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The most reliable engines in modern cars: our rating. Reliable Skoda Rapid engine Poor purging and filling of cylinders

When it comes to Czech engines, almost everyone considers them unique and the best in the world in their classes. Endurance, efficiency, certain manufacturability and classic design do their job. The only problem is that some units have not earned such a good reputation among car buyers. In particular, the 1.6 MPI engines installed on the Octavia were not always so interesting. Please note that the corporation has used at least 3 different power units with the same marking in its history. Until 2004, the 1.6 MPI unit was installed on the first generation Octavia Tour; it was identical to Volkswagen engines, which we will talk about later. In 2005, the Czechs made a small reconstruction of this unit. It was on the Octavia A5 in the first years of production that this engine was installed, and the reviews are quite contradictory.

Today, the A7 generation, as well as the A5 restyling, is equipped with other units with the same 1.6 MPI marking. In particular, Russian cars are equipped with a power plant produced at a Russian plant. And his technologies have gone far from their predecessors. So there’s no point in lumping all the ideas about atmospherics into a heap. Different cars have different 1.6 power units, and this is worth considering when buying a car. Among all versions, there is no extremely bad engine that would not last even 200,000 km. But after significant runs, many units begin to have problems. The original German technology has long since changed. And even on VW cars, MPI engines are no longer what they used to be. So it’s worth thinking about the latest reviews and independent tests before you shell out money for a potentially reliable and classic naturally aspirated car. Let's look at this situation from a historical perspective.

The first 1.6 MPI engines - on Volkswagen cars

The first copies of 1.6 on German cars were practically not delivered to Russia. But many cars came to our country back in the late 90s according to well-known schemes. Some of them were imported illegally, but many still successfully travel on the roads of the Russian Federation to this day. If you had a chance to come into contact with the first 1.6 MPI engine with 110 hp, you felt all the delights of real German technology. The features of this motor were as follows:

we installed the engine on a Golf IV, Passat B5; its power was low, but the features were enough for successful operation in city and highway conditions, there were no restrictions;
paired with the engine, a simple automatic was supplied, but more often they bought manuals, which were made taking into account military endurance; these boxes never broke down at all;
the engine itself is made of special alloys, it is quite heavy, can be repaired and lasts for at least 300,000 km before overhaul, it is one of the last European million-plus engines;
many technologies of this engine are used to this day, 20 years after the first installation on a German car, but the materials have all changed long ago;
The unit is very economical with all its advantages; on a large Passat it consumes up to 10 liters of gasoline in the city and up to 6.5 on the highway, which gives clear benefits to the car.

The only problem with this unit is its age. The youngest car you can find with this engine and an excellent gearbox is the 2004 Passat B5 Plus. After the release of the Passat B6, the VW corporation transferred naturally aspirated technology to the Czechs and began installing completely different power units on their cars. So finding a good engine with low mileage from the first 1.6 MPI will be incredibly difficult.

Skoda and modifications are the main factors of the popular 1.6 MPI

The Czechs did not dare to produce a naturally aspirated engine in exactly the same way as the Germans. The reasons for this decision are unknown, but the company significantly improved the engine in 2005. Everything externally remained unchanged. Atmospheric technology, consumption even less than the previous version, same size, same characteristics. But in general, the design of the power unit was changed in several important points:

the alloys for production were greatly changed in order to lighten and reduce the cost of the power plant, this led to the fact that a crude motor entered the market without proper testing;
to reduce costs, the piston system was modified, the very essence of the engine design was slightly changed, so the load on its main parts increased slightly;
the internal part of the engine was significantly simplified, in particular, the amount of metal was reduced, the walls between the cylinders do not allow the power unit to be overhauled;
Czech engineers simplified many technologies that should not have been simplified, and the engine immediately began to bring certain troubles to its owners in operation;
The ECU program was completely changed due to efficiency and other important operating advantages, but the durability of the motor immediately decreased several times.

Modern technologies are not always better than classic ones. This is proven by the Octavia A5, on which this power unit is installed. Cars break easily and very often fail their owners after 8-10 years of operation and 200,000 km. So when buying a used Octavia, give preference to more expensive engines such as 2.0 FSI or diesel engines. But you shouldn’t buy a used car with a 1.6 aspirated engine, it can cause problems.

