Pages

Disruptive technologies that could
change the IC engine forever p32

www.enginetechnologyinternational.com
the valve
as we know
it is dead!
Take one last look because
September 2010
2010
International
Engine of the
Year Awards
winners interviewed
TOP HATZ
Meet the man in charge
of Volkswagen Groups
future powertrain and
transmission line-up
PICTURE PERFECT
Happy workers equal
better results, so what
will the factory of the
future look like?
HEAVY GOING
Emissions legislation
causing problems?
Spare a thought for
those in the truck world
Introducing FEVs next generation 105 kW/L (300 Nm/L) diesel
combustion system meeting EU6 emissions.
Innovative solutions for the new reality.
WHATS NEW?
04. And the
winner is...
Exclusive interviews
with the champions
at this years
International Engine
of the Year Awards
08. Downsizing
in Detroit
The General
is launching
Americas smallest,
mass-produced
passenger-car
IC engine!
10. E cient
measures
Technical details of
two new Hyundai
powertrains: the Theta
II heart and a lithium-
polymer hybrid
26. In the lab
With the rise of
computing power,
will engineers soon be
capable of developing
all-new powertrains
purely in the lab
environment?
SEPTEMBER 2010
In this issue...
Engine Technology International.com September 2010
01
REGULARS
20. Johnson
22. Davis
72. Production news
CONTENTS
32. New world order
ETi travels the world
to discover the very
nest breakthrough
powertrain ideas,
notions and concepts
that the industry
must take note of
38. Heavy load
What lessons can
the automotive
industry learn from
the truck world, which
is dominated by
even more stringent
emissions legislation?
4
12. Very big
Mercedes has not one
but two V powertrains
on the agenda
14. Diesel delight
Much electric vehicle
hype surrounds
Renault but it is its
development of the
new R9M thats got
many talking in the
powertrain world
16. Engine on test
BMWs N47
diesel heart (320d
EfcientDynamics)
takes on the AJ-V6D
Gen III powertrain
in the Citron C5
18. Personality prole
Aldo Marangoni, VP
of product engineering
at Fiat Powertrain
Technologies
12
Disruptive technologies that could change the IC engine forever p32
www.enginetechnologyinternational.com
TOP HATZ
Meet the man in charge of Volkswagen Groups future powertrain and transmission line-up
HEAVY GOING
Emissions legislation causing problems? Spare a thought for those in the truck world
the valve
as we know
it is dead!
Take one last look because
September 2010
PICTURE PERFECT
Happy workers equal better results, so what will the factory of the future look like?
2010
International
Engine of the
Year Awards
winners interviewed
FEATURES
26
38
14
32
The word wizards:
Editor: Dean Slavnich
Chief sub-editor: Alex Bradley
Sub-editors: William Baker,
Helen Norman
Proofreaders: Aubrey Jacobs-
Tyson, Frank Millard
Contributors from all corners:
Farah Alkhalisi, John Challen,
Brian Cowan, Matt Davis, Adam
Gavine, Max Glaskin, Maurice
Glover, Burkhard Goeschel,
James Gordon, Graham Heeps,
Greg Offer, Mike Magda, Jim
McCraw, Bruce Newton, Keith
Read, John Simister, Saul
Wordsworth, Rex Roy
The ones who
make it look nice:
Art director: Craig Marshall
Art editor: Ben White
Design team: Louise Adams,
Andy Bass, Anna Davie,
James Sutcliffe, Nicola Turner,
Julie Welby
Our deadline enforcers:
Production manager:
Ian Donovan
Production team: Lewis
Hopkins, Carole Doran,
Cassie Inns, Emma Uwins
Circulation manager:
Suzie Matthews
Those in charge:
CEO: Tony Robinson
Managing director:
Graham Johnson
Commercial colleagues:
Sales director: Simon Willard
International sales: Damien de
Roche, Chris Richardson
How to contact us:
Engine Technology International
Abinger House, Church Street,
Dorking, Surrey, RH4 1DF, UK
+44 1306 743744
enginetech@ukintpress.com
www.ukipme.com
Subscriptions
42/US$88 for four
quarterly issues
Published by
UKIP Media & Events Ltd
The views expressed in the articles
and technical papers are those of
the authors and are not endorsed
by the publisher. While every care
has been taken during production,
the publisher does not accept any
liability for errors that may have
occurred. This publication is
protected by copyright 2010.
ISSN 1460-9509 Engine
Technology International. Printed
by William Gibbons & Sons Ltd,
Willenhall, West Midlands, UK.
Engine Technology International
magazine is published four times
per year by UKIP Media & Events
Ltd, Abinger House, Church
Street, Dorking, Surrey, RH4 1DF,
UK. The magazine is distributed
by US mail agent, Clevett World-
wide Mailers LLC, 7 Sherwood Ct,
Randolph, NJ 07869. Periodicals
postage paid at Dover, NJ 07801.
POSTMASTER: Please send
address changes to Engine
Technology International, 19
Route 10 East, Bldg 2, Unit 24,
Succasunna, NJ 07876. USPS
Periodicals Registered Number
016-699.
September 2010 Engine Technology International.com
02
Once again, the International Engine of the Year Awards
proved to be a resounding success. Even in the context of
a turbulent and highly changeable world economy and in
the face of the continued challenging trading environment
they provided clear proof of innovation and evolution in
the global powertrain industry. No automotive discipline can
hope to survive such an intensely pressured arena without
making some level of investment in these somewhat clichd
but essential drivers. Perhaps thats why, for me, the most
refreshing aspect as chair of the awards judging panel was
observing the unabridged commitment that powertrain
engineers have to their work, as well as the passion that
they inject into their craft.
Make no mistake, a craft it truly is perhaps one day even
eclipsing the works of historys greatest masters. The likes
of da Vinci, Rembrandt and Rubens were all too aware of
the speed at which changing tastes and fashions, although a
source of inspiration, could quickly have a negative impact on
demand for their own work, however beautiful.
Its no coincidence, then, that the Volkswagen 1.4-liter TSI
Twincharger has been awarded International Engine of the
Year for the second year running. In response to the evident
and growing shift toward hybrid and electric vehicles, the
powertrain industry is embracing the concept that smaller
(and signicantly more efcient) can be beautiful, too.
It reminds me of my rst visit to Paris. Similar to many
tourists, I went to the Louvre to see the Mona Lisa. The canvas
itself was much smaller than I had imagined, although the
work itself was no doubt worthy of its timeless (and priceless)
fame. Leonardo was certainly ahead of his time
Dean Slavnich
Editors Note
48
74. Resilient fuel lines
76. Advances in valve control
78. DPF Testing
79. All go for VCR engine
80. Roller bearing advances
81. Next-generation grades
82. Products and services in brief
44
INTERVIEW
52. OEM interview:
Wolfgang Hatz, VW
Groups executive
director of powertrain,
discusses the future
engine line-ups for
no fewer than seven
different car brands
59. Supplier
interview:
Doug Kowalski,
operations director
for Aristo Intelligent
Catalyst Technology,
talks up the suppliers
catalyst portfolio
52
81
44. Future vision
ETi looks forward and
maps out the optimal
engine-development
and production
factory of the future
62. Fine China
While European,
American and
Japanese car makers
are looking at China,
the Chinese OEMs
have ambitions to open
R&D bases in the West
68. East is east
An in-depth guide to
Eastern Europe, and
what the region offers
powertrain developers
88. Last word:
Whatever happened to
coal turbine engines...
CONTENTS
62
PRODUCTS AND SERVICES
E-Mobility solutions or Hybrids & pure Electric \ehicles
Direct njection, including Turbo Charging, or 0asoline Systems
Exhaust 0as /tertreatment, /ir Path & njection solutions or Diesel Systems
/pplications or Passenger Cars, 0n-Road & Non-Road Commercial \ehicles
we have the competence. we have the capabilities.
/nd we are close to you.
www.avl.com/sw_electronics
AVL ModuLAr ControL SoftwAre
Independent Solutions for Prototype & Production Powertrains
04
ENGINE AWARDS
And the winner is...
The International Engine of the Year judges
were quick to recognize Fiat Powertrain
Technologies (FPT) MultiAir system as the
standout engine technology of the last 12
months, awarding its application in the 1.4-liter
turbocharged FIRE unit with the title of best
New Engine at the 2010 Awards.
But according to Aldo Marangoni, VP of
product engineering for FPT, the industry has
yet to see what MultiAir might really be capable
of. According to the Italian, future developments
will see the technology yield further emissions
reductions and performance improvements
for any number of engines gasoline or diesel
from the just-launched TwinAir two-cylinders
to even a powerful V6 or V8. First of all, though,
FPT plans to integrate MultiAir more closely
with currently available technologies such
as direct-injection and turbocharging. But the
next-generation of MultiAir will usher in more
radical changes still. We think that the current
MultiAir is just the rst step to controlling the
complete combustion, Marangoni offers.
The second step for MultiAir, which we are
already developing, is more sophisticated
control strategies for the air-intake valve
opening and closing. We will introduce internal
EGR through control of the inlet valve.
A system that will be integrated into
MultiAir will open the intake valve during the
exhaust stroke. This will be far more effective
than a traditional EGR system because
by doing it internally we can have greater
exibility. We can vary the quantity stroke-
by-stroke, cylinder-by-cylinder, and we also
can differentiate between steady-state and
transient modes, so well be able to optimize
the engine under all conditions.
Another feature will further enhance the
Miller cycle. Through control of the intake
valve, well be able to control the real, effective
compression ratio of the engine and this really
will bring further benets.
As well as new features for MultiAir, there will
also be new applications. With modications
only needing to be made to the upper part of
the cylinder head to add the MultiAir system,
Marangoni describes it as, far less invasive on
the engine hardware than other technologies,
such as variable valve lift. This opens
up the possibility of applying it
to existing FPT motors such as
Alfas V6, for which a proof-of-
concept analysis is already
underway. He acknowledges
that efcient larger-capacity
engines will be important for the brands return
to North America, but points out that EURO
6 standards will also make major demands
of OEMs in terms of NOx reductions, and that
MultiAir could be FPTs secret weapon in the
ght to meet the new legislation, scheduled
for between 2014 and 2015.
Development is already ongoing
to t MultiAir to diesel engines.
Through the internal EGR
approach, MultiAir will provide a
great opportunity to reduce the
raw-engine emissions, enthuses
Marangoni. For sure, this will
help a lot in reducing the EURO 6
limit without dramatic changes in the
aftertreatment system, with the related
cost. From a strategic point-of-view, it could be
a tremendous advantage to comply with the
emission limits at limited extra cost.
FPT retains all the intellectual property
rights to MultiAir, and believes it will give Fiat
Group vehicles a technological advantage
for at least another two years. However,
Marangoni reveals that discussions are already
underway to potentially license the technology
to third parties, which could provide a useful
revenue stream going forward. We think
that this technology is so powerful and so
useful for meeting future fuel-consumption
and emissions-reduction targets, that it will be
spread in the market, he says. For us its very
important to be the ones who developed the
technology, and so to be the owners.
Its that time of year when the best in the powertrain business are honored
ITALIAN JOB
Fiat Powertrain Technologies says that its award-winning MultiAir system is
only the rst step to better combustion control for future powertrain designs
Having made its debut in the Alfa
Mito, Fiat now has big plans for
the MultiAir technology (2)
2
1
05
ENGINE AWARDS
THE WINNERS ARE...
New Engine of the Year - Fiat 1.4-liter MultiAir turbo
Green Engine of the Year - Toyota hybrid 1.8-liter
Performance Engine of the Year - Mercedes-AMG 6.2-liter
Sub 1-liter - Toyota 1-liter three-cylinder
1-liter to 1.4-liter - Volkswagen 1.4-liter TSI Twincharger
1.4-liter to 1.8-liter - BMW-PSA 1.6-liter turbo
1.8-liter to 2-liter - BMW 2-liter twin turbo diesel
2-liter to 2.5-liter - Audi 2.5-liter ve-cylinder turbo
2.5-liter to 3-liter - BMW 3-liter DI twin turbo
3-liter to 4-liter - BMW 4-liter V8
Above 4-liter - Mercedes-AMG 6.2-liter
International Engine of the Year
Volkswagen 1.4-liter TSI Twincharger
06
ENGINE AWARDS
DOUBLE DELIGHT
By winning the overall International Engine
of the Year Award for the second consecutive
year, VWs TSI Twincharger engine has
proved it is no one-hit wonder. In fact, only
two other powertrains throughout the 12-
year history of the International Engine of
the Year Awards have recorded back-to-back
wins with the overall award: rst the BMW
M 5-liter V10 in 2005/06 and then the
Bavarian car makers 3-liter twin-turbo
gasoline heart, which was victorious in
2007/08. And for Dr Rdiger Szengel,
Volkswagens director for gasoline engine
development, such history has
not gone unnoticed. BMW twice
defended the overall award, but now its our
turn with the TSI Twincharger. It shows the
trend in the market that we have to develop
downsized engines. We are so proud to win
this award for a second time and for me, its
conrmation that we are on the right path.
And it would seem that VW has future
expansion plans for the TSI Twincharger,
Like the European markets, we are
convinced that the USA is on the path to
engine downsizing. We started testing this
engine with journalists in the USA ve years
ago shortly after we introduced TSI
technology in Europe. At the time, they
were convinced that the technology would
succeed in their country because of the
torque Americans love torque, and of
course, they love charging too. But up until
now it has been a project of informing: cars
were quite cheap over there and so was fuel,
so fuel consumption was not very important
to consumers. Thats now changed, and now
theyre thinking of fuel consumption.
The question now is can Volkswagens TSI
TwinCharger heart make it a hat trick of
victories and surpass the BMW engines? The
next 12 months will tell all.
BMW gains an important victory in a
category dominated by Audi engines
Weve had awards in the past for our six-
cylinder and other engines but were very
proud to receive one for the four-cylinder
Twinpower turbodiesel, said a delighted
Dr Peter Nescher, BMWs general
manager of design for diesel engines.
Its a big motivation for our team to go on
and develop these engines to reduce fuel
consumption and CO
2
emissions.
The winning engine, which appears in the
123d and now the X1 xDrive23d too, was
the rst four-cylinder passenger-car diesel
to offer two-stage sequential turbocharging
when it made its debut in 2007. According
to Nescher, the lessons learned from that
engine are inuencing the next-generation
of BMW diesels. Weve learned that its
very helpful to downsize the engine to
reduce fuel consumption, and that its
important to have the right control strategy
so that the driver feels no lag or dip in the
torque curve during the switch between
the two turbos, he says. Hardware and
software are equally important you need
a robust base engine, good turbochargers,
and a perfect control system.
Were always updating our engines
as new technologies and materials hit
the market and this includes Twinpower
technology too, which will benet from
next-generation developments. For
example, on the six-cylinder weve now
introduced a variable-nozzle turbine in the
high-pressure turbocharger for the rst time,
which was a big improvement.
With diesels accounting for 71% of all
BMW cars sold in Europe, the work of
Nescher and his colleagues will remain
critical to the company for the foreseeable
future. Its now down to Audi to wrestle back
its 1.8-liter to 2-liter crown.
DIESEL DELIGHT
For the fourth year in a row,
Toyotas urban, three-cylinder
heart has nished rst place
in the Sub 1-liter category and
the compact 993cc unit one
of the lightest engines in the
world shows no signs of
slowing down.
Found in cars made by
no fewer than ve different
brands, the 1-liter unit is an
engine that Toyotas director
of powertrain for Toyota Motor
Europe, Gerald Killman, is
very fond of. This engines
original development target
was to deliver performance
of power and torque with
excellent fuel economy, all at
an affordable price, he says.
These were key development
targets and its not easy to do
that. It takes some thinking
and some technology to
achieve all this with a total
engine weight of 67kg.
As a result, we are very
proud to win this award yet
again. Its a huge recognition
from our engineers who have
worked hard on an engine
that we think is an industry
benchmark. The fuel economy
is outstanding especially
because it has a very strong,
low-friction design. We will
strive to continue to
improve that engine,
which is already
available in so many
different cars.
Launched in 2006,
Killman says there are
no plans to replace the
three-cylinder. The
Toyota approach is to
continuously improve engines.
When we nd the potential to
further lower friction levels,
and when we nd the potential
to improve combustion, or to
reduce the weight, then we
will introduce something new.
This engine is a global engine
thats produced in Japan
and Europe, used in Toyota,
Daihatsu, Peugeot, Citron
and Subaru. And I think its a
real benchmark.
LITTLE WONDER
It might be one of the worlds lightest powertrains, but Toyotas three-
cylinder unit has landed yet another knockout blow in the Sub 1-liter class
VW secures the 1-liter to 1.4-liter category class and then goes
on to scoop the overall International Engine of the Year Award
for the second year in a row with its TSI TwinCharger heart
1 & 2: VWs TSI Twicharger engine, which is applied
to a raft of VW Group vehicles, successfully defended
its overall International Engine of the Year Award
1
2
07
ENGINE AWARDS
Throughout the 12-year history of the
International Engine of the Year Awards, the
Green Engine title has been dominated by
hybrid powertrains. In fact, VWs surprise
victory in this class last year with the 1.4-liter
TSI Twincharger not only marked a rst such
win for a non-hybrid powertrain, it also was the
rst time that a car maker had won the Green
Engine Award aside from Toyota and Honda.
But for 2010, normal service has resumed with
Toyotas 1.8-liter hybrid setup securing top spot,
providing a much-needed boost for Toyota and
hybrid powertrains in general.
We are very happy that the environmental
performance of this engine has been recognized,
said Gerald Killman, director of powertrain for
Toyota Motor Europe. The big advantage of
hybrids is to have environmental performance
coming from two aspects: one is CO
2
to reduce
global warming and the second is air-quality
improvement by having low polluting emissions,
specically NOx, which will be the big issue in
the coming years. Our third-generation Prius
powertrain realizes both these advantages.
Toyota has now picked
up the Green Engine Award
eight times and Killman
considers that the feat reects
the companys hybrid-drive
development. The move forward from our rst-
generation system to our second-generation
system had, technologically, the main key
feature of introducing the boost converter,
which essentially used a 200V battery, but
the system could run up to 500V, he says.
Now, with the third generation, we have boost
voltage technology that goes up to 600V and
uses a high-speed electric motor that has lower
losses, higher efciency, and is 33% smaller.
In fact, size becomes a key issue because
packaging with our third-generation technology
is also very important. The whole power control
unit which includes the inverter, the converter
to 12V, and other such components has been
reduced to the size of a normal 12V battery.
This amounts to a size reduction of between
20-30%. Looking forward, I think it will be
possible to make the unit smaller still, but we
have now introduced a specic
technology direct cooling that
cools the switching components.
These components are not cooled via the
heat synch anymore but instead directly by
an aluminum plate via the coolant liquid. This
allows for higher dynamics but reduces size
and cost. Finally, cost reduction was signicant
as well. From rst to second-generation we
reduced hybrid-component cost by 70%, and
now from second to third weve reduced it by a
further 40%. These are big steps.
Its clear to see why Killman and his team
are more than proud of the third-generation
hybrid system that now not only powers the
Prius but the new Auris too. The next-step is a
plug-in hybrid project. At the moment we are
at the eet stage with the plug-in hybrid Prius
with 600 vehicles in total, 200 of which are in
Europe. These vehicles will be driven for three
years to gather data on customer behavior.
Early feedback of this trial will be used for
development data, before we go ahead with
mass production of this vehicle in 2012.
SYNERGY SUCCESS
Its a case of back to normality in the Green Engine Award
category as a hybrid powertrain takes top honors yet again
FINAL CURTAIN
Having won one award in 2009, the Mercedes-
AMG 6.2-liter V8, which at present can be
found in a raft of MB AMG vehicles, collected
two gongs this year: rst defending its crown
in the Above 4-liter class and then picking up
top honors in the Performance Engine of the
Year category.
Winning these two awards is
very important for us and
something that we can be
proud of, states Frederick
Eichler, head of engine
development at
Mercedes-AMG. What
Im really happy about is
for this engine being
named Performance Engine because
performance is what were all about.
The plan is for the V8 to be eventually
replaced across the board by an all-new 5.5-
liter twin-turbo engine. The 6.2-liter will
now be used in special AMG cars, reveals
Eichler. In the S AMG, we will use our new
M157 bi-turbo, and its a great engine lots of
power, but weve reduced fuel consumption
by 25%. We also plan to use this bi-turbo in
the E-Class AMG. Its a completely new unit,
but the 6.2-liter V8 is not completely nished:
weve evolved this engine for the SLS the
M159 unit.
Having won two awards, Eichler admits the
new M157 has a tough act to follow. The 6.2-
liter was
used across
many varied
applications.
This engine
allows drivers
to have a
comfortable drive in
an E-Class or drive really
fast on a racetrack in a C-Class. At the same
time, the engine wont get on the drivers
nerves sat in trafc jams.
The next 12 months will tell if the new 5.5-
liter bi-turbo heart will enable AMG to record
back-to-back wins with the Performance
Engine category.
In its nal year as an engine widely used across the Mercedes-AMG range, the 6.2-liter
V8 has signed off with a bang, collecting two International Engine of the Year Awards
1 & 2: The
outgoing 6.2-liter
Mercedes-AMG
heart signed off
with two awards
Toyotas latest
Prius powertrain
has scooped the
Green Engine
Award. Next up is
a plug-in hybrid
derivative
1
2
Using its European R&D know-how, the General is launching
the USAs smallest, mass-produced passenger-car IC engine
Land of giants
WHATS NEW? GM DOWNSIZING
Family ties
The Ecotec 1.4-liter turbo might have started
life in Europe, but this small powertrain is set to
make a big impact on the USA. Initially, it will be
produced at the GM Aspern, Austria, facility until
the US plant in Flint, Michigan, is up and running.
The engines power is estimated at 138bhp, with
peak torque of 200Nm. But dont be fooled into
thinking that GM has simply plucked a downsized
European petrol engine and added it to its US
lineup. No. In fact, much re-development work
has had to take place on what GM openly admits
is, a very important engine.
Power-dense small-displacement engines
with turbocharging and variable valve timing,
such as the Ecotec 1.4-liter turbo, are integral
to our advanced technology strategy, states
Mike Katerberg, assistant chief engineer for
the Ecotec 1.4-liter turbo project. Its truly the
best of both worlds. The proper sizing of the
turbocharger gives us the ability to make the
engine appear small for fuel economy yet deliver
the torque of a much larger engine when needed
for performance. It is also compatible with other
technologies that enable greater fuel economy.
Hollow feel
The block, which is made of gray cast iron with
ve reinforced main bearings, features a hollow-
frame construction, making it about 20% lighter
than a conventional casting. It also incorporates
a gray cast-iron bedplate with four-bolt main
bearings to reduce vibration. Cylinders are
triple-honed for a smoother nish that minimizes
piston friction and optimizes fuel consumption.
The intake port design promotes greater charge
motion of the intake air and a more complete burn
of the air/fuel mixture. Sodium-lled exhaust
valves are designed for the higher combustion
temperatures of the turbo system.
The dual-overhead camshaft head uses oil-
pressure-driven variable cam phasing, and the
intake and exhaust cams can be phased up to 60
on the crankshaft. A vane-type camshaft phaser
with an integrated oil-control valve is used for low
weight and packaging exibility.
Rev happy
The two chain-driven camshafts are also hollow,
and help to lower valvetrain inertia, enabling
the engine to rev higher and more quickly. A
low-mass roller nger-follower system is used
to minimize friction and maintenance. Hydraulic
lash adjusters and the chain drive require no
maintenance for the life of the engine.
An aluminum oil pan is designed as a key
component of the engine, adding stiffness that
helps improve vibration characteristics. Inside
the compact block, the nodular iron crankshaft is
a reinforced, solid-cast unit. Connecting rods are
forged steel, cracked at the big end for perfect t,
08
and the hypereutectic pistons are designed with a
thicker crown and a special ring pack to withstand
boost pressure and heat generated by the turbo
system.
Going with the ow
Ecotec uses a unique variable-ow oiling system,
with a crankshaft-driven oil pump that matches
oil supply to engine load, rather than the linear
operation of a conventional, xed-ow pump. The
variable-ow pump changes its capacity based
on the engines demand for oil. The cartridge oil
lter is unusual, with an upside-down mount built
into the block for easy access. GMs new engine
also uses a heat exchanger incorporated into the
oil lter housing. The design optimizes oil cooling
with minimal pressure loss. During cold start, the
system enables faster heating of the engine oil for
an earlier reduction of internal friction.
Turbocharger sizing was done with Honeywell,
with an emphasis on low-speed torque and throttle
response at peak boost of 1 bar. The design
incorporates the turbine housing into the exhaust
manifold as a single unit. It requires fewer parts
and is lighter than a conventional system, thus
lowering engine temperature, ensuring faster
warm-up, and enabling a close-coupled catalytic
converter that promotes quick light-off.
Armed with a Honeywell
turbo, GMs European 1.4-liter
Ecotec heart is braving it in
the land of V6s and V8s
VITAL STATISTICS
Displacement - 1,364cc
Bore/stroke (mm) - 72.5 x 82.6
Block material - Cast iron
Cylinder head - Cast aluminum
Max engine speed - 6,500pm
Power - 138bhp at 4,900rpm
Torque - 200Nm at 1,850rpm
Compression ratio - 9.5:1
Nearly all of the 1.4-liter
Ecotec engine was modied
to suit North American needs
Five Smart Ways to Replace Metal
Discover more smart solutions at
www.SolvayAdvancedPolymers.com
It takes more than one high-performance plastic to make a
high-performance automobile. Solvay Advanced Polymers gives
you More Plastics with More Performance than any other
company in the world.
EGR Valve Clutch Cylinder ABS Motor
End Cap
Thrust Washers
and Seal Rings
Thermostat
Housing
SEMI-AROMATIC POLYAMIDES
SPIRE
ULTRA POLYMERS
A
i
r
I
n
d
u
c
t
i
o
n
C
o
o
l
i
n
g
&
H
e
a
t
i
n
g
E
l
e
c
t
r
i
c
a
l
&
E
l
e
c
t
r
o
n
i
c
F
u
e
l
&
D
i
e
s
e
l
M
e
c
h
a
n
i
c
a
l
&
S
t
r
u
c
t
u
r
a
l
P
o
w
e
r
t
r
a
i
n
&
D
r
i
v
e
t
r
a
i
n
SEMI-AROMATIC POLYAMIDES
Amodel
PPA
polyphthalamide
High-temperature polyamide that
offers continuous-use to 190C;
replaces metal where heat, humidity
and chemical resistance are major
considerations.
Ixef
PARA
polyarylamide
High-strength polyamide with
smooth surface for aesthetic,
structural applications; excellent fuel
barrier properties and compatible
with ex and bio-diesel fuels.
KetaSpire
PEEK
polyetheretherketone
Outstanding chemical resistance
and mechanical properties to
250C, easy to process, very good
wear resistance, and excellent
fatigue resistance.
AvaSpire
PAEK
polyaryletherketone
AV-700 Series products deliver
comparable performance to PEEK
with up to 30% lower cost.
Torlon
PAI
polyamide-imide
Metal-like performance in repetitive-
use, load-bearing applications to
275C; outstanding wear resistance
in dry and lubricated systems.
Slated for installation in the
2011 Sonata, ETi gets an
exclusive glimpse of Hyundais
new Theta II at the OEMs
proving grounds in South Korea
THETA II
S
e
o
u
l

