Hyundai U engine

Hyundai KIA U is a series of four-cylinder diesel engines and one from the 1.5-liter model on three cylinders reduced using the same technique. The engines feature direct injection, turbocharger and two overhead camshafts ( DOHC ) and four valves per cylinder. The engines are from Hyundai / KIA in Ulsan ( South Korea) and since 2007 for Europe up to the 1.1 and 1.5 L in Žilina (Slovakia ) made ​​the construction of an Indian engine plant for the U- series in Irrungattukatoi was announced in 2009, then discarded and is now to be decided in early 2011.

The engine block is made ​​of cast iron, its aluminum cylinder head. Base engine is the 1.5 L with a bore of 75 mm and a stroke of 84.5 mm. The 2006 added Come 1.1L has the same dimensions, but only one of the series only three cylinders, the 1.6 L in 2005, the hole was enlarged to 77.2 mm. The 2010 added 1.7 L increased on this basis nor the stroke to 90.0 mm. The notice published in the same year 1.4 L finally reduced the stroke to 79 and the bore back to that of the 1.5 L with 75 mm. The 1.5L weighs 157 kg with only 14 percent more than the 1.1 L with 140.4 kg, although he has a quarter of larger displacement and output. Also contributes to the balance shaft of the three-cylinder engine, which has no other engine of the series. Of these, no weights, apart from the 1.5 L, also been published. The same applies for the idle speed of the entire line.

The power is transmitted from the crankshaft to the camshaft by means of timing chain. Exception is the 1.6 L with 90 hp to the summer of 2007, who received a toothed belt (see story). The drive of the ancillary units is performed by a serpentine belt. His inspection of all 20,000 km or 12 months provided its replacement only when needed.

The valves are actuated via roller cam followers, which act like a seesaw. At the apex of the cam is located on. During his turn he expresses a page and thus two valves down while always flush on the other by means of built-in spring, stretching lash is applied ( cf. valve closed, valve open). This form of the lash adjuster is maintenance-free, self- inspection is not provided in the maintenance schedule. An Erosion would notify by a ticking sound (see ).

Particles in the exhaust gas of internal combustion engines ( 10 to 1000 nm) are smaller than others, such as tire wear caused (15,000 nm). Like them but they are made of soot and hydrocarbons (eg, PAHs). Your suspected for humans health Relevance get the exhaust nanoparticles due to their surface and size. You can injure cell membranes (soot) or react with them (PAH ). Due to their size (nano means anything below 100 nm) succeed in overcoming the upper respiratory tract and the lung wall and thus the entry into the bloodstream (see ). Dose, exposure time, projectability of animal experiments to humans and circumstances as smoking study participants are the objectives of current research. The anticipation, the Euro - 6 emissions standard for 2014 for the first time limited the amount of particles ( design value: 6 × 1011 pieces per km) and not only its mass. The mass is influenced by the critical nanoparticle only 20%, but already reduced the diesel particulate filter, the total mass by closed to 97%. This shows that the local accumulation of filtrate also intercepts relevant quantities of nanoparticles well below the actual filter pore size of 1000 nm. With this reduction, the filter also minimizes the impact on climate of the particles. The Rußfarbe makes the particles to heat absorbers. Thus, they directly heat the air rußbelastete and after deposition and snow surfaces, which they reach by air currents as from Europe to the Arctic.

Gasoline and diesel engines produce similar quantities and sizes of particles during full load and cold start phases. In two phases, more fuel is injected, when the oxygen in the cylinder can burn ( " rich fuel mixture "). In cold start phase, this happens for catalyst heating, under full load for engine cooling. While gasoline engines produce only angefetteten operation particles by lack of oxygen, these are created at diesel even in lean operation and thus during all phases of operation. Therefore, the amount of particles of the gasoline but is overall at the low level of a diesel with a closed filter system.