New 1.6 MPI engine - Russian production

Russian-assembled Skoda and Volkswagen today install an engine produced in the Russian Federation. At its own plant, the Volkswagen-Group corporation launched the production of naturally aspirated engines with a volume of 1.6 liters. This is a completely different engine, the series of this engine is EA211; before, such technologies were not used at all in German cars. It is still difficult to say anything specific about this engine, but the first reviews from the owners allow us to give the following conclusions:

motor for its 110 hp very dynamic, engineers have squeezed out of it almost everything that can be squeezed out of a simple atmospheric engine of this volume in our conditions;
the production is of quite high quality, since there are practically no breakdowns or warranty claims, the engine behaves perfectly, at least on new cars without mileage and bad experience;
fuel consumption has been reduced, some important characteristics have been improved, but the engine has not become more reliable, and this can be seen in the design in comparison with its predecessor EA111;
the impossibility of carrying out a major overhaul of the unit has not gone away; owners can operate the unit until replacement with a new motor is required;
There is no doubt that almost all the problems with the 111 engine remained in place, but Russian production somewhat reduced the cost of technology and made the new engine more accessible.

It is not recommended to repair or overhaul the unit. This is one of the important operating conditions that should be observed when purchasing a car with this installation under the hood. But the car goes through its 250-300 thousand kilometers, and this is really good in comparison with its competitors. The fuel consumption is good, the dynamics are quite good, and the reliability and durability have not yet been tested on a large number of copies. So it’s too early to draw final conclusions.

What will happen in the future with MPI engines?

Most likely, engines with atmospheric technologies are living out their last years. Soon they will begin to be replaced by downsizing and less attractive turbocharged units with more complex characteristics. The reason for this is rather strange environmental laws. Euro 6 already excludes many classic units due to high emissions into the atmosphere. The EA211 engine is designed for Euro-5 standards, it will reach Euro-6, but in a couple of years it will no longer be able to withstand the next standard. There are several important factors about such motors:

too much volume for low power becomes unprofitable for the buyer and manufacturer; there are much more compact units with a large number of horses;
the engine has 110 horses, but with a volume of 0.9 liters the exhaust will be almost 2 times lower, and this is an important argument for most modern manufacturers in Europe and the USA;
scandals with environmental standards for diesel engines (dieselgate in America) are just the beginning; soon the authorities of leading countries will take on other units with increased emissions;
atmospheric technologies are simple and last a long time without breakdowns, this is unprofitable for manufacturers who make good money on spare parts for technological installations;
Turbocharged units are a necessity in the modern world of technology; it is these engines that will soon flood the entire market and will not give the buyer much choice.

Simple technologies are a thing of the past. Today, on a modern unit in the garage, you can only change the spark plugs, and for this you will have to read the forum and look for tips from specialists. The first 1.6 MPI engine could be serviced at home independently, but today the manufacturer is trying to suppress these possibilities. Business and money have begun to rule the world, and this cannot but affect the quality of produced technologies.

We invite you to watch a test drive of a car equipped with exactly this type of power unit in the following video:

Let's sum it up

It is impossible to say that atmospheric installation on Skoda cars is completely bad. This is a pretty good unit compared to most of its competitors. But you shouldn’t extol him too highly above his rivals. The 1.6 MPI engine still has certain shortcomings that Russian production has not corrected. The Volkswagen Corporation is moving away from using these engines, offering them only on domestic Russian models. In Europe, naturally aspirated engines have long been avoided in the cabin, choosing more economical and high-performance turbocharged units of various stripes.

For Russia, turbocharged units can still hardly be called optimal. We need unpretentious and durable motors that work well in a wide variety of conditions and behave well in changing climates. Of course, consumption also becomes an important factor, but for now we give preference to reliability. However, reliability also becomes a relative factor, and it is difficult to predict the service life of a particular car. It’s safe to say that the era of atmospheric power plants is leaving, and the time of more advanced technologies is beginning. What do you think about the Czech and German 1.6 MPI installations?

