Hyundai KIA U

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Hyundai / KIA
U
Manufacturer:	Hyundai / KIA
Production period:	2004 until today
Design:	In-line three-cylinder / in- line four-cylinder
Engines:	1.1 L (1120 cm³) / 1.4 L (1396 cm³) / 1.5 L (1493 cm³) 1.6 L (1582 cm³) 1.7 L (1685 cm³)
Cylinder firing order:	1-3-2 / 1-3-4-2
Previous model:	1.5: Hyundai KIA D
Successor:	none
Similar models:	none

Hyundai KIA U is a series of four-cylinder diesel engines as well as the same technology that has been reduced from the 1.5-liter model to three cylinders. The engines have direct injection , turbochargers and two overhead camshafts ( DOHC ) as well as four valves per cylinder. The engines are manufactured by Hyundai / KIA in Ulsan ( South Korea ) and since 2007 for Europe except for the 1.1 and 1.5 L in Žilina ( Slovakia ). The construction of an Indian engine plant for the U series in Irrungattukatoi was announced in 2009, then discarded and should now be decided in early 2011.

The engine block is made of gray cast iron , the cylinder head of aluminum . The basic engine is the 1.5 L with a bore of 75 mm and a stroke of 84.5 mm. The 1.1 L, which was added in 2006, has the same dimensions, but is the only one in the series with only three cylinders; the 1.6 L from 2005 has a bore that has been enlarged to 77.2 mm. The 1.7 L added in 2010 increases the stroke to 90.0 mm on this basis. The 1.4 L, released in the same year, finally reduced the stroke to 79 and the bore back to that of the 1.5 L with 75 mm. At 157 kg, the 1.5 L weighs only 14 percent more than the 1.1 L at 140.4 kg, although it has a quarter more displacement and power. The balance shaft of the three-cylinder, which no other engine in the series has, also contributes to this. Of these, apart from the 1.5 L, no weights have been published. The same applies to the idle speed of the entire row.

The power transmission from the crankshaft to the camshaft takes place via a timing chain . The exception is the 1.6 L with 90 HP up to summer 2007, which received a timing belt (see also history ). The ancillary units are driven by a serpentine belt . Its inspection is planned every 20,000 km or 12 months, its replacement only when necessary.

The valves are operated via roller rocker arms that act like a rocker. The cam rests on its apex. During its rotation, it presses one side and thus two valves downwards, while the hydraulic valve valve, which is stretched by means of a built-in spring, is always flush on the other (see valve closed ( Memento from July 16, 2014 in the Internet Archive ), valve open ( Memento from February 21, 2014 in the Internet Archive )). This form of valve clearance compensation is maintenance-free, even an inspection is not included in the maintenance schedule. Wear would be communicated by a ticking sound.

U

history

The U series made its debut in December 2004 in the Hyundai Matrix in 1.5-liter version with 102 hp. However, this was more of a pre-series, because it was extensively updated in March 2005 and appeared in the KIA Rio with 110 hp . Nevertheless, the Kia Cerato received the old version in July 2005 . Less than the time, the revision is therefore recognizable by an output unequal to 102 hp, because a 75 hp version followed, where this promised country-specific tax or insurance savings for the buyer, and finally an 88 hp variant for the Hyundai Getz in August 2005. All three differ from the 102 HP original version in terms of injection pressure. This rose from 1350 to 1600 bar, the exhaust gas recirculation is also cooled, electronically regulated and the inflowing air is swirl-regulated ( see here ). Overall, these measures clean up the 110 hp version to Euro 4 level, even without the optional, open particle filter. The 102 hp version met Euro 3.

The 1.6-liter version made its debut in June 2005 in the KIA Cerato with 116 hp. It corresponds to the technical standard of the 1.5 L with 110 hp and is its reamed version. However, it only became noticeable with the launch of the KIA cee'd in December 2006. On this occasion, the 90 hp version of the engine was added. This differs from all other diesel engines in the series in that it initially used a toothed belt . From summer 2007, when sales of the Hyundai i30 began , it was also produced with a timing chain . Only the U2 series brought innovations to this engine, and it is also the only one that has been incorporated directly into it. The three-cylinder followed in 2011, completing the second series.

In November 2005, a three-cylinder completed the first series. With the exception of the number of cylinders, it corresponded to the 1.5 L in the 110 HP version and thus holds 1.1 L. The only change is the addition of a balancer shaft to counteract the uneven running due to the non-round number of cylinders. It is integrated in the oil pan. In addition, slatted struts on the crankshaft of all U-engines counteract the vibrations.

The U-series is the first jointly developed by Hyundai / KIA diesel series after their merger in 1999. In the 2000 presented D series was with VM Motori involved nor an external partner prevail. The European powertrain center in Rüsselsheim was also inaugurated with the U series.

