TABLE OF CONTENT

INTRODUCTION......................................................................................................2

About Hyundai SANTRO:.....................................................................................2

Engine:...............................................................................................................3

Otto cycle:..........................................................................................................3

WORKING FORMULAS.............................................................................................5

CALCULATION........................................................................................................6

TABLE..................................................................................................................10

CHART..................................................................................................................11

TECHNICAL SPECIFICATION OF SANTRO:.............................................................13

DISCUSSION AND CONCLUSION...........................................................................15

...........................................................................................................................16

REFERENCE..........................................................................................................16

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INTRODUCTION
About Hyundai SANTRO:
The Hyundai India plant located in Irungattukottai, 30
kilometers from Chennai was built in record time. The plant is
first self-sufficient manufacturing unit in India to be
independently invested by an overseas automobile company.
Incorporated in May 1996, the groundbreaking ceremony for
the Chennai plant was held in December in the same year, and
the first pilot Santro was ready in a record-breaking 17 months.
The plant which stands on a 500+acre plot has been built with
an initial investment of more than Rs. 2500 crores. It has a
capacity to make 120,000 cars and 130,000 engine
transmission units per annum and is the largest overseas
investment made by the Korean Company.

Hyundai entered the Indian market through the Santro

whose main rival at that time was the popular Maruti Suzuki
Zen. The company signed a contract with Bollywood actor
Shahrukh Khan to endorse the Santro and although the radical
styling was not accepted by everyone, the car was an instant
hit. It is still undergoing number of improvements and face lifts
to suit the Indian customers. The main rival of Santro in the
current market is Suzuki Wagon R and Maruti Zen Estilo.

In 2003, older models were replaced by the second

generation Atos Prime as the Santro Xing, which is also very
popular in Nepal and India. Hyundai Santro is a city car
produced by the Hyundai Motor Company. Hyundai Santro Xing
is known for its power efficiency and reliability. One of the most
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popular cars in hatchback segment, it is a cosmetic makeover

on the previous model Hyundai Santro. Thanks to its added
features, it is a favorite family car in India.

Hyundai Santro Xing is powered by 1086 cc Epsilon engine

fired by a Distributorless Ignition System (DLI) resulting in
improved fuel efficiency, reduced emission, increased power
and lessened maintenance costs. The car delivers 63 ps of
power at 5500 rpm and an impressive torque of 9.8 kgm at
3000 rpm. The car features McPherson Strut Suspension with a
stabilizer bar in the front and a torsion beam axle with 3-link
offset coil springs and hydraulic dampers in the rear. Ventilated
discs have been used in the breaks, with in-built air vents along
the circumference. These dissipate the heat generated by
braking, thus prolonging the life of brake pads.

Engine:
Hyundai's Santro Xing cars used the G4HG Epsilon Engine.
The G4HG engine is a 1.1 L (1086 cc) version with a 67 mm
bore and 77 mm stroke. Maximum output power is 64 hp
(48 kW) at 5500 rpm while maximum torque is 9.6 kgf·m
(94 N·m) at 3000 rpm.

Otto cycle:
The figure shows a p-V diagram of the Otto cycle. Using
the engine stage numbering system, we begin at the lower left
with Stage 1 being the beginning of the intake stroke of the
engine. The pressure is near atmospheric pressure and the gas
volume is at a minimum. Between Stage 1 and Stage 2 the
piston is pulled out of
the cylinder with the
intake valve open. The
pressure remains
constant, and the gas
volume increases as
fuel/air mixture is
drawn into the cylinder
through the intake
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valve. Stage 2 begins

the compression stroke
of the engine with the
closing of the intake
valve. Between Stage 2
and Stage 3, the piston
moves back into the
cylinder, the gas volume decreases, and the pressure increases
because work is done on the gas by the piston. Stage 3 is the
beginning of the combustion of the fuel/air mixture. The
combustion occurs very quickly and the volume remains
constant. Heat is released during combustion which increases
both the temperature and the pressure, according to the
equation of state. Stage 4 begins the power stroke of the
engine. Between Stage 4 and Stage 5, the piston is driven
towards the crankshaft, the volume in increased, and the
pressure falls as work is done by the gas on the piston. At
Stage 5 the exhaust valve is opened and the residual heat in
the gas is exchanged with the surroundings. The volume
remains constant and the pressure adjusts back to atmospheric
conditions. Stage 6 begins the exhaust stroke of the engine
during which the piston moves back into the cylinder, the
volume decreases and the pressure remains constant. At the
end of the exhaust stroke, conditions have returned to Stage 1
and the process repeats itself.

During the cycle, work is done on the gas by the piston

between stages 2 and 3. Work is done by the gas on the piston
between stages 4 and 5. The difference between the work done
by the gas and the work done on the gas is the area enclosed
by the cycle curve and is the work produced by the cycle. The
work times the rate of the cycle (cycles per second) is equal to
the power produced by the engine.