Today I will raise an interesting topic, which is the sound of the engine - 1.4 or 1.6 liters? Which one to choose, and which one is cheaper to operate? Let's think...

Why such an unusual topic for an article was born is simple. Many buyers who have a limited budget for buying a car hesitate whether to take the weaker version (1.4) or push up and take the more powerful one (1.6); after all, it accelerates faster with more power, etc., etc. But take your time, a weaker engine may well be enough for you.

Pros of the 1.4 liter engine

1) Modern versions of this volume are not as “vegetable” (weak) as they were before, they accelerate the car quite normally, be it . Take my recent one, the car had a 1.4 liter engine, a manual gearbox, during the test drive there were four of us sitting in the car, the air conditioning was working, and the car pulled decently. The thing is that the KIA RIO has 107 hp, which is enough for the eyes in the city.

2) Many 1.4 liter variants are at the “limit” of the transport tax, that is, they do not cross the 100 hp mark, and accordingly the transport tax will be significantly lower. In our region up to 100 hp. – 10 rubles per 1 hp, but now up to 120 – 20 rubles per 1 hp. There are savings here; the transport tax for 1.4 and 1.6 will be twice as different.

3) Many may think that this is a weak engine, but maybe they are right, the 1.6 liter is definitely more powerful. But let's think: - where to drive in the city? Solid traffic jams, pedestrian crossings, police radars, etc. Here 1.4 will be a lot, you know that according to statistics, the average speed of a car for a city with a population of one million is 37 km/h, just like that.

4) Fuel consumption for 1.4 and 1.6 liter engines, of course, will be different. Here you don’t need to go far, the larger the volume, the more fuel it consumes, simple physics. Sometimes the difference reaches 20%, and if you convert it into money, it turns out to be decent.

Pros of the 1.6 liter engine

1) Of course, it’s more powerful, you make maneuvers on the highway faster, for example, overtaking a truck that is 7 meters long and drives very slowly. Overtake on it faster than on its “weak brother” (you will need to “twist” it), and it’s not safe, what if you don’t have time to make the maneuver?

So if you don’t have enough money for a car with a 1.6 liter engine, but you spend 90% of your time in the city, then it seems to me that you shouldn’t rack your brains, take a 1.4 liter, I haven’t already written about the advantages. For the city there are much more of them.

That's all, your AUTOBLOGGER

Volkswagen's popular 1.6-liter gasoline engine has a very long history. He is already over 40 years old. Yes, this is not a mistake. During its existence, many design changes, modernizations, and, as a result, a large number of modifications appeared. It was initially offered with a carburetor, later single-point injection and, in recent years, multi-point injection (MPI) and direct injection (FSI).

The last two versions were released in parallel. They were installed on many VW cars - Seat, Skoda, Volkswagen and Audi. MPI is structurally outdated, sluggish, but very reliable. FSI is more modern, has more power and is the cause of constant alarm messages accompanied by the “Check Engine” indicator lighting up.

1.6 MPI appeared in 1994. During its production, versions were created with varying degrees of boost, with 8 and 16-valve cylinder heads, OHC and DOHC gas distribution systems. The most famous and longest-lasting 102-horsepower modification. Its simple design (two valves per cylinder, one camshaft, limited amount of complex electronics) allows repairs to be carried out with the least amount of effort and money. There is a wide range of substitutes on the market at reasonable prices.

You can count on very good durability. Periodically occurring malfunctions are the failure of the ignition coil ($70-80 for a branded replacement) and the throttle valve. The latter requires cleaning every 40,000 km and reprogramming ($50-70). Operating with a dirty throttle valve results in the need to replace it - about $250. An original damper from an official service will cost about $200, and a good replacement will cost about $110.

The 1.6 MPI spark plugs are covered by a manifold - replacing them is difficult.

The disadvantage of the 102-horsepower 1.6 MPI is high fuel consumption. For example, in Passat and Octavia it reaches 9-9.5 l/100 km. The problem is known to both the owners and the manufacturer. The first ones solve it by installing gas equipment, since the engine runs great on gas.

