Hyundai KIA D
| Hyundai / KIA | |
|---|---|
|
|
| D. | |
| Manufacturer: | Hyundai / KIA |
| Production period: | 2001-2010 |
| Design: |
In-line three-cylinder / in- line four-cylinder |
| Engines: | 1.5 L (1493 cm³) / 2.0 L (1991 cm³) 2.2 L (2188 cm³) |
| Cylinder firing order: | 1-3-2 / 1-3-4-2 |
| Previous model: | none |
| Successor: | 1.5: Hyundai KIA U 2.0: Hyundai KIA R 2.2: Hyundai KIA R |
| Similar models: | VM Motori RA 315 / |
The D series consists of two four-cylinder diesel engines and one of the same technology reduced to three cylinders. The engines have direct injection , turbochargers and an overhead camshaft ( SOHC ) that operates four valves per cylinder. The engines are manufactured by Hyundai / KIA in Ulsan , South Korea .
The D-series was the group’s first diesel series for passenger cars under 2.5 L. Since the 1970s, diesel has been produced for commercial vehicles, the range of which today ranges from 4 to 10 liters. Although these, like the passenger car diesels that range from 2.5 to 3.0 liters, have direct injection and turbochargers in some cases, the manufacturer used a license for this series . For this purpose, a contract was signed with the engine developer VM Motori in 1999 and the first 2000 were produced by Hyundai. The shares in the joint development were not detailed, but the VM engines (1.5 / 2.0 L) were also manufactured by GM Daewoo in South Korea from 2006 onwards.
The engine block is made of gray cast iron , its cylinder head is 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, which was added in 2006, increases the bore to 87 mm. It was added to the range by Hyundai, 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 weighs 176 kg, although it has a third more displacement and power. The 2.0 and 2.2L engines also have two, the 1.5L one balance shaft (s). The engine control and injection system are supplied by Bosch.
The idle is 750 revolutions per minute. From the second series onwards , the engine is controlled by an electronic accelerator pedal . Since then, only the four-cylinder versions have been continued by Hyundai / KIA, while the 1.5L version has been replaced by the U-series , which was completely developed in-house .
Power is transmitted from the crankshaft to the camshaft by means of a toothed belt . Its inspection is planned every 20,000 km, its replacement after 80,000 km (series 1) or only when necessary (series 2).
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 . 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.
Vehicles with D-motors have an electric auxiliary heater ( PTC ) for faster heating of the interior . 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.
Although the manufacturer himself has not divided it into series, a revision of the series can be seen in addition to the original version, hereinafter referred to as series 2.
Series 1
history
VM Motori was founded in Italy in 1947 by the eponymous entrepreneurs Vancini and Martelli, where it produces around 70,000 diesel engines annually in Cento for various manufacturers. However, this production capacity was not sufficient for Hyundai / KIA, which is why an exclusive production in South Korea was contractually agreed. This example was later followed by GM / Daewoo, which planned in 2006 with 260,000 units of this engine series even 20,000 more than Hyundai. For this reason, similar engines to the ones 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 has not manufactured the motors itself since 2005.
injection
Direct injection takes place via nozzles reaching into the cylinder vertically from above. This minimizes diesel condensate on the relatively cool inner wall of the cylinder, which would turn into soot. The nozzles are supplied by a fuel line for all cylinders ( common rail ), in which the diesel is present at 250 to 1350 bar. The latter figure shows that it is a first generation system (“CRS1”). Later ones increased the pressure, which leads to more homogeneous mixture formation and thus less oxygen-rich, nitrogen oxide-producing and oxygen-poor, soot-producing nests.
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 lean operation typical of diesel engines and the exhaust gas recirculation (→ next paragraph) of these engines 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 . This is reduced by the absorption of soot (carbon, C) 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 particle filter of the second 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 system. The nitrogen oxides contained therein are thus neutralized, the same applies to soot particles and not yet burned hydrocarbons (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. Therefore, exhaust gas recirculation is only partially possible in the partial load range. In the Euro3 standard 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 this series can possibly lead to obtaining a better fine dust sticker. Hyundai / KIA offers corresponding open filters.
