Engine Technology International – June 2013 by John Adib Thornton

ENGINE EXPO 2013 The essential guide to the industry-leading powertrain fair

Hybrid

HYPERCAR McLaren P1: A heavily revised 12C V8 combined with a high-tech hybrid drivetrain results in more than 900ps – yet green credentials on a par with a family hatchback Exclusive tech details inside >>

June 2013

CLEAR HORIZON Powertrain experts discuss what’s next after Euro 6 legislation

ON A CHARGE New designs in turbocharging and supercharging promise to boost future engine development programs

BENTLEY BUSINESS The luxury car maker’s head of powertrain, Paul Williams, talks W12s, V8s, V4s and plug-in hybrids

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CONTENTS

In this issue...

ENGINE EXPO 2013 The essential guide to the industry -leading powertrain fair

Hybrid

JUNE 2013

WHAT’S NEW? 09. Diesel delight After four years of development, General Motors Powertrain Europe is finally ready to show off its new, record-setting diesel powertrain 13. Big reveal Ferrari claims its all-new, limited-series hypercar, the LaFerrari, represents a new benchmark – not only for the company, but the entire automotive industry. ETi goes to Maranello to find out more about the Enzo successor 16. Engines on test We assess closely Volkswagen’s EA211 ACT engine and Jaguar’s 3-liter supercharged V6 18. Personality profile Dick Glover, research director, McLaren Automotive

HYPERCAR McLaren P1: A heavily revised 12C V8 combin hybrid drivetra ed with a high-te in results in more ch than 900ps – on a par with yet green creden a family hatchb ack Exclusive tials tech details inside >>

COVER STORY 04. Peak performance The P1, McLaren’s long-awaited follow-up to the iconic F1, will tussle with Ferrari for 2013’s hypercar crown. But what powertrain technologies has the Woking-based OEM used?

CLEAR HORIZO N

Powertrain experts discuss what’s next after Euro 6 legislatio

New designs in turbocharging supercharging and promise to boost future engine development programs

June 2013

BENTLE Y BUSINE SS

The luxury car maker’s head of powertrain, Paul Williams, talks W12s, V8s, V4s and plug-in hybrids

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ologyinte rnational

.com

26 FEATURES 26. Luxury guidance Bentley’s new director of powertrain, Paul Williams, discusses reconciling tradition and expectation with the ever-changing face of powertrain engineering

REGULARS

34. Fresh start A group of British engineers is prospering as China looks to the UK to facilitate development of European-standard powertrains and transmissions

20. Johnson 22. Davis 100. Last word

ON A CHARG E

38. Charging ahead As the popularity of engine downsizing increases, what advances can be expected in the fields of supercharger and turbocharger development?

Engine Technology International.com // June 2013 // 01

CONTENTS The word wizards Editor: Dean Slavnich Assistant editor: John Thornton Production editor: Alex Bradley Chief sub editor: Andrew Pickering Deputy chief sub editor: Nick Shepherd Proofreaders: Frank Millard, Kari Wilkin

44. Microscopic possibilities Ford, Nissan, Ricardo and other key engine R&D players discuss the extent to which an IC engine can be resized in a passenger car

Contributors from all corners Farah Alkhalisi, John Challen, Brian Cowan, Matt Davis, Adam Gavine, Dan Gilkes, Max Glaskin, Maurice Glover, Burkhard Goeschel, James Gordon, Graham Heeps, John Kendall, Andrew Lee, Mike Magda, Jim McCraw, Bruce Newton, Greg Offer, Keith Read, Rex Roy, John Simister, Michael Taylor, Karl Vadaszffy, Saul Wordsworth

50. Meeting standards With little over a year until tougher emissions regulations come into force, ETi examines life after Euro 6

68 82

90. Froude 92. Jaquet 93.. CEI Piemonte 94. SEM 95. Fulling 96. Henkel 97.. Conti Tech 98.. Products & Services in brief

58. Show time! Your essential guide to Engine Expo 2013, the world’s leading annual powertrain fair 64. Transportation Weight Loss Diet Conference 2013 Who’s speaking in Stuttgart in June?

PRODUCTS & SERVICES 73. Enerpulse 76. Senior Flexonics 78. AVL 80. Ansys 82. Sonceboz 84. Busch Clean Air 86. Micro-Epsilon 88. FEV

The ones who make it look nice Art director: Craig Marshall Art editor: Ben White Design team: Louise Adams, Andy Bass, Anna Davie, Andrew Locke, James Sutcliffe, Nicola Turner, Julie Welby

68. Nature calls As carbon resources dwindle in an age of pro-sustainability engineering, could an unlikely return to steam-powered transportation be a viable solution?

02 // June 2013 // Engine Technology International.com

Commercial colleagues Sales director: Mike Robinson Sales managers: Daniel Sumares, Aboobaker Tayub International sales: Damien de Roche, Chris Richardson Those in charge CEO: Tony Robinson Managing director: Graham Johnson Editorial director: Anthony James How to contact us Engine Technology International Abinger House, Church Street, Dorking, Surrey, RH4 1DF, UK +44 1306 743744 enginetech@ukipme.com www.ukipme.com Subscriptions £42/US$75 for four quarterly issues Published by UKIP Media & Events Ltd

EDITOR’S NOTE As I write this editor’s note, the votes to determine the International Engine of the Year are coming in thick and fast. The awards have grown substantially over the years, and not just in terms of the size of the jury – which this year is made up of 87 of the world’s finest motoring journalists from 35 countries. Indeed, the winning engines have become vital tools for the car makers, helping to sell specific models at showroom level as well as to ram home carefully honed marketing messages, which in recent times have mainly been about clean powertrains and emissions reduction technologies. Ford and Fiat in particular have really benefited from their recent International Engine of the Year Awards victories, with our awards logo being placed in adverts, brochures and other such sales literature that promote the 1-liter Ecoboost engine and the 875cc TwinAir design. Having personally compiled the 2013 International Engine of the Year Awards voting pack (a job that I’ve done for the last five years), I can honestly say that the competition for this year’s contest is as fierce as it has ever been – and there are at least 15 powertrains, perhaps even 20 (depending on who you talk to) that could take Ford’s 2012 title, ranging from the all-electric powertrain from Tesla in the Model S through to the 740ps V12 monster in the Ferrari F12.

Production people Head of production & logistics: Ian Donovan Deputy production manager: Lewis Hopkins Production team: Carole Doran, Cassie Inns, Robyn Skalsky Circulation manager: Suzie Matthews

It does seem, though, that the awards, which are now in their 15th year, have come full circle. Cast your minds back to 1999, at the very first International Engine of the Year Awards, the overall winner was the sublime Toyota 1-liter engine in the Yaris. Last year, it was Ford’s 1-liter Ecoboost design, and the year before that, the outright victor was the even smaller twocylinder offering from Fiat. While power and performance are important characteristics, it would seem now – more so than ever – frugality is king. This mantra is most neatly summed up in the sub-1-liter class: in the 15 years that these awards have been going, this category has provided the outright winner four times: a truly spectacular achievement. Does that mean that our jury members are no longer interested in purring natural aspirated V8s or screaming turbocharged V6s? No, not at all – but these power units need to take in environmental concerns, which is why we’re seeing the likes of McLaren and Ferrari adopting technologically advanced hybrid designs, which you can read about over the next few pages. Do the P1 and LaFerrari represent the future for supercar engines? Only time will tell, but I’m willing to bet they won’t win an International Engine of the Year Award – in the short term, at least… Dean Slavnich

Member of the Audit Bureau of Circulations Average net circulation per issue for the period 1 January 2012 to 31 December 2012: 10,247. 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 ©2013. ISSN 1460-9509 Engine Technology International . Printed by William Gibbons & Sons Ltd, Willenhall, West Midlands, WV13 3XT, UK.

Engine Technology International USPS 016-699 is published quarterly by UKIP Media & Events Ltd, Abinger House, Church Street, Dorking, Surrey, RH4 1DF, UK. Airfreight and mailing in the USA by agent named Air Business Ltd, c/o Worldnet Shipping USA Inc, 155-11 146 th Street, Jamaica, New York, 11434. Periodicals postage paid at Jamaica, New York 11431. US Postmaster: send address changes to Engine Technology International, c/o Air Business Ltd, c/o Worldnet Shipping USA Inc, 155-11 146 th Street, Jamaica, New York, 11434. Subscription records are maintained at UKIP Media & Events Ltd, Abinger House, Church Street, Dorking, Surrey, RH4 1DF, UK. Air Business is acting as our mailing agent.

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WHAT’S NEW? McLAREN P1

Hyper

active With a power output exceeding 900ps, you’d be forgiven for thinking the McLaren P1 is all about performance

WORDS: JOHN O’BRIEN

10 //// May 04 June2013 2013////Engine EngineTechnology TechnologyInternational.com International.com

WHAT’S NEW? McLAREN P1

“The specific power of the motors available at the time wasn’t enough. But when KERS took off in F1, the specific power of electric motors shot up, from 1 to 1.5kW per kilogram, to 10 to 12kW per kilogram.” As such, this F1-derived technology is key to the P1’s mantra, with former McLaren F1 team member Richard Hopkirk becoming function group leader for the hybrid system and former Mercedes HPE team member Axel Wendorff also joining the P1’s development program. On the car itself, the electronics are perhaps the derived technology closest to motorsport. “We are closely related to F1 in the business and we knew the technology that had gone into the F1 car, so we revisited our original decision and thought we could push the technology further and thought that we could make the car go faster too,” ParryWilliams continues. “So we settled on 120-140kW as being the right size, and decided that if it is going to be relevant it must have an EV capability as well, and those parameters pretty much outlined the system requirements.” Hybrid judgment day These requirements mean that at the heart of the P1 is the Core to the McLaren’s powertrain is the internally M838T 3.8-liter twinturbo engine, as fitted to the 12C. developed electric motor, created by subsidiary Given the bespoke nature of the car, it is unsurprising McLaren Electronic Systems. The choice to see a raft of revisions not only to the IC unit, to go hybrid, however, was only but also in McLaren’s relationship with finalized midway through the car’s Ricardo. “It was somewhat different this development. “The technology VITAL STATISTICS time as we were pushing the envelope that was around when we started more with the P1,” adds Parrydeveloping this car helped us to Layout: Longitudinal midWilliams. “This time we designed the make an initial decision – we engine, RWD with integrated engine, and Ricardo simply builds essentially said no the first lightweight electric motor it. So it is a little bit different in so time,” explains Parry-Williams. Engine configuration: V8 twinturbo 3,799cc Engine PS/rpm: 737 at 7,500 Torque Nm/rpm: 720 at 4,000 Transmission: Seven-speed SSG Powertrain modes: E-mode/ Normal/Sport/Track/ Race Dry weight: 1,395kg

he new generation of hypercars is being sold on more than just top speed and peak power output. In fact, the latest figures that are touted by Ferrari and McLaren for their respective top-end creations are almost at odds with the very ethos underpinning the supercar idea; these machines are being marketed not on performance promises, but on their green credentials. McLaren’s P1 perhaps embodies this notion best, with the F1-inspired hybrid drivetrain that boosts power by an additional 179ps to a total of 916ps, while delivering emissions figures to rival a small hatchback. “We wanted to be pushing the technology, while reducing CO 2 emissions and wanting the technology in the cars to be relevant,” explains Dan Parry-Williams, chief design engineer, in an exclusive interview with ETi . “The world is changing, and just because we make supercars, doesn’t make us immune to that fact.”

Engine Technology International.com // June 2013 // 05

WHAT’S NEW? McLAREN P1

Initially, the P1 was never intended to be a hybrid hypercar. That decision came much later during the development project, following enhancements made to KERS and electric motor technology

much that they were carrying more of the warranty risk on the 12C than this time around, when we are.” The engine’s revisions include an all-new pressure-charging system to optimize cooling and durability under higher loads, while the block has a new, unique casting to incorporate the electric motor and increase stiffness. “The motor bolts directly to the engine block,” explains the chief design engineer. “The block is completely new for that reason. It also has an extra clutch on the back of it, which isn’t needed normally, so that meant changing the back of the engine, while the block’s ancillaries had to change to accommodate it too.” Despite these revisions, the entire length of the drivetrain has only grown by around 50mm, enabling the P1 to maintain its squat proportions. In achieving this goal, the packaging and positioning of the hybrid system gave McLaren engineers a significant challenge from the word go. “It’s one of the first decisions you have to make,” continues Parry-Williams. “There are a number of factors beyond first sight that you have to consider. Obviously, there is the car’s center of gravity. There’s also the safety case analysis, so we have to consider the location of the pack in relation to other components. Then there’s the thinking of crash scenarios and where is the best location to place the pack in terms of protecting it as much as possible. You also have to consider the heat transfer from the engine, because

“Our dilemma wasn’t really ‘should we go hybrid?’ It was more ‘should we go hybrid, if it makes the car slower?’ And the answer to that will always be ‘absolutely not’”

06 // June 2013 // Engine Technology International.com

the hybrid system doesn’t want to run at the same temperature as the engine or gearbox. In fact, that’s another challenge, so you have to manage that temperature delta, therefore thinking about heat transfer from the main drivetrain. We have our battery pack on top of the fuel tank, albeit in a separate, sealed box. It’s not in the same space, but geometrically it’s above it. There is a small penalty paid with center of gravity, as we could have put it as low as possible in the car, but we would have suffered with some of the other considerations. As in most things when designing, wherever we would have put it, there would have been a compromise.” In achieving the hike to 737ps, the Ricardo co-developed IC engine has had turbo pressure increased to 2.4 bar, up from the 12C’s 2.2 bar, while a dry sump and flat plane crankshaft have been added to the engine to help lower the center of gravity. The addition of the hybrid drivetrain has also allowed McLaren to remove the alternator and starter motor from the engine, ultimately removing weight. “We use a high-voltage battery as a load leveler,” explains Parry-Williams. “Then we have a DC convertor that supplies the 14V to the low-voltage system on the car, enabling us to use the EV motor to start the engine.” Despite the idea of a hybrid, ecological supercar being somewhat oxymoronic, as seen in past greats of this genre, the P1 uses its ‘green’ additions to help boost performance. “Our dilemma wasn’t really ‘should we go hybrid?’” admits Parry-Williams. “It was

WHAT’S NEW? McLAREN P1 more ‘should we go hybrid, if it makes the car slower?’ And the answer to that will always be ‘absolutely not’.”

POWER RANGER While the McLaren’s hybrid system is quite conventional in its fundamental principles, alternative solutions were considered in the early stages of development. “Normally, the received wisdom is that batteries have better energy density than supercaps, but worse power density,” explains Parry-Williams. “The cell chemistry that we’ve chosen has the same power density as supercaps, so in that respect there was no added benefit to choosing those. The things that drove the system specification were a significant, easy range, so around 10 or 11km of range in EV mode. We definitely wanted a big reduction in CO 2 emissions and to achieve that you need a good EV range anyway. So it was power that we needed to focus on for acceleration in EV mode, and we needed to realize a certain power density in order to fit it in the space that we identified. The number of cells is just a function of the range. So you basically end up with a series of fixed points, and this really dictates the technology. There are a number of requirements that mean, at the moment, lithium-ion batteries are the only viable solution.”

Electric motor expertise

Affixed to the M838T is the internally developed electric motor. Running at twice the engine speed, the singular unit produces the equivalent of 260Nm and can deliver an additional 179ps when in IPAS mode – a system similar to F1’s KERS device. Under normal circumstances, the motor is used to smooth the car’s torque curve, giving instant throttle response. As a result of this linear delivery, McLaren was able to fit larger turbochargers to the engine, often ruled out due to the increased spool time, but ultimately capable of delivering even more power. “We now have instant torque in all gears. We also have good acceleration in electric mode. It’ll do 0-100km/h in 10 seconds, which is spritely and makes driving an EV really fun.” By Parry-Williams’ own admission, the 12C-derived M838T engine was already optimized to its lowest possible weight, so any additional gains in the area of power-toweight would have to originate from the hybrid system. “Ultimately we tried to design the lightest battery pack we could,” he explains. “We have 70kg worth of cells and the entire pack weighs less than 100kg – which we feel is good considering that the battery management, cooling systems and interfaces are all included in that total. The motor is very efficient in terms of the power it can produce for its weight, and

1. For the P1, the M838T V8 engine was extensively revised, getting an uprated pressure charging system, new block and unique casting. Larger turbochargers have also been used

2. The electric motor, created by McLaren Electronics, is affixed to the V8 engine. The Axeon lithium-ion polymer battery pack is located within the P1’s midpoint and weighs less than 100kg in total 3.8-liter twinturbo V8 petrol engine 2

High power density battery pack

Electric motor Dual-clutch seven-speed gearbox

what’s more, it can produce more power than it currently does in the P1. We quote the steady state power of 130kW, but the motor can provide more than that for short periods.” Despite the similarities between the P1’s hybrid system and the F1 technology, the two developments are very different. McLaren’s road car uses an Axeon sourced lithium-ion polymer battery pack, and is cooled by a traditional water-glycol mixture. The design and construction of the motor is completely different, thanks to the differences in durability requirements between the two. “We’ve developed a hybrid system that we foresee won’t need any maintenance or servicing over its lifespan, whereas with F1, it only has to last a weekend,” states Parry-Williams. “They can change the pack after a weekend too, and the team is always inspecting them. It’s a completely different environment for the system to operate, in terms of expectation and lifespan, so it’s not surprising that they’ve wound up different.” Dealing with such a unique drivetrain threw up an unusual development problem in the lack of a benchmark. “There wasn’t anything to go against. The Toyota Prius and the like are around 1.5kW/kg. And even now, if you go out and buy any new hybrid car, and try and use more than 10 or 20% throttle, the petrol engine kicks back in,” says Parry-Williams. “In the P1, I’ve done 160km/h in electric mode. There is no limit to how fast you can go in EV mode. It’s the battery capacity that’s the limiting factor.”

Engine Technology International.com // June 2013 // 07

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WHAT’S NEW? OPEL DOWNSIZED DIESEL

GMPTE’s all-new 1.6-liter four-cylinder CDTI Ecotec engine makes its debut in the Opel/Vauxhall Zafira Tourer

Clean sheet

To fully appreciate GM Powertrain Europe’s new downsized diesel family – which is packed with technology firsts for the car maker – one has to rewind back to the middle of the last decade

Since its grand opening in 2005, General Motors Powertrain Europe’s (GMPTE) engine R&D center in Torino, Italy, has been rolling out numerous powerplants for the many brands that make up the US car maker. But according to Pierpaolo Antonioli, managing director and diesel sector director for GMPTE, the company’s all-new 1.6-liter CDTI Ecotec creation, which debuts in the Opel/Vauxhall Zafira Tourer, is significant not only because of the advanced technology that graces it, but also because it represents the first of a new generation of diesel engines. In fact, this new powertrain is the cleanest diesel in Opel’s history and it’s also the first, pure clean-sheet design to have come from the Turin base, with the project having commenced in 2008. “What you see today is the first new diesel engine from us from our new architecture. Today, we talk

about a displacement of 1.6, but in the future we will talk about other possibilities,” Antonioli hints. With so many firsts, it’s clear that Antonioli is very proud of his engineering team’s efforts in the creation of the new diesel. “This is our first diesel engine with an aluminum block – that’s 20kg of weight saving immediately,” he says with delight. In addition to mass reduction, the block, along with an aluminum plate, has also allowed for further structural improvements to be realized. “The use of aluminum in these two areas has allowed us to guarantee very low vibration and very low noise,” Antonioli explains. Equipped with Opel’s BlueInjection SCR technology, the 1.6 CDTI already meets Euro 6 legislation, emitting just 109g/km of CO2. The 136ps power output is complemented by 320Nm of torque. Compared with the 1.7-liter diesel that it

will replace, the 1.6 offers a power increase of 4.6% and torque increase of 6.6%. And when measured against the similarly powerful 2-liter diesel in Opel’s range, the new downsized unit realizes a fuel consumption reduction of 10%.

