffer, and in case of overheating, gas turbine oil seals and rubber seals are the first to suffer, after which the box gradually dies due to oil starvation and progressive contamination of the valve body.

If we talk about reliability in numbers, then this gearbox can always withstand 150 thousand kilometers, even if the oil has not been changed at all, and 200-250 thousand is the standard resource for boxes with a high load, but regular maintenance. With careful operation with a two-liter engine, regular oil changes, with an external automatic transmission radiator, and not in Russia, you can find completely alive examples with a mileage of 350 thousand kilometers. In general, under normal operating conditions, the box allows you to count on 200 thousand mileage before the first minor repairs and replacement of the gas turbine engine blocking linings appear.

Quite often there are minor problems with failures of input and output speed sensors. There will be no problems with repairs and spare parts: until the year before last, a structurally similar, very successful automatic transmission A4CF1/2 was installed on Verna/Solaris.

Front lower lever

price for original

3,314 rubles

With contract automatic transmissions, everything is not so simple. Theoretically, you can put a whole bunch of Mitsubishi gearboxes into a Sportage, but in practice you have to redo quite a lot: at a minimum, you need a different gearbox control unit, and there are serious differences in the mechanical part.

The more torquey 2.7-liter V6 received a significantly more powerful automatic transmission F4A51/W4A51. It also has four stages, but its torque reserve is more significant. This automatic transmission “digests” even 3.5-liter engines, so with a 2.7 engine it is practically eternal. With mileages of more than 200-250 thousand, you can expect jerks and slight delays in gear shifting due to wear of the EPC solenoid, and most common cause inclusion emergency mode is the failure of the speed sensors.

Problems are extremely rare on Sportage, but based on the experience of other cars with this automatic transmission, the following resource problems can be expected in the future: wear of the output planetary gear and its bearing, wear of gears and the differential housing, as well as the Direct drum and its brake band.

At timely replacement The oil life of such an automatic transmission significantly exceeds 300 thousand kilometers, and only gross errors in operation can lead to serious damage.

Motors

Hyundai/Kia engines are very reliable; only engine sensors and the cooling system can fail.

Aging radiators are a typical picture. If the owner is one of the especially economical ones and pours sealant into the cooling system, then the engine dies simply and easily from detonation and disruption of the cylinder head plane. When purchasing, you should check the condition of the pipes, which radiator is installed, which fans, and whether the wiring to them is intact.

In the photo: Kia Sportage engine

The materials here are not the best, so the components of the system are often changed and “collectively farmed”. The latter is due to the fact that a number of Chinese radiators fit very conditionally. All gasoline engines have a fairly conservative and weak crankcase ventilation system, so oil leaks are common, as well as dirty throttle valve. The service life of catalytic collectors is also short; it is better to replace them after 150 thousand mileage. As a last resort, remove the clogged one, which is typical for cars from cold regions.

The exhaust system is not particularly resistant to corrosion; on ten-year-old cars it often needs to be replaced entirely, and the corrugations generally last only for a hundred thousand mileage.

Radiator

price for original

8,586 rubles

Not the most successful one was used in the power system fuel filter, installed directly on the fuel pump in the tank. The main engine on the Sportage II is the Beta II G4GC family engine. This two-liter gasoline engine also traces its origins to Mitsubishi units, but differs from the Japanese ones in a number of original solutions.

The timing drive here is mixed, with a belt and chain. Remember how this was done on the 1.8-liter EA113 engines of the VW concern in the late nineties? The exhaust camshaft is driven by a belt from the crankshaft, and the intake camshaft is driven by a chain from the exhaust camshaft, which also contains a timing control system. In case Kia system It is quite reliable, the chain can travel 200-250 thousand kilometers. It is better to change the timing belt according to the regulations, once every 50-60 thousand kilometers, and always together with the rollers: their bearings are of disgusting quality.

Oil pump

price for original

6,803 rubles

The phase regulator is a “thing in itself”: if the choice of oil is unsuccessful, it may require replacing the clutch and valves after the first hundred thousand kilometers, but usually it serves honestly until the chain is replaced. There are no hydraulic compensators in the engine, and the gaps here tend to “float away”, so the adjustment should be carried out noticeably before the required 90 thousand kilometers. Otherwise, there is a risk of damaging the camshaft, which is quite soft.

The design of the oil pump turned out to be very successful. It is gear-type, made in the front wall of the block. If the pump gears are worn out, you can get by by replacing only the cover with a repair cover of greater thickness. The pump drive is made from a separate belt, like motors with a timing chain.