m
a
t
e
s
10
R
esponding to North Americas growing
engine-downsizing need, Hyundai
has developed an all-new 2-liter Theta
turbocharged gasoline direct-injection (GTDI)
engine that the South Korean car maker says
generates more horsepower than any of its V6
competitors, but with better fuel mileage than
any competitive four-cylinder model.
Quite a claim, so rst the gures: the four-
cylinder unit produces 274bhp at 6,000rpm and
365Nm of torque from 1,800rpm right through to
4,500rpm. When applied to the popular Sonata,
the turbocharged Theta heart delivers 22mpg in
city driving and 34mpg on the highway. Sufce to
say, the new engine also meets Californias very
strict ULEV2 regulations.
Turbos from Korea
The all-aluminum engine is tted with a compact
balance shaft and engine oil pump module to
control vibration levels in the vehicle cabin, up to
the same NVH level as the companys V6
engines. Hyundais Theta engine features a
Korean-sourced twin-scroll turbocharger and an electronic
wastegate actuator system. When combined with the GDI
system, it results in faster response, much greater control and
instantaneous power delivery. The turbocharger is integrated
directly with the exhaust manifold, which is cast from a very
high temperature austenitic steel alloy for safety at 950C.
With a wall dividing cylinders one and four from cylinders
two and three, exhaust pulses do not interfere, and the turbo
response across the twin scrolls is optimized. The intercooler
for the engine is situated directly behind the vehicle grille area,
and the system is tted with an innovative air-guide design to
direct as much air as possible across the intercooler surfaces.
Degrees of freedom
Hyundai VP of R&D, D. H. Moon, told ETi that the new engine is
built around a bore/stroke arrangement of 86 x 86mm, with a
static compression ratio of 9.5:1. The Theta uses variable valve
timing on both intake and exhaust valves, with 45 of freedom
on both sides. Intake valves are 35mm each; exhaust
valves are 29mm each. The engine uses cast-aluminum
pistons notched for valve clearance and is tted with
a stainless-steel insert to accommodate the top
compression ring. The bottom end features sintered
powdered-metal cracked connecting rods and
forged-steel crankshaft. The offset fuel injector,
operating at 150 bar and using two shots per cycle,
uses a six-hole spray pattern against the piston
crown, which has a built-in tumble dam.
WHATS NEW? HYUNDAI GTDI
VITAL STATISTICS
Turbo type Twin scroll

Bore/Stroke 86mm x 86mm
Valves per cylinder 4
Maximum boost 17.4 psi
Compression ratio 9.5:1
Power 274bhp at 6,000rpm
Torque 365Nm at 4,500rpm
Fuel economy 26mpg
on combined
Electric waste
gate actuator
High-pressure direct
injection system
(high pressure injector)
High-pressure pump
Twin scroll turbocharger
with exhaust manifold,
integrated turbine housing
High-pressure
fuel delivery line
11
WHATS NEW? HYUNDAI HYBRID
electric motor and a low-friction oil pump, all of which eliminate
the need for a traditional torque converter.
Frugal eet
According to the EPA, Hyundai has led the US auto industry in
fuel economy for the last two years, and is currently the only
OEM with an average eet fuel economy of more than 30mpg.
Enhancing this stat is that Hyundai says Sonata Hybrid delivers
best-in-class highway fuel economy, while still delivering
about a 40% improvement in city fuel economy compared with
a Sonata equipped with a 2.4-liter Theta II GDI engine.
The systems two propulsion units develop a total output of
209bhp at 6,000rpm and 265Nm of torque, with 205Nm
coming from the standard 2.4-liter GDI engine.
Where the competition uses a power-split system with a
planetary-gear CVT, the Sonata Hybrid gains a key advantage:
competing hybrid models use electric motors that have to
power a planetary gear set. By utilizing a full parallel drive
system, Sonata Hybrid uses the power from the electric motor
to directly control the vehicle, enabling it to be operated at
much higher speeds than the competition in EV-only mode.
The lithium-polymer battery pack is rated at 5.3Ah, 270V, and
1.4kWh, using 72 individual cells at 3.5 volts
per cell. Hyundai says a clever design allows
their powerpack to weigh less than 50kg and
take up less than 55 liters of volume. The
battery cooling system features a multiple-
curve ow duct receiving cooled air from a
compact cooling fan. The Sonata hybrid will
also weigh less than a conventional vehicle,
use electric air conditioning, and feature
regenerative braking.
Hyundais Blue Hybrid
Drive is a full parallel
hybrid technology
VITAL STATISTICS
Engine DOCH CVVT
2.4-liter Theta II
Bore/Stroke 88mm x 97mm
Compression ratio 13.1
Hybrid type Parallel
Motor type Interior-permanent
magnet synchronous
Battery Lithium-polymer
Battery weight 43.5kg
Voltage 270V
Capacity 5.3Ah
T
he Sonata Hybrid will not only be
Hyundais rst hybrid product in the USA
when launched next year, it will also be a
hybrid with a difference, using breakthrough
lithium polymer batteries.
The Hyundai Hybrid Blue Drive is a full parallel
hybrid-drive system, developed after ten years of
R&D. Hyundai says it delivers the same power with
35% less weight, 40% less volume and 12% better
efciency compared with NiMH battery units. In the
Sonata, Hyundai is forecasting 40mpg on the
highway, with 0-60mph of about 9.2 seconds.
Polymer perfection
Project leader, Dr H. S. Lee, says that the lithium
polymer system offers easy assembly, high levels
of serviceability and good isolation of high-voltage
parts. The battery sensing system continuously
monitors voltage, current and temperature, state-
of-charge and power limit, as well as offering built-
in active and passive battery protection. Hyundais
partner in this long-term R&D project is LG Chem,
which has a blossoming subsidiary in the USA
called Compact Power.
Hyundais proprietary full parallel architecture
differs from the power-split technology used by
most companies, thus enabling signicant efciency
advantages at higher speeds. Hyundais novel
idea is the rst such system using lithium polymer
battery technology, effectively leapfrogging the
current competitive NiMH and lithium-ion
applications. This engineering setup is unique in
its use of the companys six-speed transmission
tted with a clutch instead of a torque converter,
modied with a hybrid starter-generator, an
While one part of Hyundais
powertrain operations is
addressing North Americas
downsizing needs, another
department focuses on hybrids
12
Forget downsizing,
Mercedes engineers
are putting the nishing
touches to not one but
two large displacement units
V6 and V8
With many manufacturers keen to concentrate
much of their engine engineering efforts on small-
capacity blocks for small vehicles, it is refreshing
to hear that Mercedes is not entirely toeing the
party line. Yes, they may be smaller than the
motors they replace, but the demand from China
and North America is such, says the German
manufacturer, that the development of new, more
powerful, yet cleaner V6 and V8 powerplants was
never in doubt.
dynamics, means consistent timing and lower
noise and friction levels within the block. A fourth
chain has been included in the engine, which
drives an all-new variable vane-type oil pump.
The pump operates with two pressure stages,
depending on engine load. At low engine speeds,
the pump runs at 2 bar and the oil-spray nozzles
that cool the pistons are deactivated. The nozzles
are then switched on when the engine speeds and
pressures rise.
The cylinder head on the new engines has
a two-part water jacket, to allow the optimum
cooling of the combustion chamber. The bespoke
design of the water mantle also allows specic
increases in ow speeds and heat dissipation at
certain points, together with pressure reduction.
One knock-on effect of this setup is a reduction
in power output on the water pump, despite the
increased engine output.
Mercedes conrms that both the engines
will form a key part of the companys hybrid
future. The V8 is likely to replace the S400
Hybrid within two to three years, says Gerhard
Doll, the Mercedes man responsible for engine
development. Already taking the form of a mild
hybrid, both engines offer stop/start capabilities,
operated with a starter-supported direct-start.
When the engine is switched off, a crankshaft
sensor identies the position of the crankshaft and
then, on re-starting, selects the cylinder with the
most suitable piston position for ignition.
Shared experience
The new 4.7-liter twin-turbo V8 (codenamed
M278) will launch in the CL toward the end of the
year, and Stuttgarts latest V6 (codenamed M276)
a 3.5-liter naturally aspirated unit will be
housed rst on the revised CLS, which makes its
rst public appearance at the Paris Motor Show.
The engines will be the rst to experience ZFs
latest 7G-Tronic gearbox, but thats just the tip of
the iceberg when it comes to technological debuts
on the engines themselves. Brand new piezo-
electric injectors from Bosch, engineered to allow
ve injections per intake stroke for the optimum
mixture formation, are a key feature of the
German suppliers third-generation technology,
which boasts a system pressure of 200 bar.
Response time is 0.1m/s, bringing efciency
and economy benets. Mercedes engineers
have developed two bespoke operating modes
homogeneous stratied combustion (HOS) and
homogeneous split (HSP).
Bright spark
Another key feature is that the third-generation
direct-injection system features rapid multi-spark
ignition (MSI), which enables up to four sparks
to be discharged in succession, creating a
plasma and larger spatial expansion than
conventional ignition. Such measures,
says Mercedes, help to improve
fuel economy levels by a quarter,
compared with the previous versions
of the ignition.
Tension release
Hydraulic vane-type camshaft
adjusters have been developed for
the intake and exhaust sides in the
V6 and V8 models. They are more
compact, despite offering better
performance and a greater level of
adjustment. Their compactness has
been helped by a two-stage chain drive
on the engine. This main drive controls
two short secondary chains one on each
bank of cylinders via a primary chain and
intermediate gear. All three chains are individually
managed and adjusted via a chain tensioner. The
low tensioning forces, coupled with low chain
Big
V
WHATS NEW? MERCEDES ENGINES
VITAL STATISTICS
Cylinders - V6
Bore - 92.9mm
Stroke - 86mm
Compression ration - 12.2:1
Power - 300bhp
Torque - 370Nm
VITAL STATISTICS
Cylinders - V8
Bore - 92.9mm
Stroke - 86mm
Compression ration - 10.5:1
Power - 430bhp
Torque - 700Nm
Renaults feature-packed new 1.6-liter diesel is the French
car makers latest weapon in its ght against emissions
Petite Pioneer
WHATS NEW? RENAULT DIESEL
All about the diesel
Renault intends to be the leader in offering low-
CO
2
powertrains by 2015. One route to reducing
its carbon footprint is its new line of electric
cars, such as the Fluence and Zoe, but a more
important one in volume terms is increasing the
efciency of its big-selling diesel engines.
The 1.9-liter dCi common-rail motor has been
a Renault mainstay since 1999. Mid-next year it
will start to be replaced, initially in the Mgane
and Scnic, by a brand-new 1.6-liter dCi 130
unit, codenamed R9M. This downsized motor
is packed with technology to enable it to make
128bhp (or 130PS hence the name) and reduce
CO
2
by at least 14% compared with its larger-
capacity predecessor.
Lead the way
Jerome Escullier, Renaults diesel engine
supervisor for R9M, says that the units high
power output made it difcult to benchmark a
particular competitor in the market. Other 1.6-
liter engines, such as the VW one, have much
less power than ours. Other 130PS engines are
closer to 1.9-liters in capacity, so much worse for
fuel economy. Probably in a year or two there
will be direct competitors that we can benchmark
against, but when this comes to the market next
year, it will be the rst 130PS, 1.6-liter diesel.
Escullier adds that lower-powered variants
will likely follow in time to t different tax bands,
but 128bhp/130PS is probably as high as the unit
will go. This engine has been designed to reach
130PS precisely. We managed to make each
component t precisely to this output in order not
to have too much weight or friction, so its really
optimized to that power level. Any higher-power
version would need quite a few modications.
R9M features a new, four-valve cylinder head;
1,600 bar Bosch common-rail injection system
with triple post-injection; a single, variable-
geometry turbocharger for good low-end torque;
and a start/stop system. The calculation and
strategy for the latter was written in-house by
Renault and the starter itself is from Valeo.
EGR innovation
A particular highlight is the low-pressure EGR.
Air for the system is not drawn until after
pre-treatment by the catalyst and particulate
lter; it then passes through a supplementary
cooler and the main intercooler to improve the
combustion conditions. In order to make it work
well, you need to have very close coupling of the
aftertreatment (catalyst and particulate lter) and
the turbo, says Escullier. That gives a short EGR
path and helps avoid driveability problems.
I believe we will see a lot of these systems on
the market in the years to come but we are proud
to have managed the SOP of this engine in order
to t it with this innovative item.
There were a lot of durability items to be
checked. When you put gas that has already been
burnt through the compressor and intercooler,
theres a lot of work to be done on the materials
themselves, and this is why we have to clean the
air through the catalyst and lter. Its a 3% fuel
economy benet compared with a traditional
EGR, so its huge, but when you look at the
parts involved theres not much cost to the end
customer.
Super swirl
Other features include a variable swirl system that
operates via a swirl valve in the intake manifold;
a variable-displacement oil pump; and a thermal
management system that ensures no coolant
is circulated during warm-up in order to reduce
friction, which saves another 1% of CO
2
.
Following the introduction of the dCi 130 next
year, the next step for Renault will be to replace
the existing 1.5-liter dCi with another smaller
engine. The exact displacement has yet to be
revealed, but Escullier conrms that all the big
fuel economy and emission-reducing items that
weve put into this [1.6] engine will be applied
to the new engine, too. The smart money is on a
1.3-liter sized engine. Watch this space.
14
1
EXHAUST GAS
RECIRCULATION
THROUGH
COLD LOOP
1. Supercharging cooler 2. Engine
3. Exhaust gas 4. Compressor
5. Valve 6. Particle lter
7. Air inow 8. EGR cooler
9. Exhaust ap
10. Exhaust
2
3
4
8
5
6
7
High pressure
EGR circuit
9
10
Stanyl
Proven friction and CO

2
reduction
New circumstances often demand new and innovative solutions.
But sometimes - when a new wind is blowing - its better to rely
on a proven classic. In the case of the latest EU penalty strategy
on CO2 emissions for the automotive industry, the DSM
Knowledge Team recommends a unique solution with a proven
track record in timing chain drive systems: the Stanyl
Timing Chain Tensioner. Stanyl has been used successfully in this
application in the Automotive Industry for almost 20 years
because of its excellent wear performance. But now we are realizing
additional reasons to use it.
Compared to PA66 the Stanyl PA46 Timing Chain Tensioner leads
to considerable friction reduction in the camshaft drive system.
The result is a reduction in CO2 emission up to 2 g/km and leads
to considerable cost reduction. A very smart investment: 1
additional costs means up to 200 CO2 penalty savings per car!
In addition, the Stanyl Timing Chain Tensioner has the best long
term wear resistance and the highest safety and durability factor,
proven in many cases today. A solution without any risk.
All this makes the Stanyl Timing Chain Tensioner part of our wide
range of unique Living Solutions, a unique line of proven
innovations for generations to come. For more information please
visit us at K2010, Hall 6 - B11 or send an e-mail:
Info_europe.DEP@dsm.com
Stanyl
PA46 Timing Chain Tensioner. An Eco+ solution without any risk

Stanyl
is a registered trademark of Royal DSM N.V.

ENGINES ON TEST
In creating the 320d EfcientDynamics sedan, BMW engineers have
developed the companys cleanest and most efcient ever model. The
gures speak for themselves: CO
2
emissions of 109g/km and a com-
bined fuel economy of 68.9mpg. A eet managers dream come true.
GOOD VIBRATIONS
And the engine wizards in Bavaria have been clever in making this
frugal dream come true. The EfcientDynamics sedan is powered
by a 2-liter engine that has a single turbo (sourced from Mitsubishi
Heavy Industries) and features an all-aluminum crankcase and
third-generation common-rail injection with piezo injectors. But
theres a price to pay for such efciency: the biggest challenge was to
minimize engine noise. So, BMWs cleanest model to date deploys
centrifugal pendulum absorbers within the two mass ywheels to
compensate for the rotational lack of balance at lower speeds, thus
smoothing out vibrations throughout the drivetrain. The engine
itself took 30 months to develop. Other features that make the 320d
EfcientDynamics so eco-friendly include a longer nal-drive ratio
and a gearshift indicator; a stop/start function; brake-energy
regeneration; and specially designed aerodynamic wheels from
Michelin, signaling a turnaround in BMWs runat tire policy.
While BMW has been bringing to market their most eco-friendly
product to date, Citroen has nally got its hands on the new, top-end
V6 diesel thats been co-developed with Ford, Jaguar and Land Rover.
PARTY POLITICS
This powertrain is good very good in fact, but rst a little bit on
the background. When this happy JV rst came about, PSA insisted
on a 2.5-liter diesel being developed; Jaguar/Land Rover wished
for a mightier 3-liter to compete against German contenders. In the
end, Ford had to play peacekeeper and so the parties agreed to a
2.7-liter heart being brought to market. Now, ve years on, Fords ex-
premium brand gets its way with a 3-liter V6 that PSA also has access
too. Against this backdrop, the partners have brought to market an
excellent powertrain that sits well in PSA cars (and probably even
better in Jaguar/Land Rover applications). Two Honeywell-Garrett
turbos work sequentially to deliver ample torque. We managed
36mpg on combined, just 2.2mpg shy of ofcial gures. CO
2
is rated
at 195g/km. Pretty much every part on the 3-liter is either new
such as pistons and crankcase or has been modied and carried
from its 2 .7-liter stablemate. A Boschs common rail fuel-injection
system delivers up to ve injections on each cycle at 2,000 bar.
1938
BMW engineers start
work on variable camshaft
management and the car
maker takes out the rst
patent for this technology
1968
BMW sets the standards in
six-cylinder engine design.
Fitted at an angle of 30, the
units came with a camshaft
running in no less than seven
earrings and incorporating
twelve counterweights for
vibration-free smoothness,
which was further enhanced
by the overhead cam
1972
BMW unveils an electric car
for the Olympics in Munich
1983
BMW management takes
the decision to enter the
diesel market a historic
moment for the German car
maker. In June, the 524td
is introduced using all-new
tubocharger technology and
a large, ow cross-section on
the intake and outlet valves.
The 2.4-liter unit produced
115bhp and was good for
39.8mpg
1991
BMW returns to the electric
vehicle concept, taking the
covers off E1 tech demo
1992
In an industry-rst, BMW
engineers develop innitely
variable valve management,
codenamed VANOS.
Debuting in the M3, the
technology quickly gains
international acclaim
2001
VANOS evolves into
Valvetronic. More praise for
BMW engineers as the 316ti
comes to market with more
power but a 12% reduction
level in fuel consumption
2008
BMW formally
embarks upon project
EfcientDynamics
Long road to e ciency
BMW 320d EfficientDynamics N47 Citroen C5 3.0 HDI V6 AJ-V6D Gen III
Cylinders: Four Cubic capacity: 1,995cc
Bore/stroke (mm): 90.0 x 84 Compression ratio: 16.5
Power output: 163bhp Torque output: 380Nm
16
Delightful diesels
Cylinders: V6 Cubic capacity: 2,993cc
Bore/stroke (mm): 84 x 90 Compression ratio: 16.1
Power output: 240bhp Torque output: 450Nm
18
What career did you want when you were
growing up, and what was your rst job?
When I was 14 years old, I would have liked to
have been a journalist. However, I started to like
mechanics and in particular engines. I joined
Fiat Group in 1987 after getting my degree in
Mechanical Engineering at the University of Pisa
and after completing my military service.
When did you rst start playing around
with powertrains?
It all started when I joined Fiat Group. From
the beginning I was part of the powertrain
development department, and so this was my
rst experience with powertrains. I specically
asked to be placed within the powertrain
department, and Fiat gave me the opportunity
to do the work that I have enjoyed.
What are the best and worst elements
of your job?
The worst aspect of my job is the limited time
available for my personal hobbies, such as
tennis and traveling. The best aspect is the
awareness of working on something that will
play a role in the lives of so many people. I love
to discuss with colleagues and friends how to
make powertrains more suitable to the current
and future needs of people around the world.
What car do you currently drive?
Alfa Brera with a 2.4-liter 20v 210Hp JTD engine.
Emissions legislation aside, what would be
your ideal engine design specication?
New denition in order to improve the usual
trade-off between performance, fuel
consumption, NVH and driveability will be the
challenge for IC engines running on gasoline
and diesel in the short to medium term. This
comes on top of emission compliance that is
becoming more demanding. Although IC
engines are a mature technology, in my opinion,
there is still great room for even further
improvements to be realized.
Which engine specication would you choose
for todays eco-conscious world and why?
For gasoline engines, in my opinion, the future
is strictly linked to the downsizing concept, thus
reducing engine displacement, emissions
output and fuel consumption, while keeping
PERSONALITY PROFILE
Job title: vice president,
product engineering
Company: Fiat Powertrain
Technologies
PROFILE: ALDO MARANGONI
19
Millbrook is a leading transport, development and demonstration
facility working at the forefront of the electric and hybrid industry.
With hybrid and electric vehicles becoming increasingly prevalent, Millbrook offers
manufacturers bespoke testing procedures for any vehicle, backed up by a
comprehensive portfolio of laboratories and iconic test tracks.
Millbrooks experts can offer type approval facilities, research, development and world-
leading test procedures to manufacturers working towards a more sustainable future.
So if youre serious about sustainability, why not give us a call today?
World-leading facilities
FOR RESEARCH & DEVELOPMENT
For more information:
contact Neil Fulton on +44 (0)1525 408427
neil.fulton@millbrook.co.uk
www.millbrook.co.uk
Although IC engines are a mature technology,
in my opinion there is still great room for even
further improvements to be realized
performance, the fun-to-drive factor and
driveability. Our TwinAir technology is just one
example of this downsizing trend. For diesels,
its clear that the downspeeding concept is the
right answer. Selecting the right displacement
according to the characteristics of the car and
then developing the engine to squeeze the
maximum for low-end torque, emissions
output, and fuel consumption is the trend in
the diesel arena.

