Kia Engines
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- Category: Kia Engines
Hyundai KIA J diesel engines
| Hyundai / KIA | |
|---|---|
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| J | |
| Manufacturer: | Hyundai / KIA |
| Production period: | 1992-present |
| Style: | Line four-cylinder |
| Engines: | 2.7 L (2665 cc) / 2.7 L (2700 cc) 2.9 L (2902 cc) 3.0 L (2957 cc) |
The J series are four-cylinder diesel engines from Hyundai / KIA, which have three different fundamentals . Used in the Hyundai Terracan.KIA Carnival,Besta,Pregio,K2700,K2900,K3000,JT Engine codes JS.JT J2,J3
Apart from the 2.9 L engine, the engines have indirect injection and an overhead camshaft ( SOHC ), which operates two valves per cylinder . The 2.9 L version has two overhead camshafts ( DOHC ) and 4 valves per cylinder. In 2001 she changed from direct injection by means of distributor pump to common-rail injection . It also has a turbocharger in all years of construction . These features made them the only variant of the series that was also used in cars. The engines are manufactured by KIA in South Korea .
The engine block consists of gray cast iron , its cylinder head made of light metal . The displacement-related piston size and thus mass makes a balance shaft necessary for smooth running . This is done twice in J3 (2.9 L), it is not mentioned in JS, J2 and JT, so it was probably omitted here. The balance shafts in J3 run in opposite directions to the crankshaft and thus reduce noise, the cause of which would be energy losses in the single-digit horsepower range, which are also avoided .
The power transmission from the crankshaft to the camshaft takes place by means of a toothed belt .Replacement is provided for the 2.9L engine of all 90,000 for the 185 hp variant of all 160,000 kilometers For the other variants, the manual must be used for lack of Internet sources. The weight and idling speed of the engines have not been published, with the exception of the 2.9L engine, which also applies to the type of valve actuation.
The valves of the 2.9L engine are operated by roller rocker arms, which act like a rocker . At the vertex of the cam is on. During its rotation, it pushes one side and thus two valves downwards, while on the other, the hydraulic tappet, which extends by means of a built-in spring, always lies flush . This form of valve clearance compensationis maintenance free. An erosion would be communicated by a ticking noise ( cf ).
For faster heating of the interior, only the Carnival III has a heater for the cooling water circuit . Other vehicles with J engines have a diesel-typical longer interior heating. The heater is mounted in the engine compartment and additionally heats the cooling water by burning diesel. As a result, the engine faster reaches the operating temperature and the heating of the interior of their effect. The component is an essential part of a heater , which could thus be retrofitted cost. Except for the A series is found in the other diesels of the manufacturer an electric heater in the air flow of the internal ventilation. He would require a complete heater kit, but heats the indoor air much faster.
Series 1 History
In 1992, the J-series started with the exactly 2.7 L JS. This engine was only a short time used and was not available in Europe. Because of its properties, information is therefore scarce, only its development by KIA is known . Since 1962, commercial vehicles with diesel engines have been produced there, but at first almost exclusively imported assemblies. It was not until the 1970s that self-developed parts were increasingly used, often to adapt license parts such as motors to their own requirements. The first self-developed diesel engine followed two years after buying the competitor's Asia Motors in 1976 . At the time of the merger with Hyundai finally reached the diesel range up to 19.7 L displacement .
In 1997 the JS was replaced by the J2 . This is based on the KIA under license produced 2.2L Mazda R2 . Like its two-liter variant RF, its engine block is almost identical to the gasoline-powered Mazda F-series. The 2.0L petrol engine FE was used among others in the Kia Clarus , the 2.2L-F2 about in the Ford Probe . The licensed R2 diesel was slightly modified from KIA, with the internal name S2 used simultaneously in separate vehicles . In 1995, this S2 was enlarged to 2.7 L and named J2, with the exception of the displacement determining almost all components remain structurally identical to the Mazda R2 .
Under the name JT, the J2 was also enlarged in 1997 to 3.0L (2957 cc).
In 1999, the J3 engine followed after five years of development. He is the only KIA engine that has been used in their vehicles after the merger with Hyundai. All others were only continued in KIA products and replaced with model changes with Hyundai engines. Their successor series are now being developed jointly.The beginning was made in 1992 by the JS , which used either antechamber or its successor vortex chamber injection . In the latter, the diesel is mixed more uniformly with air than in the prechamber. This burns the fuel more completely, which means less is needed and fewer pollutants are produced. However, at 70 nm, the most common particle size here is about half that of common-rail direct injection, and the number is about three times higher (see box for information on particles and their size-related effect) , In the vortex chamber, which is mounted obliquely above the cylinder, is pushed by the piston during compression up to two-thirds of the air. The spherical shape of the chamber swirls the incoming air. This is now the diesel injected, which is distributed more evenly than in a pre-chamber. The injection pressure is between 350 and 500 bar . The actual combustion then starts in the vortex chamber and passes into the cylinder, the piston is thereby brought into its downward movement and the mixture continues to pull into the cylinder . When worn, the swirl chamber can be replaced independently of the cylinder head. The fuel is delivered by means of a distributor pumptransported via a respective line to each of the four cylinder pre-chambers, in contrast to a common fuel line in the later, then named common rail method. A distributor pump from Doowon is used here . J2 and JTuse this vortex chamber method . As a result, they have reached the Euro 2 standard by market no later than 2005 . In Europe, therefore, they were only offered until the beginning of the Euro 3 obligation in 2001 .
The J3 initially also used a distributor pump (126 hp), but here one was from Bosch (type VE4) . But he changed from the prechamber to more modern direct injection . The injection pressure of this technique is a maximum of 1400 bar, that of the J3 was not named by the manufacturer . Just two years later, in 2001, the engine was converted to common-rail supply with 1500 bar (144 and 150 hp). This involves working with up to two pilot, one main injection and one post-injection , This subdivision improves the running culture as the combustion process in the cylinder is prolonged. In addition, smaller amounts of fuel are distributed better in the cylinder. This reduces soot and nitrogen oxides through less inhomogeneous areas of oxygen deficiency and excess. The post injection is used for the partial combustion of resulting soot particles. As a result, the engine also meets the Euro 3 standard for the first time . A Delphi DFP1 system was used. This was revised in 2005 for Hyundai (163 hp) and replaced at KIA (185 hp) by a DFP3 of the same manufacturer . Since this year, the motors operate bar 1600, the 185 hp version does not meet the Euro 4 standard, the 163 hp version, which is why it has been set with the validity of the beginning of 2006, The details of the 2008 supplemented 125 hp variant with common rail injection have not been released. This engine is used only in small trucks and has been compliant with the Euro 4 standard outside of Europe since the beginning . The production of vans and minibuses such as the Pregio was left to the latter manufacturer after the merger of KIA and Hyundai, using other engines .An oxidation catalyst was first mentioned in 2001 for the J3 with 144 hp and since then is standard for this engine .
This series has no nitrogen oxide reduction and by 2005 no soot filtering in the exhaust aftertreatment. An open soot filter is available only in the 2008 released J3 with 125 hp and the 2005 introduced J3 with 185 hp . Particulate filter retrofitting of the other engines of this series may possibly result in obtaining a better particulate plaque. Information on the respective vehicle offers the page Feinstaubplakette.de the associations TÜV and Dekra. Hyundai / KIA offers corresponding open filters . The function and efficiency of open filter systems shows this dossier by manufacturer .The effect of the oxidation catalytic converter and the non-electronic exhaust gas recirculation , which has become more precise over the years of production, corresponds to that of the D series .
