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New Hyundai 2.4-liter GDI four-cylinder makes 200 hp in 2011 Sonata
Hyundai 2.4L Theta-II GDI - Click above for high res image gallery
When Hyundai's all new Sonata goes on sale early in 2010, it will arrive in U.S. showrooms with only one available engine, a thoroughly revamped version of the 2.4-liter Theta-II four cylinder. The new engine is Hyundai's first production powerplant with gasoline direct injection, but John Juriga, director of powertrains at the Hyundai-Kia Technical Center (HATCI), promised it wouldn't be the last. Juriga told a media briefing at HATCI recently that Hyundai was planning to roll out GDI across its lineup in the coming years.
For now though we have to be content with the new Sonata engine, which is now more powerful than the engine it replaces with 200 hp and 186 pound-feet of torque. The basic internal dimensions are carried over from the 2010 port-injected edition, with bore and stroke of 88 mm x 97 mm for a total displacement of 2,359 cc. The new fuel delivery system has allowed the engineering team to bump the compression ratio from 10.5:1 up to 11.3:1. Like other direct injected engines, the charge cooling effect of injecting the fuel in into the high temperature compressed aid allows the elevated compression without the risk of knock. Read on to learn more about the first GDI Hyundai engine.
Gallery: Hyundai 2.4L Theta-II GDI
[Source: Hyundai]
Just as on the latest common rail direct injected diesels, the system on the Theta is capable of executing multiple fuel delivery pulses per ignition cycle. While all modern diesels uses multiple fuel pulses, this is a relatively new phenomena for gas engines. Hyundai is not the first to do it, with Ford's EcoBoost V6 and General Motors' 2.4-liter direct-injected EcoTec using dual injection pulses during cold start periods. The split pulse strategy helps increase the exhaust temperature to heat up the catalytic converter faster.
On modern engines, most of the emissions produced (aside from carbon dioxide that is produced whenever the engine is running) occur immediately following a cold start. Since the catalyst is ineffective until it heats up, getting it warmed up fast is key to eliminating the remaining emissions. The changes to the GDI Theta help it reduce emissions by 30 percent to earn a ULEV-2 and PZEV rating from the California Air Resources Board.
Besides direct injection, Hyundai has added several other enhancements to the four cylinder. A variable intake system speeds up the flow of air into the cylinders at low speed while reducing the restriction at higher speeds. Variable phasing is also implemented on both of the camshafts, although the lift remains fixed. In combination with the increased compression ratio made possible by the DI, all of this helps to the boost the torque, which in turn improves driveability. According to Juriga, the low end torque is increased by 7 percent while the improvement is as much as 12 percent at the upper reaches of the rev band.
Maximum output of the GDI engine in the dual exhaust SE model is now 200 hp (198 hp in the single exhaust GLS and Limited models) at 6,300 rpm compared to 175 hp at 6,000 rpm in the 2010 model. Peak torque, meanwhile, goes from 168 pound-feet to 186 pound-feet at 4,250 rpm. With Hyundai's emphasis on quality in recent years, the GDI four and all of the other engines being used in U.S. market cars are put through extensive testing including 300-hour durability cycles on the dynamometer. That's equivalent to 120,000 miles of driving at wide-open throttle. One of the Theta's that had already gone through this testing and had been torn down was on display adjacent to the cutaway engine.
Final EPA fuel economy numbers aren't yet available but Hyundai is estimating a ten percent improvement. The company's officials made it clear that we could expect to see DI availability expanding in coming model years along with the addition of turbocharging and downsizing, a recent trend with engines whenever direct injection enters the picture. The Theta-II GDI has been in production at Hyundai's Alabama engine plant for several weeks now and production of the new Sonatas will start shortly.
