Hyundai KIA Theta
| Hyundai / KIA | |
|---|---|
 Theta 2.4 (G4KC)
|
|
| Theta, Theta II, Theta II Turbo, Theta II GDI, Theta II Turbo GDI Theta II HEV |
|
| Manufacturer: | Hyundai / KIA |
| Production period: | 2004 – today |
| Design: | Inline four-cylinder |
| Engines: | 1.8 L (1798 cm³) 2.0 L (1998 cm³) 2.4 L (2359 cm³) |
| Cylinder firing order: | 1-3-4-2 |
| Previous model: | beta |
| Successor: | Nu |
| Similar models: | Mitsubishi 4B1 , Chrysler World Engine |
Theta is the name of a series of four-cylinder gasoline engines with two overhead camshafts and four valves per cylinder. The engines are built in Asan ( South Korea ) and, from Theta II, also in Montgomery ( Alabama ), Shandong ( China ) and Hwaseong (South Korea), the development site for the Theta series.
The Theta series comes from the Global Engine Manufacturing Alliance and has replaced the Beta engine series published in 1995 since 2005 . The engines are built with displacements between 1.8 and 2.4 l and are independently adapted by the individual manufacturers in terms of cost, noise and performance. For example, the Chrysler editions have had an adjustment of both camshafts (D-CVVT) since 2004; at Hyundai / KIA, the exhaust side was only added in 2008 with the Theta II series. Chrysler, on the other hand, uses a MAP sensor that measures indirectly , while the Theta series integrates a direct, thermal MAF sensor . Hyundai was in charge of developing the engine block, while Chrysler's CVVT was responsible for this, using the implementation published by Mercedes-Benz V6 engines in 2003 as the basis. The respective contributing companies own the rights to the individual technologies, in 2009 Chrysler bought all shares in the development company GEMA founded in 2002.
In contrast to the predecessor Beta, the engine block and cylinder head are both made of aluminum . The 2.0 l version (134 kg, Theta II 124 kg) has a "square engine" cylinder shape: bore and stroke are the same size at 86 mm. The 2.4 l version has a bore of 88 mm and a stroke of 97 mm. This variant without a direct predecessor weighs 146 kilograms (Theta II 136 kg) only two more than the 2.0L beta variant. In contrast to the previous series, the engines have been supplemented by a balancer shaft for mass balancing. This reduces energy losses in the single-digit PS range and the resulting noises. Since the series has a displacement of over two liters, compensation is considered necessary.
While in the Theta series only the largest variant is controlled via an electronic gas pedal , this is standard from Theta II. The idle speed is 650 revolutions per minute.
The intake and exhaust camshafts are connected by a timing chain that is driven by a second from the crankshaft . This means that the motors do not require the regular replacement of a toothed belt as in the predecessor .
The valves are actuated by mechanical bucket tappets without platelets on top (hence “ shimless mechanical bucket tappets”). They are lighter and cheaper than hydraulic bucket tappets and less dependent on good oil viscosity . The surfaces of the tappets and cams wear out, causing the valve clearance to increase and an audible ticking noise can occur as the cam hits the bucket tappet with a somewhat jerk - the harder impact creates the ticking noise. This can disappear due to the expansion in the warm engine, but the valve clearance has become too large. Checking it is included in the maintenance plan every 95,000 km, but maintenance only if necessary. With this, the removed material would be compensated for by a new, somewhat longer bucket tappet. The exchange can possibly be combined with that of the spark plugs (160,000 km).
Theta
The engine block has "Siamese" cylinders, which means that the cylinders are cast together and are not completely surrounded by cooling water. In addition, they are strengthened by a cast-in ladder frame in the lower area of the engine block. Both minimize twisting and vibrations. The better thermal conductivity of aluminum also means that the operating temperature is reached more quickly and reduces friction due to unevenly expanded cylinders.
This design is well prepared for high pressures such as those found in supercharged and direct injection engines. It was therefore adopted in 2006 with the exception of the "Siamese" cylinders for the Gamma series. Both series have had turbocharged versions and those with direct injection since 2009.