Overall, it turned out to be an excellent engine with a good service life of the piston group, which is about 300-400 thousand kilometers before the first overhaul. The motor has a convenient layout and small size.

But we must admit that nothing is ideal anyway. The control system here is rather weak, and the attachments require close attention after 150-200 thousand kilometers.

A harsh sound is not a malfunction, but a feature caused by poor design of the chain dampers and crankshaft vibrations. It is for this reason that it is better not to pour low-viscosity oils into a used engine: the liners may not withstand it.

The larger 2.7-liter V6 engine is the G6BA of the Delta II family. In many ways, it is similar to the previous engine: it has the same combined timing drive with a belt and chain, similar design features of the crankcase ventilation and ignition systems.

The engine block is not cast iron, but aluminum, but with cast iron liners. The service life of this engine is also excellent: it is quite possible to drive 400-500 thousand kilometers, at least in passenger cars.

The design feature is the use of a hydraulic belt tensioner, and this is not the best option: if the oil freezes during winter starts, the belt simply slips. The rest is just reliability, provided, of course, you don’t overheat.

Shot block

price for original

109,384 rubles

The main troubles are caused by the intake with flaps, weak exhaust manifolds and the low life of the catalytic collectors, of which there are two at once. And yet this is probably one of the most reliable engines of the 21st century. True, the power is 173 hp. for a 2.7 liter engine - this is not God knows what indicator, but European problems with high operating temperature and there is no adjustable thermostat.

Diesel engines of the D4EA series cannot be considered particularly reliable, primarily due to fuel equipment. After a mileage of hundreds of thousands of kilometers, even in Moscow or St. Petersburg, all injectors and the high-pressure fuel pump usually require replacement. And you will also have to wash it fuel line, which becomes contaminated with wear products.

Glow plugs often burn out, and the ECU algorithms are strange and not debugged. So, “freezing” of revolutions after the start on cars before restyling was common.

There is relatively little experience in operating diesel engines, but a conclusion can be drawn: the engine is quite troublesome, and knowing the peculiarities of operating diesel engines in Russia, this engine becomes far from best choice for a relatively light car.

In the photo: Kia Sportage "2004–07

Resume

With low mileage, the car is surprised by the almost complete absence of breakdowns. Yes, the inside is poor, the design is not for everyone, but there is enough space in the cabin, and the car is not so bad when driving. IN direct comparison With the best of the Europeans and Japanese, it loses, but easily gains points due to the low cost of purchase and especially operation.

As mileage increases, the consequences of savings begin to show. After the first hundred thousand - mostly cosmetic, and after one and a half hundred thousand you can expect a whole “bouquet” of problems, both from the suspension and transmission. And even the most reliable gasoline engines are ready to contribute to the cost of repairs. The body is not bad, at least for now. But the trend is not the best: the lack of tread protection leads to the rapid growth of defects. Even with a high level of painting, this raises concerns about the future fate of the car. Fortunately, there are still plenty of cars with low mileage, weak points There’s not much at all and you can choose something to your liking.

The best choice, undoubtedly, is gasoline engines, and it doesn’t matter whether they have an automatic or manual transmission - they are all reliable, but it’s better to do without all-wheel drive. However, if it breaks, you can simply remove the coupling and cardan shaft and do not deny yourself anything. The car will retain its main advantages, but cross-country ability was not included among them even initially.

Sportage is a landmark model for Kia. This name has existed for a quarter of a century, and the car itself has gone through 4 generations.

Engines Sportage I generation

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Kia Sportage debuted in 1993. This is the first and only time the Sportage has had multiple body styles. In addition to the standard five-door version, a three-door version was offered with open top and a car with an extended rear overhang (Sportage Grand).

The Korean manufacturer created its first SUV based on a Mazda car. Sportage uses frame structure. Most of the time, the SUV is rear-wheel drive, the front is rigidly connected.

The engines also came from the Japanese. Under the hood of the Sportage one could find a petrol two-liter engine in three different versions and two diesel engines: 2.0 and 2.2 liters.

F.E.

Kia began producing ICE series ICEs under Mazda license in 1992. This is a four-cylinder naturally aspirated unit with a cast iron block and an aluminum cylinder head. Before installation in the Sportage, the engine was slightly modified, in particular, the intake receiver was changed, a different camshaft was installed, and the compression ratio was reduced.

There were two versions: with an 8- and 16-valve cylinder head. The first ones could only be found on cars Korean assembly until 1999. This engine develops only 95 horsepower compared to 118 horsepower of the 16-valve. In addition, it has a record low compression ratio of 8.6.