What do you think is the best engine that
has ever been produced?
Many different engines have allowed for
signicant contributions to be made when it
comes to the improvement of engines. For me
and for my team it is important to be part of this
contribution and I think that technologies like
diesel common rail and Multiar, as well as
TwinAir, clearly underline our contribution.
Which manufacturers do you have
particular respect for in terms of their
engine development, and why?
On a professional level, I have great respect
and admiration for BMW and VW for their
continuous effort through innovation with
roadmaps that sometimes are overlapping with
our vision of the future.
What is your proudest career achievement?
I rst joined Fiat Group as a designer. After 23
years, to be the head of this organization is a
great honor and gives me a sense of pride.
What personal career goals do you have for
the future?
I would like to strengthen my team and to
measure year-after-year a continuous
improvement in terms of competence, time to
market and motivation. I want my organization
to grow and to become more respected and
recognized as a technical reference for
powertrain development in the global arena.
In your opinion, what will be powering
passenger cars in the year 2025?
I have no doubt that IC engines by 2025 will still
play a key role in powering passengers cars.
What would you like to see the legislators
and manufacturers do in the immediate
future to improve engine efciency?
I think both legislators and manufacturers
should pay attention to the rules to measure
emissions and fuel consumptions, identifying a
driving cycle more representative of the real
driving conditions. I think that the American
regulation and way to manage this delicate
subject represents a potential benchmark and
a good reference point.
PERSONALITY PROFILE
J
o
h
n
s
o
n
This being our disruptive technologies special issue
started me thinking about so-called powertrain
innovations that either never were or indeed shouldnt be.
For example, I drove a Mitsubishi ASX with idle-stop/start
into the ofce this morning, and couldnt help but notice that
its diesel engine only had the chance to save fuel for no more
than a combined total of 15 seconds of my 45-minute drive.
So how much fuel did the system save during that tiny 15
second interval, I wonder? Enough to justify the
technologys development cost? Of course not. In truth,
idle-stop/start that I well remember scofng at in our
launch issue back in November 1997 has only been
created to get cars through ill-considered legislative
emission tests in which an idle-stop/start system can do its
thing. Indeed, in my experience, many
folk sit in trafc with the clutch
depressed, so the system will rarely,
if ever, be activated! And I wont even
begin to get into whether the systems
are any good or not; sufce to say
that if a car has a switchable stop/
start, Ill always turn it off as I loathe
the re-start delay!
Another ill-conceived technology
has to be the gasoline-parallel-hybrid.
I recall awaiting my rst drive in a Prius
in 1998 only to be disappointed to
achieve less than 45mpg. Twelve years on, the fact remains
that a gasoline-fuelled engine mated with an electric motor
does not save enough fuel to justify its existence (a long run
in the Toyota Auris, proved that fact). A simple diesel does
the job much more convincingly,
and all this with none of the high
R&D and manufacturing costs.
No, Toyota got lucky with its
hybrid technology when
the world went crazy
about reducing CO
2

emissions: all of a
sudden the Prius et
In the late 1990s, GM said that this ba ery-
powered car was a viable alternative to an
IC-engined vehicle? Where are you now EV1?
al could be justied. However, as soon as someone in
authority somewhere realizes that CO
2
doesnt hurt anyone,
the gasoline-parallel-hybrid will die a long-overdue death.
(Youll note that I only reference gasoline-parallel-hybrids. I
cant wait until PSA Peugeot Citron gets its diesel-hybrid
unit live so I can try it, because it might just make sense!)
And what of EVs? I cant help but think the industry has
been there and done that at least half a dozen times. Fuel
cells seem to have disappeared on
the basis that the industry has
realized that a) the hydrogen
refueling infrastructure is required
worldwide, and b) they are incredibly
inefcient (although I note that
Honda is still going it alone give up,
my friends!), while battery EVs are
experiencing a come back, but
surely no one has forgotten that GM
had its ngers burnt in the 1990s with
the quite silly EV1. I say silly as it had
a limited range, poor practicality and
it took too long to charge sound familiar in 2010?
There is perhaps some hope out there that common
sense may still exist in the R&D labs in that GM is going all
out to prove that its battery-powered, gasoline-range-
extended car, the Volt or Ampera, can provide a sensible
touring distance (by which I mean at least 200 miles
because anything else is simply pointless have you looked
at a map of the USA of late?) If it can create the range, the
performance and keep development and manufacturing
costs under control, we may yet have a viable disruptive
technology. Then again, it seems to be a whole lot of
trouble to recreate what already exists, i.e. an efcient
reliable form of individual propulsion called the IC engine!
20
OPINION
Surely no one has
forgotten that GM
had its fingers burnt
in the 1990s with
the quite silly EV1
9
3
8

0
2
1
Versatile, Environmentally-friendly and Powerful
The MultiAir idea is impressive. The system comprises
an electrohydraulic coupling between the camshaft and
intake valves, which enables fully-variable valve control
per cylinder and according to requirements. This increases
power and torque; decreases fuel consumption and CO
emissions by up to 25 percent, and provides greater
driving pleasure.
UniAir is at the center of this innovation. It is the worlds
first fully-variable electrohydraulic valve control system
and can be used in both gasoline and diesel engines.
Together, FIAT and SCHAEFFLER thus provide an ingenious
solution to increasingly stringent regulations regarding
emissions and fuel consumption.
Creative solutions for tomorrows vehicles.
Let us find new ideas together.
Schaeffler Technologies GmbH & Co. KG www.ina.com
938021_UniAir_215x275_US.indd 1 18.08.2010 16:00:13 Uhr
D
a
v
i
s
Theres BMWs rollicking fun TwinPower Turbo line-up
of motors and Volkswagens Twincharger TSI smaller
partygoer, both annually winning all sorts of International
Engine of the Year Awards from the worldwide jury
assembled by this very publication.
Now Fiat gives us its take on the meaning of twin, namely
the hyper-efcient 875cc two-cylinder TwinAir motor rst
shown as a cutaway prototype under the hood of the
Panda Aria concept in 2007. You could tell me thats just
some tiny tot engine, but Id just reply that they lopped two
similar 80.5mm x 86mm cylinders off a 1.8-liter four-cylinder
prototytpe. Cant get much more mainstream dimensions in
the small-car engine world than that, chum.
So, are we heading back in time to the dawn of the Fiat
Topolino and Nuova 500 (a move
destined to allow Dante Giacosa to
nally stop turning in his grave?) Will
DKW come roaring back (sans blue
smoke or two-stroke) to dominate the
European market as it did for a few
years after World War II?
How far off, then, is a single-cylinder
popcorn popper la Benz of the 19
th

century? They would certainly tear
down the costs of development
between the single-cylinder
test-bench dummies
and the four-cylinder engines they are
meant to inspire, no? In fact, I could
see mono-cylinder city cars by 2020.
Fiat Powertrain Technologies is
openly facing the fact that to make an
immediate reduction anymore in
Otto engine emissions, the likes of
which can put the fright back in the
ght with the Germans, French and
Japanese, you need to just plainly go
and chop off cylinders.
How efcient and grams-of-CO
2
-
squeezing can a four-cylinder gas
Fiat 500 is one of Europes first modern sma
cars to feature a bespoke twin cylinder engine
OPINION
22
or diesel engine get before youve got the bore and stroke
down to ridiculous needle-like dimensions anyway? I am
getting fatigued by the hoopla every time one or another
manufacturer nds a way to beat the other guys by one
damned gram in the granny-putters-to-market cycle.
And driving the 85bhp Fiat 500 TwinAir painted a
heavily saturated sky blue, since it alone shall save the fetid
Italian urban skies, right? is a solid four-cylinder-like
experience, aided by a vigorously
overworked balance shaft. No
particular rattles or noise. To get those
miraculous numbers, though, I need to
always remember to suck the lively life
out of the powertrain and press the
Eco button on the dashboard.
If I do this and never drive over the
posted two-lane speed limits, then, I,
too, can realize the publicized 92g/km
of CO
2
and 58.8mpg. What Im getting
at is that those numbers will never be
realized by anyone on public roads,
but thats another discourse for another time.
We are shamelessly going back in time and the slow
weaning off the hot rod culture behind sports car-driven
company images is gaining speed. Therell just be a lot less
pollution per car now and many more smaller cars will be
able to t on Italian sidewalks than before, making it even
harder for zero-emission (depending on the diet)
pedestrians to make any headway.
And when will we see the Germans, Japanese and
French launch two-cylinders? 2012 at the latest, guaranteed.
And, more than likely, once again the fact that the Italians
were the rst to implement and sell it will be forgotten by all.
A little bit of history repeating itself. Ironic, that.
How far off, then,
is a single-cylinder
popcorn popper
la Benz of the
19
th
century?
www.engine-expo.com
17, 18, 19 Muy 2O11
Messe Slullgurl, Slullgurl, Germuny
In
clu
d
in
g
th
e
For more information contact Tim Sandford on +44 (0)1306 743744
or email tim.sandford@ukintpress.com | www.engine-expo.com
Furope`s mosl imporlonl dedicoled lrode foir for powerlroin design,
produclion, componenls ond lechnology!
B
O
O
K

N
O
W
F
O
R

2
0
1
1
!
w
w
w
.e
n
g
in
e
-e
x
p
o
.c
o
m
Furope`s nosl inporlonl dedicoled lrode foir for powerlroin design, produclion, conponenls ond lechnology!
www.engine-expo.con
17, 18, 19 Muy 2O11
www.engine-expo.com
17, 18, 19 Muy 2O11
In
clu
d
in
g
th
e
Furope`s mosl imporlonl dedicoled lrode foir for powerlroin design,
produclion, componenls ond lechnology!
Furope`s nosl inporlonl dedicoled lrode foir for powerlroin design, produclion, conponenls ond lechnology!
THE INTERNATIONAL
ENGINE OF THE YEAR
AWARDS 2011
Taking place on the second day of Engine Expo, the highly acclaimed
International Engine of the Year Awards have become some of the most
sought-after accolades in the industry, with the winners often using the
logo as a centrepiece of their television and advertising campaigns. The
ceremony attracts the most senior engine designers, executives and
journalists from all over the world, and takes place in an open-seated
area within the exhibition halls.
Lab of the
Gods
Advances in simulation packages, engine dynos and data
acquisition have not gone unnoticed in the automotive world. But
will such improvements allow engineers to soon be capable of
developing new powertrains purely in the lab environment?
WORDS: JOHN CHALLEN
26
LAB TECH
A non-fueled hybrid spin cell
taking place at GMs in-house
powertrain facilities
T
he need to cut costs, time and the manpower
dedicated to an engine test program is
an ever-present pre-requisite. Powertrain
engineers have been able to take advantage of
ever sophisticated simulation and modeling
tools, but in recent years there have been stumbling
blocks that threaten to slow things down and increase
costs, particularly with the need to bring to market
alternative powertrains. Not dealing with solely tried and
tested components such as injector systems and intake
ports simply means more work, new parts and a whole set
of different problems.
These constant challenges are things that the head
of engine development at Porsche AG, Dr Hans-Jakob
Neusser, has had to deal with in recent times.
Customer demands on a vehicle have increased, he
states. Years ago, the main issues were power, torque and
fuel consumption, but now we have to consider the
engines sound, suitability for daily use and durability.
The more complex a system is, the more work you need
to do on virtual prototyping and component test bench
work. With electric vehicles, the work wont be doubled,
but it does require a different kind of work thats within
the system interaction.
According to Neusser, the Porsche approach takes every
powertrain in isolation, but adopts the same structure for
development. First is design work, and simultaneously
we do virtual analysis of everything from the components
up to total vehicles. Aerodynamics are also done by
simulation of virtual prototypes.
Bench testing follows after the rst parts are processed,
using rapid prototyping. It is here that Neussers team
checks for durability and operational behavior in
the lab. Only when they have conrmation of these
aspects does the development project move to
optimization of the system and integration into
prototype and pre-production vehicles.
27
LAB TECH
As the dynamic driving behavior of a
hybrid powertrain is completely different
from a conventional engine, many elements of
the test program have to be altered, explains
Neusser, who has been working with hybrids
for a decade. The quality of the conventional
adjustment and calibration work can be
inuenced by the electrical parts. This work
can be done through virtual prototyping,
transferring it to bench testing, and then
nally validating it in the nal vehicle. For
alternative powertrain work, I would say
there is a 50/50 split between lab and total
vehicle work, but I see it moving further toward the test rig.
For comparison with a conventional powertrain test
program, Neusser claries that for the companys latest
V8s, the mechanical test program was 80% conducted in
the lab, with thermodynamic and application work closer
to a 50/50 split.
Race to the nish
The rise of computer power is also something that Mazdas
program manager in the powertrain development division,
Yasuhiro Harada, is keen to discuss. In the future, it
seems likely that most of the development process will
rely on simulation, he predicts. Actual engines will only
be used to verify the results of computer simulations and
to help improve the accuracy of the theoretical models.
Famed for its quick development times sometimes as
short as 12 months for a mid-cycle facelift model it
seems that the same rate of development could be at work
in Hiroshimas powertrain test facilities, aided by some
advanced lab-based technologies. Our latest bench
testing process involves a dynamometer that
can simulate everything from different road surfaces
to the forces from the transmission and other vehicle
components, explains the Mazda man. This dyno
enables us to test the full range of driving styles and road
conditions, just as if we were actually out driving in the
eld. We can also set weather and atmospheric conditions
as desired. For example, we can recreate the low air
pressure of a high mountain range, or the
heat of a desert.
When developing an all-new engine, we
use computer simulation exhaustively from
the conceptual phase in order to design the
basic structure. Even when the development
process enters the detailed design phase,
various aspects including performance,
reliability and NVH are simulated with a
computer, on the screen.
Harada says that currently, more than half
the specications of an engine are determined
through computer simulations, but stresses
that this theoretical modeling is not intended
to be a replacement for real-world testing.
It is generally accepted that testing
methods will become more and more
computer based. But as well as this, I expect
that the most notable change in this area will
be a shift toward a qualitative improvement
of development and testing methods. For
example, there is currently a very big
emphasis on taking real-world testing and
then recreating them theoretically.
28
I would say
there is a 50/50
split between lab
and total vehicle
work, but I see
it moving further
toward the test rig
Porsche has spent much time
ne-tuning the electrical
ywheel energy reservoir
of the 911 GT3 R Hybrid
Dr Hans-Jakob Neusser, head of
engine development, Porsche AG
LAB TECH
Half of the thermodynamic and
application development work
on Porsches new V8s was
conducted in the lab
RACE READY SIMULATION
emissions, explains Pierrick Cornet, manager for the
powertrain tuning department.
We try every day to move from tracks to chassis dyno,
and from testing to simulation, he continues. We use
off-line engine tuning with one car on which we can
evaluate standard conditions such as speed and altitude,
and all the tests are made on the chassis dyno. We then
have some specic models for the database, which should
be on the real-life drivers. This is where we can check to
see if our tuning is going to plan.
One of the major capabilities at Lardy is the ability to
simulate the load with the transmission, vehicle and road
data, and then feed the test bench with such information.
This setup allows us to simulate the drive cycles for
homologation as well as simulating weather conditions
from -10C to 30C, states Cornet.
From testing to simulation, specically for our engine
management software, we use HIL validation. The
software in engine ECUs work in real-time conditions
with simulation and are connected to models and real
parts such as the injectors. From the ECU we can make
thousands of simulation changes.
In reality, there doesnt seem to be a straightforward
yes or no answer as to whether the future of engine
development lies solely in the lab, but most agree that it
will be validation work, not development work, that is
done outside the lab. By 2020, we plan to carry out the
majority of our engine development through computer
simulation models, conrms Mazdas Harada. We will
still use actual vehicles and engines for development, but
it will be limited to verication.
Renaults Cornet, meanwhile, is a little more certain:
I think it will be possible but it will depend on if it is a
grandmother engine (rst in a new family), or a child
(derivative) engine. For a brand new engine we need
collaboration between the simulation and reality and then
it is easy to simulate.
Its an issue that divides powertrain engineers. Across
the water from Cornet in France is Daniel Kok, a Ford
powertrain engineer based at the Dunton Technical
Centre in the UK. Kok has a different stance. Once
correlated to good customer usage, rig testing can, to a
large extent, be used for design verication at powertrain
system and engine subsystem level, he says, adding that
formal verication tools can help with robust sign-off of
It would seem that an idea of a
lab-only development of a race-car
engine poses as many problems
as one for the road. However,
in developing the V12 for the
Superleague race series, which
kicked off in 2008, MCT relied more
on computer power than any other
project it has undertaken.
Things we would normally
do, such as optimizing the intake
systems before you started pouring
metal on the ow rigs, we just didnt
do, explains Dave Bedborough,
MCTs technical director. And we
didnt run a single-cylinder engine
to see if that would produce what we
thought it would all that work was
based on electronic data.
Bedborough says the brief MCT
was given for the engine was just
that brief. The engine had to have
750bhp, and needed to be no longer
than 700mm, he reveals.
They gave us the chassis it had
to t in, which compromised the
auxiliary layouts on the side of the
engine, and I set about generating
the relevant numbers of power
output, bore and stroke, all of which
we then put through our 1D code.
When it was all put together
in the computer design package
UniGraphics was the main weapon
of choice Bedborough says he was
more than happy with the outcome.
We tried to have one person in
command and other people working
in specic project areas, responsible
for bottom end, heads, intake
system, and CAD-wise it came
together very nicely.
Caption caption caption
Yasuhiro Harada , program manager,
powertrain development division, Mazda
But Harada stresses that caution must be
applied when relying on computing power: It
[the industry] is trying to make technological
advancements by simply replicating actual
tests using computer models. Computer
models have a more important role. We use
them to try out new ideas, create new designs
and optimize existing ones.
French connections
Renault has made recent investment in a
high-tech powertrain facility in Lardy, just
outside Paris, as the French manufacturer
concentrates more on engine testing and
development in the lab. The new complex
features state-of-the-art engine and chassis
dynos, altitude and climatic chambers as well
as very sophisticated HIL capabilities.
The aim for us is to stay as long as possible
in the lab, because it means reduced planning
and reduced research and development costs.
We can also be able to offer more proposals
for our customers in terms of reducing
29
In the future, it
seems likely that
most of the
development
process will rely
on simulation
Renaults powertrain facility in Lardy
can simulate many different conditions
LAB TECH
powertrain control software. But with new feature
contents, such as stop/start or hybrid electric powertrains,
we see a steady increase in the use complexity that a
vehicle is subjected to. For this reason the nal product
validation will continue to rely on testing the engine in a
real world environment.
But Fords US rival, General Motors, has a much
different outlook. Fabio Mallamo, engineering group
manager for diesel engines at GM Powertrain, states a
clear yes in answer to the question, for oil-burners, at
least! All the steps involved in the development process,
from establishing targets, through denition of the
system, to system calibration, can be effectively executed
using software tools, he believes.
The nal result is a software package capable of
driving all development activities. The software for the
analysis of the combustion process and of the engine
performance are, in fact, integrated with tools for the
STAR PEOPLE
Adding complexity to engine development programs is
the need for car makers to create alternative systems,
such as hybrid and electric powertrains. CD-adapco is
developing an advanced battery simulation module that
will be available within its simulation tool, STAR-CCM+,
and Steve Hartridge, CD-adapco director for electric
and hybrid vehicles, says such a function will provide
engineers with a toolkit to quantify and improve battery
module designs for electric and hybrid vehicles.
Created in partnership between CD-adapco and
Battery Design, the tool brings together over 40 years
of ow, thermal and battery simulation experience
into one package. All of the uid ow and heat transfer
capabilities available in STAR-CCM+ such as multiple
uid/solid domains, conjugate heat transfer, multiphase
ow and radiation, are coupled to the full range of cell
models developed by Battery Design. Engineers have
full control over the delity of the battery model and also
the choice of representative electrochemistry model
that characterizes its behavior. The battery
characterization is then completed as part of the
workow and passed seamlessly into the 3D
environment of STAR-CCM+.
virtual calibration of the system and with
tools that can predict all the relevant engine
outputs as a function of the system architecture
and technology contents.
Mallamo described the products used
within General Motors Powertrain as smart
tools. They are easy-to-use, quick faster
than real time, in most cases, accurate and
reliable, even with limited input data, he
reveals. Such a comprehensive software
package also allows for the performance
of system robustness analyses and risk
assessments at different steps of the
development process. For instance, it is
possible to evaluate directly from the desk
and already in the very early stages of the
development process the probability that
a vehicle drawn from the production line
will pass the relevant legislative tests,
leading therefore to a correct denition of
the technical engineering targets and
margins with respect to the legal emission
limits to be considered during development
activity of the engine.
Two GM engineers review
data for a 1.4-liter engine
and electric motor in
the powertrain test cell
BACK ON TRACK
Millbrook is in a rare position of being an
independent proving ground that has ever-
increasing laboratory space. Andy Eastlake
heads up those labs for Millbrook, and maintains
that the real-world will always play a vital role.
You can go further with development in the lab
with chassis and engine dynos, but we think of
the labs extending onto tracks, he states.
I recently had a team driving around the
USA, getting in-eld drivability, altitude and
on-road data, because you cant nish that job
in the lab.
Eastlake believes there is still a need to feel
how a vehicle drives, which, he points out, is
difcult to re-create in a laboratory. But the
Millbrook man admits there is arguably more
pressure for results when you leave the connes
of the engine test lab.
If you take a vehicle out on the road, you
have to get more and more information from the
test, and the same is true for the lab, he says.
Many of manufacturers use the real world for
engine validation rather than strict development,
but Porsches Neusser admits that the Stuttgart-
based car maker still has quite a reliance outside
the lab. We nd that external testing helps
with early summer and winter tests, explains
Neusser. These give us early indications of the
performance of the cars ECU, and good results
of heat treatment, cold starts and performance
in extreme cold temperatures.
Such a comprehensive
software package also allows
for the performance of system
robustness analyses
30
Fabio Mallamo, engineering group manager
for diesel engines, GM Powertrain
LAB TECH
www.melling.com
F L U I D S Y S T E M S P E C I A L I S T S
Oil Pumps Water Pumps
Electric/Mechanical
Tubes-Coolant-Air-Fuel Bi-Fuel Valves Aluminum Castings Polymer Water Intakes
E
x
h
i
b
i
t
i
n
g

a
t

I
Z
B

2
0
1
0

W
o
lf
s
b
u
r
g

A
G
,

H
a
ll
1

M
e
s
s
e
b
a
u
,

S
t
a
n
d

N
o
.