Innovative pistons

By making use of GM’s vast powertrain R&D resources in North America, Antonioli’s team was able to make key inroads in the design of the diesel’s pistons. “The piston bowl shape was designed using 3D algorithms that optimized the shape of the bowl to the point that it is competitive to the level of performance of combustion that we were aiming for,” he says. Interestingly, GMPTE chose Denso solenoid injectors in favor of a piezo design, as Antonioli explains: “Our system allows for 2,000 bar. The

Engine Technology International.com // June 2013 // 09

WHAT’S NEW? OPEL DOWNSIZED DIESEL

TRIPLE TARGET When discussing the new diesel engine project in 2008, Antonioli set his team three main targets, as he recalls: “Firstly, we wanted to be the benchmark for noise vibration. We were looking to build an engine that, from a customer perspective, would be really difficult for the customer to tell the difference between a diesel engine and a gasoline one. “Secondly, we wanted to have a very low fuel consumption, and we achieved 109g/km on a vehicle that weighs 1.6 tons. I don’t want to say that we’re a benchmark in this area, but what we have achieved is interesting, very interesting. When we add this engine in lighter vehicles in the [Opel] range, emissions will be further decreased. “The third target was to develop an engine that has a high power density. This is the first 136ps diesel engine [from GMPTE] and in the future, you will see higher power outputs.” For Antonioli, the greatest challenge during development was realizing all three targets in one package. “If you want to have an engine that has very good NVH, then that’s possible; if you want to have a high-powered density engine, then that’s not a problem; and if you want great fuel consumption, then that too is not a problem; the challenge is when you want to combine all three because typically you will always lose out a little on one or more of the aspects,” he says. “By designing from scratch, we gave ourselves the opportunity to combine and reach all three targets.”

reason we didn’t select piezo was because in the past it was mainly used to allow for high injection pressure and better control, but with the next generation of solenoid injection, such as this system, we can achieve the same high level of pressure and controllability as the piezo without any of the associated disadvantages.” A high-tech pressure sensor system has been adopted within the glow plugs in order to control combustion, a setup that GM has used on previous engines. The engine also benefits from a new ECU, closed-loop combustion control and variable swirl control with swirl flaps on the intake manifold. A two-step EGR cooler is integrated within the powertrain and allows the engine to control the temperature of cooling to a point that Antonioli

The CDTI Ecotec (above) unit in Zafira Tourer (below) already meets Euro 6 legislation, and measured against Opel’s 2-liter diesel it realizes a fuel consumption reduction of 10%

describes as a “very high efficiency cooling system”. A variable displacement oil pump integrated with the vacuum pump helps to further reduce emissions and improve fuel consumption. “We have an electronic switch that allows us to work with the two different levels of pressure,” he explains. “This enables us to reduce the usage of lubrication and, in turn, we can reduce the energy that is needed. “Secondly, we also use a piston cooling injector that’s also controlled by a switch, which means that we can choose to cool or not cool the piston.

10 // June 2013 // Engine Technology International.com

VITAL STATISTICS Displacement: 1,598cc CO2 emissions: 109g/km Emissions standard: EU6 Power: 136ps Torque: 320Nm Fuel consumption: 68.9mpg

The specific jets use very high loads and rpm, so we can actually guarantee the performance of this engine – 136ps, more than 85ps per liter – which is a great achievement.” The combustion chamber has been designed to handle 180 bar, which means there is room available for GMPTE to realize even higher power outputs for potential future derivatives of the 1.6. “Without any problem, we can reach more than 160ps, but to do that we’d probably need to change the turbo,” adds Antonioli. For its current power output, however, a VGT unit from BorgWarner is more than sufficient. With work on the architecture having begun in 2008, the new diesel took the best part of four years to develop, but Antonioli says that is a typical timeframe for GMPTE. That said, however, this is the most simulated GMPTE engine yet, as the MD explains: “Before building a single prototype, we did everything by analysis. We simulated complete characteristics of the engine, so compared to other engines such as our Euro 4 and Euro 5 products, this engine was only built after full simulation was undertaken.” Unigraphics was used during a lot of the simulation phase, but just as importantly, says Antonioli, additional tools from different packages were also utilized for specific parts of development including dynamics, NVH, performance and combustion. He continues, “Of course, when we built the first prototype, there were some issues, but it was really very close to what we had simulated. We are very proud that we managed to develop and build the engine based on accurate mathematics. It really shows a way forward with future developments.”

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WHAT’S NEW? FERRARI LAFERRARI

All in the name

Touted as the embodiment of the Ferrari of tomorrow, the wraps are finally off the LaFerrari hybrid hypercar – the Prancing Horse’s most powerful design to date Jostling for the hypercar limelight with the McLaren P1 at this year’s Geneva Motor Show was the surprise debut of Ferrari’s successor to the legendary Enzo model – the LaFerrari. A strange name it might have, but make no mistake that this new Ferrari, of which only 499 examples will be built, represents several very important milestones for the Italian supercar manufacturer, most notably that it is the first mild hybrid offering, as well as being the first completely in-house designed Ferrari, bringing to an end a 62-year collaboration with Pininfarina. It’s also the Maranello-headquartered company’s fastest roadgoing car and its most powerful in terms of PS.

Using a redeveloped hybrid system based on Ferrari’s F1 KERS technology, the LaFerrari achieves many of its power-based ‘firsts’ from a HY-KERS drivetrain, which consists of a naturally aspirated 6.3-liter V12 punching out 800ps and revs to an F1-screaming 9,250rpm redline, and two electric motors that offer an additional 163ps (120kW) output. When combined, the Geneva Motor Show stopper benefits from a total power output of 963ps, some 47ps more than the P1. The inherent nature of the LaFerrari’s two e-motors means that its 900Nm of torque is available at low revs, but keeping this in mind, Ferrari engineers specifically tailored the IC engine’s performance to be optimal at

higher revs, ensuring that the two propulsion units work in harmony to provide a smooth supply of power throughout the rev range.

Efficiency measures

However, stunningly high power output numbers is not LaFerrari’s only party trick. Aiming to maximize performance with lower emissions, the LaFerrari emits 330g/km of CO 2 without resorting to electric-only drive, which in many respects is an impressive feat for a V12 powerplant. However, the HY-KERS has been designed so that in future applications a Ferrari can be driven using only electric power for a few kilometers, much like

VITAL STATISTICS Acceleration (0-100km/h): 3 seconds Top speed: Over 350km/h CO2 emissions: 330g/km Length: 4,702mm Height: 1,116mm Width: 1,992mm

Engine Technology International.com // June 2013 // 13

WHAT’S NEW? FERRARI LAFERRARI

VITAL STATISTICS Displacement: 6,262cc Bore and stroke: 94 x 75.2mm Compression ratio: 13.5:1 Total maximum power of V12: 800ps at 9,000rpm Total maximum torque of V12: 700Nm at 6,750rpm Maximum engine speed: 9,250rpm Total maximum power with HY-KERS: 963ps Total maximum torque: 900Nm Electric motor output: 120kW The LaFerrari is equipped with dynamic controls that are integrated for the first time ever on a Ferrari road car with active aerodynamics and a HY-KERS system

some of today’s mass-market hybrid cars that are paired with four-cylinder engines. Such is Ferrari’s intent on cutting emissions that during development testing, a full-electric version of the LaFerrari achieved 220g/km of CO2 emissions on the combined cycle. The LaFerrari’s two electric motors have been developed in collaboration with Magneti Marelli, and the setup sees one motor powering the driven wheels and the second the ancillaries, with the battery pack attached to the floor of the chassis consisting of cells assembled in the Scuderia Ferrari department, where the KERS for the F138 is also made. This engineering arrangement has resulted in considerable savings in weight and size of the individual components, while the batteries tip the scales at just 60kg but provide the highest energy density possible for this kind of application. The LaFerrari’s batteries have been designed so that they can be charged in different ways: under braking (even hard braking with the ABS active) and when the V12 produces more torque than required,

such as in cornering. In the latter instance, rather than being sent to the wheels, the excess torque is converted into energy and stored in the batteries. The high-tech electric motor is coupled with an F1-style dual clutch gearbox, which not only benefits from the optimal weight distribution that Ferrari engineers have managed to realize on this hybrid hypercar, but also boosts energy efficiency as torque is instantly available to the wheels and, vice versa, from the wheels to the electric motor in recharging. Another particularly innovative aspect of the LaFerrari is the integration of its hybrid technology with other dynamic control systems on board. Proprietary algorithms deliver optimal integration of the electric motor and the V12, allowing for instantaneous response. A good example of this is when the car is cornering: the HY-KERS keeps the V12’s revs high for acceleration on exit of the bend. The Brembo braking system also incorporates new lightweight calipers for correct cooling and carbonceramic material discs featuring a new composition.

The chassis features four different types of carbon fiber, all of which were hand-laminated and autoclave-cured in the racing department, and use the same design and production methods as the company’s F1 examples. This helped optimize the design of various subsystems, such as the seats and battery compartment, which have been integrated into the chassis to increase torsional rigidity by 27% and beam stiffness by 22%, while cutting overall weight. That the Prancing Horse engineering team has realized such efficiency along with so many power ‘firsts’ is no mean feat. With the LaFerrari’s architecture posing the first real conceptual challenge, the aim for the team was to achieve optimum weight distribution and a compact wheelbase despite the bulk of the hybrid system. The result is a weight distribution of 41% on the front axel and 59% on the rear axel, positioned 35mm to the floor to lower the car’s center of gravity for greater dynamic handling and more compact dimensions.

The LaFerrari is a real driver’s car, and the company says the clever chassis setup, as well as the equal powertrain distribution weight, is fully appreciated when behind the wheel of the hypercar and especially during hard cornering

14 // June 2013 // Engine Technology International.com

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ENGINES ON TEST Firing on all cylinders Volkswagen Golf (EA211 ACT)

Volkswagen Group is pursuing cylinder deactivation as part of its drive to reduce emissions, and while it’s been used to great effect on large-displacement powertrains, such as turning a V8 into a V4 for Audi and Bentley applications, it’s not a technology that’s been commonly used on smaller IC designs. Until now. In preparation for the new seventh-generation Golf, the clever engineers at Wolfsburg have done something really rather intelligent: they’ve applied active cylinder management (ACT) – as VW’s marketing department likes to term it – to the EA211 TSI family, meaning that a four-cylinder transforms into a two-cylinder. So smooth is the crossover, in fact, that we here at ETi could not register the change in real-time traffic. In many respects, this VW unit is a very credible two-cylinder rival to Fiat’s TwinAir offering, but unlike the powertrain from Turin that promised a sky-high fuel economy figure that we couldn’t even nearly achieve, for the EA211 we managed to realize 54mpg, as promised in VW’s press blurb. The setup is such that ACT’s actuators, camshafts and bearing frames are all integrated in the cylinder head, and the two low-friction bearings reduce overall engine shaft friction. The technology, which weighs just 3kg and saves 0.5 liters of fuel per 100km, has been designed to be active at between 1,400rpm and 4,000rpm and torque of up to 85Nm. The result is that the 1.4 TSI ACT in the new Golf comes together perfectly in a package that will suit most needs, whether that’s long-haul motorway driving or inner-city stop/start commuting. Cylinders: Four Cubic capacity: 1,395cc Bore/stroke: 74.5 x 80mm Compression ratio: 10.0 Power output: 140ps Torque output: 250Nm

JAGUAR STYLE WITH ENGINE SUBSTANCE XJ220 The XJ220, a featherweight supercar that tipped the scales at just 1,470kg, was, until recently, the fastest Jaguar ever produced. It got its 550ps and 645Nm of torque from a stressed 3.5-liter twinturbo V6 that enabled a 0-100km/h sprint time of less than four seconds and a top speed of 342km/h (213mph).

C-X75 At one stage Jaguar was intent on making this hybrid supercar, but such plans were shelved due to market conditions. Why does it make our Jaguar engine shortlist? Simply because it features four traction motors, two switched reluctance generators, two gas microturbines and a lithium-ion battery pack – all of which ensures 780ps and 1,600Nm of torque!

16 // June 2013 // Engine Technology International.com

Jaguar XF and XJ (3SC V6)

Jaguar is ramping-up its efforts to close the product gap between itself and the German Big Three, and part of that strategy includes breathing new life into existing models – namely the XF and XJ, which we recently sampled with the all-new 3-liter supercharged powertrain. The new V6 draws on key technology used in Jaguar’s range-topping 5-liter V8, such as valves subject to control by a dual independent variable cam timing system that’s activated by the positive and negative torques generated by the movement of the intake and exhaust valves; a new Roots-type twin-vortex charger from Eaton that, for the V6 specifically, is more compact than the one used in the V8; and boost control that’s electronically supervised by an enhanced Bosch engine management software. The V6 also benefits from spray-guided direct injection that precisely measures fuel quantities directly into the center of the combustion chamber at 150 bar. The V6 shares the V8’s basic architecture, which means the smaller engine features an all-aluminum construction with a lightweight die-cast block that’s supplemented with cross-bolted main bearing caps to increase rigidity and refinement. On the road, the 3-liter SC is incredibly smooth as it climbs up the rev range to release 340ps and 450Nm of torque. The biggest issue we had was fuel economy: no matter how hard we tried, we couldn’t get near Jaguar’s 29.4mpg figure, averaging instead around the lower to mid-twenties, which falls somewhat short compared with similar powertrains coming out of Stuttgart, Munich and Ingolstadt. Cylinders: Six Cubic capacity: 2,995cc Bore/stroke: 84.5 x 89mm Compression ratio: 10.5:1 Power output: 340ps Torque output: 450Nm

E-T YPE The E-Type was presented to the world’s press at the Geneva Motor Show in 1961, and since that point it has been heralded as a design icon. But beneath its skin was a straightsix engine that helped power Jaguar to five Le Mans victories. Eventually, the engine would be tweaked to develop 265ps and 352Nm of torque, making the E-Type – like its XK120 predecessor – the fastest production car in the world.

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PERSONALITY PROFILE

What career did you want when you were growing up, and what was your first job? As a youngster, I dreamed about becoming an engineer a lot. In fact, the other day I was going through some stuff at home and I found my old Shell Motor Book, which must have been published in the 1970s. As an 11-year-old I read it all the time! I started my career as an engine engineer with Ricardo, focusing specifically on combustion, but before that, I did mechanical engineering at university. I was always driven as much by a passion for technology as a passion for cars. I just loved – and still do love – engineering, hence my career as an engine engineer.

PROFILE: DICK GLOVER Job title: Research director Company: McLaren Automotive

What was your career path to the position you currently hold? Following my time with Ricardo as an engineer immediately after university, I moved into the oil industry to work for Shell. My time at Shell further increased my passion for technology, helping me to gain a deeper understanding of combustion processes. I then started formulating racing fuels for McLaren, and that was a whole new area of

GACS and Testing Expo - Stuttgart, June 4-6, 2013 AGRITECHNICA - Hanover, November 10-16, 2013

18 // June 2013 // Engine Technology International.com

chemical technology that I found fascinating. Following that, I went into Formula 1, heading McLaren’s vehicle dynamics team. I only truly joined an automotive company in 2007, when I became technical director of McLaren Automotive. Since then, I have led the engineering team on the development of the 12C, which was an incredible challenge. It presented new technical challenges for me personally, but in addition, it was also a totally new sector because I’d come from Formula 1. Now my job is director of research, so I’m looking at technologies for future products. In that respect, I’ve had a very good grounding having worked on the 12C, but alongside that, I am also now revisiting some of the things I learned years and years ago when I was working in other industries. What are the best and worst elements of your job? The best bit is how many good ideas and how much interesting technology I get the chance to look at – from an engineering perspective, that’s just amazing. The worst bit is how little time there is.

PERSONALITY PROFILE

There will be lots of cars that have conventional IC engines that will be a lot more efficient than they are at the moment, and that trend is going well What car do you currently drive? We get to drive fantastic cars at McLaren, so there’s not much point in owning a sports car. My passion for getting kicks is motorbikes and I have a lot of them, which I need to transport, so therefore I have a Mercedes Viano. Emissions legislation aside, what would be your dream engine specification? It’s probably very unimaginative but something very close to what we’ve already got in production: a highly rated turbocharged engine. What would your dream engine specification be for today’s eco-friendly world? Again, it would be similar to what we’ve already got, but with a focus on pushing in that direction – making the engine smaller and smaller, with better turbocharging and increasing power outputs. So we end up with

something that’s very small, lightweight and efficient, but overall very exciting to drive.

gap between technologies coming out of universities and into industry is a great program. It’s all quite new so we’ll have to see how it goes, but it’s something we’re engaging with and that we’re supporting.

In your opinion, what is the greatest engine that has ever been produced? The Rolls-Royce Merlin engine that powered the Spitfires, Hurricanes and Lancasters during World War II. It was a 27-liter V12 that offered incredible performance for its time. Which OEMs do you have engineering respect for in terms of engine development? The Yamaha engine that’s in the Lexus LFA is a very nice job. It’s a normally aspirated V10 and it sounds sublime. What could legislators do to make your working life easier? The UK government initiative through BIS and TSB to have ‘catapult’ centers that bridge the

In your opinion, what will be powering a typical family sedan in the year 2030? It depends where it’s going to be driven. Every market is very different. At McLaren Automotive, we tend to think a lot about the UK and Europe, but there will be lots of cars driven in other parts of the world as well, and the answer is going to be different in each market. Then it will differ between city areas and rural areas. There will be lots of cars that have conventional IC engines that will be a lot more efficient than they are at the moment, and that trend is going well, but there will be lots of electric vehicles as well.

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Engine Technology International.com // June 2013 // 19

Johnson

OPINION

It’s that time of year when 87 of the world’s most respected motoring journalists decide who makes the best powertrains. The results will be announced at Engine Expo – held in Stuttgart from June 4-6 (see page 58) – but I’ve decided to make public the quotes I must provide to justify each winning selection that I personally make. It’s possible I’m in a club of one, so don’t read too much into how I may have affected the overall result…! Green engine: “I wanted to refuse to vote for anything in this category, but instead I’ve ignored all EVs and hybrids. I hate them. The Golf four-pot-come-two-pot is nice. Pleasant. Inoffensive. Er, Golf-like!” New engine: “Of the 27 engines launched over the past 12 months, 11 are either EVs or hybrids. That statistic suggests that some 40% of the world’s population want one of the polluting things. They don’t. The hemp-wearing unwashed riding a bicycle with a chip-fat-lubricated chain like them, but then they probably believe in witches; that CO2 is destroying the ozone layer; that anyone earning over US$75k a year is rich; and other such nonsense. What folk want is 750ps. They might not know that they want it, but then they haven’t tried it yet.” Performance engine: “The most relevant category because living is about enjoying oneself. The Ferrari 6.3-liter V12 heart burns lots of natural resources in a hugely rewarding fashion. You feel alive when listening to it, let alone feeling its strength. Or you could go from A to B in a beige Prius.” Sub 1-liter: “It’s got to be Ford’s 1-liter turbo. Its greatest achievement is that the masses – the uneducated consumer – is actually buying the concept.”

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TreE hugGer Engine of ths would go for this as with at leas e Year; ho wever, a V1 the GreEn t 700ps woul 2 po werpla nt d get Johnso n’s vote 1-liter to 1.4-liter: “How weird is it that this is now arguably the most interesting category, with numerous engineering triumphs to choose from? When we launched these Awards in 1999, all the clever stuff had at least 2 liters. My winner is one of the greatest ever made: VW’s 1.4-liter Twincharger.” 1.4-liter to 1.8-liter: “The company with the most talented dynamics team now makes some of the world’s best engines too. The 1.6-liter turbo is another brilliant EcoBoost offering. I love this second turbo era.” 1.8-liter to 2-liter: “Another great Ford. This 2-liter sounds great and has explosive power. The Focus ST’s front wheels can’t cope, but who cares?!” 2-liter to 2.5-liter: “What a terrible category! There’s really only one engine worth voting for. At least my Audi 2.5-liter winner is interesting enough to have five holes in which to burn gasoline.” 2.5-liter to 3-liter: “BMW has dominated this category with its straight-sixes, but I’ve never voted for them. The engines are good, but good is not good enough. There’s little in this category that’s worthy, so it’s tactical voting from me. I have nothing to say about my ‘winner’.” 3-liter to 4-liter: “The McLaren. Unfortunately, I don’t think it will win, but it is utterly usable on the road. My guess is Porsche will win. Its 3.4-liter is good – very good – but that’s a bit like saying vanilla milkshakes are good, i.e. there’s no such thing as a bad vanilla milkshake.” Above 4-liter: “A Ferrari will win (nothing wrong with that), but I love Audi’s V12 TDi engine for the fact it made production. The concept makes no sense whatsoever!”

The Ferrari 6.3-liter V12 heart burns lots of natural resources in a hugely rewarding fashion

JUNE 2013

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Davis

OPINION

It befuddles me how some engine-use strategies can possibly make it all the way through group approvals by educated, mature men and women at multimillion or -billion buck companies, only to have it dawn too late that, oops, they missed something glaringly important along the way. What was possibly an air-tight engineering solution on paper, in reality – and only once production has started – becomes a real clunker. So, we start talking up the seeing-the-bright-side notion of “well, let’s wait for the next generation and that one should be really, really good”. How can this happen in these days of hyperactive checks and balances, and supposed zero wiggle-room budgets? I refer specifically to the misguided dreams of one Henrik Fisker and his former namesake company’s futurama adoption of the Quantum Q-drive plug-in system to then be range-extended (is that a verb now?) by a fairly common GM Europe 255 horsepower, 2-liter, four-cylinder Ecotec acting as generator to the hefty lithium-ion battery slab. If the Quantum project called ‘Aggressor’ had ended up as a US military covert operations supercar and required the Ecotec in tow, then the US Special Ops department would have been the loudest stealth group in the free world. Honestly, the Karma as it stood then, and as it still stands now, is a failure. I don’t question the tech nor the creature comforts nor the fitment, no, no, no! It’s how the tech is implemented that’s the issue. Here, I have invested heavily in a green car that goes fairly fast and when the fourcylinder Ecotec ‘generator’ kicks in and starts frantically freewheeling while the passage of the exhaust is

22 // June 2013 // Engine Technology International.com

The premium pr GM four-cyl iced Karma makes use of an unrefi inder Ecot ec that acts ne as a genera d tor

happening inches from my toes en route to the very cool-looking side pipes, I become utterly confused by the business case for such a powertrain experience. And to think that the Karma had come so far so quickly, changing pricing a few times mid-stream, and it was announced almost as an afterthought that there would be this Ecotec anchor aboard. In the end, the Fisker experience is a good one – if only because it’s exactly what anyone imagining such a start-up should be memorizing and taking to heart. How can you do all of that damned work and then have an expensive premium car that sounds like an unfettered four-cylinder? This all came back to me when I tested the current green poster child car – the Volkswagen XL1. I love and adore the massive VW Group cashflow that enables it to commit to whatever it wants. And they generally do everything well. The XL1 is very well done – but only to a point. Having cut the 1.6-liter TDI in half to obtain an 800cc TDI running the tiniest Garrett turbo I’ve ever seen, the need for some extra NVH stuffing in the thin-walled CFRP body – even just carpets – would have struck me as fundamental. I was tipping into the amp pedal and frequently (at least as frequently as the Fisker’s Ecotec) the little two-cylinder TDI clanked on loudly behind me. They insisted that once the powertrain warms up, the “little tractor” effect would go away. It didn’t. So, Volkswagen, learn from Fisker: you have a wonderful idea and great message in the XL1, but you must do something quickly about the awful two-cylinder diesel noise. Or no one will care.

I become utterly confused by the business case for such a powertrain experience

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BENTLEY SPECIAL

boy Bentley WORDS: DEAN SLAVNICH

Last month, ETi took a closer look at Bentleyâ&#x20AC;&#x2122;s revamped engine facilities in Crewe, UK, and the tour guide was none other than the luxury car makerâ&#x20AC;&#x2122;s new powertrain director. From the Merlin 12-cylinder drivetrains of yesteryear to the electric powertrains of tomorrow, there was much to see and even more to discuss

26 // June 2013 // Engine Technology International.com

BENTLEY SPECIAL

“

hen I look back on my career, I would like our 50-year-old V8 engine to be a 60- or 70-year-old engine – but with my mark on it. I want to continue our powertrain evolution, our heritage.” These are the words of Paul Williams (pictured, right), Bentley’s new powertrain director, in one of his first media interviews since assuming the role at the turn of the year. Just to get the specifics correct from the outset: the historic 6.75-liter V8 in question turned the big ‘five zero’ in 2009 – although in its original form back in 1959 it came with a displacement of 6.2 liters. Being part of Bentley’s powertrain engineering team throughout the early noughties, Williams worked on the redesign of the V8 block, getting it ready not only for the then-new Mulsanne flagship, but also in time for upcoming Euro 5 emissions regulations. “I started 11 years ago when we had just the Mulsanne V8,” recalls Williams, charting Bentley’s recent powertrain timeline. “Then the W12 came along and now the new 4-liter V8, too. There is more variety now than ever before.” Such ‘variety’ translates to a busy powertrain agenda in the real world for Williams and his team. Walking around the luxury car maker’s engine test and development facilities in Crewe, UK, there’s a dynamic vibe in the air, not just associated with the further optimization work taking place on the three IC engines available in Bentley’s current passenger car range, but also a potential plug-in hybrid system in the making for an as yet unconfirmed SUV model, and finalizing plans and designs for the company’s GT3 racing program that’s headed by Brian Gush. “Things are really interesting for us on the engine front at the moment, and it’s just great to be part of this team,” adds Williams with real enthusiasm.

Engine Technology International.com // June 2013 // 27

BENTLEY SPECIAL

Droplets in an Olympic swimming pool

Quite aptly, the tour starts at Bentley’s emissions laboratory. Alongside Williams and myself is Kris Robinson, functional manager for powertrain testing, and Jonathan Wigston, senior engineer for facilities. There are no other journalists, media representatives or even PRs. This is as exclusive as it gets. Given where we are standing, talk soon turns to Bentley’s role in helping to ensure that the wider industry is somewhat greener and more sustainable. “We have to meet emissions regulations worldwide – that’s a legal requirement that we have to cover with our products,” states Williams. “For sure, that’s a difficult challenge, especially when you’re developing engines for the upper-end of the luxury and performance market. But in addition to that, you’ve also got the contribution that we’re expected to give within the Volkswagen Group, toward us actually hitting our CO2 fleet targets as a group. What we don’t say is that our emissions are just a drop in the ocean from an industry-wide perspective – that’s not how we think.” It’s a particularly poignant last point from Williams. Four years ago, former Bentley engineering head, Ulrich Eichhorn, told me during an interview at the Geneva Motor Show that he felt “Bentley does not have any influence on total CO2 emissions on a worldwide scale”, likening the car maker’s CO2 contribution to a few droplets of water in an Olympic-sized swimming pool. Williams, though, sees things very differently: “We have to deliver against certain improvement targets. Emissions are really important to us.” Making Williams’ life more challenging on an emissions level is the fact that Bentley’s two largest markets – the USA and then China – vary greatly when it comes to legislation. “In the past, it was quite easy for all car makers, because basically, whatever the US CARB requirements were, once you hit that, everything else fell into place. All other legislation was much less in terms of requirements. Nowadays, that’s not the case.” Ever-demanding legislation – and a growing powertrain development program – has meant there have been recent upgrades at Bentley’s engine development facilities. “We are Euro 5 certified, and capable of Euro 6,” outlines Robinson, “but given our cars, as Paul [Williams] said,

emissions legislation is always an interesting challenge for us.” Helping the powertrain team to meet that challenge are three new Horiba analyzers that were installed late last year. The decision to move to Horiba systems, which cost around US$1.87m including installation, was for ease of technical support and maintenance purposes, as well as to have closer system integration to the VW Group family. “We’ve left ourselves capacity for many options depending on which powertrain strategy we decide to go with in the future,” continues Robinson, hinting at potential hybrid and plug-in hybrid applications (more on alternative powertrain solutions later).

1: Bentley Motor’s recently upgraded engine facilities in Crewe, UK, have housed the OEM’s production and testing cells since 1946 2: Bentley’s powertrain operations consist of around 120 engineers, though this number increases during certain development cycles 3: Bentley fully produces the W12 on site while the V8 is dressed upon arrival from Audi’s German base 2

Supply and demand

In total, Bentley’s powertrain team is made up of around 120 engineers, but that number swells during certain development cycles when the car maker uses specialists at Mahle, Ricardo and Bosch, says Williams, who admits that recruiting the right engine engineers is a particular challenge at present, not just for Bentley but for the industry as a whole: “It’s a massive problem. For example, JLR is on a huge expansion run at the moment – they’re really looking hard for new engineers, especially the contractors – and it’s these guys that can easily jump and go where the money

BENTLEY’S POWERTRAIN HERITAGE 1919: Bentley Motors is established. Some 10 months later, the first Bentley is built in a workshop in London, UK, featuring a 3-liter fourcylinder 16-valve engine with 65ps. 1924: Competing with official Bentley backing, John Duff and Frank Clement win Le Mans.

1928: Bentley wins for the third time at Le Mans, and three months later the Speed Six highperformance model is revealed, sporting a 6.5-liter engine.

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1930: The Speed Six wins Le Mans and another Speed Six is placed second in what is to become the last Le Mans race Bentley will participate in for more than 70 years. The ultimate Bentley, the 8-liter, is launched, powered by a six-cylinder 240ps engine. Only 100 examples are built. 1931: Rolls-Royce buys Bentley Motors, thwarting an attempt by Napier to acquire the assets.

1933: The first RollsRoyce-produced Bentley, the 3.5-liter based on a highly modified RollsRoyce 20/25, is debuted.

1946: Bentley and Rolls-Royce move production to the Crewe factory.

BENTLEY SPECIAL

FLYING SPUR W12 TECH SPEC Type: 6-liter twin-turbocharged W12 Power: 625ps at 6,000rpm Torque: 800Nm at 2,000rpm Transmission: ZF eight-speed automatic with quickshift, block shifting and wheelmounted paddleshift Ratios: 1st: 4.71; 2nd: 3.14; 3rd: 2.1; 4th: 1.67; 5th: 1.29; 6th: 1.00; 7th: 0.839; 8th: 0.667 Top speed: 322km/h (200mph) 0-100km/h: 4.6 secs 0-160km/h: 9.5 secs Fuel consumption (EU cycle; combined): 14.7 l/100km (19.2 mpg) CO2 emissions: 343g/km

“Today, we’re still testing 12-cylinder charged engines in cells that were built 80-odd years ago for 12-cylinder engines of a different nature” Jonathan Wigston, senior engineer, Bentley Motors

Housed in the new Flying Spur, Bentley’s W12 engine isn’t going away anytime soon, according to Paul Williams, who says the company will “continue to optimize and make this engine more efficient, while pushing power up”

is. But then you’ll have another company, Lotus for example, who get very busy but also drop projects suddenly, and the momentum shifts the other way. It really is all about cycles.” It’s the calibration engineer, says Williams, that is in particular demand at the moment: “There has been an explosion of new legislation, different product ranges being expanded, and there are far more powertrain options and derivatives now on the market, and so all that

1955: The Bentley S series is unveiled, powered by a 4.9-liter version of the sixcylinder engine. It’s built alongside the Rolls-Royce Silver Cloud.

1970: The V8 is re-engineered to 6.75 liters in capacity – the size it remains today.

1959: The Bentley S2 is confirmed, featuring an all-new 6.2-liter aluminum V8, replacing the six-cylinder that was originally developed for RollsRoyce models in the 1920s.

1999: The Rolls-Royce Bentley partnership comes to an end on January 1. V W Group announces plans to invest US$750 million in the Crewe plant.

1985: The Mulsanne Turbo is revealed, the fastest road-going Bentley yet.

2000: Bentley announces its return to Le Mans.

means there is a real need for calibration engineers across the industry.” For Bentley specifically, one area that the powertrain team is keen to progress in is undertaking further development work within the virtual world. Robinson explains, “We have a very competent engineering team that’s developing very good products, but we also recognize that there are new processes, tools and equipment that can enable us to do things smarter, faster

2002: The Continental GT is revealed to huge acclaim at the Paris Motor Show. 2003: Bentley secures first and second place at Le Mans.

2009: The Mulsanne, the company’s all-new flagship GT, is revealed. 2012: The covers come off the EXP 9F SUV concept, with huge rumors of a plug-in hybrid system being prepared.

Engine Technology International.com // June 2013 // 29

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BENTLEY SPECIAL 1

MARKETS SAY NO TO DIESEL

and better, and what we’re now doing is working much more closely with the whole group, especially Porsche. “We don’t copy what Porsche does, because we have our own analysis process, but what we’re trying to do is cherry-pick from each of the members of the whole group the best things that apply to us that we can then apply internally. Because of scale, it’s just not possible for us to have 300 analysts, so we have built very strong relationships with Porsche so that we can understand how we can use some of their tools and equipment. We use their scale to add a more cost-effective way of using technology.” Williams adds, “I think if you were listing our key strengths, simulation would not be one of them. There are certain areas where we have pushed that hard in the past few years, such as cooling airflow through the powertrain. We’ve done a lot of CFD and thermal work in this area to make sure that we can cool things properly. To keep that big machine at the front of the car cool, and to get the airflow through the radiators and other subsystems, is a major challenge, and it’s one area where we are very advanced in with our CFD work. However, in terms of our durability analysis, we’re probably not where we want to be at present.” From Merlin 12-cylinder engines to the W12 heart

Away from the revamped emissions lab, the next stop for the tour is Bentley’s engine test cells, which today are state-of-the-art and teeming with advanced tools and technologies, but the actual site boasts an engine testing heritage that dates back to the late 1930s. It’s here where the legendary Merlin engines of yesteryear came to life. Large red brick walls surround the engine cells – eight of which are functional today. It’s very much a 1930s piece of architecture that back then cocooned the sound of 27-liter V12 supercharged engines that would run at full throttle during testing. “Today, we’re still testing 12-cylinder charged engines in cells that were built 80-odd years ago for 12-cylinder engines of a different nature,” comments Wigston, a man who has seen much powertrain engineering change at Bentley across the years. One of those changes has been Bentley’s continued research and development powertrain integration with the group mothership in Germany, which most recently culminated in the co-creation of a 4-liter V8 design.

With a lot of talk throughout the tour focusing on the benefits of being part of the whole group, does this mean Bentley will sooner, rather than later, start taking advantage of some of the world’s leading diesel engines, specifically the six- and eight-cylinder designs from Audi? “It’s a option, obviously, and we have experimented with diesel engines in the past,” admits Williams. Like the all-electric powertrain, diesel technology offers Bentley the engine characteristics that’s part of its brand DNA – namely torque, and lots of it, but for Williams, it all comes down to a business case: “It’s all about what the customer wants. The USA and China are our two biggest markets, and there’s just not much interest in diesel there.” Williams admits that if Bentley’s biggest markets were Germany and the UK, then it would be “very probable” that a Bentley diesel would be available. “That V12 diesel in the Q7, well, put that in a Bentley and it would be phenomenal. It’s not as good as a petrol V12, but still, it’s a compelling case.”

“It’s no secret that we work closely with Audi,” states Robinson, “and in certain areas we are following and in other areas we are leading.” The new V8, available in the Continental, as well as the Audi S6, S7 and S8 models, is oozing with state-of-the-art technologies, including a cylinder deactivation system that essentially transforms the engine into a V4. Bentley was the first across the group to run with cylinder deactivation on a powertrain, but this technology has today trickled down to most group family members, with VW debuting a four-cylinder design late last year that can operate in two-cylinder mode for the latest-generation Golf. “There’s a cylinder deactivation group working across the brands,” reveals Williams, “but as a group, that technology started here in Crewe. We did all the learning here – obviously we weren’t the first to do it; GM attempted it some time ago – but in terms of our group, we have led the way.” The new V8 arrives at Crewe ready for dressing, having been manufactured at Audi’s plant in Ingostadt, Germany, but just what does the dressing process entail? Williams is keen to explain: “The target of this project was to get a common block built and then all the uniqueness of the engine comes later from the separate cars that it powers. “So, what we do is define that common set of needs that gives us a common engine that we can still hot test, but then everything else that makes that engine unique for a Bentley or an Audi is then ‘dressed in’ afterward.” In Bentley’s case, that essentially means refinement, power and torque, and the fact that, unlike Audi, Bentley vehicles don’t have a limited top speed. There are some industry analysts that have been quick to predict that the new, sportier and leaner V8 is a major threat to Bentley’s

1: The Bentley Continental GT has a power output of 560ps at 6,100rpm and torque of 650Nm at 1,600rpm 2: The Bentley EXP 9 F concept is powered by a re-engineered version of the existing 6-liter gasoline W12 engine

Engine Technology International.com // June 2013 // 31

BENTLEY SPECIAL

powertrain DNA, the W12, but Williams does not see it that way: “This is always a difficult thing to know, even if you’ve been in production for some time, because a new product always has an exciting feel about it. The V8 is something new for our customers and so these new things do tend to spike up in popularity when they come out. What we hope for – and indeed what we have seen – is that the customers who are buying the new V8s are not the customers that tend to be from the loyal [W12] portfolio. There are a very significant number of conquest sales from other car makers within our new V8 range.” In fact, the underlying message from Williams is that Bentley’s iconic W12 design is here to stay for the long term: “We will continue to optimize and make this engine more efficient, while pushing power up, despite what everybody else thinks and says. Having a 12-cylinder engine is a very, very special thing, and the W12 is particularly unique. We need to keep hold of that.” Electric avenues

Our tour snakes around the corridors of Bentley’s HQ, visiting parts of the factory that were not compromised with future projects. Seeing a heavily clad prototype quickly turns discussion from conventional IC engines to powertrain electrification. “You cannot deny the fact that these things [EVs and HEVs] are expanding and obviously it is something that we are working on,” admits Williams. “Our customers are

RETURN TO RACING At the 2012 Paris Motor Show, Bentley stunned the motorsport world by unveiling the Continental GT3 concept, and in the process confirming its return to the racetrack for the first time since its historic sixth Le Mans victory in 2003. Heading up the entire project is Brian Gush, who at the time of my visit said analysis work was still being undertaken to decide just which engine Bentley planned to compete with – the new V8 or the W12. “We are testing,” adds Gush. “The W12 is the flagship and the more powerful, but the V8 has attracted a sportier fan base. Which way our engine selection goes will be down to what we feel will be the winning engine.” A 10-year absence from motorsport is a long time, but why did Gush and his colleagues opt for GT3? “I would have loved to do LMP1, but Porsche indicated its intentions, and for V W Group that would have been a case of three’s a crowd. We cast the net wide and came back with GT3, which really does accommodate us nicely. GT3 is alive and well and there are many OEMs present, so really, the final decision wasn’t rocket science.”

“What we don’t say is that our emissions are just a drop in the ocean from an industrywide perspective – that’s not how we think” Paul Williams, director, powertrain, Bentley Motors

petrolheads – they demand high-performance gasoline engines, but hybridization is something we are looking at. Whether we eventually do or we don’t has not yet been decided, but obviously we have to be many years ahead [of market launch].” Williams admits that any potential future development of a hybrid powertrain for production will mean that his team will work closely with certain group partners, most

32 // June 2013 // Engine Technology International.com

Bentley’s new 4-liter V8, which has helped provide more powertrain variety for the British car maker, features a innovative technology such as cylinder deactivation

probably Audi and Porsche. “Of course, that’s the case and the benefit of being part of the group. Porsche is part of the group and is well ahead of us in that [EVs/HEVs] respect. It’s good to have certain options so that we can give customers what they want.” But what are Williams’ thoughts when it comes to powertrain designs that totally eliminate the IC engine? “We have looked at that – and obviously we have played with these technologies. We are engineers after all. “A fully electric Bentley? Well, if you think about our primary powertrain attribute, which is that massive wave of torque you get, a full electric Bentley has a certain appeal to it because you can get phenomenal instantaneous torque, so there is a huge charm in that. So a fully electric powertrain is definitely one of the options open to us, but creating a fully electric Bentley is far more difficult for us in that our customers expect our cars to have a touring ability. Our cars are often used on long journeys, while a Bentley town car is something that we’re not inspired by as a brand. So, from that aspect, we’ll need a significant tonnage of batteries to do what we currently do in terms of mileage on a tank of fuel today.” However, Williams says pure electric powertrains are inevitable, even in a Bentley. “In the future, at some point, it will come, I’m pretty certain of that. We are very much focused on gasoline powertrain technology, but we do recognize that powertrain options are broadening. We definitely don’t see electric powertrains as replacing conventional powertrains. Instead, we see electric as an accompaniment. So what you’ll see in the future is expansion into alternative [powertrains], but the difficulty for us as a small brand at the very exclusive end is that we can’t offer, say, 25 options, so we have to be quite careful in picking the right solutions.”

