Hyundai KIA J.
| Hyundai / KIA | |
|---|---|
 | ( J2 2.7 )
|
|
| J | |
| Manufacturer: | Hyundai / KIA |
| Production period: | 1992-present |
| Design: | Inline four-cylinder |
| Engines: | 2.7 L (2665 cm³) / 2.7 L (2700 cm³) 2.9 L (2902 cm³) 3.0 L (2957 cm³) |
| Cylinder firing order: | -? - |
| Previous model: | none |
| Successor: | partly Hyundai KIA R |
| Similar models: | 2665 cc: Mazda R2 engine |
The J series is a four-cylinder diesel engine from Hyundai / KIA that has three different bases . What they have in common is the designation chosen by the manufacturer and the technology that is similar over time.
General
Apart from the 2.9 L engine, the engines have indirect fuel injection and an overhead camshaft ( SOHC ) that operates two valves per cylinder. The 2.9 L variant has two overhead camshafts ( DOHC ) and 4 valves per cylinder. In 2001 it switched from direct injection using a 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 is made of gray cast iron , its cylinder head is made of light metal . The piston size and mass, which depends on the displacement, make a balance shaft necessary for smooth running . This is carried out twice in J3 (2.9 L), in JS, J2 and JT it is not mentioned, so that it was probably omitted here. The balancer shafts in J3 run in the opposite direction 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.
Power is transmitted from the crankshaft to the camshaft by means of a toothed belt . It is intended to be replaced for the 2.9L engine every 90,000, for its 185 hp variant every 160,000 km. For the other variants, the manual must be used due to the lack of internet sources. The weight and idle speed of the engines were not published, except for the 2.9L engine, this also applies to the type of valve actuation.
The valves of the 2.9L engine are operated via roller rocker arms, which 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. Wear would be communicated by a ticking sound.
Only the Carnival III has an auxiliary heater for the cooling water circuit for faster heating of the interior . Other vehicles with J-engines have a longer interior heating that is typical of diesel engines. The auxiliary heater is installed in the engine compartment and additionally heats the cooling water by burning diesel. As a result, the engine reaches operating temperature more quickly and the heating in the interior takes effect. The component is an essential part of an auxiliary heater , which could be retrofitted with it at low cost. With the exception of the A series , the other diesels from the manufacturer have an electric auxiliary heater in the air flow of the internal ventilation. It would require a complete auxiliary heater kit, but it 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. Information about its properties is therefore scarce; only its development by KIA is known. Commercial vehicles with diesel engines have been manufactured there since 1962, but initially from almost exclusively imported assemblies. It was not until the 1970s that self-developed parts were increasingly used, often in order to adapt licensed parts such as engines to their own requirements. The first self-developed diesel engine followed two years after the competitor Asia Motors was bought up in 1976. At the time of the merger with Hyundai, the diesel range finally reached up to 19.7 L displacement.
In 1997 the JS was replaced by the J2. This is based on the 2.2L Mazda R2 manufactured under license by KIA . Like its two-liter version RF, its engine block is almost identical to the petrol-powered Mazda F series. The FE 2.0L petrol engine was used in the Kia Clarus , the 2.2L-F2 in the Ford Probe . The licensed R2 diesel, slightly modified by KIA, was used with the internal name S2 at the same time in its own vehicles. In 1995 this S2 was enlarged to 2.7 L and named J2, whereby apart from the displacement-determining almost all components remained structurally identical to the Mazda R2.
Under the name JT, the J2 was also enlarged in 1997 to 3.0L (2957 cm³).
The J3 engine followed in 1999 after five years of development. It is the only KIA engine that was used in their vehicles after the merger with Hyundai. All others were only continued in KIA products and replaced with Hyundai engines when changing models. Their successor series are now being jointly developed.
