Hyundai H-1 Review: Reliability, Problems & Buying Guide

When the dimensions of ordinary daily concerns begin to exceed the size of a regular passenger car, even in station wagon body style, when its passenger seats and cargo capacity are no longer sufficient to solve everyday tasks, it's time to consider purchasing a minibus. In the used car market, this segment is represented quite widely, and one of the most interesting options is the Hyundai H-1 second generation - a representative of the classic rear-wheel drive school.

Model History and General Characteristics

The Hyundai H-1 second generation is a true long-liver of the automotive market. The model has been sold since 2007, which means almost 15 years of presence in the Korean manufacturer's model lineup. During all this time, the car underwent only two facelifts - in 2013 and 2017, which were quite superficial in nature and mainly affected the exterior, interior, and functional equipment.

Such longevity of the model testifies to its successful concept and demand among consumers. The H-1 has established itself as a reliable working tool for those who need to transport large numbers of passengers or cargo.

Powertrains

Two four-cylinder engines were offered for the minibus: a 2.4-liter gasoline engine and a 2.5-liter diesel engine. However, cars with gasoline units were not particularly popular, and after the second facelift they were removed from the lineup. Today there are literally only a few such modifications on the secondary market, while diesel versions are represented in abundance thanks to high sales.

D4CB Diesel Engine

The D4CB turbodiesel for the Hyundai H-1 was initially presented in variants with 116 and 170 horsepower. The junior version was equipped with a five-speed manual transmission, while the senior version, in addition to the same five-speed manual, could also boast a five-speed automatic.

After the first facelift in 2013, the 116-hp modification completely switched to a six-speed manual transmission, while the 170-hp version switched exclusively to automatic transmission. The second facelift in 2017 did not change the transmission arrangement, however, the base 116-hp engine gained power and now develops 136 horsepower.

Engine Evolution

All three diesels are essentially the same D4CB engine, but with different degrees of tuning. In its development, it underwent three serious modernizations that adapted it to increasingly stringent environmental standards.

The second generation of this engine debuted on the Hyundai H-1 second generation. It was equipped with a Common Rail fuel system from Bosch that produced 1600 bar pressure, as well as a variable geometry turbocharger BorgWarner BV-43 that provided 170 horsepower.

Overall, the design proved successful, however, in 2008-2009, a large batch of cars were equipped with engines with defective connecting rod bolts, which caused the latter to break. During the 2009 recall campaign, these engines were replaced free of charge. Also, on engines produced up to and including 2008, injector mounting hardware was often replaced under warranty due to overtightening of bolts at the factory.

Third Generation D4CB

In 2011, the third generation D4CB appeared. The engine changed from Bosch injection to Common Rail from Delphi with 1800 bar pressure, instead of BorgWarner turbocharger they installed MHI TD03L4 turbocharger, and the compression ratio was reduced to 16.4 due to pistons of different design. There were other differences: different intake manifold, EGR system, oil cooler, pump, and so on.

At the same time, the maximum power remained the same, while torque increased from 392 to 441 Nm. Unfortunately, such modernization was not entirely successful - it was on engines with Delphi injection systems that owners massively complained about regularly failing high-pressure fuel pumps.

Engine Reliability and Service Life

Overall, the D4CB should honestly work 300,000 km before major repair. With proper maintenance and correct operation, this engine is capable of covering half a million kilometers. The main thing is not to overheat the unit, service it on time and change the oil, as well as refuel with quality fuel.

Design Features

The engine design is not the simplest. The valve timing drive consists of three chains. The chains serve 250-300,000 km and rarely require replacement before this period. The lower chain, which drives the oil pump and right balance shaft, stretches fastest. This is followed by wear of the intermediate and upper chains.

Simply replacing the chains is not enough - you also need to check the condition of the balance shafts and their bushings. In particular, with the right balance shaft, it's important to avoid critical deformations in the mounting holes. Otherwise, the balance shaft can seize and break the lower timing chain or damage the mounting seat in the block itself.

Lubrication System and Technical Maintenance

Some H-1 owners complain about the oil pickup, which can become clogged with dirt, leading to oil starvation. As a consequence - increased wear of the turbocharger, camshaft beds, and crankshaft bearings up to spinning. Indeed, this can happen when economizing on lubrication and maintenance.

On cars with Euro-4 and lower engines, problems can arise due to burnout of copper fireproof washers under the injectors. This is a real time bomb. On Euro-5 engines, the injector shafts are brought up, which solves this problem.

When the fireproof washer burns out, hot gases enter the valve cover, overheat the injector stem and form abrasive-like deposits on it. This deposit is then washed away by oil through all channels, clogging and contaminating the system. The engine begins to actively blow-by and push oil through all gaskets and seals.

To prevent this, washers should be changed approximately every 50-60,000 km or once every 2.5 years. An attentive owner will have no problems with the oil pickup, and the turbocharger is unlikely to require attention before 200,000 km.

