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This split-injection technique reduces loading on the catalytic converter and helps lower emissions. Then, in the main injection phase, during the pistons descent, more fuel is injected and is ignited. The injection is split into two phases to achieve optimum combustion: in the first phase, the pilot injection and ignition trigger the pistons downward power stroke. With this shorter and more direct path, far greater control is attained over the combustion process: A high pressure fuel pump injects the fuel at pressures of up to 150 bar, in precise amounts and intervals. GDI avoids this problem altogether by positioning the fuel injector in the most optimal location, directly inside the combustion chamber to offer unparalleled precision. One serious limitation of conventional fuel injection is that as engine revolutions increase, the valve opening and closing times get progressively shorter, thus reducing the time available to inject fuel. GDI application will subsequently be expanded across the gasoline engine family and applied to other Hyundai models. Lee Hyun-Soon, Vice Chairman and Chief Technology Officer.ĭeveloped with a budget of 170 billion won over a 46 month-long research period, the new 2.4 Theta II GDI engine will make its debut in the first half of 2010 starting with the recently launched Sonata, beating the mid-size sedan competition to market with this exciting new technology. "The Theta II GDI convincingly demonstrates Hyundai's advanced powertrain engineering capabilities," said Dr. With a compression ratio of 11.3:1, the 2.4 Theta II GDI delivers and in its Korean domestic market specification. Prior to GDI, a gain in one area came at the expense of the other two. Representing the biggest advancement in fuel injection, an '80s technology that replaced the carburetor, GDI puts Hyundai at the cutting edge of engine design and management by achieving three seemly incompatible goals: GDI lowers emissions while raising power output and improving fuel economy. (Namyang, Korea) To help meet its goals of environmental leadership, Hyundai Motor Company today unveiled the 2.4 Theta II GDI, its first Gasoline Direct Injection engine before an audience of engineers attending the Ninth Annual Hyundai-Kia International Powertrain Conference. Unveiling coincides with 9thHyundai-Kia Int'l Powertrain Conference
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GDI to be first in mid-size sedan segment, beating competitors to market 2.4 Theta II GDI generates and First application in 2010 1H on new Sonata GDI lowers emissions while improving fuel economy & torque Sonata sedan, this engine will likely also be used for the new Sonata hybrid when it debuts late in 2010. The Theta II also gets continuously variable valve timing on both camshafts to round out its high tech upgrades. Efficiency should also improve by about 10 percent although the final certification figures aren't complete yet. The GDI Theta II produces from 7-12 percent more torque across its rev range than the port-injected version of the same engine. GM uses a similar strategy for its 2.4-liter DI Ecotec because it helps warm the engine faster, heating theĮmissions. Spark plug and then followed by a second larger pulse as the piston begins its downward stroke. The initial smaller pulse is ignited by the The direct injection system is setup to use a two-pulse strategy similar to modern common railĭiesels. As a result the engine produces 198 hp and 184 pound-feet of torque at 4,250 rpm in Korean spec. Like similar engines from other automakers, Hyundai's engineers have taken advantage of the charge cooling effect of direct injection by boosting the compression ratio to 11.3:ġ. This week in South Korea, Hyundai took the wraps off its 2.4-liter Theta II GDI four-cylinder. Hyundai's plant in Alabama early next year, it won't offer a V6 engine anymore, but it will get the company's first ever direct-injected engine. Testing Hyundai's Theta II DGI engine - Click above for high-res image gallery