Hyundai Tucson I Experts and owners in detail about the Hyundai Tucson 1

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Benefits identified over the years of operation

The 1st generation Hyundai Tucson line compares favorably with its competitors in the following advantages:

  • affordable price (given the high cross-country ability of the crossover, its cost can even be called underestimated, there are few similar offers on the market);
  • a wide selection of combinations (different motors, mono- and all-wheel drive, manual transmission and automatic transmission are available);
  • maintenance is not expensive; reliable engine;
  • the Korean crossover demonstrates good cross-country ability on a dirt road, in rainy weather (good ground clearance);
  • a high level of safety (according to this parameter, the model received the highest rating from the US National Highway Traffic Safety Administration).

Hyundai Tucson I

Chassis and steering

The crossover suspension is the most problematic part of the car. The first, already at 30-40 thousand, the stabilizer struts and bushings fail. The following are ball joints and steering tips. This happens, as a rule, already at 50-60 thousand km. Only with a very careful ride, their resource can be 80 – 100 thousand. The rear silent blocks on the front levers will have to be changed closer to 80 thousand. At the same time, the front ones have an almost unlimited service life. More than 100 thousand silent blocks of the rear levers come out. The pads must be replaced every 30 – 40 thousand km. Brake discs last much longer and may well cover 100 – 120 thousand kilometers.

Closer to 80 thousand kilometers, the steering rack oil seals begin to leak, but here, due to its maintainability, you can get by with minimal costs.

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Engines for Hyundai Tucson

For 15 years, a fashionable Korean crossover has changed not so many engines. Three generations of machines – and only eight units.

Marking Type Volume, cm3 Maximum power, kW / hp
G4GC petrol 1975 103/140
G6BA —:— 2656 127/173
G4KD —:— 1998 121/165
G4KE —:— 2359 129/176
D4EA diesel turbocharged and naturally aspirated 1991 82/112
D4HA —:— 1995 136/185
G4FD turbocharged petrol 1591 97/132
G4FJ —:— 1591 130/177
G4NA petrol 1999 110/149

The most notable of these is without a doubt the D4EA motor. It was installed under the hood of the Tucson in a diesel version with a VGT turbine, and as an “aspirated”. The unit was created by Korean engine builders in collaboration with the Italian company VM Motori.


D4EA

Years of production – 2000-2010. During its use, the motor has been upgraded more than once. In particular, the environmental standard has been consistently raised from Euro 3 to Euro 5.

With varying degrees of popularity, all nine engines have been used in other models of Hyundai cars. More than others, the 2.3-liter G4KE gasoline engine excelled. In addition to the Tucson, he hit six more cars. Used five times, along with the Tucson, the G4GC engine.


G4KE

Series GfourGC G6BA GfourKD GfourKE DfourEA DfourHA GfourFD GfourFJ GfourNA
Accent *
Avante * *
Creta *
Elantra * * *
grand starex *
grandeur *
i40 *
ix35 *
H1 *
NF *
Santa Fe * * * *
Santa Fe Classic * *
Sonata * * * * * * *
Tiburon * *
Trajet *
Veloster * *
Total: five four 1 6 four 2 four 2 3

More often than others (seven out of nine), Tucson engines were found in the Hyundai Sonata car. In the modern configuration of the power plant, Tucson is a worthy competitor to the magnificent cars of the world’s leading automakers: Jeep Compass, Subaru Forester, Nissan X-Trail, KIA Sportage, Mazda CX-5, Chevrolet Niva, Geely Emgrand X7, Chery Tiggo, Renault Duster, JAC S5. And of course. Almost a twin brother, “Korean” Kia Sportage.

Tucson with G-series engines is good both in the city and on country roads of any complexity. Its engines are among the most powerful in the transitional SUV class: few cars have a running line of several two-liter engines.

Gasoline engines

The 2-liter engine with the designation G4GC has a timing belt drive and a chain connecting the camshafts. The cost of a belt drive is about 6,400 rubles, and a chain drive is 2,700 rubles. The belt should be replaced every 60,000 km, and the chain usually lasts over 250,000 km.

Valve clearance adjustment may be needed after 200,000 km. It is carried out by selecting washers (9,000 rubles for work).

An untimely oil change or its poor quality threatens with the occurrence of rings and an increase in oil consumption after 250-350 thousand km.

The gasoline V6 with the G6BA index, like the 2-liter unit, received a combined gas distribution drive – a belt and a chain connecting the camshafts. The cost of a belt drive kit is 9,000 rubles, and replacement work is about 3,000 rubles more. The timing belt needs to be changed every 60,000 km, and the chain, as a rule, lasts over 250,000 km.

diesel engine

The 2-litre turbodiesel, coded D4EA, was a new and modern design for the time. The Commn Rail injection engine of the RA420 series was developed by the Italian company VM. This acronym evokes consternation among people who have had experience owning “old” Jeep and Chrysler diesel models. Do not worry! This time the engine turned out to be successful and quite simple (by today’s standards).