Only the J3 engine was equipped with a turbocharger , this is consistent. Turbochargers deliver more oxygen into the cylinder space than would normally flow, allowing the engine to add more fuel. As a result, the performance increases to that of a larger displacement, the capacity can be provided by means of motor control even at low speeds. Thus, and by the smaller displacement friction losses are reduced, whereby the consumption is below that of a turbocharged, larger engine.Unknown is the turbocharger of the 125 hp version in the K2900. The 126 and 144 bhp variants for the KIA Carnival use an IHI KHF5-1A . This is a vendor-specific version of the RHF5. The latter is designed for an exhaust gas temperature of up to 950 ° C . Its turbine rotates at a maximum of 180,000 rpm and is suitable for powers up to 113 kW (154 hp). For the use of the J3 in Terracan (150 and 163 hp), the turbocharger was therefore adapted and named KHF5-2B .
For the most powerful version of the J3 with 185 hp, the collaboration with BorgWarner has begun . The turbocharger used here has a variable geometry (VGT). This minimizes the acceleration delay after pressing the accelerator pedal. The unvariable turbocharger is a resonance system that has to be excited first. Only a lot of exhaust gas accelerates the turbine in the exhaust stream so strong that it promotes the desired more air into the cylinder on the intake side. This deceleration is called "turbo lag" and must be taken into account during acceleration by the driver. As a remedy, a VGT system also accelerates low exhaust flows by directing them to the turbine through a temporarily narrowed airway. The VGT vanes They are mounted like on a wheeled excavator wheel and reach into the exhaust gas stream . They steer, folded almost to the circle, faster, or unfolded slow exhaust gas on the turbine of the turbocharger. This accelerates or slows down accordingly ( animation ). The latter is used at higher engine speeds, since there is hardly any need for more air. On the contrary, this would exceed the intended pressure in the cylinder and thus mechanically damage the engine components. The VGT control therefore usually makes, as with this engine, the pressure relief valve ( Wastegate) Unvariable turbocharger superfluous. Its electric vane control also allows a more precise control of the air flow, as with pneumatic adjustment. Hyundai identifies it with the designation e -VGT.
Problems
A more common problem with the J3 engine when used in the Kia Carnival before 2005 is defective cylinder head gaskets . This does not have its cause in the engine, but the lack of rust prevention of the rear heating pipes, which are integrated into the cooling water circuit. If these have a rust-induced leakage, cooling water drips onto the exhaust and evaporates. There are no traces of water underneath the car. However, due to the reduced amount of coolant, the engine now heats more and the concomitant abnormal expansion leaks the seal. The problem can be seen in the rapidly falling coolant level or rising oil level. The oil is diluted over the defective seal by penetrating cooling water and thus apparently increased., The problem was remedied by a change in corrosion protection in mid-2004 .
The 144 and 150 hp J3 engines (both equipped with the Delphi Common Rail DFP1 system) can fail injectors and the high-pressure fuel pump . The cause is metal shavings that dissolve in the fuel pump due to overheating, which can clog the injectors and also cause damage due to high pressure. As more diesel is supplied to the injectors for a more even fuel pressure than needed, excess diesel is returned to the tank and thus the chips can further damage the high pressure pump itself upon re-aspiration. Due to their small size they are not completely filtered out by the fuel filter. For repair, the high pressure pump, fuel lines, injectors, tank and fuel filter must be replaced . A cleaning could leave individual chips behind. The problem can be identified by a glowing check engine light in the tachometer or a heavy loss of power. The overheating of the fuel pump is caused by a lack of fuel flow and therefore a lack of cooling during idling after load phases (eg after overtaking, or longer inclines), Lack of fuel flow can also be caused by an un-serviced fuel filter or by the pumping of air when the tank is nearly empty. At low tank levels, the diesel also warms more, as it is compressed several times and returned to the tank. Its cooling effect decreases. The manufacturer changed in 2005 with an increase in engine power to 163 and 185 hp on a fuel system in which the pump for self-cooling idle more diesel circulates than would be necessary for the drive itself , Even a previous tank request with premature shutdown with low tank filling is to be assumed, since failures since then only in connection with lack of lubricity of the fuel are known. With a biodiesel share of more than five percent or non-European diesel qualities, this is a problem for all injection systems .
Use
Listed are the J-motors installed worldwide for each model, not all countries are offered in all listed configurations.
Hyundai Terracan
- Terracan HP
- J3 CR (150 hp): 2002-2004
- J3 CR (163 hp): 2004-2006
KIA Carnival
- Carnival UP
- J3 TCI (126 hp): 1999-2001
- Carnival GQ
- J3 CR (144 hp): 2002-2005
- Carnival VQ
- J3 CR (185 hp): 2005-today (replaced by R 2.2 in Europe at the end of 2009 )
KIA Besta
- Besta TA
- JS: 1992-1997
KIA Pregio
- Pregio TB (still sold as Besta in some markets)
- J2: 1997-2002
- JT: 2002-2006
KIA K2700
- K2700 K62W
- J2 (83 hp): 1997-1999 (Euro 1 variant)
- K2700 SD
- J2 (80 hp): 1999-2004 (Euro 2 variant, since Euro 3 duty from 2001, the vehicle is no longer available in Europe)
- K2700 TU
- J2 (83 hp): 2000-2004
- K2700 PU
- J2 (83 hp): 2004-today
KIA K2900
- K2900 PU
- J3 CR (125 hp): 2008-today
KIA K3000
- K3000 / Frontier
- JT (92 hp): 1997-2000
- K3000S / Frontier II
- JT (85 hp): 2000-today
- Details
- Parent Category: Engines Makes
- Category: Kia Engines
Hyundai KIA Gamma G4F Petrol engine
| Hyundai / KIA | |
|---|---|
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| Gamma, Gamma LPI Hybrid, Gamma GDI |
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| Manufacturer: | Hyundai / KIA |
| Production period: | 2006-present |
| Style: | Line four-cylinder |
| Engines: | 1.4 L (1396 cc) 1.6 L (1591 cc) |
| Cylinder firing order: | 1-3-4-2 |
| Previous model: | alpha |
The Gamma series are four-cylinder double overhead camshaft ( DOHC ) gasoline engines with four valves per cylinder. The engines are built in Shandong ( China ), Žilina ( Slovakia ), Hwaseong ( South Korea ) and Irrungattukatoi ( India ) .
Engine codes G4FA,G4FC,L4FC,4FD. Used in the Hyundai Accent,Elantra, i20, i30,Veloster.
KIA , cee'd,Cerato,Forte, Rio,soul,Sportage,Venga
The Gamma series replaced since 2006, debuted in 1990, the first developed in Korea engine series Alpha .It is a mechanically significantly revised version of the Alpha II, the Bosch remained unchanged -Motorsteuereinheit for non-GDI version on the hardware side.
The engine block and cylinder head are in contrast to the predecessor both made of aluminum . Both engines use a now-consistent 77.0 mm bore and only vary the cylinder length from 74.9 (1.4 liters) to 85.4 (1.6 liters). The dry weight was reduced by 15 to 99.5 and 99.8 kilograms.
The intake and exhaust camshafts are connected to a timing chain which is driven by a second one of the crankshaft . Thus, the motors do not require a regular replacement of a timing belt as in the predecessor . The ancillary units are driven by a serpentine belt inspection is provided every 15,000 km or 12 months, its replacement when required.
The valves are actuated by mechanical bucket tappets without overlapping plates (hence " shimless mechanical bucket tappets"). reduce compared to the hydraulic tappets in the previous resistance for the cams . Like these, they are maintenance-free, but less expensive and less dependent on good oil viscosity . Over the years, the surface of the plunger and cam is removed, thus reducing the stroke of the valve in the cylinder chamber. This allows less air to flow in, whereupon the engine automatically reduces the amount of petrol and thus its performance. This is accompanied by an audible ticking sound,because the cam no longer constantly rests on the tappets, but only reached this once per revolution - the emergence produces the ticking sound.This may disappear by the expansion in the engine is warm, but that's lash thus become too large. Its inspection is scheduled in the maintenance plan every 95,000 km, a maintenance but only when needed. In this, the removed material would be offset by a new, slightly longer tappets. The exchange can usually be combined with that of the spark plugs (every 40,000 km).