The reason for the diesel are its twice as long-chain aromatics (see gasoline). They have a much higher boiling point ( 170-390 ° C instead of 25 ° to 210 ° C). At the same time the combustion temperature of the diesel engine but is 500 ° C below that of the gasoline engine. Therefore, gasoline evaporates completely than diesel. Meanwhile, earlier boiling components evaporate first, leaving the remainder drops from higher boiling aromatics in addition to holding a low temperature (see ). The non-volatilized aromatics are cracked due to temperature in their constituents during the ignition phase. One of these is the carbon, that is soot.

The particle composition differs due to the chemistry of the two. So the petrol engine outweigh the PAH particles in the diesel engine, it is the soot particles. The particles are visible only through juxtaposition. Visible particles are not respirable and airway are filtered and mined mostly already at the top. Deposits occur in the exhaust and particularly in the particle filter. The local accumulation of the filtrate also captures particles from far below the actual filter pore size ( 1 micron ). So that the particle count drops to the level of a gasoline engine. Be seen that the particle deposition is in the exhaust. If this is, has a diesel with a closed filter system and a gasoline engine over a few fractions of cold-start and Vollastphasen.

• 2.1 history
• 2.2 ISG
• 2.3 injection and emission reduction
• 2.4 turbocharger
• 2.5 problems

U

History

The U- series debuted in December 2004 at Hyundai Matrix in 1.5-liter version with 102 hp. This, however, was more of a pre-series, because in March 2005, she has been extensively updated and appeared with 110 hp in the KIA Rio. Nevertheless received in July 2005, the Kia Cerato the old version. Less than chronologically, the revision equal to 102 hp is therefore seen from a service, because it was followed by a 75 - hp version where this country based tax or insurance savings for the buyer promised, and finally a 88- hp version of the Hyundai Getz in August 2005., all three differ in the injection pressure of the 102 -hp original version. This rose from 1350 to 1600 bar, the exhaust gas recirculation also cooled, electronically controlled and the incoming air spin- regulated (see here). Overall, these measures to clean up the 110- PS version on Euro -4 level, even without the optional, open particulate filter. The 102- hp version fulfilled Euro 3

The 1.6 -liter variant debuted in June 2005 KIA Cerato with 116 hp. It corresponds to the technical status of the 1.5 L 110 hp and is the reamed socket. Noticeable dissemination she found but only with the launch of KIA cee'd in December 2006. Added to this was then on this occasion the 90 -horsepower version of the engine. Those differs from all other series diesel engines by initially used a toothed belt. From the summer of 2007, the start of sales of the Hyundai i30, but it was then also produced with timing chain. Only the U2 series brought for this engine innovations, being the only one at the same time, which was acquired directly in this. 2011 followed the three-cylinder, which thus completed the second series.

In November 2005, a three-cylinder completed the first series. It corresponded to the number of cylinders, the 1.5 L in 110 -horsepower version and has thus gained 1.1 L. The only change is the addition of a balance shaft to counter it by the non-circular cylinders as uneven running. It is integrated into the oil sump. In addition, acting on the crankshaft of all U- shaped braces engines slatted against the vibrations.

The U series is the first jointly developed by Hyundai / KIA diesel series after their merger in 1999. At the 2000 D series presented an external partner with VM Motori was still heavily involved. Also the European Powertrain Center in Rüsselsheim was inaugurated with the U- series.

For faster heating of the interior have vehicles with V - engines an electric heater (PTC). This is mounted in the air flow and warms it as required by an electrical resistance. Thus, a significantly faster heating is achieved when a diesel engine could they afford alone or with auxiliary heater for coolant circuit. However, such cooling water heater has the advantage to be an integral part of an auxiliary heater, which could be so inexpensively retrofitted. The built-in electric heater, however, requires a complete heater set.

The 1.1 L is since summer 2007 is no longer available due to demand, but even in 2011 still available in some European countries in Germany. The 1.5-liter four-cylinder is also unchanged - but almost exclusively in non-European markets - offered. Be used both in already built more models. However, only those with the 1.1 L are as up to date, they are still offered in Europe ( cf ). The current since 2011 Euro - 5 standard is no obstacle, because it must only be met by new entrants into the market models. Existing satisfies the Euro -4 compliance, as they offer both engines.