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SAIC ENGINE AMBITIONS

Talent

acquisition It’s been a long and difficult road for the engineers of the former MG Rover Group, but there is unwavering hope from SAIC with its need for new, European quality-level powertrains WORDS: KEITH READ

MG’s Chinese owners are investing in future products, powertrain technologies and concepts, such as the Icon

34 // June 2013 // Engine Technology International.com

SAIC ENGINE AMBITIONS

1 1: The MG Zero was designed and engineered at the company’s Longbridge facility

2: MG Rover Group’s powertrain executive director Paul McNamara

AIC, one of China’s largest car companies, is looking to British know-how and expertise to facilitate the development of a new generation of powertrains and transmissions. Drawing on a nucleus of former MG Rover Group teams, the perpetually expanding OEM, which operates JVs with GM and VW, formally opened its UK Technical Centre in Longbridge, Birmingham, last year to complement its R&D facilities in Shanghai, where 1,200 engineers are based, and Nanjing, where a further 200 engineers work. The UK Technical Centre – adjacent to MG Motor assembly facilities on the former Rover Longbridge site – is home to 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 SAIC’s overseas R&D capability. In 2007, ownership of the group transferred to SAIC’s UK holding company to become the SAIC Motor (UK) Technical Centre and, 18 months later, the engineering team moved into the 25-hectare Longbridge site. To date, more than US$4.5m has been invested in the new facility, design studio and advanced data center, which

facilitates high-speed links with China. Engineering conferences with teams in China are held daily and clocks around the facilities display the time in both countries. 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 benefits from an extended 16-hour productive day. By the end of the year, a further US$2.6m will have been invested in relocating and upgrading former Rover engine test cells to develop the next generation of engines for SAIC’s Roewe brand – its first own brand in China – and for MG models for global markets. One of the most highly experienced former Rover engine development specialists currently working on a new family of powertrains for SAIC is chief engineer, George Houghton. He has spent his entire career working for the companies that preceded MG Rover and has witnessed a series of changes of ownership as well as prolonged uncertainty over the future of the company’s engineering team. Today, he sees being an integral part of SAIC, and its global development, as heralding an exciting, new beginning. “It really is a fresh start,” says Houghton. “Everyone here is absolutely committed and completely dedicated to delivering only the very best in engines, gearboxes and every aspect of vehicle design.”

Engine Technology International.com // June 2013 // 35

SAIC ENGINE AMBITIONS

ENGINE TEST CELL UPGRADE

Ready for HCCI

At the center’s formal opening, the SAIC team displayed some of the engines and transmissions developed in the UK, and revealed brief details of the new powertrains being designed. These, said Houghton, would offer class-leading power and performance from compact physical dimensions with minimum emissions. And the team 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 and viable technology. But if and when it is, our engines will be able to benefit. They will be advanced designs able to take advantage of combustion technology developments.” Although the team is tight-lipped about the specification and power outputs of the new engines under development, ETi can reveal some details. The new family of small gasoline engines embraces 1.3-, 1.5- and 1.6-liter fourcylinder units, with extremely compact dimensions meaning an attractively small cube for engine-bay packaging. The 1.3-liter will have a bore and stroke of 75mm and 76mm, and the 1.5-liter will have the same bore and a stroke of 84.8mm. The 1.6 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 clean and economical as possible while offering optimum power output. The 2-liter straight-four bore and stroke will be 88mm/82mm, and the 2.4-liter’s is 91mm/92mm. While 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 in Europe. Concurrently, the team is developing an existing 1.8-liter base that will underpin a family of engines specifically for China. 3

36 // June 2013 // Engine Technology International.com

A US$2.6m investment in engine test facilities will play a vital part in the development of SAIC’s new powertrain family at the UK Technical Centre. The upgraded test cells will enable engineers to do most of the work in-house, although if demand exceeds capacity at Longbridge, there are several independent test facilities within a short drive of Birmingham. Engineers are well-blessed with specialist test and development organizations in the region and, says SAIC’s UK Technical Centre president, Dave Lindley, more than US$25m has already been spent by the company with suppliers within the UK economy. Four of the seven former Rover test cells are currently being

relocated to a building within the new technical center. While the basic equipment remains largely unchanged, significant enhancements are being added so that the cells can accommodate and test newgeneration engines. Some of these are destined for future derivatives of the MG6 (which is launched in Europe later this year) and two additional mainstream ranges. SAIC’s new medium car platform will support the Roewe 350 in China and an MG in Europe, while its new small car platform will carry a baby Roewe in China, as well as a small MG that is likely to be based on the Zero Concept revealed at the Shanghai Motor Show.

1: Several former Rover test cells are being relocated to SAIC’s UK Technical Centre 2: The MG Zero concept, which will form the basis of a future MG baby model 3: The MG6 GT BTCC Edition of the MG6 sedan was released last year to herald MG Motor’s return to the 2012 British Touring Car Championship

Richard Moore, executive director of powertrain, says the team is developing a wide range of transmissions including five- and six-speed manual gearboxes and automated-shift options. “We’re also looking at sevenspeed transmissions,” he adds. As part of the team’s wider brief, engineers are also considering the options for future alternative drivetrains including hybrids. The scale of work being undertaken in Longbridge is only appreciated when entering the vast ground-floor CAD office with its rows of workstations manned by an army of engineers. But in keeping with the rest of the site, there is room for expansion. “We have a similar amount of room available on the first floor,” explains Dave Lindley, president of the SAIC UK Technical Centre and global vice-president of advanced engineering. Lindley says the investment in the UK facility underlines SAIC’s global intention to build products that are at the cutting-edge of engineering, technology and design. He adds that by basing in the UK much of the design and development of cars and powertrains for models destined for global markets, SAIC is utilizing teams that are already close to those markets and fully familiar with requirements for the performance, emissions and all-important character and DNA of European passenger cars.

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BOOSTING DOWNSIZING

38 // June 2013 // Engine Technology International.com

BOOSTING DOWNSIZING

Small but perfectly

formed As engine manufacturers continue to embrace downsizing, supercharger and turbocharger developers are honing their own components to help meet economy and performance targets. What improvements can be expected in the future? WORDS: JOHN CHALLEN

Engine Technology International.com // June 2013 // 39

BOOSTING DOWNSIZING

he current state of the automotive market and the vast potential for engine downsizing can be summed up in the words of Steve McKinley, Honeywell Turbo Technologies’ vice president of engineering: “Auto makers are facing the challenge of improving fuel economy while maintaining performance, and they continue to push for higher power density – essentially downsizing – which means smaller engines in larger vehicles, and increased engine outputs.” Historically, there has been a lot of turbo development on the diesel powertrain side but, according to McKinley, many of the new innovations are being driven by gasoline engine technology. Inroads in this area will see crossover between both main forms of engine, believes the Honeywell vice president: “In the future we are going to put all of our advanced ball-bearing technology from our diesel products [as seen on the 3-liter CDi from Mercedes-Benz] into our gasoline products.” Yet the biggest downsizing breakthrough in recent years has fallen in the gasoline powertrain realm, and specifically in the International Engine of the Year Award-winning TSI Twincharger creation from Volkswagen. Combining the benefits of a supercharger and turbocharger in one application makes an appealing combination, but it’s one that hasn’t been universally embraced. And McKinley, for one, doesn’t see that stance changing in the future: “I think you’ll see some more supercharger/turbocharger combinations, but not many, partly because it’s such a complex system,” he reasons. “Using fuel to power the supercharger instead of the 1

40 // June 2013 // Engine Technology International.com

THE FIRST SUPER TURBO

1. The Ford F-150, the USA’s top-selling truck for 33 years, is the first and only pickup available with a twin turbocharged direct-injected gasoline truck engine 2. Honeywell’s VNT DualBoost turbocharger incorporates a dual-compressor wheel that works back-to-back in a single casting to improve the performance of the turbine by changing the work/speed relationship of the compressor

Mention engine downsizing, and most of the industry points to Volkswagen’s TSI Twincharger, which combines a turbocharger and supercharger, as the perfect example of creating an efficient but powerful package. Such has been this engine’s success, that it has gone on to power a raft of V W, Audi, SEAT and Škoda models, as well as collecting 11 International Engine of the Year Awards since its launch in 2006. But contrary to popular belief, V W was not the first car maker to commercially launch an engine featuring both a turbocharger and a supercharger: for that, one has to go back to the third quarter of 1988 in Japan, when Nissan released the MA09ERT unit in the March. Nissan engineers adopted the supercharger/turbocharger system in an effort to improve low-end torque and torque response. The setup saw two-lobe Roots-type chargers adopted and driven by a crank pulley through the electromagnetic clutch that controls the charging operation.

BOOSTING DOWNSIZING

“I think you’ll see some more supercharger/turbocharger combinations, but not many, partly because it’s such a complex arrangement”

Steve McKinley, VP of engineering, Honeywell Turbo Technologies

engine isn’t the most efficient arrangement. I think there will be a big push, whether it’s electric or smaller turbos, which will take over as the high-pressure stage in a two-stage system.” Diesel supercharging potential

On the supercharger side, Honeywell’s boosting competitor, Eaton, remains more positive about the effect of so-called twincharging. “We’ve conducted a study on the diesel market and discovered that using a compound boosting system [a turbocharger and a supercharger] provides the best fuel-economy benefits,” states Ed Lunder, product strategy manager for superchargers at Eaton. “As a supercharger is a positive displacement pump, EGR can be pumped through it in a diesel engine. We’re going through a lot of changes to prove that now, and determine how much EGR can be pumped through. “Within the next 12 to 16 months, there’ll be some announcements of other twin-charging engines outside the VW Group,” he confirms. “We’ve been pursuing compound boosted engine applications, but can’t comment on the customer, or what form they’ll take.” However, Lunder maintains that supercharging alone still generates impressive results when downsizing, using Audi as a case in point. “When Audi went down from a 3.2-liter engine to a 3-liter engine [the gasoline supercharged V6], we looked at the performance of the 2008 3.2-liter against the 2012 3-liter. In the A6, power increased 21%, economy improved 25%, and the car was 0.9 seconds faster to 100km/h.” As such, superchargers have an important role to play in downsizing, believes Lunder, both in terms of today’s

powertrains and future developments. “Supercharging has benefits when you are putting a very small engine into a very large vehicle application,” he states, admitting that Eaton has some big targets on the vehicle weight to engine displacement ratio: “When you put a small engine into a larger vehicle the turbo lag is pronounced, and that isn’t what drivers want. With supercharging you get an instantaneous throttle response.” The Eaton manager also believes there will be environmental benefits from using superchargers: “To meet CAFE fuel economy requirements, there’s legislation to cut NOx emissions, which are dropping from 42mg/ km, to below 10mg/km, as per the forthcoming SULEV standard. The issue with NOx concerns cold start and PM, but as the supercharger is not driven off the exhaust, and can light the catalyst faster, we have recorded an improvement in catalyst light-off time of up to 25 seconds. With the immediate air flow availability and fast transient response, we can help cut emissions and hopefully help achieve levels the oil companies are looking for by 2025.”

Engine Technology International.com // June 2013 // 41

BOOSTING DOWNSIZING

“Using a supercharger in a diesel engine means, as it’s a positive displacement pump, you can pump EGR through the supercharger. We’re going through a lot of changes to prove that now, and discover how much EGR can be pumped through”

Charging versus cylinder deactivation

Since the increase in popularity of engine downsizing, cylinder deactivation has become another viable alternative to achieving better fuel economy and engine efficiency, while maintaining the desired performance. However, Honeywell’s McKinley believes that, in the short-term at least, forced induction will come out on top. “There will be some cylinder deactivation, but it depends on what the market needs are for the application,” he reasons. “I think a turbo-downsized smaller-displacement engine could compete with cylinder deactivation, but it will take time for auto makers to see what the opportunities are and whether they should change over from downsizing to reach their fuel economy goals. “Cylinder deactivation does a good job and some of the electronic control makes it easy to implement and switch back and forth,” he admits. “But I look at Ford with its investment in EcoBoost and being able to offer the twinturbo V6 in the F150 vehicle platform, which would normally take a naturally aspirated V8. Ford has taken a bold step in putting in a twinturbo V6, to help the consumer understand what the downsized offering is. It made the step knowing that it would have to get to that point, and cylinder deactivation only carries them so far.” Continental is another supplier ramping up its efforts in turbos for downsized engines. “Downsizing gasoline engines is clearly one of the mega-trends on the market today,” outlines Udo Schwerdel, head of the turbocharger product line at the company. “In Europe, in the near future all engines will be charged, and North America will follow as it changes from large V6 or V8

Ed Lunder, product strategy manager for superchargers, Eaton

naturally aspirated engines to four-cylinder and V6 engines with turbocharging and smaller capacities.” Schwerdel confirms that Continental continues to further develop the turbocharger used on another International Engine of the Year Award-winning unit – Ford’s 1-liter EcoBoost. “We invested in technologies to reduce the biggest disadvantages of turbocharged engines – the transient behavior and the low-end torque,” he says. “For the next generation we will be introducing a new turbine technology called the RAAX [Radial-Axial] turbine. This technology enables turbine wheel inertia to be cut by 40% and improves the efficiency in the operational areas responsible for low-end-torque performance.” Schwerdel also reveals that the development of a low-friction hydrodynamic bearing system for the turbocharger family, enabling better engine performance, is also being worked on. Material matters

1 1. Eaton’s Twin Vortices Series is a Roots-Type supercharger designed to deliver more power and better fuel economy in a smaller package, for high-performance driving 2. Eaton’s TVS R1320 supercharger features four-lobe rotors and high-flow inlet and outlet ports designed to enhance thermal efficiency, deliver higher volumetric capacity, and enable higher operating speeds

42 // June 2013 // Engine Technology International.com

For McKinley, however, material is one of the key areas that will be improved in the charging business, aided through joint work with Honeywell’s aerospace business. “We’re looking at high-temperature materials that aren’t so dependent on volatile commodities such as nickel, thereby reducing the amount of nickel used to make the turbocharger casting,” he explains. “You will also see the turbo becoming more tightly integrated into the engine, from the base design all the way to more effectively bolting it in at the end.” However, finances and budgets are playing a part at Continental. “In our development labs, new materials are currently under investigation, but very often the benefitto-cost ratio is not attractive for most of our clients,” outlines Schwerdel, citing the example of titanium aluminide for turbine wheels. And for Eaton, the potential to save weight and further help the downsizing cause is still a priority. “We are looking at advanced materials to help take weight out of the supercharger,” adds Lunder. “As you get into higher temperature turbos, we find customers considering how to get the heat out of the turbo before it ends up in it. In some cases we could be ahead of the system, but it is engine and vehicle dependent.”

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RESIZING IC ENGINES

44 // June 2013 // Engine Technology International.com

RESIZING IC ENGINES

Micro

MACHINES Several leading powertrain manufacturers discuss the methods, feasibility and challenges posed by the further downsizing of IC engines for improved savings and efficiency in passenger vehicles WORDS: MAX GLASKIN

Engine Technology International.com // June 2013 // 45

RESIZING IC ENGINES

he Wärtsilä-Sulzer RTA96-C turbocharged two-stroke diesel engine has a thermal efficiency of 52%, produces about 80kW and a maximum torque of 7,603,850Nm at 102rpm. Now wouldn’t it be nice to scale that down for use in a passenger car? Imagine all those incredible savings in materials, fuel and weight while preserving the efficiency. The idea’s enough to make the least frugal engineer drool. Alas – it can be only a dream. There’s no way the world’s largest commercially available IC engine can be shrunk to slip under the hood of a road-going vehicle. Its 14 cylinders may be excellent at powering container ships across the oceans but they simply can’t be miniaturized to car size without something going horribly wrong. It’s similarly frustrating when trying to enlarge the smallest IC engine that ETi has been able to verify. The 0.049cc engine built for the MIT Lincoln Lab in 1996 isn’t going to be upsized any time soon. It’s not just that it burned a mix of nitro methane, oil and methanol to generate an impressive 3W; it’s more a case of horses for courses. An engine designed to fly a miniature drone through an open window has characteristics that would make it truly awful if enlarged to drive a car. So if the extremes are not good starting places for this blue-sky project, where does one begin when considering how small IC engines can get for mainstream passenger cars? How about with Japan’s regulated Kei car classification? Not really – various rule changes over the decades have led to their engines getting steadily bigger, not smaller. Or should the origin of this quest be the 1980s trend for 1.6-liter engines, pushing around 507ps, in Formula 1? Unfortunately they’re not helpful either because of reliability doubts and their unacceptably costly requirements for fuel enrichment. So, like all successful attempts to think outside the box, it’s best to look at the box’s walls for signs of weakness.