Gamma
Characteristic for the gamma series is the offset crankshaft, which is now being used for the first time by Hyundai / KIA. The pistons are constantly pressed against a cylinder wall by the rotational movement of the crankshaft. An offset of this position by one centimeter now allows the pistons to slide down more smoothly in the ignition phase. This friction reduction reduces not only the consumption but also the vibrations. The same procedure uses about Toyota in Prius . The pistons were also friction- reduced by a MoS 2 coating.
Each gamma engine has a CVVT named intake side camshaft adjustment. Since 2011, the exhaust side is also varied in the KIA Rio and Hyundai Elantra (dual-CVVT), but the performance in the Rio remains the same Both CVVT have only an effect on the temporal overlap of the valve opening from the inlet and outlet side: the opening time on the input side is variable by 50 ° of a crankshaft revolution, for the outlet side of the D-CVVT the value is unknown. Constant, however, remains the valve lift and thus the opening duration . The CVVT is therefore comparable to the BMW-single or double-VANOS technology, In addition to a better torque in the lower speed range, it mainly reduces the nitrogen oxide values by the exhaust gas recirculation effect of a simultaneous valve opening is used - this already exhausted exhaust gas is sucked back into the combustion chamber. The CVVT is not always listed due to its standardity.
The used M12 ' Long Reach' spark plugs create a larger space for water cooling on the cylinder due to their longer narrow shaft. This decreases its temperature and with it the knock tendency of the mixture. The valves could also be increased, which allows the air to flow faster - a high-performance effect at high speeds. In addition, KIA Rio Gamma engine was measures to reduce friction, the scope was not detailed. They draw from the corresponding repertoire in the Gamma GDI .
Between the cylinder walls, a motor-block-integrated lead frame for vibration reduction was inserted opposite the Alpha II . The better thermal conductivity of the aluminum also leads to faster reaching the operating temperature and reduces friction due to unevenly extended cylinder. The now stainless steel exhaust manifold keeps the exhaust gas temperature high to heat the catalyst faster.
In the middle of 2009, Idle Stop & Go debuted the manufacturer's first automatic stop-start system, simultaneously applied to one diesel and one gasoline line each. The choice fell on medium-range engine series, in which city driving is likely and whose establishment ensures the achievement of many vehicle segments. On the gasoline side, this only achieves the gamma range; on the diesel side, the same applies to the U2 series . Development partner at the ISG was Bosch, whose ECUs already work in several engine series of the group.
Gamma LPI Hybrid
In 2009, a LPG variant of the 1.6-liter engine debuted in the first Hyundai / KIA mild hybrids Kia Forte LPI Hybrid and Hyundai Elantra LPI HEV in South Korea. Due to the lower susceptibility to knock of the auto gas, the compression of 10.5 to 12.0 was: 1 and raised in order to compensate for the approximately 25-percent lower energy density of the fuel by about eight percent ( see FIG. ). In addition, the contact pressure of the piston rings was reduced due to the higher compression, a lower spring pressure also relieved the valves. In addition to the MoS² coating of the pistons of the gamma were the contact surfaces of the tappetscoated with a diamond-like carbon layer. The engine works in the hybrid-typical Atkinson cycle . This allows particularly low consumption, but provides sufficient propulsion only in the middle speed range. Therefore, a continuously variable ratio CVT transmission provides a constant speed even during acceleration. The one from 0 to 100 km / h takes 12 seconds.
Since there is no direct mechanical connection between accelerator pedal and engine due to the mild hybrid system, this is now carried out electronically .
The hybrid drive works in parallel with the Gamma LPI, which is the hybrid form of least complexity, minimizing weight and cost. However, it contains two unique selling points. On the one hand, no other hybrid drive uses LPG as fuel and on the other hand debuts in these vehicles a lithium-polymer battery as energy storage of the electric motor. It is supplied by LG Chemical and thus, like all components of the hybrid system, from Korean manufacturers. Its advantageous compared to lithium-ion batterieshigher energy density with lower manufacturing costs, higher mechanical and charging cycle robustness. The manufacturer tested it during 300,000 test kilometers, including overcharging. It is cooled by a fan as needed, the electric motor only by the wind. The latter has an efficiency of up to 95 percent. The consumption of the vehicles is given as 6.9 liters of LPG per 100 km. Converted to gasoline consumption this would be 4.6 l for 100 km.
The drive was developed over 43 months for $ 189 million. It will initially be offered only in South Korea, but at the start of the market an economic study was started for countries with "very good" LPG infrastructure, namely Australia and China .
Gamma GDI
In mid-2010, the 1.6-L version received a GDI named direct injection (Gasoline Direct Injection). This engine is offered since November 2010 in the Hyundai ix35 and Kia Sportage SL . In conventional injection for gasoline engines, the injection valve is located in the intake manifold upstream of the intake valve. In the direct injection is injected directly into the cylinder. Hyundai used as most GDI competitors for homogeneous stoichiometric mixture formation and dispensed with an inhomogeneous stratified charge(stratified fuel charge). The latter is associated with systemic disadvantages, such as significantly increased particulate matter.The more precise fuel supply directly in the cylinder increased the compression ratio from 10.5 to 11.5 to 1. It leads to about five percent fuel savings. The higher injection pressure of 150 bar (without GDI about 5 bar) also causes a more homogeneous fuel atomization and thus a cleaner combustion. He goes along with a system typical Tick noise.
In addition to the direct injection, several friction-reducing changes were made The contact surfaces of the tappets are coated with a diamond-like carbon layer, supported by a chromium-nitride coating of the piston rings. Water cooling between the cylinders minimizes temperature differences between the top and bottom ends of the cylinders, increasing their uniformity and reducing friction-increasing distortion. The T5 die casting process of the cylinder block supports this even expansion. The material of the valve seats is hardened.
In addition, the Gamma GDI has a variable intake manifold (Variable Intake System). Its control takes into account the pulsation of the air in the intake manifold caused by the opening and closing of the valves. If these pressure impulses find their way into the cylinder, adapted to their rhythm, a slight resonance charging effect is created. This opens at low and high speeds suitable for this short air. At medium speeds, the longer air flow is used via a flap, resulting in consistently high torque.
The intake camshaft CVVT control has been extended by one for the output side, resembling the BMW Double VANOS technology. Named the D (ual) -CVVT, the system is powered by a newly developed quieter and more durable steel chain and contributes to improved performance.
Technical Data
| series | engine code | Displacement (cm³) | Stroke × bore (mm) | Power in kW (hp) at 1 / min | Torque (Nm) at (1 / min) | cylinder | compression | injection |
|---|---|---|---|---|---|---|---|---|
| gamma | G4FA | 1396 | 74.9 × 77.0 | 66/75/80 (90/101/109) 1at 6200 | 137 at 5000 | 4 | 10.5 | MFI |
| gamma | G4FC | 1591 | 85.4 × 77.0 | 90/93/97 (122/126/132) 2at 6200/6200/6300 | 154/154/158 at 4200/4200/4850 | 4 | 10.5 | MFI |
| Gamma LPI | L4FC | 1591 | 85.4 × 77.0 | 85 (115) at 6000 + 15 electrical |
148 at 4500 + 125 electric |
4 | 12.0 | MFI |
| Gamma GDI | G4FD | 1591 | 85.4 × 77.0 | 100/103 (136/140) 3 at 6300 | 165/167 3 at 4850 | 4 | 11.0 | GDI |
1 from market launch in 2007 80 kW, since 2008 for fuel-saving models in reduced versions. From 2011 in the KIA Rio with dual CVVT, but unchanged performance.