3
5
3
www.dspace.com
Desktop Test Drives with dSPACE Simulation Models
How can you test new control software long before your vehicle is even ready?
With Automotive Simulation Models (ASM) by dSPACE, the virtual vehicle software that simulates vehicle behavior and components.
Sit down, start the engine, and off you go on a virtual test drive. At your desk. The advantages are clear: Quick and convenient testing
and many savings compared to test beds or prototype cars.
When will you take a seat and start test-driving?
ECU Calibration HIL Testing Rapid Prototyping ECU Autocoding System Architecture
Engine-Technology-Magazine-September_ASM-Anzeige_183x115mm_01_100917_E.indd 1 17.09.2010 11:46:30
32
COVER STORY
B
r
e
a
k
i
n
g

t
h
e

m
o
l
d
ET
i travels th
e w
o
rld
to
brin
g yo
u
to
m
o
rro
w
s breakth
ro
u
gh
po
w
ertrain
tech
n
o
lo
gies
WORDS: DAN GILKES
33
T
here might be less budget in the research and development
pot these days, but the powertrain world is bursting with
innovative and breakthrough technologies that inventors
claim will do the unthinkable: drastically reduce emissions,
boost fuel consumption levels and improve the power
performance of a vehicle.
But despite promising so much and in some cases these so-called
advantages are close to being realized in real-world testing these
concepts and breakthrough ideas remain some way off from achieving
mass-market penetration. Termed by automotive analysts as disruptive
technologies essentially innovations that improve a product, service
or industry in a manner that the market does not expect ETis
leading team of technical writers travel the world to discover the very
nest breakthrough powertrain ideas that the industry should
sit up and take note of.
COVER STORY
Established only two years ago, EcoMotors is fast creating
a name for itself in North America. This Michigan-based
research and development company is on a mission to
bring to market high-efciency engines that have a design
incorporating opposed pistons and opposed cylinders. It
would seem that IC engine design, as we know it, might never
be the same again.
Although it all sounds wacky and extreme, the EcoMotors
concept is gaining credibility and interest from all quarters.
The patented design allows EcoMotors Opoc engine to
operate on a two-cycle principle, therefore generating one
power stroke per crank revolution per cylinder.
The design incorporates two opposing cylinders per module,
with a crankshaft placed between them. Each cylinder has
two pistons moving in the opposite directions, therefore
eliminating the cylinder head and valvetrain components
found in conventional IC engines.
EcoMotors claims the result is an
engine thats lighter, more efcient and
very economical. Testing shows that
the Opoc powertrain is 30% lighter
than a new turbodiesel unit of similar
displacement size and achieves 50%
better fuel economy.
And it would seem its not only ETi that
believes in the Opoc design. EcoMotors
CEO, Don Runkle, has worked hard to secure
funding from the likes of Bill Gates and Vinod
Khosla, who heads up Khosla Ventures. Opoc is
precisely the kind of game-changing innovation that we at
Khosla Ventures are passionate about, says Khosla. The
only true disruptive technologies are those that can provide
not only payback in months but also economic and carbon
benets to large segments of the worlds population.
OPPOSITE ATTRACTION
COVER STORY
QUICK FACTS
Cylinder bore
100mm
Dry weight
135kg
Dimensions
579mm length/
469mm height/1,049mm width
Torque
900Nm at 2,100rpm
LIFT OFF
Most car makers agree that variable
compression ratio is one of the most
efcient ways to reduce the fuel
consumption of spark-ignition
engines. But heres a new approach
to an age-old challenge. Based in
France, MCE-5 has been ne-tuning
its VCR engine block, intended to
replace conventional xed compression-
ratio engines and, in doing so, reduce fuel
consumption, cut emissions and enable much
more power and torque. Big promises, but how does it work?
MCE-5s technology is essentially based on a combination of a
rod-crank mechanism and long-life gears, allowing for an all-in-one
VCR system that integrates both the power transmission and
compression-ratio control. Invariable piston kinematics help to
enable a wide compression ratio ranging from 7:1 to 20:1.
Meanwhile, the long-life gears and its roller-guided piston of the
block are not subjected to radical stress loads, helping to boost
durability and reliability. The design is such that the VCR engine
block integrates a rigid crankshaft, further improving reliability.
The aim is to have MCE-5 VCR-i vehicles on the road by 2015.
QUICK FACTS
MCE-5 prototypes mounted on
test benches have delivered
more than 360Nm of torque
at about 1,800rpm for an
engine capacity of 1.5-liters. At
2,200rpm, the MCE-5 engine
has proved that its good for
110bhp; maximum power is
220bhp at 5,000rpm.
MCE-5s design allows
for an all-in-one VCR
system that integrates
both the transmission and
compression-ratio control
1 2 3
1. MCE-5 engineers
undertake casting
of the VCR system
2. Further engine
assembly is carried
out on the block
3. The all-in-one
VCR unit is forged
to high precision
4. The complete inline
MCE-5 VCR engine
with the valve timing
belt on the side
4
34
COVER STORY
SKYS THE LIMIT
One company making real inroads in the powertrain
world is Flybrid Systems, which recently unveiled the
new CFT KERS system, which is smaller, lighter and
cheaper than the companys previous offerings.
Development has centered on an all-new transmission
arrangement for connecting the ywheel to the car,
using a number of discrete gears and special Flybrid-
developed high-speed clutches that perform a controlled
slip to transmit the drive.
CFT could even prove to be cheap enough to feature
in small, compact-car applications, which is unlikely
ever to be the case for battery-electric hybrid systems,
according to Flybrids managing partner, Jon Hilton.
The companys technology continues to move at pace
towards mass production. Its ywheels (probably a CVT
version) could hit the market in low volumes as early as
the end of 2012.
Speaking exclusively to ETi at Engine Expo 2010,
Hilton revealed that technical partners are likely to be in
place by the end of 2010, and a potential joint venture
with an established Tier 1 could pave the way for volumes
in the hundreds of thousands of units.
In a separate development, Flybrid Systems
has also conrmed that testing of the
Flywheel Hybrid System for Premium
Vehicles (FHSPV) on the Flybrid test
rig has been successfully completed.
FHSPV, which is a collaboration
between Jaguar, Ford, Flybrid
Systems, Torotrak, Xtrac, Prodrive
and Ricardo, aims to develop
a high-speed ywheel-based
hybrid powertrain system for
demonstration in a Jaguar XF sedan.
Range extenders are not new, but AVL has a different
take on this technology: a concept based on a Wankel
design solution that, the Austrian high-tech company
says, meets the requirements of the lowest NVH levels,
smallest package space, high power/weight ratio, and
competitive production costs.
AVLs Wankel range-extender powertrain is already
being investigated by Audi, with the system making
its debut at this years Geneva Motor Show in the
A1 e-tron concept.
OPTIMUM RANGE
QUICK FACTS
IC Wankel engine 254cc running at
a constant 5,000rpm
Continuous power 61bhp
Continuous torque 150Nm
Generator concept Permanent magnet
synchronous machine
Thermal management Single-circuit
liquid cooling
Battery arrangement 380V, which is
made up of 96 prismatic cells. Energy
content is rated at 12kWh
QUICK FACTS
Flybrid Systems ywheel hybrid
technology for road cars promises
much: design life is said to be about
250,000km, with a low-cost volume
manufacture. Other noteworthy features
include bespoke Flybrid-developed
vacuum, oil and hydraulic pumps to
reduce parasitic losses, as well as
powerful clutches to enable the launch
of the vehicle from rest under
ywheel power alone, with the
engine switched off!
The only true disruptive technologies are those
that can provide not only payback in months
but also economic and carbon bene ts to large
segments of the worlds population
Vinod Khosla, Khosla Ventures
35
The A1 e-tron features a
single-rotor Wankel with a
chamber volume of 254cc
The modular design of the
Wankel engine was focused on
acoustics, weight and packaging space
COVER STORY
BEST OF THE REST
The Cyclone engine from Cyclone Power Technologies
is a heat regenerative external combustion engine that
creates mechanical energy by heating and cooling water
in a closed-loop, piston-based engine system.
Transonic Combustions TSCi fuel-injection system is
very clever in that it makes use of new injectors, a next-
generation ECU, high-efciency fuel pump, pressure
accumulator, and advanced engine-control software.
GYATK has developed its RVCR engine, a new technology
that centers on the sequential operation of vanes inside a
hollow toroidal chamber, thereby eliminating reversal of
inertia forces and the crank mechanism.
SMALL ENGINE SET TO CREATE BIG IMPACT
BREATH OF FRESH AIR
Development at Scuderi shows no signs of slowing
down. The US company has now showcased its rst
proof-of-concept prototype of the Split-Cycle engine.
The 1-liter, naturally aspirated, two-cylinder gasoline
powertrain has been designed and built to prove that the
combustion process of ring after top dead center is the
optimal way for an engine to operate. Such a unique
process helps enable the Scuderi Turbocharged and
Scuderi Air-Hybrid derivatives to fulll their potential
in efciency and emissions reduction.
The Scuderi approach essentially takes on a split-
cycle design that divides the four strokes of a standard
engine over a paired combination of one (intake/
compression) cylinder and one (power/exhaust) cylinder.
These two cylinders perform their respective functions
once per crankshaft revolution. When ring after top dead
center, combustion of the engine starts between 11 and 15
and ends at 23 after ignition, thus resulting in higher average
combustion-cylinder temperature but a
lower peak temperature than
conventional engines.
The design encompasses
air-powered valves, a
pioneering fuel-injection
system from Bosch and a
special valvetrain design
that utilizes pneumatic
and fully variable valves
to control engine load.
A state-of-the-art lash
device provides
automatic adjustment to
prevent wear and damage
to the outwardly opening
crossover valves.
Having spent the past three years ne-tuning its technology,
Gomecsys is now on the verge of bringing to market its take
on engine downsizing. During dyno testing, the companys
new 800cc two-cylinder design has shown a 25% increase
in engine efciency when running in part load, with emissions
being reduced by 40%. And the two-cylinder, turbocharged
VRC unit boasts 100kW of power at 6,000rpm and 160Nm of
torque, allowing it to compete with four-cylinder in-line engines.
Such is the clever design of the GoEngine that it makes use
of specic piston movements every 270 crankshaft degrees,
thus optimizing all four engine strokes. The unique layout also
allows the GoEngine to have an additional part between the
crankpin and the big end of each conrod.
The solid part consists of two eccentrics and a gear. When
the crankshaft rotates, the eccentrics are forced into rotation
by the gears; and because theres an eccentric between the
conrod and crankpin,
the pistons are not
only pushed up and
down in the normal,
conventional way, they
are also moved by
the rotating eccentric.
Furthermore, the
eccentric rotates
around the crankpin
with half the speed of
the crankshaft.
The impact of Gomecsys innovation has been such that the
Dutch company has signed a license contract with a major
Chinese OEM. The plan is to hit production by 2013. Watch
this space!
1. The Scuderi engine
in turbocharged mode
in high efciency mode
with offset cylinders
4. The Scuderi engine with
built-in supercharging
1
3
The eccentric part
rotates around the
crankpin with half the
speed of the crankshaft
4
2
QUICK FACTS
Engine speed Up to 6,000rpm
Emissions Up to 80% less NOx than
a conventional engine
Engine operating pressure 50-65 bar
Fuel injection pressure Up to 200 bar
Brake mean effective pressure 10 bar
Compression ratio 75:1 (compression
side) and 50:1 (power side)
36
improvement
Displacement sensors
for vehicle and test cell use
MICRO-EPSILON
94496 Ortenburg / Germany
Tel. +49 85 42 1680 info@micro-epsilon.com
engine
www.micro-epsilon.com
Non-contact and wear free
Pressure resistant & temperature stable
For harsh environments, such as oil, fuel, emissions
Improvement of motor, gear and power train
Subminiature-sensors e.g. for integration in the cylinder
injection needle
movement
valve stroke top dead
centre of
the piston
piston
secondary
movement
tooth belt
tension
turbocharger
speed sensor
cylinder head
breathing
bearing gap
lubricating gap
axial movement
of crankshaft
Putting the smarter heat to smarter use
www.efd-induction.com
Many of the worlds finest carmakers
have a few things in common.
Heres why EFD Induction is one of them.
A proven track record. Technical excellence. And the
ability to come up with cost-cutting answers. These
are just some of the things automakers and their sup-
pliers insist upon. Which is why, when it comes to
hardening auto components, many of them turn to
EFD Induction.
We design, make and maintain high-uptime induc-
tion hardening systems. In fact, were the worlds no. 1
induction hardening company with plants and labs
in the US, Europe and Asia. So wherever you are,
theres a good chance were in the neighbourhood.
Weve been in the induction heating business for
more than 50 years, developing systems to harden
valves, camshafts, crankshafts, balancing shafts,
connection rods, starter rings and gudgeon pins.
To learn more about EFD Inductionand how we
can help improve your business just contact us. Af-
ter all, many of the worlds fnest carmakers already
have.
38
TRUCK ENGINES
By the time EURO 6 comes into play,
truck manufacturers such as DAF
would have reduced PM by 50% while
improving fuel consumption by 40%
While automotive engineers have been focusing on CO
2
,
truck OEMs have been forced to drive down PM and NOx.
And things dont get any easier for the world of heavy goods
vehicles as EURO 6 legislation is just around the corner
TRUCK ENGINES
W
O
R
D
S
:

D
A
N

G
I
L
K
E
S
39
J
ust 30 years ago, one heavy on-highway truck
produced the same level of PM emissions as 50
of todays heavy goods vehicles. And when
EURO 6 regulations come into force throughout
Europe in three years time, the current level of
PM will be cut by a further 50%. At the same time, heavy
trucks have seen fuel consumption drop by almost 40% in
the last three decades, and NOx will have been reduced
by 95% when EURO 6 comes into play.
Such startling statistics has led some to say that the air
coming out the back of a heavy truck in 2014 will almost
be cleaner than the gases going into the engine at the
front, especially if the truck is operating in a congested
urban environment.
All of which makes it sound like the truck engine
manufacturers have mastered the emissions puzzle. They
have complied with the legislators will and created a
range of engines that offer customers ever increasing
amounts of power and torque, constantly lowering fuel
consumption, and contributing greater durability and
reliability as part of the package.
In reality, though, that particular nirvana has been
incredibly hard to achieve and it remains some way off.
Meeting increasingly stringent emissions legislation has
been a constant battle for truck engineers. Vast amounts
of money have been poured into R&D to meet regulations
and there are still some tall hurdles to be overcome.
Whereas car and light vehicle powertrain engineers
have had to contend mainly with CO
2
emissions, the
heavy truck manufacturers have been concentrating their
attention on PM and NOx, though many feel that having
achieved such low levels the legislators will now turn their
attention to CO
2
.
To give some idea of what has been achieved already,
the EURO 1 standard, imposed back in 1993, called for
8.0g/kWh of NOx and 0.36g/kWh of PM, itself a great
improvement on pre-emissions control trucks. The
current EURO 5 standard insists on 2.0g/kWh of NOx
and 0.02g/kWh of PM and, though not yet nalized,
manufacturers believe that EURO 6 will call for
0.46g/kWh of NOx and 0.001g/kWh of PM.
School of
hard NOx
Technology in Motion
Forged and ready-for-assembly machined components made
of steel and aluminum contribute to fuel savings and thus to
a reduction in emissions with their optimum weight and per-
formance behavior.
The Hirschvogel Automotive Group develops and produces
these parts using state-of-the-art methods and all inspection
and testing procedures. We provide the entire spectrum of
products and services of a component and system supplier
to the automotive industry. With almost 3,000 employees, we
are one of the few global players in the area of forging.
www.hirschvogel.com
Gas and Diesel Injection | Transmissions | Powertrain | Chassis | Engine
Balancer shafts with anti-friction
bearings: innovative forged parts
for efcient engines
w
w
w
.
k
a
lt
n
e
r
m
e
d
ia
.
d
e
TRUCK ENGINES
It has been a similar story in North America, where the
EPA and CARB have set stringent targets for OEMs,
culminating in EPA2010. EPA07 called for NOx readings
of just 1.2g/hp-hr and PM of 0.01g/hp-hr, however
EPA2010 insists on NOx of just 0.2g/hp-hr.
One problem for engineers has been that most of the
actions that can be taken internally within the engine to
reduce NOx can result in increased PM, and vice versa.
Talk about a catch 22 situation, and thats without even
talking about fuel consumption, which of course has a
direct effect on CO
2
production.
However, for truck users, fuel consumption is a far
more serious consideration than for many car drivers.
Where a drop from say 35mpg to 33mpg might be
forgiven for a cleaner exhaust system on a car, most heavy
trucks running at 44 tones are lucky to see 10mpg. Whats
more, a long haul truck will cover anything between
60,000 and 80,000 miles a year. Multiply that by a eet of
50 trucks and you can see that a 10% drop in eet fuel
consumption is a serious, nancial matter.
So truck OEMs have had to make big strides in engine
efciency as the rst means of reducing exhaust emissions.
This has been achieved through the use of complex
electronic control systems, variable geometry and twin
turbocharging, four valves per cylinder, more efcient air-
to-air and air-to-water after-cooling, higher fuel injection
pressures, and the use of common rail fuel injection systems.
Many of these improvements have been well received as
they resulted in increased power and improved drivability,
as well as reduced fuel consumption and exhaust emissions.
Besides becoming cleaner and more efcient, our
trucks are now also stronger, states Mats Franzen,
manager of engine planning at Volvo Trucks. Twenty
years ago our most powerful engine had 470bhp. Today
we can offer customers the Volvo FH16 with a 700bhp
engine. Clearly the challenge
of EURO 6 will lie in further
reducing NOx emissions without
increasing fuel consumption, and
thereby also increasing CO
2
.
Cooled EGR has become
virtually standard across the
truck engine market, re-burning
a small percentage of the exhaust
gases to further clean the vehicles
emissions. However, the point has
now been reached where further
improvements in emissions will
have to be made outside the
engine through exhaust gas
aftertreatment. On the other
hand, SCR has been the method of choice for most. SCR
uses a catalyst within the exhaust silencer and an additive
known as AdBlue, which is a 32.5% solution of urea in
distilled water and is available at most fuel lling stations.
Although a few manufacturers have insisted that they
are able to meet existing legislation without resorting to
SCR, many feel that it will be inevitable, along with EGR
and a DPF, to comply with both EURO 6 and EPA2010
regulations. We need to nd ways of reducing emissions
of NOx by 80% and of particulates by 70%, compared
with the already low EURO 5 levels, outlines Jonas
Hofstedt, Scanias senior VP of powertrain development.
In addition to ltering off and weighing them, particles
will also be counted for the rst time, a move that forces
manufacturers to use specic technology. A further demand
is durability, extending to 440,000 miles or seven years,
for the emission control equipment on heavy vehicles.
Daimler has been working hard on achieving EURO 5
and its Enhanced Environmentally Friendly Vehicle (EEV)
status for all of its heavy truck engines in Europe. EEV
reduces the PM emissions by one third compared with
EURO 5, and is often referred to as Euro 5.5 by many in
the industry, clearly pointing the way forward to EURO 6.
To achieve EEV, Mercedes-Benz uses BlueTec 5
technology, which sees an increase in injection nozzle
pressures and redesigning of injector feed lines. The
electronic mapping of the engines has also been modied,
although MB says that additional exhaust aftertreatment is
not necessary and there is no need for further maintenance.
We need to nd ways
of reducing emissions
of NOx by 80%
and of particulates
by 70%, compared
with the already
low EURO 5 levels
Jonas Hofstedt, Scanias senior VP
of powertrain development
The engine in the FH16 makes
700bhp. Two decades ago
Volvos most powerful engine
generated only 470bhp
41
Volvo D16E featuring V-ACT,
is a 16.1-liter, in-line, four-stroke,
water-cooled, six-cylinder diesel
engine with turbocharger and
intercooler technology
42
Daimlers US engine brand, Detroit Diesel, has been
making use of similar technology, and has announced
that its entire family of engines has been certied by the
EPA as being in compliance with EPA2010. We are
delighted that the EPA recognized the performance of our
engines and certied them for 2010, says Martin Daum,
head of Daimler Trucks North America.
In terms of performance aspects, low fuel consumption
levels, reliability and long service life, SCR technology is
enabling us to initiate a paradigm shift in fuel consumption,
from a cost generator to a factor for improved economy,
adds Daum.
And Daimler is not the only manufacturer that is using
advanced European technology in its North American
trucks. Paccar has also received EPA2010 certication for
its MX12.9-liter engine, which is made by its subsidiary
company DAF in Holland. Paccar customers have
beneted from the performance of the Paccar MX engine
in DAF vehicles for years, admits Mark Piggot, Paccar
CEO. Kenworth and Peterbilt customers will now be able
to enjoy the reliability, fuel economy and resale value of
world-class vehicles with Paccar MX engines.
Piggots comments are echoed by Paccar vice president,
Craig Brewster, who adds: The combination of SCR, a
DPF, and controlled EGR will provide Paccar customers
with a highly efcient solution to the 2010 requirement.
However, although some are claiming greater fuel
efciency, others admit that they will struggle to match
current levels at EURO 6. The stricter EURO 6 emissions
limits will have an adverse effect, not only on the fuel
consumption but also on emissions of greenhouse gases,
as every liter of diesel burnt liberates approximately 2.7kg
of CO
2
, explains Scanias Hofstedt.
A fuel consumption increase of 2-4% is likely, although
this can be offset to some extent through gradual
improvements in areas such as aerodynamics, rolling
resistance, powertrain optimization and driver support.
In addition to all this, the purchase price of EURO 6
vehicles will go up sharply. Engine development now
accounts for at least 50% of the R&D budget for most
manufacturers and higher maintenance costs will add to
the burden for transport operators.
HYBRIDS HEAVY PROBLEM
The car industry is not the only sector
looking at parallel hybrid technology as a
way to reduce fuel consumption. Daimler,
through both its Fuso brand in Japan and
Daimler Trucks North America division,
Fiats truck division Iveco, and Swedish
OEM Volvo are all well along the road of
bringing hybrid trucks to the market.
In each case the main power source
remains a diesel engine, though in some
cases this can be a smaller unit as it is
not the only source of power. Much like
a hybrid passenger car, the truck engine
is supplemented by an electric inverter/
motor, positioned between the clutch
housing and the gearbox. This is mainly
used when moving away from standstill
and at low speeds in urban driving. The
diesel engine recharges the lithium-
ion batteries along with regenerative
charging from the vehicles braking
systems through the inverter.
In some cases a hybrid system has been
able to reduce a trucks fuel consumption
by up to 30%, with zero emissions in slow
urban trafc and when stationary.
In the case of Fusos 7.5 tone Canter
trucks, the battery packs offer 35kW
(47bhp) of power, along with up to
200Nm of torque. When working with
the trucks 145bhp/362Nm diesel engine,
this all results in sprightly acceleration.
However, the big problem that hybrid
drives, and indeed any electric propulsion
system has in a commercial vehicle
application other than cost, is weight.
Trucks are purchased to carry a load
from A to B. They have a gross permitted
weight and that mass, minus the weight
of the vehicle, is the available payload.
Start reducing the payload by carrying
heavy battery packs and one will nd few
takers for the technology, even though
they might be saving fuel and reducing
emission levels.
Cost cannot be ignored either, and
without government assistance few will
be prepared to pay for a hybrid at todays
prices. Without a subsidy todays Eco
Hybrid Canter is not affordable, states
Fumio Akikawa, head of Fusos global
hybrid centre in Japan. But the next
generation will be possible, as the fuel
savings will be signicant.
TRUCK ENGINES
There are also big concerns with heat. Exhaust heat
management will be a key consideration as temperatures
must be maintained all the way to the tailpipe for the
aftertreatment system to function properly. However, the
greater dependence on EGR means that engine designers
will have to increase the cooling capacity of their trucks,
lifting cabs to allow increased airow over the engine.
To achieve EURO 6 levels, some truck manufacturers
believe that it will be necessary to provide up to 40%
more cooling capacity. Although that may not be such a
problem in the North American market, where the
majority of trucks have a bonneted engine way out in
front of the cab, in Europe the norm is for the cab to sit
above the engine due to stricter overall length issues, and
increasing the space between the two will hit acoustic
deadening and raise noise levels.
European trucks also have a chassis space issue, which
again is not such a problem with the longer trucks used in
the USA. In the future, engineers will have to nd room
for a diesel tank, an AdBlue tank, the exhaust system
complete with SCR catalyst, a diesel particulate trap and
the batteries.
On a nal note, CO
2
will soon raise its head for the
truck engine supplier. Having reduced PM and NOx to
unbelievably low levels, it is feared that the legislators will
turn to CO
2
emissions, in the same way that they have
with cars. Harsh reality lessons for all, it would seem.
Daimler Trucks unveiled the New Fuso
Super Great Truck, which complies with
JP2009 that is currently the worlds
most stringent emissions standard
Wire Mesh End Seals
for DPF
Seals for
Static Exhaust Joints
Seals for
Dynamic Exhaust Joints
Vibration Isolators
& Cushions
From ACS Industries, the world leader in
engineered knitted wire mesh solutions.
With over 30 years experience supplying the automotive
industry, ACS INDUSTRIES is the leading manufacturer
of wire mesh products for exhaust and air bag inflator
applications. Our converter exhaust seals, high temperature
bushings and gaskets, and many other products, have
proven performance and durability. Our manufacturing
plants in China and Mexico are both TS16949 certified.
Exhaust Components
for Cars and Trucks
R H O D E I S L A N D & T E X A S , U S A C H I N A M E X I C O
For more information email
sales@acsind.com or
go to www.diesel-exhaust.com
One New England Way, Lincoln, RI 02865 USA
401.262.9614 www.acsindustries.com
612_EngTechAd_7.2x4.5.qxd:Layout 1 8/19/10 10:12 AM Page 1
HEADQUARTERS: Brel & Kjr Sound & Vibration Measurement A/S DK-2850 Nrum Denmark
Telephone: +45 7741 2000 Fax: +45 4580 1405 www.bksv.com info@bksv.com
Local representatives and service organisations worldwide
www.bksv.com/automotive
B
N
0
8
6
7