Vehicles with underground motors have an electric auxiliary heater ( PTC ) to heat the interior more quickly . This is attached to the air flow and heats it up as required via an electrical resistor. This achieves significantly faster heating than a diesel engine alone or with an auxiliary heater for the cooling water circuit could achieve . Such a cooling water auxiliary heater, however, has the advantage of being an essential component of an auxiliary heater , which could be retrofitted with it at low cost. The built-in electric auxiliary heater, on the other hand, requires a complete auxiliary heater set.

The 1.1 L has not been available in Germany since summer 2007 due to demand, but is still available in some European countries in 2011. The 1.5-liter four-cylinder is also offered unchanged - but almost only in non-European markets. Both are used in models that have been built for some time. However, only those with the 1.1 L are so current that they are still offered in Europe ( see ). The Euro 5 standard, which has been in effect since 2011, is not an obstacle because it only has to be met by new models coming onto the market. The existing Euro 4 conformity, as offered by both engines, is sufficient.

injection

Direct injection takes place via nozzles reaching into the cylinder from above. The nozzles are supplied by one fuel line for all cylinders ( common rail ), in which the diesel is available at 250 to 1350 bar (102 HP version) or up to 1600 bar (all others). The latter figure shows that these are systems of the first ("CRS1" with 1350 bar) and second ("CRS2" with 1600 bar) Bosch generation. The increased pressure leads to a more homogeneous mixture formation and thus less oxygen-rich, nitrogen oxide-producing and oxygen-poor, soot-producing nests. The number of injections per ignition process has also been increased. Instead of the pilot injection, which is followed by a main injection shortly before the ignition point, the pilot fuel quantity is divided into two injections, which can be followed by two post-injections after the main charge, if required. This subdivision improves the running smoothness, as the combustion process in the cylinder is prolonged. In addition, smaller amounts of fuel are better distributed in the cylinder. This in turn reduces soot and nitrogen oxides. The post-injections serve to partially burn off any soot particles that have arisen.

The swirl control of the intake duct supports this effect. One of the two inlet valves of each cylinder is permitted up to medium load. The narrowing of the air volume, which is smaller with a lower load, swirls just as strongly as the full load air volume flowing through two valves. This swirl control takes place by means of a "swirl control valve". A strong turbulence is necessary in order to distribute the diesel that is only now added in the compression stroke as evenly as possible and thus burn it without leaving any residue.

Pollution reduction

This series has no soot filtering or nitrogen oxide reduction in the exhaust gas aftertreatment. This only consists of an oxidation catalytic converter, which replaces the three-way catalytic converter that is common there due to the high amount of oxygen in the exhaust gas compared to the gasoline engine. Unlike the latter, it lets the nitrogen oxides pass and thus works as a two-way catalytic converter. Like its counterpart, it uses oxygen to convert carbon monoxide (CO) into carbon dioxide (CO ₂ ) and hydrocarbons (HC) into carbon dioxide and water. The nitrogen oxides are left out, because the excess oxygen reacts with the carbon monoxide first (2 CO + O ₂ to 2 CO ₂ ). This carbon monoxide is no longer available to nitrogen oxides (NO _x ) for reduction into pure nitrogen (CO and NO to N ₂ and CO ₂ ).

The 1.5 and 1.6 l engines of this series were equipped with a particle filter in some markets, including Germany, and for some models (Hyundai Matrix from 2008, i30 and KIA cee'd from the beginning) . Wherever it was offered, it was standard. A closed system was only available for the 1.6 L with 116 hp, the 90 hp variant received an open system until December 2008, the 1.5 l engine only this. An oxidation catalytic converter is connected upstream of the filter in the same housing. Both were developed in the Group's European Powertrain Center in Rüsselsheim. In contrast to open systems, the closed type cannot be retrofitted because the motor recognizes the fill level of the filter via sensors and has to regenerate it if necessary. The filter performance increases from around 30 to over 95 percent of the particle mass, the same applies to the number of particularly relevant nanoparticles (see box with information on particles at the beginning of the article). The breakdown of the particles takes place in two stages. The passive regeneration is an oxidation of the soot filtrate. This only works at exhaust gas temperatures such as those that occur on longer motorway journeys. In this case, soot particles are oxidized to CO ₂ in the filter by means of NO ₂ formed in the oxidation catalytic converter from 200 ° C. The excess nitrogen dioxide escapes. Active regeneration must intervene if this temperature is not reached and the filter is filled to around 45% of its capacity. Then the engine control artificially creates a temperature of 600 ° C by injecting diesel directly after the ignition process, which does not lead to any additional power, but the necessary exhaust gas temperatures. This increases consumption by three to eight percent (depending on frequency), and the soot is burned. After active regeneration, some ash remains from the soot filtrate in the filter, which is designed to last 240,000 km. The regeneration takes about 25 minutes without stop - & - go traffic at a speed of over 2000 tours from third gear. If these journeys are not made, a warning light flashes in the cockpit from 75% of the filter fill level, which indicates to the driver that regeneration is necessary. If this continues to flash after the journey described, a workshop must be visited to carry out the regeneration. If this is not done either, there is a risk of damage to the particle filter, which, like all closed filters, does not have a pressure relief valve.

