F2000A165

Seoul 2000 FISITA World Automotive Congress

June 12-15, 2000, Seoul, Korea

Friction Reduction - the Engines Mechanical Contribution to Saving Fuel

Dr.-Ing. Markus Schwaderlapp1) , Dr.-Ing. Franz Koch1) , Dipl.-Ing. Jrgen Dohmen2)
1)

2)

FEV Motorentechnik, Neuenhofstr. 181, D52078 Aachen, Germany

Institute for Combustion Engines RWTH Aachen, D-52056 Aachen, Germany

Over the last few years, engine development has succeeded in reducing friction by up to 30 %. This corresponds to a
reduction of fuel consumption in urban traffic of around 10 %, thus, making friction reduction - aside from the introduction
of Otto DI engine and the transition from IDI to DI Diesel engines - an effective measure to reduce fuel consumption.
Investigations of engines and engine components show that even todays Best in Class engines still harbor a reduction
potential of least 20 %. Possible ways to realize this potential lie in:
Adapted dimensioning of the friction relevant engine parameters
Lightweight design of dynamic components
Optimized layout of the timing drive (especially in valve train designs with roller followers and chain drives)
Optimization of the piston group (up to 50 % of the parasitic losses can occur here)
The investigations are based on detailed friction measurements of over 100 sample engines and their components. The
analysis of the measured data, together with more in-depth measurements using special measurement techniques give
insight into current trends and directions for new designs. With the help of benchmarking and simulation programs, the
influence of individual design parameters on the friction behavior and variants can be found.
This paper is meant to highlight the often hidden role of engine mechanics in the development of fuel consumption
favorable engines and compare it to the development steps of SI and Diesel engine procedures.

Keywords: friction, lightweight, fuel consumption

Passenger Cars and Station Wagons
12

INTRODUCTION

All Vehicles
SI Engines

Fuel Consumption [l100km]

Population

The demand for vehicles with reduced fuel consumption is

motivated by economics as well as social-political
considerations. Especially in Europe, the image of the car
is considerably influenced by environmental aspects, such
as emissions and energy consumption. The limits for
pollutant emissions are determined by legislation; the next
step (Euro IV) has already been announced. The pressure
to reduce consumption is expressed in the EU's call for a
fleet consumption of 120 g CO2/km by the year 2010
which would correspond to a reduction by over 40 %
compared to fleet consumption of current new vehicles
(Fig. 1). The ACEA has committed itself to a 25 %
reduction of fleet consumption by the year 2008 compared
to 1995 values. The severity of this requirement or
commitment becomes evident by taking a look at the past:
in the last decade, fleet consumption of new vehicles was
only reduced by approximately 10 %.

10

250
:

ACEA '98 Promise: -25% 200

150
New Vehicles

EU Demand
120 g CO2 / km

2
0
1980

1990

Year

2000

100
50
0
2010

Figure 1: Development of Fuel Consumption and CO2Emission

Statistic evaluation of fuel consumption (NEDC: New
European Driving Cycle), depending on vehicle weight, of
vehicles currently registered in Germany illustrates the
importance of the combustion procedure (Fig. 2). For
better orientation, regression curves were added. In
addition, the influence of vehicle weight is also depicted.
While a 2000 kg vehicle equipped with an SI engine saves
approximately 1 l/100 km per 100 kg weight reduction, a
DI Diesel engine saves only 0.3 l/100 km. In the case of
the heavy SI vehicle this is 7 % fuel consumption
reduction, in the case of the lighter Diesel vehicle this

The increasing number of vehicles with direct injected

Diesel engines and the latest developments in SI engine
technology (direct injection, throttle-free load control,
downsizing) are decisive steps toward reaching the
ambitious target values.

SI Engines

ID I D iesel E ngines

D I D iesel E ngines

SI-Engines
Diplacement: 1.6 - 2.2l

1,0

12

0,2

14

1,2

FMEP [bar]

Fuel Consum ption [Liters/100 km ]

corresponds to 6 % reduction. This means that the relative

saving potentials are similar.