1
1
Jitter-free, non-contact measurement of
rotation speed. Standard ICP
power
CCLD Laser Tacho Probe
ICP is a registered trademark of PCB Group
Detailed understanding of impacts and
run-ups. Noise radiation versus crank angle
Acoustic Holography, Transient Calculations
Accurate modal analysis with a targeted
set of best-in-class curve-ftters
PULSE Refex Modal Analysis
Automotive NVH All from one partner
BREL & kjR LiSTEn... fEEL.. SoLvE.
10-046_BN0867-11_Automotive NVH All from one partner_183x115.indd 1 07-09-2010 08:04:41
FUTURE FACTORY
Picture perfect
ETi

talks to the key people in
engine manufacturing to map
out tomorrows optimum
powertrain production facility
45
Picture perfect
FUTURE FACTORY
[Ceramic]
in Perfection
Closed coupled diesel particulate filters (DPF) with pre
DOC based on ceramic HONEYCERAM
technology
meet future exhaust emission standards.
The HONEYCERAM
technology works with ceramic

thin wall catalytic converters which provide a faster
heating up and high conversion rates.
The high porous ceramic diesel particulate filters give
the opportunity to have optimised catalytic coating
with minimal exhaust backpressure. The result is an
excellent filtration behaviour with simultaneously low
thermal stress for the filter.
A Smart NOx Sensor (SNS)* can be implemented in
the DeNOx system and improve the control and
supervision of the catalytic converter function and of
the urea injection system.
With regard to various vehicle and engine concepts NGK offers a product range
which can be adapted due to the different material qualities for every application:
Si-SiC DPF and Cordierite DPF for the exhaust gas filtration in different
porosities, geometries and cell densities.
HONEYCERAM
for the improvement of the catalytic conversion also in

different porosities, geometries and cell densities.
Smart NOx Sensor for the detection of exhaust gas components like NOx,
Lambda and NH
3
on ppm level.
* Smart NOx Sensor is a joint development of NGK Insulators, Ltd. (sensor) and Continental AG (electronic
control system).
Si-SiC
Diesel particulate filter
HONEYCERAM
Oxidation catalyst
SNS
Sensor technology
NGK EUROPE GMBH | Westerbachstrae 32, D-61476 Kronberg im Taunus | Germany | Fon +49(0)6173-993-0 | Fax +49(0)6173-993-170 | www.ngk-e.de
Advert_Ukip_09-10_BMW_Diesel-EmTech_275.pmd 16.08.2010, 12:02 1
47
JUST-IN-TIME DELIVERY
A sophisticated logistics system
helps deliver engines in real time,
and this aspect is one of the most
important features of tomorrows
ideal engine production facility.
Those responsible for designing
tomorrows engine plants might
want to take note of Volkswagens
transparent factory in Dresden,
Germany. Constructed in the
center of the State of Saxonys
capital, the base called for a new
logistics system to be developed
that enabled specially designed,
just-in-time goods trams, to deliver
prefabricated components. The
goods trams shuttle back and forth
between Volkswagens logistics
center located in Friedrichstadt, on
the outskirts of Dresden, and the
transparent factory thats located in
the heart of the city.
Such a setup keeps emissions
low. The trams, built by Schalker
Eisenhtte Maschinenfabrik
specically for the Dresden factory,
travel at speeds of up to 50km/h
and make just-in-time deliveries to
the bases impressive underground
logistics-level entrance.
ADVANCED ASSEMBLY
Efcient and exible assembly lines
are key to an engine production
plant running smoothly, and this is
one of the most important factors
shaping tomorrows factory.
Representing an investment
of US$1 billion, Kias all-new
manufacturing base in Georgia,
USA, leads the way when it comes
to assembly-area design. The plant
is outtted with more than a half
mile of height-adjustable conveyors
to achieve the best installation
possible for each engineer, enabling
fast production lines that can adapt
to different installation needs and
applications. Likewise, the Lexus
Kokura plant, also in the USA, has
installed an innovative, clean and
silent assembly-line design for the
new RX 450h powertrain. Replacing
the chain-driven conveyor that most
plants use today, the Kokura base
uses urethane rollers. These have
helped to create a quieter working
environment, making it easier for
engineers to concentrate, and thus
boosting work efciency. As well
as generating less noise, the new
system also uses less energy.
FUTURE FACTORY
FAST FACTS
Volvo has long been a supporter
of eco-friendly manufacturing. The
company took the rst step in 1982,
using residual heat from nearby
reneries to heat its factory in Torslanda,
Sweden. In 1988 it began the use of
natural gas as the main fuel to heat
its Swedish and Belgian factories.
As of 2008, all of Volvos European
manufacturing units use only green
electricity for power, which is generated
through hydropower.
Honing
Honen
Superfinishing
Superfinishen
NAGEL Maschinen- und Werkzeugfabrik GmbH
Oberboihinger Strae 60, 72622 Nrtingen
Tel: +49 (0)7022 605-0, Fax: +49 (0)7022 605-250
E-Mail: info@nagel.com
Fascination I Engineering I Know-how
HONING SUPERFINISHING
www.nagel.com
For more than half a century we have been using our knowledge and innovative
solutions to provide our customers with a technological advantage. With our
honing technology we contribute significantly to achieve improved energy
efficiency of automobiles, hydraulic and pneumatic
control devices and power generating devices.
This means:
- lower CO emissions
2
- improved energy efficiency
- lower internal friction
- reduced noise
- reduced wear
- longer lifetime cycles
We can suppl y cust omi zed
solutions for new materials and
specific surface topographies due to
i n - h o u s e d e v e l o p me n t a n d
manufacturing. Our shared targets are:
machines, tools and cutting instruments of
the highest quality, increased productivity and
safe process.
Precision is more than just a technical question for us!
COST SAVING
A challenging economic climate
calls for astute thinking, and thats
why future production centers will
see more partnerships.
Leading the way in this area is
a 50/50 JV operation between
two leading suppliers, Bosch and
Mahle. They will work closely
to develop and produce exhaust
gas turbochargers, a very costly
subsystem. With their systems
and components know-how, Mahle
and Bosch complement each
other ideally as partners for the
development of new exhaust gas
turbocharger systems, says Mahle
CEO, Heinz Junker.
On an OEM level, one of the best
examples of engine development
partnerships is PSA Peugeot Citron
and BMW, who work together to
create award-winning petrol units.
A close partnership like this allows
for a win-win situation, enthuses
chief engineer of PSAs Prince
engines, Vincent Jacquier. BMW
leads the development and we lead
with aspects such as purchasing and
industrialization. It helps us produce
the very best engines.
Its one thing having a state-of-
the-art engine plant, but such a
sophisticated production base will
run into difculties if its located
in the middle of nowhere. As a
result, very careful consideration is
needed when it comes to geographic
position of future engine factories.
Situated on the banks of a canal,
Volkswagens now iconic Wolfsburg
manufacturing facility is pioneering
when it comes to location. The
facility spans a total area of more
than 6km
2
, with the factory halls
alone taking up a surface area of
1.6km
2
an area large enough to
accommodate the entire Principality
of Monaco!
The clever design incorporates
a network of roads connecting the
individual production facilities,
warehouses, administration
buildings and outdoor facilities, all
of which covers a distance of 75km,
with a further 70km of railway tracks
criss-crossing the grounds, allowing
for optimum infrastructure and links.
Seven locomotives, two shunting
robots and a traverse are also in
operation on the tracks.
BMW will build the car of the future in Leipzig with
high-tech innovations from Bavaria. The main
reasons behind this decision are the production
qualities that Germany has to offer. We have
a tried-and-tested production network here
Norbert Reithofer, Chairman of BMW AG,
49
FUTURE FACTORY
FAST FACTS
In only nine years,
BMWs Hams Hall
production plant has
rolled out over two
million engines
LOCATION AND LOGISTICS
When household
names like Ford
use windmills for
their everyday
operations, its a sign
that wind energy
has come of age
Dale Vince, managing director, Ecotricity
GOOD TO BE GREEN
A new engine plant has to be
green and self-sufcient, and so
tomorrows production base will
have to embrace a host of emissions-
reduction technologies, including
solar panels, wind turbines and
possibly even nuclear power.
Fords Dagenham plant, in the
UK, uses the latest wind-turbine
technology to supply all the
power for the car makers diesel
development and production center.
We are at the forefront of
sustainable business, both in terms
of manufacturing technology and
products, states Ford of Britain
chairman, Joe Greenwell.
He says that Fords existing
turbines have produced 6.7 million
kilowatt hours (kWh) of clean
energy each year avoiding more
than 6,500 tonnes of CO
2
emissions
annually, since installation in 2004.
Ford Dagenhams third wind
turbine, to be installed on the
Thames riverbank, is expected to
increase clean electricity by 70%
to 11.5 million kWh per annum
the equivalent to powering another
1,400 homes for a year.
50
FUTURE FACTORY
FORDS TURBINE
TECHNOLOGY
Capacity 2MW
Green electricity
generated annually
6.7 million kWh
Equivalent to powering more than
2,000 homes for a year
Annual CO2 savings
6,500 tonnes
LOCAL ECONOMY
Most analysts agree that a new
plant should pay for itself within ten
years of the initial investment. For
this economic model to work, the
new manufacturing base needs also
to boost the local economy.
Drawing on the example of Kias
new Georgia plant, the car makers
North American president, BM Ahn,
says: The start of production at our
rst manufacturing facility in the
USA demonstrates our commitment
and growth in North America, where
we are adding 2,500 jobs to the
local economy.
\isil Comooslion ol. /olomolivo Toslinq Exo Cbino S/E Hoovy Doly Diosol S/E Smoll Enqino Toslinq Conoronco
S/E Commorciol \obiclo DEER ///R /olomolivo Toslinq Exo Norlb /morico...
DPF Toslinq Syslom
/ccoloroloo loslinq & onollonooo oorolion
Moosoromonl o AP vs sool moss
Looo DPFs or onqino loslinq
Roqonorolion & illrolion oicioncy losls
Rosolls corrololo wilb onqino losl oolo
/olomoloo loslinq o DPFs wilb Diosol sool
www.comooslion.com
N
o
w

l
o
s
l
s

o

l
o

M
o
o
i
o
m

D
o
l
y

D
P
F
s
Comooslions DPF Toslinq Sysloms oro osoo ooily in Eoroo, 1oon & S/
52
INTERVIEW: WOLFGANG HATZ
We have to be realistic: for battery and hybrid
vehicles to have a future, they must be priced
much lower. If that does not happen, the scenario
for this technology will not be so bright
53
Family Ties
Meet Wolfgang Hatz. As VW Groups executive director
of powertrain, he is the man responsible for the future
engine line-ups for no fewer than seven car brands
WORDS: DEAN SLAVNICH
54
Are we in the nal 20 years of the IC engine?
I dont think so. Theres a bright future for combustion
engines for at least the next decade. We have to be
realistic: the world will not completely change in the next
ve years and well just not be selling only electric cars in
that time frame. Theres no doubt that electric cars have a
future, but only in certain areas. If you look to customer
needs today, we cannot fulll these requirements solely
with electric cars. Customers want cars that have a
driving range of 300kms and cars that have certain
features, but they only want to spend a certain amount
of money. At the moment, on a technical level, we cant
fulll the driving range requirement, and also nancially
electric cars cannot be priced as competitively as cars with
an IC engine. We are convinced that at least in the next
ten years, the model mix for electric cars will grow but
Im certain that growth will not exceed 10%.
With battery electric vehicles, are we simply
reinventing the wheel? At the moment, were
dependent on crude oil for IC engines, but in the
future will we become dependent on lithium?
From what Ive heard and read, we have enough lithium
on this planet to last a long, long time. Its mainly located
in South America, but there are other regions, like China.
Todays hybrid Touareg uses a nickel metal hydride
battery but we will evolve to lithium-ion. The next hybrid
that will come in the group will be the Q5 and then after
that transverse platform installations and they will have
lithium-ion batteries. We have to be realistic: for battery
and hybrid vehicles to have a future, they must be priced
much lower. If that does not happen, the scenario for this
technology will not be so bright. The cells, on their own,
are very expensive: we are more or less at the rate of
US$1,300 per kilowatt/hour for the cells. The forecast for
the next few years is that the price will decrease by
around 50%, but for me, it really needs to drop into the
range of US$250 or even lower to give battery and hybrid
vehicles the chance to become big.
Hybrid Touareg and the upcoming Q5
Hybrid both use high-voltage NiMH
batteries, but longer term, Volkswagen
Group will turn to lithuim-ion systems
VWs rst venture into
the hybrid market
comes with the new
Touareg. There are
no plans for a diesel-
hybrid powertrain
When it comes to creating all-new engines, whats
the rst thing on the minds of your engineers?
At the moment, the most important thing is fuel
efciency, but this varies on the application. If youre
talking about a vehicle like the VW Touareg or Audi A8,
then their fuel efciency targets are much different to the
engines that are installed in the VW Polo or Skoda Fabia.
Across the board, fuel economy is the most important
thing for us at the moment.
As an industry, do we focus too much on CO
2
reduction and not enough on PM, NOx and
other emissions?
VW Group has clean cars. If you look at our ULEV
vehicles in California, our cars are actually cleaning the
air! The challenge unfolding itself now is that countries
such as China and India have automotive markets that are
going to expand in very high volumes and there we come
back to energy and CO
2
. We have to keep in mind that
CO
2
is a greenhouse gas and we have to do everything we
can to reduce it. An electric car might not have any CO
2

emissions being emitted from the vehicle itself, but that
statement needs to be taken in context. Depending on the
country where that electric vehicle lives, the electric grid
could be emitting lots of CO
2
. Some countries, like
Austria, have very low CO
2
levels because it has a lot of
hydropower stations. France, with its nuclear power
stations, also has relatively low CO
2
levels. However,
Germany has a lot of coal-based power stations, and the
situation in the UK is even worse because the power
stations there produce even more CO
2
. As a company,
we have big concerns about the environment.
As a leader in diesel powertrain development, how
concerned are you about PM and NOx?
In my opinion, PM and issues surrounding PM are solved.
Regarding NOx, on a local basis like in mega cities it
is a problem but we have already started with our clean
diesel initiative back in 2008. Weve had positive results
in the USA with the clean diesel Touareg and Q7 SUVs. I
really do think the future is bright for diesels, especially
because they are good when it comes to CO
2
output.
55
Im not sure if, by
say 2030, there will
be a segment whereby
there are luxury cars
with big engines
Volkswagen Touareg Hybrid - Electric Propulsion Operating Mode
German OEMs have tried to make a breakthrough
with diesel engines in the USA, but its not happened.
Will diesel ever become mainstream in the USA?
In 2009 which was not an easy year for the industry as a
whole our sales mix in the USA for the Touareg and Q7
was nearly a 50% split of TDI engines and gasoline
engines. In the Jetta range, 30% of sales were on the diesel
side. I think consumers in the USA are now realizing the
very, very good fuel economy of diesel engines and Im
sure we will extend our diesel-car line-up in the USA.
Are diesel hybrids the optimum technical solution?
One thing is for sure: its the most expensive solution! Its
not a technology we will pursue at the moment in terms
of production. Currently, weve just started sales of the
hybrid Touareg with a gasoline engine. If we look at the
market, hybrids will not be the biggest technology in
Europe our customers, in the main, will choose
the diesel Touareg. However, hybrids are very
important in the USA and China, but these two
big markets are big on gasoline, so it really
does make no sense to create diesel-hybrid
powertrains and vehicles.
With all this talk of pure electric vehicles
and plug-in hybrids, has the industry
forgotten about hydrogen fuel cells?
Personally, I still believe this technology will come, but
whats certain is that it wont come as quickly as battery-
electric technology. What we must not forget is that a fuel-
cell car is an electric car, but my problem is, where does the
hydrogen come from? First, we need an infrastructure.
Second, how do you produce the hydrogen? If you produce
it from CNG, then CO
2
emissions will be generated. So, it
makes sense to produce the hydrogen with regenerated
Volkswagen Groups
upcoming Small
Family car range will
include a city EV based
on the Up! concept
Casting Simulation Software ADSTEFAN ensures
9 Easy operation
9 High speed calculation
NOW AVAILABLE IN WORLDWIDE
9 Reliable results
For further information
www.adstefan.com/english/index.html
Distributor Located in
JAPAN, CHINA, TAIWAN, MALAYSIA, INDIA
For other locations, Email to: adstefan@ml.ijs.hitachi.co.jp
Ibaraki Hitachi Information Service Co., Ltd.
World Headquarters (US): +1.317.244.1200
Europe: +44.1483.541000
www.scscoatings.com/auto
When it comes to extreme conditions,
nothing protects like Parylene.
A stable and reliable coating is critical to the trouble-free life of automotive components
as they perform in corrosive environments, including extreme temperatures, fuids,
humidity, UV light and vibration.
SCS Parylene HT is an ultra-thin, pinhole-free and extremely stable protective conformal
coating. Engineered by Specialty Coating Systems, the world leader in Parylene coatings,
Parylene HT is specifcally designed to withstand temperatures up to 450C (long term up
to 350C), higher than most industry standard coatings.
Contact SCS today for more information on using Parylene to ensure the performance
of your advanced automotive technologies.
energy, but in this area there are limits in terms of
efciency levels. These challenges make me believe that
there will not be high volume, mass production of fuel-cell
cars for the next ten years.
With all this talk of emissions, is the end nigh for
large displacement engines?
Downsizing is happening today and for the medium- to
long-term future, we will see further downsizing. Im not
sure if, by say 2030, there will be a segment whereby
there are luxury cars with big engines; its difcult to
predict the next 15 to 20 years. However, in the next ve
years, there will still be V8s and 12-cylinder engines, and
if theyre efcient, then there is no reason as to why we
should not develop these engines. We are using cylinder
deactivation on the new Bentley Mulsanne. It is possible
to improve the efciency of large engines. The new V8
TDI in the A8 is rated at 37.1mpg on combined mode and
even the V8 gasoline is good its actually better than the
Lexus hybrid and thats without cylinder deactivation.
VW Group is helping to lead the way in engine
downsizing, and Volkswagen has recently released
a 1.2-liter TSI engine. Are there plans to go to
below 1-liter with this technology?
It is feasible to reduce the cylinder count by one and then
youre in the range below 1-liter. Its a good idea and this
is a real possibility for TSI.
56
HOW DOES AUDI PLAN TO TACKLE FUTURE
EMISSIONS LEGISLATION?
The brand has developed a diversied concept
for the sustainable mobility of the future based on
four strong pillars and we will continue to expand
our leadership position with the successful TFSI
and TDI engines. At the same time, engineers are
working on a sustainable fuel strategy and the
electrication of the drivetrain.
SO, THE FIRST PILLAR FOCUSES ON
DOWNSIZING?
Yes. TDI and the TFSI remain important power
sources for passenger vehicles. More than
30 Audi models already have CO
2
emissions
below 140g/km. At Audi, TFSI represents
the combination of two of the brands core
competencies direct fuel injection and
turbocharging. In 2004, Audi became the
rst OEM in the world to introduce TFSI
technology, and of course, the 2-liter
TFSI has won many International
Engine of the Year Awards. Forced
induction engines from Audi offer
high torque at low engine speeds
and harmonize perfectly with longer
gear ratios. And its important to add
that this does not mean any loss of
dynamic performance of the vehicle.
The combination of direct fuel
injection, downsizing,
and downspeeding has enabled Audi to increase
efciency by 25% in the last ten years.
AND WHAT ABOUT DIESEL TECHNOLOGY?
That forms our second pillar. The TDI engine in a
mass-produced passenger vehicle another Audi
innovation is already an extremely successful
technology. Since its debut in the Audi 100 in
1989, the electronically controlled turbodiesel
with DI has experienced an increase of over 100%
in power and a 70% increase in torque relative
to displacement! All this and its emissions have
been reduced by 95% over the same period. The
Audi modular efciency platform includes potent
technologies for all combustion engines. One of
them is the further reduction of internal friction
by means of new solutions for the mounting and
coating of the rotating and oscillating parts. In the
future, targeted deactivation of individual
cylinders in the partial load range will
make the engine an engine-on-demand
that can operate as a four-cylinder or an
eight-cylinder engine as needed.
HAVE BIOFUELS GOT A ROLE
TO PLAY IN AUDIS PLANS?
Breakthrough developments in fuels
is what our third pillar is all about. New
fuels will drastically reduce the CO
2

emissions of the engines if
you do not simply look at
the emissions leaving the exhaust system, but
instead take the well-to-wheel view, which
extends from the source of the fuel to the motive
energy at the wheel. Audi already offers the
A4 2.0 TFSI exible fuel that runs on E85. It is
equipped with the worlds rst turbocharged
ethanol direct-injection engine. Second-
generation biofuels will signicantly improve the
well-to-wheel balance of combustion engines.
Whats more, these fuels are no longer in
competition with the food supply. One such fuel
is cellulose ethanol, which a company in Canada
produces using a special technology called
the Logen process, which utilizes straw as the
starting material. This cellulose-based ethanol
reduces CO
2
emissions in the well-to-wheel
balance by around 85%, and also has a high yield
per planted acre.
WHATS THE FINAL PILLAR ABOUT?
Its basically the electrication of the drivetrain.
The basic level comprises the start/stop and
recuperation systems the microhybrids that
Audi already has on the market in numerous
model series. The next stage comprises mild and
full hybrids in the higher vehicle classes. Above
that are applications such as plug-in electric
vehicles, which use electricity from the outlet as
drive energy. These can break down into pure
battery-electric vehicles, battery-electric vehicles
with range extenders and plug-in hybrids.
Five questions with Axel Eiser, head of engine development at Audi
Finally, outside Volkswagen Group, who makes the
best engines in the world?
BMW has developed very nice four-cylinder diesel engines
that I like very much. In the past, Ive really liked some
Honda powertrains especially the S2000 engine, which
for me was a great example of a good, mechanical engine.
Within the VW Group, I really like the TSI Turbo; its very
good to drive. At the other end, Im a big fan of the V10
R8, as well as the RS5 engine.
Electric vehicles, like
the Audi e-tron, will
play an important role
in Volkswagen Groups
future engine line-up
Casting Simulation Software ADSTEFAN ensures
9 Easy operation
NOW AVAILABLE IN WORLDWIDE
9 Reliable results
For further information
www.adstefan.com/english/index.html
Distributor Located in
JAPAN, CHINA, TAIWAN, MALAYSIA, INDIA
For other locations, Email to: adstefan@ml.ijs.hitachi.co.jp
Ibaraki Hitachi Information Service Co., Ltd.
World Headquarters (US): +1.317.244.1200
Europe: +44.1483.541000
www.scscoatings.com/auto
When it comes to extreme conditions,
nothing protects like Parylene.
A stable and reliable coating is critical to the trouble-free life of automotive components
as they perform in corrosive environments, including extreme temperatures, fuids,
humidity, UV light and vibration.
SCS Parylene HT is an ultra-thin, pinhole-free and extremely stable protective conformal
coating. Engineered by Specialty Coating Systems, the world leader in Parylene coatings,
Parylene HT is specifcally designed to withstand temperatures up to 450C (long term up
to 350C), higher than most industry standard coatings.
Contact SCS today for more information on using Parylene to ensure the performance
of your advanced automotive technologies.
STAR-CCM+ STAR-CD STAR-CAD SERIES
SUPPLIER INTERVIEW: ARISTO
59
Although some suppliers have struggled over
the past two years, Aristo Intelligent Catalyst
Technology has grown in strength thanks to
the companys underlying aim: Our goal
is to help our customers meet emissions
regulations this is what we specialize in,
states Doug Kowalski, the Aristo operations
director.
And it would seem Aristo realizes such
targets with great affect. Founded in 1990,
the Indiana-based supplier has established
itself as a leader in bringing to market
breakthrough catalyst technologies for OEMs
in several different industries, ranging from
high-tech automotive and agricultural
applications, through to marine, commercial
and industrial sectors.
One of the most signicant things we
bring to the table is our coating process,
which is very well controlled and it really is
state-of-the-art, says Kowalski, who is a
veteran in the catalyst business. Having
joined Aristo ve years ago, Kowalski brings
over 25 years of industry experience to the
CATALYST
FOR GROWTH
Doug Kowalski, Aristos operations
director, says the company plans
to widen its product portfolio
60
table. To say hes an expert in coatings and catalysts is an
understatement. He continues: Product identication and
quality control are two standout features that we offer the
market.
One of the companys leading products is its MISO
coating technology that minimizes part handling through
the use of automation and robotics, all of which leads to
more consistent and predictable loadings. Such use of
automation means that MISO benets from fully
automated touchscreen controls that greatly enhance
speed, efciency and precision. To ensure that the highest
development quality needs are met, Aristos MISO process
includes lasering a 2D matrix product barcode on each
catalyst, therefore ensuring every piece meets the exact
specications required.
Meanwhile, the companys innovative BON-X process
formulation technology is playing an equally important
role. BON-X essentially allows for the development of
washcoats that offer ner, more evenly distributed
formulations that provide for a more consistent coating
characteristic. This state-of-the-art formulation process
can be applied to a range of substrates including ceramic
and metallic monoliths; ceramic and metallic foams; high
and low cell densities; standard, thin and ultra thin walls;
diesel particulate lters; and even small volume lawn and
garden equipment.
Our advanced manufacturing system puts together
MISO, a precision catalyst coating process with proprietary
BON-X technology to deliver highly engineered intelligent
catalysts, adds Kowalski, who is clearly proud of the
inroads the company has made in only two decades.
And the operations director has a clear vision where he
wants to take Aristo in the next ve years: We want to
improve our existing platform technologies you always
have to be improving your current products!
Were widening our product portfolio because there
are more and more emissions requirements within the
industry. Part of the new product rollout will be
enhanced NOx control systems that address NOx-related
emissions regulations, which will come into affect in the
next two years. As a company, we dont stand still we
are always looking to improve our technologies. For
example, theres more and more emphasis in particulate
matter for diesel applications, so we have to improve DPFs
to cater for this. Were exploring new substrates that allow
DPFs to work more efciently, but at the same time were
working with our current recipes to enhance our current
products in this eld.
Priding itself on having a lean operation which
enables key decisions to be made very quickly, says
Kowalski, Aristo employs 45 people on a single site. In
the labs of which there are three, the dry-based lab, the
wet-based lab, and the production control lab Aristo
engineers are privy to the latest analytical and R&D
equipment, including surface area analysis, an XRF
and ICP for compositional analysis, and particle size
measurement systems.
With such a setup, its easy to see why Aristo has come
such a long way in a short period of time, as Kowalski
neatly sums up: The R&D team that weve assembled
here is a collection of industry experts. We have a
substantial amount of talent in this area and thats why
were well prepared for the next 20 years!
SUPPLIER INTERVIEW: ARISTO
One of the most significant things
we bring to the table is our coating
process, which is very well controlled
and it really is state-of-the-art
MISO coating technology minimizes
the handling of components through
the use of automation and robotics
Aristo has brought to
market advanced and
high-tech catalysts
that reduce emission
Aristo has brought to
market advanced and
high-tech catalysts
that reduce emission
Less energy, simplied workow
TecTalis pre-treatment from Henkel
Just what youd expect from a leading partner to the automotive industry:
Henkels TecTalis pre-treatment saves up to 30 percent energy and
almost 50 percent water while reducing waste by about 80 percent.*
A plus for your pocket and the planet.
Get an overview with the Henkel Benet Calculator.
Simply scan the QR code with your smartphone or visit our website!
* Savings compared to conventional zinc phosphating.
The actual data may vary according to the process parameters.
hkl09031_VCC_anzeige_275x215_engl.indd 2 11.08.10 13:07
62
The last six months have
marked the arrival of not one
but three Chinese car makers in
Europe. ETi gains exclusive entry
to two new R&D facilities to nd
what future plans they have
GOING WEST
W
O
R
D
S
:

K
E
I
T
H

R
E
A
D
Chinese
breakaway
The GoEngine GEN III technology
is now available for licensing
Gomecsys is ready to support engine manufacturers in any
engine demo- or production project from 1 to 12 cylinder
engines.
From a 100 bhp 2-inline orV-twin, an up to 300bhp 4-inline or
Boxer, to a 3000cc V4 with 600 bhp to replace V8 and V12
engines.
INFO@GOMECSYS.COM
The High Tech Low Cost GoEngine VCR Technology
shows up to 40% reduction in fuel consumption and CO2
emission when combined with downsizing.
You are most welcome to drive our demonstrator car to see
for yourself how the variable compression ratio GoEngine
technology improves efficiency and low end torque.
UP TO 40% REDUCTION IN FUEL CONSUMPTION
AND CO2 EMISSIONS
WWW.GOMECSYS.COM
Fast responding variable compression ratio from 7,5 to 20
Reduced intake stroke and pumping losses in part load
Automatic internal EGR due to unique engine cycle
Now also suited for diesel engines (200 bar)
Low cost VCR technology for all engine types
Reduced friction compared to normal engines
65
S
hanghai Automotive Industry Corporation
(SAIC), one of Chinas top ve car companies
with successful JVs with GM and VW, is
looking to European skills and expertise for
the creation of new global designs, including
state-of-the-art powertrains and advanced transmissions.
Drawing on a nucleus of former MG-Rover Group
teams, SAIC formally opened its UK technical center
in Longbridge, Birmingham, in June of this year to
complement its technical facilities in Shanghai, where
1,200 of its engineers are based, and Nanjing, where a
further 200 engineers call home.
The UK technical center adjacent to MG Motor
assembly facilities on the former Rover Longbridge site
houses 300 engineers whose experience in vehicle
programs averages 20 years. It has grown out of Ricardo
2010 Consultants, the group established in 2005 to keep
the considerable MG-Rover expertise intact, and to form
the foundations for SAICs
overseas R&D capability. Three
years ago, ownership of the group
transferred to SAICs UK holding
company to become the SAIC
Motor (UK) technical center, and
18 months later, the team moved
to the
62-acre Longbridge site.
More than US$4.5 million has
been invested in the new center, a
design studio and advanced data center that facilitates
high-speed links with China. Engineering conferences
with teams in China are held daily, and clocks around the
facilities show the time in the UK and China. Synergy is
key to this partnership, especially as with just a couple of
hours overlap at the end of the working day in China and
the start of business in the UK, the company effectively
benets from a 16-hour productive day.
HCCI is not yet a
proven and viable
technology. But if and
when it is, our engines
will be able to bene t
By the end of the year, a further US$2.6 million will
have been invested in relocating and upgrading former
Rover engine test cells to develop the next-generation of
engines for SAICs Roewe brand its rst own brand in
China and for MG models for global markets.
One of the highly experienced former Rover engine
development engineers currently working on a new family
of powertrains for SAIC is chief engineer George
Houghton. He has spent his whole career working for the
companies that preceded MG-Rover and has witnessed a
series of changes of ownership and uncertainty over the
future of key engineers. Today, he sees being an integral
part of SAIC, and its global development, as the beginning
of a new dawn. It really is a fresh start, he says.
Everyone here is committed and dedicated to delivering
the very best in engines, gearboxes and every aspect of
vehicle design.
On the occasion of the formal opening, the team
displayed some of the engines and transmissions
developed in the UK and revealed brief details of the new
powertrains being penned. These, said Houghton, would
be advanced designs offering class-leading power and
performance from compact physical dimensions with
minimum emissions. And they would be able to capitalize
on future developments such as HCCI as and when
such technology became viable, he added. HCCI is not
yet a proven technology. But if and when it is, our engines
will be able to benet. They will be advanced designs able
to take advantage of combustion technology developments.
Although the team is tight-lipped about the overall
specication and power outputs of all the new engines
CHANGAN EXPANSION
SAIC is not the only Chinese car maker expanding in the UK. In June of this year Changan
opened its new UK R&D base in Nottingham, and the plan is to use the center to develop
low carbon vehicles of the future, including electric vehicles. The Chinese OEM will invest
US$30.5 million to open and run its Nottingham operation over the next ve years, and the
aim is to recruit 40 powertrain and transmission engineers by the end of this year.
Highlighting the importance of the new facility, XU Liuping, Changan chairman, said:
Setting up our own R&D centers overseas, including in the UK, is a vital stepping stone
for us to utilize global resources and to enter the league of the world-leading car makers.
Changan has already established two design centers, one in Turin, Italy, which was opened in
2005, and another in Yokohama, Japan, in 2008, but the Nottingham facility is of particular
importance for Dr Yu Chenglong, project leader of the UK center: After thorough research
and consideration, we feel the UKs advantages in automotive R&D, the range of its industrial
capabilities, which t well into Changans strategy, and the UKs openness to working with
Changan strongly positions the UK to host Changans R&D center.
A raft of new powertrains
is being developed by
SAIC for the MG brand
A raft of new powertrains
is being developed by
SAIC for the MG brand
GOING WEST
66
under development, ETi can reveal some details. The new
family of small gasoline engines embraces 1.3-liter, 1.5-
liter and 1.6-liter four-cylinder units, with extremely
compact dimensions meaning an attractively small cube
for engine-bay packaging. The 1.3-liter unit will have a
bore and stroke of 75mm and 76mm, and the 1.5-liters
bore will be the same but with a stroke of 84.8mm. The
larger 1.6-liter has a 77.4mm bore and 84.8mm stroke.
The new family of large gasoline engines will see 2-liter
and 2.4-liter four-cylinder units and 3-liter and 3.6-liter
V6s, all designed to be as economical as possible and to
offer optimum power output. ETi has also learned that the
2-liter straight-four bore and stroke will be 88mm/82mm
and the 2.4-liters comes in at 91mm/92mm. Although
the foreseeable climate is not conducive to launching
large-capacity engines, it is believed that the four-cylinder
units have been designed to facilitate rapid development
by joining two to produce a V8.
Also under development is a new family of sub-1.9-liter
diesel engines, which will be vital for sales of new MG
models across Europe. At the same time, the team is
working on development of an existing 1.8-liter unit into
a family of engines specically for China.
Richard Moore, executive director of powertrain says
that his team are also developing a wide range of
transmissions including ve- and six-speed manual and
automated-shift options. Were also looking at seven-
speed transmissions, he reveals. As part of the teams
wider brief, engineers are considering the options for
future alternative drivetrains including electric hybrids.
The sheer scale of work being undertaken in
Longbridge is only appreciated when entering the vast
ground-oor CAD ofce with its row-after-row of work
stations manned by an army of engineers. And in keeping
with the rest of the site, there is room for expansion. We
have a similar amount of room available on the rst oor
of this building, adds Dave Lindley, president of the
SAIC UK technical center and global vice-president of
advanced engineering.
GREAT HOPE
China became GMs largest market
this year, surpassing the USA. GMs
president in China, Kevin Wale,
answers some key questions.
How do you see the Chinese
market shaping up in terms
of powertrain development?
China has realized the importance of
energy and would like to reduce its
reliance on fossil fuels. The OEMs
are encouraged to produce vehicles
with small displacement and fuel
efcient engines. GM is continuing
to improve the fuel efciency of our
products, with a 20% improvement
over the last ve years.
What powertrain mix will the
Chinese market have by 2025?
China is the most exciting emerging
market in the industry. The market
is growing fast and changing
quickly beyond our expectations.
Alternative energy vehicle
development is the most important
task for all car makers in China as
the government encourages them
to invest in new energy vehicles.
According to the policy made by the
central government, car makers will
get the nancial support to develop
and produce electric vehicles. We
also see developing potential for
hybrid vehicles in the short- to
medium-term.
At present, OEMs are using China
as a base to produce cars within the
country for the local market. Are
there any plans to export Chinese
GM vehicles for North America?
GM Chinas rst priority is to meet
the needs of the domestic market.
GMs philosophy has always been
to build where we sell, and we
continue to believe that is the best
strategy for long-term success, both
from a product development and
business-planning standpoint. We
have started to export products to
Latin America and the Middle East
and have announced our intention to
start production of products in India.
Is there a vehicle production
overcapacity problem in China?
No. China is one of the largest markets
in the world. Consumer demands for
private vehicles is high. Compared
to markets like the USA or Europe,
where vehicle owners have reached
600 cars per thousand people, the
number for China is currently 50
cars per thousand people. Capacity
will sometimes exceed immediate
demand needs but with the rapid
growth in this market this capacity is
soon used up.
GM makes some acclaimed,
engines. Will it ever use China
for state-of-the-art engine R&D?
GM brings the most advanced
engines to the Chinese market to
meet the Chinese customers needs.
We have introduced the Ecotec
engines ranging from 1.6-liters
in capacity to a 2-liter turbo, and
SIDI engines from 3-liters in size to
3.6-liters. GM has invested a lot in
powertrain R&D. We have locally
developed P-Tec engines from 1-liter
to 1.4-liters and we will continue to
develop our skills in this area.
Along with SAIC and
Changan, BYD is also
planning to launch new
car products in Europe
Along with SAIC and
Changan, BYD is also
planning to launch new
car products in Europe
GOING WEST
You need !
Because
emissions
control isnt
this easy...
68
REGIONAL FOCUS
H
ungarys automotive sector
contributes 20% of total exports
in eastern Europe and is
considered a Detroit of the East
by many analysts. In 2007, its
vehicle export sales were worth around
US$10.4 billion, and in the same year it
exported US$6.73 billion worth of engines.
The sector employs 100,000 people, or one in
a hundred of its inhabitants.
Hungary is a member of the EU, and from
its strategic position in the middle of Europe
can easily reach East and West Europe, says
Agnes Henter, deputy director and automotive
specialist at ITD Hungary, the Hungarian
Investment and Trade Development Agency.
Our four trans-European motorways run
through the country to provide excellent
access, he adds
Already a nation with
strong nancial
incentives for
foreign investors,
the Hungarian
government that
assumed ofce in
April of this year has plans to go even
further. The new government wants to
simplify the taxation system and reduce
bureaucracy by canceling one in three
previously required permits, so enabling a
new business to establish itself more easily.
This is on top of existing incentives such as
large non-refundable government subsidies,
an 80% reduction of corporate income tax for
up to ten years, and costs covered for training.
When Audi was looking for a new production
site back in 1992, it chose the Hungarian
town of Gyor out of 180 potential venues.
From this, Audi Hungaria Motor was born, an
Audi subsidiary that has manufactured over
15 million engines in the past 15 years, and
has a maximum output of 1.9 million units
per annum. Its multicylinder engines
(ranging from four right through to 12 and
including the award-winning 2.5-liter ve-
cylinder) are deployed not just by Audi but
also by Volkswagen, Seat and Skoda, and are
manufactured at Gyors modern, just-in-time
facility. Such progress means that Gyor is now
the worlds third largest engine manufacturer.
GM has also held a presence in the country
since 1991 and is the sole manufacturer of the
Ecotec 1.6-liter and 1.8-liter Family 1 petrol
engines, with an output of 500,000 units per
year. GM has calculated that its most
productive plant worldwide is in Hungary,
says Henter with pride. Wages here are lower
than in western Europe and this is combined
with a well-educated, industrious workforce.
Due to our engine development center and
our ability to design excellent
products, Hungary is one of the
drivers of engine development
in Europe. We have over 48,000
technical students in higher
education and nearly 20%
of our engineers are
involved in product
improvement.
In 2012 Daimler will
begin production of an
estimated 100,000
compact Mercedes
vehicles per year in
the central Hungarian
city of Kecskemt. This move was backed by
the Hungarian government, which provided a
package of measures showing prioritization
towards the project. As Dieter Zetsche, CEO
of Daimler remarked, A well-trained labor
force, a dense supplier network and favorable
logistics conditions were the main arguments
in favor of Kecskemt. The new site will
create 2,500 jobs, though unlike the Audi,
it would seem that Daimler has no
immediate plans to start producing
engines in Hungary.
Eastern promise
Eastern Europe is a region with a strong automotive legacy,
particularly in the production of components, but how many
countries are making true inroads into engine manufacturing?
WORDS: SAUL WORDSWORTH
13 - 16 January 2011 NEC Birmingham, UK
E0k0PE'5 LAk6E5T
- 0ver 28,b00 nolorsporl lrode buyers
- 0ver 4,000 overseos buyers fron 50 counlries
- 0ver L750m worlh of business generoled ol lhe Show
- 0ver 700 exhibilors
- 0reol Nelworking!
For infornolion oboul exhibiling.
Fnoil autespert.internatienaI@haymarket.cem
Tel +44 l0 20 82b7 8300
0r visil www.autespertinternatienaI.cem
IdgZ\^hiZgVhVigVYZWjnZgVcYWdd`ndjgi^X`Zih
k^h^i/mmm$Wkjeifehj_dj[hdWj_edWb$Yec
dgXVaa/&.*+('.,&'(
0E0ICATE0 TkA0E-0NLY
H0T0k5P0kT EXRIITI0N
IG69:DCAN96NH13 & 1/ JlNUlRY 2O11
Audis Gyor plant has
become the third largest
powertrain production
facility in the world
69
70
SUCCESS IN SLOVENIA
Slovenia, like Macedonia and Serbia,
was part of the former Socialist Federal
Republic of Yugoslavia. Nestled between
the Alps and Adriatic Sea, this country of
two million will admit that it is unlikely
ever to be a leading force in the auto
industry. Nevertheless, it does play host
to one very impressive OEM. Dusan
Busen is MD of the Automotive Cluster
of Slovenia (ACS): Renault-owned
Revoz is Slovenias only car factory, he
says. This group bodywork assembly
plant has the capacity to produce
200,000 Clios and Twingos every year.
Export of these models accounts for
nearly 10% of Slovenian business. The
Brand new image
Like Hungary, Serbia is one of Europes fastest growing
economies. It possesses a population of nearly 10 million
and an established infrastructure, albeit one thats still
recovering from the wars in the 1990s. Incentives to
invest include the lowest rates of VAT (18%) and corporate
tax (10%) in the region, as well as a 10-year tax holiday
for any company creating more than 100 new jobs. If a
projects value is US$250 million and creates 1,000 new
jobs, the state will cover up to 25% of the investment.
Vladimir Tomic is the automotive specialist at SIEPA, the
Serbian Investment and Export Promotion Agency, and he
says the country is ripe for automotive investment: The
government recently declared automotive is one of the
sectors of special importance, he says. This means that
in the future, the very highest level of encouragement will
be given to investors in this area. Our strategic plan is to
have at least two OEMs based here by 2013.
And Serbia is already half way to meeting such a goal:
Fiat currently manufactures the Punto Classic, the
forerunner to the Grande Punto, and exports to nearby
markets. Recently, it was announced that Fiat would move
the manufacture of the Fiat Multipla and Idea minivans
from Turin to Kragujevac, resulting in an investment of
US$1.2 billion. The Serbian Government will itself invest
around US$315 million.
Its plan is to produce 200,000 units per year, continues
Tomic, but this, though, will not include any engine
manufacture. The production of engines is not in a good
state in Serbia right now, admits Tomic. Fiat get their
engines from their production plant in Poland. This may
change in time but not yet. We have made engines in the
past but no longer.
So Serbias potential as an engine manufacturer remains
unexplored. It benets from the advantage of being able to
export goods to the large Russian market without tax
the only country in Europe with such an agreement. Yet it
is still not a member of the EU and despite a number of
notable successes, there is no denying the country suffers
from problems of perception. Our country was under UN
sanction, during the war in former Yugoslavia and I think
many potential investors still have a bad impression of
Serbia, explains Igor Vijatov, CEO of the Automotive
Cluster of Serbia. We are now a modern democratic
country with a free market and the biggest
challenge for us is how to convince
investors that Serbia is a safe and
good place for investment.
Step by step
Like Serbia,
Macedonia is also
looking to secure
automotive business,
but rst the country needs to re-establish
old ties. As part of the former Yugoslavia we
used to be part of global supply chains through
Fiat, but the links were severed after the break-up of
the country and these companies were cut adrift,
admits Dejan Janevski, portfolio manger for Macedonias
USAID Competitiveness Project. Our principal aim right
now is to support these companies and help them nd
their way back into these chains.
The organizations that survived and regenerated now
mainly develop safety systems and car batteries, along
with a few engine components. Fiat is considering a
couple of companies here that they have old relationships
with but we are not close to manufacturing our own
engines, admits Janevski. The concept of an organized
approach to the automotive business here is fairly new. The
Auto Cluster of Macedonia was only founded in 2007.
Despite this the country boasts big investment wins in
Johnson Controls and Johnson Matthey, the latter viewing
Macedonia as its mega-Euro plant for the next decade. It
is also a young country 45% of the population is under
30. Operating costs are among the very lowest in Europe
and it has good proximity to assembly plants in central
Europe and Turkey. We hope to attract a few Tier 1s here
by 2015, outlines Janevski, but for the most part our
focus will be moving our domestic suppliers up a Tier.
REGIONAL FOCUS
Fiat will invest up to
US$1.2 billion in the
Kragujevac facility
engines are
manufactured in
France. We still have a little
way to go when it comes to
creating a proper infrastructure.
As with all other countries in the
region, Slovenias investment incentives
are impressive: any foreign manufacturing
investment bringing 25 new jobs to the
region will be granted over US$1 million
from the government, which will also fund
up to 30% of total investment costs, and
this may be 40% for medium-sized
companies and 50% for small ones.
However, for now at least there is a
particular barrier to the establishment of
an engine manufacturing plant. Our
employment rate is very high, says
Busen. Before the economic crisis last
year we were close to employment
saturation. Therefore we would struggle
to accommodate an OEM who wishes
to employ 3,000 of our workers. We are
more interested in SMEs.
Slovenia is home to
Renaults Revoz
plant that rolls out
the Clio and Twingo

