Hyundai / Kia R-Series injuna - 2,0 CRDi (100, 135 kW) da 2,2 CRDi (145 kW)

Kamfanonin kera motoci na Koriya a da "man fetur" yanzu suna tabbatar da cewa za su iya kera injin dizal mai inganci. Babban misali shine Hyundai/Kia Group, wanda ya faranta wa masu sha'awar mai da 1,6 (1,4) CRDi U-jerin. Waɗannan injunan suna da alaƙa da ƙarfi mai ƙarfi, ingantaccen amfani da mai da ingantaccen aminci, an gwada lokaci. Raka'a CRDi na jerin D wanda kamfanin Italiya VM Motori ya ƙera a cikin zaɓuɓɓukan wutar lantarki guda biyu (2,0 - 103 kW da 2,2 - 115 kW) an maye gurbinsu a ƙarshen 2009-2010. Akan sabbin injuna na ƙirar namu, wanda ake kira jerin R.

Motocin R jerin suna samuwa a cikin azuzuwan ƙaura biyu: 2,0 da lita 2,2. Ana amfani da ƙaramin sigar don ƙaramin SUVs Hyundai ix35 da Kia Sportage, ana amfani da babban sigar don ƙarni na biyu Kia Sorento da Hyudai Santa Fe. Ana samun 2,0 CRDi a cikin zaɓuɓɓukan wutar lantarki guda biyu: 100 da 135 kW (320 da 392 Nm), yayin da 2,2 CRDi ke ba da 145 kW da matsakaicin ƙarfin 445 Nm. Dangane da sigogin da aka ayyana, duka injunan sun fi kyau a cikin ajin su (injina tare da cajin caji daga turbocharger ɗaya kawai).

Kamar yadda aka ambata, an fara shigar da injunan D-jerin da suka gabata a cikin motocin Hyundai/Kia a kusan ƙarshen karni. Sannu a hankali, sun bi matakai da yawa na juyin halitta kuma a cikin ayyukansu suna wakiltar ingantacciyar motsa jiki. Duk da haka, ba su kai kololuwar ajin ba saboda kuzarinsu, kuma suna da ɗan ƙara yawan amfani idan aka kwatanta da masu fafatawa. Don dalilai guda ɗaya, Hyundai / Kia Group ya gabatar da sabbin injunan ƙirar nasa. Idan aka kwatanta da magabata, sabon jerin R yana da bambance-bambance masu yawa. Na farko shi ne tsarin lokaci na bawul goma sha shida, wanda a yanzu ba ɗaya ne ke sarrafa shi ba, amma nau'i-nau'i na camshafts ta hanyar rockers tare da jakunkuna da tappets na hydraulic. Bugu da kari, na'urar lokaci kanta ba ta zama bel mai haƙori ba, amma ta hanyar haɗin sarkar ƙarfe guda biyu waɗanda ba su buƙatar kulawa a ƙarƙashin yanayin aiki na yau da kullun. Musamman ma, sarkar tana tafiyar da camshaft-gefen shaye-shaye, daga inda camshaft ke fitar da camshaft-gefen ci.

Bugu da kari, famfon da ake buƙata don sarrafa kayan haɓakar birki da injin motsa jiki ana sarrafa su ta camshaft kuma baya cikin madaidaicin. Ana amfani da famfo na ruwa ta bel mai lebur, yayin da a cikin ƙarni na baya motar ta kasance ta hanyar bel ɗin lokaci mai haƙori, wanda a wasu lokuta na iya haifar da lalacewa - karya bel da lalacewar injin mai tsanani. A turbocharger da wurin DPF, haɗe da hadaddun hadawan abu da iskar shaka catalytic Converter wanda ke zaune kusa da turbocharger, an kuma canza shi don kiyaye iskar gas a matsayin zafi kamar yadda zai yiwu kuma ba dole ba sanyi kamar yadda a baya tsara (da DPF aka located a karkashin mota). Hakanan ya kamata a ambaci bambance-bambance masu mahimmanci tsakanin zaɓuɓɓukan aikin 2,0 CRDi guda biyu. Sun bambanta, kamar yadda aka saba, ba kawai a cikin turbo matsa lamba, allura ko wasu shirye-shiryen naúrar sarrafawa ba, har ma a cikin nau'i daban-daban na pistons da ƙananan matsawa na nau'i mai karfi (16,0: 1 vs. 16,5: 1).

Ana yin allura ta hanyar tsarin gama gari na ƙarni na 4 tare da famfon allura na Bosch CP4. Ana sarrafa injectors na piezoelectrically tare da matsakaicin matsa lamba na allura har zuwa mashaya 1800, kuma dukkanin tsarin ana sarrafa shi ta hanyar lantarki ta Bosch EDC 17. Sai kawai kan silinda an yi shi da hasken aluminum alloys, toshe kansa yana yin simintin ƙarfe. Ko da yake wannan bayani yana da wasu rashin amfani (tsawon lokacin dumama ko fiye da nauyi), a gefe guda, irin wannan na'urar yana da aminci sosai kuma mai rahusa don kera. Injin yana ƙunshe da bawul ɗin sake zagayowar iskar gas, mai ci gaba da sarrafa injin lantarki, injin servo shima yana da alhakin daidaita ma'aunin stator a cikin turbocharger. Ana samar da ingantaccen sanyaya mai ta hanyar tace mai tare da musayar zafi mai-ruwa.

Tabbas, bin ka'idojin fitar da Euro V, gami da tacewa, al'amari ne na hakika. Tun lokacin da injin 2,2 CRDi ya shiga samfurin Sorento II a cikin 2009, masana'anta sun sami amincewar Yuro IV, wanda ke nufin babu tacewa DPF. Sigina mai kyau ga mabukaci, wanda mai yiwuwa ba lallai ba ne. Yayin da ƙimar gazawar ko rayuwar matattarar DPF ta inganta sosai, babban nisan nisan tafiya ko gajerun gudu na yau da kullun har yanzu yana tasiri sosai ga dogaro da rayuwar wannan fa'idar muhalli. Don haka Kia ya ba da izinin yin amfani da injin mai nasara sosai a cikin ƙarni na biyu na Sorente, ko da ba tare da tacewar DPF mai ɗaukar lokaci ba. Irin wannan naúrar yana ƙunshe da ƙaramin na'ura mai sanyaya iskar gas, wanda a cikin nau'ikan biyu yana da jumper (injin sanyi-sanyi). Bugu da kari, kawai ana amfani da matosai masu walƙiya na ƙarfe na al'ada maimakon yumbura, waɗanda suka fi tsada amma kuma sun fi jure wa lodi na dogon lokaci. A cikin injunan diesel na zamani, matosai masu walƙiya su ma suna aiki na ɗan lokaci bayan farawa (wani lokaci a duk lokacin dumama) don rage samuwar hydrocarbons (HC) da ba a ƙone ba kuma don haka inganta al'adun sarrafa injin. Maimaita zafi ya zama dole saboda ci gaba da raguwar matsa lamba, wanda kuma yana haifar da ƙarancin yanayin yanayin iska yayin matsawa. Daidai wannan ƙananan zafin matsawa ne wanda ƙila ba zai wadatar da ƙarancin hayaƙi da ake buƙata ta hanyar ƙaƙƙarfan ƙa'idodi ba.