Starting in 1995, FE-DOHC engines with double camshaft appeared under the hood. The cylinder diameter and piston stroke were left unchanged.

Engine	FE SOHC (DOHC) 16V
Type	Gasoline, naturally aspirated
Volume	1998 cm³
Cylinder diameter	86 mm
Piston stroke	86 mm
Compression ratio	9.2
Torque	166 (173) Nm at 4500 rpm.
Power	118 (128) hp
Overclocking	14.7 s
Maximum speed	166 (172) km/h
Average consumption	11.8 l

R2 and RF

The first generation Sportage was equipped with two diesel engines. One of them is the 2.2 liter R2 without turbocharging. It produces only 63 horsepower and 127 Nm of torque. This power unit Previously you could find it on a Mazda Bongo minibus. It was installed on Sportage until 2002.

The second engine is a diesel modification of the FE series unit. The block itself has not undergone any changes, but the cylinder head is completely different. The Korean designers themselves added a turbine to it, thanks to which the power increased to 83 horses. In terms of reliability, this engine is less preferable than gasoline engines. A diesel engine operates under a greater load, plus it has a more complex design (pre-chamber ignition, turbine, intercooler).

Engine	RF
Type	Diesel, turbocharged
Volume	1998 cm³
Cylinder diameter	86 mm
Piston stroke	86 mm
Compression ratio	21
Torque	193 Nm at 4500 rpm.
Power	85 hp
Overclocking	20.5 s
Maximum speed	145 km/h
Average consumption	9.1 l

Generation II Sportage engines

In 2004, a generational change occurred. And at the same time, the concept of the car itself has changed. Sportage ceased to exist frame SUV, moving into the crossover class. It is based on a new monocoque body and the Elantra platform.

G4GC

The most common engine in the second-generation Sportage was the two-liter gasoline “four”. This is a simple and unpretentious unit. Cast iron block, aluminum cylinder head. The timing belt has a timing belt that needs to be changed every 50-70 thousand to avoid breakage and damage to the valves on the cylinders. There is one phase shifter installed in the head, which changes the phase angles of the intake valves.
But due to the lack of hydraulic compensators, valve clearances need to be adjusted every 90 thousand km.

Engine	G4GC
Type	Gasoline, naturally aspirated
Volume	1975 cm³
Cylinder diameter	82 mm
Piston stroke	93.5 mm
Compression ratio	10.1
Torque	184 Nm at 4500 rpm.
Power	141 hp
Overclocking	11.3 s
Maximum speed	176
Average consumption	9.3

D4EA

There are two modifications of the D4EA motor. They differ only in the turbine and attachments. The younger version uses WGT supercharging and produces 112 horsepower. A more powerful modification uses a VGT turbine and another injection pump with increased performance. The engine is considered quite reliable, but expensive components and considerable age of the cars make the purchase of second-generation diesel Sportage a risky proposition.

Engine	D4EA
Type	Diesel, turbocharged
Volume	1991 cm³
Cylinder diameter	83 mm
Piston stroke	92 mm
Compression ratio	17.3
Torque	246 (305) Nm at 1800 rpm.
Power	112 (140) hp
Overclocking	16.1 (11.1) s
Maximum speed	167 (178)
Average consumption	7

G6BA

Top Sportage engine second generation – V6 with a volume of 2.7 liters. This engine was only available with a 4-speed automatic transmission and all-wheel drive. Its features include an aluminum block and cylinder head and a small piston stroke. Hydraulic compensators are installed, but there is no phase change system.
It is advisable to change the timing belt in advance; if it breaks, the pistons bend the valves.

Engine	G6BA
Type	Gasoline, naturally aspirated
Volume	2656 cm³
Cylinder diameter	86.7 mm
Piston stroke	75 mm
Compression ratio	10.1
Torque	250 Nm at 4000 rpm.
Power	175 hp
Overclocking	10 s
Maximum speed	180
Average consumption	10

Generation III Sportage engines

The third generation was released in 2010. The crossover received a bright and dynamic design, in which there was not a hint of the calm appearance of his predecessors. Like Sportage 2 new car V basic configuration had front wheel drive. All-wheel drive is available for an additional fee, but its task is not to increase cross-country ability; after all, the crossover has become purely asphalt, but to make behavior on slippery types of surfaces more confident.

