Hyundai: Genesis News
10-04-2012, 12:51 PM
#2961
Moderator
iTrader: (3)
Want!
10-04-2012, 01:43 PM
#2962
The sizzle in the Steak
10-05-2012, 04:42 AM
#2965
2G TLX-S
Generating 100+hp per liter from naturally-aspirated V6 engines is a rare achievement, especially that all mods are factory integrated and that the rated hp is measured with the engine in it's final form; and not like some corner store tune shops which estimate the final hp by simply adding up the overstated hp gain figures from each individual aftermarket mod bolted onto the engine.
10-05-2012, 12:05 PM
#2966
Team Owner
Generating 100+hp per liter from naturally-aspirated V6 engines is a rare achievement, especially that all mods are factory integrated and that the rated hp is measured with the engine in it's final form; and not like some corner store tune shops which estimate the final hp by simply adding up the overstated hp gain figures from each individual aftermarket mod bolted onto the engine.
It is not hard to figure out crank HP from Dyno.
I personally think most of current auto manufactures can produce 2L with 250HP or 3L with 350hp if they want to.
The engineering is there... it just the cost, "drivability" and reliability issues. and also the question "what is the point?"
10-05-2012, 05:03 PM
#2967
You'll Never Walk Alone
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yea, I don't think it's all that hard to generate 100hp/L with after market parts, especially a car tuned by Cosworth. When you visit those 370Z and/or G37 forums, there are quite a lot of NA modded ones that are making 100hp/L+.
Heck, even for the 2g CL-S, in stock form, it makes 220whp while it's rated at 260hp (drivetrain loss of around 18%) . Installing bolt on's like I/H/E would get you 250whp, or around 300hp at the crank. That's not even including other relatively simple mods such as lightweight flywheel, underdrive pulleys, thermalblock spacers, and a good tune. There are quite a few dyno plots over at the CL forum which shows NA CL-S 6MT making well over 250whp. This is just with an old J series with not many technologies.
Heck, even for the 2g CL-S, in stock form, it makes 220whp while it's rated at 260hp (drivetrain loss of around 18%) . Installing bolt on's like I/H/E would get you 250whp, or around 300hp at the crank. That's not even including other relatively simple mods such as lightweight flywheel, underdrive pulleys, thermalblock spacers, and a good tune. There are quite a few dyno plots over at the CL forum which shows NA CL-S 6MT making well over 250whp. This is just with an old J series with not many technologies.
10-05-2012, 11:24 PM
#2969
2G TLX-S
But this is about NATURALLY ASPIRATED V6. No forced induction , no nitrous injection, no nothing.
Even today, it is a great achievement for a factory naturally-aspirated V6 to crank out more than 100hp per liter, and still backed by factory warranty.
10-05-2012, 11:38 PM
#2970
אני עומד עם ישראל
The larger the engine the harder it is to produce the magazine racing benchmark of 100hp/L
I just want more low-end torque out of my VQ.
I just want more low-end torque out of my VQ.
10-06-2012, 01:22 AM
#2971
Burning Brakes
Considering the fact that it's tuned by Cosworth, I would guess the car would cost somewhere around $100K. At that point, who wouldn't want to just buy a new 911S or a used 911 GT3 or turbo, new GTR, etc. rather than a Hyundai Genesis?
10-09-2012, 01:52 PM
#2973
You'll Never Walk Alone
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Yes, generating 100+hp/liter is an easy feat with DOHC 4-cylinder (Honda is particular good at it), forced induction, or rotary engine.
But this is about NATURALLY ASPIRATED V6. No forced induction , no nitrous injection, no nothing.
Even today, it is a great achievement for a factory naturally-aspirated V6 to crank out more than 100hp per liter, and still backed by factory warranty.
But this is about NATURALLY ASPIRATED V6. No forced induction , no nitrous injection, no nothing.
Even today, it is a great achievement for a factory naturally-aspirated V6 to crank out more than 100hp per liter, and still backed by factory warranty.
The main thing to generate high hp/L is to be able to rev high in a stable manner and sustain the torque output up there.
