New t

New t

At the 2015 Geneva Motor Show, Kia Motors unveils its new 1.0-liter turbo engine with direct injection (T-GDI) for the first time in a production version.

At the 2015 Geneva Motor Show, Kia Motors is debuting its new 1.0-liter turbocharged direct-injection gasoline engine (T-GDI) in a production version. The three-cylinder engine from the Kappa series makes its production debut in the new GT Line of the Kia cee'd, which also makes its debut in Geneva.

The manufacturer presented the concept of the engine back in 2013 in Geneva as part of a powertrain exhibition. In the Kia cee'd GT Line, which is to be launched throughout Europe in the fourth quarter of 2015, the standard engine mobilizes 88 kW of power and 172 Nm of torque. Subsequently, the turbo gasoline engine is to be used in further Kia models.

Broad-based downsizing strategy

According to the manufacturer, the compact powertrain is the first engine in a series of new downsizing engines that Kia plans to launch in Europe. Developed the 1.0 T-GDI in-house by the powertrain team at the Kia R&D center in Namyang, Korea. The key development goals were a fast engine response, efficient combustion and a torque curve that reaches its maximum value even at low engine speeds, report the experts. These, he said, are also the cornerstones of the overall downsizing strategy Kia is using to develop new engines for its global model lineup.

In the 1.0 T-GDI, the Kia development team aims to improve fuel efficiency by another 10 to 15 percent over the brand's current 1.6-liter GDI engine. Official fuel consumption and emissions figures for the Kia cee'd GT Line are not yet available, as homologation has not yet been completed.

Combustion, high-pressure injection, air flow

The newly developed components of the turbocharged gasoline engine include an injector with six laser-drilled holes with individual hole diameters, the developers explain. The newly developed injectors with a pyramid-shaped spray pattern are said to allow even more homogeneous distribution of the fuel-air mixture in the combustion chamber. Combined with a high-pressure fuel pump, they are designed to enable direct injection at pressures of up to 200 bar.

In addition, the redesigned straight air intake duct – instead of the slightly curved duct on the 1.6 GDI – the air supply to the combustion chamber. The resulting tumble flow increases the combustion speed and reduces the engine's tendency to knock, thereby increasing efficiency and reducing fuel consumption.

Turbo system, maximum torque from 1500 rpm

The single-scroll turbocharger of the 1.0 T-GDI is combined with an electronically controlled bypass valve (wastegate) that enhances turbocharger performance through efficient air management: it can both feed clean air to the engine for reuse in combustion and open the wastegate to improve exhaust flow, designers explain.

This system increases low-end torque, ensures fast engine response in all driving situations and reduces fuel consumption at high engine loads. In the Kia cee'd GT Line, the maximum torque of 172 Nm is reportedly available over a wide rpm range from 1500 to 4100 rpm. The engine reaches its maximum power at 6000 rpm.

Lower exhaust gas temperature and new engine cooling system

The exhaust manifold is integrated into the engine and thus also into the engine cooling system, which should reduce the exhaust gas temperature somewhat. This improves fuel efficiency at high speeds and under high engine loads, and reduces emissions of pollutants because the catalytic converter requires a shorter warm-up period and can therefore operate more efficiently.

The new "split cooling" system ensures the optimum working temperature of the cylinder head and engine block, which regulates the engine temperature in the two areas separately with the aid of two thermostats, the designers emphasize, adding: "The main thermostat ensures that the coolant for the cylinder heads does not get hotter than 88 °C in order to create the best possible conditions for injection and combustion and thus prevent the engine from knocking. The engine block, on the other hand, is heated to up to 105 °C by the second thermostat to minimize mechanical friction losses.

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