PRESS RELEASE
HYUNDAI ANNOUNCES NEW ENGINE TO POWER ITS DRIVE TOWARD FUEL ECONOMY LEADERSHIP
Theta II 2.4-liter I-4 engine with Gasoline Direct Injection goes into production
* Built in Alabama, starting this week
* First Application in 2011 Sonata
* 10 percent better fuel economy and improved durability
* 200 horsepower and 186 lb-ft of torque
High Quality Photos for Print are available here: Large
A new four-cylinder engine will help power Hyundai's drive towards becoming the fuel economy leader when it launches in the company's most popular car, the 2011 Sonata.
Today, Hyundai unveiled the engine, which is built at Hyundai Motor Manufacturing of Alabama, at its Hyundai America Technical Center in Superior Township, Michigan, where it engineers, designs, tests and certifies vehicles sold in the U.S.
The 2.4-liter Theta II GDI engine features gasoline direct injection (GDI) technology which operates with greater efficiency using less fuel, creating fewer emissions and delivering improved throttle response, all while making more power than a traditional port-injected engine. In the all-new 2011 Sonata, consumers can expect an estimated best-in-class fuel economy of 35 miles per gallon in highway driving (EPA certification pending).
"At Hyundai's core is a promise to deliver unparalleled quality and value to our customers," says Hyundai Motor America President and CEO, John Krafcik. "Leading the introduction of this technology in our most important, highest volume product, the all-new 2011 Sonata, demonstrates our commitment to delivering products that excite and reward Hyundai owners."
Hyundai announced in late 2008 that it would lead the industry in meeting newly proposed Corporate Average Fuel Economy (CAFÉ) standards, that would have required a fleet average of 35 mpg by 2020, five years early through a combination of new technologies, including hybrids and gasoline direct injection. Since that time, the industry has agreed to work with the more aggressive standard. The Obama administration has since proposed more aggressive standards of 35.5 mpg by 2016, which Hyundai supports and also plans to meet ahead of schedule in its quest to become the most fuel efficient brand in the U.S.
Theta II 2.4L GDI
Hyundai's Theta I-4 engine family is a proprietary design, engineered in Namyang, Korea and currently in production for applications all over the world at volumes exceeding 2 million annually. The new Theta II 2.4L GDI engine is a derivative of the Theta with major upgrades in technology and architecture. It features a unique block, valvetrain, front end accessory drive (FEAD), intake manifold, pistons, rods, crankshaft, variable induction system and catalyst. The Theta II 2.4L GDI delivers an estimated 200 horsepower @ 6,300 rpm and 186 lb.-ft. of torque @4,250 rpm. The most significant technology in the new engine is direct injection.
How GDI Differs from Conventional Port Injection
The key to direct injection is the use of individual fuel injectors for each cylinder strategically positioned to deliver the optimal fuel charge directly into the combustion chamber. In a traditional multi-port system, gasoline is delivered via the port of each cylinder, where it mixes with air and is drawn into the cylinders when the intake valve opens and the piston moves down. A drawback to the traditional system is when engine speeds increase, the time to open the valve to deliver fuel becomes progressively shorter making accurate delivery more challenging.
GDI avoids that issue and the shorter, more direct path of fuel delivery, allows for greater control of the optimum fuel mixture at the optimum moment, thus improving efficiency.
The fuel is injected by a camshaft-driven, high pressure pump that operates at pressures up to 2175 psi (150 bar). Direct injection also utilizes a higher than normal 11.3:1 compression ratio to for increased power. The pistons are "domed" to increase combustion efficiency.
The injection is split into two phases to achieve optimum combustion during the catalyst heating operation right after the cold start. First, the pilot injection is applied during the piston's descent in the intake stroke and then, in the second, at the end of the compression stroke, the rest of the fuel is injected and then ignited after some delay. This split-injection technique reduces loading on the catalytic converter and helps lower emissions.
When an engine is cold, so is the catalyst. Traditional engines run high rpm's for a few seconds upon startup to "fire" the catalysts. The GDI's split-injection strategy enables the catalyst to reach operating temperature faster. This helps reduce emissions by 30 percent during cold starts meeting California Air Resources Board's ULEV-2 and PZEV standards.
