Brand New G4KE 2.4L MPI Petrol Long Engine for Hyundai ix35 LM 2010-2015

About this engine

This is a brand-new G4KE 2.4L MPI petrol long engine for the Hyundai ix35 LM, suitable for vehicles from the 2010 to 2015 model years. When the port-injected 2.4 in an ix35 gives up — usually with a knock, an oil-pressure warning or a seizure — this engine is the from-scratch replacement that puts the SUV back to mechanical day one.

Each unit is built to OEM fitment specification using new components throughout — upgraded internally where the original design had documented shortcomings — and every engine must clear hot and cold testing before dispatch. Freight anywhere in Australia is free, parts carry a 12-month or 50,000 km warranty, and a complimentary VIN check before purchase confirms the engine suits your exact ix35. The rest of this page covers the repair-versus-replace call, the G4KE’s place in the Theta II family, and the practical buying steps. Or skip the reading and call 1300 200 320.

Repair or replace: the ix35 question

An ix35 with a failed engine sits at a fork in the road, and the right direction depends on what actually failed. Top-end noises, single-cylinder misfires and external leaks can often be repaired sensibly on the original engine. But when the failure is in the bottom end — worn or spun rod bearings being the classic Theta II ending — the calculus changes completely.

Bearing debris is the reason. Once bearing material lets go, the oil pump distributes fragments to every lubricated surface in the engine. A workshop can replace the obvious damaged parts, yet contamination hiding in galleries and the oil cooler circuit has ended many such repairs within months. Most experienced mechanics will tell you the same thing: after a bottom-end failure, the engine is replaced, not patched.

That leaves choosing the replacement. A used G4KE shares the age, design and unknown oil history of the one being removed, so it is a shorter-term fix at a lower price. A new long engine costs more and removes the question entirely — every bearing surface, journal and bore starts from zero. For ix35 owners keeping the car, the second option is the one that doesn't come back. Get your workshop's labour quote, add the engine, and compare against the changeover cost of buying someone else's used SUV; the totals are usually closer than people expect, and only one path ends with a new engine under your bonnet.

Common G4KE faults, and how this engine is built differently

Hyundai's Theta II family supplied the four-cylinder petrol power for much of the Hyundai and Kia line-up during the ix35's era. The G4KE is the 2.4-litre multi-point-injection version, and it sits alongside three relatives: the G4KJ, which adds direct injection to the same capacity; the G4KH, a turbocharged 2.0-litre GDI; and the G4KG. The engineering common ground across the family is an aluminium block, dual overhead camshafts, 16 valves and a maintenance-free timing chain in place of a belt.

In the ix35 LM, the G4KE's port injection is a quiet advantage for long-term ownership. Fuel entering through the intake ports keeps the backs of the intake valves washed clean, so the progressive valve-carbon build-up that direct-injection owners eventually confront is mostly absent. The injection hardware itself is simpler and cheaper to maintain than high-pressure GDI equipment — fewer specialised parts, more forgiving diagnostics.

The family history includes a hard chapter that anyone buying a replacement engine should understand. Rod-bearing wear in high-kilometre Theta II engines is documented across markets, and in some countries the manufacturer responded with recalls and extended warranty coverage. The practical takeaway is not fear — many of these engines run enormous distances — but clarity about why full engine replacement became the standard remedy and why buying that engine new matters. A newly built G4KE carries none of the accumulated wear that defines the used-engine market. This one goes a step beyond new: while it keeps OEM fitment specification throughout, the connecting rods, crankshaft, bearings and related internal parts are a higher grade than the factory items, hardening the engine exactly where the documented failures happened.

What's in the crate and how buying works

Open the crate and you find a complete long engine: the block and cylinder head assembled as one unit, with crankshaft, pistons, connecting rods, bearings, camshafts and valve gear installed, timed and sealed. Deliberately absent are the manifolds, injectors, sensors, pumps and accessories — those remain the ones from your current engine, moved across by your mechanic during fitting. Keeping the transfer parts off the invoice keeps the engine price honest.

The buying sequence is short. First, the VIN: phone it to 1300 200 320 or lodge it online, and we confirm this engine matches your ix35 LM before you spend a dollar. Second, dispatch: your engine has already passed its hot and cold test runs, receives its heat tab, and ships free to any Australian address. Third, installation: a qualified mechanic fits the engine, transfers the ancillaries, fills and bleeds the systems and carries out the first start.

The heat tab deserves a sentence of its own. It is a one-way indicator of overheating, and an engine showing an activated tab is outside warranty — so treat the cooling system as part of the job, not an afterthought. New coolant, a checked radiator and a fresh thermostat are cheap insurance.

Warranty on parts runs for 12 months or 50,000 km, whichever comes up first. Keep your paperwork, run the engine in gently, service it early, and the hardest decision left is where to drive the ix35 next.