When you have fewer cylinders but with a relatively large engine displacement, most of your moving parts are larger and heavier. That is more prone to vibration and things like that, which doesn't allow you to rev as high. A good example would be the smoothness of the VQ35 vs VQ37 or J35 vs J37. Both VQ37 and J37 are not as smooth. Another factor is that, usually, when you have more cylinders, the stroke can be made shorter, this enables the engine to be able to rev higher.
The question for me is that, is a Cosworth tuned car considered a factory, OEM vehicle, or a tuned vehicle with warranty?
10-09-2012, 07:30 PM
#2974
Whats up with RDX owners?
iTrader: (9)
10-09-2012, 09:21 PM
#2976
Whats up with RDX owners?
iTrader: (9)
10-10-2012, 05:48 AM
#2977
2G TLX-S
It's actually easier to generating 100+hp/L when you have more cylinders in an NA engine.
The main thing to generate high hp/L is to be able to rev high in a stable manner and sustain the torque output up there.
When you have fewer cylinders but with a relatively large engine displacement, most of your moving parts are larger and heavier. That is more prone to vibration and things like that, which doesn't allow you to rev as high. A good example would be the smoothness of the VQ35 vs VQ37 or J35 vs J37. Both VQ37 and J37 are not as smooth. Another factor is that, usually, when you have more cylinders, the stroke can be made shorter, this enables the engine to be able to rev higher.
The question for me is that, is a Cosworth tuned car considered a factory, OEM vehicle, or a tuned vehicle with warranty?
The main thing to generate high hp/L is to be able to rev high in a stable manner and sustain the torque output up there.
When you have fewer cylinders but with a relatively large engine displacement, most of your moving parts are larger and heavier. That is more prone to vibration and things like that, which doesn't allow you to rev as high. A good example would be the smoothness of the VQ35 vs VQ37 or J35 vs J37. Both VQ37 and J37 are not as smooth. Another factor is that, usually, when you have more cylinders, the stroke can be made shorter, this enables the engine to be able to rev higher.
The question for me is that, is a Cosworth tuned car considered a factory, OEM vehicle, or a tuned vehicle with warranty?
In addition, due to the V6's inherited nature of generating more torque than the I4, the crankshaft and stuff will all have to be make larger/stronger and therefore heavier than in an I4.
So if an larger displacement I4 is prone to vibration and can't rev as high. It'll be even worse for the V6 due to more moving parts (2 additional cylinder) that are even stronger and heavier in order to withstand the massive dose of generated V6 torque output.
10-10-2012, 12:20 PM
#2978
You'll Never Walk Alone
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The TOTAL weight of a V6 engine is most likely heavier than the TOTAL weight of a I4 engine with the same displacement. But we are talking about individual parts here. When you have the same displacement, the volume of each cylinder is smaller if you have 6 cylinders rather than 4 cylinders (i.e. 3.6L divided by 4 is 0.9L, 3.6L divided by 6 is 0.6L). When you have a smaller cylinder, parts like the pistons can be made smaller, and thus lighter. Each cylinder is responsible for less torque and hp as well, so they don't have to be as strong.
As far as I know, torque is based more on engine displacement and stroke, rather than engine packaging/configuration. Perhaps V6 engines do make more torque in general, but I doubt it's more important than engine displacement and stroke (i.e. 1.8L V6 won't make more torque than 2.7L I4 in NA form normally).
The vibration of an engine is mainly from moving parts like the pistons, connecting rods, etc. Sure, a larger engine (say a 3.0L V6) generates more power and torque than a smaller engine (ie. 2.0L I4) and thus requires a stronger, heavier crankshaft. However, the crankshaft isn't as much of a problem as it just rotates. It does NOT move up and down like a piston. The up and down movement is what causes the unwanted forces (vertical and transverse, first order, 2nd order, and side to side movements of the con rods, etc). An I6 or a Boxer engine is good at virtually eliminating all of these forces as they are all balanced out (problem is they are harder to fit under the hood). A V6 is not perfectly balanced and so a balancer shaft is needed to get the desired engine smoothness.