Use
Listed are the worldwide installed gamma engines for each model, not all countries are offered in all listed configurations.
Hyundai Accent
- Accent RB
- G4FA, G4FC, G4FD: 2011-today
Hyundai Elantra
- Elantra HD
- G4FC: 2007-today
- L4FC: 2009-today
- Elantra UD (from Ulsan) / MD (from Montgomery, Alabama)
- G4FC: 2011-today (Europe, Middle East)
- G4FD: 2010-today (South Korea)
Hyundai i20
- i20 PB
- G4FA, G4FC: 2008-today
Hyundai ix20
- ix20 JC
- G4FA, G4FC: 2010-today
Hyundai i30
- i30 FD (from Korea) / FDH (from the Czech Republic)
- G4FA, G4FC: 2007-today
- i30 GD
- G4FD 2011-today
Hyundai Veloster
- Veloster FS
- G4FD: 2011-today
KIA cee'd
- cee'd ED
- G4FA, G4FC: 2006-today
- cee'd JD
- G4FA, G4FD 2012-today
KIA Cerato
- Cerato LD
- G4FC: 2006-2009
KIA Forte
- Forte TD
- G4FC: 2008-today
- L4FC: 2009-today
- G4FD: 2010-today
KIA Rio
- Rio UB
- G4FA: 2011-today (Europe)
- G4FD: 2011-today (North America)
KIA soul
- Soul AM
- G4FC: 2008-2011 (Europe)
- G4FD: 2011-today
KIA Sportage
- Sportage SL
- G4FD: 2010-today (Europe)
KIA Venga
- Venga YN
- G4FA, G4FC: 2009-today
- Details
- Parent Category: Engines Makes
- Category: Kia Engines
Hyundai KIA Epsilon G4 petrol engine
| Hyundai / KIA | |
|---|---|
 |
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| epsilon | |
| Manufacturer: | Hyundai / KIA |
| Production period: | 1997 to today |
| Style: | Row end cylinder /four-cylinder |
| Engines: | 0.8 l (798/814 cc) 1.0 l (999 cc) 1.1 l (1086 cc) |
| Cylinder firing order: | 1-3-2 / 1-3-4-2 |
| Successor: | Kappa |
Epsilon is a series of three- and four-cylinder gasoline engines from the manufacturer Hyundai Motor Group with single overhead camshaft ( SOHC ) and three valves per cylinder.
Engine codes: G4HA,G4HD ,G4H46,G4HE,G4HF,G4HG, G4H48
The engines are built in Ulsan ( South Korea ) andIrrungattukatoi ( India ).The engine block is made of cast iron , the cylinder head made of light metal . The smallest engine with 0.8 liter displacement is only included in the first and current series. The new edition differs significantly from its predecessor. This began the series with a bore of 63 mm and 64 mm stroke at 97.5 kg dry weight. The middle engine has 66 mm bore and 73 mm stroke. Like the largest of the series (67 mm bore and 77 mm stroke), at 83.9 kg it weighs almost two kilograms more than the successor Hyundai KIA Kappa with aluminum housing and larger displacement. Both sizes have been released in two editions. From the latter, the new three-cylinder was derived in 2011.The idling speed of the Epsilon series is 850 / min and increases with the air conditioning active to 900 revolutions per minute. The camshaft is driven by a toothed belt, the engines are not free runners . The inspection is every 60,000 km, the toothed belt exchange model-related every 80,000 - 90,000 km provided.
With twelve valves, the Epsilon range is the only Hyundai or KIA engine line with less than four valves per cylinder in addition to the 1.5 L Alpha . Of the three valves, two were positioned on the intake side to provide a fast and even fill in the cylinder to reach. Mixture formation is achieved by multipoint injection ( MFI ) in the intake manifold. The ignition is monitored by a knock sensor that detects auto-ignition and notifies the engine control unit. This shifts the ignition timing accordingly. Especially due to India's fluctuating fuel quality, the sensor receives a central and also engine-friendly task.
Epsilon DLI
In 2001, the Epsilon series received a first major overhaul that concerned only the 1.0-liter engine, which was given an -E in the engine code for differentiation . The 0.8-liter engine was not further developed and ran out in the same year. The ignition distributor with mechanical ignition interrupter was exchanged for a contactless and therefore less weary ignition. Their electronic control also clarified the ignition timing and thus leads to more efficient combustion. It increased the power of the 1.0-liter engine by 3 kW and resulted in a rounder engine.
The designation DLI was used like those of the following series only in the Indian market, is available however as only differentiation. It stands for the contactless ignition system " D istributor L ess I gnition".
Epsilon eRLX
In order to counteract the perceived too high consumption of the Epsilon engines compared to the Indian competition, Hyundai launched in 2002 a technical revision and a comprehensive advertising campaign for the revision called eRLX. This was the first comprehensive use of comparative advertising made. Instead of the discontinued 0.8-liter variant, the 1.1-liter was added as another model. Friction-less piston rings and valve trains were used with the "Rotary Head Intelligent Valve Actuator" (RHiATM). However, the central component is the engine control unit supplied by Bosch .This regulates the injection quantity and ignition timing depending on the situation. Multipoint injection activates two injectors simultaneously under full load, while these are switched one after the other during partial load operation. This innovation Hyundai called "Differentially Programmed Intelligent Injection" (DPiITM). The enriched mixture is ignited by the "Real Time Intelligent Ignition" (RTiITM) adapted to the driving situation and fuel quality. Instead, the earlier engine control unit used fixed characteristics without reference to the current (fuel) situation. In addition, the engine compensates for variations in the quality of the fuel with a "fuel quality immunizer" whose function Hyundai did not carry out, but which could be composed of the ignition control and the knock sensor.
Epsilon iRDE
2004 started again revised penultimate Epsilon series. Their abbreviation refers to the new "intelligent Responsive Drive Engine" engine control, which takes into account the compression achieved by new pistons at 10.1. It is also the cause of the extra power achieved. Her debut was in 2004 in the KIA Picanto , followed in 2005 in the Hyundai Getz the 67 hp performing top version of the series. It was not until 2008 that the Hyundai i10 also made its marketing debut with the use of the new abbreviation - on the markets in which the previous codes were also marketed.
Epsilon iRDE 2
The Epsilon top version was strengthened at the end of 2010 to 69 hp and certified to Euro 5 standard. The step is astonishing in that at the same time a more modern drive appeared with the 1.0-l Kappa . In Austria, it is even offered in parallel. The Epsilon series is thus the only one that has been certified development of existing successor to Euro-5 standard.
Changed the pistons and piston rings, which were friction reduced with a coating. In addition, the diameters of inlet and outlet valves were increased and their opening stroke increased, resulting in more air flow. This can be added more gasoline, which causes 2 HP more power. The torque remained at 99 Nm. Its performance is now similar to that of the 0.8 -l turbo engine from the first Epsilon series of 1998 .
Standard consumption fell by 0.3 to 4.7 l / 100 km.
2011 followed for the Hyundai Eon a 0.8-liter three-cylinder. As the only Epsilon engine, it has a "Battery Management System". It reduces or increases the use of the dynamo-identical alternatorand thus the drive effort for the engine. During braking, the alternator will produce power for the battery at full load, which will be picked up again at the next acceleration, to allow the alternator to run as smoothly as possible. Thus, the propulsion remains independent of the switched-air conditioning, report car magazines. Based on the 1.1L, however, despite balancing shaft strong vibrations that reach the shift lever especially in (quiet) idle. Reason are the shift rails, in place of the remaining model range uses shift cables. A noticeable downturn until 1500 tours despite group-typical smooth-running clutch let the new development lag behind other three-cylinders of the target markets of India, Philippines, Vietnam and Chile. The standard consumption tests deviate significantly from the European ones, so that the 4.7 l / 100 km are not directly comparable. Real is 5.8 l / 100 km, half a liter below the four-cylinder and 230 kg heavier i10.
