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The Design and Development of New Hyundai 2011-01-0416

Published
Kappa 1.2L Dual CVVT Engine 04/12/2011

Sunghoon Lee and Bosung Shin

Hyundai-Kia Motors

Copyright © 2011 SAE International

doi:10.4271/2011-01-0416

In addition, to reduce weight this engine is equipped with

ABSTRACT aluminum cylinder block, plastic cylinder head cover, plastic
This paper describes Kappa dual CVVT(Continuously intake manifold, etc.
Variable Valve Timing) gasoline engine that Hyundai has
developed for small cars lately. This engine is produced at Keywords
engine plants in India and South Korea. This engine has been
installed in small passenger cars named “i10”, “i20”, Gasoline Engine, Performance, Fuel Economy, Weight,
“Picanto”, etc. and introduced into world market including Power, Torque, NVH(Noise Vibration Harshness), CO2,
Europe and India. Nowadays, car makers in the world have Emission
been competitively developing small cars in order to cope
with rising oil price and becoming more stringent CO2 INTRODUCTION
emission regulations. The new engine has been introduced Climate change has been recognized as the most important
into market since November 2010. Main development goals environment issue in 21st century. IPCC(Intergovernmental
of this engine were to reduce CO2 emission and improve fuel Panel on Climate Change) announced that greenhouse gas in
economy. As a small engine, it was also developed in the air is the major cause of climate change and atmospheric
consideration of generous engine torque, lighter weight, temperature has abnormally being increased due to it. The
minimal noise, lower cost and compact size. This paper effort of international society to decrease greenhouse gas has
presents various technologies featuring higher torque, better being progressed fast by many countries with United Nations.
fuel efficiency, lower noise level and lighter weight. Copenhagen accord, drafted by concerned countries with
UNFCCC (United Nations Framework Convention on
Major items for technical highlights are as follows Climate Change), has been published as result of general
meeting held at Copenhagen in the end of 2009 and includes
• Dual CVVT, Roller swing arm, offset crankshaft, beehive limiting the rising of global temperature to 2°C, thereby
valve spring, MoS2 coated piston and low tension piston achieving important progress.[1] Transportation sector,
rings for saving fuel consumption. including vehicle, railway, aviation, and so on, possess over
20% of total discharged greenhouse gas all over the world.
• DOHC(Double Over Head Camshaft) 16V, long runner
Many countries has been endeavoring to reduce greenhouse
intake manifold, M12 long reach spark plug and valve timing
gas of transportation sector through enforcing regulation like
optimization for excellent torque at low and middle engine
increasing taxation according to CO2 discharge volume in
speed
European countries and strengthening regulation of fuel
• Ladder frame, hydraulic lash adjuster and silent timing efficiency in principal countries such as United States, China,
chain to reduce the noise. etc. In addition, oil price has been continuously rising and
increases approximately 270% in 2010 compared to 2000 and
it is increased about 27% every year. The result like this
increases consumers' burden because oil price increases
vehicle maintenance costs.
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Under this environment, car makers have competitively Table 1. Specification of Kappa engine
concentrated on developing innovative fuel efficient engines
and vehicles.

For the more aggressive response in global environment

Hyundai motor company designed Kappa non CVVT engine
and produced it in July 2008. In addition, recently the new
Kappa dual CVVT engine has been developed based on the
existing non CVVT engine for improving fuel economy and
performance. This engine has achieved the best-in-class fuel
economy in comparison with other engines. As well as fuel
economy, it has been developed as an excellent engine in all
aspects, low CO2 emission, high performance, low weight,
compact engine size, and so on. This engine has been
mounted on i10 small car of A-Segment and on i20 of B-
Segment in Hyundai motor company. Kia motor company
will also sell in European market the Picanto of A-Segment
and the Pride of B-Segment fitted with it. The i10 car has
been produced at first and has been sold in November 2010.

ENGINE SPECIFICATION
This new engine is an in-line 4 cylinder DOHC 16 valve
engine. A newly developed dual CVVT engine has been ENGINE DESIGN
installed in small cars. Figure 1 shows the shape of engine
and Table 1 shows the specification of it. VALVETRAIN
Dual CVVT system has been adopted for the better fuel
economy and excellent performance on newly developed
engine. Dual CVVT system is a technology to optimize valve
timing. It maximizes performance and fuel economy by
reducing pumping loss through changing inlet/outlet valve
timing as functions of user's driving condition. Figure 2 & 3
shows the construction of dual CVVT and the working map
of dual CVVT.