Every Theta engine has a CVVT (stands for continuous variable valve timing ) called camshaft adjustment for the intake side. This only affects the overlap of the valve opening on the inlet and outlet side (the opening time on the inlet side can be varied), but not on the valve lift and the opening duration . It is therefore comparable to the BMW single VANOS technology . It causes a higher torque at low speeds and above all reduces the emission of nitrogen oxides by using the exhaust gas recirculating effect of a large overlap - exhaust gas that has already been emitted is sucked back into the combustion chamber. The CVVT is supplied by BorgWarner TEC and is not always listed because it is standard.
The EMS-II software from Siemens VDO is responsible for the motor control .
Theta II
Mercedes did not use the “Welt-Motoren” from 2004 in its own products, but in 2008 asked for a joint further development. However, Hyundai did not accept this offer. In the same year the group published the revision of its "world engines" series Theta.
Theta-II engines have a variable intake manifold (Variable Intake System). This takes into account the pulsation of the air in the intake manifold, which is caused by the opening and closing of the valves. If these waves find a path into the cylinder that is adapted to their rhythm, a resonance charging effect occurs. For this purpose, a suitable, short air path opens at low and high speeds. At medium speeds, a flap is closed and the air is passed through a longer pipe.
The exhaust camshaft also received a CVVT control and is thus similar to the BMW double VANOS. The system now named D (ual) -CVVT contributes to the improved performance.
To reduce friction, the contact surfaces of the bucket tappets are coated with a diamond-like carbon layer.
The mean real consumption of the series is 9.8 l / 100 km for off-road vehicles and 9.2 l for sedans.
Theta II Turbo
In 2009, a turbo version of the 2.0L Theta II was developed for the Hyundai Genesis Coupé . The turbocharger used is a Mitsubishi TD0. Depending on the octane number , the output is increased to 210 (with 91) or 223 HP (with 95 octane). These levels correspond to the American quality levels "Regular" (AKI 87) and "Premium" (AKI 93).
As with the later Theta II Turbo GDI, the exhaust manifold with temperatures up to 950 ° C is designed for temperatures 200 ° C higher than the Theta versions without a turbocharger. This makes it possible to dispense with a consumption-increasing, but also cooling, enrichment of the mixture . To increase performance, the cylinder heads were made more compact and two innovations were introduced that were later used in the GDI version: The piston pin is no longer fixed, but flexible (full-floating), which reduces its friction on the cylinder. And a fine oil mist is sprayed into the bottom of the cylinder, the cooling effect of which allows higher speeds and pressures. The engine and vehicle have been available in Europe since November 2010.
Theta II GDI
After four years of development in Hwaseong (South Korea) and 100 million euros in development costs, the 2.4L Theta II GDI appeared in November 2009, the first Hyundai / KIA gasoline direct injection. At the end of the 1990s there was already a GDI engine developed by Mitsubishi in the Hyundai Equus , the Omega V8 , which required premium gasoline due to its system-typical high compression. However, this was rare in South Korea at the time. The resulting drop in performance made customers complain. Hyundai responded in 2002 by switching to manifold injection, while Mitsubishi itself had to stop using the engine after 15 months due to the Asian crisis. Regardless of these initial difficulties, Hyundai produced it in cooperation with Mitsubishi for its top model until 2008.
With manifold injection for gasoline engines, the injection valve is located in the intake manifold in front of the inlet valve. With direct injection , the fuel is injected directly into the cylinder. The injection valve is exposed to the high pressures and temperatures in the cylinder. Hyundai used as most GDI competitors for homogeneous stoichiometric mixture formation and dispensed with an inhomogeneous stratified charge (stratified fuel charge). Stratified charge engines have several disadvantages, such as higher particle emissions.
It starts with a pilot injection and ignition to set the piston in motion. During its downward movement, the actual fuel injection and ignition takes place. With this more precise fuel supply, which takes place directly in the cylinder, the compression rate in the cylinder could be increased from 10.5 to 11.3 to 1. It leads to a fuel saving of around five percent ( cf. ) and also causes a higher exhaust gas temperature. The catalytic converter, which heats up faster, benefits from this and can reduce emissions by a third during the cold start phase. The higher injection pressure of 150 bar (without GDI approx. 5 bar) also results in more homogeneous fuel atomization and thus cleaner combustion. It is accompanied by a system-typical ticking noise.
Several friction-reducing changes were made, also to enable the higher compression to be gentle on the material. While the contact surfaces of the bucket tappets have been coated with a diamond-like carbon layer since the Theta II series , in the GDI this is supported by a chromium-nitride coating on the piston rings. As in the Theta II Turbo, the piston pin is no longer fixed, but flexible (full-floating), which reduces friction and increases pressure resistance by 30%. A fine oil mist is sprayed directly on the piston crown, the cooling effect of which allows higher pressures.