The diesel-typical lean operation and the exhaust gas recirculation (→ next paragraph) of these engines also reduce soot . The oxidation catalytic converter also contributes to exhaust gas temperatures of 200 ° C. These are achieved during longer load phases such as on motorway journeys. Above 200 ° C, nitrogen monoxide and the abundant oxygen, nitrogen dioxide (2 NO + O ₂ to 2 NO ₂ ) are formed in the oxidation catalytic converter . With the absorption of soot (carbon, C), this is reduced to harmless nitrogen and carbon dioxide : 2C + 2NO ₂ = 2CO ₂ + N _2. However, this does not affect the soot produced so far, as in the locally available particle filter of this series. The non-oxidized nitrogen dioxide escapes.

These engines use exhaust gas recirculation to reduce nitrogen oxide . In the partial load range, this guides up to 60% of the exhaust gas back into the intake tract; a lambda probe reports the residual oxygen content in the exhaust gas flow to ensure that it is correct. The recirculation lowers the combustion temperature and thus the nitrogen oxide production. The nitrogen oxides already present in the exhaust gas are also reduced by the new combustion process, as are soot particles and hydrocarbons that have not yet been burned (e.g. PAH ). However, if too much exhaust gas is introduced, there will be a lack of oxygen in the cylinder for complete combustion. That led to more soot. Exhaust gas recirculation, which is only partially possible in any case, is therefore only possible in the partial load range and is cooled (except for the 102 HP engine) in order to achieve a denser volume and thus provide sufficient oxygen. In the emission standards Euro 3 (102 HP) and Euro 4 (all others) achieved by this series, the permitted amount of nitrogen oxide remains three times that of a gasoline engine. Nitrogen oxides promote the formation of smog and ozone as well as acid rain , nitrogen dioxide has an irritant effect. Diesel engines work with excess oxygen to reduce soot, which leads to very high local temperatures in the cylinder. These favor the generation of nitrogen oxides. The return takes place here without electrical regulation or cooling, as was the case in the second series.

A particle filter retrofitting of the series can possibly lead to obtaining a better fine dust sticker. Information on the respective vehicle is available on the websites of the TÜV and Dekra associations; Hyundai / KIA offers corresponding open filters The function and efficiency of these open filter systems is shown in a manufacturer-specific dossier from the Federal Environment Agency.

turbocharger

All engines in the range have a turbocharger . This conveys more oxygen into the cylinder space than would normally flow in, which means that the engine can add more fuel. This increases the performance to that of a larger displacement, whereby the delivery rate can be provided by means of the motor control even at low speeds. As a result, and due to the smaller displacement, friction losses are reduced, which means that fuel consumption is below that of a larger, turbocharged engine. In this first series, a Garrett GT 1544V is used for all four-cylinder and a GT1541V for the three-cylinder series. Both have a variable turbine geometry (VTG). Rotatable guide vanes in front of the turbine wheel produce the optimum flow cross-section and inflow angle, depending on the exhaust gas flow rate and the target charge pressure. This enables the turbine to work in a larger operating range with high levels of efficiency, which among other things reduces the delay in boost pressure build-up after the accelerator pedal is depressed (“turbo lag”). The VTG guide vanes are attached like on a shovel excavator wheel and extend into the exhaust gas flow. They direct (almost folded in a circle) faster or (folded out) slower exhaust gas to the turbocharger's turbine. This accelerates or brakes 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. As with this engine, the VTG control usually makes the pressure relief valve ( wastegate ) of the non-variable turbocharger superfluous.

Problems

Until the end of 2006, the 1.1-l three-cylinder contained materials in the transmission that led to its premature wear. Until then, the engine was only used in the KIA Picanto. According to a magazine article, the gearbox that was changed at the end of 2006 with harder materials cannot be used in affected vehicles. There are no problem reports for vehicles with the new transmission.

New control software is available for some 1.6 IU engines in the KIA cee'd that were produced from the beginning of the 2006 model to July 7, 2009. It reduces the maximum speed of the turbocharger in order to avoid mechanical and thermal peak loads. The performance does not decrease, but for the same propulsion the (electronic) accelerator pedal must be depressed a little further. The original software allowed too high speeds, which favor a turbocharger failure. The resulting material particles would cause consequential damage in the injection system. However, the drivers do not report any failures of either type. The new software was published in the spring of 2010 and imported during visits to the workshop. On October 29, 2010 it received an update, which will be imported again during the next workshop visit.

U2

history

The engine series with the largest segment coverage: from 1.1 l in the Hyundai i10 ...

