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Hyundai Motor Group showcases new Gamma 1.6 T-GDI and Euro6 R-2.0 diesel engines

Hyundai Motor Group is showcasing at the11th Hyundai-Kia International Powertrain Conference two new powertrains fully developed in-house: the Gamma 1.6 T-GDI engine and Euro6 R-2.0 diesel engine.

The Gamma 1.6 T-GDI engine, which was developed over a period of 52 months and cost 69.5 billion won (US$61.3 million), delivers a maximum output of 204 hp (152 kW) and torque of 27.0 kgf·m (265 N·m, 195 lb-ft) at 6,000 rpm and 1,750 rpm, respectively. With reduced engine-out emissions, the engine meets California’s ULEV-2 (Ultra-Low Emission Vehicle) standard and Euro 5 standards.

In order to maximize fuel efficiency and performance, the engine uses an exhaust manifold integrated turbocharger with twin scroll, air guided intercooler, direct fuel injection system and dual CVVT, while a bed plate and a serpentine auxiliary belt were adopted to enhance engine reliability.

The Euro6 R-2.0 diesel engine, applies technologies such as low-pressure exhaust gas recirculation to meet coming Euro6 specifications, was also introduced during the conference. The new diesel delivers maximum output of 150 ps (148 hp, 110 kW) and maximum torque of 39.0 kgf·m (382 N·m, 282 lb-ft).

The Euro6 standard reduces NOx emissions by 56%, compared to Euro5 Hyundai noted. By introducing the Euro6 R-2.0 diesel engine, Hyundai Motor says it is shooting to lead the passenger car diesel engine technology field, satisfying the standards more than two years ahead of their implementation.

Hyundai Motor also displayed its motor-integrated six-speed front wheel drive automatic transmission used in the Sonata Hybrid, as well as the gasoline Theta T-GDI engine, gasoline Kappa bi-fuel engine, diesel R-2.2 2 stage turbo-charger and the six-speed double clutch (DCT).



Nice, now we have the second diesel car that meets Euro 6 without any NOx aftertreatment. Since I have claimed that this would be technically possible, it is nice to see this projection fulfilled by more than one manufacturer. The first engine was the Mazda 2.2 liter engine. Note that we are still waiting for the first European manufacturer to fulfill Euro 6 without NOx aftertreatment.

While the Mazda engine achieved Euro 6 via low compression ratio and low power density (anti-downsizing), the Hyundai engine mainly rely on low-pressure exhaust gas recirculation (EGR) for NOx reduction (they are not first with this technology). In both cases, we are talking about very cost-efficient solutions for NOx abatement. Albeit that the mentioned options do not sum up quite as 1+1 anybody would probably agree with my assessment that lower NOx levels could be achieved by using both measures combined.


Interesting comment Peter, thanks for sharing, I wonder if electric charging would help diesels and improve response in driving.

The petrol engine sounds interesting as does the motor intergrated 6spd automatic. Since the Li Poly hybrid battery is so light it gives the option to replace existing automatics with the hybrid system across a range of vehicles


"Nice, now we have the second diesel car that meets Euro 6 without any NOx aftertreatment."

You mean urea injection?.. is it that big a deal?


Everything that cost too much should be eliminated. Do you have any idea how much components a Urea system has? The list of components says "expensive" to me.

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