Hyundai does a 2.0T for its 2011 Sonata...Audi style*!

The Korean automakers are really on a roll now. Hyundai has unveiled - at the New York Auto Show - its latest 2011 Sonata 2.0T with their latest Theta-II GDI Turbo engine. It is capable of standard maximum output of 274 hp - no need remap or any of those after-market tuning mumbo-jumbo - and get this, maximum torque of...365Nm!

Eat your heart out Honda Accord and Toyota Camry. Heck! Even VW's famed 2.0TSI (EA888) of the Mk6 Golf GTI/Scirocco/Passat CC takes a back seat with 'only' 210ps and 280Nm. At this rating, only Audi's version of TFSI nearly matches such torque level at 350Nm in their Q5 SUV and the A4 (B8) 2.0 TFSI quattro...but that's power and technology at a premium for you.


Read the full press-release after these pictures:












*denotes Gasoline Direct Injection + turbocharging (twin-scroll compressor) = high output + high low end torque!



Press Release:

SHAH ALAM (MAlaysia), 1 April 2010 � Hyundai Motor America debuted its 2.0-liter Theta II turbocharged gasoline direct-injection (GDI) engine in the 2011 Sonata at the New York Auto Show today. With the addition of the all-new 2.0-liter Theta II turbocharged GDI engine, the new 2011 Sonata offers an unprecedented combination of segment-leading fuel efficiency and power � with an estimated 34 mpg highway rating, and 274 horsepower. Remarkably, the Sonata 2.0T produces these industry-leading metrics on regular fuel�premium fuel is not required.

The new Sonata is the first Hyundai vehicle to have both GDI technology and a turbocharger. By the end of Hyundai�s 24/7 version 2.0 product initiative (seven new models in the next 24 months), four nameplates will be available with GDI or the combination of GDI and a turbocharger. Turbocharging and GDI are part of �Hyundai Blue Drive,� the company�s environmental initiative to continue industry leadership in fuel efficiency and sustainability.

�The Sonata 2.0T is a great example of what our Blue Drive product strategy is doing for consumers,� said John Krafcik, Hyundai Motor America president and CEO. �Think about it � more horsepower than any of our V6 competitors, with better gas mileage than any competitive 4-cylinder model. We�re not fans of compromising at Hyundai, and the Sonata really demonstrates this aspect of our business approach.�

The 2.0-liter turbocharged GDI four-cylinder engine in the 2011 Sonata produces 274 horsepower at 6,000 rpm and 269 lb-ft of torque from 1800-4500 rpm with regular fuel. The Sonata 2.0T will deliver 22 mpg city and 34 mpg highway (preliminary estimates). Hyundai�s turbocharged engine features a twin-scroll turbocharger that when combined with the GDI system results in instantaneous power delivery. Twin-scroll turbochargers have traditionally been used on more expensive high performance engines, but as with GDI, Hyundai has chosen once again to apply this efficient technology in high volume to its most popular model.

The 2.0T engine will be available on the SE and Limited trim level, with the 2.0T Limited getting additional upgrades, including:

� Panoramic sunroof

� 18-inch hyper silver alloy wheels

� Dual exhaust system

� Steering wheel-mounted paddle shifters

TWIN-SCROLL TURBOCHARGER AND GDI TECHNOLOGY

Twin-scroll turbocharger designs have two exhaust gas inlets divided by split walls inside the turbine housing, with both gas passages controlled by a waste-gate. A twin-scroll turbo recovers even more energy from the exhaust than a single-scroll turbocharger thanks to a divided manifold. The twin-scroll design separates the cylinders whose exhaust gas pulses interfere with each other resulting in improved pressure distribution in the exhaust ports and a more efficient delivery of exhaust gas energy to the turbocharger�s turbine.

For example, at the start of the intake stroke of cylinder one, and when both the intake and exhaust valves of cylinder one are open (valve overlap period), cylinder three already starts its exhaust stroke with the exhaust valve open. If the exhaust passages of cylinder one and three were connected, the exhaust gas pulse from cylinder three would increase the back pressure of cylinder one. This would reduce the induction of the fresh air and increase the amount of hot residual gases inside the cylinder. However, with the twin-scroll turbocharger setup, this interference is minimized.

