Hyundai Motor Co. Ltd. introduces an all-new 4-cyl. diesel engine available in 2.0L and 2.2L versions that will power the ’10 Sonata sedan and Tucson cross/utility vehicle.
Said to offer the best fuel economy in its class, the R-Engine produces 184 hp and 289 lb.-ft. (392 Nm) of torque in the 2.0L variant and 200 hp and 321 lb.-ft. (435 Nm) of torque in the 2.2L displacement.
“More than 500 prototype engines were produced during development of the R-Engine,” a company spokesman tells Ward’s. “We invested 250 million won ($196 million) and had a team of 150 engineers and technicians working on the program.”
The engine was developed over a 42-month period at Hyundai’s Namyang research and development center and introduced there earlier this month at the 8th annual Advanced Diesel Technology Symposium.
“With diesels becoming cleaner and more fuel-efficient all the time, there’s a growing demand for diesel powerplants worldwide,” says Hyun-soon Lee, president of Hyundai’s corporate R&D division. “Hyundai is well positioned to supply the market with the very best diesel technology.”
The R-Engine features third-generation common-rail fuel systems equipped with Robert Bosch GmbH piezo-electric injectors.
The 16-valve mill has dual overhead camshafts driven by a steel silent-timing chain. Its balance shaft is positioned at a low level and encased in a stiffened ladder frame housing for increased rigidity.
To conserve weight, the new engine features a serpentine belt with isolation pulley, while the head cover, intake manifolds and oil-filter housing are made of plastic.
The diesel is fitted with a close-coupled particulate filter and meets Euro 5 emissions requirements.
During development, Hyundai applied many advanced development tools and methods, including computational flow dynamics, structural and thermal analysis and computerized simulation of the die-casting process.
The new diesel is not expected to be used in Hyundai vehicles in the U.S.
“We love the engine; talked to our dealers about it,” John Krafcik, vice president-product development and strategic planning for Hyundai Motor America, told Ward’s recently during the Specialty Equipment Market Assn. show in Las Vegas.
“We’re all enthusiastic about diesel, but the issue is cost. To do it right (in the U.S.) and hold margin on the car, you’re looking at a $5,000 to 6,000 premium.”
Krafcik says tax credits would only help “a little bit” to offset the $1,000-$3,000 added cost of the diesel-engine hardware, as well as the after-treatment technology needed to meet U.S. emissions requirements.
– with Tom Murphy