In summary, other than the weight of each engine component, the configuration is also important to balance the forces. There are reasons Formula 1 cars don't use I4 but V8 even when the displacement is only 2.4L. Another example would be sports bikes (see the link below).
We can certainly go into more details, but we will get way off topic by then.
This probably does a better job of explaining than me (page 22):
http://books.google.ca/books?id=NMok...evving&f=false
or this:
http://www.autozine.org/technical_sc...ne/smooth1.htm
As far as I know, torque is based more on engine displacement and stroke, rather than engine packaging/configuration. Perhaps V6 engines do make more torque in general, but I doubt it's more important than engine displacement and stroke (i.e. 1.8L V6 won't make more torque than 2.7L I4 in NA form normally).
The vibration of an engine is mainly from moving parts like the pistons, connecting rods, etc. Sure, a larger engine (say a 3.0L V6) generates more power and torque than a smaller engine (ie. 2.0L I4) and thus requires a stronger, heavier crankshaft. However, the crankshaft isn't as much of a problem as it just rotates. It does NOT move up and down like a piston. The up and down movement is what causes the unwanted forces (vertical and transverse, first order, 2nd order, and side to side movements of the con rods, etc). An I6 or a Boxer engine is good at virtually eliminating all of these forces as they are all balanced out (problem is they are harder to fit under the hood). A V6 is not perfectly balanced and so a balancer shaft is needed to get the desired engine smoothness.
In summary, other than the weight of each engine component, the configuration is also important to balance the forces. There are reasons Formula 1 cars don't use I4 but V8 even when the displacement is only 2.4L. Another example would be sports bikes (see the link below).
We can certainly go into more details, but we will get way off topic by then.
This probably does a better job of explaining than me (page 22):
http://books.google.ca/books?id=NMok...evving&f=false
or this:
http://www.autozine.org/technical_sc...ne/smooth1.htm
10-21-2012, 07:47 PM
#2979
Senior Moderator
Couple more pics of the Cosworth Genesis...
10-24-2012, 12:32 PM
#2981
Three Wheelin'
Hyundai/Kia planning turbo six-cylinder
Hyundai and Kia's current lineup of two turbocharged engines in the United States will soon grow, the automaker said late yesterday.
Globally, Hyundai is increasing its investment in both turbocharged gasoline and diesel engines, although the latter probably aren't bound for most markets in North America. However, buyers in the United States can expect to find more low-displacement, turbocharged engines in the near future.
Currently, the automaker's North American turbocharged fleet includes a 2.0-liter unit that first arrived in the larger Hyundai Sonata and Kia Optima models, as well as a new 1.6-liter four-cylinder that recently bowed in the Veloster Turbo. The 1.6-liter is expected to arrive in other Hyundai and Kia products soon, starting with the redesigned Kia Forte.
An its annual International Powertrain Conference, Hyundai-Kia confirmed that it is working on a 3.0-liter turbocharged six-cylinder gasoline unit likely to arrive first in the next-generation Hyundai Genesis. The 3.0-liter will also boast direct injection, which should give it at least 350 horsepower and 32-33 mpg on the highway in the Genesis sedan.
The new engine will complement a 10-speed automatic transmission set to arrive in 2014 in Hyundai and Kia's highest-end models. That transmission, which boasts two more gears than those found in the Genesis and Equus, will eventually trickle down into some of the automaker's less expensive models.
In addition, Hyundai is working on a rev-matching manual transmission for its performance-oriented models.
Globally, Hyundai is increasing its investment in both turbocharged gasoline and diesel engines, although the latter probably aren't bound for most markets in North America. However, buyers in the United States can expect to find more low-displacement, turbocharged engines in the near future.
Currently, the automaker's North American turbocharged fleet includes a 2.0-liter unit that first arrived in the larger Hyundai Sonata and Kia Optima models, as well as a new 1.6-liter four-cylinder that recently bowed in the Veloster Turbo. The 1.6-liter is expected to arrive in other Hyundai and Kia products soon, starting with the redesigned Kia Forte.
An its annual International Powertrain Conference, Hyundai-Kia confirmed that it is working on a 3.0-liter turbocharged six-cylinder gasoline unit likely to arrive first in the next-generation Hyundai Genesis. The 3.0-liter will also boast direct injection, which should give it at least 350 horsepower and 32-33 mpg on the highway in the Genesis sedan.
The new engine will complement a 10-speed automatic transmission set to arrive in 2014 in Hyundai and Kia's highest-end models. That transmission, which boasts two more gears than those found in the Genesis and Equus, will eventually trickle down into some of the automaker's less expensive models.
In addition, Hyundai is working on a rev-matching manual transmission for its performance-oriented models.
10-24-2012, 01:35 PM
#2983
אני עומד עם ישראל
10 speed? Like a mountain bike?
11-11-2012, 11:35 PM
#2984
Senior Moderator
2012 Cosworth Engineering Hyundai Genesis Racing Series Concept
Press release...
Hyundai chose the world-renowned engineering design and manufacturer, Cosworth, as a development partner to create the ultimate Genesis Coupe known as the Cosworth Genesis Racing Series (CGRS). The eye-grabbing blue Cosworth CGRS concept will be showcased with the Hyundai brand at the upcoming 2012 SEMA show.
This special Cosworth-tuned model takes the new Genesis Coupe 3.8-liter, direct-injected engine to racecar levels, with an impressive 389 horsepower at 6400 rpm, and tire-shredding torque of 325 lb.-ft. at 5100 rpm, all with daily-driving civility. From the exterior, the Cosworth design theme radiates a retina-bending satin-gloss blue finish, aero front splitter, gunmetal-finish lightweight racing wheels, integrated rear spoiler, and blackout rear diffuser. While unmistakably race-oriented, the Cosworth concept retains the original Genesis Coupe design language, focusing most on astounding performance gains and real-world performance potential.
“The rear-drive Genesis Coupe is simply a great platform from which to build our ultimate Cosworth Genesis Racing Series street model,” said Nicole Armbrustmacher, director of marketing, Cosworth Americas. “The Cosworth Genesis Racing Series Coupe truly demonstrates the purpose-built performance potential of the affordable Genesis Coupe line. We’re proud to partner with Hyundai for this ultimate racing series model.”
While the exterior is purposeful and subdued, the Cosworth Genesis Coupe goes far beyond exterior cosmetics, with maximized under-hood performance modifications, a race-like interior environment, tires, brakes and suspension. The comprehensive list of Cosworth performance enhancements include:
Engine
Improved thermal management
Optimization of induction and exhaust systems
Enhanced engine control parameters
Cosworth Intake and High-flow Exhaust
Interior
Cosworth CGRS Steering Wheel
Cosworth CGRS Shift knob
Cosworth CGRS Pedals
Cosworth CGRS Shift Boot
Cosworth Two-Tone Sport Seats
Cosworth Two-Tone Interior Treatment
Exterior
Cosworth CGRS Satin/Gloss Blue
Cosworth CGRS Full front replacement bumper w/ integrated Carbon Fiber Brake Ducts
Cosworth CGRS Carbon fiber front splitter
Cosworth CGRS Carbon fiber side skirt lip
Cosworth CGRS Carbon fiber Diffuser
Cosworth CGRS Integrated Trunk Spoiler
Cosworth CGRS Edition Wheels
Cosworth CGRS logo and hood graphics
Brakes
Cosworth Big-Brake System
Suspension
Cosworth Performance Suspension
COSWORTH GROUP
Cosworth Group was founded in 1958. With headquarters in Northampton, UK, the company has a globally recognized brand and employs 400 staff across Europe, the USA and India. The group provides high performance technologies to a diverse range of industries including aerospace, defence, automotive and sport. Cosworth leverages its unique combination of advanced technologies, engineering expertise, manufacturing and test capabilities to deliver high performance products and services to a global blue-chip customer base.