0,8

10
8

0,6

6
4
2 Sm

a rt

0,4
1992

3.0 l/100 km - line

p
Lu

1994

1996

1998

2000

Year
750

1000
1250
1500
1750
V e h ic le C u rb W eig h t [k g ]

2000

1,2

0,2

FMEP [bar]

1,0
Figure 2: Fuel Consumption of vehicles registered in
Germany

0,8

These analyses yield only tendencies which, however,

strong suggest that vehicle weight and thus engine mass
offer a significant fuel saving potential. Engine friction
proves to be an even more important factor: in the part
load condition, which is a very common mode of engine
operation in the driving cycle, it is responsible for up to
30 % of fuel consumption.

0,6
0,4
1992

Additionally in Figure 2 the influence of weight and

friction on fuel consumption for a 1400 kg vehicle with a
2.0l 4-cylinder SI engine is demonstrated. The theoretical
scenario of a weightless engine shows a fuel consumption
potential of 1.2 l/100 km (12 %), the frictionless engine
has a potential of more than 2 l/100 km (20 %). These
considerations are based on a state-of-the-art engine with
aluminum engine block and roller contacts in the valve
train. Even this modern engine offers a significant
potential for fuel consumption reduction through future
optimization of the engine mechanics.

Diesel-Engines
Displacement: 1.8 - 2.9l

1994

1996

1998

2000

Year

Figure 3: Development of friction over the last eight years

- completely stripped engines for SI and Diesel
Investigations of engines and engine components show
that even todays Best in Class engines still have high
friction reduction potential. To explain the influence of
friction on the fuel consumption a basic SI and Diesel
engine is defined in the following, which represents the
state of the art. Both engines have an engine displacement
of 2.0l. The basic SI engine has an aluminum cylinder
block with a chain driven valve train, roller followers and
hydraulic lash adjusters. The friction mean effective
pressure of the complete stripped SI engine at 2000 rpm
and 90 C is 0.75 bar. The basic Diesel engine has an
aluminum cylinder head and a gray cast cylinder block
with a chain driven valve train, roller followers and
hydraulic lash adjusters. The Diesel engine is equipped
with a mechanical driven high-pressure injection pump.
The friction mean effective pressure of the complete
stripped Diesel engine at 2000 rpm and 90 C is 0.98 bar.

In the following, the actual potential for friction reduction

in the next 10 years shall be discussed in detail.

INFLUENCE OF FRICTION ON ENGINE`S

FUEL CONSUMPTION
Over the last few years, engine development has succeeded
in reducing friction by up to 30 %. Figure 3 depicts the
development of friction of SI and Diesel production
engines (measured at FEV on a motored test bench at 2000
rpm and 90 C) for the past several years. It is evident that
the friction level spread of the different engines is large,
but the decreasing tendency of friction reduction over the
last years is given.

0,8
Specific piston mass [kg/l]

Diesel Engine friction (incl. osc. mass)

SI Engine friction (incl. osc. mass)
SI: Friction of osc. mass
Diesel: Friction of osc. mass
30%

20%

10%

0%
0%

20%

40%

60%

80%

0,7

SI-Engines
Piston Displacement: 0.4 - 0.6l

0,6
0,5
0,4
0,3
1992

1994

100%

1996

1998

2000

Year

Friction reduction

Figure 4: Influence of friction reduction on the fuel

consumption

Figure 5: Development of the specific piston mass

Figure 5 depicts the development of the specific piston
mass over the last years. The benchmark shows that
between 1992 and 1999 the specific piston mass of SI
engines decreased by more than 20 %. One reason for the
decreasing piston mass are new designs (e.g. short piston
pins). The development of new piston materials like
graphite could offer additional potential for mass reduction
for the future. By the use of graphite the piston mass can
be reduced by up to 30 %.

