Kia has recently unveiled the automaker’s very first production electric vehicle, the Kia Ray EV.

For supply exclusively to the domestic Korean market, the Kia Ray EV is a close relative of Kia’s 1.0L petrol powered Ray CUV, which went on sale in Korea last month.

It shares that model’s major dimensions and, in a global first for an EV manufacturer, can share a production line with conventional combustion-engine cars.

The front-wheel drive Ray EV is powered by a 50kW electric motor and a high-capacity 16.4 kWh lithium ion polymer battery pack that is engineered for a 10-year life cycle and skillfully packaged under the rear seat and cabin floor.

Although the Ray EV weighs 187 kg more than the petrol model, the electric motor’s generous torque – 167 Nm (an increase of 77%) – ensures responsive performance. The EV’s acceleration is brisker than the petrol models (0-100 km/h in 15.9 seconds), while top speed is 130 km/h. Recharging times are six hours using a 220V household supply and just 25 minutes in fast-charge mode.

The Ray EV’s automatic transmission offers the driver a choice of two modes while in ‘D’ drive. ‘E’ (or ‘eco’) mode optimizes the delivery of the motor’s torque to achieve minimum battery consumption and maximum driving range. ‘B’ (or ‘brake’) mode can be selected when driving downhill on highways and on mountain roads to maximize braking power.

Bearing the same striking exterior styling as its petrol cousin, the Kia Ray EV has four small distinguishing points. A flap in the front radiator grille covers an electricity inlet for a 220V supply for the slow recharge mode, another inlet (for the fast recharge mode) is fitted in the same location as the fuel intake of the regular models, special decals on each front door proclaim the ‘Zero Emissions EV’ message and super-smooth 14″ alloy wheels improve aerodynamic performance by minimizing drag.

Inside, the Ray EV features a unique instrument cluster, displaying electric motor operation, battery status and distance to recharge. It is also equipped with the first-ever EV-specific navigation system that features a 7” screen and provides crucial information for EV drivers such as the nearest locations of the slow/fast recharging stations. The display shows a circular shaped area in which the model can travel with its current level of battery power, so that drivers can see which destinations are reachable without a recharge.

The Kia Ray EV embodies numerous innovations. The electric motor achieves 93% efficiency, which is the best in its segment. The lithium ion polymer battery’s cell is optimized and highly integrated, which has enabled its weight to be reduced by 13% and its energy density to be increased by 15% compared to competitors’ systems.

The on-board charger, current inverter, high-low voltage converter and EV-specific VCU (vehicle control unit) each features advances over previous equipment.

Ray EV is also equipped with a new type of regenerative braking system featuring an Active Hydraulic Booster that utilizes the electric motor, instead of the petrol engine in the regular model, to create hydraulic pressure for the brake system. The result is consistent brake pedal force throughout a wide variety of driving conditions and the ability to harvest excess energy and use it to recharge the car’s battery.

Unlike regular petrol vehicles, Ray EV generates no engine noise, which can be a potential problem with pedestrians being unaware of the approaching car. To prevent accidents, Kia has fitted Ray EV with a VESS (Virtual Engine Sound System). When driven at speeds below 20 km/h this system delivers a mixture of recorded petrol engine noises, which are also emitted whenever the car is backing up.

This 2007 Kia Kee concept and the new concepts will likely bear no resemblance to it

Kia is set to step into the spotlight at  the coming Frankfurt and Detroit auto shows with two separate rear-wheel drive, V8-powered coupe concepts.

Ever since Hyundai revealed the Genesis coupe, rumors have been flying about the possibility of Kia getting a similar car for its line-up, but it looks as though Kia wants to take it a step further. Kia head Hank Lee admitted the need for something like a powerful, V8 coupe, saying the company needs a halo model to draw more customers into its showrooms. As the Genesis coupe has, a Kia sport coupe could provide a challenger for the Ford Mustang, Chevrolet Camaro and Dodge Challenger, or it could also potentially be positioned to rival luxury sport coupes.

It is possible the Kia coupe concepts will be based off of the long-rumored, rear-drive K9 sedan that is expected to slot above the Optima in the Kia lineup. The K9, which is coincidentally also supposed to debut at this year’s Frankfurt show, is expected to make its production debut sometime in 2012.

As for what’s powering the two new Kia coupe concepts, the likely answer is a version of the Tau V-8. While the Hyundai Genesis and Equus can be paired with either the 4.6L or the new direct-injected 5.0L version of the Tau, Kia has only used the 4.6L in the past under the hood of the Borrego SUV. A Kia representative claims that the company will closely gauge reaction to the concepts to help determine the direction of any future production model.