The area enclosed by the cycle on a p-V diagram is

proportional to the work produced by the cycle. On this page
we have shown an ideal Otto cycle in which there is no heat
entering (or leaving) the gas during the compression and power
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strokes, no friction losses, and instantaneous burning occurring

at constant volume. In reality, the ideal cycle does not occur
and there are many losses associated with each process. These
losses are normally accounted for by efficiency factors which
multiply and modify the ideal result. For a real cycle, the shape
of the p-V diagram is similar to the ideal, but the area (work) is
always less than the ideal value.
WORKING FORMULAS
1. Brake Power
P (brake) = Pmax [a (N/Npmax) + b (N/Npmax) 2 – c (N/Npmax) 3]
Where,
a=1, b=1, c=1 for 4-stoke petrol engine

2. Torque

3. Mass of fuel mixture

4. Mass of fuel

5. Specific Fuel consumption

6. Indicated Power
Assuming 12% of the cylinder power is wasted in friction. Only
88% of the indicated power is obtained as brake power.
Therefore,
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Indicated Power = Brake power/0.88

7. Friction Power
Friction power=Indicated power-Brake power
CALCULATION

For Hyundai SANTRO,

Displacement = 1086 cc
Unitary Capacity = 271.5 cc/cylinder
=0.0002715 m3

rc = V1/V2
= (Vc + Vd)/Vc
=1+(Vd/Vc)
i.e. Vc = Vd/(rc-1)
=271.5x10-6/ (10-1)
=30.16 x10-6 m3
State 1:
Assuming the intake temperature = 600C =333 k
T1 =333K
P1 =101 KPa
V1 =Vd+ Vc
=301.67 x10-6 m3
And, Mass of air
ma = P1 V1/R T1
= (101kPa)(0.00030167 m3)/(0.287 kJ/kg-k)(333
k)
=3.188 x10-4 Kg

Process 1-2:(Intake stroke)

P2 = P1 (rc)k
= (101 KPa)(10)1.4
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= 2537 KPa

T2 =T1 (rc)k-1
= 333 (10).4
=836.45 K

State 3:
[Taking heating value of fuel(petrol)= 42 MJ]
Qin = mf QHV= mm cv (T3-T2)
or, QHV = (mm//mf ) cp (T3-T2)
or, T3 = { QHV/cv (AF+1) }+T2
= 4048.98 K
Where,
AF=15:1

Process 2-3: (Combustion process)

P3 = P2T3/T2
= 2537x4048.98 / 836.45
= 12280.78 KPa

Process 3-4: (power stroke)

T4 = T3(V3/V4)k-1
= T3/rck-1
= 4048.98/100.4
= 1611.92 K
And,
P4 = P3/(V3/V4)k
= P3/ rck
= 12280.78 / 101.4
= 488.90 KPa

Also,
Qin per Kg = cv (T3-T2)
= 0.718 (4048.98 – 836.45)
= 2305.89 KJ/Kg
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Qout per Kg = cv (T4-T1)

= 0.718(1611.92 - 333)
= 917.604 KJ/Kg

Work done per Kg = Qin – QOut

=2305.89 – 917.604
 =1388.28 KJ/Kg

Hence,
The net Work done per cycle (Wnet )
=1388.28 x 3.188 x10-4
=442.58 J

Mass of fuel,
Mf = ma / AF
= 3.188 x10-4 / 15
= 2.12 x10-5 Kg

Mean Effective pressure

mep = Wnet / Vd
= 442.58 / 271.5x10-6
= 1.63 MPa

Efficiency of Otto cycle

ηotto =1-1/rck-1
=1-1/10.50.4
=60.96%

Indicated power:
Total work done by 4 cylinders for 3000 rpm (ie. 1500
working cycle per min) is calculated as:
Wip = 442.58*4*1500/60
= 44.25 KWatt

This Wip is Indicated power at 3000 rpm or it is a mean

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power developed inside the cylinder.

Brake power:
Assuming, mechanical efficiency of engine is 88%. Then
ηmech = Wb / Wip
Wb = ηmech * Wip
= .88 * 44.25
 = 38.94 Kwatt =P
This brake power is power available at crankshaft at 3000
rpm.

Torque:
Torque produced at 3000 rpm is
T = P* 60 / (2* 3.14 *N)
= 38.94 * 1000 * 60 / (2* 3.14 *3000)
= 124.01 Nm

But, as per the data given from the Hyundai Company, the
value of torque at 3000 rpm is 94 Nm which is less than the
value just calculated above. This change in value may be due
to high value assumption of mechanical efficiency. That means
in actual, value of mechanical efficiency is less than 88%.

Frictional Power loss:

=Indicated power- Brake power
= 44.25 – 38.94 kwatt
= 5.31 Kwatt at 3000 rpm.