In 2001, the FSI direct injection version entered the market, which consumes 15-20% less fuel than the MPI. The engine features a modern design, chain drive of camshafts (except for versions designated BAD) and better dynamics. The first copies had a power of 110 hp, later ones - 115 hp.

Unfortunately, it quickly became clear that the design of the new engine was imperfect. And although the engine block was still strong, the “head” and equipment caused a lot of trouble. In the first versions, the gas distribution system failed: the chain quickly stretched, the hydraulic chain tensioner and the valve timing regulator failed.

Soon the problem of carbon deposits on the intake valves arose, and malfunctions in the electronics that controlled the engine began to occur. Many owners drive with the “Check Engine” indicator constantly glowing. They reason like this: “The fight against it does not always give results, and even then it is often temporary. And the expenses incurred can be large or even too large.”

Many troubles begin due to refueling with low-quality 95 or 92 gasoline, while the engine is designed for 98. As a result, the “Check” lights up, the valves begin to make noise, the lambda probe and the nitrogen oxide sensor fail.

FSI is significantly more expensive to repair. While MPI repair costs are in the hundreds of dollars, FSI may cost around $1,000. Not without reason, the FSI version was constantly modernized, and in 2008, further production was completely abandoned. The improved MPI remains on sale to this day and is considered one of the best petrol units from the VW group.

Typical 1.6 MPI faults

Throttle valve.

The most common and most typical problem with the 8 valve version of the engine is related to improper operation of the throttle valve. This is the result of its pollution. Mechanics recommend cleaning the damper regularly (every 40,000 km, cost $50-70) and reprogramming it. Replacement is much more expensive. For the original one you will have to pay 170-200 dollars, and for an analogue of decent quality - 110 dollars.

Ignition coil.

The disease is manifested by uneven engine operation and partial loss of power. Fortunately, there is only one coil and replacing it is simple and inexpensive.

Lambda probe.

Repairs are inexpensive.

Typical faults 1.6 FSI

Carbon deposits on valves and intake ports.

The problem is manifested by a drop in engine power and unstable idling. Removing oil deposits is problematic. In order to do this well, you need to remove the block head and get rid of carbon deposits mechanically.

This is what one of the valves of the 1.6 FSI / 115 hp engine looks like. after 100,000 km.

Nitrogen oxide sensor.

Very expensive replacement - up to $500.

Timing belt

The timing chain stretches and the chain tensioner fails (mainly in early production versions). If left untreated, the chain may jump with subsequent damage to the valves and head. Replacing the chain, shoes and rollers will cost about $300 outside the dealership.

Sometimes the 1.6 FSI engine control unit fails.

Application

1.6 MPI.

Audi A3 I (101 and 102 hp, 1996-2003)

Audi A3 II (102 hp, 2003-2010)

Audi A4 I (101 and 102 hp, 1994-2001)

Audi A4 II (102 hp, 2000-2008)

Seat Ibiza II/Cordoba I (75 and 101 hp, 1996-2002)

Seat Leon I (101 and 102 hp, 1999-2006)

Seat Leon II (102 hp, 2005-2012)

Seat Altea (102 hp, 2004-2010)

Seat Toledo I (101 hp, 1996-99)

Seat Toledo II (101 hp, 1998-2000)

Seat Toledo III (102 hp, 2004-2009)

Seat Exeo (102 hp, 2009-2010)

Skoda Felicia (75 hp, 1995-2001)

Skoda Octavia I (75, 101 and 102 hp, 1996-2010)

Skoda Octavia II (102 hp, 2004-2013)

Skoda Octavia III (110 hp, from 2014)

Volkswagen: Polo, Golf, Bora, Jetta, Touran, New Beetle, Passat.

Engine 1.6 MPI with 75, 101 and 102 hp. found application in almost all VW models (class B, C and D).

1.6 FSI.

Audi A2 – 110 hp (BAD), 2002-2005

Audi A3 II – 115 hp (BAG, BLF and BLP), 2003-2007

Seat – 1.6 FSI did not go to any model.

