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Discussion Starter · #1 ·
FRCDAIR compiled this info on the GEMA world engine into one easy to use thread & I thought would be nice for those who are not familiar with the engine developement.

"I just spent a good 2 hrs looking this up and double and triple checking the info so it should all be good to go. Anything beyond this is speculation unless there is some kind of evidence. This is by no means all the information available on the GEMA project. Nor is it likely that all the information on individual manufacture's specifications is readily available, especially on a new car and engine like the Gen Coupe and Theta II."


Quote:
Originally Posted by GEMA Website
In total, annual production of Global Engines surpasses 1 million units per year and they can be found in over 20 vehicle nameplates worldwide

Quote:
Originally Posted by Mitsubishi Website
Hyundai will have the lead responsibility for implementing the decisions of the joint venture company for design, development and engineering.

Getting sick of seeing bad info and stuff taken as fact that isn't, here are the basics followed by the quoted info, I will focus on the 2.0 as that is what we all care about.

The World Engine is produced by the Global Engine Manufacturing Alliance, a joint venture between Hyundai, Mitsubishi, and Chrysler. The main goal is to produce more efficient components through extreme mass production.

The engine is modular in design and displacement is adaptable through change of stroke and piston sleeves. Comes in three displacements 1.8, 2.0 and 2.4. The engine was in essence designed for boost and has received complaints about vibration and bad low range power in N/A applications.

- Many engine components (accessories) are unique to each company: Intake manifolds, exhaust manifolds, and small modifications to fit any of the companies individual technology. (for example, the standard engine is equipped with a single built in oil pump while Hyundai's Theta II has two)

- The block and initial heads were designed by Hyundai.

- The final head design and CVVT system are based on an advanced Mercedes design from the E-class V6. Development was headed by Chrysler.

- Engine components such as pistons, rods, crankshafts, etc. Are all outsourced and arrive at the assembly factory ready to be installed.

- Engines are assembled at each companies separate GEMA plant (2 US, 1 Japan, 2 S. Korea) Although some cross trading is normal to fill companies individual volume requirements.

- There are some differences in the World Engines between manufacturers when the engine is applied in a more high performance intended application.
> Mitsubishi's claims its Turbo 2.0 4B11 series is using different intake and exhaust manifolds, reconfigured ports, and Mitsu's own CVVT system.
> The current 4B11 is using the modular block construction to create a 'square combustion chamber of 86mm bore x 86mm stroke which Mitsu claims give the engine a 'rev happy" nature.
> However, information on sites like wikipedia stating the 4B11 was reinforced "heavily" for boost are in no way backed up when the quoted source is followed back to Mitsubishi's website. In fact Mitsubishi make no mention whatsoever of reinforced internals beyond the standard for the engine.


Quote:
The initial design of the engine block was handled by Hyundai. It features siamesed bores, meaning that there is no coolant flow between cylinders. The aluminum block has cast iron cylinder liners, and different liners can be fitted to alter the engine's bore.

Quote:
The heads feature electro-hydraulic variable valve timing on both the intake and exhaust side. The system was based on that used by the recent Mercedes-Benz 24-valve V6 and is quite sophisticated and expensive for a low-end engine. A variable tumble control system creates air tumbles in the intake runners at low rpms for better mixture. Valves are directly actuated by solid Bucket tappets.

Quote:
According to GEMA, Chrysler actually took the lead in development of the dual variable valve timing system.

Quote:
While all the engines use essentially the same block, displacement is changed by shortening the stroke or using thicker piston liners. The pistons themselves have short skirts and friction-reducing graphite patches. The crankshaft is forged steel, is located above the balance shaft/oil pump, and draws oil from the oil pan; it includes an integrated pump. The blocks are all automatically measured at the factory and key components such as pistons and bearings are matched to individual engines to reduce machining and noise, while increasing engine efficiency.

Quote:
Originally Posted by executive vice president Product Development, Chrysler Group
Hyundai handled the initial block and cylinder head design and was the short-block lead, but JL French (J.L. French Aluminum Die Casting) will deliver the high-pressure die-cast aluminum block from its Sheboygan, WI, facility in fully machined form to the Dundee plants.The block is stout, has cast-in iron liners, and has been designed to support the naturally aspirated, turbocharged, and supercharged performance variants that inevitably will supplement the base engines.

Quote:
Originally Posted by executive vice president Product Development, Chrysler Group
Ample water jackets surround each siamesed cylinder and leave enough structure to help the block take high boost pressures, resist twisting, and provide a stable sealing surface around the wedge-shape combustion chamber. Displacement is altered by fitting thicker liners or altering the stroke, and the pistons have short skirts and wear graphite patches to reduce friction.

Quote:
The basic engines were designed jointly by Chrysler, Mitsubishi, and Hyundai, and are made and used by all three - in different configurations. Reviewers generally praised the Hyundai version more than the Mitsu, and the Chrysler version, being tuned for peak paper power, comes in last - except when turbocharged. The World Engine is criticized for being rough and noisy, and making poor power at lower engine speeds, but it was reportedly cheaper to build than the old 2.0 / 2.4 liter engines.

Quote:
The cylinder block and other basic structural parts of the engine were jointly developed by the GEMA companies, but the intake and exhaust manifolds, the cylinder head’s intake and exhaust ports, and other elements related to engine tuning were independently developed by Mitsubishi.



