Oil pump A6MF2H 461003D600 HYUNDAI SONATA HYBRID / KIA K5 OPTIMA HYBRID 2011 up

Oil pump A6MF2H 461003D600 HYUNDAI SONATA HYBRID / KIA K5 OPTIMA HYBRID 2011 up
The A6MF2H transmission was installed on front-wheel drive vehicles HYUNDAI SONATA HYBRID 2.4L and KIA OPTIMA HYBRID, with engine displacement from 2.0L to 2.4L 2011 up. This transmission can also be found on KIA K5 HYBRID cars. The A6MF2H transmission does not have a torque converter. Instead of a torque converter, an engine clutch "and an" electric motor "are installed between the transmission and the engine, which are located in the place where the torque converter would have been in the conventional versions of the A6MF2 transmission.

The electric motor is the main component of the hybrid system and is located between the engine and the transmission. The engine's multi-plate clutch is located inside the electric motor.
The car starts moving from the electric motor while the internal combustion engine is turned off, which minimizes fuel consumption and the noise of the car. When the vehicle is accelerated by an electric motor and additional power is required, the hybrid starter / generator starts the combustion engine and the clutch then synchronizes the electric motor and engine for smooth acceleration and fuel economy. When decelerating, the clutch with the combustion engine is disengaged and the engine is turned off and the electric motor enters the recuperation mode charging the high-voltage battery, the electric motor and the clutch are washed by the transmission fluid, this provides both the lubricating function of the clutch and cooling.

Consider the problem that can arise when the oil pump malfunctions.
It is characterized by a sharp start and a jolt after turning on the internal combustion engine, the reason is the burnt clutch discs, which are simply tightly "welded" together to form an unbreakable clutch.
The original number of the clutch kit ENGINE Clutch is 45575-3D000

This problem occurs when the bushing of the oil pump, which is located on the inside of the hub of the oil pump during transmission operation, is displaced backward relative to the front of the housing of the oil pump, which leads to a leakage in the place where the pump is installed on the input shaft.

You can clearly see in the figure six traces of the operation of the Teflon rings, and there should be three, as there are only three Teflon rings on the input shaft. This clearly shows us that at first, when the bushing was in its original serviceable position, three rings were in contact with the bushing and the tightness was maintained. As soon as the sleeve began to mix back, one of the rings gradually came out of the sleeve, which led to a leakage. As a result of a decrease in pressure in the ENGINE CLUTCH line, which in turn leads to the combustion of the ENGINE CLUTCH clutch.
This is what the sleeve looks like on a working pump: