| κ engine Kappa engine | |
| Manufacturer: | Hyundai Motor Company |
| Production: | 2008–present |
| Predecessor: | Epsilon |
| Successor: | Smartstream G1.0T/G1.2/G1.4T/G1.5/G1.6HEV |
| Bore: | 71mm 72mm |
| Stroke: | 75.6mm 78.8mm 84mm 97mm |
| Block: | Aluminium |
| Head: | Aluminium |
| Valvetrain: | DOHC 4 valves x cyl. with VVT |
| Turbocharger: | Yes, On Kappa II TCI/T-GDi |
| Fuelsystem: | Multipoint injection Direct injection |
| Fueltype: | Gasoline LPG |
| Coolingsystem: | Water-cooled |
| Power: | NaN0NaN0 |
| Torque: | NaNkgm |
| Weight: | NaNkg (-2,147,483,648lb) |
Hyundai's Kappa automobile engine series consists of three-cylinder[1] and four-cylinder models.[2]
The Kappa engine series are gasoline powered, all-aluminum block and utilizes a 16-valve design with DOHC as opposed to the 12-valve design SOHC of its Epsilon engine family predecessor.
The 1197cc is a destroked variant of the Kappa G4LA engine produced in India to circumvent the 1,200 cc tax bracket. It makes 800NaN0 at 5,200 rpm and 11.30NaN0 of torque at 4,000 rpm.
The 12482NaN2 is the European version. It makes 77- at 6,000 rpm and 11.8- of torque at 4,000 rpm. Engine output figures varies depending on application and target market. Fuel economy is rated at 5L/100 km in the European combined test cycle.
The 1353cc version makes 950NaN0 at 6,000 rpm and 13.20NaN0 of torque at 4,000 rpm.
Main improvement is adding VVT (variable valve timing) to the engine.
The 998cc three-cylinder engine makes 690NaN0 at 6,200 rpm and 9.70NaN0 of torque at 3,500 rpm.
Flex fuel compatible version of the 1.0 MPi engine. The 998cc three-cylinder engine makes 800NaN0 at 6,200 rpm and 10.20NaN0 of torque at 4,500 rpm.
The 998cc three-cylinder engine is turbocharged and makes 1060NaN0 at 6,000 rpm and 140NaN0 of torque between 1,600 and 3,500 rpm.[5]
Flex fuel compatible version of the 1.0 TCi engine. The 998cc three-cylinder engine is turbocharged and makes 1060NaN0 at 6,000 rpm and 140NaN0 of torque between 1,600 and 3,500 rpm.
The 1197cc is a destroked variant of the Kappa II G4LA engine produced in India to circumvent the 1,200 cc tax bracket. It is a four-cylinder engine making 830NaN0 at 6,300 rpm and NaN0NaN0 of torque at 4,200 rpm.
The 12482NaN2 is the European version. It is a four-cylinder engine making 870NaN0 at 6,000 rpm and 12.30NaN0 of torque at 4,000 rpm.
The 1368cc version adds Dual-CVVT and VIS, the engine makes NaN0NaN0 at 6,000 rpm and NaN0NaN0 of torque at 4,000 rpm.
The 998cc turbocharged three-cylinder engine makes 1200NaN0 at 6,000 rpm and 17.50NaN0 of torque between 1,500 and 4,000 rpm.[8]
A detuned version that makes 1000NaN0 between 4,500 and 6,000 rpm is also available for some applications.
Flex fuel compatible version of the 1.0 T-GDi engine. The 998cc turbocharged three-cylinder engine makes 1200NaN0 at 6,000 rpm and 17.50NaN0 of torque between 1,500 and 4,000 rpm.
The 1353cc turbocharged four-cylinder engine which was announced in 2015 makes 1400NaN0 at 6,000 rpm and 24.7abbr=on0abbr=on of torque between 1,500 and 3,200 rpm.
A detuned version which produces 1300NaN0 at 5,500 rpm and 21.6kgm of torque between 1,400 rpm and 3,700 rpm is also available for some applications.
Announced in 2016 and intended for use in Hybrid applications, main improvements are utilizing Atkinson cycle, higher compression ratio, cooler EGR system and higher pressure fuel system.