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 consumption is below that of a turbocharged, larger engine. A Mitsubishi TDO25M turbocharger is used in this first series. 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 depressing the accelerator pedal. The invariable turbocharger is a resonance system that must first be excited. Only a lot of exhaust gas does the turbine accelerate in the exhaust gas flow so strongly that it delivers the required amount of air into the cylinder on the intake side. This delay is called “turbo lag” and must be taken into account by the driver when accelerating. To remedy this, a VGT system also accelerates small exhaust gas flows by directing them onto the turbine through a temporarily narrowed air path. For this purpose, the VGT guide vanes are attached like on a shovel excavator wheel and extend into the exhaust gas flow. Folded almost in a circle, they direct exhaust gas faster or unfolded more slowly 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 VGT control usually makes the pressure relief valve ( wastegate ) of the non-variable turbocharger superfluous.
Series 2
Injection and pollutant reduction
The second series started at the end of 2005 and has a second generation injection system ("CRS2"), in whose common rail the fuel is now available at 250 to 1600 bar. The number of injections per ignition process has also been increased. This is therefore controlled by a Bosch control chip that is twice as broadband with 32 bits. 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 reduces soot and nitrogen oxides through less inhomogeneous areas of oxygen deficiency and excess. The post-injections serve to partially burn off any soot particles that have arisen.
The exhaust gas recirculation (explanation in series 1 ), which also reduces pollutants , 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 in a way that lowers the nitrogen oxides and, thanks to the volume being denser thanks to cooling, still provides enough oxygen so as not to favor soot.
For some markets, including Germany, this series has been equipped with a closed particle filter , which is preceded by an oxidation catalytic converter (explanation in series 1 ) in the same housing . Both were developed in the Group's European Powertrain Center in Rüsselsheim. In contrast to open systems, this type cannot be retrofitted because the motor recognizes the fill level of the filter via a sensor system and has to regenerate it if necessary. In return, 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 particle emissions ).
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. Regeneration takes around 25 minutes without stop-and-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.
turbocharger
The turbocharger was swapped for a Garrett GTB1549V. At 15 mm, it has a two millimeter smaller turbine diameter 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 one, it has a variable geometry (explanation in series 1 ), but is brought up to speed faster due to the smaller diameter.
history
The 1.5L engine was not continued with this series, it was replaced by the U series in 2005 .
In 2006 a 2.2L engine for larger, comfort-oriented vehicles was submitted. The A-series with 2.5L previously used in this vehicle size would have had to be adapted to a closed particle filter and had less smoothness.
In 2008, the output of the 2.0L engine was increased by ten to 150 hp, but the torque and injection system remained the same. This also applies to the 136 hp successor version of the 140 hp version; the torque has been reduced for the 120 hp entry-level version. It also consumes more than the above. The aim of the 136 and 150 hp variants is to keep below the 160 g CO 2 / km limit, which is one of three levels of government subsidy programs. Details of the revision were not published. With the Euro 5 obligation for new cars from 2011, the use of the D series in its main sales market of Europe will end. From model year 2011 it will be replaced by a specially developed power 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 | Particle filter | Nitrogen oxide filter |
|---|---|---|---|---|---|---|---|---|---|---|---|
| 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 | 4th | 17.7 | turbo | CRDI 1350 bar |
- | - |
| 1 | D4EA-V 1 | 1991 | 92 × 83 | 125 at 4000 | 245 at 1800-2500 | 4th | 17.7 | VNT turbo 2 | CRDI 1350 bar |
- | - |
| 2 | D4EA (-F) 3 | 1991 | 92 × 83 | 120/136/140/150 4 at 4000 | 305 at 1800-2500 / 278 at 2240 5 |
4th | 17.3 | VNT turbo 2 | CRDI 1600 bar |
- / closed 3 |
- |
| 2 | D4EB-G (L) / - F (L) 6 | 2188 | 92 × 87 | 150/155 6 at 4000 | 335/343 at 1800-2500 | 4th | 17.3 | VNT turbo 2 | CRDI 1600 bar |
- / open / closed 6 |
- |
commitment
The D-motors installed worldwide for each model are listed, not all configurations are offered in every country.