By applying dual CVVT system, fuel economy is improved

by more than 3% and performance is improved by 2∼13%
according to engine speed compared with the existing non
CVVT engine.[2] Also, it is possible to reduce emission gas
by internal EGR(Exhaust Gas Recirculation) effect.
Especially, NOx (Oxides of nitrogen) is decreased by 10%
and HC(Hydrocarbon) is decreased by 2%. As a result of this,
reducing cost can be achieved because catalyst jewelry
weight is reduced.

Roller swing arm type was adopted to improve fuel economy.

Figure 4 shows the construction of valvetrain.

Valvetrain friction of roller swing arm type is reduced by

Figure 1. Shape of Kappa dual CVVT engine about 50% compared with that of direct acting type[3] at
whole engine speed, and especially by 60% friction at
2,000rpm, practical driving engine speed. Then the fuel
economy in the engine is improved by 1%. Figure 5 shows
the friction test result according to valvetrain type.
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And beehive valve spring is used to improve fuel economy by

the reduction of valvetrain inertia mass. As shown in Figure
6, the top diameter of beehive valve spring is smaller than
bottom diameter like beehive shape. The weight of retainer
and valve spring is reduced due to the small top diameter of
beehive valve spring.

Figure 4. Construction of valvetrain

Figure 2. Construction of dual CVVT Figure 5. Friction test result according to valvetrain type.

Figure 6. Valve spring shapes according to spring type

The valvetrain friction of beehive valve spring is improved

by 10% at whole engine speed compared with that of
conventional type valve spring as shown in Figure 7.

Figure 3. Working map of dual CVVT

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eccentricity ‘e’ is 11 mm as shown in Figure 9. It results in

the improvement of fuel economy by 1% at low engine
speed.

Figure 7. Test results according to valve spring type

The timing chain system was adopted for improving (a). Effect of crankshaft offset on FMEP
durability and shortening engine length. The engine length is
shortened by 10mm compared with that of timing belt
system. Silent timing chain type is used for reducing timing
chain noise. HLA(Hydraulic Lash Adjuster) which always
makes valve clearance “0” is utilized for preventing initial
cold start noise.

The cylinder head cover is made of high strength plastic with

2.0 mm wall thickness for reducing cost and weight. PCV
(Positive Crankcase Ventilation) valve is also made of plastic
to reduce cost as well as weight.

CRANKSHAFT AND PISTON

The crankshaft is made of cast iron, FCD700C, to reduce the (b). Contact force profile for different crank offset
manufacturing cost and the offset crankshaft mechanism is Figure 9. Results of analysis about crankshaft offset
adopted for improving fuel efficiency. The offset crankshaft
mechanism [4] is the fuel economy technology to minimize
the friction force between the piston thrust face and the Because the size of crankshaft main journal diameter relates
cylinder bore inner face on the explosion stage by using the to the friction force of crankshaft by fluid lubrication,
eccentricity ‘e’ between the center of the cylinder bore and minimizing the diameter of crankshaft journal can reduce
the crankshaft as shown in Figure 8. friction loss [5]. The main journal diameter of the crankshaft
was minimized to 43 mm. It is the smallest level in its similar
engine size group within the allowable stress and strength of
crankshaft as shown in Figure 10. Therefore, it reduces the
friction loss of crankshaft by 10%.

The connecting-rod is made of medium-carbon steel instead

of the high-carbon steel that is used in the existing Kappa
engine. Using the medium-carbon steel which is higher
strength material than the high-carbon steel can reduce the
weight of connecting-rod by 13% through optimum design.
As a result, the weight of connecting-rod is the lightest level
in the world as shown in Figure 11.
Figure 8. Offset crankshaft
A highly sophisticated process of physical vapor deposition
(PVD) was used to apply an ultra-thin layer of chromium
The eccentricity ‘e’ has to be optimized, because to lengthen
nitride (CrN) to the piston's oil ring. CrN ensures high wear
it increases the contact force between the piston anti-thrust
resistance as shown in Figure 12. It results in reducing the
face and the cylinder bore inner face on the piston upward
tension of piston ring to 30% and the total piston-ring
stage. CAE(Computer Aided Engineering) analysis was used
tangential tension per bore diameter is 0.2(N/mm) which is
to optimize it and it was concluded that the optimum
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the lowest level in the world as shown in Figure 13. As

results, fuel economy is improved by 0.3%.