Specific connecting rod mass [kg/l]

Figure 4 show the fuel reduction of this basic SI engine as

a function of friction. It is visible that a theoretical
complete reduction of the engine friction (the
optimizations of the oscillating masses are included)
would reduce the fuel consumption by approximately
21 %. In comparison to SI engines the potential for fuel
consumption reduction of Diesel engine is shown in
Figure 4. A theoretical complete reduction of the engine
friction would reduce the fuel consumption by
approximately 26 %. The potential of Diesel engine is
higher because the Diesel engine has a higher friction level
and the combustion efficiency at lower loads deteriorates
less. Because of this a friction reduction of Diesel engine
influences the fuel consumption more than a friction
reduction of SI engines. The absolute fuel consumption
reduction of the Diesel engine is lower because of the
lower consumption, but the relative potential due to
friction reduction is higher.
Additionally Figure 4 depicts the influence of the
oscillating masses on the reduction of the fuel
consumption. A theoretical complete reduction of the
oscillating masses decreases the fuel consumption of SI
and Diesel engines by approximately 5 %. A mass
reduction of the moving parts of the valve train permits a
reduction of spring- and chain-preload and contributes to
the friction reduction. But also a mass reduction of the
piston and the connecting rods decreases the engine
friction and therefore the fuel consumption.

7,0

Diesel-Engines

6,0
5,0
4,0
3,0
2,0
1,0
0,0
1992

SI-Engines
Piston Displacement: 0.4 - 0.6l

1994

1996

1998

2000

Year
Figure 6: Development of the specific con rod mass

WEIGHT REDUCTION OF MOVING PARTS

Another moving component of the crank train is the

connecting rod. Comparable to Figure 5, Figure 6 shows
the development of the specific connecting rod mass
during the last eight years.

Crank Train
Independent of the material layout of the cylinder block
(gray cast iron or aluminum) the moving mass share of an
engine is about 25 %, the oscillating mass share about 5 %
of the complete engine /3/. The development of the
specific piston and connecting rod mass over the last few
years demonstrates the potential for mass reduction in the
future if the curve can be extrapolated.

It is visible that the specific connecting rod mass of SI and

Diesel engines have decreased. The gradient of the Diesel
regression line is lower, because the maximum combustion
pressure of Diesel engines and therefore the load on the
connecting rod increased during the past years. The
reasons for the reduction of the connecting rod masses are
due to optimized designs as well as the use of improved
materials.
3

tappet is shown. In this example the basic valve train is

equipped with a hydraulic bucket tappet (steel). The
transition to a valve train with mechanical bucket tappet
(steel) reduces the tappet mass about 30 %; the use of a 2component (steel and aluminum ceramic) bucket tappet
reduces the tappet mass about 50 %.

Valve Train

Valve length
[mm]
Valve diameter
[mm]
Valve stem
diameter [mm]

The combination of the described lightweight valve and

2-component bucket tappet makes a reduction of the
spring force of about 45 % possible. In summary this
would result in a friction reduction of the valve train of
about 40 %.

sheet metal

ceramic

reduced
stem
diameter

Standard

The oscillating components of the valve train cause high

forces due to high accelerations and dynamics. These
forces induce friction in the valve train and timing drive. A
reduction of the oscillating valve train masses decreases
the forces and also the wear. Potential for mass reduction
is given by using alternative materials (Figure 7).

To summarize the possibilities for friction reduction of

different valve train concepts, Figure 9 depicts the
distribution of frictional losses of a conventional and a
light weight valve train with sliding contact (tappets) and a
valve train with roller follower. It is noticeable that the
conventional valve train with sliding contact shows the
highest friction level. The lightweight actions reduces the
friction considerably but the valve train with roller
follower features the lowest friction level. The generated
friction at the contact between cam and tappet/follower is
the reason for the large differences in the friction levels.
High contact forces and high relative speeds between cam
and tappet are responsible for the biggest share of the
valve train friction. By using a roller follower the relative
speed between cam and roll and consequently the friction
of the valve train can be reduced.

