ENGINE [SKYACTIV-G 2.0]

Special Features

• For SKYACTIV-G 2.0, the following has been implemented to lower fuel consumption.

• Sliding resistance^*1 reduction

• Rocker arm (with built-in needle roller bearing) adopted for cam-contact area

• Reduced valve spring load

• Narrowed down crankshaft journal

• Optimized piston skirt shape

• Lowered piston ring tension

• Lowered drive belt tension

• Suppressed chain tensioner load by stabilized timing chain behavior

• Oil shower pipe adopted

• Mechanical resistance loss reduction

• Optimized oil passage

• Optimized oil pump shape

• Engine oil control adopted

• Cooling loss reduction in early stage of combustion

• Piston cavity adopted

• Pumping loss^*2 reduction

• Variable valve timing mechanism adopted on both intake and exhaust sides for fine control of exhaust amount and internal EGR volume

• Cooling efficiency improvement

• Air seal cowl adopted

• Optimized cooling fan shape

• Optimized engine coolant passage

• Optimized water pump impeller shape

• Combustion efficiency improvement

• Multiple hole-type fuel injectors adopted

• High-pressure fuel pump adopted

• The HLA has been adopted to achieve the maintenance-free valve clearance.

• The 4-2-1 type exhaust pipes have been adopted for the exhaust manifold to achieve an engine with a high compression ratio.

• L-jetronic^*3 and D-jetronic^*4 types have been adopted for the intake air amount measurement to achieve stable combustion free from abnormal combustion.

• MAF sensor adopted

• MAP sensor adopted

• IAT sensor No.1 and No.2 adopted

• To improve the fuel economy and emission performance, an electric variable valve timing control has been adopted for the intake side, and a hydraulic variable valve timing control for the exhaust side. The electric type is adopted for the intake side to achieve expanded valve overlap and delayed closing of the intake valve (enlarged intake valve opening angle).

Intake side: Electric variable valve timing control

• Intake CMP sensor adopted

• Electric variable valve timing motor/driver adopted

• Electric variable valve timing relay adopted

Exhaust side: Hydraulic variable valve timing control

• Exhaust CMP sensor adopted

• Engine hydraulic pressure switching control has been adopted to reduce the oil pump operation load on the engine.

• Engine oil solenoid valve adopted

• To improve engine reliability, an ion sensor has been adopted which detects pre-ignition.

^*1

Resistance (friction force) which occurs when objects slide. The larger the sliding resistance, the greater the energy loss.

^*2

Energy loss due to resistance in each part during intake/exhaust process is called pumping loss.

^*3

The intake air amount is directly detected by measuring the amount of intake air flow using the MAF sensor.

^*4

The intake air amount is detected indirectly by measuring the intake manifold pressure (pressure between downstream of the throttle valve and intake manifold) using the MAP sensor.

Specification

Compression pressure

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*

U.S. federal law requires that octane ratings be posted on gasoline station pumps.