Injection

Direct injection via reaching from the top of the cylinder nozzle. The nozzles are of a fuel line for all cylinders supplied (common rail), in which the diesel from 250 to 1350 bar (102 hp version ) or up to 1600 bar is present (all others). The latter figure shows that this is the first systems ( " CRS1 " with 1350 bar ) and second ( " CRS2 " with 1600 bar ) Bosch generation. The increased pressure leads to more homogeneous mixture formation and therefore less oxygen-rich, nitrogen oxide- producing and oxygen-poor, rußproduzierenden nests. The number of injections per ignition was raised there. Instead of the pilot injection, followed by a main injection, just before the ignition timing, the pilot fuel quantity is divided into two injections, the main charge can be followed after the two post-injections as needed. This subdivision improves the running performance, because the combustion process in the cylinder is drawn into the length. In addition, smaller amounts of fuel to be better distributed inside the cylinder. This in turn reduces soot and nitrogen oxides. The injections are the partial combustion soot particles incurred.

This effect supports the vane control of the inlet channel. In this case, one of the two inlet valves of each cylinder are allowed to medium load. Thus, the lower with a smaller load air volume is just as strong swirled by narrowing as the air flowing through two valves full-load air volume. This spin control is using " swirl control valve". A strong turbulence is necessary to distribute the only now in the compression stroke diesel added as evenly as possible and thus to burn residue.

Pollutant reduction

This series has no Rußfilterung or reduction of nitrogen oxides in the exhaust gas aftertreatment. It consists only of an oxidation catalyst, which replaces the usual three-way catalyst therein due to the high levels of oxygen in the exhaust gas compared to the gasoline engine. Other than this, it can pass the nitrogen oxides, and thus operates as a two-way catalyst. Like its counterpart, it processes using oxygen, the carbon monoxide (CO) to carbon dioxide (CO2 ) and hydrocarbons ( HC) to carbon dioxide and water. The nitrogen oxides are left out, since due to the excess oxygen that first reacts with the carbon monoxide ( 2CO O2 2 CO2). Thus (see deposition rates in the three-way catalyst for CO and NO to N 2 and CO 2, to the right increasing the oxygen content in the exhaust gas ) of this carbon monoxide is not the nitrogen oxides (NOx) for the reduction in purity nitrogen available.

The 1,5 - and 1,6- liter engines of this series were in some markets, including Germany, and for some models ( Hyundai Matrix from 2008, i30 and Kia cee'd from the beginning ) equipped with a particulate filter. Where he was offered, it was standard. In this case, a closed system was only for the 1.6 L with 116 PS consistently available, the 90 - hp variant received until December 2008 an open, the 1.5-liter engine only this. The filter is connected upstream of an oxidation catalyst in the same housing. Both were developed in the European group -Powertrain Center in Rüsselsheim. In contrast to open systems, the closed type can not be retrofitted because the motor via a sensor detect the level of the filter and this must regenerate as needed. For this, the filter output of around 30 rises to over 95 percent of the particle mass, the same applies to the number of particularly relevant nanoparticles ( see box with notes on the particles at the beginning of the article). The removal of the particles takes place in two stages. In passive regeneration is an oxidation of the Rußfiltrats. This only works at exhaust gas temperatures as they come on long motorway journeys about. This formed NO2 from 200 ° C soot particles in the filter can be oxidized to CO2 using the oxidation catalyst. The excess nitrogen dioxide escapes. An active regeneration must intervene when this temperature is reached and the filter has become approximately 45 % of its capacity. Then, the motor control a temperature of 600 ° C artificially prepared by inject diesel directly after the ignition, resulting in no extra power, however, the necessary exhaust-gas temperatures. Consumption increases by three to eight percent ( depending on the frequency ), the soot is burnt here. After the active regeneration of Rußfiltrat some ash in the filter is left, it is designed for a service life of 240,000 km. The regeneration requires about 25 minutes without stop-and -go traffic at a speed over 2000 rpm from the third gear. If these trips out, a warning light in the cockpit flashes from 75 % of the filter fill level, which refers to the driver on a necessary regeneration. If it flashes after the described journey continues, is go to a workshop, which performs the refresh. Failing this, too, could result in damage of the particulate filter, the name referred to like all closed on no overpressure valve.