1 1. The EA 211 TSI three-cylinder engine in the Up is a final example of engine downsizing, with the combined package emitting 96g/km of CO2 2. Like most Japanese OEMs, Nissan has vast experience in engine downsizing. Shown below is the Kix engine and Pixo city car

The very first International Engine of the Year Award winner was the

1-litre

A numbers game

Adopting this approach, Andreas Schamel, globally responsible for research and advanced engineering for powertrains at Ford, pushes gently at the lid. “Maybe the question should be how small do engines need to be and how small is it useful to make them? We make them small to gain fuel efficiency, either directly or indirectly.” He has an ally in Takashi Shirakawa, vice president of powertrain development and design and vehicle testing at Nissan Technical Centre Europe, who says, “The driving principle here is not downsizing or using smaller engines – the main objective is to optimize the balance between fuel economy and performance. After achieving this, effort will be applied to rightsizing through the application of new technologies.” Okay, that’s completely reasonable and logical and, if we took it at face value, this feature could end right here. But we need to know what’s in the way should there be a need for a very small rightsized engine. What are the constraints and can they be overcome? The answer has to involve cylinders. Either the number has to be cut or their size reduced. Easier said than done. “Looking at cylinder size, the limiting factor is the bore size,” says Adrian Greaney, head of the engines

46 // June 2013 // Engine Technology International.com

Toyota Yaris engine in 1999

product group at Ricardo. “If you imagine the bore getting smaller and smaller, you’ve got to fit in your injector and spark plug, and then you haven’t got any room left for your valves.” The fuel injector, spark plug or glow plug simply don’t scale down with engine size and neither do features such as the minimum wall thickness of the block or head. Furthermore, there are fundamental efficiency constraints. With smaller cylinder sizes the ratio between the volume and the surface area changes, so minimizing the thermal losses from the combustion processes is more challenging. It’s also difficult to optimize the combustion when the bore gets very small. The power of three

Reducing the number of cylinders is no less fraught. For a start, the three-headed beast of NVH begins to growl and shake, particularly when switching to two cylinders. But AMG is producing a four-cylinder unit and BMW and Audi have committed to three-cylinder engines. Are they mad? “With six cylinders

“If you imagine the bore getting smaller and smaller, you’ve got to fit in your injector and spark plug, and then you haven’t got any room left for your valves”

AUTOMOTIVE C O AT I N G S

Adrian Greaney, head of the engines product group, Ricardo

3: Ford’s EcoBoost technology has been designed to deliver power and torque consistent with larger engine displacement and naturally aspirated units, bit it also achieves around 20% better fuel efficiency and 15% reduced emissions than these same powertrains

in-line it can be perfectly balanced or, in a V-case, largely balanced,” adds Schamel. “If you go down to four you get secondary shaking forces and, at the premium end, the most likely solution is to use balance shafts. They cause friction so you lose some of the benefits there.” But it’s a thumbs-up for three cylinders. “The half order characteristic is a sound similar to a six-cylinder and I suspect that’s part of the thinking of BMW and Audi in committing to a three-cylinder at the premium end,” says Greaney. As ever, it depends on your starting point. If you have a 5.5-liter V8 it’s possible to reduce cylinder count to a boosted 3.5-liter V6 and retain enough naturally aspirated performance, before the boosting kicks in, to have plenty of punch. It’s more challenging if your existing range is already somewhat smaller. “If you put a 1-liter three-cylinder into a Mondeo, you have to watch carefully how it performs driving off the line and how quickly you ramp up your boost curve,” says Schamel. Greaney spells it out. “Boosting is the route to increasing the specific ratings, the kilowatts we can get per liter of engine displacement,” he says. “We’re already boosting everywhere on diesel applications and we’re quickly heading that way on gasoline. So the boosting technology becomes key. One of the impacts of relying on

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RESIZING IC ENGINES

boosting is getting good transient system performance. We don’t want to go back to the days when we had horrendous turbo lag at low speed because really, to exploit the efficiency benefit of downsizing, we want to be running at low- to mid-RPM, where the efficiency is high.” There are solutions out there, well-established turbo technologies, including Ricardo’s own HyBoost project and Ford’s EcoBoost. As Ford’s 1-liter three-cylinder has won awards and customer acceptance, it’s natural that Schamel loves them. “They allow you to keep the cylinder volume a reasonable size, so your thermal efficiencies don’t deteriorate as much. Three cylinders is at the forefront of downsizing,” he says. Fiat, with its investment in two cylinders, may disagree, but the opinion of Nissan’s expert suggests that the Italians may be out on their own with this approach. “The two-cylinder design still has a significant weakness for NVH performance. To get a major market position for two-cylinder engines, we need to develop breakthrough technologies,” says Shirakawa. Ford has looked in vain, so far. “Whenever we did the analysis, we didn’t come up with a good equation that actually provides benefits,” says Schamel, “You end up having to waste the idle speed, you’re fighting with counter-measures on the vehicle, or you’re fighting flat out with customer-unacceptable characteristics.” Greaney sees some possibility for using a two-cylinder as a range extender application as it wouldn’t need to be connected directly to the wheels by the transmission. “This makes it far easier to isolate the engine’s noise and vibration, perhaps with a softer mount system,” he says. “Normally you’re always compromised between the mount system having to react to the torque drive to the wheels and still keep good isolation of vibration and noise.” Knock-mitigation at high loads is another specific rating constraint on gasoline engines. For downsizing diesels, the increasing NOx generation requires better aftertreatments. In the case of a NOx trap and purging technology, the trade-off would be with fuel economy. For a urea-based system, the trade-off is increased consumption of the fluid and the need for a bigger fluid tank.

Most boosted engines are downsized by

30-35% While the length of the Toyota iQ complies with Japanese government dimension regulations for kei cars, the width and engine size do not. The powertrain weighs just 67kg

“Downsizing is good – it was the right step, providing the fuel economy and torque curve that customers like – but more downsizing isn’t necessarily better” Andreas Schamel, research and advanced engineering head for powertrains, Ford There’s a growing school of thought that the next breakthrough in engine downsizing will be in urban city car applications within the electric vehicle arena, like Daimler’s Smart model

Charge socket

Electric motor

Drivetrain cooling system

Inverter

Range extender

Gearbox Lithium-ion battery

48 // June 2013 // Engine Technology International.com

Sizing up the future

So, having tested many of the walls of the box we’re currently in regarding engine size, is it possible to conceive what may be outside it? “We think the optimum cylinder size for a passenger car is still in the range of 300-500cc per cylinder, maybe a little bit smaller,” says Greaney. Schamel quantifies it differently. “Today, most boosted engines are downsized by 30-35% of their naturally aspirated equivalent. It’s easy to imagine you can get down to 50%, but there isn’t much to be gained by going even smaller for a traditional IC vehicle,” he says. “Downsizing the diesel is not going to be as extreme as it is for gasoline engines. I wouldn’t say we have reached the limit, but it would be a mistake to take the developments of the past five to 10 years, and extrapolate them for the next decade. “Downsizing is good – it was the right step, providing the fuel economy and torque curve that customers like – but more downsizing isn’t necessarily better. Extrapolation in the technical and scientific world can be a dangerous game.”

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WHAT NEXT AFTER EURO 6?

Clear

HORIZON As Euro 6 legislation looms, ETi examines how technology, test cycles and real-world driving all need to come together for the implementation of what comes after the next wave of emissions standards

WORDS: MAX MUELLER

50 // June 2013 // Engine Technology International.com

WHAT NEXT AFTER EURO 6?

eptember 1, 2014. A crucial date that’s ringing in the heads of all engine development chiefs, R&D directors and powertrain VPs. It’s when a landmark emissions standard that the industry has been working toward for the past three years comes into force – Euro 6 D-day! As in previous incarnations of the legislation, different limits will apply to passenger cars, light commercial vehicles, buses, lorries and LGVs. For passenger cars specifically, the most important development affects diesel engines – Euro 6 stipulates a reduction of 55% for NOx emissions (from 180mg/km to 80mg/km) and adds new a particle number limit (6x10 per km) to the already stringent Euro 5 PM standard of 4.5mg/km. NOx and PM limits for gasoline engines remain the same; this is very much about diesel. For now.

Engine Technology International.com // June 2013 // 51

WHAT NEXT AFTER EURO 6?

For the immediate term, the key question is whether the industry is prepared for the upcoming legislation. Analysts are optimistic. “Almost every OEM in the European market is well versed in the necessary technology – the vehicles are ready for production,” states Kaushik Madhavan, powertrain program manager at Frost & Sullivan. “Despite the increased costs, manufacturers will choose the right aftertreatment system based on vehicle segments. That means larger vehicles such as luxury sedans will feature technologies like SCR, whereas some compact vehicles will see advanced NOx traps or even variable valvetrain technology. For the European market, the latter is already in production at Mazda and Mitsubishi.” At Schaeffler, designers are working on these very technological developments. “We’re striving to improve transient behavior and thus reduce transient emissions,” adds Dr Martin Scheidt, senior vice president of R&D. “This will happen by way of a faster cam phasing response using electromechanical cam phasers and variable valve timing, either by switching or by using continuous systems such as UniAir. We’re also developing optimized ball bearing solutions for turbochargers.” At Fiat, experts are also looking to a combination of various technologies to meet emission targets. “The new NOx limits will require a reduction in engine-out emissions alongside exhaust gas aftertreatment,” outlines Aldo Marangoni, head of powertrain engineering for FiatChrysler EMEA. “Engine-out NOx can be reduced by

UniAir/MulitiAir allows not only variations in the valve stroke, but also the opening and closing of valves several times during one cycle, all at different points in time. The end result is a downsized powertrain that emits fewer emissions, as realized in various Alfa Romeo, Fiat and Chrysler Group vehicle applications

“We’re striving to improve transient behavior and thus reduce transient emissions. This will happen by way of a faster cam phasing response” Dr Martin Scheidt, senior vice president of R&D, Schaeffler

PREDICTING FUTURE LEGISLATION BY DEAN SLAVNICH Jerry Hardcastle, global chief engineer, Nissan Technical Centre Europe: “As an engineer, the future excites me. Engineers like building things and especially like building new things – as opposed to customers, who simply want to buy them. If you let engineers run away with themselves, they’ll engineer changes just for the sake of it. But give them a good target and they’ll rise to the challenge. What we need to be aware of are the issues surrounding particulates. CO 2 has been important, is important and will continue to be important, but people – and especially in the cities – are starting to become aware of the particulate levels we are experiencing. Doctors are now also starting to reassess what level of particle matter is affecting health, and I see this as a major challenge. We have had a simple and pure focus driven by governments on CO 2 but things will now start to change. Without the challenges from governments

would we be driving downsized turbo engines today? I don’t think so. We’d still be driving V8s because we like the sound! There’s a balance of legislation, tax and capability that has to come together, and when it does so in the right way, improvements benefit everybody.” Pierpaolo Antonioli, managing director, GM Powertrain Europe: “My agenda right now is all about Euro 6 and then Euro 6.2 emissions cycles. After that, the next step will be in 2025 with the next update regarding CO 2 . We are not really stressed by emissions in terms of NOx. I am more stressed by CO 2 when it comes to the 2025 legislation. The 2025 regulations will set a further reduction of CO 2 that will challenge everybody – it’s really dramatic. Today we have 95g/km of CO 2 – that’s the goal for 2020 – but 2025 will be an even further reduction. It will be a big challenge. For sure, we are ready to face this challenge, but it’s already affecting our R&D.

52 // June 2013 // Engine Technology International.com

For me it is the real next step. Euro 7 – or so-called Euro 7 – is not really a stressful target. It’s 2025 that we need to discuss and think about.” Joachim Hahn, powertrain president, Hyundai-Kia Europe: “We are concentrating on future emissions, of course. Worried is probably not the right word when it comes to future emissions legislation, but we see a considerable challenge, especially on the gasoline powertrain development side. There will be demand on gasoline direct injection turbocharged engines and something will have

to be done on particulate filters, too. The clear message is that we have solutions. For example, controlling the spray pattern and the blow-by oil separation will have a key influence on particulate numbers. Our current understanding is that for most of our applications we have solutions in the combustion strategy. I say that carefully because that is the technical answer, but when it comes to the ‘political’ answer, you never know. I remember when Euro 4 for diesel engines was coming into force, there were solutions in the combustion that allowed us to overcome the legislative requirements. But as

WHAT NEXT AFTER EURO 6?

optimizing the combustion system (the combustion bowl, compression ratio, injection pressure and injector nozzles) as well as with advanced EGR. Low-pressure EGR, for example, is a very effective way to cool down the air-EGR mixture for a better soot/NOx trade-off and is obtained by recirculating air at the turbocharger or compressor inlet.” Mindful of post-Euro 6

Even though the company is confident about meeting Euro 6 requirements, Marangoni is wary of future challenges. “For post-Euro 6 regulation we won’t see any further restriction on PM and PN,” he says confidently. “Hence particle filter technology based on silicon carbide, most likely in a closed couple position, will become the mainstream in Europe. “But for NOx, a further reduction to match the 60mg/ km gasoline engine value is possible,” he adds. “Also, pollutants like NO2 could be included in post-Euro 6 emission limits. This would require the development of new and even more complex NOx aftertreatment systems.” Another key driver for powertrain development after Euro 6 will be the compliance with the EC’s 95g/km CO2 limit for fleets under the CAFE agreement. As this also affects gasoline engines, advanced combustion technologies, friction reduction, turbocharging, thermal management, downsizing and optimized aftertreatment systems will all have to be considered. Electric and hybrid powertrain developments will also play a massive role, as Schaeffler’s Scheidt is quick to point out.

Thanks to its bundled technologies for reduced fuel consumption, Schaeffler’s Efficient Future Mobility concept enables improved efficiency of up to 15%, helping North American vehicles to meet stringent CAFE standards

95%

of European cars will feature some form of electric engine boosting by 2020

Left: Ford’s C-Max Energi is currently the USA’s most fuel-efficient plug-in hybrid in all-electric mode, registering 2.4 l/100km and 2.2 l/100km for city driving and 2.6 l/100km in highway mode

soon as the first company came out with a diesel particulate filter, it paved the way for a clean diesel engine. The rest of the industry followed and then came Euro 5, which demanded particulate filters for diesel. That’s the reason we concentrate on combustion-driven solutions but also have an eye on gasoline particulate filters.” Wolfgang Hatz, engineering director, Porsche: “Look at the SULEV legislation in the USA, the automobile is a cleaning machine: the air that comes out of the vehicle is cleaner than the air that goes in! Ford’s F-Series Super Duty features a 6.4-liter Powerstroke engine that uses a DPF and other emissions reduction technologies to reduce overall particulate output by up to 97%

“Hybridization will continue to progress, driven in part by increasingly high-performance engine stop/start solutions,” he says. “From a technical standpoint, however, attention must still be paid to the IC engine, whether as a primary drive source or as a range extender.” Madhavan agrees with the Tier 1 VP: “Micro hybrids will become the standard by 2020, with 95% of European cars featuring some form of electric engine boost,” he predicts. “We’re also going to see increased hybridization of transmissions, as in ZF’s nine-step automatic where the torque converter has been replaced by an electric motor.” For Madhavan, however, the biggest issue post-Euro 6 will be cost. “For manufacturers having to comply with Euro 6 and 7 (the latter is expected to come into force in early 2019) as well as CAFE agreement targets, the cost of

BMW’s inline six-cylinder diesel with TwinPower turbo technology and 2,000 bar piezo injectors

On the emissions side of things, we have achieved such a high standard it’s difficult to say that we harm the environment, but there will always be new legislation. After Euro 6 there will be Euro 7. What I try to do is persuade more people over to my outlook. I have nothing against stringent emissions legislation, but my greatest wish is for a worldwide emissions standard – though it doesn’t seem likely. Having a worldwide emissions standard would help a lot, because it gets expensive if you have to fulfill all the emissions levels in the world in different ways.

In California and other parts of the USA they have very stringent emissions levels, however, they also have long phasing-in periods. In Europe, we have very fast phasing-in of legislation. Euro 6 is coming in 2014 and that calls for new homologation, but if you’re half a year longer in production you can’t sell the car, which is a waste of money and doesn’t help the environment – a Euro 5 engine

is not a dirty engine, so we need more flexibility.” Junichi Furuyama, chief engineer, Lexus: “I don’t know about Euro 7 or 8, but for Euro 6 we will need a major engineering effort to overcome the challenges a diesel engine will encounter, such as using urea, for example. A lot of things will need to be considered going forward.”

Engine Technology International.com // June 2013 // 53

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WHAT NEXT AFTER EURO 6?

CO2 reduction is rapidly increasing,” he says. “Premium OEMs such as BMW, Daimler and Audi are willing to spend E35, E40 or even E45 per gram per kilometer. However, for volume OEMs like Fiat or VW, currently spending E20 to E25 per gram of reduction, rapid cost increases will be the biggest challenge, as they are starting to hit lower and lower targets.” How do these developments compare with what’s going on in the real world? Due to the way the regulation is implemented, cycle beating is becoming a common practice across the industry. A recent study by the European Commission’s Institute for Energy and Transport (Will Euro 6 reduce the NOx emissions of new diesel cars?) compared emissions from an SCR-fitted, Euro 6 diesel car in laboratory and on-road tests with six Euro 4 and 5 diesel-powered cars. Real-world tests used a variety of different routes to represent a range of European driving conditions, while laboratory tests were based on the NEDC. All the cars complied with their respective emissions standards when tested in the laboratory. On the road, however, the Euro 4 and 5 cars exceeded their limits by up to three times. Although the Euro 6 mule performed better, its NOx emissions exceeded the required standard.

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HEAVY DUTY MATTERS It’s not just the passenger car world that is affected by Euro 6. At Volvo Trucks, engineers are pulling out all the stops to make their latest engines compatible. The company’s D13K460 is fitted with SCR, EGR, a diesel oxidation catalyst, a particulate filter and an ammonia slip catalyst – all within the same exhaust muffler. The particulate filter is self-regenerating under normal and heavy-duty driving conditions, but in cool cycles the catalyst and filter rely on additional heat. This is generated by spraying diesel into the exhaust gas with the aid of a seventh injector – the fuel mist ignites inside the oxidation catalyst and creates heat to facilitate filter regeneration. The D13K460 is claimed to have the same power and torque output as its Euro 5 sibling with fuel consumption almost on a par, despite being considerably cleaner. “Since most emissions treatments increase fuel consumption, we need to add new technologies to improve economy,” says Mats Franzén, the company’s powertrain product manager. “Developments affect the complete powertrain, including optimized gearboxes and rear axles. Good air quality for drivers is also important – with our new FH and FM trucks we have considerably reduced emissions from the outside as well as from materials within the cab such as textiles and plastics.”

“We won’t see any further restriction on PM and PN. Hence particle filter technology based on silicon carbide, will become the mainstream in Europe” Aldo Marangoni, head of powertrain engineering, Fiat-Chrysler EMEA

1 and 2. Mazda’s next-generation highlyefficient direct-injection gasoline engine achieves the world’s highest gasoline engine compression ratio of 14.0 1 with no abnormal combustion knocking

In addition, the researchers tested real-world CO2 emissions of the seven cars and found that they went over their certified levels by around 25%. Specifically for the NOx on-road tests, emissions were highest on routes that involved uphill driving. The results seem to imply that SCR systems are capable of reducing NOx emissions, but not to Euro 6 standards when driving under real-world conditions. The researchers were keen to stress that their study serves only as an indication of the emissions performance of new-generation diesel cars and warned against drawing far-reaching conclusions based on tests of a single Euro 6 vehicle. However, the study does confirm that standard laboratory tests, usually carried out on rolling roads and using the NEDC, do not provide an accurate picture of real-world emissions.

Engine Technology International.com // June 2013 // 55

WHAT NEXT AFTER EURO 6?

Lack of representative drive pattern

At Mahle, engineers are well aware of this situation. “Looking at substantial real-world driving data from around the globe and various applications, it’s evident that there is no globally representative drive pattern at present,” says Marco Warth, the company’s engineering director. “The range of vehicle loads, accelerations and speeds covers all operating conditions of modern powertrains. This will always lead to discrepancies between a reference test cycle and individual drive patterns, which each member of the public perceives to be his own real world.”

1. The electric Renault Zoe has a 22kWh lithium-ion battery pack that delivers a range of 210km under the NEDC cycle 2. Renault TCe concept’s ERG boost system, depicting exhaust gas recirculation through a cold loop, which results in a higher compression ratio and lower CO2

Fuel consumption reductions of more than

50%

have been realized despite the average car becoming 30-50% heavier

56 // June 2013 // Engine Technology International.com

Nonetheless Warth remains positive: “From the very first test cycles set in the 1970s and 1980s in the USA (FTP-72/75 in 1978), Europe (ECE R15 in 1970) and Japan (mode 10-15 in 1983), these industry standards have enabled the quantification of the technical advancements of engines over more than two decades,” he says. “This has been truly impressive, with emission reductions of more than 99% in almost all cases and fuel consumption reductions of more than 50% despite the average car becoming 30-50% heavier and twice as powerful in the same time. Harmonizing all regional standards into one global test cycle (the Worldwide Harmonized Light Vehicles Test Procedure – WLTP) will further drive down emissions and fuel consumption across the various drivetrains.” Madhavan qualifies the Mahle engineering director’s point. “Proposals exist to develop a WLTP, but there are many stakeholders. Governments and regional regulatory authorities like the European Commission will have to come together. I cannot see this happening within the next three or four years. In the meantime, cycle beating will continue.” Fiat’s Marangoni paints a similar picture: “Some open points on WLTP test procedures are still under discussion,” he says. “Replacing NEDC with the new global protocol will affect not only CO2 but also labeling and customer information. As for Real Drive Emissions (RDE), the introduction of PEMS seems to be the preferred option as opposed to random cycles for type approval – here, boundary conditions need to be examined in detail. We are in favor of a first phase of voluntary monitoring with screening and reporting, and using a suitable compliance factor. As such, we think that with WLTP and RDE, mandatory regulation will not happen until after 2020.”