101
30
6

Reduction of
valve mass [%]
Reduction of
maximum valve
spring force [%]
Reduction of
valve train
friction [%]

5.5

15

40

50

2.5

18

23

11

13

FMEP [bar]

Figure 7: Mass reduction potential of the valve train

The reduction of the valve stem diameter from 6 mm to
5 mm reduces the valve mass about 15 %. The use of
ceramic materials reduces the valve mass about 40 % and
sheet metal makes 50 % possible. Because of the mass
reduction a reduction of the spring forces of about 23 %
with sheet metal valves is possible. This results in a
friction reduction in valve train that is about 13 % lower
compared to the standard valve train.
120

Engine Speed [rpm]

(1) hydraulic' bucket tappet (steel)

100

(2) mechanical bucket tappet (steel)

80
Mass [g]

Figure 9: Distribution of frictional losses of three different

valve trains /5/

(3) mechanical bucket tappet

(2-component (steel + aluminum - ceramic))

(1)

60

The mass reduction potentials often require a change of the

manufacturing method or the material. The influence of the
mass reduction on the total engine mass is often very
small, but the advantages concerning the friction reduction
justify the required effort.

(2)

40
(3)
20
0
20

25

30
35
Diameter [mm]

40

45

Figure 8: Potential to reduce the bucket tappet mass

Apart from valve train with roller follower, valve train
with sliding contact are often used. One possibility to
reduce the valve train friction with sliding contacts is given
by reducing the bucket tappet mass. In Figure 8 the
potential for friction reduction by modifying the bucket
4

PIFFO measures directly forces between the piston / piston

rings and the cylinder liner in the axial and radial direction
during fired engine operation. The forces from the piston
and piston rings to the cylinder liner vary during the piston
stroke. The measurement system of the friction forces is
based on the method of floating liners. The liner is
supported on four load cells with three dimensional force
measurements and a cylinder head gasket. The cylinder
head gasket is a special "O-Ring" gasket filled with
pressurized gas and fixed on top of the liner into the
combustion chamber. Together with the axial forces from
the piston to the cylinder liner, the lateral forces, the
cylinder pressure and the crankcase pressure are measured
in parallel. The measurement system, demonstrated in
Figure 11, uses the FEV single cylinder engine which
also incorporates the cooling jacket /1/.

FRICTION
The theoretical case of the mass less engine show that
more than 79 % for SI and 73 % for Diesel engines of the
complete engine friction is remaining.

SI

Diesel

17 %

23 %
43 %

9%

20 %
4%

31 %

25 %

28 %

Piston group:
piston rings, sliding surface, gas forces

Crank train:
plain bearings, sealing rings

Valve train:
cam shaft, chain drive

4
5

Accessories:
oil-, waterpumpe, generator
Injection pump: part load

2
Figure 10: Distribution of friction for the mass less engine
(engine speed 2000 rpm)

1: Cooling Jacket

The biggest share of the remaining friction comes from the

piston group with about 43 % for SI engines and 31 % for
Diesel engines (Figure 10). This high friction share is
mainly caused by pre-tightened and loaded piston rings
and by the lateral piston force under running conditions.
With 25 % for SI engines and 28 % for Diesel engines of
the total engine friction the crank train (without piston
group) offers also a high potential for friction reduction.
The plain bearings and the radial shaft sealing rings mainly
cause the friction of the crank train. With about 23 % for
SI engines and 20 % for Diesel engines of the total engine
friction the accessories also offer high potential for friction
reduction. Todays accessories (generator, oil and water
pump) are primarily driven mechanically (poly-V-belt,
chain,) and cannot be used in a demand-controlled
arrangement. The injection pump generates a large share
of the remaining friction of Diesel engines by
approximately 17 %. The use of a common rail system will
increase this share.