This special Cosworth-tuned model takes the new Genesis Coupe 3.8-liter, direct-injected engine to racecar levels, with an impressive 389 horsepower at 6400 rpm, and tire-shredding torque of 325 lb.-ft. at 5100 rpm, all with daily-driving civility. From the exterior, the Cosworth design theme radiates a retina-bending satin-gloss blue finish, aero front splitter, gunmetal-finish lightweight racing wheels, integrated rear spoiler, and blackout rear diffuser. While unmistakably race-oriented, the Cosworth concept retains the original Genesis Coupe design language, focusing most on astounding performance gains and real-world performance potential.
“The rear-drive Genesis Coupe is simply a great platform from which to build our ultimate Cosworth Genesis Racing Series street model,” said Nicole Armbrustmacher, director of marketing, Cosworth Americas. “The Cosworth Genesis Racing Series Coupe truly demonstrates the purpose-built performance potential of the affordable Genesis Coupe line. We’re proud to partner with Hyundai for this ultimate racing series model.”
While the exterior is purposeful and subdued, the Cosworth Genesis Coupe goes far beyond exterior cosmetics, with maximized under-hood performance modifications, a race-like interior environment, tires, brakes and suspension. The comprehensive list of Cosworth performance enhancements include:
Engine
Improved thermal management
Optimization of induction and exhaust systems
Enhanced engine control parameters
Cosworth Intake and High-flow Exhaust
Interior
Cosworth CGRS Steering Wheel
Cosworth CGRS Shift knob
Cosworth CGRS Pedals
Cosworth CGRS Shift Boot
Cosworth Two-Tone Sport Seats
Cosworth Two-Tone Interior Treatment
Exterior
Cosworth CGRS Satin/Gloss Blue
Cosworth CGRS Full front replacement bumper w/ integrated Carbon Fiber Brake Ducts
Cosworth CGRS Carbon fiber front splitter
Cosworth CGRS Carbon fiber side skirt lip
Cosworth CGRS Carbon fiber Diffuser
Cosworth CGRS Integrated Trunk Spoiler
Cosworth CGRS Edition Wheels
Cosworth CGRS logo and hood graphics
Brakes
Cosworth Big-Brake System
Suspension
Cosworth Performance Suspension
COSWORTH GROUP
Cosworth Group was founded in 1958. With headquarters in Northampton, UK, the company has a globally recognized brand and employs 400 staff across Europe, the USA and India. The group provides high performance technologies to a diverse range of industries including aerospace, defence, automotive and sport. Cosworth leverages its unique combination of advanced technologies, engineering expertise, manufacturing and test capabilities to deliver high performance products and services to a global blue-chip customer base.
11-11-2012, 11:36 PM
#2985
Senior Moderator
11-12-2012, 09:29 PM
#2986
Whats up with RDX owners?
iTrader: (9)
Those seats look comfy.
The following users liked this post:
SlimTL (11-28-2012)
11-27-2012, 04:03 PM
#2990
Three Wheelin'
low front overhang, 4 pot + calipers up front lead me to believe its a RWD based chassis...
The Sonata, Azera and Elantra would not fit the proportions this car is currently fitting in..
The Sonata, Azera and Elantra would not fit the proportions this car is currently fitting in..
11-27-2012, 06:59 PM
#2992
I hope they don't overshoot it. The current one is beautiful - its only problem is it doesn't have any brand identity. Now that Hyundai is starting to become a recognized design language of its own, they can apply it to the Genesis. So I agree it might be Sonata or Azera + 1, most likely Azera.
11-27-2012, 07:42 PM
#2994
My first Avatar....
looks mean. very aggressive stance. 
11-28-2012, 01:16 PM
#2996
Three Wheelin'
Looks like there should be a HUD....
http://file1.bobaedream.co.kr/multi_...4469ae853a.jpg
http://worldwide.hyundai.com/WW/Inno...ogy/index.html
Most likely the NA market will be shunned from these cool features....
http://file1.bobaedream.co.kr/multi_...4469ae853a.jpg
http://worldwide.hyundai.com/WW/Inno...ogy/index.html
Most likely the NA market will be shunned from these cool features....
Last edited by jnc2000; 11-28-2012 at 01:22 PM.
11-28-2012, 02:58 PM
#2999
The sizzle in the Steak
Profile looks promising.