ENGINE EXPO PREVIEW

2013 The essential guide With many powertrain pioneers all under one roof, Engine Expo 2013 is the place to be for the latest and greatest industry designs, concepts, technologies and services WORDS: JOHN THORNTON

58 // June 2013 // Engine Technology International.com

t’s that time of year again when the world’s leading automotive powertrain fair, Engine Expo, returns to Germany’s Messe Stuttgart. This year’s show, on June 4, 5 and 6, is gearing up to be yet another unmissable event for everyone involved in powertrain design, development, procurement and production. Now in its 15th year, the annual showcase event provides the industry with an ideal platform to meet the world’s leading companies as they exhibit their latest powertrain breakthroughs, which will include state-of-the-art designs, cutting-edge

components and subsystems, as well as innovative new materials, manufacturing technologies and services. Engine Expo visitors can also take in sister shows Automotive Testing Expo; Automotive Interiors Expo; Vehicle Dynamics Zone; and Global Automotive Components and Suppliers Expo. With June 4 just around the corner – and with so much to see and do – ETi has prepared the ultimate manual to guide you around the Messe Stuttgart and Engine Expo 2013. Just remember to bring your business cards, because the who’s who of the engine world will be present and waiting to speak with you!

ENGINE EXPO PREVIEW

ENGINE EXPO 2013 TO DEBUT ROTARY DIESEL ENGINE PROTOTYPE LiquidPiston, an American developer of rotary combustion engines, will use Engine Expo 2013 to present its groundbreaking 30kW diesel engine prototype – the X2. Based on an optimized thermodynamic cycle, called the ‘high-efficiency hybrid cycle’, the X2 offers an impressive theoretical thermodynamic cycle efficiency of 74%, and an expected brake efficiency of 50% at partial load. Visitors to Engine Expo 2013 will be most interested to learn that the X2 is a singlerotor/three-chamber engine with only two primary moving parts. The design has no valves or associated components, and can run on a variety of fuels, including diesel, JP8, gasoline and natural gas. The X2 engine prototype is demonstrating indicated efficiencies approaching a state-of-the-art level for small piston diesel engines, and has the potential to reach 3kW/kg specific power. In addition, the X engine architecture, described as the “inverse” of a Wankel rotary engine, is scalable to serve a variety of markets, from a fraction of a kW to 1,000kW. Be sure to learn more about this fascinating development at the LiquidPiston booth at Engine Expo 2013.

CORE CAPABILITIES At Engine Expo 2013, Cosworth will showcase a number of core capabilities and exciting new technologies. Highlights include the company’s aggressive downsizing and boosting technologies, which have enabled the high-tech supplier to successfully develop downsized pressure charged automotive engines that are capable of in excess of 300PS/l. This new technology is supported by Cosworth’s new distributor agreement with Eaton superchargers, which focuses on the bespoke integration and supply of Eaton superchargers to engine manufacturers for low volume applications. Engine Expo visitors will be interested to hear that Cosworth has invested heavily in its manufacturing plant to both reduce costs and increase production volumes. Twinned with Cosworth’s vast experience of component manufacturing within the motorsport arena, these factors, says the company, make it the perfect partner for niche volume component manufacturing. Also on display at Engine Expo 2013 from Cosworth will be the company’s range of electronics components, which are highly suited to powertrain development and testing. With an intensive focus on efficiency improvement, emissions reduction, weight reduction and drivability optimization, Cosworth uses its vast experience of high-performance powertrain innovation to offer small package subsystem analysis and development work, through to full turnkey engine programs.

SPEED SENSOR LAUNCH Drawing from the experience of being a key supplier to most of the turbocharger manufacturers around the world and having over six million turbocharger sensors in vehicles that are on the road today, Jaquet Technology Group’s ’s new Apollo turbocharger sensor is specifically designed for the new car market – and this important technology promises to take center stage at Engine Expo 2013. As visitors to the Stuttgart Messe will learn, the high-tech sensor is small, adaptable and economically priced for fast passenger car turbochargers. While turbochargers are used in nearly 100% of all new developments of diesel engines, the turbocharger for petrol engined cars is still considered a premium feature. However, says Jaquet, the trend shows that the next generation of petrol engines will also profit from the extra boost that turbocharging allows, therefore representing a key growth area for many automotive suppliers. As such, the benefits of an accurate, fast and reliable speed measurement system for turbochargers – something that is already well known in diesel engine markets – is now widely acknowledged by petrol engine makers as well. Be sure to learn more about the Apollo blade counting speed sensors – specifically designed for high temperatures and rpms – at Engine Expo 2013.

Engine Technology International.com // June 2013 // 59

ENGINE EXPO PREVIEW

SURFACE TREATMENT SOLUTIONS TO BE UNVEILED As a world market leader in the fields of adhesives, sealants and surface treatment, Henkel intends to use Engine Expo 2013 to present its latest developments across the full automotive value chain, while further consolidating its contacts with OEMs and component suppliers. Primarily, the company will be showcasing a range of multifunctional surface treatment solutions, together with various adhesives, sealants and liquid gaskets designed to optimize certain assembly processes. Visitors to the Messe Stuttgart in Germany will be interested to learn that, under the Loctite and Bonderite brands, Henkel is able to offer a select range of electro-ceramic coatings for various engine and exhaust system applications. Suitable for aluminum, titanium and magnesium, these coatings enable such metals to be used in the manufacture of light constructions that would normally require steel, thus reducing vehicle weight. With beneficial tribological properties leading to reduced wear, Henkel’s electro-ceramic coatings also contribute significantly to increasing engine component efficiency and realize key fuel savings. A further focus to Henkel’s Engine Expo 2013 display will be on its gasketing products as incorporated in powertrain components to prevent gas and liquid leakage. Aside from its silicone-based liquid gasketing range, used primarily for engine components, Henkel has also developed a range of innovative polyacrylate gasketing systems – important technology that Engine Expo visitors will have the opportunity to find out more about when the doors to the Messe Stuttgart open in June. These Loctite products offer exceptional resistance to aggressive transmission oils and can therefore be relied upon to durably seal transmission flanges and similar connections.

NEW PULLEY CONCEPT TO BE DEBUTED Tech-FORM a pulley specialist in metal Tech-FORM, forming, will debut a brand new pulley design at Engine Expo 2013. In addition to the usual vibration reduction or filtering function of the damping part, a mechatronic-driven clutch principle is incorporated into the new system. With the help of a friction transmission, the new pulley can decouple any crankshaft from the accessory belt and let any hybrid engine be active for a car, while maintaining the use of car cooling. It can also help to reduce consumption when the vehicle needs no additional accessory function.

60 // June 2013 // Engine Technology International.com

3D GEOMETRY CONFORMITY INSPECTION SYSTEMS A major developer in France specializing in the creation of 3D geometry conformity inspection systems using non-contact sensing technology on production lines has confirmed its attendance at Engine Expo 2013, and according to Mesure Systems 3D, it will use the world’s leading engine event to showcase two new inspection system technologies. The company focuses on production inspection directly on the production line for complex geometries, high accuracy demands, and short cycle time series. The first new system, 3D Shape Inspection, provides 3D geometry non-contact, in-line inspection of external shapes and surface-aspect defects, performed by up to six non-contact sensors. The part is rotated, allowing for its entire surface to be digitized, analyzed and compared with the CAD definition to determine its geometry conformity, including potential local form defects. When dense enough, it also looks for surface aspect defects such as porosities or scratches and also evaluates surface roughness. Inspection results are used to automatically discard faulty parts from the manufacturing process and generate measurement reports. The second new system that will be on display at Engine Expo 2013, 3D Bore Inspection, provides internal 3D geometry and surface-aspect defects non-contact in-line inspection of bores, threads, tapings and countersinks. In an automatic process, the sensor gets down the bore following either a spiral trajectory, a straight surface line, or making several rotations to measure various sections at different depths. The signal, sent at 90º from the sensor and bore axis, continuously provides the distance between the sensor axis and the hole wall at high frequencies. With the relevant density of points, the resulting data is accurate enough to identify surface-aspect defects and roughness.

ENGINE EXPO PREVIEW

NEW ENERGY CONVERSION AND IGNITION SYSTEMS LAUNCH Swedish company Dulob is developing new systems for energy conversion, and at Engine Expo 2013 it will showcase the Vatne-Cycle – a low-pressure cycle that works with 7 bar peak pressure, resulting in thermal efficiencies comparable with the best IC engines. The thermodynamic cycle is based on a two-stage compression and expansion of air. The Vatne-Cycle is primarily being developed for use in small or large CHP plants, where the available temperature will be in the 700ºC range. The low pressure will enable a lowcost unit to be produced with exceptional life expectancy and without NOx. Dulob is currently seeking partners and intends to make the technology available through an attractive licensing route – be sure to find out more about this key development at Engine Expo 2013! Also, associated company Picopuls will showcase its new high-performance G4 ignition system at the Messe Stuttgart in June. With duration sparks of up to 1,000mA and a maximum voltage of up to 80,000V, the G4 represents a new generation of ignition technology, as it can be applied to any modern engine control system, therefore replacing the original OEM ignition coils. The extra reliable power from the ignition system will reduce misfires under highpressure load conditions, especially for extremely lean alternative fuel applications such as natural gas.

SEALING REVELATION Trelleborg Sealing Solutions will introduce its unique Rubore composite technology at the Messe Stuttgart this June. Focusing on automotive applications, this innovative manufacturing process enables the development of components that offer significant weight savings and unrivalled total cost reductions that are only achievable using this method of production. Rubore technology is an advanced technique that creates a three- to five-layer rubber-to-metal sandwich by applying a bonding agent to metal carriers and vulcanizing rubber to metal.

HIGH-SPEED ROTATION MODULES Fischer Engineering Solutions will use Engine Expo 2013 to present two future-oriented technologies from its current development portfolio, demonstrating its expertise in high-speed rotation modules and contributing to making future mobility both cleaner and more sustainable. The first new product that will be on display at Engine Expo 2013 will be a 22kg synchronous reluctance motor for the racing sector, with the technology offering a maximum speed of 18,000U/ min, peak power and torque of 120kW and 80Nm, and a compact design that encompasses 180mm diameter and length of 250mm. The second new product that will be shown at the Expo is a 14kg electric turbo compressor prototype that facilitates air supply to fuel cells with a maximum speed of 100,000U/min, nominal power of 12kW and pressure ratio of 2.5.

Engine Technology International.com // June 2013 // 61

ENGINE EXPO PREVIEW

ADAPTED IGNITION SYSTEMS Making the journey to the Stuttgart Messe from Sweden is SEM, a leading manufacturer of electronic ignition systems, solenoids and electromechanical products. The company will present its ignition systems for coach and truck engines adapted for alternative fuels such as biogas and natural gas. SEM’s products and technologies have been developed for minimum environmental impact, and at Engine Expo 2013, the company will show how the emissions levels of combustion engines can be optimized together with the further development of injector stators. Another concept in the SEM product portfolio is the unique heat exchanger and oil cooler for cars. Visitors to Engine Expo 2013 will learn that the products are manufactured in-house and marketed under the Laminova brand to manufacturers of sports cars and motorcycles throughout the world.

CLAMP RANGE TO BE UNVEILED

SURFACE FINISHING TECHNOLOGIES REM Surface Engineering, an American company that has successfully been doing business in the metal finishing industry for more than four decades, will display a number of its high-tech surface-finishing technologies at this year’s Engine Expo 2013. Highlights include the company’s Rapid Isotropic Superfinish process, which produces a surface recognized as being ideal for improving gear mesh efficiency. It is also able to produce a planar surface of Ra .1µm or less in four minutes. Until now, this process has not been compatible with high-volume gear production, but a new breakthrough in the technology overcomes this hurdle. Single finishing units are compatible with a JIT environment and can produce a finished gear every minute. The technology is easily automated, thus further lending itself to high volume production.

62 // June 2013 // Engine Technology International.com

Founded in 1996 and located in Istanbul, Turkey, Kale Connection Technologies is a hose clamp development leader and has confirmed its participation at Engine Expo 2013. Exporting more than 75% of its products, the company reaches more than 40 countries, from the USA to the Far East, including China, with more than 100 distributors globally. Kale’s production is realized by securing the accuracy of dimension tolerances, corrosion resistance, different material tensile strength and durability tests, and eight-sector-leakage tests. As visitors to Engine Expo 2013 will learn, its product range includes DIN 3017 worm drive clamps (9mm and 12mm, W1-W5), worm drive clamps with spring insert, DIN 3016 retaining clamps, ear clamps (single and double), heavyduty clamps, and spring tension heavy-duty clamps. Certified to ISO9001 and ISO/TS 16949, Kale designs and manufactures all its products in-house. Furthermore, the company not only supplies the automotive sector – directly to local and foreign OEMs and Tier 1s – but also the marine industry, agriculture and mining sectors.

From the publishers of Engine Technology International magazine

The Transportation Weight Loss Diet Conference is a unique event that will bring together key innovators from across the automotive, aerospace and rail industries, as well as leading academics, to highlight major breakthroughs in mass reduction.

OVER 70 SPEAKERS AND 250+ DELEGATES EXPECTED!

HELD ALONGSIDE

CONFIRMED SPEAKERS TO DATE:

2013

Dr Stéphane Abed, ceo, Poly-Shape 3D Generative Manufacturing • Richard Adams, cto & senior vice president, CPS Technologies Corporation • Sarah Banfield, research manager, Tecvac Ltd • Vincent Banton, thermoset development technical support, IDI Composites Europe • Dr Donald Baskin, senior associate, Exponent • Phillip Bell, product line manager, Corning Incorporated • Jacques Belley, director r&d standardization and innovation, Bombardier Transportation North America • Edwin Buechter, ceo/president, Clean-Lasersysteme GmbH • Jörn Buss, partner, Oliver Wyman • Ian Butterworth, researcher, automotive polymer composites, Cranfield University • Guillaume Cledat, key market developer, CCP Composites • Hendrik De Keyser, technology officer, Vyncolit NV • Klaus Decking, product segment manager lightweight, Georg Fischer Automotive AG • Ian Donaldson, director r&d auburn hills tech center & materials engineering americas, GKN Sinter Metals • Dr Dan Dragulin, head of r&d, Belte AG • Akbar Farahani, vice president, engineering, ETA Inc • Terry Gordon, epoxy development chemist, Permabond • Jeffrey Gross, director of product development, The Acme Group • Phil Hall, managing director, Caterham Composites • Frank Heppes, head of Research & Development, Drahtzug Stein Combicore GmbH & Co KG • Prof Santiago Hernandez, professor, University of Coruna • Gail Hite, market development director, RTI International Metals Inc • Walter Kiersch, CEO, Carbon Conduction Technoloies (CCT) GmbH • Dr Alexander Kling, head of structural mechanics department, DLR, Institute of Composite Structures and Adaptive Systems • Jannis Kranz, researcher lightweight design for Laser Additive Manufacturing, Technical University Hamburg-Harburg • Gaurav Kumar, senior lead engineer, MBRDI • Robert Langlois, ceo, Powder Coating Solutions • Mikhail Levit, global technical leader, aerospace and mass transportation, DuPont Protection Technologies • Quaranta Lorenzo, development manager, Sandvik AB • Mogens Løkke, ceo, ECOmove ApS • Nicolas Meilhan, senior consultant, Frost & Sullivan • Michael Mowins, president global licensing, Phillips Screw Company • Giri Nammalwar, responsible for Global CAE Strategy Planning, Ford Motor Company • Dr James Njuguna, lecturer - transport lightweight structures, Cranfield University • Fredrik Ohlsson, product development director, Oxeon AB • Gulsen Oncul, Senior Expert , Turkish Aerospace Industries, Inc. • Stephen Philipson, business development manager Carbon, Oxeon AB • Andrew Rich, president, Element 6 Consulting • Javier Romo, project manager, Cidaut Foundation • Dr Stephen Rudzewski, head of Technics and Innovation, Semcon Holding GmbH & Co KG • Armin Schneider, product applications manager, Carpenter Technologies GmbH • Dr Anna Schwarz, general manager, Danto Invention • Jody Shaw, director, technical marketing and product development, United States Steel Corporation • Norman Starke, CEO, Proof Technologies • Sébastien Stassin, managing partner, Kiska GmbH • James Stike, president and CEO, MIT LLC • Ashutosh Tomar, senior research engineeer, Jaguar Landrover • Dr Isabel Van de Weyenberg, research engineer, Flanders’ Drive • Oliver Walter, responsible product manager BMW i3, BMW • Prof Nicholas Warrior, Head of Polymer Composites Research Group , University of Nottingham • Mark Watkins, automotive plastic bearing development manager, BNL (UK) Limited • Patrick Weichand, researcher fiber-reinforced materials, Institute for Manufacturing • Technologies of Ceramic Components and Composites, University Stuttgart • Randall Wilburn, global manager automotive sector, Molex Inc • Jens Winiarz, product manager lightweight, Hennecke GmbH • Tom Winters, market development manager Mass Transit High Performance Foams , Rogers Corporation • Ingo Wuggetzer, vice president Cabin Innovation and Design, Airbus Operations GmbH • Dr Simon Xu, engineering group manager for Vehicle Optimisation, General Motors • Dr Robert Yancey, senior director - global aerospace, energy, and marine, Altair • Richard Zemann, head fiber-reinforced polymers activities, TU Vienna

If weight reduction, fuel efficiency or environmental impact matter to you, then you need to attend this conference!

5-6 JUNE 2013 MESSE STUTTGART, GERMANY

GO ONLINE NOW TO BOOK YOUR PLACE! www.TransportationWeightLossDiet.com

2-DAY Y NL PASS O 0 E1,35

about The Transportation Weight Loss Diet Conference will bring together designers, engineers, program leaders and heads of industry from the global aerospace, automotive and rail industries for a two-day conference dedicated to cutting-edge research and technologies aimed at reducing weight and decreasing carbon footprint, without compromising safety, efficiency or operational ability. The Transportation Weight Loss Diet Conference is a two-day conference that will operate using three separate conference rooms in order to accommodate the amount of content and discussion available. Every care has been taken to avoid certain content being scheduled together, but on occasions unfortunately choices will need to be made. To avoid disappointment we will issue conference proceedings and, with the consent of the speakers, make the slides of all sessions available to all registered delegates.

Speakers include Simon Xu engineering group manager, Vehicle Optimization, Architecture Strategy, General Motors, USA Ingo Wuggetzer vice president, Cabin Innovation and Design, Airbus Operations GmbH, GERMANY Jacques Belley director R&D Standardization and Innovation, Bombardier Transportation North America, CANADA Oliver Walter responsible product manager BMW i3, BMW, GERMANY Jody Shaw director, Technical Marketing and Product Development, United States Steel Corporation, USA Giri Nammalwar responsible for Global CAE Strategy Planning, Ford Motor Company, USA Ian Donaldson director R&D, Auburn Hills Tech Center & Materials Engineering Americas, GKN Sinter Metals, USA Ashutosh Tomar senior research engineer, Jaguar Land Rover, UK Michael Mowins president, Global Licensing, Phillips Screw Company, USA Quaranta Lorenzo development manager, Sandvik AB, FRANCE Klaus Decking product segment manager, Lightweight, Georg Fischer Automotive AG, SWITZERLAND

BOOK ONLINE NOW! www.TransportationWeightLossDiet.com

HELD ALONGSIDE

2013

JUNE 5-6, 2013 MESSE STUTTGART, GERMANY

DAY 1, WEDNESDAY 5 JUNE, ROOM 1 9.00-10.15AM Opening keynote session Aerospace vs automotive â&#x20AC;&#x201C; perspectives on composites needs and requirements Dr Robert Yancey, senior director â&#x20AC;&#x201C; Global Aerospace, Energy, and Marine, Altair, USA

ROOM 1 MORNING

ROOM 1 AFTERNOON

10.30 - 12.30 Increasing Composite Potential: Affordability, Lifecycle and Thermal Properties This session will look at the developments in composite materials to make them more useful to OEMs. Some of the limiting factors have been the cost, and issues concerning lifecycle as well as thermal properties which limit their application. This session will look at developments in processing techniques aimed at reducing the cost, recycling and using recycled composites, and increases in thermal resistance that allow them to be used in new applications.