Like all Swiss technology;
it runs like clockwork.
Looking for unsurpassed solutions in certified connections?
OETIKER, your global expert and personal partner, always meets you halfway: customer-specific
from development, to installation tools, to complete system solutions.
Industry authorities choose OETIKER. www.oetiker.com
Tailor made water pumps
From design to mass production
manufacturer since 1942
via Ruca, 406 - 25065 Lumezzane, Brescia (Italy)
tel +39 030 8250411 - fax +39 030 8922536 www.saleri.it - e-mail: info@saleri.it
ExtraEnergy is an international non-prot
organization with headquarters in Tanna,
Germany. Its activities promote the
development of independent information
and testing of light electric vehicles (LEV).
Correspondents reside in China, France,
Italy, Japan, Korea, Spain, Taiwan, and
the USA. ExtraEnergy proudly hosts the
Worlds largest LEV collection.
www.EnergyBus.org
EnergyBus is a new industry standard
for connecting electric components
of LEVs. It consists of a connector set,
communication protocol, and energy
management system. EnergyBus is
currently being developed under the
lead of EnergyBus Inc. in cooperation
with CAN in Automation (CiA) Inc.
www.batso.org
BATSO is a battery safety and certifica-
tion standard. Batteries which have
successfully passed a test according to
BATSO regulations are certified with the
BATSO seal.
The project partners of BATtery Safety
Organization are ExtraEnergy, ITRI, TUV
Rheinland Taiwan, and UL.
www.LEVconference.org
www.ExtraEnergy.org
The conference on Light Electric Vehi-
cles, organized by ExtraEnergy, is a key
event for the entire LEV industry to stay
up to date with the latest developments
of electric mobility worldwide. The LEV
Conference location alternates annually
between Taiwan and Germany.
13 - 16 January 2011 NEC Birmingham, UK
E0k0PE'5 LAk6E5T
- 0ver 28,b00 nolorsporl lrode buyers
- 0ver 4,000 overseos buyers fron 50 counlries
- 0ver L750m worlh of business generoled ol lhe Show
- 0ver 700 exhibilors
- 0reol Nelworking!
For infornolion oboul exhibiling.
Fnoil autespert.internatienaI@haymarket.cem
Tel +44 l0 20 82b7 8300
0r visil www.autespertinternatienaI.cem
IdgZ\^hiZgVhVigVYZWjnZgVcYWdd`ndjgi^X`Zih
k^h^i/mmm$Wkjeifehj_dj[hdWj_edWb$Yec
dgXVaa/&.*+('.,&'(
0E0ICATE0 TkA0E-0NLY
H0T0k5P0kT EXRIITI0N
IG69:DCAN96NH13 & 1/ JlNUlRY 2O11
PRODUCTION NEWS
72
Ashland India has acquired a 10-acre site in India to build
a packaging and blending plant for the Valvoline-branded
automotive and heavy-duty lubricants. The site will be
located in the Ambernath industrial area near Mumbai,
and will have an initial production capacity of 100 million
liters per year. Construction of the plant is scheduled to be
completed toward the end of 2011, with the facility being
managed by Valvoline Cummins, a JV established in 1998
between Ashland and Cummins India.
ASHLAND SECURES PRODUCTION SITE
The JV manufacturing plant
operated by PSA Peugeot
Citron and Mitsubishi
Motors has ofcially started
vehicle and powertrain
production. Located in
Kaluga, Russia, the state-of-
the-art facility is 70% owned
by PSA, with the remaining
30% taken by Mitusbishi.
This plant represents a joint
initial investment of US$607
million and will help
realize growth for both
OEMs in Russia.
The Kaluga
partnership
represents the latest in a
growing line of JV projects
that PSA and Mitsubishi
have formulated in recent
years. The two OEMs share
production platforms in
Japan for manufacture of
SUVs including Citrons
C-Crosser. The French car
maker has also bought into
Mistubishis EV technology,
with the upcoming Citron
C-Zero and Peugeot iOn
models heavily based on the
Mitsubishi i MiEV, which
has been launched in Japan
and the UK.
KALUGA PLANT OPENS FOR ACTION
The Renault-Nissan Alliance has
unveiled measures that will
further strengthen its partnership
with AVTOVAZ, Russias leading
car manufacturer. Codenamed
the AVTOVAZ Development
Program 2020, the three partners
are aiming to secure a combined
Russian market share of 40% by
2015. Essentially, this will mean
a growth of 10% in the next ve
years. In February 2008 Renault
bought a 25% stake in AVTOVAZ,
but its only now that the partners
are formulating a plan that will
see the three brands Renault,
Nissan and Lada work closer
together. With three plants in
Russia, the Renault-Nissan/
AVTOVAZ partnership will have
a production capacity of 1.3
million units by 2012. And as
part of the agreement, Renault-
Nissan will introduce quality
controls and established
production processes that will
ensure maximum exibility to
enable the Russian OEM to
achieve the highest product
quality goals.
ALLIANCE STRENGTHENS RUSSIAN PARTNERSHIP
KALUGA FACT SHEET
Location
180km south-west of Moscow
Management
Didier Aleton, managing director;
Masayuki Imada, deputy managing director
Surface Area
145 hectares (adjacent to a 30
hectare supplier park)
Production Capacity
125,000 vehicles per year (in three shifts)
Vehicles Produced
Mid-range sedan vehicles for Peugeot and
Citron; mid-range SUVs for Mitsubishi,
Peugeot and Citron
Headcount
3,000 employees
Toyotas Deeside plant in the UK has become the car
makers rst manufacturing facility to produce a hybrid
vehicle engine outside Japan. The 1.8-liter VVT-i drivetrain
will be installed in the all-new Auris. The production process
for the hybrid powerplant sees raw aluminum being smelted
and cast on-site, prior to machining, with assembly and
testing of the completed unit also taking place at Deeside.
The nished engines are then shipped to Toyotas second
UK plant in Burnaston for installation. Toyota opened its
Deeside operation in 1992 and it currently has more than
500 people on site, working two shifts ve days a week.
TOYOTA ROLLS OUT FIRST EURO HYBRID
Like all Swiss technology;
it runs like clockwork.
Looking for unsurpassed solutions in certified connections?
OETIKER, your global expert and personal partner, always meets you halfway: customer-specific
from development, to installation tools, to complete system solutions.
Industry authorities choose OETIKER. www.oetiker.com
Tailor made water pumps
From design to mass production
manufacturer since 1942
via Ruca, 406 - 25065 Lumezzane, Brescia (Italy)
tel +39 030 8250411 - fax +39 030 8922536 www.saleri.it - e-mail: info@saleri.it
ExtraEnergy is an international non-prot
organization with headquarters in Tanna,
Germany. Its activities promote the
development of independent information
and testing of light electric vehicles (LEV).
Correspondents reside in China, France,
Italy, Japan, Korea, Spain, Taiwan, and
the USA. ExtraEnergy proudly hosts the
Worlds largest LEV collection.
www.EnergyBus.org
EnergyBus is a new industry standard
for connecting electric components
of LEVs. It consists of a connector set,
communication protocol, and energy
management system. EnergyBus is
currently being developed under the
lead of EnergyBus Inc. in cooperation
with CAN in Automation (CiA) Inc.
www.batso.org
BATSO is a battery safety and certifica-
tion standard. Batteries which have
successfully passed a test according to
BATSO regulations are certified with the
BATSO seal.
The project partners of BATtery Safety
Organization are ExtraEnergy, ITRI, TUV
Rheinland Taiwan, and UL.
www.LEVconference.org
www.ExtraEnergy.org
The conference on Light Electric Vehi-
cles, organized by ExtraEnergy, is a key
event for the entire LEV industry to stay
up to date with the latest developments
of electric mobility worldwide. The LEV
Conference location alternates annually
between Taiwan and Germany.
The 2010 Conference will take place in
Cologne on October 4-5.
ContiTech Fluid Technology
has developed extremely
resilient engine fuel lines specically
for high-performance truck engines
with up to 16-liters displacement.
As a result, ContiTech is making a
major contribution to improving
driving safety, riding comfort and
environmental protection. With the
new engines, it has been possible
to reduce both consumption and
emissions a novelty for the North
American market. Its sustainable
concept makes the system future-
proof without restriction, not only
with regard to the strict American
EPA 10 exhaust-emissions
standards, but also for potential
future measures for reducing
exhaust gas emissions. The fuel
lines are characterized by their low
maintenance costs, high reliability
and long service life.
Conventional fuel lines would not
be able to cope with the needs of
these heavy-duty engines. This is
why ContiTech developed a new
generation of lines especially for this
application. Due to a new, extremely
temperature-resistant rubber
compound and special braiding,
which can sustain the high
operating pressures, the lines can
withstand pressures of up to 35 bar
and operating temperatures of up to
130C. The lines withstood the
ame test for a period of four hours
without any noticeable loss in
performance. Stainless steel
braiding is also available to increase
the levels of heat dissipation, this
further improving the test results.
The fuel lines with 15mm inside
diameter can also be supplied as
double lines, thus saving time and
space during assembly. The lines
can simply be attached directly to
the engine using a special ange
and secured with a screw. The new
high-performance engines and the
fuel lines from
ContiTech are used
in many makes of
heavy trucks built at sites around
the globe. For example, ContiTech
exclusively serves fuel lines to the
new line of engines from Paccar.
The plants in the USA and the
Netherlands are supplied with 27
variants of the tried-and-tested PAK
lines. Seven lines per truck means
that packages can be tailored to the
specic engine. Minimal engine
clearances call for plastic lines with
narrow bending radii and maximum
exibility. Metal lines are no longer
capable of satisfying these
specications as they cannot
absorb the vibrations that occur
when an engine is running. As a
result, these metal lines
can break easily.
Incorporating its know-
how from the car sector, ContiTech
developed preformed PAK lines
for commercial vehicles. The
advantage of these lines is that they
absorb all vibrations and very
reliably connect all the aggregates
to the diesel engine fuel supply
in spite of the minimal installation
dimensions and narrow bending
radii. The line connections comprise
a polyamide lining spray, coated
with a thin layer of rubber to
enhance re resistance. The
connections were optimized for the
higher requirement of the commercial
vehicle market. Thanks to polyamide
A look at applications in the latest generation
of high-performance truck powertrains with
reduced consumption and emission levels
Resilient fuel lines
lining, the lines can withstand
pressures up to 14 bar and
temperatures from -35C to +100C.
ContiTech is one of the few
suppliers in the industry that
can produce such a hose line
for this special application,
thus contributing to the further
development of modern engines.
ContiTech Fluid Technology has developed
extremely resilient engine fuel lines
specically for high-performance truck
engines with up to 16-liters displacement
Gnter Frlich at ContiTech
Fluid Technology
W. www.contitech.de
ONLINE READER
ENQUIRY NO. 501
74
PRODUCTS & SERVICES
Soo at|sts .o' |o o||s o
ab|o. \o .o' |o cab|oo, aoo
|avo o ooa| +0 oas. C. oo.,
,atootoo Va||o'
T|
|a|oat|oo o|o
toc|oo|o a||o.s o oos|o oooo
oovo booo ,oss|b|o, so 3-|
o|octoaoot|c coos cao bo oos|ooo
to t |oto |oss s,aco. Va||o'
T|
|s oo
oc|oot t|ao ,o.oooo ota||. aoo
cao |oco,oato |otoa| o.ot|o s.acos,
so o. |avo o.o ,ats to ao.act.o. |o.o
,ats oaos |oss coos.,t|oo o a. ato|a|s.
|oo oos|o ,oss|b|||t|os. |oo oc|ooc.
|oo sav|os. |o. t|at's a .o' o at. 3ooo
o. stat oo o. oot oooo ,oo.ct oos|o,
|vo .s a ca|| at 260-+32-SS63 o c|oc' o.t
o. .obs|to at ....|||oo.st|os.co.

Title:GreenerMotors
Medium: Varilok
laminatedstack
Electricalsteel
Artist:LHIndustries
L.H. INDUSTRIES
++20 C|.bv|o. ||vo
|ot \aoo, || +680+
....|||oo.st|os.co
PRODUCTS & SERVICES
Variable valve control is a key
factor for creating modern,
economical, low-emission IC
engines. The combustion process
can be adapted to the specic
performance requirements and
lling of the combustion chamber
can be optimized to increase energy
efciency and reduce emissions.
The Schaefer Group can look
back on a successful tradition in the
development and manufacture of
various components for variable
valve-control systems. The product
portfolio ranges from camshaft
phasing units and switchable
tappets up to the new INA
cam-shifting system and UniAir,
the worlds rst electrohydraulic
valve-control system.
The Schaefer Group has gained
extraordinary expertise during the
many decades it has developed
and manufactured high-precision
hydraulic components that are
matched to each other in the
range. This solid foundation has
enabled the Schaefer Group to
manufacture highly sophisticated
technologies, such as UniAir.
Camshaft phasing units shift the
opening curve that is dened by the
cams to an earlier or later point in
time. Camshaft phasing units do not
inuence the lift. Instead, they shift
the timing to optimally adjust it to
the load conditions and speeds.
The Schaefer Group has offered
these components since the mid-
1990s. Current hydraulic camshaft
phasing units require signicantly
less space than their predecessors
due to continuous development. In
addition to the benet of smaller
space requirements, the reduced
masses have a positive effect on
the moment of inertia and improve
engine response. Mechatronics is
also on the advance in this sector.
Electromechanical camshaft
phasing units respond even more
rapidly and require less space. The
effects achieved with camshaft
phasing units can be further
enhanced in conjunction with
switchable tappets. But the INA
product range comprises even
more components and systems
for variable valve control.
An example is the cam-shifting
system, which offers a wide range
of options and benets. It provides
the freedom to design valve-lift
curves and enables the combination
of cam-prole shifting and cylinder
deactivation. The INA cam-shifting
system does not need a hydraulic-
switching system. The electrically
controlled cam-shifting system
compensates the difculties
occurring in hydraulic systems due
to higher oil viscosities in the low-
temperature range by means of
switching that is not dependent on
oil pressure. The positive control
during the switching operation
ensures cyclical switching within
one rotation of the camshaft, even
at low temperatures. Another
benet is the systems low mass
moment of inertia due to small
moving masses. The original valve
springs used in the engine without
valve control variability can usually
be maintained. Smaller space
requirements, low system complexity
and reduced CO
2
emission levels
are the key, additional advantages
of this technology.
Schaefer has been successful
in the market not only with various
mechanical valve-variability systems
but also with UniAir, the worlds rst
fully variable hydraulic-valve control
system, developed in collaboration
with Fiat Powertrain Technologies
(FPT). This system is also controlled
by means of a camshaft. Here,
however, a hydraulic element,
controlled by an electronic valve,
enables almost completely free
variation of the valve opening curves
Switchable tappets, camshaft-phasing units, cam-shifting technologies
and UniAir are all sophisticated systems at the forefront of engine design
Advances in valve control
for each individual cylinder. Multiple
opening within a control cycle is
also possible. The effects on engine
power, torque and emissions are
considerable. In conjunction with
downsizing, for example, the fully-
variable hydraulic-valve control
system reduces fuel consumption
and CO
2
emissions by up to
25%. And through increased
performance levels, higher torques
and optimized engine response,
UniAir not only benets the
environment and the budget but
also the driving pleasure.
UniAir from the Schaefer Group
is the worlds rst electrohydraulic
valve-control engine technology
76
Schaef er Group
E. info.de@schaef er.com
W. www.schaef er.com
ONLINE READER
ENQUIRY NO. 502
RILSAN
HT THE ONLY WAY TO COMBINE

HIGH TEMPERATURE AND FLEXIBILITY
Rilsan
HT is the rst exible, high-temperature thermoplastic to replace metal in tubing

for high-temperature automotive and other demanding industrial applications.
The revolutionary exibility of Rilsan
HT offers a step-change in polyphtalamide

(PPA)-based materials and extends metal substitution to yet unimagined possibi-
lities.
Compared with metal assemblies, tubing made from Rilsan
HT lower the
overall system cost and ensure longer service life of engine components.
Rilsan
HT is a unique durable high-temperature thermoplastic largely