... up to 1.7 l in the Kia Optima

In September 2008, the manufacturer completed the further development of the U2 series. Their use began at the end of the year in the Hyundai i20 . This was also when the series production of diesel engines began. Previously, Hyundai / KIA continued all diesel innovations under the original name and only divided gasoline engines into series. The U2 series was the first to indicate the level of development of a diesel. Initially, only the 1.6-liter engine was incorporated into the new series; the 1.1-liter three-cylinder did not follow until 2011. A 1.4 l for small cars was derived from the 1.6 l at the beginning of 2010 and a 1.7 L as an entry-level engine for off-road vehicles and mid-range models in November . This 136 hp engine will also be combined with an electric motor to make the Group's first diesel hybrid by 2012. The projected standard consumption for mid-range vehicles is 3 l / 100 km. Like the full hybrid based on gasoline, it will use a lithium polymer battery for energy storage.

The development goal of the U2 series was to improve the appearance of the drive. On the engine side, the noise level has been reduced. The timing chain and cylinder head covers were identified as two main sources of noise in the U-Series. As a result, the ideal shape and position of existing and additional reinforcement struts were determined by means of statistical test planning. The oil pan was also recognized as a resonance body and also changed in shape. The result is a noise level of 91 dB, which is one percent below the previous series and up to 2 dB below all 1.6-liter diesels on the market in 2009.

Details have also been changed around the U2 engine. The newly developed six-speed manual transmission, available for the first time for U engines, achieves 1.5 percent fuel savings thanks to its lower engine speed. The effort required to shift gears has been reduced by using larger clutch disks, as has the number of components, the manufacturing tolerances of which can therefore add less and thus result in more precise shift control.

The “Battery Management System” is also part of the U2 motors. It reduces or increases the use of the dynamo-specific alternator and thus the drive effort for the diesel engine. During braking, it lets the alternator produce electricity for the battery at full load, which is picked up again during the next acceleration process in order to then run the alternator with as little load as possible. The result is 2 percent less consumption. The BMS is standard and independent of the equipment with ISG. Like this one, it reduces the standard consumption by 0.1 l / 100 km.

However, the main features of the U series change during the construction period of their series. In the first, it was the injection system and the added particle filter, in the second it was the ISG, the increase to 1,800 bar injection pressure and the hybrid planned for 2012. All engine characteristics not mentioned here are therefore unchanged from the U series and as described there.

ISG

In June 2009, the U2 engines were the first and so far only Hyundai / KIA diesel engines to be equipped with an automatic stop-start system . The manufacturer calls them Idle Stop & Go. As the systems of other manufacturers , it stops the motor with gear idle ( Idle ) and very low speeds, so - for example in traffic queues - to save fuel. It starts the engine again as soon as the driver announces the next acceleration by pressing the clutch pedal. The starter motor has been mechanically reinforced for this purpose, making it quieter and, with 300,000 cycles, designed for six times more starting processes.

Like all stop-start systems, the ISG checks a few parameters to decide whether it actually switches off the engine. This means that the engine usually stays on continuously, especially on short winter trips.

• Engine stop
  • No ISG-related error codes may be stored
  • The cooling water temperature must be above 45 ° C
  • The catalyst temperature must be above 200 ° C
  • The battery temperature must be between 2 ° C and 60 ° C
  • Battery state of charge must be over 70%
  • The brake booster pressure must not be too low (due to driving too short since the last stop)
  • The fan must not be at maximum level (would put a strain on the battery)
  • The driver's door must be closed
  • The engine hood must be closed (danger from the engine belt starting up)
  • The driver's seat belt must be fastened
  • The ISG off switch to the left of the steering wheel must not light up, i.e. it must have been pressed
  • The vehicle speed must be below 5 km / h
  • and have exceeded 10 km / h at least once after the last manual engine start.

• Engine start
  • The clutch pedal must be depressed more than 10%

Injection and pollutant reduction

Nitrogen oxide and particle mass limit values ​​of the Euro standards for diesel. This series has reached Euro 4, and since summer 2010 Euro 5 with series particle filters.

As in the first series, the injection system was updated after the start of production. The 1.4 and 1.7 l versions, which debuted in 2010, use a third common rail generation system. It supplies the fuel with up to 1800 bar instead of the 1600 bar in the system of all 1.6-l versions. Their compression also fell from 17.3 to 17.0 ( see table ). This gently reduces the pressure and thus the temperature in the cylinder. This creates less nitrogen oxides. However, their permitted amount remains within the Euro 5 standard achieved by these engines, which is three times that of a gasoline engine.