Technical Data
| series | engine code | Displacement (cm³) | Stroke × bore (mm) | Power at (1 / min) | Torque at (1 / min) | cylinder | compression |
|---|---|---|---|---|---|---|---|
| Epsilon | G4HA | 798 | 64 × 63 | 52 at 6000 | 70 at 4000 | 4 | 9.5 |
| Epsilon | G4HA-TC | 798 | 64 × 63 | 70 at 6000 | 103 at 4000 | 4 | Turbo |
| Epsilon | G4HC | 999 | 73x66 | 54 at 6000 | 73 at 4000 | 4 | 9.5 |
| Epsilon DLI | G4HC-E | 999 | 73x66 | 58 at 5700 | 84 at 3250 | 4 | 9.5 |
| Epsilon eRLX | G4HD / G4H46 / 59 / G4H46-D4 | 1086 | 77 × 67 | 59 at 5450 | 89 at 2850 | 4 | 9.6 |
| Epsilon eRLX | G4H46 | 1086 | 77 × 67 | 62/63 at 5500 | 94/87 at 3200/3000 | 4 | 9.6 |
| Epsilon iRDE | G4HE | 999 | 73x66 | 61.2 at 5600 | 86 at 2900 | 4 | 10.1 |
| Epsilon iRDE | G4HF (-E4) | 999 | 73x66 | 63 at 5600 | 4 | 10.1 | |
| Epsilon iRDE | G4HG | 1086 | 77 × 67 | 63 at 5500 | 97 at 3000 | 4 | 10.1 |
| Epsilon iRDE | G4HG | 1086 | 77 × 67 | 65 at 5500 | 97 at 2800 | 4 | 10.1 |
| Epsilon iRDE | G4HG / G4H48 | 1086 | 77 × 67 | 66.7 at 5500 | 99 at 3200 | 4 | 10.1 |
| Epsilon iRDE 2 | G4HG | 1086 | 77 × 67 | 69 at 5500 | 99 at 4500 | 4 | 10.1 |
| Epsilon iRDE 2 | G3HA | 814 | 77 × 67 | 56 at 5500 | 75 at 4000 | 3 | 10.1 |
Use
Hyundai Atos
- Atos (from 2000 Atos Prime) / Santro / Amica G4HA, G4HA-TC, G4HC: 1998-2001
- Atos Prime / Santro ZipPlus / Amica / Kia Visto G4HA, G4HC-E: 2001-2003 (in Pakistan until today)
- Atos Prime / Santro Xing / Amica / Dodge Atos G4HD / G4H46 / 59 / G4H46-D4: 2003-2012 ,G4HG (63 hp): since 2005
Hyundai Eon
- Eon GB G3HA: since 2011
Hyundai Getz
- Getz TB G4H46: 2002-2005
- Getz TBi G4HG / G4H48: 2005-2009
Hyundai i10
- i10 PA G4HG / G4H48: 2008-2011 ,G4HG (69 hp): since 2011
Kia Picanto
- Picanto BA G4HE: 2004-2011,G4HF: 2004-2007,G4HF-E4: 2008-2011,G4HG (65 hp): 2004-2011
- Picanto TA G4HG (65 hp): since 2011 (Middle East)
- Details
- Parent Category: Engines Makes
- Category: Kia Engines
Hyundai KIA D diesel engines
| Hyundai / KIA | |
|---|---|
 |
|
| D | |
| Manufacturer: | Hyundai / KIA |
| Production period: | 2001-2010 |
| Style: | Row end cylinder /four-cylinder |
| Engines: | 1.5 L (1493 cc) / 2.0 L (1991 cc) 2.2 L (2188 cc) |
| Cylinder firing order: | 1-3-2 / 1-3-4-2 |
| Successor: | 1.5: Hyundai KIA U 2.0: Hyundai KIA R 2.2: Hyundai KIA R |
| Similar models: | VM Motori RA 315 /
VM Motori RA 420 |
The D series consists of two four-cylinder diesel engines and one of the same technology reduced to three cylinders. The engines feature direct injection , turbocharger and an overhead camshaft ( SOHC ), which operates four valves per cylinder . The engines are Hyundai / KIA in Ulsan , South Korea made .
The D-series was the first offered for cars diesel series of the group under 2.5 L. Since the 1970s, they already produced diesel for commercial vehicles, whose range today ranges from 4 to 10 liters displacement . Although these as well as the 2.5 to 3.0 L ranging car diesel partly have direct injection and turbocharger, the manufacturer resorted to this license back to a license . For this purpose, a contract with the engine developer VM Motori was signed in 1999 and the first produced by Hyundai in 2000 . The shares in the joint development were not detailed, the VM engines (1.5 / 2.0 L) from 2006 but also from GM Daewoomade in South Korea .
The engine block is made of gray cast iron , its cylinder head made of light metal . Both variants up to 2.0L have the same cylinder dimensions with a bore of 83 mm and a stroke of 92 mm. The 2.2L added in 2006 increases the bore to 87 mm. He was added by Hyundai to the series, VM Motori does not offer it. The 2.0L four-cylinder weighs 201.4 kg only 14 percent more than the 1.5L three-cylinder with 176 kg, although he has a third more displacement and power . The 2.0 and 2.2L engines also have two, the 1.5L a balancer shaft (s) . Engine control and injection system are supplied by Bosch .
The idling is 750 revolutions per minute . From the second series , the engine is controlled by an electronic accelerator pedal . Since then, only the four-cylinder versions of Hyundai / KIA continue, while the 1.5L version is replaced by the completely self-developed U-series .
The power transmission from the crankshaft to the camshaft takes place by means of a toothed belt . His inspection is planned every 20,000 km, his replacement after 80,000 km (Series 1) or only when needed (Series 2) .
The valves are operated by roller rocker arms, which act like a rocker. At the vertex of the cam is on. During its rotation, it presses one side and thus two valves downwards, while on the other hand the hydraulic tappet, which is extended by means of a built-in spring, always lies flush . This form of lash adjuster is maintenance-free, even an inspection is not provided in the maintenance plan . Wear would be signaled by a ticking sound.
For faster heating of the interior, vehicles with D engines have an electric heater ( PTC ). This is mounted in the air stream and heats it as needed via an electrical resistance. This achieves a much faster heating than a diesel engine alone or with a heater for the cooling water circuit could afford. However, such a cooling water heater has the advantage of being an integral part of a heater , which could thus be retrofitted cost. The built-in electric heater, however, requires a complete heater kit.
Although not classified by the manufacturer in series, in addition to the original version a revision of the series recognizable, hereinafter referred to as series 2.
Series 1
History
VM Motori was founded in Italy in 1947 by the two eponymous entrepreneurs Vancini and Martelli, where Cento produces around 70,000 diesel engines per year for various manufacturers . However, this production capacity was not enough for Hyundai / KIA, which is why it was contractually agreed to an exclusive production in South Korea. This example was later followed by GM / Daewoo, which in 2006 with 260,000 units of this engine series even 20,000 more than Hyundai schedule . That's why construction-like engines listed here can also be found as EcoTec CDTi in Chevrolet and Opel models. They complement the 1.3- and 1.9-L diesels from the joint venture with Fiat and the Isuzu V6 diesels , VM Motori itself has not been producing the engines since 2005 .