derived from renewable non-food-crop vegetable feedstock, natu-
rally responding to the increasing environmental commitment of the
automotive industry.
www.rilsanht.com
Im
a
g
e
: C
. G
u
y
o
t
For further information, please contact us:
info.rilsan@arkema.com
Tel: +33(0)1 49 00 71 30
Fax: +33(0)1 49 00 51 47
aMD-AP-Rilsan-HT-215x275.indd 1 18/05/10 16:08:44
The steady rise of the diesel-
powered car has continued
over the last decade, as customers
recognize the advantages of
advanced modern diesel engines. In
some European markets, over 50%
of new cars are diesel powered, and
their purchasers enjoy improved fuel
economy, drivability and in some
markets, even cheaper fuel. Yet the
new particle number emissions limit
(N/km) for European diesel cars
presents manufacturers with
technical challenges to overcome.
DPFs operate in a hostile
environment, and the exotherm
during regeneration can cause
damage. Considerable resources
are expended both on developing
regeneration strategies and ensuring
that lters meet strict emissions-
durability limits. Overloaded DPFs
can also cause drivability problems.
The DPFs backpressure versus
soot-load characteristic is of key
importance. A DPF with a lower
backpressure for a given soot load
can accept more soot before
adversely affecting engine operation.
Extending the regeneration interval
can improve fuel economy, but the
greater exotherm produced during
regeneration is more likely to
damage the lter. A typical diesel-
car engine will emit up to 6g of soot
per hour, with a total lter load
of 28g before regeneration.
Representatively loading the DPF
with an engine will take many hours
of expensive dynamometer time.
Engine dynamometers are
complicated systems, and ensuring
good repeatability over the time
scales involved in DPF testing is
extremely difcult, requiring the
attention of skilled operators. When
characterizing a production batch of
lters, repeatability of the test is
paramount, and it is difcult to
ensure with the many engine
variations that could occur when
running at steady speed and load.
In addition, there may be engine/
DPF interactions that increase
variability, particularly when
comparing lters with differences.
If the engine is subject to high
backpressure, this can cause
increased NO
2
. The NO
2
oxidizes
soot in the DPF, making repeatable
and predictable loading difcult.
The Cambustion DPG addresses
many of these problems to provide
customers with a single tool for
evaluating DPFs in a cost-effective
manner. Loaded backpressure
reproducibility between different
DPG-equipped laboratories of
better than 5% makes the DPG
ideal for both production QC and
research purposes.
Controlled combustion of diesel
fuel produces soot, and this soots
properties correlate well with a
variety of engine-derived soots,
both in terms of backpressure
and regeneration performance.
Computer control of burner
parameters maintains constant soot
output during loading, and the
design of the system decouples the
burner conditions from those in the
DPF. The DPG can load soot at up
to 20g/hr, cutting lter-loading time
signicantly. Lean combustion in the
DPG ensures that the exhaust
contains very low NOx. This
eliminates the unwanted variability
caused by passive regeneration.
The DPG offers another key
advantage compared with cold ow
benches, because it can measure
backpressure characteristics
while loading soot at conditions
representative of light- and medium-
duty engines, for example, 250C
and 400kg/hr. This makes the
correlation between the DPG results
New emissions legislation will affect the design of diesel engines,
but new testing procedures of DPFs are aiding development
DPF testing
and engine results easier than
when using a cold-ow rig.
The DPG can also regenerate
lters, with built in provision for
recording of temperatures in the
brick and the backpressure. The
ability to perform complex, fully
automated sequences, as well as
standard soot-loading routines
make the DPG the most advanced
and cost-effective tool available for
DPF testing.
The Cambustion DPG can load
soot at up to 20g/hr, thus cutting
lter-loading time signicantly
78
Chris Nickolaus at Cambustion
E. cambustion@cambustion.com
W. www.cambustion.com
ONLINE READER
ENQUIRY NO. 503
PRODUCTS & SERVICES
PRODUCTS & SERVICES
Dutch engine-development
company, Gomecsys, has
spent the last few years rening its
VCR technology. And now, the
companys new 800cc two-cylinder
engine is nally living up to the
expectations on the dyno and
showing a 25% increase in engine
efciency when running in part load
with a compression ratio of 18:1,
compared to running with a
compression ratio of 8:1, as used
for maximum power.
The biggest news, however, is the
signing of a license contract with a
major Chinese OEM that will realize
the VCR GoEngine development to
production in 2013. The GoEngine
VCR technology applied to a two-
cylinder engine provides for a high-
tech, low-cost solution. Replacing a
small four-inline engine, the light-
weight two-cylinder VCR reduces
fuel consumption and CO
2
emission
by 40% without increasing cost.
An updated B Spec of the new
two-cylinder pre-production engine
with a 270 crankshaft with three
main bearings will be fully running
by the end of this year. The current
A Spec version has a 360
crankshaft with two main bearings.
The 270 crankshaft is the way
to go for the two-cylinder engine,
says Bert de Gooijer, technical
director at Gomecsys. It has so
many advantages over the 360
crankshaft smoother torque
output, less engine vibrations, better
engine sound and less block
internal pumping losses.
We have optimized all the VCR
parts for mass-production, and are
doing extensive work on VCR
control strategies. We want to keep
it as simple and as straightforward
as possible.
Key to the result in efciency
increase is the total package of
advantages of the GoEngine VCR
technology. With four different
stroke lengths within one engine
cycle, each stroke is optimized for
a certain engine load. In part load,
it runs with a compression ratio of
18:1, a reduced intake stroke (700cc
engine volume), an increased
compression stroke (790cc), and
an even longer expansion stroke
(820cc). The other key factor is that
the friction of the VCR crankshaft
assembly is lower than the friction
of a normal crankshaft assembly.
With 200Nm per liter, the 800cc
two-cylinder turbo VCR engine is
fully capable of replacing four-inline
engines up to 160Nm and 100kW at
6,000rpm. The combination of VCR
with downsizing results in a
reduction in fuel consumption and
CO
2
emissions of 40%. We are
looking at the integration of variable
valve lift technology that will reduce
pumping losses, adds de Gooijer.
There is good synergy between
VCR and pumping reduction.
For larger outputs, Gomecsys
is developing a 3-liter V4 VCR
GoEngine with 600bhp, to be
showcased in a modern American
muscle car. Gomecsys sees the
turbocharged V4 VCR as an ideal
replacement for existing V8 and V6
units. A V4 still has the V8 character;
Having signed a license contract with a leading
Chinese OEM, the third-generation VCR
GoEngine is scheduled for production in 2013
All go for VCR engine
The new 800cc, two-cylinder
Gomecsys engine features a 270
crankshaft with three main bearings
not identical but its clearly the same
family, and more exciting than a
four-inline, adds de Gooijer.
The 600bhp 3-liter V4 will have a
lowest compression ratio of 6:1, which
is good for running with 4 bar boost
while keeping peak combustion
pressure under 100 bar.
Bert de Gooijer at Gomecsys
T. +31 35 678 1356
E. bg@gomecsys.com
W. www.gomecsys.com
ONLINE READER
ENQUIRY NO. 504
79
PRODUCTS & SERVICES
Increasing demands for
comfort in vehicles have led
to a broad application of balancer-
shaft components in four-cylinder
powertrains, and these shafts
compensate for the second-order
excitations of the crankshaft drive,
and lead to a much smoother-
running engine.
Concepts to date have been
based on balancer shafts with
friction bearings. For example, a
2-liter four-cylinder diesel engine
was the rst model to use roller-
bearing balancer shafts. This
innovative design was developed by
bearing manufacturer INA together
with the OEM and Hirschvogel. It
has realized a signicant reduction
in the frictional losses arising from
the rotation of the balancer shafts,
which rotate twice as fast as the
crankshaft part.
Induction-hardening steel, with
special cleanliness requirements, is
forged in an automated, multiple-
stage forging process in a highly
cost-efcient way. The ne-grain
of the forged part is guaranteed
through special temperature control.
In several FEM material-ow
simulations, the forging process
was designed in such a way that
ideal utilization of the raw material
could be achieved. Linear-elastic
part simulations for designing
ligree ribbing were carried out
at the same time as the process
design to generate an optimum
part. A range of measures has led
to the generation of a forged part
with low levels of distortion.
The nish-machining process
begins with cutting to length and
centering. The turning operations
are followed by induction hardening.
The required high-quality of the
roller-bearing surfaces demanded
an intensive development of the
production process. By means of
a grinding and nishing operation,
high-quality surfaces are obtained.
By carrying out a Fourier analysis of
the bearing surfaces, high levels of
roundness and low unevenness
could be veried with respect to the
bearing surfaces. This minimizes
the noise emissions of the roller
bearings and maximizes service life.
Furthermore, stringent requirements
regarding part cleanliness have
been fullled. The Hirschvogel
Automotive Group is carrying out a
large serial assembly process. The
component is supplied ready-for-
assembly with a needle-roller
bearing subsystem.
This example illustrates how
enhancements in efciency have an
effect on parts. It also reveals how
the Hirschvogel Automotive Group
is supporting these advancements
in its production technology and
actively contributing to them,
through development know-how
and its readiness to invest.
Engines are becoming more refined due to innovative balancer shaft components
Roller bearing advances
Dr Hans-Willi Raedt at
Hirschvogel Automotive Group
T. +49 8243 2910
W. www.hirschvogel.de
ONLINE READER
ENQUIRY NO. 505
80
Hirschvogel supplies advanced balancer
shaft parts with roller bearings, which
are forged and ready-for-assembly
PRODUCTS & SERVICES
DSM has an established
reputation for delivering
eco-efcient automotive solutions,
offering emissions and fuel-
consumption reduction via metal-to-
plastic conversions in applications
such as air-inlet manifolds and air
duct systems.
Recently, Stanyl Diablo OCD2100
was selected for the turbo charge
air-duct resonator on the Alfa
Giulietta 1.6-liter Multijet turbodiesel
engine, which is EURO 5 compliant
and produces 105bhp. The
resonator acts to dampen noise in
the charge-air system. This was the
rst plastic turbo resonator of its
kind at the Fiat Group. It was made
in plastic for this particular engine
platform and it was found to
decrease noise, and at the same
time, increase fuel economy. Due to
its innovative long-time high-heat
ageing performance, Stanyl Diablo
OCD2100 was the only material that
could be approved for temperatures
above 210C for 3,000 hours.
Today, DSM Engineering Plastics
has introduced two new Diablo
high-heat resins: Stanyl Diablo
OCD2300 and Akulon Diablo. Both
new products are a direct response
to some of the main trends in the
automotive industry, including
weight reduction. The new materials
also facilitate system-cost
optimizations and productivity
gains, long-term sustainability, and
reduced environmental impact.
Stanyl Diablo OCD2300 is an
innovative high-heat PA46 material,
developed specically to meet the
need for long-term temperature
resistance at elevated temperatures
up to 230C. The new Stanyl Diablo
OCD2300 joins the family of Stanyl
Diablo grades that offer a key
improvement in long-term thermal
stability. This technology, developed
by DSM, extends the functional life
of components well beyond the
limits of other high-temperature
polyamides. By limiting thermal
oxidative breakdown, Stanyl Diablo
OCD2300 withstands more than
3,000 hours at aging temperatures
of 230C before its tensile strength
is less than half of its initial value.
Requirements for under-bonnet
applications are changing. The
environmental requirements, EURO
5 and 6 legislation and the call for
reduced fuel consumption have
resulted in signicant changes, such
as the use of smaller engines with
higher turbo pressures and EGR.
As a result, UTB components
such as air ducts, air-intake
manifolds and charge-air cooler
end-caps are exposed to rising
operating temperatures. With
increasingly critical temperature and
tougher lifetime requirements, long-
term service life of components
made from current thermoplastics
can be at risk. Stanyl Diablo
OCD2300 is currently the only high-
performance PA that can withstand
these temperatures and it also
offers better mechanical properties
than other high-performance
polymers for these applications.
Stanyl Diablo OCD2300 was
validated and released by a German
OEM for use in applications up to
230C CUT, where key applications
include resonators, hot-charge
A look at one-stop-shop solutions for air/fuel systems
that further reduce weight in under-bonnet applications
Next-generation grades
air ducts and
charge air-cooler
end-caps.
To complete its portfolio, DSM
will also be introducing Akulon
Diablo, a high-heat PA6 material
that bridges the gap between
Akulon PA6 and PA46 Stanyl Diablo.
This grade was developed for use in
air/fuel systems, which may be
subject to 210C continuous use,
and 230C over shorter periods.
Akulon Diablo is being sampled and
will be commercially available later
in 2010.
Stanyl Diablo was selected for the turbo
charge air-duct resonator on the Alfa
Giulietta 1.6-liter Multijet turbo diesel
Diablo portfolio from DSM Engineering
Plastics now meets all the needs
of the supply chain for air ducts
81
Christian Kilgus at DSM
Engineering Plastics
E. Christian.kilgus@dsm.com
W. www.dsmep.com
ONLINE READER
ENQUIRY NO. 506
PRODUCTS & SERVICES PRODUCTS PRODUCTS PRODUCTS PRODUCTS SERVICES SERVICES SERVICES SERVICES PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS &&&& SERVICES SERVICES SERVICES SERVICES SERVICES SERVICES SERVICES SERVICES SERVICES SERVICES SERVICES PRODUCTS & SERVICES SERVICES
September 2010 September 2010 September 2010 September 2010 Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com September 2010 September 2010 September 2010 September 2010 September 2010 September 2010 September 2010 September 2010 September 2010 September 2010 September 2010 September 2010 September 2010 Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com September 2010 Engine Technology International.com September 2010 Engine Technology International.com Engine Technology International.com
PRODUCTS & SERVICES
Rotational speed and relative
angle to a keyphasor are two of the
most fundamental parameters in
engine testing. Any error in these
measurements will ripple through
an engineers analysis in many well-
known and some unexpected ways.
So when measuring rotational
speeds, why settle for a jittery tacho
signal with uncertain timing when
this can be avoided. Brel & Kjrs
MM-0360 tacho probe is based
on a continuous wave laser that
avoids the phase jitter seen with
conventional tacho probes that are
based on pulsed lasers. The MM-
0360 provides precise rotational
speed and phase information
needed for order tracking, phase, or
balancing applications. And because
it is powered by the de facto
standard CCLD system, MM-0360
is compatible with a wide range of
existing instruments.
MM-0360 is capable of measuring
down to 0rpm when used with the
Brel & Kjr LAN-XI family of
data-acquisition hardware, and is
especially designed for contact-free
speed measurements on rotating or
reciprocating machines, producing
a voltage pulse for each rotation of
a shaft or cycle. Maximum speed is
300,000rpm. The probe is safely
separated from possible contact
with moving parts because the MM-
0360 can be located any distance
from 1.5-70cm from the test object.
Optimum tacho probe
Brel & Kjr
W. www.bksv.com
ONLINE READER
ENQUIRY NO. 507
AVL
E. stefan.schmid@avl.com
ONLINE READER
ENQUIRY NO. 508
Many institutes and companies in China have been
continuously working on turbocharger design and
matching since the end of the 1950s, and as a result,
four different stages have taken place within this
design and development process.
Initially, the joint ventures in China like Holset
and KKK followed the simple principle of taking
and using by bringing the existing drawings,
manufacturing processes and equipment from Holset
and KKK directly into production, while the key
technology of turbocharger design and matching
were always held by the overseas side. After
that, there were more Chinese local turbocharger
institutes and companies specializing in turbocharger
design and matching. However, the job was still
limited to the simple replication of the existing turbos
for the existing engines. There was still no designing
and matching for new engines in this eld.
In the last 10 years, the industry in China made
some progress in the turbocharger matching eld, but
mostly by analyzing the target engine specication to
nd suitable turbochargers from similar engines, with
limited modications and trial matching to meet the
target-engine performance requirements.
After repeated efforts, companies in China, such
as F-Diesel Turbo Systems, have mastered the
technology of complete design and matching for
a new turbocharger simultaneously with the R&D
of a new engine. This process by F-Diesel includes
prototype design based on engine specications,
with a series of computing calculations such as
compressor thermodynamics computing, turbine
thermodynamics computing and MAP computing
design, followed by a prototype machine
sampling, and
a series of
experiments and
testing to complete
the whole design.
Turbocharger design in China
F-Diesel Power
E. sales@turbochargers.cn
ONLINE READER
ENQUIRY NO. 509
Electric powertrain development today is
characterized by a rapidly increasing system
complexity. A frontloaded development
approach in combination with hand-in-
hand development, supported by innovative
system simulation technologies is the
AVL key capability to fullling the markets
strong demand to reduce development time
and costs by achieving a high development
quality. AVLs E-Motor System is based
on automotive standards and proven for
prototype and serial applications.
E-motor simulation and development
includes simulation of the powertrain to
evaluate and optimize the vehicle-concept
system and to derive the E-motor specication
for best performance, model-based simulation
of the E-motor using high end methodologies
and tools for virtual prototype testing, design
and development of prototype E-motor using
rapid-prototype methods, and functional and
performance validation of E-drive at the test
bench and in the vehicle.
The powertrain controls development
includes model-in-the-loop and software-in-
the-loop verication at an early stage of the
development, thus relinquishing expensive
prototyping and reducing integration time and
costs. Model-based algorithm development
and auto-code generation enable an efcient
system integration and a state-of-the-art
process, with dened quality gates and
a exible tool-chain, guaranteeing best
customer interaction.
Finally, electromagnetic compatibility
simulation and development includes such
factors as development of EMC concepts and
functional specications, modeling of E-motor
and E-drive, and simulation of electromagnetic
emission, performance of development
tests, and support for approval tests and type
approval, and EMC-support and optimization
during all phases of the V-cycle.
E-motor development
82
PRODUCTS & SERVICES PRODUCTS SERVICES SERVICES SERVICES SERVICES SERVICES SERVICES & PRODUCTS & PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS & SERVICES SERVICES SERVICES SERVICES SERVICES SERVICES SERVICES SERVICES SERVICES PRODUCTS SERVICES PRODUCTS & SERVICES
Solvay Advanced Polymers
W. www.solvayadvanced-
polymers.com
ONLINE READER
ENQUIRY NO. 510
To support the worldwide powertrain requirements of reducing
CO
2
emissions and fuel consumption, Melling is launching a new
switchable electronic water pump for the automotive market.
The water pump is the key component of the cooling system,
responsible to provide coolant ow through the engine. To comply
with new emission standards and regulations, OEMs are looking
at new and advanced cooling strategies to reduce emissions and
improve reliability in their powertrains. Melling has patented a new
electromagnetic clutch to the water pump to make it switchable. Thus
enables the system to achieve new environmental targets at minimal
cost impact.
A large portion of CO
2
emissions are created during engine warm
up; and by incorporating this technology the engine temperature
can be optimized in this phase. With a shortened warm up cycle, the
engine consumes less fuel and reduces CO
2
emissions.
The Melling switchable electronic water pump is electrically
operated with very low power consumption, 5Nm of torque 12W at
12V, and electric power is only required when the pump is switched
off. In the event of electric power failure, there is a fail-safe operation
allowing the pump to function as a conventional water pump. The
design is very compact and can be assembled on existing engines due
to the same interface and envelope of a conventional pump.
OEM testing results have shown improved fuel savings of
approximately 2%, depending on the strategy applied. Mellings
investment into switchable
electronic water pump
technology has migrated
into two European program
launches, starting in
early 2011.
Switchable electronic pumps
Automotive OEMs are continually
striving to reduce weight to
improve fuel economy and reduce
greenhouse-gas emissions.
An emerging growth area for
engineering thermoplastics is the
replacement of die-cast aluminum in
mechanical water pumps. Another
growth application resulting from
the emergence of hybrid electric
vehicles is electric water pumps.
Like mechanical water pumps,
electric water pumps are utilizing
thermoplastics in their design.
One of the key materials that are
being specied for both types of
pumps is polyphthalamide (PPA),
which is sold under the Amodel
brand name by Solvay Advanced
Polymers. Tier I supplier Melling Do
Brasil Componentes Automotivos
Ltda uses Solvays Amodel AS-1945
HS PPA resin for a mechanical
water pump and impeller for a
leading car maker.
Historically, OEMs have relied
on die cast aluminum in their
water pump housings because
demanding loads and pressures
(4-5 bar) were too high for plastics.
More recently, automotive OEMs
have incorporated a turbocharger
that has enabled downsizing of
the engine and increases in power.
With smaller engines come smaller
engine components such as water
pumps with less demanding loads
and pressures. Engines up to two
liters in displacement typically
use mechanical water pumps
that operate at 3-4 bar. At these
pressures, thermoplastics can be
substituted for die-cast aluminum,
reducing weight by up to 30%.
Another emerging opportunity
for thermoplastics is electric water
pumps for hybrid-electric vehicles.
Unlike mechanical or belt-driven
water pumps, these water pumps
work under very low pressure. The
design considerations for both types
of pumps are similar. The main
requirement for these parts is the
retention of mechanical properties
when exposed to ethylene glycol
or engine coolant at 130C for
3,000 hours. Other important
considerations include weld-line
strength, impact strength and
fatigue resistance.
Lightweight solutions for water pumps
Melling
W. www.melling.com
ONLINE READER
ENQUIRY NO. 512
Advanced water pumps
By shortening the warm-up phase of a cars engine, a fuel consumption
savings of 0.5-3% can be achieved as tested in the NEDC.
GPMs rst-generation of switchable water pumps utilizes an electro-
pneumatic operating principle, and this technology is found in numerous
OEM engines today.
As the water pump operates only as needed, less fuel is consumed.
A faster increase in the engines temperature at cold start corresponds
to reduced emissions. Heat transfer to the cooling medium is prevented
by standing water around the cylinders, and at the same time the oil
temperature is increased. Such a setup results in reduced wear in the engine.
The switchable water pump requires the same packaging
space as its belt-driven predecessors. GPMs second-
generation of adjustable water pumps utilize an
electrohydraulic operating principle, and this
technology can provide increased customer value in
terms of functionality,
space requirements,
and costs.
GPM
W. www.gpm.eu
ONLINE READER
ENQUIRY NO. 511
83
Is your engine
lifetime too short ?
Your partner for EU 6:
www.sonceboz.com
Tel: +41 32 488 11 11
egr@sonceboz.com
Our unique torque motor
is your solution!
Applications include: EGR Valves,
Exhaust Valves, Intake Throttles,
Turbochargers
The only brushless actuator compatible
with standard DC drivers in the ECU
Integrated driver electronics
are not required
Proven performance in extreme
powertrain applications
Validated for Light, Medium
and Heavy Duty truck applications
from mind to motion
PRODUCTS & SERVICES
Planning for safety
Eddy current sensors with embedded coil technology
Manufacturers are continuing to develop
the performance and reliability of alternatively
fuelled and advanced technology vehicles, but
as this momentum increases new challenges
are raised in the areas of infrastructure and
safety. This has been highlighted by a leading
test and development facility, Millbrook, which
is working closely with the industry on the
vehicles of tomorrow.
One of the biggest issues facing all parties
involved in future transportation planning,
whether they are vehicle manufacturers or
government departments, is safety. The
process of educating people about the green
benets of alternatively fuelled
vehicles continues but the
surrounding safety implications
continue to pose signicant
challenges.
For example, what if an
alternatively fuelled vehicle is
involved in an accident? How will the car react
and how will the emergency services deal with
this vehicle? Fire, ambulance and roadside
recovery services will need a signicant
amount of training to work with vehicles that
are constructed differently to their petrol or
diesel-powered alternatives.
The general public will also need to be
informed about these vehicles and what not
to do, for example when approaching a crash
scene involving an electric vehicle; if the
electric system has been compromised then
well-intentioned actions could put more lives
at risk.
These concerns are foremost in the minds
of designers of the new vehicles and systems.
Vehicle manufacturers are already building
vehicles to withstand the high-energy impact
that takes place during a crash and Millbrook
is playing its part in testing these vehicles to
ensure they meet crash-test standards.
Millbrook
W. www.millbrook.co.uk
ONLINE READER
ENQUIRY NO. 513
Adstefan is a leading casting-simulation software in Japan. It
has been chosen by major Japanese automotive companies because
it ensures easy operation, fast calculation and reliable results.
Users have saved a tremendous amount of time and money by
adapting this simulation software into their designing/development
phase. Adstefan optimizes engineering-design tasks and solves
casting problems.
Today, engineering demands, especially in the automotive industry,
are on the rise, but engineering-times tend to be on the decline. The
engineers are struggling to meet high demands such as cost reduction
or quality improvement during limited time periods. The market is
ever-expanding and ultra-competitive, with greater globalization, and
as a result, casting-simulation software is the essential tool for todays
engineers to meet their demands under the modern circumstances.
Adstefan simulates uid ow and solidication, adapting various
casting methods, such as pressure diecasting, gravity casting,
investment casting and tilt casting. Heat-treatment analysis and
thermal-stress analysis can also be calculated. It also predicts
potential defects such as porosity, mis-run, hot tear, and air
entrapment. Engineers can
develop the best designs on
computers before making
prototypes, which enables them to
reduce production costs as well as
save time.
Casting solutions
Ibaraki Hitachi
Information Service
W. www.adstefan.com
ONLINE READER
ENQUIRY NO. 515
Micro-Epsilon has developed
a completely new manufacturing
technology for eddy-current
sensors. Using embedded-coil
technology (ECT), the sensor is
housed in an inorganic carrier
material, which provides
temperature and shape stability.
Conventionally wound sensor
coils are replaced by ECT and
the carrier material can even
hold electronic components. The
technology provides more freedom
in the physical design of the
sensors and in the case of special
operating environments, the ECT
sensors can be easily adapted to
the conditions. The electronics
are either integrated in the sensor
or are housed separately. The
benets of ECT technology are its
high operating temperatures of up
to 350C, extreme temperature
stability, high mechanical-load
capacity and its suitability for use in
strong electromagnetic elds. Due to
a hermetically sealed enclosure, the
sensors can also be used in ultra-
high vacuums.
The new sensor technology has
proved itself in many challenging
applications. Due to their high
temperature stability, ECT sensors
are used for the alignment of
mirror segments in the latest
giant reector telescopes and
for measuring the grinding gap
of reners in the paper industry
due to their high mechanical-load
capacity. The sensors are well
suited to use in the semiconductor
industry, because they are resistant
to ultra-high vacuums and strong
electromagnetic elds.
Micro-Epsilon
W. www.micro-epsilon.com
ONLINE READER
ENQUIRY NO. 514
85
PRODUCTS & SERVICES
Secure connections
Constantly increasing automation within the automotive industry has led to
a requirement for a solution that enables a quick and safe connection of two
lines within systems. Oetiker quick connectors are a new system enabling
the fast and safe connection of uid supply lines for this type of application.
Manufactured in steel, they have the exibility of being used in all industries,
but are suited to applications in the automotive world where the mechanical
and thermal features of synthetic quick connectors are not sufcient.
They can be developed for specic applications and supplied in different
connection versions and diameters to suit customer requirements.
There are no restrictions or design obstacles to the ow passage, so the
maximum ow of the dened diameter is always guaranteed. Because they
can be tted without tools, Oetiker quick connectors are the optimal connector
for numerous applications. To make the connection, all that is required is to push
the grooved tube into the quick connector until it engages. The quick connectors
dramatically reduce installation times. In the case of a service interruption or a
malfunction of the system, it is easy to disconnect: all an engineer needs to do is
simply push the disconnection sleeve or pincer into the quick connector to stop
it, hold it in this position, and pull out the tube.
Scuderi Group
W. www.ScuderiEngine.com
ONLINE READER
ENQUIRY NO. 516
The new smart brushless DC (BLDC) actuator is a high-performance
electronically commutated actuator specically developed for large
diesel-engine applications, aimed at controlling emissions. This powerful
actuator delivers peak torque values beyond 6Nm in a very light and
compact housing. Therefore, its outstanding compactness makes it
easy to integrate in narrow engine compartments. This new smart BLDC
actuator features integrated CANbus control electronics and can operate
in a supply voltage range of 9-32V. In the event of power failure, and to
prevent dysfunctions, an integrated return-to-zero spring is included.
The failsafe position is customizable. The brushless DC actuator is an
actuator delivering short positioning times, while providing positioning
accuracy for ner-ow control. With integrated position sensor and
electronics drive, it acts as a modular and compact standalone actuator.
It offers high design exibility. Due to its wide torque range, it represents
an ideal motion system for valves requiring smart actuation. Typical
applications in medium- and heavy-duty engines are air-admission and
exhaust-gas applications, VVT, cam phasing and front-module aps.
Smart brushless actuator
Sonceboz
E. info@sonceboz.com
ONLINE READER
ENQUIRY NO. 518
Successful Air-Hybrid study
Scuderi Group has had a busy 2010, with
lab testing moving on at a pace with some
signicant developments achieved in recent
months.
The intensive lab testing of the prototype
continues to be analyzed and optimized
by Southwest Research Institute and the
companys other development partners.
Happily for Scuderi, the early results continue
to meet or exceed the earlier computer
simulation predictions, and the company is
fast nearing completion of two critical reports:
The Engine Map and the Air-Hybrid Study.
The Engine Map reports the results of the tests
completed on the prototype, a critical stage
in proving the concept of ring after top dead
center and showing the technological and
efciency advantages of the Scuderi Cycle
arrangement.
The Air-Hybrid Study is a computer
simulation that incorporates the Scuderi Split-
Cycle Technology into specic designated
vehicles. These tests will demonstrate the
reductions in both fuel consumption and
emission levels that are achievable with the
Scuderi Engine. Because the Air-Hybrid Study
incorporates actual data from the engine map
as well as other vehicle-specic data, the
results are expected to be highly detailed and
provide the most comprehensive and credible
analysis to date.
Recent tests have conrmed the very low
CO
2
in the Scuderi Engine and indicates that
the combustion mix (oxygen and fuel) is even
more complete and robust than a conventional
engine. The company says it is capable of
producing more power, higher efciency and
lower emissions than a conventional engine.
Oetiker
W. www.oetiker.com
ONLINE READER
ENQUIRY NO. 517
86
A & D Technology Inc ....................... IBC
ACS Industries Inc ...............................43
Aristo Catalysts ...................................67
Arkema Technical Polymers ............. 77
Autosport International .......................71
AVL List ................................................... 3
Brel & Kjr .........................................43
Cambustion Ltd .....................................51
CD-adapco ........................................... 58
Consilium Group Ltd .......................... 84
Contitech AG .................................... OBC
Cooper Standard ................................. 58
Darchem Engineering Ltd ..................57
DSM .........................................................15
dSpace GmbH .......................................31
EFD Induction AS ................................37
Engine Expo 2011 .........................23, 24
ExtraEnergy eV ....................................73
F-Diesel ..................................................18
FEV ........................................................IFC
Gomecsys ............................................ 64
GPM GmbH Merbelsrod .....................87
Henkel AG & KG Aa ............................ 61
Hirschvogel Holding GmbH ............. 40
Ibaraki Hitachi Information
Service Co Ltd ......................................57
Industrie Saleri Italo SpA ...................73
L H Industries .......................................75
Melling Engine Parts ...........................31
Micro-Epsilon Messtechnik GmbH ..37
Millbrook Proving Ground ................. 19
NAGEL .................................................. 48
NGK Europe GmbH ............................ 46
Oetiker ...................................................73
Procat Testing .......................................17
Schaefer Technologies GmbH .........21
Solvay Advanced Polymers ............... 9
Sonceboz ............................................. 84
The Scuderi Group ...............................13
ADVERTISERS INDEX
87
Some of historys most fascinating discussions surround
technologies that might have been. For instance, how
different would our world be if a team of engineers at
GM had perfected a coal-burning turbine engine for
passenger cars during the 1980s? Not only would the
industry have taken a new direction, unbeknownst to
many, this team almost did the unthinkable.
The idea made theoretical sense: turbine engines can
consume just about any carbon-based fuel, and coal is
easily the most plentiful such fuel on Planet Earth.
Importantly, solid coal packs a stronger energy punch
than liquid hydrocarbon fuels. Add to this the stinging
the USA felt after the second Arab oil embargo, and the
environment was ripe for a disruptive idea.
And disruptive aptly described nearly every aspect of
the coal-red turbine engine project. Throughout the
1960s and 1970s, GMs powertrain engineers were
already faced with taming major behavioral issues that
aficted liquid-fueled turbines high fuel consumption
at idle, languid acceleration and 1,650C operating
temperatures. Fueling the engine with solid fuel further
complicated matters.
However, the benets of turbine engines were
more than appealing: long life, lightweight, low oil
consumption and exceptionally low NVH. GM funded
the research and a running prototype as part of their
turbine engine development program.
One of the programs early members (now retired),
Paul Ulrich, told ETi, GM pulled top engineers onto
this program. Back in the 1970s, the corporation
genuinely thought that we were going to soon run out
of fuel, so identifying potential alternative powertrains
and fuels was critical.
88
WORDS: REX ROY
LAST WORD
We were able to obtain nely powdered coal a
dust, really that was so ne that when you rubbed it
between your ngers it turned greasy, reminisces Ulrich.
That coal was stored in the engine compartment, a
feat made possible by the then Cadillac Eldorados at-
sized hood. John Schult was a young engineer back in
the early 1980s when he worked on the coal-
powered Cadillac. To keep the coal dust
ready for delivery to the engine, it had to be
continuously agitated, he says. Then a
small conveyor belt delivered the coal to
the gasier.
This was the rst section of GMs two-
shaft automotive turbine engine. The
gasier would spool up, and its spinning
action would likewise actuate the second
section of the turbine engine, the power
turbine. When you stepped on the gas pedal, it
actually moved a potentiometer that varied the speed of
the coal conveyor belt, Schult explains. More fuel
resulted in more power.
So, what was the Eldorado like to drive? Any of the
turbines we had running back then suffered from some
throttle lag compared to the V8 engines, especially the
V8 that the Eldorado would have had, remembers
Schult. The coal-powered turbine had extra delay, due
to the fuel transport system.
In 1996 Alfred Bell, the inuential head of GMs
advanced engineering group, retired, and as a result,
GM ceased turbine development. The coal-fueled
Eldorado disappeared and is thought to have been
scrapped, joining the legions of great ideas that could
have been.
GM engineers
opted for a design
that stored the coal
in the Eldorados
engine compartment
C
o
a
l-
f
ir
e
d
C
a
d
d
y
We were able to
obtain finely powdered
coal a dust, really
that was so fine that
when you rubbed it
between your fingers
it turned greasy
Test us.
we are A&D Technology. A leadlng suppller of lntegrated powertraln test cells and hlgh-tech development tools for a
wlde range of appllcatlons, from conventlonal englnes and transmlsslons to alternatlve fuels and hybrld technology.
wlth a complete sulte of products, an experlenced team, and best-ln-class partners, we provlde lnnovatlve solutlons
that reduce test tlme, lncrease test coverage, and utlllze new methods and tools to enectlvely manage today's - and
tomorrow's - complex and evolvlng test requlrements.
www.aanddtech.com
Automated Mapplng - Combustlon Analysls - Data Acqulsltlon & Control - Dynamometers - Peal-Tlme Slmulatlon & Control - Lab Management - NvH - Torque Measurement
Testlng llmlts.
International Supplier Fair
6 - 8 October 2010
in Wolfsburg, Germany
Booth 302 in Hall 6
IAA Commercial Vehicles
23 - 30 September 2010
in Hanover, Germany
Booth A06 in Hall 17

Pages

Hochgeladen von

Dokumentinformationen

Originalbeschreibung:

Originaltitel

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

Pages

Hochgeladen von

Copyright:

Verfügbare Formate

Disruptive technologies that could

change the IC engine forever p32

Proven friction and CO

PA46 Timing Chain Tensioner. An Eco+ solution without any risk

is a registered trademark of Royal DSM N.V.

technology works with ceramic

for the improvement of the catalytic conversion also in

HT THE ONLY WAY TO COMBINE

HT is the rst exible, high-temperature thermoplastic to replace metal in tubing

HT offers a step-change in polyphtalamide

HT is a unique durable high-temperature thermoplastic largely

Das könnte Ihnen auch gefallen