The variable intake manifold (Variable Intake System) has been expanded by one level to three.
The adjustable camshafts are driven by a newly developed, quieter and more durable steel chain. Furthermore, the engine block, catalytic converter and crankshaft have become lighter, the latter through the use of five instead of the previous eight counterweights. Overall, the engine now weighs five kilograms less than the non-GDI variant. It should consume 10% less. This is not directly verifiable as it has not yet replaced a normal Theta II.
Theta II Turbo GDI
A combination of Turbo and GDI was presented at the 2010 New York Auto Show . Similar to Volkswagen in 2005, the introduction will initially take place with a 2.0L model and thus in the performance-oriented segment.
The characteristic of this engine is its twin-scroll turbocharger , which almost completely separates the exhaust gases from the individual cylinders. The omitted turbulence homogenizes the exhaust gas flow, which drives the turbine with more energy. The 1.6-liter turbo engine in the BMW Mini and Citroën DS3 has the same design .
Since one cylinder always draws in air while another expels exhaust gas, their air flows can slow each other down. This happens when the inlet valve is already opened in the still exhausting cylinder ( valve overlap ) in order to suck in more fresh air through the accelerated exhaust gas. Since another cylinder is already starting to exhaust at this time , its exhaust gas also presses into the former if the exhaust gas duct is shared and slows down its emptying. In addition, the exhaust gas pressure, which the turbine requires, is reduced. This can normally only be counteracted by the shortest possible valve overlap. The lack of suction effect of the exhaust gas, however, reduces the amount of fresh air flowing in and, as a result, the performance due to less combustible oxygen. The separation of the exhaust gas paths into two air ducts, on the other hand, enables a longer valve overlap with a suction-increasing effect. At the same time, the exhaust pressure is maintained.
After testing around 30 turbochargers, Hyundai decided on a modification of the Mitsubishi TD04-19T, the number of turbine blades was reduced from 12 to 11 in order to achieve a faster response. The housing of the twin-scroll turbine and the exhaust manifold in front of it are cast as one component from austenitic steel and supplied by BorgWarner. It is designed for exhaust gas temperatures up to 950 ° C. Together with the reinforced valve (seats) in the engine block, as well as the cooling effects of the direct injection and the oil mist introduced by the GDI, it is possible to dispense with a consumption-increasing, but also cooling, enrichment of the mixture . The overpressure valve ( wastegate ) is electronically controlled, which, compared to mechanical control, enables more precise pressure build-up, for example to avoid the “ turbo lag ”. To reduce emissions, it is opened during the cold start phase. This reduces the exhaust gas back pressure and the catalytic converter is heated up more quickly. The same pressure reduction is used to reduce consumption in partial load phases without turbo support. Placing the catalytic converter far behind the turbocharger also reduces back pressure. This favors the development of power with low-octane normal gasoline , which tends to auto-ignite earlier at high pressure (see knock resistance ).
The apparently very low compression of 9.5 to 1 is common in turbo engines. The 137 hp per liter displacement are almost twice as much as the values of the first Theta generation from 2004, the potential of the basic construction designed at that time with particularly pressure-resistant cylinders is used. On the North American market, the engine had more power than all V6 offers and undercut the consumption of all four-cylinder in the middle class.
The engine was installed in the Genesis Coupe 2.0T Facelift (2012-2016) with an output of 202 kW (275 PS) at 6000 rpm.
Theta II HEV
The first in-house hybrid drive for compact cars followed in January 2011, a Theta-II-based for larger H YBRID E lectric V ehicles. It is used in two flow-optimized mid-range sedans. Conceptually, it retains the principle of the first system, but changes it from a mild to a full hybrid , which means that the vehicle can also be powered purely electrically. According to the manufacturer, this applies up to almost 100 km / h, but requires considerable skill for the necessary, gentle acceleration in everyday life. The fastest possible acceleration takes 9.2 seconds to 100 km / h.