Skoda Octavia II – 115 hp (BLF), 2004-2008

Volkswagen Golf - IV 110 hp (BAD), 2001-2003

Volkswagen Bora - 110 hp (BAD), 2001-2005

Volkswagen Golf V – 115 hp, 2003-2007

Volkswagen Jetta V – 115 hp, 2005-2007

Volkswagen Touran I – 115 hp, 2003-2006

Volkswagen Passat B6 – 115 hp, 2005-2007

Very often I have to read questions - “tell us about the Hyundai Solaris and KIA RIO engines, whether they are reliable or not, how long they last (resource), what problems there are, pros and cons, etc.” After all, these Korean cars are among the best-selling and there is a lot of interest in them. I haven’t recorded this video for a long time (I thought everything had already been said before me in hundreds of videos and articles), but readers want my opinion, so I decided to write it today. As usual there will be a video version at the end...

It is worth noting that these power units are also found in most other Korean cars of a higher class, such as KIA CEED and CERATO, as well as Hyundai Elantra, I30 and CRETA. They are also common in Russia, and therefore the information will be of interest to their owners.

For the impatient, I would like to say one thing - THESE ENGINES ARE RELIABLE AS A HAMMER, THERE ARE SIMPLY NO COMMON PROBLEMS WITH THEM NOW. Feel free to take it.

But for those who want to learn more about the engines of these Korean units, read on.

What motors are installed?

Let's start with old cars (2010 - 2016 years of production), only two power units were installed on them, generations GAMMA 1.4 liters (107 hp) and 1.6 liters (123 hp)

At the moment (since 2017), both Solaris and RIO have two engine options - these are the so-called KAPPA (volume 1.4 liters - 100 hp) and GAMMAII (1.6 liters - 123 hp) .

The KAPPA generation began to be installed on “poor” versions of the new generation of cars only in 2017; in high trim levels there is a modified GAMMAII engine (unspoken name)

EngineGAMMA (G4FA andG4FC)

Perhaps I’ll start with a description of these engines, as well as with the structural features (the analysis will be very detailed, so stock up on tea):

Where is it produced: The plant is located in China (Beijing Hyundai Motor Co). There is often a very biased attitude towards this country, that “they say” everything is of poor quality and so on. However, do not confuse underground and factory production (this is a huge difference). And so for a moment IPHONE is also made in the Middle Kingdom.

Fuel supply system, recommended gasoline and compression ratio : Injector, multipoint injection (MPI). I think this is a plus, because this system is very simple, the injectors do not have contact with the combustion chambers (like GDI direct injection), here they are built into the intake manifold. They are cheaper, the pressure is lower (there is no analogue to the injection pump), and you can clean them yourself. In general, I advise you to read it, everything in it is simple and straightforward. You can fill it with gasoline and it works great (this is another plus). – 10.5.

Engine block : I won’t spend a long time debugging it now - YES IT’S ALUMINUM with thin-walled dry cast iron sleeves (they are poured in at the time of production). How many people “shout” (on various forums) that the power unit is disposable and that “they say” it’s driven for 180,000 km and throws it all away (a little later). However, as practice shows, these motors can be easily repaired. There are a bunch of videos on the Internet where these old worn-out liners are thrown out and new ones are put in their place (and then the piston liner, etc.). So Russian masters can do a lot - THIS IS A FACT!

Cylinders, pistons, crankshaft: 4 pieces in a row, lightweight oil scraper pistons and compression rings of normal sizes (although they could have been thicker). The crankshaft and its bearings do not cause any complaints, they run for a very long time (this unit is not a problematic link)

Timing system : ON THE SOLARIS - RIO engine, two camshafts are installed, 4 valves per cylinder (that is, 16 valves). – NO, only pushers are installed. It stands, with a hydraulic chain tensioner. There is one, located on the intake shaft.

: Intake – plastic, with a variable intake geometry system (VIS). Graduation – stainless steel. In fact, everything is very simple.

Oil: Replacement is allowed once every 15,000 km; synthetic 5W30, 5W40 is recommended. Volume approximately 3.3 liters. Operating temperature – 90 degrees Celsius

Resource declared by the manufacturer : about 200,000 km.