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Discussion Starter · #8 ·
im curious how does a service advisor have that much time??lol. it must be a dealership thing
Well FRCDAIR is not a svc advisor to my knowledge, although I could be wrong.

I on the other hand, have the forums (esp this one) up constantly in the back ground of my computer. Anytime I get a split second that I'm not helping a customer or working on something, I jump on here & try to get something accomplished. Like, over the past couple of weeks, I've been going through all my post your pics & organizing, reducing post sizes so they will load faster, deleting duplicates, putting pics of the same car together, etc

P.S By the way, this short post took me over an hour because of interuptions from my job, customers, etc
It can be fustrating at times just trying to finish a sentence.

I also spend a fair amount of time at home at night when there's nothing else to do. Remember I don't go out much because all m y money goes to modding my cars...LoL



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Discussion Starter · #11 · (Edited)
it wasnt ment to be a jab at you. i was just curious because i know how things can be customers/techs/mngrs. etc.
I'm sorry, I didn't know I came off sounding defensive...

Yeah, I'm always interested in anything Genesis....It's like a cult or something for me....I know, sounds f****d up....:rolleye:

Dude, I just noticed, I modified your post...LoL...Sorry again...sabba gave me all these new buttons to play with & I guess with it comes responsibility. I'll have to pay better attention to what I'm doing...LoL....I put it back like it was



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Does this mean to increase displacement to 2.4L, I can order a crank, rods, and pistons from an Chrysler and just drop the stuff in?
 

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I could be wrong here, but I do not think that parts are inter changeable. I know for sure that the EVO X guts do not work.
 

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Discussion Starter · #15 · (Edited)
I could be wrong here, but I do not think that parts are inter changeable. I know for sure that the EVO X guts do not work.
+1....everything discovered thus far indicates that the Hyundai engine will not accept Evo or SRT4 internals,

BUT, check this out: http://genesisforums.org/realtune-performance/8194-realtune-gencoupe-stock-turbo-215whp-230wtrq.html

check out what's in bolt & underlined....
[email protected] quote "Did this awhile ago and just getting around to posting about it.

Mods :

Aeroforce scan gauge
Realtune Boost kit
Realtune Overboost eliminator
The rest of the car is stock down to the air box

Dyno graph coming tomorrow. Being the genius I am, I left the graph at the shop.

Total stock like drive-ability with a massive kick in the pants past 4300rpm

This is about all we are going to try and due with the stock turbo. Tubular manifold and stroker motor are in the works."



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I'm confused, same short block itself, but the internals are not interchangealbe? How is that possible if the block itself is the same for all three?
 

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Discussion Starter · #17 ·

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I believe it said the block is the same, but the sleeves/crank are different.
The engine is modular in design and displacement is adaptable through change of stroke and piston sleeves. Comes in three displacements 1.8, 2.0 and 2.4.
Does this mean the entire long blocks themselves can be swapped out? IE Evo 4b into a Gen? I know when Ford(lol) uses the word modular that means each of those motors can be a direct drop in to each car with a modular motor... If that made any sense lol.

Does anyone have the bore/stroke in MM for the Gen 4b? I didn't see it.

Gates311: Evo X Reliability - evolutionm.net
For the past two seasons I've been racing my car all over the US, starting with a brand new car to where it sits today, a 500+whp, 2,850lb. track car. The car has seen many changes...suspension, turbos, fuel type, weight, etc. But the one thing that's remained is the stock Mitsubishi 4B11T engine. It's been extremely resilient, even after 8,750 track miles it's not showing any signs of fatigue. That says alot about the new engine and it's design...
Yes a full evo long block swap is expensive, but parts seem to be more readily available. Has anyone tried/done this yet?
 

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Discussion Starter · #19 · (Edited)
I believe it said the block is the same, but the sleeves/crank are different.

Does this mean the entire long blocks themselves can be swapped out? IE Evo 4b into a Gen? I know when Ford(lol) uses the word modular that means each of those motors can be a direct drop in to each car with a modular motor... If that made any sense lol.

Does anyone have the bore/stroke in MM for the Gen 4b? I didn't see it.

Gates311: Evo X Reliability - evolutionm.net

Yes a full evo long block swap is expensive, but parts seem to be more readily available. Has anyone tried/done this yet?
The blocks are modular design, but the GenCoupe has an open deck where as the Evo has a semi-closed deck. To achieve big #s, the GenCoupe would definately have to be sleeved.

The Evo & GenCoupe engines still may prove be a difficult swap, since modular design doesn't necessarily mean the motor mts will be in the exact same location. Also, one is RWD vs AWD for the other, which may complicate things. I'm not saying that these factors will make a difference, only that they could.

Here are the bore & stroke for both Hyundai engines:
86mm bore, 86mm stroke for the 2.0t
96mm bore, 87mm stroke for the V6

I haven't seen or heard of a GenCoupe w/an Evo engine swap as of yet. But to be honest, for that kind of money, block sleeving could be done to accompany the mods to get this engine into the heavy hitter category.

But if you are considering that kind of power, the Lambda RS should be your engine of choice, as Rhys Millen has proven that the 3.8L can easily pump out 500whp & tq on factory internals....



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