In order to reach the vehicle price of 25,795 US dollars, the electric (40 hp) and gasoline engine (169 hp) work in parallel again , which represents the hybrid form of the least complexity and thus also minimizes weight. Both motors can drive the wheels - if necessary, at the same time, i.e. in parallel. A serial system, on the other hand, directs the petrol engine energy into the battery. The electric motor, which is solely responsible for driving the wheels, receives it from here - the gasoline engine is therefore arranged in series or "in series" with the electric motor. The disadvantage, however, is that energy is lost due to conversion when storing and retrieving the battery energy. The Toyota Hybrid Synergy Drive therefore combines both arrangements. This means that the petrol engine can charge the accumulator at the same time as it drives the wheels. Working out the operating states in which this has the effect of increasing efficiency, however, requires considerably more development time and complexity in the control of every manufactured vehicle. In the case of forced, sporty city driving, however, the Toyota system uses three liters less per 100 km than the Theta II HEV with 12 liters. The consumption during normal city driving is in the practical North American EPA rating for both between six and seven liters. Here the Sonata Hybrid saves four liters compared to the pure gasoline version.
The Theta II HEV's petrol and electric motor are connected to a six-speed automatic. This saves around 600 dollars and adapts the acoustics to a conventional automatic vehicle - in contrast to the continuous speed of a CVT transmission of the Hybrid Synergy Drive from Toyota. Only the Honda Accord Hybrid had this combination before; what is new with the Hyundai / KIA system is that the automatic does not require a torque converter to increase fuel consumption . A coupling is attached in its place. With it, the petrol engine can be decoupled from the electric motor like in a manual gearbox. This saves the electric motor from having to drive a permanently coupled planetary gear (Toyota) or the torque converter. This should have an effective effect when driving at constant speed and, at 5.9 l / 100 km, actually leads to a highway consumption below the other Sonata engines (6.7 l) and the mid-range hybrid Toyota Camry Hybrid (6.9 l ) and Ford Fusion Hybrid (6.5 l). The under-consumption compared to the pure Theta petrol version is low at 0.7 l on long journeys.
To reduce costs, a decision was made in favor of a normal Theta II engine and thus against direct injection. However, the opening time of the inlet valve was modified, the engine now works in the hybrid Atkinson cycle . The intake valve is closed late in the compression stroke so that the piston pushes a third of the air that is drawn in back into the intake tract. The reduced amount of mixture in the cylinder has correspondingly less energy and therefore delivers less power. It is on the level of a smaller engine, here that of a 2L-Theta II.
The advantage arises in the following work cycle. The larger 2.4-l engine offers a longer piston travel (here 11 mm) so that the gas can convert more of its heat into mechanical work than in the shorter-stroke 2-l engine. Therefore, the Atkinson cycle is more efficient; an electric motor more than makes up for the lower power. The high compression ratio of 13: 1 results from the calculation basis, the ratio of the entire cylinder space and the remaining space after compression. However, it is only effective during expansion in the work cycle, the mixture is not compressed any more than in normal Theta II.
As in the Toyota system, the engine is started by a second, smaller electric motor (here "Hybrid Starter Generator") that works as a starter . As is typical for a hybrid, it is around eight times as powerful as the starter of a non-hybrid engine and is therefore not audible. The coupling of the motor is only slightly noticeable when driving slowly.
Like the Chevrolet Volt , Hyundai / KIA also use a lithium polymer battery as energy storage for the electric motor, as they did in 2009 . It is supplied by LG Chemical . Its higher energy density compared to lithium-ion batteries with lower production costs, higher mechanical and charging cycle robustness is advantageous . The manufacturer puts it on a shelf life of 10 years or 240,000 kilometers, which corresponds to the Hyundai drive guarantee in the USA. The first owner even receives an unlimited guarantee for it, but this will be replaced by the 10-year standard when it is sold and thus only affect the smallest quantities of vehicles. Its capacity is 1.4 kWh at a voltage of 270 V. This is on the level of the Prius, Camry and Ford Fusion batteries, which, however, are still manufactured using nickel-metal hydride technology. Thanks to the compact lithium-ion battery with 44 kg, the vehicle weight of 1550 kg is the lightest of all mid-range hybrids and is 170 kg higher than that of the Toyota compact hybrids Prius and Auris HSD . In South Korea, the Theta II engine is being replaced by a 150 hp, 2.0 liter Nu .