The difference between 1.4 and 1.6 liter engines : The weak version bears the abbreviation G4 FA (1.4L-107) , the older version is known as G4 FC (1.6l-123) . The engines are almost identical, the only difference is that the more powerful version has a piston stroke of 85.4 mm, and the weaker version has a piston stroke of 75 mm (different crankshaft). Thus, “1.6” simply sucks in a larger volume of fuel - EVERYTHING ELSE IS WITHOUT CHANGES (it will be very detailed in the video version).

DifferenceGAMMA andGAMMAII (G4FG)

As I wrote above, the generation of GAMMA engines was installed not only on HYUNDAI SOLARIS and KIA RIO, but also on CEED, CERATO, ELANTRA, I30 and, say, CRETA. But if on SOLARIS (RIO) the power was 123 hp, then let’s say on various SIDs, ELANTRAs and other C-classes it was 128-130 hp. Why is that?

IT'S SIMPLE:

Behind the scenes there is such a difference as GAMMA and GAMMAII motors:

GAMMA - these are power units with one phase shifter at the inlet, volumes of 1.4 liters (code designation G4FA) and 1.6 liters ( G4FC).

GAMMAII – until 2016, they were installed only on CEED, i30, CERATO, ELANTRA, etc. (power varied from 128 to 130 hp). Since 2017, they have also been installed on SOLARIS, RIO and CRETA (power is artificially reduced to 123 hp). The only difference is that they have two phase shifters on both shafts, the volume is 1.6 liters (code designation G4FG). Otherwise the design is identical

The bottom line is that since 2017, the engines on SOLARIS and RIO have become different (as on ELANTRA, SID and others), both 1.4 and 1.6 liters. It may not be critical, but they are different.

Pros, cons and resource

I’ll probably start with the resource - this is exactly what it will be first plus . The manufacturer gives about 200,000 km, but now there are cars since 2010 that have already covered 500 - 600,000 km and you know, the engines work, no matter what (no matter how much they are scolded).

The units are truly trouble-free. , and often do not run on the best 92 gasoline. It is worth noting the convenient location, everything can be reached and easily replaced (spark plugs, air filter), intake and exhaust manifolds, engine mounts. Short inlet, and this is not unimportant (the shorter it is, the less pumping losses due to suction). Also, there is not such a large volume of plastic as now in many modern engines. The main thing is to maintain it on time (I still recommend you change the oil every 10,000 km), use high-quality synthetics (there is still a phase shifter and a chain tensioner), and fill in 95 gasoline.

By cons (although these are not cons, but my recommendations). The noisy operation of the fuel injectors is not fatal, but it is a fact (it does not seem to be a chattering chain). There are no hydraulic compensators (there are ordinary pushers) they need to be changed (by selecting new ones according to height) approximately once every 100,000 km. It is also advisable to replace the chain mechanism, and the timing chain itself, up to 150,000 km. Sometimes it happens (it can simply crumble), crumbs from it get into the cylinders and can very quickly kill the engine. The problem is not widespread, but it happens, as dealers assure, from low-quality fuel, so refuel at normal gas stations

If we sum up the G4FA or G4FC, G4FG motor, then they really now have a great resource. As one mechanic told me, “reliable as a hammer and that not all Japanese walk like that now.” THIS IS WHY many taxi companies love them so much.

EngineKAPPA 1.4MPI (G4LC)

In my opinion, this is a continuation of GAMMA motors, but KAPPA also has its own tricks. Code name G4 L.C. . Before installation on Solaris and RIO, this engine was installed on HYUNDAI i30 and KIA CEED.

Power : The very first thing worth noting is its horsepower – 99.7 hp. (in the nomenclature it is written that 100 hp). This was done specifically for tax purposes, because in early versions of the CEED and i30 such engines developed approximately 109 hp. So after the purchase you can restore justice with the factory firmware () from Korea

Where does it gather? : According to the latest information, they are supplied directly from Korea (there is no talk about China).

Fuel supply system, gasoline, compression ratio: Here, multiport fuel injection (MPI) injectors are installed in a plastic intake manifold. Gasoline no less than 92. Compression ratio 10.5

Engine block: Aluminum with dry cast iron sleeves. Essentially the design is similar to GAMMA, but the KAPPA block is lighter by 14 kilograms compared to its predecessor! This causes concern, the motors are already “thin”, and here 14 kg have been removed from somewhere.

Cylinders, pistons, crankshaft: 4 – cylinder, arranged in a row. The pistons are even more lightweight than their predecessor. HOWEVER, as the manufacturer assures, they cost piston cooling nozzles – THIS IS REALLY A PLUS. The connecting rods are thinner, but they are longer. The crankshaft is similar to G4FA and G4FC, but according to my data the journals are slightly narrower. Again, relief in everything is not very good.

Timing system: 16 valves (4 per cylinder). Again, there are no hydraulic compensators, there are ordinary pushers. BUT there are two phase shifters on the intake and exhaust shafts (D-CVVT). There is a plate toothed chain.

Intake and exhaust manifold : As usual, the intake is made of plastic, with a variable intake geometry system (VIS). The outlet is made of stainless steel, with a catalyst built into it.

Lubrication: You need to fill in synthetic 5W30 or 5W40, replacement is allowed after 15,000 km (volume is also about 3.3 liters). Operates at a temperature of -90 degrees Celsius.

Manufacturer resource – about 200,000 km.

Advantages and disadvantagesKAPPA

If we compare the G4LC and G4FA (1.4 liters), then in the KAPPA generation maximum power is achieved already at 6000 rpm. Whereas GAMMA at 6300 rpm. We achieved this with a longer piston stroke:

GAMMA1.4 , stroke-75mm, diameter-77mm

KAPPA1.4 , stroke-84mm, diameter-72mm. That is, he is smaller, but he walks more.

Another plus is good fuel economy (up to 0.2-0.3 liters per 100 km, if compared with the opponent) and the elasticity of the engine; it also has two phase shifters. Well, reducing weight by 14 kg also gives advantages in acceleration and fuel consumption.

Here, in most cases, there are also metal throttles and thermostats, and there is cooling of the cylinders with injectors. With proper maintenance (change the oil every 10,000 km and pour good oil), they last more than 250,000 km (this has been proven by the operation of the i30 and CEED). By the way, they are now installing it on RIO X-Line

The disadvantages are the LIGHTENING of everything and everyone, especially the block, connecting rods, pistons (by 14 kg). Of course, “” is also possible (by folk craftsmen), but it will be more accurate and complex. Again, the injectors are noisy, this is just a design specificity. We change the pushers every 100,000 km and the chain mechanism every 150,000 km (although this is not that expensive by modern standards). Just like on many modern cars, there may be problems with scuffing from the catalyst (but this is not a complaint about this power unit).

The engine also turned out to be successful, and picks up much faster than the opponent, runs easily up to 250,000 km and has virtually no problems with proper care.

Now we are watching the video version of the article, I think it will be interesting.

To sum it up, we can say that any 1.4 or 1.6 liter engine in HYUNDAI Solaris, Elantra, i30, Creta, as well as in KIA RIO, RIO X-line, CEED, Cerato RUN WITHOUT PROBLEMS, often just huge runs of 500 - 600,000 km. TAKE IT, DON'T BE AFRAID.

One of the most important characteristics of any engine is its displacement. Since the first ones appeared, this characteristic of the motor has been the primary indicator by which one or another power unit is distinguished. For this reason, the concept of “engine displacement” is constantly used in relation to various power plants. On many cars, the engine size is indicated in the form of a special nameplate next to the designation of the model itself. For example, BMW 740 means that it is the seventh series in the model range with an engine capacity of 4.0 liters.

When it comes to comparing powerful naturally aspirated and turbo engines, a simple atmospheric engine is generally considered more reliable. On average, a gasoline turbo engine with a power of about 200 horsepower and a displacement of 1.8 or 2.0 liters, even with high-quality maintenance, may require attention at a mileage of about 180-250 thousand km. At the same time, a 3.5-liter naturally aspirated engine with similar power will cover about 350 thousand km without repair. It should also be noted that it is not correct to compare gasoline and diesel engines only by volume, since diesel initially has higher efficiency and a number of other distinctive features.