Injection and pollutant reduction
Particles in the exhaust gas from internal combustion engines (10–1000 nm) are smaller than others, for example those caused by tire abrasion (15,000 nm). Like them, however, they consist of soot and hydrocarbons (e.g. PAH ). The exhaust gas nanoparticles obtain their presumed health relevance for humans due to their surface area and size. They can damage cell membranes (soot) or react with them (PAH). Due to their size ( nano refers to everything below 100 nm) they manage to overcome the upper airways and the lung wall and thus enter the bloodstream ( cf. ). Dose, exposure time, projectability of animal experiments on humans and accompanying circumstances such as smoking by study participants form the objectives of current research. In anticipation of this, the Euro 6 emission standard for 2014 limits the amount of particles for the first time (draft value: 6 × 10 11 pieces per km) and no longer just their mass. The mass is only influenced by the decisive nanoparticles by 20%, but with diesel the total mass is already reduced by 97% by closed particle filters. This shows that the accumulation of filtrate there also traps relevant quantities of nanoparticles well below the actual filter pore size of 1000 nm. With this reduction, the filter also minimizes the climate impact of the particles. The soot color turns the particles into heat absorbers. In this way, they directly heat the soot-polluted air and, after deposition, also areas of snow that they reach through air currents, for example from Europe to the Arctic.
Gasoline and diesel engines produce comparable quantities and sizes of particles during full load and cold start phases. In both phases, more fuel is injected than the oxygen can burn in the cylinder (“enriched mixture”). In cold start phases, this is done to warm up the catalytic converter, under full load to cool the engine. While gasoline engines only produce particles when they are in rich operation due to a lack of oxygen, they are produced in diesel engines even in lean operation and thus during all operating phases. Therefore, the total amount of particles in the gasoline engine is still at the low level of a diesel with a closed filter system.
The reason for the diesel soot is its twice as long-chain aromatics ( compare petrol ). They have a significantly higher boiling point (from 170 to 390 ° C instead of 25 to 210 ° C). At the same time, the combustion temperature of the diesel is 500 ° C below that of the gasoline engine. Gasoline therefore evaporates more completely than diesel. Its components, which boil earlier, evaporate first, which also keeps the remaining droplets of aromatics with higher boiling points at a lower temperature ( cf. ). The aromas that have not evaporated are cracked into their components during the auto-ignition phase due to the temperature . One of these is carbon , i.e. soot.
The particle composition differs due to the chemistry of both fuels. In the case of gasoline engines, PAH particles predominate, in diesel engines it is soot particles. The particles only become visible when they are stacked together. Visible particles are no longer respirable and are usually filtered out and broken down in the upper airway. Deposits take place in the exhaust and especially in the particle filter. The accumulation of the filtrate there also traps particles far below the actual filter pore size (1 µm). This reduces the number of particles to the level of a gasoline engine. The accumulation of particles in the exhaust becomes recognizable. If this is missing, a diesel has a closed filter system and a gasoline engine has only a few parts of cold start and full load phases.
In this series, all diesel injection processes were used at least for a short time due to their long construction time.
It started with the JS in 1992 , which used either pre-chamber or, like its successors, vortex-chamber injection . With the latter, the diesel is mixed more evenly with air than in the pre-chamber. This means that the fuel is burned more completely, which is why less is required and fewer pollutants are produced. The most common particle size here, however, at 70 nm, is around half as large as with common rail direct injection, the number around three times as high (see box with information on particles and their size-related effect). During compression, up to two thirds of the air is pushed into the swirl chamber, which is inclined above the cylinder, by the piston. The spherical shape of the chamber swirls the incoming air. The diesel is now injected into it, which is distributed more evenly than in an antechamber. The injection pressure is between 350 and 500 bar. The actual combustion then starts in the swirl chamber and passes into the cylinder, the piston of which is brought into its downward movement and the mixture is drawn further into the cylinder. If the swirl chamber is worn out, it can be replaced independently of the cylinder head. The fuel is transported to each of the four cylinder antechambers by means of a distributor pump via one line each, in contrast to a common fuel line in the later common rail process, which is named afterwards. A Doowon distributor pump is used here. J2 and JT use this vortex chamber method. This means that they have achieved the Euro 2 standard since 2005 at the latest. In Europe, they were only offered until the start of the Euro 3 obligation in 2001.