G4KD

G4KD is a two-liter gasoline engine. It was found most often on the Sportage and was the only gasoline engine in the lineup. There were frequent complaints about this motor related to noisy operation. Diesel sound on a cold engine indicates scoring on the cylinder walls. Whirling is a feature of the operation of injectors.

After restyling in 2014, instead of the G4KD engine, they began to install the G4NU engine. It differs in block geometry and timing drive.

Engine	G4KD
Type	Gasoline, naturally aspirated
Volume	1998 cm³
Cylinder diameter	86 mm
Piston stroke	86 mm
Compression ratio	10.5
Torque
Power	150 hp
Overclocking	10.7 s
Maximum speed	182
Average consumption	7.6

D4FD

The 1.7 liter diesel engine is the D4FD engine, which was introduced only in 2010. This is the largest engine in the new U series of Hyundai units. It is equipped with a timing chain drive, two camshafts, each with a phase regulator. In addition, a VGT turbine is installed with variable geometry.

There are two versions of this engine. On Sportage, only the least powerful one is used with a return of 115 horses. This engine is sensitive to fuel quality. Low-grade diesel fuel quickly damages the injectors, causing engine performance to become uneven.
If traction is lost and jerking appears, then most likely the fine or coarse filters are clogged.

Engine	G4KD
Type	Gasoline, naturally aspirated
Volume	1998 cm³
Cylinder diameter	86 mm
Piston stroke	86 mm
Compression ratio	10.5
Torque	197 Nm at 4600 rpm.
Power	150 hp
Overclocking	10.7 s
Maximum speed	182
Average consumption	7.6

D4HA

A two-liter diesel engine appeared in 2009. Unlike the 1.7 liter engine, its block is cast from aluminum, not cast iron. The timing drive uses a chain. Hydraulic compensators independently regulate valve clearances. The boost system uses a variable geometry turbine. Just like the younger one diesel engine D4HA is demanding on fuel quality. In addition, during dynamic driving high speed There is a slight oil consumption, it is advisable to monitor its level.

The D4HA engine has two versions: standard and boosted to 184 horses. Both can be found under the hood of the Sportage.

Engine	D4HA
Type	Diesel, turbocharged
Volume	1995 cm³
Cylinder diameter	84 mm
Piston stroke	90 mm
Compression ratio	16.5
Torque	373 (392) Nm at 1800 rpm.
Power	136 (184) hp
Overclocking	12.1 (9.8) s
Maximum speed	180 (195)
Average consumption	6,9 (7,1)

Generation IV Sportage engines

To Russia fourth Kia generation Sportage arrived in 2016, six months after the official premiere in Frankfurt. Technically, the car has not changed much; the crossover is built on a modified platform of its predecessor and inherited the engines from it. For example, the diesel engine migrated from under the hood of the Sportage 3 without any changes at all.

G4NA

The base engine for the Sportage is still a 2-liter inline four-cylinder. The new unit is designated G4NA and belongs to the Nu family, which was introduced in 2010. Following modern trends, the designers preferred an aluminum block and cylinder head. Both camshafts have phase shifters for better filling of the cylinders at different speeds.
Hydraulic compensators are also provided; they will eliminate the need for manual valve adjustment every 90 thousand km. The timing belt uses a chain.

Engine	G4GC
Type	Gasoline, naturally aspirated
Volume	1999 cm³
Cylinder diameter	81 mm
Piston stroke	97 mm
Compression ratio	10.3
Torque	192 Nm at 4000 rpm.
Power	150 hp
Overclocking	11.1 s
Maximum speed	184
Average consumption	8.2

G4FJ

The only truly new unit is the petrol turbo-four. Fashionable downsizing has also reached the Kia crossover. This 1.6-liter engine produces 177 horsepower, which is 27 horsepower more than its two-liter gasoline counterpart. In addition to the turbine, they are distinguished by a fuel supply system. The G4FJ uses direct injection. The CVVT phase control system is available on both the intake and exhaust shafts.
Hydraulic compensators are not provided; the valves must be manually adjusted every 90 thousand km. Timing chain drive. There are three versions available from the factory different power: 177, 186 and 204 horsepower.

Much of the credit for the improved dynamics goes to the new robotic transmission with double clutch. A turbocharged engine is available only in combination with it and all-wheel drive.

