4b11t going into new RWD Hyundai coupe - Page 14

Kevin 1G Drummer · 03-02-2009

Beyond Redline got a motor and tore it apart.

And their review of the engine:

Quote:

Crankshaft is good and should take a fair amount of hp. Rods are powdered metal, and probably won't hold much more than 400whp reliably. Same goes for the Pistons. Sleeves look good, but I haven't had a chance to sonic test the wall thickness yet. Also I may machine one out to see where the steel stops and aluminum begins. Not sure on the material yet though either.

The head has a lot of potential, and hyundai/GEM left room for improvement. Can't wait to develop some cams for this motor. head Gasket may be a week point. It is a MLS, but only 2 layer, and the embossment ring isn't very big.

All and all I think this engine should hold around 400whp with a good tune, and probably about 230whp with a bad one

More will come in the future. For now part development can begin

sleepydsm · 03-02-2009

neat.

A//// Guy · 03-02-2009

Pretty cool! Sweet that it has a timing chain, timing belts ftl.

**scheides** · 03-02-2009

I see mivec sections of those cams, that's a plus! Still, there are obvious differences between this and the evo/ralliart motor. Time will tell.

sleepydsm · 03-02-2009

Quote:

Originally Posted by scheides

I see mivec sections of those cams, that's a plus! Still, there are obvious differences between this and the evo/ralliart motor. Time will tell.

Well the maybe a shop with money could do an evo X swap!

FattyBoomBatty · 03-02-2009

The guts of that engine just look poopy. The good thing is it will have millions of suppliers for aftermarket parts, and Since it's a world motor, I bet there's a stroker crank out there somewhere for it.

Looks like a lot of meat around the ports on that head.

Kevin 1G Drummer · 03-03-2009

From what I've gathered it's basically the same basic motor as a Caliber SRT4, and those are 2.4 liter. so I'm sure that crank would drop right in.

FattyBoomBatty · 03-03-2009

Kevin 1G Drummer · 03-16-2009

Edmunds retested the car after Hyundai fixed a couple issues with the car, and got some better results.

http://blogs.edmunds.com/straightlin...ck-retest.html

**scheides** · 03-16-2009

Awesome that they ditched the quick shifting power cut BS.

**Halon** · 03-16-2009

Quote:

Originally Posted by ecoli

The Evo X ECU has some very annoying airflow limiting tables. It compares TPS to RPM and if the current airflow isn't close to whats in the airflow tables, then the car goes into limp mode.

Sounds like my Saab. You can't add too many bolt on mods or the car will detect that it's flowing more then designed, and will throw a CEL and put it into limp mode. Only way to combat it is with some plug n play ecu mods which I'm really not a fan of.

Kevin 1G Drummer · 03-16-2009

Also, from what the guys at AEM have been saying, it's gonna be hard to up the boost even on the stock turbo with the stock injectors. The flowed them at like, 335cfm, and they are pushing 97% duty cycle in the upper rpms. They have a set of RC 650s in it now and they seem to be working well with their F/IC piggyback setup.

rose0529 · 03-17-2009

Inside Line Dyno Test: 2010 Hyundai Genesis Coupe 2.0T

Although the 2010 Hyundai Genesis Coupe is offered with an optional V6, it's likely that the turbocharged 2.0T version is destined to be the more popular choice. It's less expensive and lighter, plus it's got a happy spinny thing under the hood known as a turbo. And when it comes to tuning potential, a turbo is hard to beat.

We tested a bone stock Genesis Coupe 2.0T on MD Automotive's Dynojet chassis dyno located in Westminster, CA. Hyundai says its 2.0-liter turbocharged four-cylinder generates 210 hp and 223 lb-ft of torque at the flywheel, and like most factory ratings for turbo cars, those numbers are a bit on the conservative side.

Hit the jump to see the dyno chart and other discoveries.

Click on the image to see a larger version:

Peak torque arrives at 2500 rpm and then peters out all the way to redline. Clearly, Hyundai's prioritiy in crafting this type of power delivery was to ensure the Genesis Coupe 2.0T felt responsive around town.

This run was performed in fourth gear. Third gear produced a lower peak torque value since the engine would "outrun" the turbo--the engine revved through 2500 rpm quicker than the turbo could provide the requisite boost.

Here's something to help prop up that torque curve at higher engine speeds. When we were strapping the car down to the dyno rollers, we saw this:

As if the Genesis 2.0T's two catalysts bricks and dual mufflers weren't providing enough exhaust backpressure, the company's engineers went ahead and smashed the exhaust down for good measure. Okay, it's that way to provide miles of clearance for the chassis brace underneath, but that it further reduces dangerous horsepower is like a gimmie for tuners.

Jason Kavanagh, Engineering Editor