The 1.7-liter engine takes an important step towards engines with a completely homogeneous mixture with the use of a variable valve opening point. The system, which has been increasingly installed in the manufacturer's gasoline engines since 2004, varies the opening time of the valves on the inlet and outlet sides (" dual CVVT"). Together with the already existing swirl control ( see here ), an even more precise swirling of the air is possible, into which the diesel is injected at the end of compression. With its debut in the KIA Sportage , the U2 1.7 is the world's second diesel engine with variable valve control. The first made its debut a few months earlier in the Mitsubishi ASX as the first engine in the 4N1 series . The latter only varies on the inlet side, but also on the valve lift, which opens up further possibilities for influencing it and, together with a compression that is 2 bar lower, brings it closer to the homogeneous engine. In addition to individual German diesel engines, the 4N13 meets the Tier 2 Bin 5 emissions standard, which opens up the US market for it. It has been in effect since 2009 and limits the amount of nitrogen oxide to one sixth and the particle mass to one twelfth of the Euro 5 standard. Hyundai / KIA stopped its only further development for this emission standard for the time being due to sales reasons (see S-Diesel series ).

To reduce particulate matter, all engines in the U2 series in Germany are equipped with a closed particulate filter , and since model year 2011 at the latest (starting in summer 2010) in all other European countries as well. This means that the Euro 5 emissions standard that has been in force since 2011 was met in advance. However, it is only mandatory for models released after 2010.

turbocharger

Of this series, only the turbocharger of the 1.6-l versions over 90 hp is known, this is a Garrett GTB1444VZ. At 14 mm on the exhaust side, its turbine is one millimeter smaller than in the turbocharger of the first series and can therefore be brought up to speed more quickly. However, its variable geometry remained the same (explanation in Series 1 ), which the turbo of the 1.7-l engine also has. The 1.4 and 1.1 l turbochargers are known to be missing. They have a fixed geometry and therefore necessarily have a pressure relief valve (“wastegate”) (explanation again in Series 1 ).

Problems

A glow plug, on the left the red-hot heater, on the right the power connection

Some 1.6-liter U2 engines from July 8, 2009 to April 30, 2010 required a long start, especially in cold conditions, followed by an uneven engine run. There could also be strong blue-white smoke as long as the engine was cold. The cause were two problems with the glow plugs. Some of these were too short, so that part of the thread of their holder in the cylinder was exposed. Soot could collect in it, which then interfered with the correct functioning of the glow plugs the next time it was started. In other engines, however, the glow plugs caused a short circuit on the cylinder head. As a result, the glow plug fuse interrupted its power supply and the glow plugs were therefore out of order. These are not activated in warm temperatures, so this is only noticeable in cold weather. In the case of vehicles with a particle filter, only the abnormal starting behavior is usually recognizable; the smoke is largely filtered out by the soot present in the particle filter. The replacement of the glow plugs is covered by the manufacturer's warranty. In engines after April 30, 2010, improved glow plugs are used ex works, the problems have been resolved.

Data

series	Engine code	Displacement (cm³)	Stroke × bore (mm)	Power (PS) at (1 / min)	Torque (Nm) at (1 / min)	cylinder	compression	Charging	injection	Particle filter	Nitrogen oxide filter	Stop / start system
U	D3FA	1120 1	84.5 × 75	75 at 4000	153 at 1900-2750	3	17.8	VNT turbo 3	CRDI 1600 bar	-	-	-
U	D3FA	1120 1	84.5 × 75	75 at 4000	180 at 1750-2500	3	17.8	VNT turbo 3	CRDI 1600 bar	-	-	-
U	D4FA	1493 2	84.5 × 75	102 at 4000	235 at 2000	4th	17.8	VNT / VTG turbo 3	CRDI 1350 bar	-	-	-
U	D4FA-L 4	1493 2	84.5 × 75	79/88 at 4000	170/215 at 1900-2500	4th	17.8	VNT turbo 3	CRDI 1600 bar	-	-	-
U	D4FA	1493 2	84.5 × 75	110 at 4000	235 at 1900-2750	4th	17.8	VNT turbo 3	CRDI 1600 bar	- / open	-	-
U	D4FB-L 4	1582	84.5 x 77.2	90 at 4000	235 at 1750-2500	4th	17.3	VNT turbo 3	CRDI 1600 bar	- / open	-	-
U	D4FB	1582	84.5 x 77.2	116 at 4000	255 at 1900-2750	4th	17.3	VNT turbo 3	CRDI 1600 bar	- / closed	-	-
U2	D3FA	1120 1	84.5 × 75	70 at 4000	162 at 1750	3	?	turbo	CRDI -? -bar	-? -	-	ISG optional
U2	D4FC-L 4	1396	79 × 75	75/77 5 at 4000	220 at 1750-2350 / 1750-2750 5	4th	17.0	turbo	CRDI 1800 bar	closed 6	-	ISG (optional)
U2	D4FC	1396	79 × 75	90 at 4000	220 at 1750-2750	4th	17.0	turbo	CRDI 1800 bar	closed 6	-	ISG (optional)
U2	D4FB-L 4	1582	84.5 x 77.2	90 at 4000	235 at 1750-2750	4th	17.3	turbo	CRDI 1600 bar	- / closed 6	-	ISG (optional)
U2	D4FB	1582	84.5 x 77.2	115 / 126-128 7 at 4000	255/260 7 at 1900-2750	4th	17.3	VNT turbo 3	CRDI 1600 bar	- / closed 6	-	ISG (optional)
U2	D4FD-L 4	1685	90 x 77.2	115/116 8 at 4000	260 at 1250-2750	4th	17.0	VNT turbo 3	CRDI 1800 bar	closed 6	-	ISG (optional)
U2	D4FD 9	1685	90 x 77.2	136 at 4000	325 at 2000-2500	4th	17.0	VNT turbo 3	CRDI 1800 bar	closed 6	-	ISG (optional)