Hyundai Accent
- Accent LC
- D3EA (82 PS): 2002-2005
Hyundai Elantra
- Elantra XD
- D4EA (112 PS): 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 PS): 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 PS): 2001-2006
- D4EA-V (125 hp): 2005-2006
KIA Carens
- Carens FC
- D4EA (113 PS): 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
Individual evidence
- ↑ Construction of the engine
- ↑ Production in Ulsan (South Korea)
- ↑ Displacement spectrum of the Hyundai commercial vehicle diesel
- ↑ Cooperation between VM Motori and Hyundai
- ↑ Start of production of the D, A (2.5L) and J (2.7 / 2.9 L) series
- ↑ VM Motori RA 420 engine in the Chevrolet Cruze
- ↑ Cooperation between GM / Daewoo and VM Motori ( 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.
- ↑ D-series materials
- ↑ a b Weights and dimensions of the D series (PDF; 1.9 MB)
- ↑ Page no longer available , search in web archives: Features of the RA 420
- ↑ Features of the RA 315 ( Memento of the original from April 28, 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.
- ↑ D-series injection system (PDF; 1.9 MB)
- ↑ Toothed belt of the four-cylinder (PDF; 7.9 MB)
- ↑ Toothed belt of the three-cylinder
- ↑ a b KIA cee'd manual chapter 7, p. 27 Maintenance interval timing belt
- ↑ See figures valve closed ( Memento from July 16, 2014 in the Internet Archive ), valve open ( Memento from February 21, 2014 in the Internet Archive )
- ↑ Origin of the name of VM Motori spa ( Memento from June 22, 2008 in the Internet Archive )
- ↑ Capacity of the VM plant ( Memento from July 7, 2012 in the web archive archive.today )
- ↑ Supplied manufacturers ( Memento from December 18, 2010 in the Internet Archive )
- ↑ Number of VM licensed buildings in South Korea ( Memento from July 7, 2012 in the web archive archive.today )
- ↑ Compilation of the GM diesel range
- ↑ Manufacturer information on the RA 420 2004 ... ( Memento from June 2, 2004 in the Internet Archive )
- ↑ ... and 2005 with the reference to the exclusive production under license ( Memento of October 28, 2005 in the Internet Archive )
- ↑ Arrangement of the injection nozzles ( 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.
- ↑ Injection pressure of the D-series series 1
- ↑ 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 inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Oxidation catalytic converter of the D-series series 1
- ↑ 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.
- ↑ 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.
- ↑ Information on the respective vehicle can be found on the website Feinstaubplakette.de of the TÜV and Dekra associations.
- ↑ 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.
- ↑ KIA filter upgrade program
- ↑ D-series series 1 112 hp turbo
- ↑ D-series series 1 125 HP Turbo
- ↑ Animation of the VGT element in the D-Diesel
- ↑ Explanation of the lambda probe in diesel
- ↑ New features of the second series of the D series ( Memento of the original from July 4, 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.
- ↑ Development site of the particle filter
- ↑ Principle of passive regeneration, identical for closed and open filters
- ↑ Information on the particle filter
- ↑ Shelf life of the 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.
- ↑ KIA cee'd manual chapter 7, p. 99 regeneration process
- ↑ D-series Series 2 Turbo
- ↑ 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.
- ↑ Comparison of the three 2.0L levels from 2008 (PDF; 2.9 MB)
- ↑ Three CO² limits of many European countries ( 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.