The result of this superior scavenging effect from a twin-scroll design leads to better pressure distribution in the exhaust ports and a more efficient delivery of exhaust gas energy to the turbocharger's turbine. This in turn allows greater valve overlap, resulting in an improved quality and quantity of the air charge entering each cylinder. In fact, with more valve overlap, the scavenging effect of the exhaust flow can literally draw more air in on the intake side. At the same time, drawing out the last of the low-pressure exhaust gases help pack each cylinder with a denser and purer air charge. Maximum boost from the turbocharger is 17.4 psi.

The twin-scroll turbocharger design has several other advantages over traditional, single-scroll turbocharging systems, including:

� Improved combustion efficiency

� Low engine-speed efficiency

� Kinetic exhaust gas energy is not wasted or trapped

� Cooler cylinder temperatures

� Lower exhaust temperatures

� Leaner air/fuel ratio

� Better pressure distribution in the exhaust ports and more efficient delivery of exhaust gas energy to the turbocharger's turbine

Essentially, Sonata�s twin-scroll turbo directs even more air into the engine while a compressor increases the pressure entering the cylinder. This allows the air entering the cylinder to be even more densely packed for higher compression and better performance, contributing to a more-efficient burn and fuel efficiency.

Two key features of Hyundai�s twin-scroll turbocharger setup are:

� The stainless steel exhaust manifold and the twin-scroll turbine housing are cast in a patent pending one-piece design

� The waste-gate for the turbocharger uses a motor-driven electrical controller instead of being mechanically controlled

Thanks to the integrated stainless-steel turbine housing with the exhaust manifold, not only is the weight and cost of the casting dramatically reduced, the durability of the turbine housing is also improved.

By adapting the motor-driven electrical waste-gate, the boost pressure is precisely controlled. The back pressure is reduced when turbo boost is not necessary by opening the waste-gate, which improves fuel efficiency. In addition, during cold starts, the waste-gate remains open which results in faster catalyst light-off for reduced exhaust emissions.

A GDI fuel delivery system contributes to improved fuel efficiency and lower emissions. This shorter, more direct path of fuel delivery allows for greater control of the fuel mixture at the optimum moment, thus improving efficiency. The fuel is injected by a camshaft-driven, high pressure pump that operates at pressures up to 2175 psi. Direct injection also utilizes a higher-than-normal 9.5:1 compression ratio while achieving a remarkable 137 horsepower-per-liter. The piston heads are �dished� to increase combustion efficiency in the cylinder.

WORLD-CLASS POWER-TO-WEIGHT RATIO, RIGIDITY AND SPACE

One of the program targets for the 2011 Sonata engineering team was world-class power-to-weight ratio. This philosophy was also applied to the Sonata 2.0T, with the result of a best-in-class power-to-weight ratio of 12.2 horsepower per pound, significantly better than any mid-size sedan competitor, and even better than the performance-focused Chevrolet Camaro V6. Power-to-weight ratio pays dividends in both performance and fuel economy, and is the key to Sonata�s superior performance in both of these areas.

Additionally, all Sonatas are rich in ultra-high-strength steel, leading to world-class body rigidity. The 2011 Sonata is 25 percent stiffer in torsion and 19 percent stiffer in bending rigidity than its predecessor, yet it is lighter than most midsize sedans, also offering more interior room.

SIX-SPEED AUTOMATIC TRANSMISSION

Hyundai�s commitment to making the Sonata 2.0T extremely fuel efficient continues with a six-speed automatic transmission with SHIFTRONIC manual control.

Hyundai's all-new six-speed automatic A6LF2 transaxle is another way the company is meeting its goals of improving fuel efficiency and reducing emissions. Shifts are silky smooth with an option of manual control through the SHIFTRONIC feature.

Drivers can access the SHIFTRONIC feature by moving the gear selector into a separate gate. Pushing the selector forward or pulling it rearward will shift the transmission up or down sequentially, adding to driver control. Turbocharged Sonatas will also feature steering wheel-mounted paddle shifters. A clear LCD readout on the instrument panel shows the gear being used.

Designed for transverse engine applications in passenger cars and SUVs, the new compact transmission puts Hyundai into an elite class of auto manufacturers who have designed their own proprietary six-speed automatic transmissions. The strength of the design is its unique layout which makes it smaller, more compact and lighter than any other six-speed transmission on the market today.

For the customer, the new six-speed delivers a performance edge. The gearbox has no dipstick because it is filled with automatic transmission fluid that is good for the life of the vehicle under normal usage conditions, thereby reducing maintenance costs.