Dynamic Performance and Fuel Economy Improved
Compared to a conventional engine of the same displacement, GDI delivers 7 percent more torque at low engine rpm's and 12 percent more torque at the high-end for better take-off and overtaking performance. Best of all, GDI boosts gas mileage by up to 10 percent compared to a conventional engine.
Variable Induction System (VIS)
Design modifications in the Theta-II 2.4L GDI engine continue with a 2-stage variable induction system which improves engine breathing by automatically adjusting the volume of the air drawn into the combustion chamber to create the optimal air-to-fuel mix under different engine load conditions.
Continuously Variable Valve Timing (CVVT)
Depending on engine load and speed, CVVT can modulate the phasing of the valve opening and closing for more power and lower emissions. The new Continuously Variable Valve Timing System improves engine breathing on the intake and exhaust sides for better fuel economy and lower emissions. And the CVVT system is run by a new steel chain with an innovative roller and a retuned chain tensioner for the improved fuel efficiency and robust durability.
Weight and Friction Reduction
A critical engineering challenge is to find ways to reduce engine weight and internal friction to attain better fuel economy. Friction reduction measures in the Theta II 2.4L GDI include a revision of the piston pin from a fixed-type to a full-floating design which helps reduce friction between piston and cylinder wall. This further improves long-term durability.
And under the piston crown, engineers have added a piston cooling jet which sprays a fine oil mist to the bottom of the piston reducing heat and contributing to the durability.
Weight reduction measures include a new lighter-weight aluminum cylinder block and a lighter weight crankshaft. Hyundai engineers looked for weight savings throughout the engine, inside and out. In the end, the Theta-II 2.4L GDI is more than10 pounds lighter than its predecessor.
Next Steps?
Hyundai has stated aggressive goals aiming at fuel economy leadership. The benefits of GDI technology will be expanded over time to the entire family of Hyundai gasoline engines. GDI is one technology out of several that will help deliver superior efficiency, durability, quality and value to Hyundai customers.
HYUNDAI MOTOR AMERICA
Hyundai Motor America, headquartered in Fountain Valley, Calif., is a subsidiary of Hyundai Motor Co. of Korea. Hyundai vehicles are distributed throughout the United States by Hyundai Motor America and are sold and serviced through more than 790 dealerships nationwide. All Hyundai vehicles sold in the U.S. are covered by The Hyundai Advantage, America's Best Warranty. In addition, Hyundai Assurance is now offered on all new vehicles leased or purchased from a certified Hyundai dealer. The program is available to any consumer, regardless of age, health, employment record or financed amount of the vehicle. The program is complimentary for the first 12 months.
ABOUT HYUNDAI AMERICA TECHNICAL CENTER, INC.
Hyundai America Technical Center, Inc (HATCI), headquartered in Superior Township, Michigan, near Ann Arbor, is a subsidiary of Hyundai Motor Co. of Korea. HATCI provides design and engineering support and tests and certifies all Hyundai (and subsidiary Kia) products sold in North America. In addition to the headquarters in Michigan, HATCI operates two design centers in Irvine, Calif., two engineering facilities in Irvine and Chino, Calif. and the Hyundai California Proving Ground in California City.
Reader Comments (Page 1 of 3)
Sea Urchin 1:07PM (11/23/2009)
I think this car will cause a lot of problems to Accord and Camry, looks are there, price is there, quality is there. This car should be one of the best in the segment.
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John 1:17PM (11/23/2009)
The Times They Are A-Changin'
xpolarx 1:36PM (11/23/2009)
It's so strange...five years ago, if anyone had said anything about Hyundai being a segment leader---or just having a great car, period---there would have been a lot of laughter coming from my direction. Hyundai definitely has my vote for biggest brand identity turn-around of the decade.
RamblinReck89 1:10PM (11/23/2009)
GDI? A Gosh Darned Independent engine?
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Geo 1:34PM (11/23/2009)
no, although i see the joke, not that abbreviation ..
Gasoline Direct Injection
Had a GDI Mitsu , Space Wagon, in Europe, nice engine ...