Rußreduzierend also affect the typical diesel lean operation and the exhaust gas recirculation ( → next paragraph) of these engines. From the exhaust gas temperatures of 200 ° C and the oxidation catalytic converter contributes to this. Achieved as it is still on highway trips with longer load phases. From 200 ° C is produced in the oxidation catalyst of nitric oxide and the sumptuous and rich oxygen, nitrogen dioxide ( NO 2 O2 2 NO2). The reduced due to absorption of soot (carbon, C) into harmless nitrogen and carbon dioxide: 2NO2 2C = 2CO2 N2. However, this has no effect on previously produced carbon black, as in the locally offered this series particulate filter. The non-oxidized nitrogen dioxide escapes.

These engines use exhaust gas recirculation to reduce nitrogen oxide. This derives in part -load range up to 60% of the exhaust gas back into the intake reports for the right level in the exhaust gas flow, a lambda probe the residual oxygen content. Recirculation lowers the combustion temperature and thus the nitrogen oxide production. Already present in the exhaust, nitrogen oxides are reduced by firing the new also as soot and unburned hydrocarbons are not (for example, PAC). However, if too much exhaust gas introduced, there is a lack of oxygen in the cylinder for complete combustion. This led to more soot. Therefore, the case only partially exhaust gas recirculation is also only in the partial load range, and is made refrigerated ( except for the 102- hp engine ) to achieve a denser volume and thus provide enough oxygen. In the reach of this series exhaust emission standards Euro 3 (102 hp) and Euro 4 (all others) is the allowed amount of nitrogen oxide at three times a gasoline engine. Nitrogen oxides favor smog and ozone formation and acid rain, nitrogen dioxide is an irritant. Diesel engines operate for soot reduction with an excess of oxygen, which leads to very high local temperatures in the cylinder. These favor the formation of nitric oxide. The feedback is done here without electric control or cooling, as this came in the second series.

A particulate filter retrofit of the series can potentially lead to obtaining a better Feinstaubplakette. Information on each vehicle, the site Feinstaubplakette.de of clubs TÜV and DEKRA. Hyundai / KIA offers corresponding open filters for function and efficiency of open filter systems manufacturer related shows this dossier.

Turbocharger

All series motors feature a turbocharger. This promotes more oxygen into the cylinder space than would normally flow, so the motor can add more fuel. This performance is increased to a larger cubic capacity, the capacity can be provided by means of motor control even at low speeds. Thus, the smaller displacement and the friction losses can be reduced, whereby the fuel consumption is less than that of a larger non- turbo engine. Is used in this first series a Garrett GT 1544V for all four and a GT1541V for the three- cylinder series. Both have a variable turbine geometry ( VTG). Thereby provide variable guide vanes of the turbine, depending on the exhaust flow rate and the target charging pressure to the optimum through-flow cross -section, and the inflow angle forth. This allows the turbine to work in a wider range of operation with high efficiency, which, among other things, the delay of charging pressure build-up by pressing the accelerator pedal ( " turbo lag " ) is reduced. VTG vanes are attached to like a shovel wheel and extend into the exhaust stream. They draw ( almost be folded in to the circle ) or faster ( unfolded ) slower exhaust gas to the turbine of the turbocharger ( animation). This speeds up or slows down accordingly ( animation). The latter is used at higher engine speeds, because there is little need for a multi- air here. On the contrary, this would, its supply pressure in the cylinder exceed and thus damage the engine components mechanically. The VGT system makes therefore usually, as in this engine, the pressure relief valve ( wastegate ) unvariabler turbocharger superfluous.

