GAZZUZZ:
You forgot to mention the TPS issue.

DECOtech:
I have often seen a lot of complaints here about GDI engines, with owners resorting to replacing a GDI engine with the non-GDI while some owners sell their vehicles off out of disappointment and frustration. This made me pick a keen interest in these engines, seeking to know what it is about them that eludes our auto technicians and mechanics in this country that make us often fail to keep vehicles with GDI engines on the road.

Mention Mitsubishi brand that has a GDI to a regular mechanic and the reaction you would get is “Ahhhhhh! The motor ehn, na problem moto oh!” …but why? …one mechanic even told his client to go and start fasting and praying. And I asked him: …”is there any part in this engine that wasn’t made by man?” To answer that question very well for myself, this was what I did… -I walked into one of the mechanic’s workshop which had a neat Mitsubishi space wagon parked in its premises for almost a year. Long story short, I paid for the 7seater minivan and started working on its 4G64 GDI engine right there and was able to get the engine running in 7 hours.

The common problem these GDIs develop after about a year of using it is its inability to rev well, causing serious drivability issues. That was the same problem with the one I acquired.

After a few minutes of observing the fuel system on the vehicle and research, I realized that the GDI system needs two different kinds of fuel pumps to work well.
1. The primary intank fuel pump: Located inside the tank as usual and is electrically operated. Its job is to pick fuel from the fuel tank to the secondary fuel pump.

2. The secondary High Pressure Fuel pump: Located on the engine head and driven by the intake camshaft. This pump receives fuel from pump1 and multiplies the fuel flow pressure. Most drivability issues experienced by GDI owners is caused by failure of this pump to maintain the required pressure in the fuel rail.

The only reason this pump fails so frequently in Nigeria is Engine Oil Abuse.
a. Using oil specifications other than the factory specification for that particular engine.
b. Skipping oil changes.

Another evasive problem is Carbon buildup on intake valves. This is a common and regular problem with the GDI engines. Due to modern Unburned Hydrocarbon (UHC) regulations, vapors from the crankcase are usually vented into the intake stream in order to prevent oil droplets from escaping through the exhaust. In a port injection engine, these droplets are ‘washed off’ the neck of the intake valve by a relatively constant stream of gasoline droplets. In a GDI engine, the gasoline doesn’t touch intake side of the valve. As a result, the droplets have a tendency to bake onto the valve and significantly reduce performance. To add to this effect, many advanced GDI engines also include exhaust gas recirculation in order to lean out the combustion mixture and reduce in-cylinder temperatures for certain combustion modes (reducing NOx emissions). Since GDI combustion has the ability to produce far more soot than premixed combustion (port injection), the problem is magnified, causing symptoms that range from low engine rev, rough engine running and general drivability issues.

Please, feel free to post any issues concerning your GDI powered engines, let’s talk about it.

b2212:


https://www.nairaland.com/2152879/mitsubishi-space-wagon-now-400k

chukel:
Is this GDI engine same one in elantra, accent and late model kia?

DECOtech:


The brands in your list do not come with GDI engines.

chukel:
this belongs to 2014 hyundai accent.

Zeus555:
Take a look at this post. These guys described some problems with the 4G63 http://engineswork.com/engines/4g63-engine.html#4G63_Engine_problems Looks like they are common to the 4G64 engine.
My opinion - 4G are great engines, but they are too old and outdated.

DECOtech:
I have often seen a lot of complaints here about GDI engines, with owners resorting to replacing a GDI engine with the non-GDI while some owners sell their vehicles off out of disappointment and frustration. This made me pick a keen interest in these engines, seeking to know what it is about them that eludes our auto technicians and mechanics in this country that make us often fail to keep vehicles with GDI engines on the road.

Mention Mitsubishi brand that has a GDI to a regular mechanic and the reaction you would get is “Ahhhhhh! The motor ehn, na problem moto oh!” …but why? …one mechanic even told his client to go and start fasting and praying. And I asked him: …”is there any part in this engine that wasn’t made by man?” To answer that question very well for myself, this was what I did… -I walked into one of the mechanic’s workshop which had a neat Mitsubishi space wagon parked in its premises for almost a year. Long story short, I paid for the 7seater minivan and started working on its 4G64 GDI engine right there and was able to get the engine running in 7 hours.

The common problem these GDIs develop after about a year of using it is its inability to rev well, causing serious drivability issues. That was the same problem with the one I acquired.

After a few minutes of observing the fuel system on the vehicle and research, I realized that the GDI system needs two different kinds of fuel pumps to work well.
1. The primary intank fuel pump: Located inside the tank as usual and is electrically operated. Its job is to pick fuel from the fuel tank to the secondary fuel pump.