The direct injection takes place via perpendicularly from above into the cylinder reaching nozzles. This minimizes diesel condensate on the relatively cool cylinder inner wall which would become soot. The nozzles are supplied by a fuel line for all cylinders ( common rail ), in which the diesel is pending at 250 to 1350 bar . The latter figure indicates that it is a first-generation system ("CRS1") . Later increases in pressure, which leads to more homogeneous mixture formation and thus less oxygen-rich, nitric oxide-producing and oxygen-poor, soot-producing nests.
This series has no soot filtration or nitrogen oxide reduction in exhaust aftertreatment. This consists only of an oxidation catalyst , which replaces the conventional three-way catalyst due to the high amounts of oxygen in the exhaust gas comparison to the gasoline engine . Unlike this, he passes the nitrogen oxides and works as a two-way catalyst. Like its counterpart, it uses oxygen to process carbon monoxide (CO) into carbon dioxide (CO 2 ) and hydrocarbons (HC) into carbon dioxide and water. The nitrogen oxides are left out, since due to the excess of oxygen that first reacts with the carbon monoxide (2 CO + O 2 to 2 CO 2). Thus, this carbon monoxide is no longer the nitrogen oxides (NO x ) available for reduction in pure nitrogen (CO and NO to N 2 and CO 2 ).
Soot-reducing effect is the typical diesel lean operation and exhaust gas recirculation (→ next paragraph) of these engines. From exhaust gas temperatures of 200 ° C and the oxidation catalyst contributes to this. These are achieved during longer load phases as on highway drives. From 200 ° C is formed in the oxidation catalyst of nitrogen monoxide and the abundant oxygen, nitrogen dioxide (2 NO + O 2 to 2 NO 2 ). This is reduced by the absorption of soot (carbon, C) into harmless nitrogen and carbon dioxide : 2C + 2NO 2 = 2CO 2 + N 2 , However, this does not affect previously produced soot, as in the particulate filter of the second series. The unoxidized nitrogen dioxide escapes.
For nitrogen oxide reduction, these engines use exhaust gas recirculation . In the partial load range, this leads up to 60% of the exhaust gas back into the intake tract. The nitrogen oxides contained therein are thus neutralized, the same applies to soot particles and not yet burned hydrocarbons (eg PAH ). However, if too much exhaust gas is introduced, there is a lack of oxygen in the cylinder for complete combustion. That resulted in more soot. Therefore, the only partial exhaust gas recirculation is possible anyway only in the partial load range. In the Euro3 standard achieved by this series, the permitted amount of nitrogen oxide remains at three times that of a gasoline engine. Nitrogen oxides promote smog and ozone formation as well as acid rain, Nitrogen dioxide is irritating. Diesel engines work to reduce soot with excess oxygen, which leads to locally very high temperatures in the cylinder. These promote nitric oxide formation. The feedback is done here without electrical control or cooling, as they came in the second series.Particulate filter retrofitting of this series may possibly result in obtaining a better particulate plaque. Hyundai / KIA offers corresponding open filters .
Turbocharger
All engines in the series have a turbocharger . This promotes more oxygen in the cylinder chamber, as would normally flow, whereby the engine can add more fuel. As a result, the performance increases to that of a larger displacement, the capacity can be provided by means of motor control even at low speeds. Thus, and by the smaller displacement friction losses are reduced, whereby the consumption is below that of a turbocharged, larger engine. This first series uses a Mitsubishi TDO25M turbocharger . In 2003, a Garrett GT 1752V with variable geometry followed for a 125 hp variant of the 2.0L engine. This minimizes the acceleration delay after pressing the accelerator pedal. The unvariable turbocharger is a resonance system that has to be excited first. Only a lot of exhaust gas accelerates the turbine in the exhaust stream so strong that it promotes the desired more air into the cylinder on the intake side. This deceleration is called "turbo lag" and must be taken into account during acceleration by the driver. As a remedy, a VGT system also accelerates low exhaust flows by directing them to the turbine through a temporarily narrowed airway. The VGT vanes are mounted like on a wheeled excavator wheel and reach into the exhaust stream, They steer, folded almost to the circle, faster, or unfolded slow exhaust gas on the turbine of the turbocharger. This accelerates or slows down accordingly. The latter is used at higher engine speeds, since there is hardly any need for more air. On the contrary, this would exceed the intended pressure in the cylinder and thus mechanically damage the engine components. Therefore, as with this engine, the VGT control usually makes the overpressure valve ( wastegate ) unvariable turbocharger superfluous.
Series 2
The second series, launched at the end of 2005, features a second-generation injection system ("CRS2"), with common rail now running at 250 to 1600 bar. The number of injections per ignition process was increased. This is therefore controlled by a 32-bit double-band Bosch control chip. Instead of the pilot injection that follows a main injection just before the ignition timing, the pilot fuel amount is divided into two injections, which may follow two post-injections after the main charge as needed. This subdivision improves the running culture as the combustion process in the cylinder is prolonged. In addition, smaller amounts of fuel are distributed better in the cylinder. This reduces soot and nitrogen oxides through less inhomogeneous areas of oxygen deficiency and excess.
The exhaust-gas recirculation system (declaration in series 1 ), which reduces emissions as it were , is now controlled more precisely. Their electrical control reduces the deviation from the desired return rate by 50 percent. For this purpose, the oxygen value in the exhaust gas is also evaluated by the newly added lambda probe . In addition, the recirculated exhaust gas is now cooled . This lowers the combustion temperature nitrogen oxide lowering and still provides enough oxygen through the denser by means of cooling volume, so as not to favor soot.
For some markets, including Germany, this series has been equipped with a closed particle filter , preceded by an oxidation catalyst ( Series 1 declaration ) in the same housing . Both were developed at the European Group Powertrain Center in Rüsselsheim . In contrast to open systems, this type can not be retrofitted, as the motor must detect the fill level of the filter via sensor technology and regenerate it if necessary. The filter performance increases from around 30 to more than 95 percent of the particle mass, and the same applies to the number of particularly relevant nanoparticles (see Particle emission ).
The degradation of the particles takes place in two stages. Passive regeneration is an oxidation of soot filtrate. This works only at exhaust gas temperatures, as they come on longer highway trips. In this case, by means of NO 2formed in the oxidation catalyst from 200 ° C., soot particles in the filter are oxidized to CO 2 . The excess nitrogen dioxide escapes, An active regeneration must intervene if this temperature is not reached and the filter is filled to about 45% of its capacity. Then, the engine control artificially produces a temperature of 600 ° C by injecting diesel directly after ignition, resulting in no additional power but the necessary exhaust gas temperatures . The consumption increases by three to eight percent (depending on the frequency), the soot is burned here. The soot filtrate leaves some ash in the filter after active regeneration, which is designed for a lifetime of 240,000 km, The regeneration takes about 25 minutes without stop-and-go traffic at a speed of over 2000 rpm from third gear. If these trips remain off, flashing from 75% of the filter level a warning light in the cockpit, which refers to the driver to a necessary regeneration. If it continues to flash after the described drive, consult a workshop that performs the regeneration. If this also fails, there is a risk of damage to the particulate filter, which, like all closed ones, has no overpressure valve by name .
Turbocharger
The turbocharger was replaced by a Garrett GTB1549V . At 15 mm, this has a turbine diameter that is two millimeters smaller on the exhaust side and, at 49 mm, a three millimeter smaller turbine diameter on the intake side compared to the Garrett turbocharger of the first series . Like this, it has a variable geometry (explanation in series 1 ), but is accelerated by the smaller diameter faster.
With this series, the 1.5L engine was discontinued, he was replaced in 2005 by the U-series .
In 2006, a 2.2L engine for larger, comfort-stressed vehicles was submitted later. The previously used in this vehicle size A range with 2.5L would have to be adapted to a closed particulate filter and had less refinement.
