Hyundai KIA S D6EA six-cylinder Diesel engine 

Hyundai / KIA
S
Manufacturer:	Hyundai / KIA
Production period:	2006-present
Style:	60 ° V
Engines:	3.0 L (2959 cc)

With the series S is a six-cylinder diesel engine with direct injection , turbocharged , four overhead camshafts ( QOHC ), and four valves per cylinder . The engines are in South Korea made .The S-series is the first offered for cars V6 diesel series of the group. It is a fundamentally revised version of an Isuzu brand .The engine block consists of sintered vermicular graphite - gray cast iron , its cylinder head made of light metal . The cylinder has a bore of 84 mm and a stroke of 89 mm. Weight and idle speed have not been published.The camshafts are driven by the crankshaft by means of maintenance-free timing chains , the ancillaries by a serpentine belt  .The type of valve actuation has not been described, but it does include a hydraulic tappet. It resembles either the D - or the Delta series.

History

Hyundai did not manufacture its own V6 passenger car Diesel before the S engine, the existing J engines came close to the goal only in the displacement (2.9 l). However, they were four-cylinder and also since 1998 in use. Therefore, they lacked the necessary modern technology in addition to the smooth-running V-format. In 2004, it was decided to add this to a motor outside the group . At the beginning of the development was therefore the Isuzu DMAX V6 "6DE1". This engine was already the manufacturer licensed to Renault , and since the purchase of patents by GM in Opel Vectra and Saab 9-5 used , Injection and turbocharger were changed. Like the latter, the glow plugs from the BorgWarner Group, here from the subsidiary BERU , are also from . They should also enable starts at -25 ° C and help to cultivated sound through clean combustion. The glow plugs are controlled by a control device ( G low C ontrol U operated nit) and supported by a heater in the intake system thereby to bring the diesel-air mixture in cold start phases for self-ignition temperature .The development of the S engine took 26 months and cost 222 million US dollars.

The V-orientation of the two three-cylinder benches has the advantage of lesser length compared to straight six cylinders , such as BMW incorporates. In addition, hereby the crankshaft only has to be half as long as each crankpin is driven by two pistons. The disadvantage of the split on two benches are double components at the other end of the piston - in the cylinder head about four instead of two camshafts actuate the valves, overall, so the maintenance costs increase slightly.

Injection 

The third-generation Bosch injection system (CRS 3.0) is equipped with piezo injectors  . Their advantage is a faster termination of the injection, whereby a larger amount of fuel can be introduced precisely enough in time. This results in more power with low-residue combustion. The same effect has the "Variable Swirl Control System". It always swirls the air before entering the cylinder, so that a homogeneous distribution of the diesel is supported. For this, the air is passed through a narrower intake manifold at low speeds and low inflow velocity, thus accelerating it. At higher speeds then opens a wider path. As a result, the inflow velocity and thus turbulence remain constant independent of speed.The direct injection takes place via perpendicularly from above into the cylinder reaching nozzles. This minimizes diesel condensate on the relatively cool cylinder inner wall which would become soot. The nozzles are supplied by a fuel line for all cylinders ( common rail ), in which the diesel is at 250 to 1600 bar. More recent diesel engines further increase pressure, resulting in even more homogeneous mixture formation and thus less oxygen-rich, nitric oxide-producing and oxygen-poor soot-producing nests .

Pollutant reduction 

This series has soot filtering , but no nitrogen oxide reduction in the exhaust aftertreatment. This consists of a closed particulate filter to which an oxidation catalyst is arranged upstream of .Due to the high amount of oxygen in the exhaust gas comparison with the gasoline engine, the oxidation catalyst replaces the usual three-way catalyst . Unlike this, he passes the nitrogen oxides and works as a two-way catalyst. Like its counterpart, it uses oxygen to process carbon monoxide (CO) into carbon dioxide (CO ₂ ) and hydrocarbons (HC) into carbon dioxide and water. The nitrogen oxides are left out, as due to the excess of oxygen that first reacts with the carbon monoxide (2 CO + O ₂ to 2 CO ₂ ). Thus, this carbon monoxide is no longer the nitrogen oxides (NO _x ) available for reduction in pure nitrogen (CO and NO to N₂ and CO ₂ ,).