The Kia coupe concept will debut in September 2011’s Frankfurt and January 2012’s Detroit shows.

Renault has officially unveiled the renewed version of Koleos a.k.a the Samsung QM5 in South Korea, which is set to be released later this year.

The car is actually the first vehicle to benefit from an Alliance-wide input since it was designed by Renault, engineered by Nissan and is manufactured at the Renault Samsung Motors plant in South Korea.

This time around, Renault has revised the new model with a different exterior styling and interior trims and an additional CO2 and fuel consumption savings. A new exterior colour called Cayenne Orange has been added to the shade lineup.

The new model now comes with modern door mirrors with integrated LED indicators, refreshed front end and an updated interior with premium Bose® sound audio system and TomTom satellite navigation system as an optional amenity.

The car is available in either 150bhp or 175bhp diesel engine, or with 170bhp petrol engine depending on the market. It is also re-tuned for lower CO2 emissions and are available either in the front-wheel-drive (FWD) or all-wheel-drive (AWD).

The Korean Grand Prix will take place on 24th October 2010.

The track itself is only barely ready and the surrounding infrastructure nowhere near ready, but that didn’t stop Karun Chandhok from running a few fast laps.

On leave from HRT F1 for a few races, Chandhok piloted a Red Bull on grooved tires through the dusty 5.6km circuit.

It looks a lot more exciting on paper than it does behind the wheel – save for the massive straight – but hopefully the championship battle will provide enough excitement on its own. Now watch!

“Start-stop will be a key part of our development activity in the next two product cycles,”  said Timothy White, Hyundai-Kia’s senior powertrain manager at the SAE World Congress. Kia’s next two product cycles will begin in 2012 and 2016, and the technology will be applied to most of its North American offerings. White expects adding start-stop technology will boost fuel economy by 3 percent. Ford has already launched a similar program to launch start-stop technology on its models and expects a 5-percent increase in fuel efficiency because of the technology.

Start-stop technology is part of Hyundai’s push for greater fuel efficiency, but the company isn’t shying away from hybrid offerings, either. The automaker recently introduced its first hybrid for North America, the 2011 Sonata Hybrid, at the last month’s New York auto show. Hyundai says its hybrid system is lighter than those of its competitors, and can also sustain a battery charge for a longer period of time.

Kia’s Cadenza flagship luxury sedan is coming soon, but the first production-ready images are already here. Just ahead of its Riyadh Motor Show world debut in Saudi Arabia on December 12, Kia has unloaded photos of the Cadenza to replace those of the previous concepts and renderings that we’d seen before.

The overall design of the production Cadenza remains largely the same as the concept, with similar contour lines, size, and roofline. Unfortunately, apart from styling, we don’t know much else about the Cadenza.

Hyundai has officially unveiled its first ever direct-injected engine and when the new 2011 Sonata debuts next year, the V6 variant will not be offered. This week in South Korea, Hyundai has completed its 2.4 litre Theta II GDI four cylinder powerplant. The engine puts out 198 horsepower and offers close to 184 pound-feet of torque at 4,250 rpm in Korean spec.

The Theta II engine delivers 7-12 percent more torque across its rev range compared to a conventional engine. The engine is expected to see a 10 percent improvement in fuel economy, although final numbers have not been released.

There are two pulse strategy for the direct injection to setup. First, the initial smaller pulse is ignited by the spark plug and then followed by a second larger pulse as the piston begins its downward stroke. GM uses a similar strategy for its 2.4-liter DI Ecotec because it helps warm the engine faster, heating the catalytic converter and reducing emissions.

Read more for the press release :

GDI lowers emissions while improving fuel economy & torque

- 2.4 Theta II GDI generates 201ps@6300rpm and 25.5kg.m@4250rpm

- First application in 2010 1H on new Sonata

- GDI to be first in mid-size sedan segment, beating competitors to market

- Unveiling coincides with 9thHyundai-Kia Int’l Powertrain Conference

(Namyang, Korea) To help meet its goals of environmental leadership, Hyundai Motor Company today unveiled the 2.4 Theta II GDI, its first Gasoline Direct Injection engine before an audience of engineers attending the Ninth Annual Hyundai-Kia International Powertrain Conference.

Representing the biggest advancement in fuel injection, an ’80s technology that replaced the carburetor, GDI puts Hyundai at the cutting edge of engine design and management by achieving three seemly incompatible goals: GDI lowers emissions while raising power output and improving fuel economy. Prior to GDI, a gain in one area came at the expense of the other two.