¹ Trivia: Although with 1120 cm³ over 1.1 l in size, it is the only Hyundai diesel engine rounded off as 1.1L

²Trivia: At 1493 cm³, the U 1.5 has exactly the same displacement as the 1.5-liter three-cylinder in the D series

³The wind flow into the turbine is varied via guide vanes , not the geometry of the turbine wheel itself. The German translation of variable turbine geometry is therefore misleading. VNT is the brand name of the manufacturer Garrett for VTG turbochargers.

^4thL: L ow-power version otherwise likewise named one. The -L is not always listed

⁵ Normal set-up / version for the Hyundai ix20 with the torque of the D4FC with 90 PS

^6th All engines of the second series received a closed particulate filter for Germany, in some European countries before 2011 and therefore the Euro 5 obligation it was also available without a filter

^7thFuel-saving variant for markets with a tax-effective CO ₂ limit of 150 g per km, but without the reduced torque of the 90 PS D4FB-L / normal variant in model-specific settings from 126 to 128 PS

^8th 115.6 HP, rounded up or down by the manufacturer depending on the model

⁹ From mid-2011

commitment

The U-motors installed worldwide for each model are listed; not all configurations are offered in every country.

Hyundai Accent

• Accent MC
  • D4FA (110 PS, U-series): 2005–2011 (vehicle replaced by i20 in Europe in 2009 )
• Accent RB
  • D4FB (128 hp, U2 series): 2011 to date
  • D4FC (90 hp, U2 series): 2011 to date

Hyundai Elantra

• Elantra XD2
  • D4FB (116 hp, U-series): 2006
• Elantra HD
  • D4FB (116 hp, U-series): 2008 to date

Hyundai Getz

• Getz TB
  • D4FA (102 hp, U-series): 2004-2005
  • D4FA (88 hp, 110 hp, U-series): 2005 to date

Hyundai i10

• i10 PA
  • D3FA (75 PS, U-series): 2007-2010 (removed in the course of the facelift)

Hyundai i20

• i20 PB
  • D3FA (75 hp, U-series): 2012 to date
  • D4FB (115 hp, U2 series): 2008 to date
  • D4FC-L, D4FC (75, 90 PS, U2 series): 2010 to date

Hyundai ix20

• ix20 JC
  • D4FC-L, D4FC (77, 90 PS, U2 series): 2010 to date

Hyundai i30

• i30 FH (from Korea) / FDH (from the Czech Republic)
  • D4FB (116 hp, U-series): 2007–2009
  • D4FB-L, D4FB (90, 115, 126 hp, U2 series): 2009 to date

Hyundai i40

• i40
  • D4FD-L, D4FD (115, 136 HP, U2 series): from summer 2011

Hyundai ix35

• ix35 LM
  • D4FD-L (115 hp, U2 series): 2010 to date

Hyundai Matrix

• Matrix FC
  • D4FA (102 hp, U-series): 2004–2008
  • D4FA (110 hp, U-series): 2008–2010

KIA Carens

• Carens UN
  • D4FB (128 hp, U2 series): 2010 to date

KIA cee'd

• cee'd ed
  • D4FB-L, D4FB (90, 116 hp, U-series): 2006–2009
  • D4FB-L, D4FB (90, 128 HP, U2 series): 2009 to date

KIA Cerato

• Cerato LD
  • D4FA-L, D4FA (78, 90, 102 hp, U-series): 2005-2006
  • D4FB (116 hp, U-series): 2005-2008

KIA Forte

• Forte TD
• D4FB (128 hp, U2 series): 2009 to date

KIA Kia Optima

• Optima TF
  • D4FD-L (115 HP, U2 series): from 2012

KIA Picanto

• Picanto SA
  • D3FA (75 PS, U series): 2005 to today (withdrawn from the market in Germany in 2007)

KIA Rio

• Rio JB
  • D4FA (79, 110 hp, U-series): 2005-2011
• Rio UB
  • D3FA (70 HP, U2 series): from autumn 2011
  • D4FC (90 HP, U2 series): from autumn 2011

KIA Soul

• Soul AM
  • D4FB (115, 128 hp, U2 series): 2009 to date

KIA Sportage

• Sportage SL
  • D4FD-L (115 hp, U2 series): 2010 to date

KIA Venga

• Venga YN
  • D4FC-L, D4FC (75, 90 PS, U2 series): 2010 to date
  • D4FB (115, 128 hp, U2 series): 2009 to date