The J3 initially (126 hp) also used a distributor pump, but here one from Bosch (type VE4). To do this, however, he switched from the prechamber to the more modern direct injection . The injection pressure of this technology 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 works with up to two pilot injections, one main and one post-injection. 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-injection serves to partially burn off the soot particles that have arisen. 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 PS) and replaced at KIA (185 PS) by a DFP3 from the same manufacturer. Since this year the engines have been working at 1600 bar, the 185 hp version meets the Euro 4 standard, the 163 hp version does not, which is why it was discontinued when it became valid in 2006. The details of the 125 PS variant with common rail injection added in 2008 have not been published. This motor is only used in small trucks and has also met the Euro 4 standard outside of Europe since the beginning. After the merger of KIA and Hyundai, the production of vans and minibuses such as the Pregio was left to the latter manufacturer, who uses other engines for this ( see ).
An oxidation catalytic converter was first mentioned in 2001 for the J3 with 144 hp and has been standard for this engine ever since.
This series has no nitrogen oxide reduction and until 2005 also no soot filtering in the exhaust gas aftertreatment. An open soot filter is only available in the J3 with 125 hp that was released in 2008 and the J3 with 185 hp introduced in 2005. Retrofitting a particulate filter to the other engines in this series can possibly lead to a better particulate matter sticker. Information on the respective vehicle can be found on the websites of the TÜV and Dekra associations. Hyundai / KIA offers corresponding open filters. A manufacturer-related dossier from the Federal Environment Agency shows the function and efficiency of open filter systems.
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 .
turbocharger
Only the J3 engine was equipped with a turbocharger , and this throughout. Turbochargers deliver more oxygen into the cylinder space than would normally flow in, which means 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.
The turbo charger of the 125 hp version in the K2900 is unknown. The 126 and 144 hp variants for the KIA Carnival use an IHI KHF5-1A. This is a manufacturer-specific version of the RHF5. It 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 outputs of up to 113 kW (154 hp). For the use of the J3 in the Terracan (150 and 163 hp), the turbocharger was therefore adapted and named KHF5-2B.
The collaboration with BorgWarner began for the most powerful version of the J3 with 185 hp . The turbocharger used here has a variable geometry (VGT). 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. Its electrical guide vane control also enables the air flow to be regulated more precisely than with pneumatic adjustment. Hyundai identifies them as e -VGT.
Problems
A more common problem with the J3 engine when used in the pre-2005 Kia Carnival is defective cylinder head gaskets . This is not caused by the engine, but by the lack of rust prevention in the rear heating pipes, which are integrated into the cooling water circuit. If they have a rust-related leak, cooling water drips onto the exhaust and evaporates. This means that there are no traces of water under the car. As a result of the reduced amount of coolant, however, the engine now heats up more and the accompanying abnormal expansion causes the seal to leak. The problem can be recognized by the rapidly falling cooling water level or rising oil level. The oil is diluted over the defective seal by penetrating cooling water and thus apparently increased. The problem was resolved with a change in corrosion protection in mid-2004.
