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Hyundai Allantra extent

The fourth-generation Elantra is a boring machine in all respects. Both in terms of design and in terms of operation. No hidden corrosion, tricky electrics or characteristic breakdowns that you will not find among competitors in the segment. Usually, it all comes down to a simple replacement of consumables and a touch-up of chips – we saw this in the first part of the review. In the second part, we understand the engines and gearboxes, which, as it seems, are also not inclined to present expensive surprises. However, problems are encountered.

Transmission
There are no particular problems with transmission mechanics. The CV joint resource is moderate, after 150 thousand runs there are increased backlashes and noise, but there are no difficulties with replacing, good quality original parts are available. Internal tripods are generally safer than external hinges. The only nuance is that if you look for a replacement for the Elantra, then the choice is not very large, and the brands are not encouraging. The situation is a bit better if you look at the analogues for Soul and Cee’d: there are GKN-Spidan parts for them at a price only slightly higher than for Chinese brands.

The five-speed manual gearbox of the M56CF1 series, which was paired with 1.6 engines, is not pleased with outstanding reliability. The reason is that the bearings are not of the best quality and the oil seals are weak, and the primary shaft seal for replacement requires disassembly of the unit. The differential is also weak, with dirty oil and a large load, it is very likely that the satellites will “grip” the satellites to the axle with the subsequent destruction of the box body.

The repair units are inexpensive: usually everything ends with the replacement of bearings and seals, sometimes synchronizers, fifth gear gears change less often. But if you go on a howling box for a long time, then most likely there will be “Stalingrad” inside, and there will be nothing to restore due to the damage to the case.

The choice of second-hand units is large, because it is this box that stands on most Hyundai / KIA cars with 1.6 engines, including Solaris, but it is difficult to find completely live with low mileage. You can “listen” to the emerging transmission howl from the cabin on the go, so it is strongly recommended to check it on a lift with wheels hung.

Automatic boxes A4CF2 series much safer mechanics. At standard oil change intervals of 50-60 thousand kilometers after 150 thousand mileage, the hydraulic unit will most likely require attention, but often everything is limited to flushing and replacing linear pressure solenoids and blocking the gas-turbine engine.

At runs of about 200 thousand, critical wear of the gas-turbine engine linings is possible and subsequent intensive contamination of the oil in the box. And with long-term operation in dirty oil, not only the hydraulic unit suffers, but also the pump. If the oil does not change, sooner or later you will have to change the cover and gears, and often the bushings.

Alas, many people drive in this mode, and sometimes it is easier to buy “slightly used ones” with mileage up to a hundred, proactively sort out and deliver than to fully restore the already stopped unit, since there is a choice of used options.

If everything is good with the box, it is recommended to change the oil more often, to warm it longer in winter and to drive less. And if urban cork operation and / or the climate in your region is hot, then an additional external radiator for cooling will be very useful.

Motors
The bulk of cars in our market is equipped with a 1.6 engine with a capacity of 122 hp. – This is an old friend of G4FC, which applies including on Solaris. The motor is simple and very efficient; here a version with a single phase regulator is used.

The design is typical for Asian engines of zero years: aluminum block, cast iron sleeves, long stroke design, chain timing, phase regulators, plastic inlet, distributed injection and a very compact design, made as technologically as possible. Typical problems have been known for a long time: these are possible early wear of the timing chain and piston group scuffs, usually associated with catalyst wear and piston skirt design.

But, as practice shows, “not all G4FC are equally useful.” The version on the Elantra surprisingly has a greater resource piston group and timing chain than Solaris. Bullies are a rarity here, with runs up to 200-250 thousand, there is almost no oil appetite for engines, limited to a liter of 10 thousand mileage. The catalyst with runs of the order of 200 thousand is usually almost complete, it is just beginning to crumble, and it is surprising that even the timing chain for this run is also usually still in good condition. At 300 runs, there are cars without a major overhaul, but without serious problems and a minimal oil appetite, and not from a taxi.

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