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TABLE

S. N Pmax(kW Npmax N/Npma Pbrake(kW T(Nm) Mmix(g) Mf(g/s) sfc(g/kW IP(kW) Pfric(kW
N ( Rpm) ) (rpm) x ) h) )
1 500 48.00 5500 0.091 4.724 90.22 0.3188 0.089 253.055 5.368 0.644
2 1000 48.00 5500 0.182 10.026 95.72 0.3188 0.177 238.491 11.393 1.367
3 1500 48.00 5500 0.273 15.687 99.86 0.3188 0.266 228.622 17.827 2.139
4 2000 48.00 5500 0.364 21.494 102.61 0.3188 0.354 222.485 24.425 2.931
5 2500 48.00 5500 0.455 27.228 103.99 0.3188 0.443 219.538 30.941 3.713
6 3000 48.00 5500 0.545 32.673 103.99 0.3188 0.531 219.538 37.129 4.455
7 3500 48.00 5500 0.636 37.614 102.61 0.3188 0.620 222.485 42.743 5.129
8 4000 48.00 5500 0.727 41.833 99.86 0.3188 0.708 228.622 47.538 5.705
9 4500 48.00 5500 0.818 45.115 95.72 0.3188 0.797 238.491 51.267 6.152
10 5000 48.00 5500 0.909 47.243 90.22 0.3188 0.886 253.055 53.685 6.442
11 5500 48.00 5500 1.000 48.000 83.33 0.3188 0.974 273.969 54.545 6.545
12 6000 48.00 5500 1.091 47.171 75.06 0.3188 1.063 304.130 53.603 6.432
13 6500 48.00 5500 1.182 44.538 65.42 0.3188 1.151 348.950 50.611 6.073
14 7000 48.00 5500 1.273 39.886 54.40 0.3188 1.240 419.623 45.325 5.439
15 7500 48.00 5500 1.364 32.998 42.01 0.3188 1.328 543.446 37.497 4.500

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CHART

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TECHNICAL SPECIFICATION OF SANTRO:
Santro Xing eRLX
Overall Length (mm) 3565
Overall Width (mm) 1525
Overall Height (mm) 1590
Wheelbase (mm) 2380
DIMENSIONS
Min Turning Radius (m) 4.4
854(M/T)
Kerb Weight (Kg)
868(A/T)
Fuel Tank Capacity (L) 35
No. of Cylinders 4
No. of valves 12
Valve train (type ) SOHC
Displacement (cc) 1086
ENGINE
Maximum Power
48 @5500
(KW/rpm)
Max. Torque (Nm/rpm) 94 @ 3000
Compression ratio 10:1
McPherson Strut
Front Suspension
with Stabilizer Bar
Torsional Beam
Axle , 3 Link
SUSPENSION
Rear Suspension Offset Coil Spring
& Hydraulic
Damper
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Rear Shock Absorbers Hydraulic

Front Ventilated Discs
BRAKES
Rear Drums
TYRE Size 155/70R13
PERFORMANCE Mileage 17.92 km/ liter
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DISCUSSION AND CONCLUSION
Both torque and power are functions of engine speed. At
low speed, torque increases as engine speed increases. As
engine speed increases further, torque reaches a maximum
and then decreases. Torque decreases because the engine is
unable to inject a full charge of air at higher speeds. But in case
of Indicated power, it increases with speed. Brake power
increases to a maximum and then decreases. This is because
friction power increases with engine speed to a higher power
and becomes dominant at higher speeds. For many automobile
engines, maximum brake power occurs at about 6000 to 7000
rpm, about one and a half times the speed of maximum torque.
Greater power can be generated by increasing displacement,
mep, and/or speed. An increased displacement increase engine
mass and takes up space, both of which are contrary to
automobile design trends. For this reason, most of engines are
smaller but run at higher speeds, and are often turbocharged or
supercharged to increase mep.

Theoretically, the graph of brake power vs engine speed

was expected to be a straight line with a constant slope. But
the calculation shows the inverted U-shaped curve i.e. curve of
brake power gradually increased upto 5500 rpm then starts
decreasing. This is due to the mechanical friction, thermal loses
and incomplete combustion of fuel and the parasitic loads of
the engine. As the engine speed increases, friction between the
moving parts increases and more power is wasted in
overcoming the friction. As a result the power decreases after a
certain maximum value. Similar is the case for the torque.
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Theoretical assumption of Torque profile is assumed to be

constant at all value of engine speed but due to the loss in
power, the torque production is also varies with engine speed.
The curve nature of torque is somewhat same as power curve
in calculation. Here the torque increases maximum at 3000 rpm
then gradually decreases. This gradual decrease in torque is
due to the difficulty felt by the engine to intake and exhausts
more amount of the gases from the cylinder.

Same as torque, the specific fuel consumption line should

also be a straight line theoretically. But calculation shows it
slightly deceases with increase in engine speed and reaches
maximum value and then starts increases gradually upward.
This graph shows the economic speed of vehicle at which
minimum fuel is consumed. In order to start and accelerate the
vehicle, rich mixture is required so sfc curve has high value at
starting of engine but it decreases as speed increases upto
certain level. After reaches its min value, it starts increasing
due to fricitional loses and scavenging and knoking.

REFERENCE
• Hyundai Showroom
• Internal Combustion Engine – Willard W. Pulkrabek
• Notes and ppt from Prof. Dr. Bhakta Bahadur Ale Sir.
• Website
o www.google.com
o www.wikipedia.com
o www.cybersteering.com
o www.iloveindia.com
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