Hyundai Santa Fe I with mileage: reliable V6 and even more reliable automatic transmissions – they will survive the body (part 2)
The bulk of the Russian Santa Fe is equipped with 2.7-liter V6 engines of the G6BA series. There are also options for Korean assembly with 2.4-liter engines of the G4JS series, nee Mitsubishi 4G64. There are also 2.0 CRDi diesel engines of the Hyundai D series – they are developed by Italians from VM Motori and are similar to engines of the RA420 SOHC series. Since the release was established in conjunction with GM Korea, they can also be found on the Korean Chevrolet and Opel Antara. Very rarely there are cars with V6 3,5, these are old motors of the G6AU series, belonging to the Sigma family, they are almost completely similar to the Japanese Mitsubishi.
The weak point of all motors is not very high-quality sensors (especially lambda probes) and weak engine compartment wiring with sensors. The engine control system is simple and straightforward, it does not track breakdowns and will easily finish off the engine if some sensor fails badly, and it has made false “conclusions”.
Hassle is also caused by leaking gas tanks, which strive to collect dirt and rust, and gasoline pumps that fail early. The gentle components of the cooling system do not tolerate the increase in pressure in the structure and reagents on the roads: they are inflated, they flow and lose their cells. In general, you will have to seriously monitor the machine, and although the price of spare parts is low, you will have to buy them often, and better with new ones.
The most common 2.7 engine is one of the most reliable at Hyundai. This is the G6BA engine, which belongs to the Delta II family, developed by the Koreans independently, and is not a licensed version of Japanese engines. The block is aluminum, the timing belt is driven by a belt, but the shafts in the cylinder head are interconnected by chains, which provides the motor with a characteristic hard sound.
The most serious problem is not a very good belt tensioner. In winter, any extraneous sound after a long cold scroll is a cause for concern, but it is better to forget about starting from a cable or pusher. It also happens that the intake manifold flaps fail and fall under the valves. Well, the fuel consumption of these engines is under 20 liters in urban mode.
Shot block 2.0
173 000 rubles
But the unit is really very reliable: with any load, it can drive any fuel for decades, easily tolerates easy overheating and long oil change intervals. At runs for 300, oil appetite begins to grow, but the residual life to the capital is usually enough up to 400, or even more. And good news for lovers of HBO: here it can be put relatively painlessly just because of the congenital heat resistance.
Engines 2.4 of the Sirius family of the G4JS series, as already mentioned, lead their family tree from the Japanese 4G64. The main problem is the same as that of the progenitor. The timing belt drive is good for everyone, but in vain the Japanese began to drive the balancer shaft with the belt. The belt is thin and tears easily, and the debris falls under the timing belt – and hello, overhaul of the cylinder head! The belt can be removed, I already wrote about this, the list of improvements is small. The rest of the engine is beautiful, resourceful and inexpensive, but for Santa Fe it is frankly weak. And they put it only on Korean-assembled cars, which means that these are relatively old cars.
D4AE diesel engines on Santa Fe are perceived ambiguously. Reviews are sharply polar: from laudatory from owners who are lucky to extremely negative from those who have already changed more than one engine.
The piston group here is very successful, but there are a lot of problems with the fuel equipment: weak nozzles and an improper sealing system. All other troubles are solved by good service. So, the resource of the timing belt is relatively small, and it must be changed strictly according to the regulations. Fans rarely change the oil, the oil intake mesh may clog, which ends up extremely sad for the motor – it usually lifts the crankshaft so that repair is impossible.
But with good service, the engine has every chance to go the same 350-400 thousand, while spending 10 liters per 100 kilometers without any HBO.
Engines of the 3.5 G6AU series are rare and data on their resource could not be found. But since this is a DOHC version of the good old Mitsubishi 6G74, and almost completely compatible with the “original” in components, it is almost certainly a successful and resourceful motor.
To take or not to take?
If it were not for the obviously unsuccessful design of the drainage and sills as a whole, Santa Fe could be considered an almost ideal crossover – spacious, with reliable engines (especially 2.7) and a high-quality transmission, which, in which case, will be pulled out of the mud. Thus, the main task for a potential buyer is to find an option that is timely processed from corrosion and not driven off-road. If the body is in relative order, then, most likely, the rest was looked after no worse. In an extreme case, simplicity of design and accessibility of parts will save.