Hyundai Beta engine
The Hyundai Beta engine is a 1.6 L to 2.0 L straight-4 built in Ulsan, South Korea. All Beta engines are DOHC designs.
1.6
The G4GR (also called the 1.6 D) is a 1.6 L (1599 cc) DOHC engine. Output is 116 hp (85 kW) at 6000 rpm and 106 ft·lbf (143 Nm) at 4900 rpm. The engine's bore is 77.4 mm and its stroke is 85 mm.
1.8
The G4GM (also called the 1.8 D) is a 1.8 L (1795 cc) DOHC engine with a larger 82 mm bore. Output is up to 130 hp (96 kW) at 6000 rpm and 126 ft.lb of torque (170 Nm) at 4200 rpm. Its first appearance was in the 1996 Elantra.
2.0
The G4GF (also called the 2.0 D) is the 2.0L (1975cc) version, having debuted in 1997 as the uplevel engine for the original Hyundai Tiburon. It shares the larger 82 mm bore of the 1.8 but is stroked to 93.5 mm. It has a cast iron engine block and aluminum DOHC cylinder heads. It uses MFI fuel injection, has 4 valves per cylinder and features forged steel connecting rods. Output is 140 hp (102 kW) at 6000 rpm and 133 pound-feet (180 N·m) of torque at 4800 rpm.
Beta II
During 2001-2002, the new Beta II (G4GC) engine made its debut in models such as the XD Elantra and GK Tiburon. Output is 138 hp (102 kW) at 6000 rpm with 136 foot-pounds force (184 N·m) of torque (184 N·m) at 4500 rpm. It has a cast iron engine block and aluminum DOHC cylinder heads. The latest version of the 2.0L Beta engine (G4GC) features CVVT, which exists only on the intake side, a first for Hyundai/Kia. The following changes were noted.
- Redesigned block with external contouring of cylinder bores (instead of flat sides), extra ribbing and one extra transaxle fixing point (now 5)(less NVH)
- Crankshaft now has 8 counterweights instead of 4.(NVH)
- Cast & ribbed aluminium sump pan (instead of pressed steel sheet) with stronger joint to transaxle (NVH)
- Reshaped combustion chambers, ports & pistons (performance, [fuel] economy, emissions)
- 20 mm (0.8 in) longer intake rams, 8% smaller surge tank, resonator added, spark timing and valve lift optimized, lighter valve springs, denser conrod bearings, returnless fuel system (instead of return type) with higher fuel pressure and smaller injectors (torque spread and economy)
- Cylinder head machined to more precise tolerances
- Head gasket now 2-layer (instead of 3)
- Idle speed reduced to 700 rpm from 800 rpm (NVH)
- Hydraulic engine mounts (4) instead of rubber (NVH)
- Heat shield installed between engine and air filter, reducing heating of induction air.
- New camcover with I-piece high-specific gravity polypropylene baffle (ilo 2-piece pp)
- Oil flow reduced (economy)
- Mechanical valve lash adjusters (solid lifters) replace hydraulic, improving valve clearance precision (durability).
- Lower valve spring load reduces valve train friction (performance).
- Engine cover installed (NVH and dress up engine bay)
- Catalytic converter now upstream adjoining exhaust manifold (ilo under car) (emissions)
- Other detail changes to: alternator, intake manifold brace, power steering & a/c pulleys, idle speed actuator, oil filler cap & drive plate between engine & torque converter[1]
In 2008 the Beta II was modified to produce 142 horsepower (106 kW) and 137 lb·ft (186 N·m) of torque.
Applications:
References
See also