Figure 13. Piston-ring tangential tension per cylinder

bore

The surface of piston skirt is treated with MoS2 coating for

low friction between cylinder bores and piston skirts, thereby
improving fuel economy by 0.3%. (Figure 14)
Figure 10. Comparison of the crankshaft journal
diameter

Figure 14. MoS2 coating for pistons

Various technologies for crankshaft bearing are adopted to

minimize the capacity of the oil pump and it is reduced by
Figure 11. Comparison of connecting-rod weight 13%, thereby improving fuel economy by about 0.4%. First,
double-bit bearing technology is utilized to reduce oil leakage
area between crankshaft journals and bearings through the
unprocessed crush relief and the optimized inner profile of
bearing compared with the existing bearing as shown in
Figure 15 (a). Therefore oil demand quantity is reduced.
Second, partial grooved bearing technology is used to reduce
oil leakage area by decreasing the groove area of both ends
compared with existing full grooved bearings. (Fig 15 (b))

The oil demand quantity of a crankshaft system is minimized

by optimizing the lubricating condition of crankshaft metal
bearings.

Figure 12. Piston coating wear in a bench test

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transmission as shown in Figure 17. The accessories, such as

alternator and air conditioning compressor, are directly
mounted on the engine for high stiffness.

(a). Double-bit bearing

Figure 16. Structure of cylinder liner

(b). Partial grooved bearing Figure 17. Cylinder block and powertrain shape
Figure 15. Crankshaft bearing
In the result of powertrain global stiffness analysis, the first
bending frequency of powertrain is about 300Hz as shown in
CYLINDER BLOCK Figure 18. It is equal to or greater than that of competitive
Aluminum alloy cylinder block was used, so that the weight engines
of engine was reduced to 15kg. High pressure die casting was
adopted for a block production method, and block structure is
open deck type. It was designed to be siamesed bore type
with 7.5mm bore gap for minimizing the length and weight of
engine. The cast iron liner was utilized for improving the
abrasion durability of cylinder bore. The outer surface of liner
is built with 0.7mm spiny as shown in Figure 16. It improves
adhesion between aluminum and cast iron liner, so that it can
reduce the deformation of cylinder bore. And it results in
minimizing oil consumption and the amount of blow-by gas.

The cylinder block has the semi-half skirt. The shape of skirt Figure 18. Result of powertrain global stiffness analysis
is corrugated type to improve stiffness. NVH performance is
improved as optimizing ribs and shape by FEM(Finite
Element Method) analysis. The ladder frame was used to The oil pan is mounted under ladder frame with 2.5mm wall
improve the stiffness of powertrain, and the shape of thickness for reducing weight and cost. It is made of steel
matching face of transmission is bell mouth type which material for protecting the damage caused by the impact. The
improves the tightening strength between the engine and the bead was optimized by analysis. The bearing cap is made of
sintered material to reduce cost. The plastic region tightening
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method is used to stabilize bolt loading for the bearing cap The cylinder head is made by low pressure die casting in
bolt of the cylinder block. For reducing weight, oil strainer is AC2B with T7 heat treatment. This makes thermal
made from plastic instead of steel. conductivity high, so that the temperature of metal surface
between two exhaust valves is lowered.
CYLINDER HEAD
A laminated metal cylinder head gasket is utilized to improve
The cylinder head has a pent-roof combustion chamber and a
cylinder bore distortion and lower HC emission due to the
tumble intake port to reduce HC emission and improve the
reduction of crevice volume in combustion chamber.
characteristic of combustion. Long dividing wall for intake
Cylinder head bolts are assembled by the plastic region
port is used as well. This brings more about 0.1kgf-m torque
tightening method to stabilize axial force, thereby improving
at low-medium engine speed.
sealing performance.
To get enriched air-fuel mixture at spark plug, the squish area
was set as 10% of cylinder bore area. The central position of OIL PUMP AND WATER PUMP
spark plugs results in short flame paths giving good The oil pump is integrated in the front face of the cylinder
combustion and reducing exhaust emission levels. Figure 19 block in order to minimize the engine length and improve
shows the cylinder head section and intake port. fuel economy by reducing the drive loss of oil pump due to
smaller oil pump rotor as shown in Figure 21. The diameter
of oil pump is reduced by about 30% compared with that of
the existing engine. This results in reducing engine length by
17.5 mm and improving fuel economy by about 1%.
Duocentric rotor was adopted for high efficiency and good
noise characteristic.