The 1580cc four-cylinder with a 72mm bore, 97mm stroke and a 13.0:1 compression ratio. The engine makes 1050NaN0 at 5,700 rpm and 15kgm of torque at 4,000 rpm.
The Hybrid version combines a 1.56 KWh battery with an electric motor making 440NaN0 between 1,800 and 2,500 rpm with 17.3kgm of torque between 0 and 1,800 rpm.
The Plug-in Hybrid version combines a 8.9 KWh battery with an electric motor making 60.50NaN0 between 1,800 and 2,500 rpm with 17.3kgm of torque between 0 and 1,800 rpm.
Both the Hybrid and Plug-in Hybrid versions total combined system power is 1410NaN0 at 5,700 rpm with 27kgm of torque at 4,000 rpm.
For use in LPG applications.
The 998cc three-cylinder. The engine makes 78- at 6,200 rpm and 9.6kgm of torque at 3,500 rpm.
The 998cc three-cylinder. The engine makes 740NaN0 at 6,200 rpm and 9.6kgm of torque at 3,500 rpm.
Developed at a cost of $421 million over a period of 48 months, the Kappa project was aimed at increasing fuel economy while ensuring compliance to stringent EURO-4 emission regulations. The newest versions of Kappa engine family comply with Euro-6DTemp regulations.
The engine block is made from high pressure die-cast aluminum which results in considerable weight savings - the entire engine with a manual gearbox only weighs 82.4kg (181.7lb). The main block features a ladder frame construction for structural stiffness while its cylinders are fitted with cast-iron liners for improved abrasion durability. Additional weight was shaved off by integrating the engine support bracket with the timing chain cover. The shape of the piston skirt was optimized to reduce its size while the compression height of the piston was also reduced, resulting in weight savings. The optimized piston skirt is also treated with molybdenum disulfide. A highly sophisticated process of Physical Vapor Deposition (PVD) is used to apply an ultra-thin layer of Chromium nitride to the piston’s oil ring. Chromium Nitride-coated piston rings using PVD is an innovative technology borrowed from the Hyundai Tau engine introduced earlier. Friction between the oil ring and cylinder wall has been further minimized by reducing the oil ring tension. The Kappa engine is the first Hyundai engine to be fitted with an accessory drive belt which does not require a mechanical auto-tensioning adjustment device, reducing the hardware and further lowering weight and cost. Because it is designed to maintain an ideal tension setting, the belt runs quieter and with proper preventative maintenance and care, the belt will last 100000miles. For ignition, the Kappa engine uses a new, longer reach spark plug which enabled engineers to enlarge the size of the water jacket to promote more efficient engine cooling around the critically important spark plug and exhaust port area. The long reach spark plug (M12 thread) also enabled engineers to enlarge the valve diameter for increased airflow and combustion efficiency. A lightweight, heat-resistant engineering plastic was used for the intake manifold. The fuel delivery pipe assembly is a returnless type (to eliminate evaporative fuel emissions) and is made of SUS (steel use stainless) with a specially designed inner structure for the reduction of pulsation noise.
The valvetrain features a number of innovations: friction reducing roller swing arm, hydraulic lash adjusters which ensure proper clearances between the valve stem and roller swing arm, which significantly reduce valve tapping noise. The valve springs feature a beehive shape and smaller retainer. The reduced weight and spring load further help lower friction and improve fuel economy. The valvetrain is driven by a silent-type, maintenance free steel timing chain that replaces a roller-type timing chain: The optimized design greatly reduces impact forces and noise when the gear tooth and chain engage.
Unlike a conventional engine where the centerline of the cylinder bore is in perfect vertical alignment with the rotating axis of the crankshaft, the Kappa’s centerline is offset by a small distance. This offset minimizes the lateral force created by the rotating piston & rod assembly (known, and audible, as "piston slap" at its extreme). The net effect is an improvement in fuel consumption and a reduction in noise, vibration and harshness - it should also help with engine longevity since reduced lateral force will equal reduced bore wear.
Engine management is provided by two 16-bit 32 MHz microprocessors which control and monitor ignition timing, idle speed, knocking and emissions.