2. The secondary High Pressure Fuel pump: Located on the engine head and driven by the intake camshaft. This pump receives fuel from pump1 and multiplies the fuel flow pressure. Most drivability issues experienced by GDI owners is caused by failure of this pump to maintain the required pressure in the fuel rail.

The only reason this pump fails so frequently in Nigeria is Engine Oil Abuse.
a. Using oil specifications other than the factory specification for that particular engine.
b. Skipping oil changes.

Another evasive problem is Carbon buildup on intake valves. This is a common and regular problem with the GDI engines. Due to modern Unburned Hydrocarbon (UHC) regulations, vapors from the crankcase are usually vented into the intake stream in order to prevent oil droplets from escaping through the exhaust. In a port injection engine, these droplets are ‘washed off’ the neck of the intake valve by a relatively constant stream of gasoline droplets. In a GDI engine, the gasoline doesn’t touch intake side of the valve. As a result, the droplets have a tendency to bake onto the valve and significantly reduce performance. To add to this effect, many advanced GDI engines also include exhaust gas recirculation in order to lean out the combustion mixture and reduce in-cylinder temperatures for certain combustion modes (reducing NOx emissions). Since GDI combustion has the ability to produce far more soot than premixed combustion (port injection), the problem is magnified, causing symptoms that range from low engine rev, rough engine running and general drivability issues.

Please, feel free to post any issues concerning your GDI powered engines, let’s talk about it.

Allaye2889:
am a mechanic and the car came to me in this condition
The timing belt cut off and was replaced ever since then the car refused to start

DECOtech:
I have often seen a lot of complaints here about GDI engines, with owners resorting to replacing a GDI engine with the non-GDI while some owners sell their vehicles off out of disappointment and frustration. This made me pick a keen interest in these engines, seeking to know what it is about them that eludes our auto technicians and mechanics in this country that make us often fail to keep vehicles with GDI engines on the road.

Mention Mitsubishi brand that has a GDI to a regular mechanic and the reaction you would get is “Ahhhhhh! The motor ehn, na problem moto oh!” …but why? …one mechanic even told his client to go and start fasting and praying. And I asked him: …”is there any part in this engine that wasn’t made by man?” To answer that question very well for myself, this was what I did… -I walked into one of the mechanic’s workshop which had a neat Mitsubishi space wagon parked in its premises for almost a year. Long story short, I paid for the 7seater minivan and started working on its 4G64 GDI engine right there and was able to get the engine running in 7 hours.

The common problem these GDIs develop after about a year of using it is its inability to rev well, causing serious drivability issues. That was the same problem with the one I acquired.

After a few minutes of observing the fuel system on the vehicle and research, I realized that the GDI system needs two different kinds of fuel pumps to work well.
1. The primary intank fuel pump: Located inside the tank as usual and is electrically operated. Its job is to pick fuel from the fuel tank to the secondary fuel pump.

2. The secondary High Pressure Fuel pump: Located on the engine head and driven by the intake camshaft. This pump receives fuel from pump1 and multiplies the fuel flow pressure. Most drivability issues experienced by GDI owners is caused by failure of this pump to maintain the required pressure in the fuel rail.

The only reason this pump fails so frequently in Nigeria is Engine Oil Abuse.
a. Using oil specifications other than the factory specification for that particular engine.
b. Skipping oil changes.

Another evasive problem is Carbon buildup on intake valves. This is a common and regular problem with the GDI engines. Due to modern Unburned Hydrocarbon (UHC) regulations, vapors from the crankcase are usually vented into the intake stream in order to prevent oil droplets from escaping through the exhaust. In a port injection engine, these droplets are ‘washed off’ the neck of the intake valve by a relatively constant stream of gasoline droplets. In a GDI engine, the gasoline doesn’t touch intake side of the valve. As a result, the droplets have a tendency to bake onto the valve and significantly reduce performance. To add to this effect, many advanced GDI engines also include exhaust gas recirculation in order to lean out the combustion mixture and reduce in-cylinder temperatures for certain combustion modes (reducing NOx emissions). Since GDI combustion has the ability to produce far more soot than premixed combustion (port injection), the problem is magnified, causing symptoms that range from low engine rev, rough engine running and general drivability issues.

Please, feel free to post any issues concerning your GDI powered engines, let’s talk about it.

Allaye2889:
PLEASE sir I need help
This Mitsubishi space wagon GDI was brought to me in this condition, they said the timing belt was replaced and the valves was changed but it refused to start ever since then

jceesquare:

What diagnosis have you done on the car?
You should run a compression test and also check if the timing is even correct.

Allaye2889:
the timing is correct and the fuel system is good, the coils are producing light the camshaft sensor is good
But the car refused to start

If you try to pure fuel from the intake manifold it will try to start but nothing

Allaye2889:
the timing is correct and the fuel system is good, the coils are producing light the camshaft sensor is good
But the car refused to start

If you try to pure fuel from the intake manifold it will try to start but nothing