Data
| series | Engine code | Displacement (cm³) | Stroke × bore (mm) | Horsepower at (1 / min) | Torque in Nm at (1 / min) | cylinder | compression | Charging | injection |
|---|---|---|---|---|---|---|---|---|---|
| Theta | G4KB | 1798 | -? - | 133 at 6200 | 166 at 4250 | 4th | 10.5 | - | MFI |
| Theta | G4KA | 1998 | 86.0 x 86.0 | 144 at 6200 | 189 at 4250 | 4th | 10.5 | - | MFI |
| Theta | G4KC | 2359 | 97.0 x 88.0 | 162 at 5800 | 219 at 4250 | 4th | 10.5 | - | MFI |
| Theta II | -? - | 1798 | -? - | 138 at 6200 | 172 at 4250 | 4th | 10.5 | - | MFI |
| Theta II | G4KD | 1998 | 86.0 x 86.0 | 164 at 6200 | 197 at 4600 | 4th | 10.5 |
VIS (2 way) |
MFI |
| Theta II | G4KE | 2359 | 97.0 x 88.0 | 175 at 6000 | 228 at 4200 | 4th | 10.5 | VIS (2 way) |
MFI |
| Theta II | G4KG | 2359 | 97.0 x 88.0 | 175 at 6000 | 229 at 4000 | 4th | 10.5 | VIS (2 way) |
MFI |
| Theta II GDI | G4KJ | 2359 | 97.0 x 88.0 | 201 at 6300 | 250 at 4250 | 4th | 11.3 | VIS (3 way) |
GDI |
| Theta II Turbo | G4KF | 1998 | 86.0 x 86.0 | 210/214/228 1 at 6000 | 302 at 1800-3500 | 4th | 9.4 |
Turbo (+ 1.10 / -? - / 1.24 bar) 1 |
MFI |
| Theta II Turbo GDI | G4KH | 1998 | 86.0 x 86.0 | 260/278 2 at 6000 | 365 at 1850-3000 / 1800-4500 2 | 4th | 9.5 |
Twin scroll turbo (+ 1.19 bar) |
GDI |
| Theta II HEV 3 | G4KK | 2359 | 97.0 x 88.0 | 169 at 6000 + 40 electric at 1400 - 6000 |
212 at 4500 + 205 electrical at 0 - 1400 |
4th | 13 | - | MFI |
commitment
The theta motors installed worldwide for each model are listed; not all configurations are offered in every country.
Hyundai
Hyundai ix35
- ix 35 ch
- G4KD, G4KE: since 2010
- G4KJ: outside Europe since autumn 2010
Hyundai Genesis Coupe
- Genesis Coupe BK
- G4KF: 2009–2012
- G4KH: 2012–2016
Hyundai Grandeur
- Grandeur TG
- G4KE: 2008-2010
- Grandeur HG
- G4KJ: since 2011
Hyundai Sonata
- Sonata NF
- G4KA, G4KC: 2004-2008
- G4KD, G4KE: 2008–2010
- Sonata YF
- G4KD, G4KE: since 2009
- G4KJ, G4KH: since 2010 outside of Europe
- G4KK: in the US and Canada since 2011
Hyundai Santa Fe
- Santa Fe CM
- G4KE: since 2010
Hyundai H-1
- H-1 TQ
- G4KG: since 2008 (China)
KIA
KIA Carens
- Carens UN
- G4KA, G4KC: 2006–2009 in the US and Canada
- G4KG: in Canada since 2009, discontinued in the USA in 2010
KIA Forte
- Forte TD
- G4KD, G4KE: since 2008
KIA Magentis
- Magentis MG
- G4KA, G4KB, G4KC: 2005-2008
- G4KD, G4KE: 2008–2010
KIA Sorento
- Sorento XM
- G4KE: since 2009
KIA Sportage
- Sportage SL
- G4KD, G4KE: since 2010
- G4KJ: since 2011 outside of Europe
KIA Optima
- Optima TF
- G4KD: since 2010 outside of Europe
- G4KJ, G4KH: since 2010 outside of Europe
- G4KK: in the USA and Canada since early 2011
- Optima JF
- G4KH: since 09/2016 in the GT version
Individual evidence
- ^ Manufacturing in Alabama
- ↑ Production in Shangdong
- ↑ Production in Hwaseong and Asan ( Memento of the original from December 27, 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; 145 kB)
- ↑ Manufacturers' shares in GEMA development
- ↑ CVVT output technology in Mercedes Benz V6 ( Memento of the original from February 11, 2015 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. (PDF; 509 kB)
- ↑ Origin of CVVT technology
- ↑ Chrysler buys shares in GEMA
- ↑ Weight saving Theta II ( Memento of the original from August 5, 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.