The power unit has a cast iron block, one camshaft, timing belt drive and 16 valves. The 112 hp version runs with lower injection pressure and a fixed geometry turbocharger. Modifications with a return of 140 and 150 hp. equipped with a variable geometry turbocharger, due to which the torque increased from 245 Nm to 305 and 310 Nm, respectively. Some of the most powerful diesel vehicles use a particulate filter.

A CRDI marked engine does not have any weak points or common faults. However, in cars older than 10 years, it is unlikely that you will be able to avoid problems with nozzles (15,000 rubles), a turbocharger and a dual-mass flywheel. But this is the norm for great age and mileage, as well as malfunctions of the exhaust gas recirculation system. However, all of the above items are relatively cheap and not prohibitively expensive to repair.

Remarkably, the dual-mass flywheel of a 112-horsepower diesel engine wears out faster. It’s all about the curve of the moment, which almost never falls and grows rapidly. Motorists who are accustomed to driving at low speeds should take this into account. A big plus of this motor is the simple design of the turbocharger and its impressive resource. The cost of a new turbocharger is from 40 to 60 thousand rubles.

The only element worth paying attention to is the intake manifold flap control system. Its malfunction is manifested by a decrease in power and sluggish acceleration in the middle and upper rev range. But, fortunately, nothing breaks and does not fall into the engine.

Turbodiesel does not require complex service. It is better to plan a timing belt replacement with a run of 90-120 thousand km (16,000 rubles for a set with a pump), and an oil update no later than 10,000 km. An unscheduled service visit may be due to the DPF (if present). Considering the cost of the car and the new particulate filter (70,000 rubles), it is better not to think about replacing. It’s easier to remove it.

Among the common problems of power units, wear of supports after 200-250 thousand km (2-3 thousand rubles for one of the three supports) and loss of tightness of the cooling radiator (7000 rubles for an analogue) can be distinguished. A little later, the fuel pump located in the tank may give up (3000 rubles).

Operational problems

As one of the main problems, the owners of the first generation crossover note the low quality of the metal and the lack of galvanizing of the body. As a result, the car can not only show yellow spots, but also real pockets of corrosion. Therefore, even if luck smiles and it turns out to find a model in good condition in the secondary market, the first thing to do is to process the body. Most often, rust appears on the rear arches and cornices. Often, the rubber seals on the doors fail, resulting in drafts, and the interior is filled with extraneous sounds.

Engine

Engine

Due to design features, the timing of a 2-liter gasoline engine has a belt drive from the crankshaft, an exhaust camshaft and a chain between the intake and exhaust camshafts. The operation of the chain has an almost unlimited resource, but the belt must be replaced every 50-60 thousand kilometers. At least once every 90 thousand km, it is necessary to adjust the valves, since this motor does not have hydraulic compensators.

The 2.7-liter engine, as well as the 2-liter, has

The 2.7-liter engine, as well as the 2-liter one, has a combined timing drive, however, hydraulic compensators are already installed in it, the replacement of which should be carried out every 150 thousand km, mileage.

The main advantage of the diesel engine is

The main advantage of a diesel engine is its economy. Otherwise, the maintenance and maintenance of such a power unit is much more expensive. With a run of 120 thousand km. problems begin with injectors, injection pump and EGR valve.

After 7 years of operation begins to deliver problems

After 7 years of operation, the cooling system begins to cause problems. This may be due to both leakage of pipes, and the failure of the radiator itself.

Transmission

Transmission

The automatic transmission has a high level of reliability. Provided that the oil and filter are changed every 60 thousand kilometers, the transmission will last up to 200 thousand km without any problems. without major repairs. All other transmission lag or power failure problems are the result of driving with dirty or poor quality oil. Fluid replacement in the bevel gear and clutch should be carried out at least once every 60 thousand km. At the same time, the clutch, if it is not constantly subjected to extreme loads, will last 150-200 thousand kilometers.

Mechanics, there are mechanics.  And even with careful exploitation

Mechanics, there are mechanics. And even with careful operation, after 120 – 150 thousand mileage, clutch repair is necessary. The service life of the release bearing largely depends on the nature of the ride and the operating conditions of the vehicle.

Chassis and steering

Chassis and steering

The crossover suspension is the most problematic part of the car. The first, already at 30-40 thousand, the stabilizer struts and bushings fail. The following are ball joints and steering tips. This happens, as a rule, already at 50-60 thousand km. Only with a very careful ride, their resource can be 80 – 100 thousand. The rear silent blocks on the front levers will have to be changed closer to 80 thousand. At the same time, the front ones have an almost unlimited service life. More than 100 thousand silent blocks of the rear levers come out. The pads must be replaced every 30 – 40 thousand km. Brake discs last much longer and may well cover 100 – 120 thousand kilometers.

Closer to 80 thousand kilometers, they begin to leak from

Closer to 80 thousand kilometers, the steering rack oil seals begin to leak, but here, due to its maintainability, you can get by with minimal costs.

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