Car Engine Repair Service in Dubai

Check engine light on

On a Hyundai Tucson, the malfunction indicator lights for a fault in the emission controls, the engine or the powertrain. The light itself names no part.

We trace the stored fault to the part that set it and repair that part.

A misfire or rough idle

A misfire is a cylinder that fails to fire. Carbon and oil deposits on a spark plug conduct the high voltage to earth, so no spark crosses the gap. A weak ignition coil causes the same misfire.

We test the plug, the coil and the injector of the cylinder that misfires, then replace whichever fails.

A clicking or rattling engine

Clicking or rattling while driving is the classic sign of a stretched timing chain, and it can bring up the engine light too.

We replace the chain, the tensioner, the tensioning rail and the slide rail together as one set.

Blue, white or black exhaust smoke

Blue smoke while the oil level drops puts the turbocharger under suspicion. Black smoke means the engine gets too little air for its fuel, so the mixture runs rich. On a diesel Hyundai Tucson, white smoke can come from fuel above 50 ppm sulphur.

We match the colour to its source and repair the rings, the turbocharger, the air supply or the fuel fault behind it.

Oil pressure warning and lost power

When oil pressure falls in a Hyundai Tucson, its enhanced engine protection limits engine power. Hyundai warns that a Tucson engine kept running after the oil pressure light comes on can suffer severe damage.

We find why the pressure fell and repair the fault that lowered it.

Knocking or pinging under load

Knocking is abnormal combustion, and the burn runs about 10 times faster. The pressure then rises by up to 300 bar per crank angle degree, against 3 to 5 bar in normal running.

We find which cause sets the knock off, from the fuel to the intake air temperature, and correct it.

A protected catalytic converter

On a petrol Hyundai Tucson, a lit malfunction indicator can mean catalytic converter damage and a loss of engine power. A fault repaired early spares the converter.

Fewer oil top-ups

Piston rings that are broken, stuck or wrongly fitted leave a gap between the combustion chamber and the crankcase. Rings that seal keep the oil below them, so the level holds between changes.

A steady idle and clean pull-away

Stuck or carbonised EGR valves are the most common cause of EGR faults, and they bring irregular idling, jerking and a lack of power. A working valve ends all 3.

Fuel use kept in check

On a diesel Hyundai Tucson, 100 km with the malfunction indicator blinking can damage the particulate filter and worsen fuel consumption. A cleared fault keeps fuel use at its normal rate.

Oil that keeps its protection

Fuel that reaches the crankcase lowers the viscosity of the oil and weakens its detergency. With the fuel kept out, the oil keeps the film and the cleaning power it was made for.

An engine ready for its RTA test

The RTA periodic test checks exhaust emissions, and a private car needs a pass to renew its registration. An engine with its emission fault repaired goes into that test without it.

Record when the fault appears

We log the engine speed, the air temperature outside, the engine temperature and the warm-up time at which the fault shows. Those conditions decide which test comes next.

Read the stored codes and live values

We read the stored fault codes and the live engine values with a diagnostic tester. A sensor or part that the data proves faulty is replaced at this stage.

Measure compression on each cylinder

On the 2.0 litre petrol Saab 9-5, Saab sets the weakest cylinder at no less than 70 per cent of the strongest. No cylinder reads below 690 kPa. A weak cylinder then gets about 15 ml of oil through the spark plug hole for a second reading.

On that Saab, low readings on 2 neighbouring cylinders that oil does not raise point to a head gasket leaking between them. Saab's minimum for the 4-cylinder diesel 9-5 is 2,600 kPa, tested dry, because oil in a diesel cylinder can cause extensive engine damage.

We then repair the part the readings point to.

Trace the leak with a leak-down test

We feed air into each cylinder and trace where it escapes. The escape point leads us to the valve, ring or seal at fault, which we then repair.

Smoke-test the intake

The intake first goes under pressure with no smoke while we watch the flow meter and the pressure decay. A falling pressure gets a short burst of smoke to show where the air leaks, and we replace the hose or seal at that spot.

Road-test in the reported conditions

On the road we recreate the conditions the fault appeared in. Afterwards the oil and coolant levels get a fresh check, and we look over the joints for leaks.

Call or WhatsApp us with the warning or noise your engine shows to book a diagnosis.

A test behind every new part

We replace a part after a test has shown it to be faulty. A part fitted on a guess leaves the real fault in place.

The cause of a fouled plug

Fresh plugs stop a fouling misfire for a time, and the deposits return while their cause remains. Oil fouling means oil is reaching the combustion chamber, so we repair that oil path as well as fitting new plugs.

Plugs fitted to specification

We fit plugs of the heat range the car's maker lists and tighten them to the stated torque. A plug tightened too little can lose compression and overheat.

New EGR parts, not cleaned ones

A failed EGR valve gets a new replacement from us, never a clean. Oil in the intake air, from a crankcase ventilation fault, is what carbonises these valves.

Fluids from the maker's list

We fill the engine oil the car's maker specifies and add nothing to it. Hyundai tells Tucson owners never to put additives in the engine oil.

One independent workshop in DIP 2

Petrol and diesel engines on every make we service come to the same independent workshop, in Dubai Investment Park 2.