In 2008, the performance of the 2.0L engine was increased by ten to 150 hp, but torque and injection system remained the same. This also applies to the 136 hp following version of the 140 hp version, for the 120 hp entry-level variant, the torque was reduced. It also consumes more than the above . The goal of the 136 and 150 hp variants is to undercut the 160 g CO² / km limit, which represents one of three levels of state support programs . Details of the revision have not been published.
With the Euro 5 requirement for new cars from 2011, the use of the D series in its main market in Europe ends. It will be replaced from model year 2011 by a resulting performance level of the U2 engines with 128 hp, in larger vehicles also by R engines .
Data
| series | engine code | Displacement (cm³) | Stroke × bore (mm) | Power at (1 / min) | Torque at (1 / min) | cylinder | compression | charging | injection |
|---|---|---|---|---|---|---|---|---|---|
| 1 | D3EA | 1493 | 92 × 83 | 82 at 4000 | 187/191 at 1900-2700 | 3 | 17.7 | turbo | CRDI 1350 bar |
| 1 | D4EA | 1991 | 92 × 83 | 112/113 at 4000 | 245 at 1800-2500 | 4 | 17.7 | turbo | CRDI 1350 bar |
| 1 | D4EA-V1 | 1991 | 92 × 83 | 125 at 4000 | 245 at 1800-2500 | 4 | 17.7 | VNT Turbo 2 | CRDI 1350 bar |
| 2 | D4EA (-F) 3 | 1991 | 92 × 83 | 120/136/140/1504 at 4000 | 305 at 1800-2500 / 278 at 2240 5 |
4 | 17.3 | VNT Turbo2 | CRDI 1600 bar |
| 2 | D4EB-G (L) / - F (L) 6 | 2188 | 92 × 87 | 150/155 6 at 4000 | 335/343 at 1800-2500 | 4 | 17.3 | VNT Turbo2 | CRDI 1600 bar |
Use
Listed are the D-motors installed worldwide for each model, not all of the listed configurations are available in every country.
Hyundai Accent
- Accent LC
- D3EA (82 hp): 2002-2005
Hyundai Elantra
- Elantra XD
- D4EA (112 hp): 2001-2006
Hyundai Getz
- Getz TB
- D3EA: 2003-2005
Hyundai grandeur
- Grandeur TG
- D4EB-F: 2007-2010
Hyundai i30
- i30 FH (from Korea) / FDH (from the Czech Republic)
- D4EA (140 hp): 2007-2010
Hyundai Matrix
- Matrix FC
- D3EA: 2001-2005
Hyundai Santa Fe
- Santa Fe SM
- D4EA (113 hp): 2001-2003
- D4EA-V (125 hp): 2003-2005
- Santa Fe CM
- D4EA (140 hp): 2005-2008
- D4EA (150 hp): 2008-2009
- D4EB-G, D4EB-GL: 2005-?
- D4EB-F: 2006-2009
Hyundai Sonata
- Sonata NF
- D4EA (140 hp): 2006-2008
- D4EA (150 hp): 2008-2010
Hyundai Tucson
- Tucson JM
- D4EA (113 hp): 2004-2005
- D4EA-F (140 hp): 2005-2008
- D4EA-F (150 hp): 2008-2010
Hyundai Trajet
- Trajet FO
- D4EA (113 hp): 2001-2006
- D4EA-V (125 hp): 2005-2006
KIA Carens
- Carens FC
- D4EA (113 hp): 2002-2005
- D4EA-F (140 hp): 2006
- Carens UN
- D4EA (140 hp): 2006-2009
KIA cee'd
- cee'd ED
- D4EA (140 hp): 2007-2010
KIA Cerato
- Cerato LD
- D4EA (113 hp): 2004-2006
KIA Magentis
- Magentis MG
- D4EA (140 hp): 2006-2008
- D4EA (120, 136, 150 hp): 2008-2010
KIA Sportage
- Sportage JE
- D4EA (113 hp): 2004-2005
- D4EA-V (125 hp): 2005
- D4EA-F (140 hp): 2005-2008
- D4EA-F (150 hp): 2008-2010
- Details
- Parent Category: Engines Makes
- Category: Kia Engines
Hyundai KIA Beta petrol engine
| Hyundai / KIA | |
|---|---|
 |
|
| Beta, Beta II, Beta II CVVT | |
| Manufacturer: | Hyundai / KIA |
| Production period: | 1995-present |
| Style: | Line four-cylinder |
| Engines: | 1.6 L (1599 cc) 1.8 L (1795 cc) 2.0 L (1975 cc) |
| Cylinder firing order: | 1-3-4-2 |
| Successor: | Theta (4-cylinder) |
| Similar models: | Mitsubishi Sirius (4-cylinder) |
The Beta series are four-cylinder petrol engines with two overhead camshafts (DOHC) and four valves per cylinder. The engines are in Ulsan and Hwaseong , South Korea built . They were developed at Hyundai's research and development center in Yongin (South Korea) .
The Beta series supplemented since 1995 with larger displacements in 1990 published, first developed in Korea motor series Alpha . Previously, Hyundai built exclusively licensed Mitsubishi engines .They include the following engine codes: G4GR, G4GB, G4GC, G4GF and G4GM.
The engine block is made of cast iron , the cylinder head made of light metal . The smallest version is the 1.6-liter model with 77.4 mm cylinder bore and 85 mm cylinder stroke with a dry weight of 136 kg. For the 1.8-liter version (135.6 kg), the cylinders were drilled to 82 mm and in the 2.0-liter version (144 kg), the stroke was extended to 93.5 mm. The latter was filed 1997th The idling speed is given below .
The intake and exhaust camshaft are connected by a timing chain between the crankshaft and cylinder head , the force is transmitted with a toothed belt . Its inspection is provided every 45,000 / 95,000 km or 48 months, its exchange every 100,000 / 135,000 km or 60/72 months (models with premiere before / from 2006) . The engines are not runners.
The ancillaries are driven by three V-belts .Their inspection interval has been reduced from 48,000 km / 24 months to 15,000 km / 12 months for models introduced from 2006 onwards. Their replacement must be carried out in case of decreasing tension or visible wear.
The valve actuation changed from beta to beta II series. The inspection of the valve clearance is provided every 95,000 km or 48 months , an exchange of plungers as needed. The Beta II CVVT develops sometimes at just over 100,000 km a ticking sound because of worn tappets. The setting of the valve clearance can therefore be combined as a precaution with the timing belt replacement at 100,000 km, since both work require similar steps .
Differences to the Sirius series
Hyundai used before the start of the beta series 1995 in this displacement class since 1987 engines of Mitsubishi Sirius Range . This was further developed in 1994 to the Sirius II series and offered in parallel to beta engines - especially in the beta series published in 1997 2.0 and the non-contained 2.4-liter version. Hyundai models prior to 2005 with 1.8, 2.0 and 2.4 liter capacity, which are not listed below , therefore contain a Sirius engine. At KIA, this only applies to the Joice (which, like the Hyundai Santamo, was based on the Mitsubishi Space Wagon ) and the Magentis and Sorento, The Hyundai engine codes are for the 1.8 G4CM (Sirius), 2.0 G4CP, G4JP (Sirius, Sirius II) and 2.4 G4CS, G4JS (Sirius, Sirius II)
The Sirius engines are around 5 kg heavier, but also slightly longer, wider and taller than the beta-motors . The timing belt drives both camshafts in the Sirius series, and only one in the Beta series, which moves the second one via a horizontal timing chain on the cylinder head .
Unlike Beta and Sirius motors, the timing belt is automatically retightened on the Sirius II Series . Same with the two balance shafts : Also, it is only part of the Sirius II series. Their cylinder head in turn prevented the installation of a camshaft adjustment, unlike the appropriate Beta II series .
Beta
The development of the first beta series began in 1992 and cost 120 million US dollars . The use of plastic in many parts, from cylinder head covers to air filters, should reduce weight and increase the amount of recyclable materials. The focus was on the achievement of the demanding, environmental environmental laws of 1996 .
