Quote from a Kia/Hyundai tech: "in no particular order i will use the just now previous generation of engines that were typicality from 2011 to 2016, there is hundreds of thousands of these types everywhere and they were all updated for the 2017 model year in one way or another, and most of those are too new to know what is going to happen just yet
first i will go over a common issue that is for all of the engines of this period that is typicality due to customer neglect and that is our oil control valves "ocv" for the Variable valve timing, they love to clog up over time if people are going 10-15k on the oil repeatedly over years and years, luckily they are fairly inexpensive and easy to replace
some of the variable valve runner systems on our engines will go out of wack or break, plastic water temperature control assemblies "thermostat housing for non kia people" that will crack, and GDI systems that need to have replacement procedures done perfectly or people might burn to death, but to continue. (insert this note: during engine replacement)
first i will go over our most common complicated engine the 11-16 lambda v6 3.3-3.8 MPI/GDI
note 1: a uncommon issue but noteworthy on some of these is dependent on build date and plant manufacture 2011-13 MPI v6 sorentos, some of the VVT actuators were causing issues with ridiculous start up chatter due to a dry'ish vvt system
note 2: the most common issue on these engines is to have a oil pressure switch "or oil sending unit as non kia people call it" failure, it will function perfectly fine, but the internal seal will fail causing the engine valley to fill up and leak onto the transmission causing one heck of a mess, its a inexpensive part but takes a few hours a labor to get to, typically happens around the 60-90k mark
11-16 gamma I4 1.6L
note 1: purge control solenoid valve failure, the dang things are just for emissions but they are quite common to go bad on any car with a gamma in it, dirt cheap and anyone can replace one
note 2: uncommon but bad cats, perhaps not necessarily the engines direct fault but were ever the kia souls got their cats from some of them will plug, melt or just straight up die, quite a few toyotas from the same era have this same issue and now we both have coming recalls on them so there is that
11-16 Nu I4 1.8L-2L
note 1: truly unforgiving of low oil, this engine only holds 4 US quarts of oil, if you only have 2 in it can hop time, notably on the exhaust cam
note 2: rare, but just enough to note, random timing chain tensioner failure, strangely most of the ones we have seen this happen to have not caused engine destruction despite being a interference engine, it will typically jump time on both cams and throw correlation codes up like mad, this seems to happen on cars that are near or over 100k so we typicality get a new tensioner and reset the timing and all is good again, but then some [engines are] just simply destroyed
The American built 11-16 Theta GDI 2.4L or 2L turbo engine
it only has one issue really, everything else about it is fine, just one flaw ... just ... one, Hyundai plant in Alabama messed up building nearly 2 million of them from 11 to 16 (insert this note: newer versions have the same issues) , The MPI version that is typically the standard engine across the world that is still build and used to this day is great, same thing goes for the Mitsubishi and Chrysler version of the engine, but the GDI version that Hyundai developed after the fall of the Global Engine Alliance was the only version available in the states due to emission and gas mileage regulations on many models
some part of the GDI version has compromised the oiling system, notably taking out rod bearing like crazy, whether it is to much intake valve build up and fuel pressure causing oil dilution due to rich conditions from the GDI or simply bearing clearances being to tight i dont know, but NONE of our other GDI engines have this issue, just this one engine that came out of that god forsaken plant in Alabama, it is not good for us, costing the Group as a whole tens of millions of dollars but luckily its days are now numbered so i will be glad when i will never have to see these dang things ever again
they are investing 388 million in tooling for a new engine
https://www.autoblog.com/2018/05/30/hyundai-388-million-expansion-engine-plant/
in somewhat related news to the above subaru just wrapped up a class action for a similar issue on their flat engines rod bearings from 2012-2017 but with no recall issued, maybe our bearing sources were the same, dont know and almost impossible to figure out since i am not in the know
but there you go that is our most common engine issues, and really ... thats just all we see ... they just work "
first i will go over a common issue that is for all of the engines of this period that is typicality due to customer neglect and that is our oil control valves "ocv" for the Variable valve timing, they love to clog up over time if people are going 10-15k on the oil repeatedly over years and years, luckily they are fairly inexpensive and easy to replace
some of the variable valve runner systems on our engines will go out of wack or break, plastic water temperature control assemblies "thermostat housing for non kia people" that will crack, and GDI systems that need to have replacement procedures done perfectly or people might burn to death, but to continue. (insert this note: during engine replacement)
first i will go over our most common complicated engine the 11-16 lambda v6 3.3-3.8 MPI/GDI
note 1: a uncommon issue but noteworthy on some of these is dependent on build date and plant manufacture 2011-13 MPI v6 sorentos, some of the VVT actuators were causing issues with ridiculous start up chatter due to a dry'ish vvt system
note 2: the most common issue on these engines is to have a oil pressure switch "or oil sending unit as non kia people call it" failure, it will function perfectly fine, but the internal seal will fail causing the engine valley to fill up and leak onto the transmission causing one heck of a mess, its a inexpensive part but takes a few hours a labor to get to, typically happens around the 60-90k mark
11-16 gamma I4 1.6L
note 1: purge control solenoid valve failure, the dang things are just for emissions but they are quite common to go bad on any car with a gamma in it, dirt cheap and anyone can replace one
note 2: uncommon but bad cats, perhaps not necessarily the engines direct fault but were ever the kia souls got their cats from some of them will plug, melt or just straight up die, quite a few toyotas from the same era have this same issue and now we both have coming recalls on them so there is that
11-16 Nu I4 1.8L-2L
note 1: truly unforgiving of low oil, this engine only holds 4 US quarts of oil, if you only have 2 in it can hop time, notably on the exhaust cam
note 2: rare, but just enough to note, random timing chain tensioner failure, strangely most of the ones we have seen this happen to have not caused engine destruction despite being a interference engine, it will typically jump time on both cams and throw correlation codes up like mad, this seems to happen on cars that are near or over 100k so we typicality get a new tensioner and reset the timing and all is good again, but then some [engines are] just simply destroyed
The American built 11-16 Theta GDI 2.4L or 2L turbo engine
it only has one issue really, everything else about it is fine, just one flaw ... just ... one, Hyundai plant in Alabama messed up building nearly 2 million of them from 11 to 16 (insert this note: newer versions have the same issues) , The MPI version that is typically the standard engine across the world that is still build and used to this day is great, same thing goes for the Mitsubishi and Chrysler version of the engine, but the GDI version that Hyundai developed after the fall of the Global Engine Alliance was the only version available in the states due to emission and gas mileage regulations on many models
some part of the GDI version has compromised the oiling system, notably taking out rod bearing like crazy, whether it is to much intake valve build up and fuel pressure causing oil dilution due to rich conditions from the GDI or simply bearing clearances being to tight i dont know, but NONE of our other GDI engines have this issue, just this one engine that came out of that god forsaken plant in Alabama, it is not good for us, costing the Group as a whole tens of millions of dollars but luckily its days are now numbered so i will be glad when i will never have to see these dang things ever again
they are investing 388 million in tooling for a new engine
https://www.autoblog.com/2018/05/30/hyundai-388-million-expansion-engine-plant/
in somewhat related news to the above subaru just wrapped up a class action for a similar issue on their flat engines rod bearings from 2012-2017 but with no recall issued, maybe our bearing sources were the same, dont know and almost impossible to figure out since i am not in the know
but there you go that is our most common engine issues, and really ... thats just all we see ... they just work "
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