Individual evidence

1. ↑ Construction of the engine
2. ↑ Production in Ulsan (South Korea)
3. ↑ Production in Žilina (Slovakia) when the plant opens
4. ↑ Production in Žilina (Slovakia) ( Memento of the original from April 11, 2010 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
5. ↑ Discarded production in Chennai (India)
6. ↑ Decision to manufacture in Chennai in early 2011
7. ^ Materials of the U series
8. ↑ ^{a b c} Weights and dimensions of the U-series (PDF, 1.9 MB)
9. ↑ Serpentine belts of the U series ( Memento of the original from September 12, 2009 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
10. ↑ ^{a b} Hyundai i30 manual, chapter 7, p. 14 Maintenance interval drive belt
11. ↑ Hyundai i20 Manual, Chapter 7, p. 21 Maintenance interval drive belt
12. ↑ Valve actuation of the U series ( Memento of the original from April 20, 2010 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
13. ↑ Ticking or clicking noise due to loose valve adjustment plate: Sporadic clicking of an XM TCT. In: YouTube . March 12, 2010, accessed April 30, 2019 . 
14. ↑ Passability of exhaust gas nanoparticles ( Memento of the original dated February 8, 2008 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
15. ↑ P. 51ff: Research overview on exhaust fine dust November 2007  ( page can no longer be accessed , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.  
16. ↑ Number of particles limited from Euro 6 ( memento of the original from February 22, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
17. ↑ Particle distribution according to size and mass  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.  
18. ↑ Page no longer available , search in web archives: p. 16: 97% reduction in the total number of particles through a closed filter
19. ↑ Reduction of nanoparticles by 95% through a closed filter  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.  
20. ↑ Page no longer available , search in web archives: p. 17 Reduction of nanoparticles by closed filter by 99.5%
21. ↑ Campaign of several environmental associations for the diesel particulate filter for climate reasons ( Memento of the original from December 27, 2009 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.  
22. ↑ Same particle quantities and sizes in diesel and gasoline engines at full load and cold start phases ( Memento from July 8, 2012 in the web archive archive.today )
23. ↑ P. 49 Same particle sizes in diesel and gasoline engines at full load and cold start phases  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.  
24. ↑ Particles in the petrol engine when starting from cold
25. ↑ ^{a b} page no longer available , search in web archives: p. 16/17: Same particle quantities, masses and thus also sizes in diesel and gasoline engines during driving cycle # Artemis cycle | real driving conditions
26. ↑ p. 48 Components of the particles  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.  
27. ↑ Market launch of the U 1.5 110 PS
28. ↑ Savings through low-power version in Austria
29. ↑ Low-power versions of the U 1.5 ( memento of the original from January 8, 2017 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
30. ↑ Market launch of the U 1.5 88 PS in the Hyundai Getz
31. ↑ Market launch of the U 1.5 110 PS in the Hyundai Getz
32. ↑ Euro 4 standard of the U 1.5 110 PS with and without particle filter  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.  
33. ↑ Initial use of a toothed belt in the U 1.6 90 PS
34. ↑ Use of a timing chain in the previously published U 1.6 115 PS
35. ↑ Participation of the European Powertrain Center  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.  
36. ↑ Electrical auxiliary heater in U-series ( Memento of the original from February 22, 2014 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. 
37. ↑ Explanation of an electrical auxiliary heater ( memento of the original from October 30, 2010 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. 
38. ↑ Interior heating of the 1.1L U-Diesel ( memento of the original from February 26, 2014 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.  
39. ↑ Use of the unchanged U 1.1 in the Hyundai i10 reimport (remainder of the pre-facelift model) ( memento of the original from February 22, 2014 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.  
40. ↑ Use of the unchanged U 1.1 in the KIA Picanto
41. ↑ Use of the unchanged U 1.5 in the Kia Rio ( Memento of the original from June 16, 2011 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.  
42. ↑ Use of the unchanged U 1.5 in the Hyundai Accent
43. ↑ Use of the unchanged U 1.5 in the Hyundai Getz
44. ↑ Injection pressure of the U series except for the 102 HP version
45. ↑ Identity of the injection pump in engines of the first U series except for the 102 HP version ( memento of the original from March 1, 2014 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. 
46. ↑ ^{a b} p. 18 Generations of Common Rail Diesel Injection Pressures ( Memento of the original from December 25, 2010 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.  
47. ↑ U-series oxidation catalyst
48. ↑ ( page no longer available , search in web archives: deposition rates in the three-way catalytic converter with oxygen content in the exhaust gas increasing to the right )
49. ↑ Diesel particle filter conversion of the U 1.6 90 PS  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.  
50. ↑ Changeover time, the start of i30 production in the Czech Republic (i30 FDH)