Engine	G4FJ
Type	Petrol, turbocharged
Volume	1591 cm³
Cylinder diameter	77 mm
Piston stroke	85.4 mm
Compression ratio	10
Torque	265 Nm at 1500-4500 rpm.
Power	177 hp
Overclocking	9.1 s
Maximum speed	201
Average consumption	7.5

Kia Sportage engines

	Sportage I	Sportage II	Sportage III	Sportage IV
Engines	2	2	2	2
	F.E.	G4GC	G4KD/G4NU	G4NA
	2.2d	2.7	1.7d	1.6t
	R2	G6BA	D4FD	G4FJ
	2.0d	2.0d	2.0d	2.0d
	RF	D4EA	D4HA	D4HA

The example of the Kia Sportage clearly shows how engines are developing. From unpretentious units of simple design, which produced little power and consumed a lot of fuel, evolution gradually comes to more efficient and complex internal combustion engines with a shorter resource.

01 Apr 2018

Engine G4NA, Kia Motors All photos in the article are from the website abw.by. The article was written based on materials from abw.by

It has long been known about the problems of G4KD gasoline engines, which are installed on Kia cars Sportage Sl, Kia Optima, Hyundai IX35 and Hyundai Sonata YF. In 2014, for all of the above car models as well as for Hyundai Creta and some others, the Koreans began installing the new G4NA unit. This motor has hydraulic compensators in its design and is a completely new motor. Cars with it have already traveled about 100,000 km. It's time to look inside the engine to find out whether Korean engineers have gotten rid of old problems in the new power unit.

The test was carried out by Belarusian motorists, the authors of the abw.by portal, at a service station in Minsk. The vehicles chosen as test subjects were Kia Sportage FL 2014, Hyundai Ix35, Kia Sportage SL FL 2015. Let me remind you that all three cars are equipped with the new Nu family engine, G4NA, with a volume of 2 liters.

The test method is as follows: a special car USB endoscope was lowered into the cylinder through the hole for the spark plug, displaying the image on the laptop screen. In this way, you can see the wear of the cylinder, the presence or absence of scuffing and carbon deposits on the valves and the piston crown.

Sportage 2014, mileage 44,000 km

The first car drove less than 50 thousand km and was used carefully (according to the owner). Serviced by official dealer in Minsk. The oil was changed according to the regulations, every 15,000 km. Filled with Motul 5w30. I only refueled with 95 gasoline. The owner complains about engine knocking “when cold.”

We examine the first cylinder for scoring. There are vertical scratches on the front wall, reaching to the very top.

On the back wall (the one closer to the exhaust manifold) the scratches are even larger and deeper. There are also strange round spots of unknown origin.

The same thing happens in the second cylinder. Carbon deposits are visible on the bottom of the piston.

There is even more scuffing in the third and fourth cylinders. One can see how the hon. Let me remind you that this engine has only done 44 thousand. There should be no talk of any scuffing at such a mileage.

Hyundai Ix 35, mileage 24,000 km

The next car was also serviced only at an official service center. The oil has already been changed three times, not by mileage, but by year.

The first cylinder has scratches on both the front and rear walls.

In the second and third, scuffs also begin to form.

The fourth has the deepest scratches. There is carbon deposits on the piston bottom.

Sportage 2015, mileage 43,000 km

The third test subject also walked a short distance, and was used very carefully. All maintenance was carried out by officials in Minsk. In winter, knocking noises are heard when the engine is cold.

In the first cylinder, which is no longer surprising, there are scratches.

In the second there are again mysterious circles, similar to traces of corrosion. This is the second new G4NA with a similar pattern, but there are especially many spots here.

The third cylinder has the deepest scuff marks and the hone is actively being worn away. And this is at 43 thousand mileage.

In the fourth there are fewer scuffs, but they are there.

The reason for such severe wear of the cylinder-piston group can only be guessed at. There is an opinion that this is local overheating of the pistons caused by an incorrect design. Some suggest that the problem is a deteriorating catalyst, ceramic dust from which gets into the cylinders and acts as an abrasive.

In car number 3, a compression measurement was carried out; it showed a result of 12 kg/cm2, which is the norm. All three cars have no oil consumption. The only manifestation so far is engine knocking when cold.

As you can see, the new line of engines of the Nu family has the same diseases as the old Theta 2. Didn’t Kia engineers consider massive breakdowns of the previous unit on runs of up to 150,000 km to be a problem? How long will G4NA run until the end? repairs can only be guessed at. In any case, a disappointing conclusion emerges: Kia and Hyundai of the latest generations are not designed for operation of more than 200 thousand km. “Disposable” engines, apparently, are intended to become the reason for purchasing a new car after 5, maximum 7 years of operation. Whether it is worth buying a used Korean, judge for yourself.

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Alexander Sokolov