- ↑ Equipping the theta series with balancer shafts (PDF; 7.9 MB)
- ↑ Idle speed of the theta series
- ↑ Control chains of the theta series
- ↑ Theta - type of valve actuation ( memento of the original dated August 16, 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.
- ↑ Theta II - type of valve actuation ( 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.
- ↑ Theta II GDI - type of valve actuation ( 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.
- ↑ Manufacturer of the bucket tappet (PDF; 10.1 MB)
- ↑ 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 .
- ↑ Sound of a worn bucket tappet
- ↑ Inspection interval of the valve clearance KIA Magentis p. 273 ( Memento of the original from April 1, 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. (PDF; 6.8 MB)
- ↑ Inspection interval of the valve clearance operating instructions Hyundai Sonata p. 209
- ↑ Use of Siamese cylinders and ladder frames ( memento of the original from September 11, 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.
- ↑ Explanation of the Hyundai CVVT technology including images
- ↑ Theta motor control
- ^ Inquiry from Mercedes-Benz regarding the development of a common four-cylinder
- ↑ Gas exchange # four-stroke reciprocating engine
- ↑ Innovations in Theta 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.
- ↑ Real consumption Theta II Hyundai ix35
- ↑ Real consumption Theta II Hyundai Sonata
- ↑ Octane-dependent performance of the Theta II Turbo
- ↑ Innovations in the Theta II Turbo
- ↑ European market launch of the Hyundai Genesis Coupe
- ↑ a b Innovations in Theta II GDI
- ↑ Mitsubishi 8A80 GDI engine in the Mitsubishi Proudia / Dignity and Hyundai Equus ( Memento of the original from April 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.
- ↑ Hyundai GDI uses a homogeneous mixing ratio ...
- ↑ ... because of North American emission standards
- ↑ Fine dust values in gasoline engines increased due to direct injection
- ↑ 2011 Hyundai Sonata, Detailed Walk Around. In: YouTube . May 1, 2010, accessed on April 30, 2019 (English, noise from approx. 4:00 minutes).
- ↑ Coatings in the Theta II GDI
- ↑ Theta II GDI 3 Stage VIS
- ↑ a b Presentation of the Theta II Turbo GDI
- ↑ Twin-scroll turbocharger in the BMW / PSA engine ( Memento of the original from May 11, 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.
- ↑ Innovations in the Theta II Turbo GDI
- ↑ Innovations in the Theta II Turbo GDI
- ↑ a b c d Sonata Hybrid driving report
- ↑ Sonata Hybrid Acceleration
- ↑ US price of the Hyundai Sonata Hybrid ( Memento of the original from December 21, 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.
- ↑ Explanation of a parallel hybrid system ( Memento of the original from November 19, 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.
- ↑ a b c Structure of the Theta II HEV
- ↑ Explanation of a serial-parallel hybrid system ( Memento of the original from November 19, 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.
- ↑ Cost savings of the automatic in the Theta II HEV according to the manufacturer
- ↑ Consumption of US mid-range hybrid models, Sonata Hybrid with preliminary estimate
- ↑ Official consumption of Sonata Hybrid ( Memento of the original from December 21, 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.
- ↑ Theta II HEV uses MFI instead of GDI
- ↑ General description of the Atkinson cycle in Theta II HEV
- ↑ Data on the starter in the Theta II HEV
- ↑ Driving modes of the Chevrolet Volt
- ↑ Battery technology of the Chevrolet Volt ( Memento of the original from May 27, 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.
- ↑ Lithium-polymer properties and guaranteed durability of the Theta II HEV
- ↑ US “Lifetime Battery Warranty” for the Sonata Hybrid first owner
- ↑ Capacity of the Theta II HEV battery
- ↑ Voltage of the Theta II HEV battery
- ↑ Data of the battery in the Toyota Prius ( Memento of the original from June 29, 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.
- ↑ Data of the battery in the Toyota Camry Hybrid ( Memento of the original from October 21, 2013 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.
- ↑ Data of the battery in the Ford Fusion Hybrid
- ↑ Weight of the Hyundai Sonata Hybrid battery and video test report
- ↑ engine codes
