2001 2.4L Hyundai Engine Runs Rough - Engine Builder Magazine

2001 2.4L Hyundai Engine Runs Rough

This condition may be caused by the exhaust camshaft coming out of time. A new timing belt cover (P/N 21360-38214-D) that incorporates a timing belt guide has been installed on vehicles produced since Jan. 30, 2001.

Vehicles/Engines that experience the condition described above should be updated with the new timing belt cover.

Inspection:

1. Inspect the production date of the vehicle. Vehicles produced on or after Jan. 30, 2001 are not affected by this TSB.

2. Remove the upper timing belt cover.

3. Rotate the crankshaft until the timing mark of the intake cam sprocket is aligned with the timing mark on the rocker cover.

4. Inspect the alignment of the timing mark on the exhaust cam sprocket with the timing mark on the rocker cover:

   a. If the exhaust timing mark is properly timed, skip to step 13.

   b. If the exhaust timing mark is not timed properly, continue to the service procedure section.

Service Procedure for Installers:

1. Remove the right front wheel and engine splash shields.

2. Lower the vehicle and support the engine with a floor jack.

3. Remove the right-side engine mount, water pump pulley, accessory drive belts and lower timing belt cover.

4. Set the engine to top dead center (TDC) and set the intake and exhaust cam sprockets on their timing marks (as close as possible).

5. Remove the auto tensioner and timing belt.

   a. Inspect the timing belt. If it’s worn, cracked or frayed, replace it.

   b. Inspect the tensioner. If it’s leaking fluid, replace it.

6. Slowly compress the tensioner in a vise (apply pressure until resistance is felt, allow tensioner to compress, then apply more pressure) until the locking pin can be re-installed. A locking pin is supplied with a new tensioner. If an extra locking pin is not available, a 3/64” steel pin can be substituted.

7. Install the cam sprocket holder (SPX/Kent-Moore P/N 09231-38000) to hold the cam sprockets in alignment during timing belt installation. Install the tool 1/4” deep after the sprocket timing marks are in alignment.

Note: Insert the tool only 1/4” to make it easier to remove after the timing belt is installed.

8. Set the oil pump sprocket so that the timing marks are aligned. Quickly rotate the sprocket back and forth, between the 9 and 12 o’clock positions “feeling” for a “centering feel” when the timing marks meet. If the sprocket timing mark feels like it wants to move away from the other mark, rotate the sprocket one complete revolution and try it again.

The timing marks will naturally align when the balance shaft is in the proper orientation.

Note: This step is an alternative to the shop manual instructions. Either method is acceptable.

9. Verify the following timing marks are aligned:

   a. Camshaft sprockets (intake and exhaust);

   b. Balance shaft and oil pump sprocket/balance shaft; and

   c. Crankshaft.

10. Wrap the timing belt in a clockwise direction, starting from the intake cam sprocket. Keep the belt tight when installing over the exhaust cam sprocket, oil pump sprocket/balancer and crankshaft.

11. Apply hand pressure to the tensioner pulley to take up any slack, and remove the lock pin from the tensioner. Remove the cam sprocket holder.

12. Rotate the crankshaft clockwise (by hand) two complete revolutions and set to TDC. If the TDC mark was passed, then rotate the crankshaft another two complete revolutions. The crankshaft must be turned clockwise only for proper tension and orientation of the timing marks.

13. Inspect the timing marks of the cam sprockets for proper timing.

Note: Due to the difference in ratio between the crank sprocket and the oil pump sprocket, the oil pump sprocket will appear out of time after turning the crankshaft two revolutions (provided the sprocket was set properly in steps 8 and 9). The oil pump sprocket will come into alignment on the sixth revolution (1:1.5 ratio; crank to oil pump).

14. If the timing marks are properly timed, rotate the crankshaft an additional 90 degrees to take the marks off of TDC.

15. Reassemble the engine (if applicable) and install the new timing belt cover (P/N 21360-38214-0).

–Courtesy of Mitchell 1. For more information on Mitchell 1 products and services, automotive professionals can log onto the company’s website at www.mitchell1.com.

You May Also Like

Shop Solutions January 2023

Next time you have set of large journal small block Chevy connecting rods to resize, consider honing the big ends of them for a +.002” outside diameter bearing that the LS engines with fracture cap rods use.

Engine and Machine Shop Tips and Tricks

DOUBLE BYPASS

For proper block cleaning, the oil bypass valves in Gen 5 and 6 big block Chevys need to be removed. We made a couple different sized “hook” tools for a slide hammer. This tool will easily pull the valves out of the block and sometimes without damaging them.

Shop Solutions December 2022

Everyone misses occasionally, and this helps avoid dents and damage.

Jesel Certified Performance Rebuilds

Engine components are serious investments for any racer and maintaining that investment could be the difference between winning a championship and losing it.

Going the Extra Mile with Cylinder Head Porting

It’s not just the port work alone that creates spectacular cylinder head performance. The most critical areas of a cylinder head are those which pass the most air at the highest speed and for the longest duration. Your bowl area, the valve job, the throat diameter, and combustion chamber are all crucial parts. 

Tight Tolerances and Building Power

As you ascend Mt. Everest, you reach an area called the death zone. Once you climb high enough, the margin of error becomes perilously thin. That death zone also applies to engines. As the horsepower per cubic inch and rpm increase, the margin of error decreases. 

Other Posts

CNC Update: Features and Automation

Precision is key when it comes to automotive parts; the complex designs of connecting rods, pistons and rings, blocks, cylinder heads, and other parts require super tight tolerances that are getting more and more difficult to be met by hand or with other machining processes outside of CNC.

All Things Media Blasting

Engine building is a segment of the automotive industry that has always been ahead of the curve in media blasting, and no matter the engine shop, cleaning equipment is a common bond.

Engine & Hub Dynos: Necessary Tools and Additional Revenue

Being able to see the horsepower and the direct correlation to what is lost in the driveline is invaluable – dynos offer a myriad of benefits for the modern engine shop.

November 2022 Shop Solutions

November tricks and tips for the shop!