From 1989 to 2003, the company manufactured and installed the 2.5-liter Hyundai D4BA diesel engine on commercial vehicles, the Starex minibus, and the Galloper SUV. In essence, this power unit is a copy of the well-known Mitsubishi 4D56 diesel engine.
Hyundai developed its own engine in the late 1980s, based on the Mitsubishi 4D56 prechamber diesel engine. A Zexel fuel pump, an aluminum 8-valve cylinder head without hydraulic lifters, a timing belt, a balancer shaft block with a belt drive, and a cast-iron block make up the structural components. It is a standard atmospheric diesel unit since there was no turbocharger.
Originally designed for commercial vehicles, this diesel engine has been used on the Galloper SUV since the early 1990s and on H-1/Starex minibuses since 1997.
Diesels D4BB, D4BF, and D4BH are also members of this family.
The engine was mounted on:
- Hyundai Galloper 1 (JI) in 1991 – 1997; Galloper 2 (JK) in 1997 – 2003;
- Hyundai Grace 1 (P1) in 1994 – 2003;
- Hyundai Starex 1 (A1) in 1997 – 2003.
Specifications
| Production years | 1989-2003 |
| Displacement, cc | 2477 |
| Fuel system | prechambers |
| Power output, hp | 75 – 80 |
| Torque output, Nm | 140 – 160 |
| Cylinder block | cast iron R4 |
| Block head | aluminum 8v |
| Cylinder bore, mm | 91.1 |
| Piston stroke, mm | 95 |
| Compression ratio | 21 |
| Hydraulic lifters | no |
| Timing drive | belt |
| Turbocharging | no |
| Recommended engine oil | 5W-40, 10W-40 |
| Engine oil capacity, liter | 6.5 |
| Fuel type | diesel |
| Euro standards | EURO 1/2 |
| Fuel consumption, L/100 km (for Hyundai Galloper 2000) — city — highway — combined |
14.4 9.8 11.9 |
| Engine lifespan, km | ~400 000 |
| Weight, kg | 199.6 |
Disadvantages of the Hyundai D4BA engine
This unit has a straightforward distributor-type Zexel VE4 fuel pump, which is a replica of the incredibly dependable Bosch VE injection pump. However, at high mileage, it is typically already quite worn out, and starting a warm engine frequently causes issues. Additionally, as time goes on, the nozzles start to overflow and require replacement.
Although the manuals specify that the belt should be changed every 60 to 90 thousand kilometers, it can actually burst at 30,000 kilometers, especially if it is not tightened. The block of balancers is rotated by another belt here, and when it breaks, it falls beneath the timing belt, which frequently breaks as well. The fact that only rockers break off at the same time is also beneficial.
These diesel engines frequently have gasket breaks and are terrified of overheating. Usually, grinding the mating surfaces is necessary in addition to changing the gasket. Cylinder heads for these power units are extremely rare and costly due to the frequent occurrence of cylinder head cracks, which develop between the valves and around the prechambers.
Oil leaks are a common complaint on specialized forums; it climbs out of all the gaskets and seals, and there are still reports of the crankshaft breaking during long movements at low speeds. The vacuum pump frequently cuts off the crankshaft key and has poor reliability. Additionally, remember to check the valve clearance every 20,000 kilometers to prevent them from burning out.