Hyundai Delta engine

In the series Delta is six-cylinder petrol engines with four-time overhead camshaft ( QOHC ) and 4 valves per cylinder. The engines were in Asan (South Korea), and Shandong (China) built.

The engine block and cylinder head are in contrast to the previously used Sigma both made ​​of aluminum. The 2.5 L output therefore weighs 145 kg ( 2.7 L 148 kg) more than 40 less than the same size Sigma. The stroke of 75 mm it shares with the 84 reamed to 86.7 mm 2.7 L variant. The idle speed with the air conditioning off varies between 880 (2.5 L) and 850 (2.7 L) in Drive- switching position between 625 ( 2.5 L) and 750 (2.7 L).

The inlet and exhaust camshafts for each cylinder bank are connected by a timing chain, the power transmission from the crankshaft to the cylinder head by means of toothed belts. This has a Nachspannautomatik, his inspection of all 30,000, the timing belt replacement provided depending on the model of all 90000-100000 km. The motors are not free runner.

The valves are actuated by hydraulic tappets without tilting and rocker arms. This form of the lash adjuster is maintenance-free up to the wear of the hydraulic tappets. This is caused by the removal of the contact surface between the cam and lash adjusters. The distance is initially offset by a spring, which presses the flush plunger top side up. Permanent tick indicates that this is no longer sufficient and the cam no longer constantly present at the lash, but this only reached once per revolution - the emergence produces the ticking sound. When replacing the plunger they are replaced with slightly longer to compensate for the removed cam material. If it fails, the exchange, and the cams are removed strengthened, eventually in a " run-in camshaft " results. Then it would have to be replaced in addition to the tappets. A tick can also be caused by improper oil viscosity or non-compliance with the change intervals. Does the oil channel in the hydraulic tappets about by low oil level is empty, the valve clearance is also too large and the valve can not fully open. A lesser amount of air, which is slightly less power are the result.

Even after prolonged shutdown, the noise is possible if the oil channels are idled. This is not a wear characteristic and disappears after a few seconds.


1998 Hyundai Sonata debuted in the fourth, the third, independently developed engine series to Alpha and Beta. As this was developed at the headquarters in Yongin ( South Korea) and was for a Hyundai premiere in two fields: the V6 engine as well as its all-aluminum construction. Previously, Hyundai made ​​slightly modified Mitsubishi rows in the V6 segment as well as in the V8 series Omega. The V6 series was based on cast iron and went to the end of the 1980s created back Cyclone series from Mitsubishi. At Hyundai, it was developed in parallel as the Sigma series. Since the debut of the Delta Motors Hyundai used only the upper range of the Sigma series to 3.5 L and modified these engines as in the running direction of the crankshaft, an identical design to Mitsubishi is no longer given since then. Sigma engines were found to 2006, the Kia Opirus and were replaced with the self-developed Lambda series since 2004.

The larger engine of the Delta series was manufactured at the factory in two versions: one for gasoline and one for LPG. The latter was offered only in South Korea and is intended to be a particularly smooth-running alternative to similar economic diesel engine.

At the forged from one piece crankshaft with six counterweights manufactured in the costly powder metallurgy connecting rods were joined in the then new " cracking process ". To apply the connecting rod to the crankshaft, its recess of two aneinenandergefügten shall be composed of. This " semi-circles " obtained by the targeted breakup a similar brittle contact surface such as porcelain. Therefore, the half-parts fit form-locking into one another, the gap is almost invisible, and the forces are distributed to the entire recess. Prior to the mid- parts were sawed apart, which reduced the power transmission and provides durability. Powder metallurgy also allows a more precise production and thus reduces the Auswuchtungsbedarf. For Hyundai coupe crankshaft was also poured in the expensive "non- twist " process. Here, the mold already corresponds to the finished crankshaft, which makes the removal of this complex. The twist- method, however, the shaft is cast in a first plane and then the forged crank pin. This may change the grain structure in the metal so that vulnerabilities arise. With better process control, this advantage was, however, minimized in recent years, according to a spokesman from Lunati, a crankshaft manufacturer for racing.

Delta motors have a variable intake system (Variable Intake System). This takes account of the pulsation of the air in the intake pipe, which is formed by the opening and closing of the valves. Find these under and over pressure pulses a rhythm adapted their way into the engine compartment, there is a light resonance charging effect, similar to a turbocharger. To achieve it opens at low and high speeds suitable for this purpose, short air. At medium speeds, the longer air guide is used by means of a flap, resulting in consistently high torque.

The better thermal conductivity of aluminum over cast iron leads to faster achievement of the operating temperature and reduced friction by unevenly extended cylinder.

The V- orientation of the two three - cylinder banks has the advantage of shorter length compared to in-line six cylinders, as installed about BMW. Moreover, hereby the crankshaft only has to be half as long as each crank pin drives two pistons. The disadvantage of the division into two benches are duplicate components at the other end of the piston - cylinder head about four instead of two camshafts must actuate the valves, so that a total increase maintenance costs easily. An additional component is required for the smooth operation, since at high rotational speeds, the three- cylinder banks emit more vibration. The help from a balancer shaft that rotates counter to the crankshaft at the same speed. There remains a small second-order free moment of inertia, as in -line four- cylinder engines.

The motors in this series were almost always offered with a four- speed automatic transmission, their average real consumption is between 9.7 l/100 km in sedans and about 12 l/100 km in vans and SUVs.

The larger delta engine was further developed in 2005 by more than a Mu to the same series. This is the only manufacturer with only one engine.



Listed are the world's built- delta motors for each model, except for the KIA Opirus these were also available in Europe.

Hyundai Coupe

  • Coupe GK G6BA ( 167 hp ): 2002-2006
  • G6BA (165 hp): 2007-2009

Hyundai Santa Fe

  • Santa Fe SM G6BA (173 hp): 2001-2006
  • L6BA: 2000-2005

Hyundai Sonata

  • Sonata EF G6BV (160 hp): 1998-2001
  • G6BA (173 hp): 2001-2004

Hyundai Trajet

  • Trajet FO G6BA (173 hp): 2001-2008
  • L6BA 1999-2004

Hyundai Tucson

  • Tucson JM G6BA (175 hp): 2004-2010

KIA Magentis

  • Magentis DG G6BV ( 169 hp ): 2001-2005

KIA Opirus

  • Opirus LD G6BA (175 hp): 2002-2006 ( in Europe only with 3.5 L Sigma)

KIA Sportage

  • Sportage JE G6BA (175 hp): 2004-2010