Soot-reducing effect is the typical diesel lean operation , the exhaust gas recirculation and the closed diesel particulate filter of these engines. It is standard on European markets . In contrast to open systems, this type can not be retrofitted, as the motor must detect the fill level of the filter via sensor technology and regenerate it if necessary. The filter performance increases from around 30% to more than 95% of the particle mass, and the same applies to the number of particularly relevant nanoparticles . The degradation of the particles takes place in two stages. Passive regeneration is an oxidation of soot filtrate. This works only at exhaust gas temperatures, as they come on longer highway trips. In this case, by means of NO ₂ formed in the oxidation catalyst from 200 ° C., soot particles in the filter are oxidized to CO ₂ . The excess nitrogen dioxide escapes , An active regeneration must intervene if this temperature is not reached and the filter is filled to about 45% of its capacity. Then, the engine control artificially manufactures a temperature of 600 ° C by injecting diesel directly after ignition, resulting in no additional power but the required exhaust gas temperatures. The consumption increases by three to eight percent (depending on the frequency), the soot is burned here. The soot filtrate leaves some ash in the filter after active regeneration, an indication of shelf life was not made. The regeneration takes about 25 minutes without stop-and-go traffic at a speed of over 2000 rpm from third gear. If these trips remain off, a warning light in the cockpit flashes from 75% of the filter level, which refers the driver to a necessary regeneration. If it continues to flash after the described drive, consult a workshop that performs the regeneration. If this also fails, there is a risk of damage to the particulate filter, which, like all closed ones, does not have a pressure relief valve .For nitrogen oxide reduction, these engines use exhaust gas recirculation . In the partial load range, this leads up to 60% of the exhaust gas back into the intake tract. The nitrogen oxides contained therein are thus neutralized, the same applies to soot particles and not yet burned hydrocarbons. However, if too much exhaust gas is introduced, there is a lack of oxygen in the cylinder for complete combustion. That resulted in more soot. Therefore, the only partial exhaust gas recirculation is possible anyway only in the partial load range. In the Euro4 standard achieved by this seriesthe permitted amount of nitrogen oxide remains three times that of an Otto engine. The feedback is electrically controlled. This minimizes the deviation from the desired return rate. The oxygen value in the exhaust gas is also evaluated by means of the lambda probe . A cooling of the recirculated exhaust gas also reduces the combustion temperature nitrogen oxide reducing. Nevertheless, the denser volume of air through cooling provides enough oxygen to avoid soot . Nitrogen oxides promote smog and ozone formation as well as acid rain , nitrogen dioxideis irritating. Diesel engines work to reduce soot with excess oxygen, which leads to locally very high temperatures in the cylinder. These promote nitric oxide formation.

Turbocharger 

This engine uses a variable geometry BorgWarner BV50 turbocharger . This minimizes the acceleration delay after pressing the accelerator pedal. The unvariable turbocharger is a resonance system that has to be excited first. Only a lot of exhaust gas accelerates the turbine in the exhaust stream so strong that it promotes the desired more air into the cylinder on the intake side. This deceleration is called "turbo lag" and must be taken into account during acceleration by the driver. As a remedy, a VGT system also accelerates low exhaust flows by directing them to the turbine through a temporarily narrowed airway. The VGT vanes are like a wheeled excavator wheelattached and extend into the exhaust stream . They steer, folded almost to the circle, faster, or unfolded slow exhaust gas on the turbine of the turbocharger. This accelerates or slows down accordingly. The latter is used at higher engine speeds, since there is hardly any need for more air. On the contrary, this would exceed the intended pressure in the cylinder and thus mechanically damage the engine components. Therefore, as with this engine, the VGT control usually makes the overpressure valve ( wastegate ) unvariable turbocharger superfluous. The change from pneumatic to electric vane control also allows for more precise control of airflow. Hyundai identifies it with the designation e -VGT.

BorgWarner developed this turbocharger at its headquarters in Kirchheimbolanden and in its South Korean joint venture SeohanWarner Turbo Systems together with Hyundai. It is made by SeohanWarner in Pyongteak . This cooperation already existed with the A and J engine series  . The BV50 turbocharger with an alloy adapted to the higher exhaust gas temperatures of an Otto engine has also been used in the Porsche 997 since June 2006 , three months before the S V6 was premiered in September 2006  .An 80% soot and 90% nitrogen oxide reduced version of the engine was in development until 2008. With their approval of the engine to the US market for Tier 2 Bin 5 standard should be achieved. .

Technical Data 

Used in.

Hyundai ix55

• ix55 EN
  • D6EA (239 hp): 2007-today

KIA Mohave

• Mohave HM
  • D4EA (249 hp): 2009-today