Now targeting 50 percent thermodynamically efficient engines! Wayne Gerdes – CleanMPG – Oct. 24, 2017 Korea -- At its annual International Powertrain Conference, Hyundai outlined its next gen drivetrain development strategy called ‘Smart Stream’. More than 1,200 engineers and academics from across the globe participated in a two-day event which featured Hyundai presentations themed “Knock the Limit of Powertrain Technologies: To Enhance Value for Customers.” At the conference, Hyundai displayed the first four engines and two transmissions from its upcoming line-up of new ‘Smart Stream’ drivetrains. The Smart Stream technology incorporates a number of technologies that will help Hyundai meet its long-term global emissions goals. Developed by Hyundai’s award-winning engineers, the Smart Stream powertrains deliver improved fuel economy and reduced emissions. Beginning with the introduction of 1.6L gasoline and turbo diesel Smart Stream engines, the technology will eventually be available for all Hyundai vehicles. The improvements will enhance gasoline and turbo diesel engine efficiency, alongside the development of new PHEV and BEV powertrains, plus the company’s next-generation Fuel Cell Electric Vehicle (FCV). Smart Stream First introduced at the 2017 Frankfurt International Motor Show, the Smart Stream drivetrains will allow Hyundai to respond to global changes in environmental regulation while meeting consumer demand for the latest technology equipped automobiles. The word ‘Smart’ implies being smart in design, control, and operation, while ‘Stream' refers to dynamic movement of mobility. The next-generation Smart Stream technology optimizes the existing drivetrain with engine components reduced in size and weight to increase efficiency. With the advanced combustion techniques of Smart Stream engines, Hyundai aims to maximizethermal efficiency by up to 50 percent in the future. Among the Smart Stream technology presented at the Conference is the first commercial application of Continuously Variable Valve Duration (CVVD) technology. In the Smart Stream G 1.6L turbo engine, the opening and closing of the cylinder valve is timed to best respond to various driving modes, such as eco-driving or dynamic driving. Other new technology includes the Smart Stream 8-speed wet Dual-Clutch Transmission (DCT). Unlike conventional automatic transmissions, the dual-clutch system enables optimal shift response, with the 8-speed gearing and high-efficient hydraulic system delivering both faster acceleration performance and better fuel economy. By 2022, Hyundai aims to develop an all-new Smart Stream powertrain line-up composed of 10 gasoline engines, six diesel engines, and six transmissions. Looking at 2025 At the Conference, Hyundai underlined its belief that the internal combustion engine will maintain a strong presence in the market until 2025, as PHEV and full Electric drivetrains start to experience wider acceptance. To respond to the market, Hyundai will produce a greater proportion of electric, FCV, and PHEV drivetrains alongside and in some cases inculpating its highly efficient new Smart Stream internal combustion engines. This shift to produce more alternative powertrains is coupled with plans to enhance battery capacity and increase the electric-only range capabilities of its electric models, delivering greater value to customers. Hyundai FCV Strategy Hyundai aims to build on another key advanced propulsion technology. While maintaining focus on improving the efficiency of its internal combustion engines is important, Hyundai will continue to lead the industry in FCVs, with R&D investments for its next-generation H2 fueled FCV drivetrain(s). The next FCV from Hyundai will have a driving range of almost 500 miles, a maximum power output of 160 hp, and the largest hydrogen storage density of any FCV on the market. Hyundai Mission Hyundai can call on past experiences as it shapes its future strategy for sustainable mobility. The 1.6 Gamma engine, first introduced in 2006, the Tau V8 and the stunningly efficient 1.4L Kappa drivetrain – both first used in 2008 – each represent a significant leap in drivetrain engineering. The 2013 ix35 FCV, and 2018 IONIQ PHEV and BEV, and 2016 Sonata HEV and PHEV models represent key advances in Hyundai alternative-fuel engineering. Drawing on this extensive experience, Hyundai will introduce 31 eco-friendly models to the global market by 2020.
That would be a huge step up if they can achieve 50%. I'm interested to know how they're intending to do that. Very exciting Re: FCVs. I'll believe that when I actually see it in mass production. Seems like historically, they've been vaporware designed to discourage BEV adoption and ZEV mandates. I sincerely hope one or more of the manufacturers proves me wrong and actually comes out with one under $40k. There's also the inherent inefficiencies with FCVs. If done cleanly by electrolysis, there's loss in the splitting process, loss in compression, loss in transportation, and loss in conversion back to electricity for a FCV to use. It comes out almost as bad as ICE in that regard. A 50% efficient ICE is probably a better deal than FCV. Might as well just put that electricity into a battery and be done with it. If done from fossil fuels, there's no advantage to justify the extra costs. If they can overcome the issues and make it competitive with better ICE engines and BEVs, then great, but it seems like they have the laws of thermodynamics to contend with.
Hi MPGMom: Fingers are crossed on the 50 percent target. Not sure how they are going to get there either but everyone is moving the bar towards that goal. Well actually, Hyundai, Toyota, and Honda have broken the 40 percent barrier on gasoline in the last year which is an incredible leap in efficiency. Regarding FCVs, the final compression and storage step is a real killer to the H2 promise. Producing H2 without electrolysis is pretty easy but not nearly large enough to handle industrial scale transportation yet. We will have to see how this turns out going forward. None to promising just yet as you are well aware. Wayne
Fuel cells need to run on some type of liquid fuel for them to have a chance in the US. Otherwise the infrastructure cost will prevent the adoption of even a cheap hydrogen model FCEV. A liquid tank is also much easier to package in a car design. A Volvo group has a diesel powered one they intend to use as the standby generator on long haul trucks, and Nissan's FCEV they plan to have out for the Olympics runs on ethanol.