10.30 - The development of processing techniques for affordable carbon composite materials

Prof Nicholas Warrior, head of Polymer Composites Research Group, University of Nottingham, UK

10.55 - Cradle-to-cradle use of carbon fibre

James Stike, president and CEO, MIT LLC, USA

11.20 - Thermo-impact resistance of PA66 composites for automotive structural application

Ian Butterworth, researcher, Automotive Polymer Composites, Cranfield University, UK

11.45 - Competitive lightweight structures with increased thermal stability

Patrick Weichand,researcher fibrereinforced materials, Institute for Manufacturing Technologies of Ceramic Components and Composites, University Stuttgart, Germany

13.30 - 15.30 Designing and Creating Composite Structures This session will investigate developments in optimising composite structures using examples from aerospace and motorsport to demonstrate how composite structures can be improved and what potential the composite structure has for weight reduction by incorporating electrical conduction into the structure.

13.30 - Weight reduction by optimised reinforcement structures Fredrik Ohlsson, product development director, Oxeon AB, Sweden

Stephen Philipson, business development manager Carbon, Oxeon AB, Sweden

13.55 - Effect of fibre treatments on mechanical properties of flax/tannin composites Dr James Njuguna, lecturer - Transport Lightweight Structures, Cranfield University, UK

14.20 - Composite honeycombs for weight savings in aerospace and ground transportation

Dr Mikhail Levit, global technical leader, aerospace and mass transportation, DuPont Protection Technologies, USA

14.45 - Low-density thermoset composites for transportation ATT (automotive truck train)

Vincent Banton, thermoset development technical support, IDI Composites Europe, France

16.00 - 17.15 The Relative Value Of Weight: How Much Is A Kilogram Reduction Actually Worth? 16.00 - Panel

Ingo Wuggetzer, vice president Cabin Innovation and Design, Airbus Operations GmbH, Germany Jacques Belley, director R&D standardisation and innovation, Bombardier Transportation North America, Canada Nicolas Meilhan, senior consultant, Frost & Sullivan, France

ROOM 2 MORNING 10.30 - 12.45 Challenges in Aerospace Mass Reduction 10.30 - Cabin Concept 2050 based on a bionic structure

Ingo Wuggetzer, vice president Cabin Innovation and Design, Airbus Operations GmbH, Germany

10.55 - Understanding weight loss for VTOL aircraft

Dr Daniel Schrage, professor and director, Georgia Tech, USA

11.20 - Advanced methodologies for weight minimisation of aircraft structures Prof Santiago Hernandez, professor, University of Coruna, Spain

11.45 - Design solutions to reduce weight during assembly operations Gulsen Oncul, senior expert, Turkish Aerospace Industries Inc, Turkey

12.10 - Validation approach for robust primary thin-walled CFRP structures Dr Alexander Kling, head of structural mechanics department, DLR, Institute of Composite Structures and Adaptive Systems, Germany

BOOK NOW!

2-DAY PASS ONLY E1,350 GO ONLINE NOW TO SECURE YOUR SEAT!

BOOK ONLINE NOW! www.TransportationWeightLossDiet.com

HELD ALONGSIDE

3 ROOM 2 AFTERNOON 13.30 - 16.00 Lightweight Electric Vehicle Design and Materials

This session will look at the challenges of designing and building actual modern lightweight electric vehicles.

13.30 - BMW i3: a battery electric vehicle from the beginning

Oliver Walter, responsible product manager BMW i3, BMW, Germany

13.55 - Strategies of global OEMs to reduce future car weight

Nicolas Meilhan, senior consultant, Frost & Sullivan, France

14.20 - Advanced light architectures specifically designed for electric vehicles Javier Romo, project manager, Cidaut Foundation, Spain

14.45 - Automotive solar applications changing the rules in car design

Norman Starke, CEO, Proof Technologies, Germany

15.10 - Half-weight vehicle with new materials: chassis, body and driveline Mogens Løkke, CEO, ECOmove ApS, Denmark

ROOM 3 MORNING 10.30 - 12.30 Optimising Manufacturing Processes 10.30 - Combining extrusion, flowforming and friction stir welding to design lightweight aluminium wheels Hervé Vericel, engineer, Saint Jean Industries, France

10.55 - Automated multi-disciplinary optimisation (MDO) process development for full vehicle weight reduction, performance balancing and time-saving

Giri Nammalwar, responsible for Global CAE Strategy Planning, Ford Motor Company, USA

BOOK NOW! 2-DAY PASS ONLY E1,350

GO ONLINE NOW TO SECURE YOUR SEAT!

11.20 - A multi-disciplinary stochastic optimisation (MDSO) approach to reduce vehicle weight and meet performance targets Dr Simon Xu, engineering group manager for Vehicle Optimisation, General Motors, USA

11.45 - High pressure meets lightweight

Jens Winiarz, product manager lightweight, Hennecke GmbH, Germany

ROOM 3 AFTERNOON 13.30 - 15.30 Growing Lighter: How to Benefit From Additive Manufacturing Techniques Additive manufacturing allows a parts manufacturer to ‘grow’ high-value, customdesigned parts layer by layer, enabling the manufacture of complex shapes from a wide range of materials without the need for new tools or machinery. Even using extremely lightweight materials, additional mass reduction can be achieved by minimising the use of those materials. This is an exciting technology for mass reduction and this session will look at case studies to demonstrate its value.

13.30 - Additive manufacturing technologies for producing innovative lightweight structured components

2013

DAY 2, THURSDAY 6 JUNE ROOM 1 MORNING 09.00 - 10.15 Will Steel Still Be Relevant? Future Steel Vehicle - Special Presentation 09.00 - Future Steel Vehicle: innovative development and mass-reduction strategies

Akbar Farahani, vice president, Engineering, ETA Inc, USA Jody Shaw, director, Technical Marketing and Product Development, United States Steel Corporation, USA

10.30 - 12.30 Mixed Material Design Challenges This session will look at the practical experience of integrating different materials into the design of a vehicle in order to fully exploit and optimise the mass reduction potential of each material.

10.30 - Daimler hybrid transmission: making it better through weight optimisation

Gaurav Kumar, senior lead engineer, MBRDI, India

10.55 - Lightening the way ahead

Dr Stéphane Abed, CEO, Poly-Shape 3D Generative Manufacturing, France

Phil Hall, managing director,Caterham Composites, Germany

13.55 - Lightweight design and laser additive manufacturing: exploiting new potentials

ROOM 1 AFTERNOON

Jannis Kranz, researcher lightweight design for Laser Additive Manufacturing, Technical University Hamburg-Harburg, Germany

14.20 - Lightweight fibre- and particlereinforced Al-metal matrix composite structures Richard Adams, CTO & senior vice president, CPS Technologies Corporation, USA

14.45 - Powder metallurgy delivers weight savings in automotive powertrain applications

Ian Donaldson, director R&D Auburn Hills Tech Center & Materials Engineering Americas, GKN Sinter Metals, USA

13.30 - 15.30 Innovations for Lighter Interiors 13.30 - Silicone foam allowing weight reduction through thinner cushion

Tom Winters, market development manager Mass Transit High Performance Foams, Rogers Corporation, Belgium

13.55 - Big windows, light weight

Phillip Bell, product line manager, Corning Incorporated, USA

14.20 - Low-weight, low-energy infotainment

Ashutosh Tomar, senior research engineer, Jaguar Land Rover, UK

14.45 - Suspension fabrics – a new era in seating Jeffrey Gross, director of Product Development, The Acme Group, USA

BOOK ONLINE NOW! www.TransportationWeightLossDiet.com

JUNE 5-6, 2013 MESSE STUTTGART, GERMANY 15.45 - 17.45 Intelligent Design: Lighter Materials Are a Requirement, But They Are Not All That Is Necessary This session will consider some of the more philosophical issues concerning the lightweighting of vehicles. Apart from the question of whether the change is best achieved incrementally or through a complete paradigm shift, it will also focus on the need for designers to think less about using lighter materials merely to replace vehicle structures and components and more towards appreciating the potential of new materials to completely change the way vehicles are designed and assembled.

15.45 - Automotive body-in-white massreduction philosophy Dr Donald Baskin, senior associate, Exponent, USA

16.10-Lightweight – the paradigm shift

Sébastien Stassin, managing partner, Kiska GmbH, Austria

11.45 - GFC leaf-spring: approved technology in a new form of appearance

Dr Anna Schwarz, general manager, Danto Invention, Germany

12.10 - Conductive connection of carbon structures for failure detection safety and repair Walter Kiersch, CEO, Carbon Conduction Technologies (CCT) GmbH, Germany

ROOM 2 AFTERNOON 13.30 - 15.45 Advances in Bonding/Joining Technology The use of new materials in lightweight vehicles requires a revision of bonding and joining techniques for efficient and cost-effective vehicle assembly as well as consideration for aftermarket repair. This session will look at advances in bonding and joining materials and techniques.

13.30 - Adhesives for composite assembly

16.35 - Composite structure is not making a black sheet metal structure

Terry Gordon, epoxy development chemist, Permabond, UK

17.00 - Truck of the future – evolve or leap?

Jeanine Vluggen, researcher, BMW Group, Germany

Andrew Rich, president, Element 6 Consulting, USA

Jörn Buss, partner, Oliver Wyman, USA

ROOM 2 MORNING 10.30 - 12.45 Innovative Uses of Composite Materials

13.55 - Potential of vibration joining for carbon composite assembly parts 14.20 - Durability testing for adhesive joints in the vehicle industry Dr Isabel Van de Weyenberg, research engineer, Flanders’ Drive, Belgium

14.45 - Shedding weight while ensuring maintainability and recyclability with threaded fasteners

This session will look at innovations in the uses of composite materials for major reductions in mass, for example to replace heavy components such as engines, springs and bearings.

Michael Mowins, president - Global Licensing, Phillips Screw Company, USA

10.30 - PM2 engine concept – a composite innovation

Edwin Buechter, CEO/president, CleanLasersysteme GmbH, Germany

Hendrik De Keyser, technology officer, Vyncolit NV, Belgium

10.55 - Weight-loss potential of composite spring elements

Richard Zemann, head Fibre-Reinforced Polymers Activities, TU Vienna, Austria

11.20 - Using plastic bearings in automotive applications

Mark Watkins, automotive plastic bearing development manager, BNL (UK) Limited, UK

15.10 - Sustainable laser surface cleaning for joining preparation in lightweight production

16.00 - 17.00 Coating and Painting Developments for Composites This session will look at developments in techniques and materials that will enable composite vehicles to be coated and painted effectively and affordably, making their use by OEMs easier to integrate.

16.00 - Lightweight fibreglass composites for automotive

Solutions, Canada

16.25 - SMC composite material for automotive on-line painted body panels Guillaume Cledat, key market developer, CCP Composites, France

ROOM 3 MORNING 10.30 - 12.30 Advances in Lightweight Metals 10.30 - Heat treatment of light alloys structural castings for automotive applications

Dr Dan Dragulin, head of R&D, Belte AG, Germany

10.55 - Weight savings with castings in iron, aluminium and magnesium

Klaus Decking, product segment manager lightweight, Georg Fischer Automotive AG, Switzerland

11.20 - Stable inlay aluminium tubes for HPDC and other casting processes Frank Heppes, head of Research & Development, Drahtzug Stein Combicore GmbH & Co KG, Germany

11.45 - Replace die-cast in control modules for dramatic weight savings Randall Wilburn, global manager Automotive Sector, Molex Inc, USA

ROOM 3 AFTERNOON 13.30 - 15.45 Advances in Lightweight Metals – Part 2 13.30 - A new stainless-steel material for weight reduction

Finn Petersen, technical marketing, Sandvik SMT, Denmark

13.55 - New material concept for weight reduction Armin Schneider, product applications manager, Carpenter Technologies GmbH, Germany

14.20 - Enabling lightweight high-load bearings

Sarah Banfield, research manager, Tecvac Ltd, UK

14.45 - Magnesium/MnE21 lightweight solutions – the eco-friendly solution of the future? Dr Stephen Rudzewski, head of Technics and Innovation, Semcon Holding GmbH & Co KG, Germany *This programme may be subject to change

Robert Langlois, CEO, Powder Coating

BOOK ONLINE NOW! www.TransportationWeightLossDiet.com

THE RETURN OF STEAM?

New steam

AHEAD Could a steam-powered engine provide the answer to the automotive industryâ&#x20AC;&#x2122;s sustainable transportation vision? WORDS: FRANK MILLARD

68 // June 2013 // Engine Technology International.com

THE RETURN OF STEAM?

hink of steam-powered automobiles and pictures of rickety, slow, coal-burning vehicles of the late 19th century spring to mind. But is that vision fair in the 21st century? With the latest developments in modern drivetrain technology and advanced materials, perhaps this old power source not only has a place in the environmentally aware modern age, but even a bright and long-term future – especially as carbon resources become scarce and concerns over emissions more commonplace. So could a return to steam power, in some form, provide a solution to the automotive industry’s goal of sustainable transportation? According to former leading research engineer James D Crank, it’s understandable that the US auto industry is now searching for inexpensive and immediately implementable solutions such as hybrid arrangements and other emissions-reducing add-ons to the IC engine. “But,” he says, “what if consumers reject the cars and Detroit can’t sell them?” Some point to electric vehicles as the answer, but these eco-cars have their own problems, notably charging time and infrastructure, limited range, battery inefficiency and fossil fuel-based power stations that shift the stage of emissions output. Addressing this area of concern are a number of automotive applications mainly intended for use in

Engine Technology International.com // June 2013 // 69

THE RETURN OF STEAM?

“The inherent attributes of steam engines support what the general public needs and wants” Harry Schoell, chairman and co-founder, Cyclone Power Technologies

modern low-emission vehicles, including steam reforming for fuel cells. Hydrogen produced from high-temperature steam electrolysis (HTSE), using solid oxide fuel-cell (SOFC) technology to divide the H 2O into hydrogen and oxygen at extreme heat, is typically used in automotive fuel cells and is a area of growing interest for OEMs and suppliers. The electricity needed to generate the high temperatures for this technology are typically supplied by solar or nuclear processes, which lower the electrical energy needed to split water, removing the problem of carbon emissions.

Clean steam

In Alberta, Canada, Western Hydrogen is currently operating a pilot steam facility. Lyman Frost, the company’s CTO, explains that it uses a high-pressure, high-temperature molten salt (a mixture of sodium salts) reactor with inputs of vacuum residual and steam to generate a clean stream of high-pressure hydrogen. CO2 and other trace gases are separated out in the process and are also put under pressure. “If the pilot meets expectations, we plan on building a demonstration plant that will produce approximately 20-25MMscf of hydrogen per day,” he reveals. In the early 2000s, engineers at BMW started exploring the idea that a major part of the energy generated from fuel in conventional drive systems is lost into the environment in the form of high-temperature exhaust and coolant heat, which could otherwise be used to power the vehicle. So in 2005 the company announced its development of the Turbosteamer, a pioneering steam auxiliary drive powered by heat from the exhaust and cooling system of a standard IC engine, thus decreasing fuel consumption while dramatically increasing its power. Shortly afterward, Honda also looked into using otherwise superfluous and therefore wasted heat technology applications. According to Manfred Poschenrieder, BMW Group’s technology spokesperson for the brand’s efficient

1. BMW’s Turbosteamer technology, a pioneering steam auxiliary drive powered by heat from the exhaust and cooling unit of a standard IC engine 2. The BMW Turbosteamer is a second-generation prototype currently awaiting further testing

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3. Western Hydrogen operates a pilot steam facility in Alberta, Canada, which generates clean high-pressured hydrogen

dynamics ethos, the Turbosteamer project consists of research into technology by which the heat generated by the IC engine exhaust is transformed into electrical energy by a steam process, such as the Rankine cycle. “During this process, a pressurised operating medium (such as water or ethanol) is initially vaporised within a closed circuit in an exhaust heat exchanger. The high-pressure steam is then released into a turbine to power an electric generator or is used as additional driving power. Finally, the steam is cooled back into a liquid state inside a capacitor and the cycle starts again from the beginning.” Among its unique features, an impulse turbine with integrated electric generator is used as an expansion engine. This is extremely compact and is very efficient over a broad operational range. The regular engine cooling system is used to re-cool the operating medium. Other than the actual Turbosteamer setup, no additional vehicle infrastructure is required, so the system can be integrated into vehicles as a plug-and-play add-on. As such, it won’t be a surprise to learn that the technology was developed and built as a package to match today’s series production vehicles. “The system was successfully applied and tested on a test bench as a fully integrated unit under realistic conditions,” adds Poschenrieder. However, although the prototype is in its second generation, BMW does not intend to put the Turbosteamer into series production unless there are improvements in potential cost-benefits for customers. The technology confers long-distance travel advantages, but currently it can only deliver a very limited amount of electrical power during the engine warm-up phase and in low-load operation. As a result, reduction in fuel consumption

THE RETURN OF STEAM?

HARRY SCHOELL Chairman and co-founder of Cyclone Power Technologies and inventor of the Schoell Cycle modern steam engine

is only slight. Additionally, system complexity and corresponding costs have influenced the decision to defer commercial production. Similarly, in 2008 Honda developed a Rankine-cycle co-generation unit to power a hybrid engine, which took heat from the exhaust to charge the car’s batteries. The car maker researched the innovation in association with Japan’s Society of Automotive Engineers, but Honda insists it was only ever intended as a research project. Perhaps more importantly, though, ETi has learned that the company has no plans to introduce the technology on any of its current products. Other potential automotive steam engine solutions that the industry has explored in recent times include the steam turbine design, an adaptation of the Wankel rotary engine, and the Lysholm screw-type compressor. However, the current front-runner appears to be the revolutionary Cyclone Engine, which has been installed in a US-based application that is attempting to break the world land-speed record for a steam-powered vehicle. So what exactly is revolutionary about the Cyclone? For starters, it operates on a Schoell Cycle design and is a heat regenerative external IC engine based on the Rankine cycle. Mechanical energy is generated by heating and cooling water in a closed-loop, piston-based engine (see right). The company says that this system has several advantages over its competitors, such as its light weight, fuel economy and comparable torque. But is there really any room for a traditional steampowered automobile in the future? Though steam power provides an extremely fruitful avenue of research, the technology has so far proved too impractical for OEMs and not cost-effective enough to be put into production. However, a lingering feeling remains that further research could change that.

How long have you been a convert to this kind of powertrain solution? My vision of steam in a modern automotive engine came in the early 1990s when I developed a small, powerful IC engine. Engineers at Ford were impressed, but it was still a suck, squeeze, bang engine. We needed to create something clean and good for the environment. The Rankine cycle engine was the answer, but only if we could overcome efficiency problems. This required the technology to leapfrog 100 years with new ideas, new designs and new materials. This is what Cyclone has done. Where do you stand today with this technology? We are getting close to completing prototype development of our 101ps Mark V engine. We measured over 30% thermal efficiencies and incredible torque from this compact engine, over 1,150Nm at starting. This kind of frontend torque curve makes transmissions far less necessary. We still have more development work to do, and we need to move into long-term durability testing later this year. Our 330ps Mark VI engine is in the design stage, awaiting completion of the smaller model.

How difficult is it to persuade industry and the general public that the future of the motorcar is steam power? The inherent attributes of steam engines support what the general public needs and wants – a clean engine capable of running on any fossil or bio fuel, and producing the power and torque needed for big cars and trucks. By developing the first reciprocating steam engine that matches the efficiency of a diesel engine, Cyclone has generated a very marketable product for the automotive world. The big OEMs, however, have their own agendas and schedules. It’s difficult to convince a giant corporation that has spent billions of dollars on one development path – for instance, hybrid electric – that they should look at a new power source for their vehicles. So our path into production vehicles may occur with smaller, specialty vehicle manufacturers or overseas OEMs. In developing nations, where quality of fuels is a major issue, a fuel-agnostic engine would be a huge advantage. What are you currently working on in with CAR at Ohio State University? We recently started working with Ohio State University’s Center for Automotive Research for third-party testing and validation of our smaller, waste heat engine. This is a 10ps external heat engine designed for micro-grid waste-topower applications, using agricultural, commercial and municipal bio-waste as well as waste heat. This is the primary initial market for our technology, for which we will produce our first engines. We see this relationship with CAR growing into development and testing services for our larger automotive engines.

What is your vision when it comes to sustainable transportation? I’d like to see a Cyclone-powered sports car in my driveway. I’d also like to see a Cyclone-powered boat behind my Cyclone-powered house.