The average per capita real consumption of these series is 6 l/100 km for compact cars and 5.5 liters for microcars, in economical driving style, he is reduced to 5 and 4.3 l/100 km.

The 1.1 - liter three- cylinder holding the end of 2006 materials in the transmission that led to his premature wear. The engine was used until then only in the KIA Picanto. The modified end of 2006 gear with harder materials can not be used, according to a journal article in affected vehicles. There is no problem on vehicles equipped with the new transmission.

For some 1.6 IU engines in KIA cee'd, which were produced by the model in early 2006 to July 7, 2009 a new tax software is available. It reduces the maximum speed of the turbocharger to prevent mechanical and thermal peak loads. The power does not drop it, for the same tunneling but needs to be further pressed something (electronic) throttle. The original software allowed for high speeds, which favor turbocharger failure. The resulting material particles would cause subsequent damage to the injection system. From both like default drivers, however, do not report. The new software was released in spring 2010 and recorded in the course of workshop visits. On 29 October 2010, she received another update, which is replayed during the next servicing.

U2

History

In September 2008 it completed the development of the U2 series. Their use began at the end of the Hyundai i20. This means that the classification of diesel engines began in series. Previously led Hyundai / KIA all diesel innovations under the original name for further and incorporated only petrol engines in series. The U2 series named for the first time the development of a diesel. In the new series first only the 1.6 - liter engine has been taken over in 2011 was followed by the 1.1 - liter three- cylinder. Were derived from the 1.6 L in early 2010, a 1.4 L for small cars in November and a 1.7 liter engine as an entry for SUVs and mid-range models. This engine will also be combined in 136- PS version until 2012 with an electric motor for the first diesel hybrid in the Group. The projected fuel consumption for middle-class vehicles is 3 l/100 km. He will use as the full hybrid on Benzinerbasis a lithium- polymer battery for energy storage.

Development objective of the U2 series was an improved appearance of the drive. On the part of the engine, the noise level was lowered for. The covers of the timing chain and cylinder head were thereby identified as two main noise sources of the U- series. The ideal shape and position of existing and additional reinforcement braces have been Consequently, using statistical design of experiments determined. The oil pan has been recognized as a sound box and also shape -changed. Result is a noise level of 91 dB, which should thus be around one percent below the previous series and up to 2 dB in all 2009 on the market 1.6 -liter diesels.

In the environment of the U2 engine details have been changed. Thus, the newly developed, for the first time available for U- motors six common manual transmission achieved through lower speeds 1.5 percent fuel savings. The effort required for switching was reduced by larger clutch discs, as well as the number of components whose production tolerances, so that can add less and thus bring about a more precise shift guide.

Part of U2 engines is the " Battery Management System ". It reduces or increases the use of the same light dynamoelectric machine and thus the drive required for the diesel engine. During braking it leaves the alternator at full load current for the battery produce that is picked up again during the next acceleration process to make the alternator run then possible load arm. Result were 2 percent lower fuel consumption. The BMS is standard and independent of the equipment with ISG. Like this it reduces the fuel consumption by 0.1 l/100 km.

However, the main characteristics change with the U- series during the construction of their series. Were these the first, among other things, the injection system and the added Come particle filter, it is in the second the ISG, increasing to 1800 bar injection pressure and the Advised for 2012 Hybrid. All not mentioned here motor characteristics are therefore unchanged for U- series and as described there.

ISG

In June 2009, the U2 engines received a stop -start system as first and only Hyundai / Kia diesel engines. The manufacturer calls it Idle Stop & Go. As the systems of other manufacturers, it stops the motor with gear in neutral (idle ) and very slow speed, so - to save fuel - such as in traffic queues. It restarts the engine when the driver announces the next acceleration by depressing the clutch pedal. Technically this the starter motor was mechanically reinforced, thereby designed quieter and 300,000 cycles for six times more startups.