2: Cylinder Liner
3: Cylinder Seal
4: Momentary Friction
5: Force Sensor

Figure 11: Measuring device PIFFO

LINDA is a measuring device, which allows measuring the
cylinder contour under fired conditions in multi cylinder
engines. To determine especially the distortion during
engine operation a measuring system is used which
measures the distance of the cylinder liner from the center
of the piston by means of eight special sensors (eddy
current sensor). The signals of the sensors are transferred
by a light metal linkage, which is fixed at the piston and at
the outside of the engine. Figure 12 depicts the measuring
device of LINDA /2/.

Piston Group
Because of the biggest share of the remaining friction,
FEV conducts a lot of investigations concerning the
tribological system piston / piston rings / cylinder liner.
Special measuring tools like PIFFO (Piston Friction Force
measurement system) and LINDA (Liner Deformation
Analysis) were developed to optimize this tribological
system and therefore the friction behavior.

Object of this investigation was a SI engine. The basic

version showed high liner deformation and therefore used
high pre-tensioned piston rings. After modifications in the
cylinder block the cylinder deformation decreases and
because of this the initial stress and the height of the piston
rings could be reduced. The consequence of this reduction
was a friction reduction of about 35 % of the piston
friction or 10 % of the engine friction. Due to this
reduction the fuel consumption is reduced by
approximately 2 %.

Sensor

Light metal linkage

Crank Train without Piston Group

The second important component group, the crank train
without piston group, offers also a high potential for
friction reduction. Figure 14 depicts the drive torque per
main bearing against the bearing diameter at 2000 rpm
created from more than 50 SI production engines tested at
FEV. The drive torque of the defined basic SI engine is
near the regression line.

Drive torque per main bearing [Nm]

eddy current sensor

Figure 12: Measuring device LINDA

The combination of both measuring systems allows the
optimization of the liner deformation, to reduce the initial
piston ring stress and to reduce the friction level of the
piston group. Additionally blow-by, oil consumption and
durability can be optimized. In order to reach this
optimization the liner deformation is evaluated on a
production engine. Locations with high deformations can
identified and optimized. The piston ring set can be
optimized by, for example, reducing the initial piston ring
stress or the ring hight. With the help of PIFFO the
influences of this modifications can be measured. Figure
13 depicts a result from a liner deformation and
piston/piston ring optimization investigation that has been
executed at FEV.

dyn. friction force [ N ]

30 40

1
2
3
50 55 60

65

Main bearing diameter [ mm ]

2 - optimized bearing design:

- 20 %

3 - change to roller bearings:

- 40 %

Figure 14: Drive torque per main bearing against the

bearing diameter at 2000 rpm
The optimization of the bearing behavior generates a
potential for friction reduction of 20 % (point 1).
Additionally an optimized bearing design (reduced bearing
diameter by a sufficient stiffness of the crank shaft)
generates 20 %, also (point 2). Dependent on the basic
design of the crankshaft and the camshaft the bearings can
be optimized in the future by using a potential for friction
reduction up to 30 - 50 %. An unconventional design is
given by using roller bearings. Measurements show that in
comparison to the basic engine design a potential for
friction reduction by 80 % is given (point 3). This
corresponds to 10 % of the complete engine friction.