Figure 19. Cylinder head section and intake port

The valve angle has 24° to reduce the surface area of the
combustion chamber, improve combustion efficiency, and
minimize the size of the cylinder head.

Though gasoline engines generally have a M14 spark plug,

the Kappa engine has a M12 long reach spark plug whose tap
diameter is 12 mm to enlarge valve size by 2 mm, thereby Figure 21. Oil pump
increasing the quantity of intake air flow by about 15%. Also,
it makes that a water jacket approaches close by spark plug
Water pump is directly driven by the accessory belt. The
and combustion chamber to promote more efficient engine
water pump volute is integrated in the front face of the
cooling around the spark plug and exhaust port area for
cylinder block in order to reduce the number of engine parts.
improving knocking characteristic as shown in Figure 20.
The CAE analysis technique was used to optimize the design
variables such as the diameter, height for impeller, volute
chamber shape, etc. This results in improving water pump
efficiency by over 50%.

INTAKE AND EXHAUST MANIFOLD

As shown in Figure 22, the intake manifold is made of plastic
to reduce cost and weight. Simulation analyses and tests for
improving performance were executed for the determination
of intake runner geometries. The long runner intake manifold
Figure 20. M12 Long reach sparkplug was adopted to improve engine torque at low and middle
engine speed and tapered runner shape was used to improve
power at high engine speed.
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injection amount due to fuel pulsation through the

modification of inner structure of injector cup holder.

RESULTS
PERFORMANCE
The performance of the new Kappa dual CVVT engine was
improved by 2∼6% at low and middle engine speed and by
5∼13% at high engine speed compared with the existing non
CVVT engine as shown in Figure 24.
Figure 22. Intake manifold

The exhaust manifold is made of cast iron for cost reduction.

The component of Si(Silicon) is increased to resist high-
temperature oxidation compared with existing iron cast. The
exhaust manifold is directly welded with catalytic converter
for reducing the light-off time of catalyst (Figure 23).

Figure 24. Performance comparison of non CVVT and

dual CVVT engine

Its main development target was to improve torque at low and

middle engine speed for practical field. Valve timing and the
length of intake manifold have been tuned for improving
torque. Figure 25 shows that BMEP(Brake Mean Effective
Figure 23. Exhaust manifold and catalytic converter
Pressure) of the new engine compared to FEV benchmark is
the best level at low and middle engine speed. As a result,
vehicle performance fitted with it is very excellent and
EMS especially gives customers fun to drive at urban traffic
Control system has high performance CPU(Central driving condition where brisk acceleration performance is
Processing Unit), large size memory and multi-channel A/ most appreciated. The 0-100km/h vehicle acceleration
D(Analog to Digital) converter to improve control performance is 11.4 seconds and has been developed to the
responsiveness and increase the number of input and output best-in-class.
gates.

PCU(Powertrain Control Unit) was used for improving

mutual unity functioning, so that an optimized powertrain
drive condition is maintained. Digital knock control system
was adopted for establishing accurate knocking occurrence
area. Therefore using power generated by engine is
efficiently available.

CAN(Controller Area Network), which is kind of diagnosis

communication method, is utilized for detecting malfunction
of essential sensors and actuators. Therefore much
information can be expressed in a second.

Shape of fuel delivery pipe is square and it is made from SUS

(Steel Use Stainless). Damper was not used because self Figure 25. Full load performance
damping structure was adopted for minimizing change of fuel
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FUEL ECONOMY & CO2 EMISSION by VCA (Vehicle Certification Agency) car fuel data as of
May 2010. CO2 emission of i10 fitted with it is the lowest.
A number of new technologies for reduction of frictions were
applied to Kappa engine. The friction force analysis using the
strip method shows that it achieves excellent level compared
to other 4-cylinder spark ignition engines. Particularly,
notable point is that the bottom limit of the band-width is
penetrated in the upper engine speed range [7] as shown in
Figure 26.

Figure 28. CO2 emission

As shown in previous graphs, the new engine is competitively

developed in the field of fuel economy and CO2 emission.