Like all stop-start systems checks the ISG some parameters to determine whether it actually stops the motor. This allows the motor and in particular wintry Short stays mostly on consistently.

• Engine stop It may not ISC - related fault codes may be stored
• Cooling water temperature must be above 45 ° C
• Catalyst temperature must be above 200 ° C.
• Battery temperature must be between 2 ° C and 60 ° C.
• Battery charge level must be above 70%
• The brake booster pressure must not be too low (due to a short ride since last stop)
• The fan must not be at the maximum level ( would the battery charge )
• The driver's door must be closed
• The hood must be closed ( hazards caused by the motor starts belts)
• The driver's seat belt must be
• The ISG Off switch to the left of the steering wheel light should not have been so pressed
• The vehicle speed must be below 5 km / h
• Have amounted to after the last manual engine start and at least once over 10 km / hr.

• Engine start Clutch pedal must be actuated for more than 10 %

Since consumption portals, the number of vehicles with ISG system is still low, real consumption benefits are only vaguely readable.

Injection and emission reduction

The injection system has been updated as in the first series after the start of production. How To Use The 2010 debuted 1.4 - and 1.7 -liter versions of a system of third - generation common-rail. It delivers fuel at up to 1800 bar instead of 1600 bar in the system all 1.6 -liter versions. Their compression decreased from 17.3 to 17.0 ( see table). This reduces material gentle pressure and thus the temperature in the cylinder. So that less nitrogen oxide. Their permitted amount remains in the Euro - 5 emissions standard achieved by these engines at three times a gasoline engine.

An important step towards engines with a perfectly homogeneous mixture reaches the 1.7 - liter engine with the use of a variable valve timing. That since 2004, with gasoline manufacturer increasingly built system varies here the opening time of the valves on inbound and outlet ( " Dual CVVT "). Together with the already existing swirl control (see here ) is more precise turbulence of the air possible into the diesel is injected at the end of compression. Thus, the U2 1.7 with its debut in KIA Sportage the world's second diesel engine with variable valve timing. The first debuted a few months earlier in the Mitsubishi ASX first engine of the 4N1 series. Those only varies the intake side, but additionally for the valve, what do you more influence opens up and brings him along with a 2 bar to lower compression closer to the homogeneous engine. To fulfill the 4N13 next single German diesel engines, the Tier 2 Bin 5 emissions standard, which opens him the U.S. market. It is valid since 2009 and limits the amount of nitrogen oxide to one-sixth, the particle mass to one-twelfth of the Euro - 5 standard. Hyundai / KIA stopped in 2009 due to his heels now, the only development for this emission standard (see S- series diesel ).

For particulate reduction in Germany all engines of U2 series will be equipped with a closed particulate filter, at least since the 2011 model year (starting in summer 2010 ) in all other European countries. Thus, the force since 2011 Euro 5 emissions standard has been met in advance. However, it applies only to mandatory after 2010 newly released models.

Turbocharger

From this series so far is only the turbocharger of 1.6 liter versions over 90 hp known, this is a Garrett GTB1444VZ. The turbine is 14 mm to the exhaust side of a millimeter less than the turbocharger of the first series and thereby to bring faster speed. However, its geometry was the same variable (more in series 1 ), via which also the turbo engine of 1.7 l equipped. It is known from the 1,4 - and 1,1 -liter turbo that they lack this. You have a fixed geometry and thus necessarily a pressure relief valve ( "Waste Gate" ) ( statement again in series 1 ).

The average per capita real consumption of this series is 6.1 l/100 km for compact cars and 5.6 liters for small cars. For a compact SUV, due to the short construction period of 1.7 L engine no data. For economical driving style, fuel consumption is reduced to 4.6 l and 5.1 l for compact for small cars. Reason for the higher consumption of the smaller cars are likely to be more frequent short trips.