Main Components and Their Service Life

At distances up to 200,000 km, hydraulic compensators, EGR valve, high-pressure fuel pump, and intercooler will not cause trouble. However, glow plugs may stick - many owners point to this nuance. But this is not such a disaster if you don't try to unscrew them by force. The glow plug replacement interval is better shortened to 100,000 km, and optimally changed every 80,000 km.

Transmission

Hyundai H-1 transmissions can boast solid durability reserves. This is true for both manual transmissions and the automatic.

Manual Transmissions

Serious problems with the five-speed manual transmission M5TR-1 arise only after 230,000 km and are related to natural wear of main components. These can be increasing play in the linkage, leaks from deformed seals, as well as synchronizer damage accompanied by characteristic grinding.

The six-speed transmission M6VR-2 is famous for an even longer trouble-free operation period. It has the same malfunctions as the five-speed unit, plus attention is drawn to the failure of the gradually deteriorating dual-mass flywheel. This happens at mileages over 250,000 km.

The clutch life is only slightly less and is in the range of 180-200,000 km. For replacement, it's advisable to use special non-original kits from third-party manufacturers that include all necessary components.

Automatic Transmission

The five-speed automatic transmission A5SR-2 is a well-known Japanese transmission Jatco JR507E used in many models. To ensure it doesn't cause trouble up to 300,000 km, you simply need to change the transmission fluid no less than every 50-60,000 km and regularly clean the cooling radiator. Installing an additional fine filter also helps.

The main wear indicator is transmission fluid leaks through the oil pump seal. If they exist, it's time for serious repair. The cause is severe wear of the torque converter lockup clutch linings.

If leaks are accompanied by vibrations during driving, then the oil pump itself is already damaged. But this happens at quite serious mileages, unless the transmission was killed by aggressive driving.

The durable A5SR-2 automatic has its Achilles heel - the electronics, more precisely the plastic mounting plate with contacts installed on the hydraulic block. Due to vibrations or oxidation, both contact tracks and connection points can crack, most often in the contact groups of central solenoids.

Driveshaft

Speaking of transmission, one cannot fail to mention the universal joints and center bearing of the driveshaft. Their service life, as practice shows, is in the range of 150-200,000 km. After replacement, the driveshaft must be balanced - vibrations from an unbalanced shaft can quickly damage both the transmission output seal and the rear differential.

Suspension

Reviews of the Hyundai H-1 second generation suspension are radically opposite and convey the full range of emotions - from extremely negative to maximally enthusiastic. If you read them carefully, it becomes clear that those who operate the car particularly mercilessly criticize the suspension most.

This minibus is designed for trips on smooth, preferably paved roads, and overloading is contraindicated. If this requirement is observed, control arm bushings, ball joints, stabilizer links, and wheel bearings will easily serve their designated 100-130,000 km.

The only "but" is the front wheel bearings, which are replaced only as an assembly with the hub itself. Unfortunately, separate repair technologies are not provided.

Front shock absorbers and springs wear out by approximately 150,000 km, rear ones serve slightly longer. It's better to replace them as a complete set. Around the same 150,000 km, the steering rack may leak, but its repair is not particularly difficult.

Brake System

It's recommended to use non-original brake pads and discs, but from OEM suppliers. Original parts, even with moderate driving style, become unusable quite quickly.

Body and Corrosion Resistance

Perhaps the biggest problem of the Hyundai H-1 is low corrosion resistance. Practically all body elements are highly susceptible to rust. The lower edges of all doors, hood, wheel arch edges, floor, and climate system tubes running underneath rot abundantly. In addition, corrosion spots appear under seals around windows.

Gas struts lose their elasticity quite quickly, and replacement may be required after 60,000 km of mileage. Closer to 150,000 km, sliding door rollers begin to wear out.

Interior and Trim

The quality and wear resistance of interior plastic and trim cause many complaints. To avoid spending on early interior restoration, owners advise giving preference to maximum trim levels with leather interior - it also features better sound insulation.

Features of Buying Used H-1

When considering this model, one should always take into account the specifics of such vehicles. The vast majority of cars presented on the secondary market have huge mileages - such cars are driven a lot and intensively.

Finding an H-1 with less than an honest 150,000 km on the odometer is very difficult. Either these will be expensive examples from recent years, or cars with rolled-back mileage. Sellers mercilessly roll back mileages on these minibuses, so many problems can be encountered very soon after purchase.

Conclusion

The Hyundai H-1 second generation has a decent durability reserve and is equipped with quite reliable units. The D4CB diesel engine, with proper maintenance, is capable of covering hundreds of thousands of kilometers, transmissions have enviable longevity, and the suspension serves quite long with reasonable operation.

The main disadvantages of the model are related to body corrosion resistance and the quality of some interior elements. It should also be taken into account that most examples on the secondary market have significant mileages, often rolled back.

Nevertheless, for those who need a spacious and relatively reliable minibus, the Hyundai H-1 remains one of the most reasonable choice options. The main thing is to carefully approach the purchase process and be prepared for regular technical maintenance.

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