Version B

-200
0

0.25

1 - optimized bearing behavior: - 20 %

Version C

-100

regression line

Basic bearing design

Piston ring set :

Version B: Basic
Version C: optimized tension and ring hight
100

SI production engines
Engine speed 2000 rpm

180
360
540
720
crankshaft angle [ deg. ]

Boundary conditions:
SI engine, fired, full load
Engine speed: 2000 rpm
Oil-/Coolingtemperature: 90 C

Oil Pump
The accessory oil pump has also main importance for the
friction of an engine. The layout of this component and the
adaptation to the requirements of the engine require the
use of further CAE tools. For the design, analysis and

Figure 13: Results of measurements combination of PIFFO

and LINDA

optimization of the various types of oil pumps FEV has

developed a strong computer code called OPUS (Oil Pump
Simulation), able to simulate the hydraulic and mechanical
behavior under consideration of the geometry of the rotors
and the housing, the clearances and the operating
conditions.
For the analysis of the complete oil distribution system
FEV uses the computer code SIMONE (Simulation Oil
Network). The computer code is calibrated by many
measurements and shows a high accuracy. This allows the
exact prediction of the required oil pump capacity, the
determination of the weak points and the potential for
optimization measures and the influence of optimization
measures on the complete system /4/.

Figure 16: FMEP of the complete engine versus engine

speed and oil temperature /7/

Typical optimization measures are:

reduction of the hydraulic power demand of the
complete oil circuit
reduction of the pressure drops within the system and
of the different components; oil filter, oil cooler and
relief valve
improved hydraulic and mechanical efficiency of the
oil pump

The analysis of the engine friction losses breakdown for

the different components show a high influence of the fluid
temperatures on the crankshaft and the piston group. These
components have a share of approximately 70-75 % of the
complete engine friction.
The increase of the fluid temperatures from the
conventional 90 C to 110 C leads to an engine speed
dependent reduction of the engine friction losses by
approximately 4 - 10 %.
The friction losses of the piston group can be reduced
further by an increase of the liner material temperatures.
This increase can be achieved by reduced heat transfer
coefficients from the liner to the coolant which is possible
by reducing the flow rates and thus the cooling power,
which requires a control of the coolant flow rate depending
on the required cooling power.
By an increase of the liner temperatures a further reduction
of the piston group friction losses up to 10 % is expected
for the part load condition. With increasing engine load the
cooling power has to be increased to keep the material
temperatures at an acceptable level. This reduces the
potential of friction reduction by increased material / liner
temperatures.
Another restriction of the increase of the liner temperature
arises from the wear of the piston and the piston rings with
the reduced oil viscosity due to increased oil film
temperatures. It is expected that the areas of possible
mixed friction near TDC and BDC increase if the
capability of the oil film is reduced. The influence on the
friction losses may be low according to the low piston
velocity. The forces acting on the piston can still reach be
high, which have been observed by investigations with the
measuring tool PIFFO at FEV.

Figure 15: Oil Pump Friction

By using both tools OPUS and SIMONE an improvement
in the oil pump FMEP can be achieved as shown in Figure
15. The reduction of the oil pump drive power also leads
to a reduction in the fuel consumption by 2 - 3 %.
This example shows the possibility of an oil pump
optimization of a SI engine. Same opportunities exist with
oil pumps in Diesel engines.

RESULTS AND DISCUSSION

Influence of coolant temperature on the engine friction

Finally the possibilities of friction reduction and the
influence on the fuel consumption shall be summarized. To
this the potential of friction of the defined SI engine is
depicted in Figure 17. Additionally the results of the SI
engine are transparent to the defined Diesel engine.
Baseline for these estimations are the above described SI
and Diesel engines. For both engine types a more
conservative and more optimistic scenario was considered.

The engine friction losses are highly influenced by the

engine speed and the fluid temperatures. Based on
investigations carried out on a large number of engines, the
friction mean effective pressure (FMEP) has been
extrapolated for the complete operating range and is
depicted versus speed and oil temperature in Figure 16.
7

Reduction of Fuel Consumption [%]

20

necessary whereby the experiences of the last years, with

new measuring techniques, have increased and special
simulation tools have been developed in order to support
the construction /6/. Additionally the weight reduction of
static and oscillating masses have a significant
improvement potential. To this, extensive experiences and
high-performance simulation tools are available to support
the construction, too.

friction reduction
red. osc. mass

16
12
8

The engine mechanic could be responsible for a fuel

consumption reduction of additional 15 % till the end of
this decade. In summary these are 25 % in 20 years.
Against this, existing production devices and the platform
idea often influences the development. This presentation
should support the decision of concerning production, to
consider between costs and technique. Besides this, the
role and potential of the engine mechanics to attain aims of
fuel consumption should be demonstrated.