In the case of the 144 and 150 HP J3 engines (both have the Delphi Common Rail System DFP1), injectors and the high-pressure fuel pump can fail. The cause is metal shavings that loosen in the fuel pump due to overheating, clog the injectors and can also damage them due to high pressure. Since more diesel is delivered to the injectors than is required for a constant fuel pressure, excess diesel is fed back into the tank and the chips can thus damage the high-pressure pump itself when it is sucked in again. Because of their small size, they are not completely filtered out by the fuel filter either. For repairs, the high pressure pump, fuel lines, injectors, tank and fuel filter must therefore be replaced. Cleaning could leave individual chips behind. The problem can be recognized by a glowing check engine light in the speedometer unit or a strong loss of power. The overheating of the fuel pump is caused by a lack of fuel flow and thus insufficient cooling when idling after load phases (e.g. after overtaking or longer inclines). Insufficient fuel flow can also be caused by a fuel filter that has not been maintained or that air is being conveyed when the tank is almost empty. When the tank level is low, the diesel also heats up more, as it is compressed several times and then returned to the tank. Its cooling effect is therefore reduced. In 2005, the manufacturer switched to a fuel system with an increase in engine output to 163 and 185 hp, in which the pump for self-cooling when idling circulates more diesel than would be necessary for the drive itself. An earlier refueling request with premature shutdown if the tank is low is to be assumed, since failures have only been known since then in connection with insufficient lubricity of the fuel. With a biodiesel content of over five percent or non-European diesel qualities, this is a problem for all injection systems.
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 |
|---|---|---|---|---|---|---|---|---|---|---|---|
| J | JS | 2700 | ?? × 94.5 | -? - | -? - | 4th | -? - | - | -? - | - | - |
| J | J2 1 | 2665 | 95 x 94.5 | 80/84 2 at 4150 | 172/175 at 2400 | 4th | 18.1 | - | Vortex chamber | - | - |
| J | JT | 2957 | ?? × 98 | 92/85 3 at 4000 | 172/181 at 2200 | 4th | -? - | - | Vortex chamber | - | - |
| J | J3 (TCI) 4 | 2902 | 98 x 97.1 | 126 at 3600 | 338 in 1950 | 4th | -? - | turbo |
Direct injection -? - bar |
- | - |
| J | J3 (CR) 4 / 5 | 2902 | 98 x 97.1 | 125 at 3800 | 245 at 1500-3250 | 4th | 17.4 | turbo |
CRDI -? - bar |
open | - |
| J | J3 (CR) | 2902 | 98 x 97.1 | 144/150 at 3800 | 310/333 at 2000 | 4th | -? - / 19.3 | turbo | CRDI 1500 bar / 1600 bar |
- | - |
| J | J3 (CR) | 2902 | 98 x 97.1 | 163 at 3800/185 at 3800 |
345 at 1750-3000 / 343 at 1500-3500 |
4th | 18.4 / 18.0 |
Turbo / e-VGT-Turbo 6 |
CRDI 1600 bar |
- / open |
- |
commitment
The J-engines installed worldwide for each model are listed; not all configurations are offered in every country.
Hyundai Terracan
- Terracan HP
- J3 CR (150 hp): 2002-2004
- J3 CR (163 hp): 2004-2006
KIA Carnival
- Carnival UP
- J3 TCI (126 PS): 1999-2001
- Carnival GQ
- J3 CR (144 hp): 2002-2005
- Carnival VQ
- J3 CR (185 hp): 2005-present (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 under the name 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 PS): 1999-2004 (Euro 2 variant, since Euro 3 mandatory from 2001, the vehicle is no longer available in Europe)
- K2700 TU
- J2 (83 PS): 2000-2004
- K2700 PU
- J2 (83 hp): 2004-present
KIA K2900
- K2900 PU
- J3 CR (125 hp): 2008-present
KIA K3000
- K3000 / Frontier
- JT (92 PS): 1997-2000
- K3000S / Frontier II
- JT (85 hp): 2000-present
Individual evidence
- ↑ Construction of the J series
- ↑ Direct injection using a distributor pump ( memento of the original from August 9, 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.
- ↑ Direct injection using common rail
- ↑ Materials of the J series ( Memento of the original from July 19, 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.
- ↑ Balance shafts in the J3 engine ( Memento of the original from November 21, 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.
- ↑ Maintenance interval timing belt J3 ( 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.