With a compression ratio of 11.3:1, the 2.4 Theta II GDI delivers 201ps@6300rpm and 25.5kg.m@4250rpm in its Korean domestic market specification.

“The Theta II GDI convincingly demonstrates Hyundai’s advanced powertrain engineering capabilities,” said Dr. Lee Hyun-Soon, Vice Chairman and Chief Technology Officer.

Developed with a budget of 170 billion won over a 46 month-long research period, the new 2.4 Theta II GDI engine will make its debut in the first half of 2010 starting with the recently launched Sonata, beating the mid-size sedan competition to market with this exciting new technology. GDI application will subsequently be expanded across the gasoline engine family and applied to other Hyundai models.

One serious limitation of conventional fuel injection is that as engine revolutions increase, the valve opening and closing times get progressively shorter, thus reducing the time available to inject fuel. GDI avoids this problem altogether by positioning the fuel injector in the most optimal location, directly inside the combustion chamber to offer unparalleled precision. With this shorter and more direct path, far greater control is attained over the combustion process: A high pressure fuel pump injects the fuel at pressures of up to 150 bar, in precise amounts and intervals.

The injection is split into two phases to achieve optimum combustion: in the first phase, the pilot injection and ignition trigger the pistons downward power stroke. Then, in the main injection phase, during the pistons descent, more fuel is injected and is ignited. This split-injection technique reduces loading on the catalytic converter and helps lower emissions. This is particularly beneficial during cold starts when emissions are highest because the catalyst has not reached its optimal operating temperature. Split-injection enables the catalytic converter to reach the optimal operating temperature faster thus reducing emissions by 25 percent during cold starts and meet’s California Air Resources Board’s ULEV-2 and PZEV standards

GDI’s other benefits include improved dynamic performance and better gas mileage. Compared to a conventional engine of the same displacement, GDI delivers 7 percent more torque at low revolutions and 12 percent more torque at the high-end for better take-off and overtaking performance. And perhaps best of all, a vehicle equipped with a GDI engine will get about 10 percent better mileage than a vehicle equipped with a conventional multi-point fuel injected engine. Precise mileage figures will be announced when retail sales begin.

GDI has been applied to the second generation of Theta: Theta II features numerous design enhancements over its predecessor starting with the application of a three-stage variable induction system (VIS) which improves engine “breathing,” automatically adjusting the volume of the air sucked into the combustion chamber to create the “optimal” air-to-fuel mix under different engine load conditions.

Further performance gains were made possible by incorporating Dual Continuously Variable Valve Timing (DCVVT) which improves engine breathing on the intake and exhaust sides for better fuel economy and lower emissions. Depending on engine load and speed, DCVVT can extend or shorten the duration of the valve opening and closing for more power and lower emissions. And the DCVVT system is governed by a new steel chain with an innovative roller and tooth designed for silent operation and durability.

While DCVVT and VIS improve power output, engineers have also come up with several important weight saving innovations. Special attention was focused on the bulkhead, the area of the aluminium cylinder block accumulating the highest stresses: Reinforcement yielded a stiffer block without incurring a weight penalty. A redesign of the crankshaft (semi-eight-balance type) led to an equally important weight reduction. The catalytic converter is also lighter thanks to a new canning process which allows for the use of thinner gauge stainless steel and requiring far less welding.

Another major engineering challenge was to reduce internal friction to attain better fuel economy. Friction reduction measures include a revision of the piston pin from a fixed-type to a full-floating design which cuts down on friction between the piston and cylinder wall. And under the piston crown, engineers have added a cooling jet which sprays oil over the piston walls reducing friction and contributing to an improvement in fuel economy.

The Conference’s plenary session open today under the banner “Creative Sustainable Powertrain Evolution for Green Growth.” Wednesday will see a large number of technical presentations delivered in various sessions covering the future of gasoline engines, new developments in exhaust emission after-treatment, fuel efficiency improvement and transmissions. Some 600 specialists from Europe, Japan, the United States and Korea are attending this years event.

If you happen to recognize the Cadenza, it’s because it’s nearly identical to the KND-5 which was seen at this years Seoul Motor Show. It wears the much of the same modern Kia styling we’ve come to recognize, with sharp body lines and a distinct grille.

Details as of now are slim, so stay tuned for more info in the coming weeks. The Cadenza is slated for a debut on the Middle Eastern car show circuit this winter.

Source: Kia