4
0
conservative

optimistic
SI

conservative

optimistic

Diesel

Figure 17: Potential of fuel consumption reduction

through friction reduction and reduction of the oscillating
mass for the next 10 years

REFERENCES

Concerning the reduction of the oscillating mass a

reduction of approximately 25 % for the next 10 years
should be possible. This reduction can be obtained
througha reduction of the piston and connecting rods (app.
15 %) and by the valve train (app. 10 %). By using
improved materials for the piston (graphite), connecting
rods and valve stem (sheet metal) an additional reduction
of the oscillating mass of approximately 15 % could be
achieved. This reduction causes lower fuel consumptions
of 1.6 (conservative) respectively 2.6 l/100 km (optimistic)
for SI engines. For Diesel engines the potential for a fuel
consumptions reduction by reducing the oscillating mass is
similar. The optimistic scenario shows a lower potential
for the Diesel engine because of assumed increasing peak
pressures.

[1] Koch, F., Geiger, U., Hermsen, F.-G. 1996

PIFFO - Piston Friction Force Measurements during
Engine Operation.
SAE-Paper 960306.
[2] Koch, F., Decker, P., Glpen, R., Quadflieg, F.-J.,
Loeprecht, M. 1998.
Cylinder Liner Deformation Analysis - Measurements and
Calculations
SAE-Congress, Detroit 23-26.02.1998
[3] Schwaderlapp, M., Koch, F. Bollig, C., Hermsen, F.G., Arndt, M. 2000.
Lightweight Design and Friction Reduction - Design
Potentials to Meet Consumption Targets
Wien-Congress, 2000

The potential for a reduction of the engine friction

(without the influence of the oscillating mass) is
approximately more than 33 % for the next 10 years. This
potential can be achieved by an optimization of the crank
train (piston group and bearings) and the accessories and
by an increase of the fluid temperatures. By this a
reduction of the fuel consumption of 7 % for SI engine is
possible. By using unconventional technologies like
rolling bearings for the crankshaft and camshaft an
additional potential for friction reduction of about 28 % or
4 % fuel consumption are possible. The influence of
friction reduction on the fuel consumption of Diesel engine
is higher due to absolutely higher friction level and the
smaller change of thermal efficiency at lower loads. A
friction reduction of 33 % in the next 10 years would
reduce the fuel consumption of Diesel engines by
approximately 9.5 %. An optimal fuel reduction because
of friction reduction of approximately 14 % could be
achieved by using unconventional technologies.

[4] Maaen, F., Koch, F. 1997

Schmiersystementwicklung mit dem Rechenprogramm
SIMONE
Tribologie-Fachtagung, Gttingen 30.09./01.10.1997
[5] Speckens, F.-W., Hermsen, F.-G., Buck, J. 1998
Konstruktive Wege zum reibungsarmen Ventiltrieb
Motortechnische Zeitschrift MTZ, Mrz 1998
[6] Schwaderlapp, M., Bick, W 1998
CAE Empowers Interdisciplinary Engine Design
Global Powertrain Congress, Detroit 06.-08.10.1998
[7] Koch, F., Haubner, F. 2000
Cooling System Development and Optimization for DI
Engines
SAE-Congress, Detroit 2000

CONCLUSIONS
The mechanical engine development concerning weight
reduction and friction achieved a distinctive fuel
consumption reduction in the last decade. The systematic
view of the potentials shows that in the next 10 years an
additional fuel consumption reduction of approximately 10
to 15 % could be achieved. The biggest potential is given
due to friction reduction. To this a lot of development is
8