- ↑ Valve actuation of the J3 motor
- ↑ 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 .
- ↑ Picture of the cooling water heater
- ↑ Additional heater in the KIA Carnival III, but not in Carnival I and II ( 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.
- ↑ History ( Memento of the original from August 29, 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.
- ^ Beginning of KIA diesel production
- ↑ KIA engines, including license builds
- ↑ First use of the J2
- ↑ Use of Mazda R2, KIA S2 and J-series in KIA vehicles
- ↑ Origin of the J2
- ↑ Origin of the JT
- ↑ First use of the JT
- ↑ Start of production of the JT ( Memento of December 17, 2007 in the Internet Archive )
- ↑ 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.
- ↑ 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.
- ↑ 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.
- ↑ 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.
- ↑ Page no longer available , search in web archives: p. 16: 97% reduction in the total number of particles through a closed filter
- ↑ 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.
- ↑ Page no longer available , search in web archives: p. 17 Reduction of nanoparticles by closed filter by 99.5%
- ↑ 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.
- ↑ 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 )
- ↑ 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.
- ↑ Particles in the petrol engine when starting from cold
- ↑ Particles in the gasoline engine at full load
- ↑ 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
- ↑ Temperatures in the engine
- ↑ 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.
- ↑ p. 49 Particle type and quantity in the injection process comparison ( 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.
- ↑ p. 49 Injection pressure of a swirl chamber motor ( 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.
- ↑ Function of the swirl chamber injection
- ↑ Distribution pump in J2 and JT ( Memento of the original from July 17, 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.
- ↑ Use of the vortex chamber injection in J2 and thus the JT based on it
- ↑ J2 Euro II 2005
- ↑ JT Euro II 2003 (PDF; 1.4 MB)
- ↑ Further use of the J2 in 2010 ( Memento of the original from May 4, 2012 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.
- ↑ Distribution pump in J3 ( 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.
- ↑ Maximum injection pressure of a distributor pump with direct injection
- ↑ J3 144 and 150 HP number of individual injections ( 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.
- ↑ J3 126 PS Euro II Norm 1999 to 2001 ( 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.
- ↑ Delphi DFP3 in the KIA Carnival VQ
- ↑ Injection pressure J3 163 hp
- ↑ Emission standard J3 125 PS in Switzerland ( 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.
- ↑ Emission standard J3 125 HP in Australia
- ↑ Commercial vehicle strategy after 1999
- ↑ Oxidation catalyst J3 144 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.
- ↑ Particle filter J3 125 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.
- ↑ Particle filter J3 with 185 HP ( 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.
- ↑ Database for fine dust stickers and retrofitting options. TÜV and Dekra , accessed on April 29, 2019 .
- ↑ 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
- ↑ 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 .
- ↑ Turbocharger J3 126 HP
- ↑ Turbocharger J3 144 HP
- ↑ Manufacturer's information on the IHI RHF5 ( memento of the original from October 28, 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.
- ↑ Turbocharger J3 150 PS
- ↑ Turbocharger J3 163 HP
- ↑ Further collaboration with BorgWarner on turbocharger development
- ↑ Animation of the VGT element in the D-Diesel
- ↑ 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 .
- ↑ 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 .
- ↑ Corrosion problem of the heating pipes in the KIA Carnival ( 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.
- ↑ Conversion of the corrosion protection of all KIA models in mid-2004
- ↑ J3 Fuel Pump Reliability Survey
- ↑ Effect of a defective fuel pump in J3
- ↑ Cause of the overheating of the fuel pump in the J3 with 144 and 150 hp
- ↑ Changes to the J3 fuel system in 2005
- ↑ Reliability of the 163 hp version I.
- ↑ Reliability of the 163 hp version II
- ↑ Bosch study on poor diesel quality for common rail systems in non-European markets (PDF; 796 kB)
- ↑ Hyundai statement on the use of biodiesel in J3