What i am pretty sure is Hyundai started to make great cars in the last 10 years ... this one will be a best seller for them again...
RamblinReck89 1:49PM (11/23/2009)
So they don't have engine fraternities and sororities?
archknight 1:17PM (11/23/2009)
With 23/35 fuel economy and 200hp/186 lb-ft of torque, Hyundai is going to be racking in the cash. People have also been begging for this engine to get the turbo treatment, instead of going to a larger engine. Hyundai has been working with Haldex for a few years, I wonder if they are going to introduce another version of the Sonata with AWD/turbocharged GDI 4 banger/8-speed AT putting out as much or more power than a V6 from competitors (22/32 mpg).
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Mike 5:00PM (11/23/2009)
I like this engine.
I'm also a fan of Turbocharging and AWD.. but Turbo/Awd 4cyl of a Family sedan is stupid. (Besides the Old MazdaSpeed 6 - I actually like that car).
This Sonata with a 8 speed trans awd/ turbo would be stupid (NOT in a good way).
If they were to put that into say the Genesis Coupe - Then I'd be all ears and eyes and wallet.
But putting into a Sonata - Who in their right mind wants a performance minded Sonata? Are they thinking it will be the new Taurus SHO replacement (since Taurus brought us a tank instead of a sports car this time).
Hyundai - Great job at pushing the envelope. It's not often you do that but it is becoming more frequent! I'm used to them "copying" things it's great to see them finally excelling at things. (I'm a former disgruntled owner of a 2003 Tiburon - horrible car to say the least. Had more recalls etc (even in the 2.7 liter engine I had even though the engine had been out for multiple years in the Sonata. I bought the car thinking - 1st year model but engine been around for at least 3-4 years.. I should be OK. well I WASN'T!!!)
knightuc1992 9:28AM (11/24/2009)
Impressive.... quite impressive...
Obiwan has taught you well, young Hyndai....
This will make Toyota and Honda very uncomfortable indeed...:)
Luis 1:22PM (11/23/2009)
Bring out the fanboys!
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jsjs 1:23PM (11/23/2009)
How 'bout bringing out an INTELLIGENT comment for once?
Matt 1:56PM (11/23/2009)
He's not capable.
Aprime 2:15PM (11/23/2009)
Coming from Matt that's pretty hilarious.
Patliean1 1:22PM (11/23/2009)
Kinda makes you wonder what adjustments Honda will make to its K24A engine rated at 205HP and 164 ft-torque.
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Rick C. 3:47PM (11/23/2009)
If gas prices start to shoot up, the call will go down to the engine management department to program a 'softer' curve for increased fuel economy. If no price spike occurs, the tuning will go the other direction.
Poopy 2:50PM (11/23/2009)
Are you talking about the K24 that requires premium to acheive those numbers and makes somewhere around 7.5 ft/lbs of torque at 38,000 rpms?
This 2.4L makes the same amount of torque as some older 3.0L and 3.8L V6's. It's going to take more than variable this and that to generate that kind of torque. It actually make more torque than Hyundai's 2.7L Delta V6 in the Tuscon.
The feel should almost be V6 like but I'm sure it will buzz like every other 4 banger out there. Honda will more than likely bump to a larger displacement or invent some crap like TOHC to replace SOHC and DOHC.
why not the LS2LS7? 1:25PM (11/23/2009)
Didn't we just see this story last week?
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Bigfork 1:42PM (11/23/2009)
You're right:
http://www.autoblog.com/2009/11/17/hyundai-launches-first-direct-inject-four-cylinder-engine-repla/
Also, lack or proofreading: "the charge cooling effect of injecting the fuel in into the high temperature compressed aid"
'Fork
KevinC 1:43PM (11/23/2009)
Can't wait to see what they do to the 3.8 in the Genesis coupe. That might be my next car a few years from now.
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Bigfork 1:44PM (11/23/2009)
I spend too much time on AB, I can't proofread either :D
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