Developed over a four-year period, this new six-speed automatic is 26.4 pounds lighter than the five-speed it replaces. It is also 1.6 inches shorter and considerably simpler, having 62 fewer parts, which is key to increased durability, lighter weight and lower cost.

When it comes to transmissions, more gears are definitely better. The addition of a sixth gear enables closer spacing between gear ratios providing a better balance of performance and fuel economy while the wide overall gear ratio helps deliver strong acceleration.

The gearbox has three planetary gearsets and a unique flat torque converter that shortens the unit's overall length by 0.47 inches. Four pinion differentials improve durability and further minimize size.

Another example of engineering ingenuity is found in the design of the hydraulic pressure control unit. Slight manufacturing deviations from one solenoid valve to the next often cause fluctuation in the hydraulic pressure and affect shift precision and quality. The transmission featured in the Sonata cleverly integrates adjustment screws in the valves that enable each of the eight valves to be calibrated at the factory. This feature ensures stable hydraulic pressure at any shift point which facilitates a high degree of precision and control needed to deliver fast, smooth and precise shifts throughout the rpm range.

2010 Hyundai Sonata 2.4 to have 201ps/250Nm GDI engine

To help meet its goals of environmental leadership, Hyundai Motor Company 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.

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. Prior to GDI, a gain in one area came at the expense of the other two.

With a compression ratio of 11.3:1, the 2.4 Theta II GDI delivers 201ps at 6300rpm and 250 Nm of torque at 4250 rpm in its Korean domestic market specification.

�The Theta II GDI convincingly demonstrates Hyundai�s advanced powertrain engineering capabilities,� said Dr. Lee Hyun-Soon, Vice Chairman and Chief Technology Officer.

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 avoids this problem altogether by positioning the fuel injector in the most optimal location, directly inside the combustion chamber to offer unparalleled precision. 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.

The injection is split into two phases to achieve optimum combustion: in the first phase, the pilot injection and ignition trigger the piston's downward power stroke. Then, in the main injection phase, during the piston's descent, more fuel is injected and is ignited. This split-injection technique reduces loading on the catalytic converter and helps lower emissions. This is particularly beneficial during cold starts when emissions are highest because the catalyst has not reached its optimal operating temperature. Split-injection enables the catalytic converter to reach the optimal operating temperature faster thus reducing emissions by 25 percent during cold starts and meet�s California Air Resources Board�s ULEV-2 and PZEV standards.

GDI�s other benefits include improved dynamic performance and better mileage. Compared to a conventional engine of the same displacement, GDI delivers 7 percent more torque at low revolutions and 12 percent more torque at the high-end for better take-off and overtaking performance. Perhaps best of all, a vehicle equipped with a GDI engine will get about 10 percent better mileage than a vehicle equipped with a conventional multi-point fuel injected engine. Precise mileage figures will be announced when retail sales begin.

GDI has been applied to the second generation of Theta: Theta II features numerous design enhancements over its predecessor starting with the application of a three-stage variable induction system (VIS) which improves engine "breathing," automatically adjusting the volume of the air sucked into the combustion chamber to create the optimal air-to-fuel mix under different engine load conditions.

Further performance gains were made possible by incorporating Dual Continuously Variable Valve Timing (DCVVT) which improves engine breathing on the intake and exhaust sides for better fuel economy and lower emissions. Depending on engine load and speed, DCVVT can extend or shorten the duration of the valve opening and closing for more power and lower emissions. And the DCVVT system is governed by a new steel chain with an innovative roller and tooth designed for silent operation and durability.

While DCVVT and VIS improve power output, engineers have also come up with several important weight saving innovations. Special attention was focused on the bulkhead, the area of the aluminium cylinder block accumulating the highest stresses: Reinforcement yielded a stiffer block without incurring a weight penalty. A redesign of the crankshaft (semi-eight-balance type) led to an equally important weight reduction. The catalytic converter is also lighter thanks to a new canning process which allows for the use of thinner gauge stainless steel and requiring far less welding.

Another major engineering challenge was to reduce internal friction to attain better fuel economy. Friction reduction measures include a revision of the piston pin from a fixed-type to a full-floating design which cuts down on friction between the piston and cylinder wall. And under the piston crown, engineers have added a cooling jet which sprays oil over the piston walls reducing friction and contributing to an improvement in fuel economy.