Problems

Some 1.6 -liter U2 engines of 8 July 2009 to 30 April 2010, a long annealing was necessary especially in cold conditions, followed by uneven running. Likewise, it could take a lot of blue-white smoke when the engine was cold. This was due to two problems with the glow plugs. These were partly to short so that the threaded part of its support in the cylinder exposed. This soot was able to gather, then the next start bothered correct operation of the glow plugs. For other engines, glow plugs, however, caused a short circuit on the cylinder head. As a result, interrupted the glow plug fuse their power, the glow plugs were so out of order. In warm weather, they are not activated, so this is only recognizable in cold weather. For vehicles with particulate filters also usually only the abnormal annealing behavior can be seen, the smoke is filtered out by the existing soot in the particulate filter mostly. The replacement of the glow plugs is covered by the manufacturer's warranty. In engines from 30 April 2010 improved glow plugs from the factory are used, the problems are resolved.

Data

Use

Listed are the world's built underground motors for each model, not in every country all listed configurations are offered.

Hyundai Accent

• Accent MC D4FA (110 PS, U - series): 2005-2011 (vehicle in Europe in 2009 replaced by the i20 )

• D4FB (128 hp, U2 series ): 2011 to present
• D4FC (90 PS, U2 series ): 2011 to present

Hyundai Elantra

• Elantra XD2 D4FB (116 PS, U - series): 2006

• D4FB (116 PS, U - series): 2008 to present

Hyundai Getz

• Getz TB D4FA (102 hp, U- series): 2004-2005
• D4FA (88 PS, 110 PS, U - series): 2005 to present

Hyundai i10

• I10 PA D3FA (75 PS, U - series): 2007-2010 ( removed in the course of facelifts )

Hyundai i20

• I20 PB D3FA (75 PS, U - series): 2012 to today
• D4FB (115 hp, U2 series ): 2008 to present
• D4FC -L, D4FC (75, 90 HP, U2 series ): 2010 to present

Hyundai ix20

• Ix20 JC D4FC -L, D4FC (77, 90 HP, U2 series ): 2010 to present

Hyundai i30

• I30 FH ( from Korea ) / FDH ( from Czech Republic) D4FB (116 PS, U - series): 2007-2009
• D4FB -L, D4FB (90, 115, 126 hp, U2 series ): 2009 to present

Hyundai i40

• I40 D4FD -L, D4FD (115, 136 hp, U2 series ): summer 2011

Hyundai ix35

• Ix35 LM D4FD -L (115 hp, U2 series ): 2010 to present

Hyundai Matrix

• Matrix FC D4FA (102 hp, U- series): 2004-2008
• D4FA (110 PS, U - series): 2008-2010

KIA Carens

• Carens UN D4FB (128 hp, U2 series ): 2010 to present

KIA cee'd

• Cee'd ED D4FB -L, D4FB (90, 116 HP, U - series): 2006-2009
• D4FB -L, D4FB (90, 128 HP, U2 series ): 2009 to present

KIA Cerato

• Cerato LD D4FA -L, D4FA (78, 90, 102 HP, U - series): 2005-2006
• D4FB (116 PS, U - series): 2005-2008

KIA Forte

• Forte TD
• D4FB (128 hp, U2 series ): 2009 to present

KIA Kia Optima

• Optima TF D4FD -L (115 hp, U2 series ): from 2012

KIA Picanto

• Picanto SA D3FA (75 PS, U - series): ( taken from the market in Germany in 2007 ) from 2005 to today

KIA Rio

• Rio JB D4FA (79, 110 HP, U - series): 2005-2011

• D3FA (70 PS, U2 series ): from autumn 2011
• D4FC (90 PS, U2 series ): from autumn 2011

KIA Soul

KIA Sportage

• Sportage SL D4FD -L (115 hp, U2 series ): 2010 to present

KIA Venga

• Venga YN D4FC -L, D4FC (75, 90 HP, U2 series ): 2010 to present
• D4FB (115, 128 hp, U2 series ): 2009 to present