51. ↑ Development site of the particle filter
52. ↑ Principle of passive regeneration, identical for closed and open filters
53. ↑ Information on the particle filter
54. ↑ Shelf life of the particle filter ( Memento of the original from February 22, 2014 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.  
55. ↑ KIA cee'd manual chapter 7, p. 99 regeneration process
56. ↑ Nitrogen dioxide production in the oxidation catalytic converter ( Memento of the original from January 6, 2013 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.  
57. ↑ P. 27 Process of soot oxidation  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.  
58. ↑ EGR valve of the U series  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.  
59. ↑ Explanation of the lambda probe in diesel
60. ↑ Database for fine dust stickers and retrofitting options. TÜV and Dekra , accessed on April 29, 2019 . 
61. ↑ Hyundai filter upgrade program ( Memento of the original from March 8, 2010 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. . 
62. ↑ KIA filter upgrade program
63. ↑ Partial reports of the research project "Metrological investigation of open particle reduction systems". Federal Environment Agency , December 6, 2007, archived from the original on March 6, 2010 .  
64. ↑ U-Series 1.1 and 1.5 L Turbo
65. ↑ U-Series 1.6 L Turbo
66. ↑ U-Series 1.6 L Properties ( Memento of the original from April 25, 2010 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
67. ↑ ^{a b} Meaning of the manufacturer's designation ( Memento of the original from June 18, 2011 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
68. ↑ Animation of the VGT element in the D-Diesel
69. ↑ Animation of the effect of the variable turbine geometry (VTG) at different speeds: Victor Silva: Porsche 997 VTG - Variable Turbine Geometry. In: YouTube . April 15, 2008, accessed April 30, 2019 . 
70. ↑ Animation of the rotational speed in the turbocharger when the guide vane position changes: Ivan Retana: turbo de geometria variable 2. In: YouTube . September 4, 2009, accessed April 30, 2019 . 
71. ↑ Quotes from the long-term test report of the KIA Picanto CRDI in Auto-Straßenverkehr 1/2007
72. ↑ Update I of the ECM software for U 1.6 in the KIA cee'd with matching chassis numbers
73. ↑ Update II of the ECM software for U 1.6 in the KIA cee'd with matching chassis numbers
74. ↑ Development completion of the U2 series
75. ↑ Premiere of the U2 1.1 ( Memento of the original from November 14, 2011 in the Internet Archive ) Info: The archive link was inserted automatically and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. 
76. ↑ Using the U2 1.4  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.  
77. ↑ U2 1.7 as a hybrid
78. ↑ ^{a b c} All new features of the U2 series ( Memento of the original from September 12, 2009 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
79. ↑ p. 26 Detailed information on the technology of the U2 series ( Memento of the original from February 22, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF, 4.2 MB)  
80. ↑ Detailed information on the noise level of the U2 series  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.  
81. ↑ Consumption reduction of the ISG in the KIA Sportage
82. ↑ Manufacturer and components of the ISG
83. ↑ Parameters for ISG activity ( Memento of the original from August 5, 2010 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
84. ↑ U2 1.4 with 1800 bar
85. ↑ U2 1.7 with 1800 bar
86. ↑ D-CVVT in U2 1.7 of the KIA Sportage ( Memento of the original from February 21, 2014 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF, 435 kB)  
87. ↑ D-CVVT in the U2 1.7 of the Hyundai i40
88. ↑ Twist control adopted from the U series in the U2 ( memento of the original from April 8, 2011 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.  
89. ↑ Dossier from 2006 on valve variations in diesel engines, from p. 41, summary from p. 153 ( Memento of the original dated June 9, 2007 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF, 4.5 MB) 
90. ↑ First diesel engine with variable valve control ( Memento of the original from December 7, 2010 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF, 89 kB) 
91. ↑ Tier 2 Bin 5 emissions standard
92. ↑ Limit values ​​of the Euro and Tier standards for diesel engines
93. ↑ Diesel car offer for the US model year 2011 ( Memento of the original from September 20, 2010 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
94. ^ Cessation of KIA Mohave sales in the USA
95. ↑ Low US sales of the Hyundai Veracruz
96. ↑ Surrender of the S-Diesel version for the USA  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.  
97. ↑ U2 series 1.6 L Turbo
98. ↑ U2 series 1.1 L and 1.4 L turbo architecture ( Memento of the original from November 14, 2011 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
99. ↑ Video of the start-up delay and smoke development in some U2 1.6L
100. ↑ First cause of the start-up delay and smoke development in some U2 1.6L
101. ↑ Second cause of the start-up delay and smoke development in some U2 1.6L
102. ↑ Warranty coverage for the glow plug replacement in the U2 1.6
103. ↑ Changed glow plugs in U2 1.6
104. ↑ Confirmation of troubleshooting in new vehicles
105. ↑ Engine codes ( Memento of the original from October 21, 2012 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF, 1.6 MB)  

See also

• Climate protection # energy-saving driving style