Hyundai Dishes More on New Crossovers, Future Tech

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eight CUVs, novel engine tech, and possibly CVTs coming

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Hyundai’s product planning veep Mike O’Brien freely admits that Hyundai has been caught out a bit by the present CUV craze with market niches left unfilled and a few manufacturing limitations constraining gross sales on the utes the corporate at the moment provides. Nevertheless, the model’s CUV gross sales are up 12 p.c thus far this yr, with Tucson gross sales up eight p.c and Santa Fe gross sales surging by 15 p.c. The subsequent two years promise an finish to Hyundai’s CUV drought—the corporate has introduced plans to roll out eight new CUVs between now and 2020. First to launch would be the Elantra-derived Kona, which makes its official debut simply after Thanksgiving on the L.A. present. The remainder of the newbies will span a dimension vary bounded by an A-segment ute (suppose Nissan Juke) and a big midsize eight-seater. Powertrain variety might be celebrated with fashions propelled by battery electrical, hydrogen gas cell, and even diesel drivetrains.

At the identical press occasion, powertrain director John Juriga gave us a peek at a few of what his workforce is cooking up for close to future enhancements in combustion-engine effectivity, as properly. Efforts are properly underway to enhance the thermal effectivity of recent combustion engines on a number of fronts. By shrinking bore dimensions and increasing stroke, then configuring consumption port geometry and shelling out the piston tops to encourage the consumption cost to tumble, future engines may be made extra tolerant of upper ranges of exhaust-gas recirculation. Cooled EGR dilutes the consumption cost in order that the throttle may be opened wider for lowered pumping losses. Having this inert fuel within the cylinder lowers combustion temperature, too, which lowers NOx manufacturing. Juriga even hinted that the corporate is taking a look at a catalytic reactor that, after injecting a small quantity of fuel into the new exhaust stream, would possibly crack some hydrogen off of it—sending stated H atoms or molecules again into the combustion chamber together with the EGR to badist stabilize lean combustion (as we mentioned on this 2005 Technologue).

Other thermal tips embrace exhaust valves with sodium filling not simply the stems but in addition the valve heads to maintain them cool sufficient to tolerate elevated spark advance with out lighting off preignition; there’s additionally savvy thermostats and cooling programs that may super-cool the cylinder heads throughout excessive load situations whereas leaving the block further sizzling to decrease oil viscosity for lowered cylinder friction.

Two different cool tips: Dual-port injection and super-high-energy ignition. The first envisions an injector simply forward of every consumption valve, operating barely larger (and possibly variable) fuel-rail pressures and injectors with extra-fine holes. The concept is that two such injectors can higher atomize the identical quantity of gas than a single extra standard port injector may. Port injection offers extra time for the gas to raised atomize, lowering particulate formation (particularly relative to direct injection). This method, with the tumble geometry described above, additionally reduces cylinder wall wetting. And by rising ignition coil power from the standard 45 mJ to 80 and even 120 mJ, the length of a person spark occasion may be elevated to raised guarantee full combustion (particularly in lean- or high-EGR mixtures).

Juriga talked about that his workforce can also be taking a look at variable compression ratio ideas, 48-volt electrification, and even constantly variable transmissions (after lengthy contending that dual-clutch programs are superior). Stay tuned proper right here for protection of all these applied sciences as they make their method to manufacturing.

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