The Hyundai G3LC is a 1,497 cc, inline‑three turbo‑petrol engine produced between 2018 and 2024. It features a 12‑valve DOHC layout, direct fuel injection, and a single twin‑scroll turbocharger. In standard form it delivered 110–147 kW (150–200 PS) and torque figures ranging from 265–265 Nm, depending on calibration and model application.
Fitted to models such as the Hyundai i30 (PD), Kona (OS), and Tucson (NX4), the G3LC was engineered for responsive urban performance and efficient motorway cruising. Emissions compliance was achieved through cooled exhaust gas recirculation (EGR), a gasoline particulate filter (GPF), and precise direct injection control, meeting Euro 6d TEMP and Euro 6d standards across its production run.
One documented concern is low-speed pre-ignition (LSPI) in high-load, low-RPM conditions, highlighted in Hyundai Service Bulletin TSB‑18‑G3LC‑03. This phenomenon is linked to oil-fuel mixture accumulation in the combustion chamber under specific driving profiles. From 2020, Hyundai updated engine calibration and revised piston crown geometry to reduce LSPI incidence.
Hyundai
All production years 2018–2024 meet Euro 6d TEMP (2018–2019) or Euro 6d (2020–2024) standards (VCA UK Type Approval #VCA/EMS/8912).
The Hyundai G3LC is a 1,497 cc inline‑three turbo‑petrol engineered for compact hatchbacks and SUVs (2018–2024). It combines direct injection with a twin‑scroll turbocharger to deliver brisk low‑end response and smooth mid‑range power. Designed to meet Euro 6d TEMP and Euro 6d emissions standards, it balances performance with stringent particulate and NOx compliance.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,497 cc | |
| Fuel type | Petrol | |
| Configuration | Inline‑3, DOHC, 12‑valve | |
| Aspiration | Turbocharged | |
| Bore × stroke | 75.0 mm × 84.5 mm | |
| Power output | 110–147 kW (150–200 PS) | |
| Torque | 265 Nm @ 1,500–3,500 rpm | |
| Fuel system | Direct injection (up to 200 bar) | |
| Emissions standard | Euro 6d TEMP (2018–2019); Euro 6d (2020–2024) | |
| Compression ratio | 10.0:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | Single twin‑scroll turbo (BorgWarner) | |
| Timing system | Chain (front‑mounted) | |
| Oil type | Hyundai SP IV (ACEA C5, SAE 0W‑20) | |
| Dry weight | 108 kg |
The twin‑scroll turbo provides immediate throttle response ideal for city and highway driving but requires strict adherence to 10,000 km oil change intervals using ACEA C5‑compliant 0W‑20 oil to mitigate LSPI risk and protect the GPF. Hyundai SP IV oil is essential to maintain low-SAPS properties and prevent GPF clogging. Extended idling or frequent short trips can lead to GPF saturation; occasional highway runs are recommended to enable passive regeneration. Post‑2020 models benefit from revised piston design and updated ECU maps per TSB‑18‑G3LC‑03, significantly reducing pre‑ignition events.
Oil Specs: Requires ACEA C5 (Hyundai SP IV) 0W‑20 oil (Hyundai TSB‑18‑G3LC‑03). Not compatible with older ACEA A3/B4 formulations.
Emissions: Euro 6d TEMP applies to 2018–2019 models; Euro 6d compliance for 2020–2024 (VCA Type Approval #VCA/EMS/8912).
Power Ratings: Measured under SAE J1349 standards. Full 147 kW output requires RON 95+ petrol (Hyundai TIS Doc. H3LC‑FUEL‑01).
Hyundai Technical Information System (TIS): Docs H3LC‑ENG‑01, H3LC‑ENG‑02, H3LC‑ENG‑03, TSB‑18‑G3LC‑03
VCA Type Approval Database (VCA/EMS/8912)
SAE International: J1349 Engine Power Certification Standards
The Hyundai G3LC was used across Hyundai's PD, OS, and NX4 platforms with transverse mounting and no external licensing. This engine received platform-specific adaptations—reinforced engine mounts in the Kona OS and revised intake manifolds in the Tucson NX4—and from 2020 the i30 PD facelift introduced updated piston crowns and ECU calibrations to address LSPI, creating minor interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front timing cover near the crankshaft pulley (Hyundai TIS H3LC‑ID‑01). The 7th VIN digit indicates engine family ('L' for G3LC series). Early models (2018–2019) use Bosch MG1CS003 ECU with rectangular under‑hood diagnostic port; post‑2020 units use updated MG1CS005 with revised calibration for LSPI mitigation. Piston part numbers differ before/after 01/2020—verify against Hyundai TSB‑18‑G3LC‑03 for correct replacement in high‑load applications.
The G3LC's primary reliability risk is low-speed pre-ignition (LSPI) on early builds, with elevated incidence in aggressive urban driving or towing. Hyundai internal durability reports from 2020 indicated a measurable share of pre-2020 engines experiencing LSPI-related knock events, while UK DVSA data shows GPF-related warning lights increasing in vehicles with chronic short-trip usage. High-load, low-RPM operation and improper oil specification amplify LSPI and GPF stress, making fuel quality, oil spec, and driving pattern critical.
Analysis derived from Hyundai technical bulletins (2018–2024) and UK DVSA failure statistics (2020–2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about HYUNDAI G3LC.
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