The valves are actuated by hydraulic tappets . This form of valve clearance compensation is maintenance-free until the hydraulic tappets wear out. This is created by the removal of the contact surface between the cam and the hydraulic tappet. The distance is initially compensated by a spring which pushes the plunger top flush upwards. Permanent ticking indicates that this is no longer sufficient and the cam no longer constantly rests on the hydraulic tappet, but this only once per turn achieved - the advent generates the ticking noise. When replacing the rams they are replaced by a little longer to compensate for the worn cam material. If the exchange is omitted, the cams are also increasingly removed, which ultimately results in a "run-in camshaft". Then this would have to be exchanged in addition to the pestles. Ticks can also be caused by improper oil viscosity or non-compliance with the replacement intervals. If the oil passage in the hydraulic tappet runs empty due to the oil level being too low, for example, the valve clearance is too great and the valve is not fully open. A smaller amount of air and thus a little less power are the result. Even after a long standstill, the noise is possible when the oil ducts have run dry. This is not a wear feature and disappears after a few seconds .
Problems
Some engines in this series have cracks in the exhaust manifold .will be seen this to features such as a low passage, uneven running noise, consumption or unusual noise when accelerating. By the uncontrolled escape of exhaust gases before purifying catalyst and behind it, following measurements wrong now controls the engine management too much or too little fuel in, which emission standards are then usually not observed ( see FIG. ). To repair the exhaust manifold must be exchanged, which forms a costly component with the catalyst in some models . The exchange took over in theDA-CHregion of the manufacturers for vehicles up to five years old free of charge. For the last affected vehicles, the goodwill regime expired in 2007. This affects Hyundai Lantra, Elantra and coupe produced from mid-1998 to 31 January 2002 (model years 1999 to 2002). The date of manufacture can be found on a sticker in the driver's door. With the Beta II series, the material became more resistant to resistance and the exhaust manifold problem disappeared.
Beta II
In 2001, the Beta series underwent a series of efficiency-enhancing and noise-reducing measures, becoming Beta II. The 1.6-liter version was dropped.
After the debut in the Hyundai Coupé 2002, the revised versions replaced in the course of facelifts or new product introductions. The latest rebuilt model with Beta II engine is the Kia Soul in non-European markets. Within Europe, it is only with the 1.6-liter versions of the Gamma - petrol and U2 diesel rows available.
The changes to improve smoothness included a reinforced cylinder block, eight instead of four counterweights on the crankshaft and an aluminum sump now made of aluminum. The engine itself was better decoupled from the bodywork by the change from rubberized to hydraulic bearing. In addition, the idle speed has been reduced from 850 to 700 rpm and a larger engine cover installed. In addition, the idling speed no longer increases by 100 when the air conditioning is active .
To increase the performance of the air filter box was designed streamlined and provided with a heat shield against the engine, which can flow in total more air. This resulted in a power increase of 2 percent. The fuel supply was switched to a non-return system with higher fuel pressure. This is since 1999 standard for all new engine series.
To reduce emissions, the shape of the combustion chamber was changed, which was made possible by a more precise production of the cylinder head. This only had to be sealed twice instead of three times. As a result, valve lift and opening time could also be set more accurately. In the valve actuation, the hydraulic was replaced by a rigid plunger . The valve clearance is set with "shims", which are exchanged for new ones after wear. Visually and functionally, nothing changed in the abovedescription.For the air flow measurement, a MAF (Mass Air Flow) sensor was used to change to a MAP sensor (Manifold Absolute Pressure) .
Beta II CVVT
In 2003, the 2.0-liter version received a CVVT-named intake camshaft adjustment as the first technical collaboration with Daimler-Chrysler as part of the Global Engine Manufacturing Alliance . The CVVT varies the opening time of the intake valves (by 40 ° of a crankshaft revolution), but not the valve lift and thus the opening duration . Thus, it exerts influence on the overlap between intake and exhaust side and is comparable with the BMW single VANOS technology .
This addition resulted in a 5% fuel economy and better torque in the lower rev range. The performance increased as the maximum torque by 4 percent (see also the background ). In particular, the nitrogen oxide values have been reduced by using the exhaust gas recirculation effect of a large overlap - in this case already exhausted exhaust gas is sucked back into the combustion chamber.
In some models (such as KIA Cerato , Hyundai Elantra ), a Mass Airflow (MAF) sensor replaced the Beta II, indirectly measuring MAP airflow meter. The latter can be seen in the engine compartment of the pro_cee'd above the DOHC lettering on the black-wired component on the silver intake manifold.
In the new models since 2006, the hydraulic power steering was also replaced by an electrically assisted .
Since 2006, the Theta family , created as part of GEMA , has gradually replaced the Beta series with new models. Only for cost-sensitive models or markets was still resorted to this. In Europe, their use ended with the model year 2011, since from 2011 the Euro 5 standard became mandatory. The beta series was no longer adapted to these.
Data
| series | engine code | Displacement (cm³) | Stroke × bore (mm) | Power at (1 / min) | Torque at (1 / min) | cylinder | compression | injection |
|---|---|---|---|---|---|---|---|---|
| beta | G4GR | 1599 | 85 × 77.4 | 90/114 at 58001 | 143 at 3000 | 4 | 10.1 | MFI |
| beta | G4GM (R) | 1795 | 85 × 82 | 128 at 6000 | 166 at 5000 | 4 | 10.1 | MFI |
| Beta II | G4GB | 1795 | 85 × 82 | 122/132 4 at 6000 | 162 at 4500 | 4 | 10.1 | MFI |
| beta | G4GF (S / -EG) | 1975 | 93.5 × 82 | 135-139 1 at 6000 | 180-182 at 4800 | 4 | 10.1 | MFI |
| Beta II | G4GC (G-139 / G-141) | 1975 | 93.5 × 82 | 136-141 1 at 6000 | 179-182 at 4500 | 4 | 10.1 | MFI |
| Beta II CVVT 3 | G4GC (X) | 1975 | 93.5 × 82 | 141-143 4 at 6000 | 184-186 at 4500 | 4 | 10.1 | MFI |
Use
Listed are all models with beta engines, not all countries were offered in all countries listed configurations.
Hyundai coupe
- Coupe RD / J2
- G4GR, G4GMR: 1996-1998,
- G4GF: 1996-2000
- Coupe RD2
- G4GFS, G4GF-EC: 1999-2001
- G4GCG-141: 2001-2003
- Coupe GK
- G4GCX: 2003-2009
Hyundai Lantra
- Elantra J2 / RD
- G4GR, G4GM: 1996-2000
- G4GF: 1998-2000
Hyundai Elantra
- Elantra XD
- G4GM, G4GCG-139, G4GCG-141: 2001-2003
- G4GB, G4GCX: 2003-2006
- Elantra HD
- G4GCX: 2007-2011
Hyundai i30
- i30 FD (from Korea) / FDH (from the Czech Republic)
- G4GCX: 2007-today (since 2010 only for the US, sold there as Elantra Touring )
Hyundai Matrix
- Matrix FC
- G4GB: 2001-today
Hyundai Trajet
- Trajet FO
- G4GCG: 2004-2008
Hyundai Tucson
- Tucson JM
- G4GCX: 2004-2009
KIA Carens
- Carens FC
- G4GC1: 2003-2006
- G4GCX: 2004-2006
KIA cee'd
- cee'd ED
- G4GCX: 2006-2010
KIA Cerato
- Cerato LD
- G4GB: 2005-today (China)
- G4GC1: 2003-2006, G4GCX: 2003-2009
KIA soul
- Soul AM
- G4GCX: 2009-2011
KIA Sportage
- Sportage JE
- G4GCX: 2004-2010