Figure 26. Mechanical friction NVH

By applying a ladder frame, NVH performance has been
As a result of efforts to improve fuel economy, it delivers the improved since the new engine has adopted bell mouth shape
best fuel economy and lowest CO2 emissions among engines between engine and transmission for reinforcing stiffness of
the structure. HLA is adopted for reducing engine noise. As
of similar displacement. Its fuel economy is 383g/kwh at
aforementioned, it ensures clearances between the valve stem
2,000rpm 2bar BMEP. This is the result improved by over
and roller swing arm are always perfect zero, eliminating
3% compared with existing non CVVT engine and the best
valve tapping noise. The accessories are directly connected to
level in fuel economy band of the same displacement without
the cylinder block and the cylinder head for reducing NVH.
external EGR from FEV benchmark as shown in Figure
As a result, sound quality is more excellent and full load
27[6].
noise level is more superior than competitive engines as
shown in Figure 29. Especially, engine noise at idling is too
low so that it may happen to make a car start again even
though it is already running.

Figure 27. Brake Specific Fuel Economy band of

gasoline engines @ 2000 rpm 2.0 bar

Fuel economy and CO2 emission of i10 equipped with it are

developed to the best-in-class. Figure 28 shows CO2 emission Figure 29. NVH level at full load
of vehicles sold in Europe, especially fitted with gasoline
engine between 1.1L to 1.4L displacement. This data is given
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WEIGHT CONCLUSIONS
For reducing weight, the new engine is fitted with aluminum The world automotive market is demanding low CO2
cylinder block, plastic intake manifold and so on. The weight emission and excellent fuel economy vehicle to cope with
minimization can be achieved thanks to the optimization of global warming and rising oil price. To meet these needs
rib shape and general thickness through strain and stress Hyundai motor company developed and produced Kappa non
analysis and NVH development. CVVT engine in July 2008 and it was received positive
responses and favorable comments on fuel economy and
It has been developed as the lightest among 1.2L class dynamic performance in European market.
engines as shown in Figure 30 which is the weight
distribution of gasoline engines between 1.0L and 1.4L Recently Hyundai motor company has developed and
displacement: weight is defined as dry weight which includes produced the new Kappa engine adopted with CVVT
engine body, alternator, starter, and manual transmission technology for more improving fuel economy and
flywheel without coolant, oil, and PCU. performance in August 2010. It has 2∼13% improvement in
performance and 3% improvement in fuel economy
compared with existing non CVVT engine. This new engine
makes customers have fun driving through considerably
higher performance at low and middle engine speed which is
a practical range in urban traffic condition compared with
competitive engine. The Picanto subsequent model fitted with
the new engine has achieved the lowest CO2 105g compared
with the same grade vehicle equipped with 1.2L gasoline
engine in global market. The new engine has competitiveness
in many aspects, such as excellent fuel economy, low CO2
emission, high performance, light weight, compact size, and
so on. As these results, it is expected to wear many hats in
Figure 30. Comparison of engine weight global small car marketplace.

In the future it will be developed as more excellent engine by

ENGINE LENGTH applying GDI(Gasoline Direct Injection) and turbocharging
technology.
The timing chain and serpentine belt are adopted and the oil
pump is built in the cylinder block for promoting a more
compact engine design. Figure 31 shows engine length REFERENCES
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displacement: length is defined as distance between block Copenhagen, 7-19 December 2009, COP15
rear face and crankshaft pulley front face. The new engine's
length has been developed as the shortest level as shown in 2. Lee, Sunghoon, Shin, Bosung and Jeon, Chunseok, The
Figure 31. Design and Development of the New Hyundai Kappa Engine,
2009, APAC
3. Lee, Jongsub, Development of High Performance
Gasoline Engine for Small & Middle Car, The Korean
Society of Automotive Engineers, 2006
4. Wakabayashi, R., Takiguchi, M., Shimada, T., Mizuno, Y.
et al., “The Effects of Crank Ratio and Crankshaft Offset on
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6. Lang, Oliver, Habermann, Knut, Krebber-Hortmann, Karl,
Figure 31. Comparison of engine length Sehr, Andreas and Thewes, Matthias, Potentials of Spray-
Guided Combustion Systems in Combination with
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7. Hadler, Jens, Szengel, Rudiger, Middendorf, Hermann,

Kuphal, Andre, Siebert, Werner and Hentschel, Lars,
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CONTACT INFORMATION
Name: Sunghoon Lee
Tel: 82+31-368-4351
sunghlee1@hyundai.com

Name: Bosung Shin

Tel: 82+31-368-4364
bsshin@hyundai.com

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