Brand New G4FJ 1.6L Turbo Petrol Long Engine for Hyundai Veloster 2012-2020

About this engine

The turbo Hyundai Veloster gets driven the way it was styled to be driven, and between 2012 and 2020 plenty of them covered hard kilometres. When a Veloster’s G4FJ starts showing its age — oil disappearing between services, a tick from the top end, boost feeling flat, or worse, a bearing knock — owners quickly learn that major surgery on a turbocharged direct-injection engine is not cheap surgery. This listing is the alternative: a brand-new G4FJ 1.6L turbo petrol long engine for the Hyundai Veloster 2012-2020, manufactured to OEM specification.

Every engine is put through hot and cold testing before crating. You receive 12 months or 50,000 km of parts cover, whichever lands first, free delivery to any Australian address, and a VIN-based fitment check before the sale is final. The number to call is 1300 200 320.

Common G4FJ faults at high kilometres

Two design features define the G4FJ, and both cut two ways. Direct injection gives it crisp throttle response and efficiency, but because petrol is injected straight into the cylinder rather than over the intake valves, those valves slowly collect carbon at higher kilometres — a trait commonly reported across direct-injection engines generally, not unique to Hyundai. Turbocharging gives the Veloster its character, but it also raises cylinder pressures and heat, so the engine depends heavily on its oil being fresh, correct in grade and changed on schedule.

A Veloster that was serviced properly can run a long and happy life. One that was thrashed from cold, run low on oil or serviced whenever the owner remembered will show it: worn bearings, tired rings, a stretched timing chain, sometimes a turbocharger sharing the same contaminated oil and failing in sympathy. Add an overheating incident and the head and gasket join the casualty list.

At that point a rebuild quote for a turbo GDI engine tends to shock people — machining, internals and labour add up fast, and the total is a moving target until teardown is complete. A second-hand engine simply imports another car's unknown history into yours. A brand-new long engine, at a fixed price with a warranty behind it, is the only option of the three where you know exactly what you are getting before you commit.

A new G4FJ, not a gamble on a used one

The G4FJ belongs to the Hyundai-Kia Gamma family: a 1.6-litre four-cylinder petrol engine with a turbocharger, direct fuel injection and chain-driven cams. In the Veloster it is the engine that made the car worth talking about, and this replacement is built new to OEM fitment specification, with zero kilometres of history. It is also not a slavish copy of the factory unit: internal parts with documented weak points in the original design — connecting rods, crankshaft and bearings included — are upgraded to a higher grade, so the second engine's build quietly addresses what shortened the first one's life.

Buying new rather than used changes the risk equation entirely. Every bearing surface, ring pack and valve seat in this engine is unworn. There is no hidden overheating event, no mystery rattle, no odometer question mark. Each finished engine must pass a hot test and a cold test — meaning it has actually run, held oil pressure, and been inspected for leaks and noise before anyone crates it. A heat tab goes onto the block as a permanent, tamper-evident record that the engine has never been overheated, protecting you at warranty time.

Fitment is checked against your car, not just your model badge. The Veloster ran from 2012 to 2020 in Australia and detail changes occurred along the way, so we ask for your VIN before finalising any order. The check costs nothing, takes minutes, and guarantees the engine that arrives matches the car sitting in your garage. If your VIN reveals your car needs a different configuration, we tell you before you have spent a cent — that is the entire point of doing it first.

Delivery, warranty and aftercare

Because this is a long engine, the crate contains the assembled block and cylinder head with all internals: crankshaft, pistons, connecting rods and valvetrain, tested as a unit. The turbocharger is not part of a long engine and neither are the manifolds, injectors, coils, alternator or starter — your workshop transfers those from the outgoing engine. On a turbo car this transfer step deserves real care: an old turbocharger that ingested metal or ran degraded oil should be inspected, and possibly replaced, before it is bolted to a new engine, or it can undo the whole job.

Warranty is 12 months or 50,000 km on parts — whichever is reached first — with installation by a qualified mechanic as a standing condition. Overheating sits outside the cover, evidenced by the heat tab, so have the cooling system pressure-tested and renewed during the swap. Bring the first oil change forward and insist on the correct oil grade; on this engine, oil discipline is the difference between a long second life and a repeat performance.

Delivery is free everywhere in Australia. The engine ships crated, and consigning it straight to your installing workshop is usually the smoothest path — the mechanic receives it, inspects it and books the car in. For VIN checks, freight timing to your postcode or warranty questions, ring 1300 200 320 before you order.