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Catalyst heating Drastically reducing tailpipe emissions at the critical engine start phase is being made possible thanks to an innovative new combustion process With any modern IC engine, the majority of toxic emissions from combustion occur in the first few seconds after cold start. Once the catalytic converter is up to temperature (light-off), the IC engine produces tailpipe emissions that are within regulation standards. Therefore, the primary target for further emissions reduction in automotive IC engines must be during the cold start phase. In order to reduce tailpipe emissions at start-up, the desired combustion process targets are as follows: firstly, good combustion stability at highly retarded timing settings; secondly, low engine out (raw) emissions before catalyst light-off; and thirdly, high enthalpy (thermodynamic energy) in the exhaust to heat up the catalyst as quickly as possible. Retarding combustion late in the cycle during cold start will increase exhaust gas enthalpy (exhaust temperatures and flow elevating occurring rapidly). Retarded ignition, however, can create unstable combustion that then increases raw engine out emissions. As a result, there is a conflict between maximizing the third target mentioned in the previous

Definitions of the title row below AIP: Air pressure FRP: Fuel rail pressure SOI: Start of injection DOI: Duration of injection SA: Spark advance StD: Standard deviation AER: Air fuel ratio – Lambda HC –hex: Engine out unreacted hydrocarbons

paragraph, and minimizing the second target. However, if, during cold start, a superior spark system can deliver improved combustion stability at highly retarded ignition settings (beyond which current commercial spark plugs operate), raw emissions will be lowered and increased exhaust gas enthalpy can

An Enerpulse plasma burst. The technology has been proved to reduce engine emissions, especially during the critical cold start-up phase of any powertrain

be delivered to the catalytic converter, resulting in faster light-off and reduced tailpipe emissions. The catalyst heating test protocol is used to determine ignition efficiency at retarded ignition timing – in this case 20° ATDC. The test data shows the difference in ignition efficiency between firstly the specified OEM spark plug for the application – NGK fine wire iridium spark plug (baseline or BL); secondly, the Enerpulse PCI plug (DG1P) with identical electrode material, geometry and internal resistance as the baseline plug; and thirdly, the Enerpulse PCI plug (PT6EIT) with semi-surface gap (SSg) electrode geometry. The difference between Enerpulse’s PCI DG1P plug and the SSg plug is a singularly electrode geometry. The DG1P plug has a conventional ‘J’ configuration for the negative electrode. The spark gap was identical to the NGK base line

plug at 0.66mm. The PCI SSg plug employs a semi-surface gap electrode geometry consisting of two gaps: the ceramic distance from the outside diameter of the center electrode to the outside diameter of the insulator nose; and the air gap between the outside diameter of the insulator nose and the side wire or negative electrode. The total gap of the PCI plug for these tests was 1.8mm. Furthermore, the spark placement for all three plugs was identical in the combustion chamber. The test engine used for the procedure was a proprietary transparent engine installed at a reputable automotive testing laboratory. The engine’s specifications include it being a single-cylinder, four-valve head experimental design with a quartz cylinder setup, variable valve timing on both intake and exhaust valves, gas direct injection and

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Video side-view snapshots of different combustion processes taking place with different spark plug technology

turbocharging. The displacement of the single cylinder was 400cc. The quartz cylinder and quartz window in the piston meant that the combustion process could be filmed using a high-speed camera (68,000fps) looking up from the piston and from the side viewing the combustion chamber. Pressure transducers were used to record combustion pressures. In total, 64 cycles were recorded for each spark plug with accompanying pressure and video data. Video records were taken looking from the side into the combustion chamber and from the piston looking up into the combustion chamber. The conditions were identical for all cycles: Lambda 1 and 2 bar load at 1,200rpm.

Enerpulse’s PCI plugs help optimize the engine combustion process

A video side-view snapshot of the combustion process at 46° ATDC crank angle as produced by the baseline spark plug was developed for the test. RPM was noted at 1,207 revolutions and during this assessment a visible shadowed negative electrode became apparent. Also developed for the test was a video side-view snapshot of the combustion process at 46° ATDC as produced by the PCI DG1P spark plug. In this instance, the revolutions were 1,199. Finally, a video side-view snapshot of the combustion process was also produced by the Enerpulse PCI SSg plug at 1,207rpm and at 46° crank angle ATDC. In the chart titled Catalyst Heating on the previous page, the Y axis is combustion pressure in bar, and the X axis represents crank angle from 60° BTDC to 240° ATDC during the compression and expansion strokes. The red trace represents the baseline spark plug, the yellow represents the Enerpulse (DG1P) exact match to the baseline plug, and the green trace represents the Enerpulse PCI plug with semi-surface gap (SSg) electrode geometry. The chart outlines two very important points: firstly, with the PCI plugs, the combustion pressure is higher than with the baseline spark

plug; and secondly, the combustion reactions are developing faster with the PCI plugs. This is confirmed by burn-rate data in the table. The 0%-5% (Q5), 0%-50% (Q50) and the 0%-90% (Q90) mass fraction burn of the fuel charge are earlier in the cycle for both PCI plugs compared with the baseline plug. In delivered torque output, both PCI plugs outperform the baseline conventional spark plug. The PCI DG1P, with identical electrode geometry as the baseline plug, increased torque by 13.6% and the PCI SSg increased torque over the baseline plug by 17.3%. To determine which of the plugs delivered greater combustion consistency (COV), standard deviation of combustion pressure is analyzed. With the standard baseline plug, the COV under catalyst warm-up was 5.9%, while with the PCI plugs under the same conditions was 4.5% for the DG1P and 3.8% for the SSg plug. This translates into an improvement of 20.5% for the DG1p and 30.8% for the SSg plug versus the baseline plug. The in-depth video analysis of the combustion process at 46° ATDC clearly shows the Enerpulse PCI plugs delivering more combustion volume than the baseline spark plug.

Consistent combustion stability at highly retarded ignition timing will increase overall exhaust gas enthalpy, without increasing raw (engine out) emissions. Higher enthalpy will, in turn, increase the rate of temperature rise in the catalyst elevating it faster to light-off. The improved combustion stability at 20° ATDC demonstrated with PCI plugs (relative to the baseline plug) suggests that retarding combustion well beyond that with conventional spark plugs may be possible. If so, this will significantly lower overall tailpipe emissions during the cold start phase assisting car makers in meeting federal regulations. The improved combustion stability at 20° ATDC demonstrated with PCI plugs (relative to the baseline plug) proves that the engine can be operated in this regime to obtain a faster catalyst light-off. A faster light-off will then result in overall lower tailpipe out emissions over any test cycle, especially ones containing cold starts or stop-and-go conditions. A patented current peaking capacitor embedded in Enerpulse’s PCI plugs is the core technology contributing to the combustion process improvements seen in the test engine. Further examination of a multicylinder engine is recommended.

Enerpulse Lou Camilli at 2003 T. +1 505 999 erpulse.com E. lcamilli@en lse.com W. ww w.enerpu

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Alternative powertrain needs As exploration and drilling techniques provide an abundance of natural gas, ERG coolers need to be even more durable Whether you are of the opinion that hydraulic fracking is a truly pioneering breakthrough or something that will inevitably create more bad than good, there is no denying that natural gas is becoming a highly abundant energy source. The expected dropping of prices, coupled with a relatively clean burn, make natural gas an extremely attractive alternative for accountants and environmentalists alike. It should therefore come as no surprise that interest in natural gas engines for stationary as well as mobile applications has increased considerably in recent years. Natural gas engines, just like any other typical engine, have operating points where they are most efficient and operating points where they have the lowest emissions. Unfortunately, just like any other

Detailed CFD analysis showcasing how both exhaust and coolant change temperature as they travel through the EGR cooler

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High stress areas on the ID of tubes indicate thermal fatigue failure

typical engine, these points do not align. Over the past few years, engine manufacturers have been able to show that by using strategies including cooled EGR, it is possible for both points to be brought closer together. Natural gas engines that use these strategies represent a step up in the requirements for EGR coolers. The exhaust entering EGR coolers in diesel engines usually tops out at a very hot 650째C. Natural gas engines typically operate at a level that is 100째C higher. Because high exhaust gas temperatures are a major consideration in EGR cooler durability, raising the temperature by 100째C is a big deal. As a company, Senior Flexonics believes that there are a number of things that are needed to successfully develop a natural gas EGR cooler that will operate in a harsher environment compared to its diesel counterpart. A free flow of information and thoughts between the engine manufacturer and the cooler manufacturer is essential in cooler development. Each of these parties brings their own expertise and capabilities, and by working together it is possible to realize the full potential of developing a cooler in an accelerated time. Either party working in a vacuum is susceptible to developmental hiccups. Natural gas EGR coolers experience a great deal of thermal cycling during their life. Not only do they heat up and cool down during key-on and key-off stages, they also

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Bench thermal fatigue testing takes place

experience measurable thermal cycling events during operation. It is these transient thermal cycle events that ultimately lead to cooler failure. Steady state CFD and FEA results may not always relate to the transient events, but they do help to provide direction for the design. Through comparison, items such as coolant distribution, thermal hot spots and high stress regions can be greatly improved. To determine real-world durability, the testing of natural gas EGR coolers on engine dynamometers, thermal cycle test benches and field trucks has to be undertaken. Thermocouples, pressure gauges and strain gauges can be mounted to the test sample to learn more about the design and the environment around the component. Additionally, failed as well as surviving parts should be thoroughly examined to discover actual failure points, potential failure points and possible causes. As valuable as this testing is, the time needed to perform durability testing can be weeks and even months, making it difficult to evaluate more than just a small handful of designs. A more compressed method for evaluating durability is transient analysis, in which a time-dependent CFD is run with a cycle representing

the worst the real world can offer. Metal temperatures at each time step are then transferred to an FEA package, allowing stresses, strains and other such phenomena to be solved at each time step. All FEA results are given to an appropriate fatigue solver to discover the maximum alternating stress for each element over the entire time domain. Life is then calculated for each element based on its own maximum alternating stress. Bringing design by analysis into play enables more designs to be evaluated in a much shorter time than physical testing would allow. In addition, this process allows engineers to assess the possibility of secondary failure modes. Design by analysis cannot replace physical testing, but it can reduce the number of designs that need to be tested to just one or two. The application of a solid method for evaluating designs for natural gas EGR coolers is important. Analysis shows that the 100째C increase in gas inlet temperature over a typical diesel engine can produce an 18% increase in the amount of stress that the natural gas EGR cooler experiences. Roughly speaking, this increased stress level could cause the natural gas EGR cooler to fail at least two

Close-ups of a fatigue crack in a tube (above) and a fin tube fatigue (left)

times earlier than its diesel technology equivalent. Clearly, exploration and drilling techniques such as fracking are set to bring an abundance of natural gas. As such, natural gas engines represent an opportunity to have an efficient powerplant that uses this low-cost fuel. EGR coolers are part of an overall strategy to use natural gas efficiently and in an environmentally friendly manner. However, the increase in exhaust gas temperatures brings an 18% increase in EGR cooler stress. Senior Flexonics understands that cooperation between engine manufacturers and EGR cooler

suppliers along with testing and design by analysis are key in overcoming this high stress environment. Natural Gas EGR coolers require a thorough development effort, especially as temperature levels are very high.

oject engineer, Tom Carney, pr ics on Senior Flex m niorflexonics.co E. tcarney@se m .co ics on r-flex W. ww w.senio

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Integrated global network Two decades ago a local powertrain specialist company made a strategic decision that led to it becoming a global leader in engine research and development Probably every player in the automotive industry builds on globalization as an essential strategic element to sustain growth and market share. It is not only about selling to new markets – the increasing demand to localize components, local research and development activities, as well as product diversification, are now essential elements of globalization. Nevertheless, such decisions to globalize do contain business risks if not well prepared, planned and executed. An excellent way to reduce such risks and efforts is to cooperate with competent partners. Taking the area of automotive powertrain development as a case in point, AVL can serve as an interesting and demonstrative example of how a mature partner can accompany automotive OEMs and suppliers into new markets and support their globalization. Founded in 1948 as an Austrian combustion engine development institute, the company has since developed into a real global player in the powertrain arena. AVL has over

AVL is a global leader, with more than 6,200 employees in 70 locations

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AVL provides a range of engineering services, tools and test systems all related to powertrain innovation

6,200 employees in 70 locations, all providing a range of engineering services, tools and test systems related to powertrain innovation. AVL’s decision to transform from a transnational exporter into a global enterprise was taken almost 20 years ago. At that time several liaison satellite offices existed, but most of the company’s value creation still came from headquarters. Setting ambitious company growth targets, along with being recognized as a reliable, highly competent development partner, resulted in increasing customer interest in working together more closely on new and exciting development projects. The consequence of this was

investment on a market-by-market basis, forming dedicated technical centers using corporate engineering methods, processes and tools supported by high-level expertise from headquarters. As a result, cooperation with customers became easier, by involving local experts with a local understanding of a partner’s business processes, who could speak their language and focused on them. AVL has also demonstrated its partnership commitment to sharing business risks, such as investment in test facilities and taking responsibility for the achievement of specific development targets. For AVL, this is a major differentiator from so-called competitor

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organizations or resource providers within the industry, frequently called body-leasers. Another strength of AVL’s network is the ability to provide an integrated chain of services, from the application of breakthrough technologies at the top of a development process, efficient methods and processes as a next step, complete project execution, and finally helping out with specific temporary capacity as needed by the partner. AVL’s development to become a true engineering partner happened not only along various technical skill levels but also across all elements that make up modern powertrains. Furthermore, AVL’s expertise goes far beyond single component or technical know-how; for a long time the company has focused on the entire powertrain in terms of integrating various elements of systems and subsystems, and optimizing technology and interfaces. As such, a cornerstone of AVL’s strategy is being a global leader in providing test systems that integrate the toolchain of simulation and test devices with development methodologies and processes. That naturally means the term ‘seamless integration’ is frequently heard. So how did AVL’s customers take advantage of this whole powertrain system approach? For OEMs moving into new markets, the reduction coordination effort that comes from working with one system partner instead of managing multiple component-focused suppliers can be immense. Managing the growing complexity of element interfaces has increasingly become a decisive success factor in powertrain development and R&D.

Global OEMs are under pressure to increase product diversification in order to reach more markets and customer segments more quickly. The most efficient way to manage the cost and speed of diversification is to create variants with a minimum of hardware changes. The business models of local AVL technical centers focus on the role of creating and managing variants. For example, design modularization, manufacturing adaptation processes, controls functions and calibration are some key techniques in this area, and simulating potential solution paths enables key decisions to be made quickly and easily. The combination of understanding market boundaries and applying innovative, proven technologies to create suitable variants is a major asset of this global network. In addition, local supply bases are well known and AVL technical centers are used to select and manage component suppliers from development to beyond the start of production. OEM processes such as APQP are understood and supported.

Forming an intelligent global network within a high-tech business has been an intensive and resourceconsuming evolutionary process. Centrally controlled satellites around a strong headquarters gave a good start to AVL’s global expansion, and now many AVL technical centers have positioned themselves as leading centers for certain competencies or activities within automotive engineering. The need to have critical masses per competency on one side, and balanced use of these capacities on the other, has resulted in optimal smart development clusters by AVL, which enables extremely efficient levels of collaboration. AVL is very proud of its global network – not only because it has become a major advantage over its competitors in serving the industry, but also because it has created a positive impact within the industry. Global thinking, cooperation and cultural understanding has improved so much in recent years. For example, in the Austrian headquarters, nearly 20% of the staff are from other countries,

AVL has expanded its global network over the past 20 years, employing 3,000 powertrain development experts

indicating the diversity of the organization. A lot of these employees came to work for AVL because of projects for clients in their home countries; others joined to be trained on AVL’s toolchain and in the process, have settled into the company and country for the long term. Furthermore, initial fears of internal competition have been displaced by international teamwork, both within the company and with clients.

, director of Martin Panzitt s, chnical center te l internationa g rin ee gin En AVL Powertrain itt@avl.com E. martin.panz om l.c av w. W. ww

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Turbo compressor optimization

The evolution of turbocharger compressors can be accelerated through the use of advanced and accurate simulation techniques Turbochargers are increasingly used in automotive applications to downsize engine capacity to achieve lower emissions without compromising the driverâ&#x20AC;&#x2122;s perception of performance and transient response. The challenges for turbocharger designers are to achieve higher compressor and turbine efficiency with broader operating range and minimal inertia, while complying with package size limitations and cost constraints. A successful design process makes appropriate use of multiple levels of highly iterative analysis, from simple 1D and 2D analyzes through highly sophisticated, transient, multiphysics 3D simulation, in developing a new compressor. Figure 1 shows the performance of a typical compressor used in an engine measured on a test rig. Pressure ratio as a function of flow rate is shown on the lower part of the figure for a range of compressor speeds, increasing from bottom left

to top right. The upper family of curves shows the corresponding efficiency variation with flow and speed. The pressure ratio is the pressure at the outlet of the compressor divided by the inlet or ambient pressure. The red line represents the locus of operating points of that compressor in a turbocharger as the vehicle is accelerated from idle to cruising speed. The right side of the map, where the blue lines fall, is called the choke region. The chart indicates that as the compressor approaches choking flow at a constant speed, the pressure ratio decreases but the mass flow stays relatively constant. This occurs as the flow approaches sonic velocity in the impeller passages, reaching a limiting value. The green arrow indicates that because of the lower ambient pressure at higher altitudes, higher compressor speeds and pressure ratios are required to push the same amount of air to the engine so as to maintain power.

Figure 2: Displaying the zones on the compressor map of a turbocharger that are most important from a design and research and development standpoint

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Figure 1: The graphic outlines a gasoline engine turbocharger compressor map

Figure 2 shows the zones on the compressor map that are most important from a design standpoint. The turbocharger operates in the zone shown in green from idle and while accelerating from a standing start. Vehicles typically spend much of their time in this region during city driving. The efficiency of the turbocharger is critical here

because of its impact on emissions. Green zone performance is also critical in terms of eliminating turbo lag, and avoiding this phenomenon requires rapid surge-free acceleration to a high-pressure ratio in the green zone, the end-point dictated by the peak torque point of the engine. The red zone in Figure 2 is about providing

Figure 3: The typical aerodynamic targets. The Ansys Workbench environment has the capacity to estimate compressor performance with minimal data input

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the engine with the high volumes of air needed to support highway driving. The stresses in the impeller are highest in the red zone, which tests mechanical integrity. Often the deciding factor on performance in the red zone is the ability to meet the additional demands of high-altitude driving, where turbocharger speeds are highest. The design of the turbocharger compressor usually starts with a set of design points provided by the customer, primarily in the red and green zones shown on Figure 2. The customer also typically provides other constraints such as material, manufacturability and package size. The designer begins evaluating the performance of proposed design alternatives in terms of their ability to meet these targets. PCA Engineers use the Vista CCD preliminary design tool within the Ansys Workbench environment to estimate compressor performance with minimal data input to establish an optimized 1D compressor design. The user specifies the compressor duty, including pressure ratio, mass flow, rotational speed, gas properties and fixed geometric constraints such as inducer hub diameter and vane thickness. The software calculates the 1D geometry and aerodynamic dependent parameters, and a meridional view of the impeller is also displayed. A map can also be produced, which can be superimposed onto the targets on Figure 3. The input data is revised and the program rerun until a

satisfactory 1D design has been successfully achieved. This 1D design approach sets up the geometry to a good starting point while providing an indication of where the design sits in the designers range of experience and what problems may be encountered in developing a good design. The next step is to define the detailed geometry of the blade. First, Ansys BladeGen, a component of Ansys BladeModeler and launched from Vista CCD, is used to define the basic geometry. PCA then uses the Ansys Vista TF 2D throughflow solver, also within the Ansys Workbench environment, to solve the circumferentially averaged, inviscid equations of motion, supplemented by established empirical models for losses and deviation. With negligible computational effort, Ansys Vista TF throughflow solutions capture many features of a full 3D flow simulation, thereby facilitating a number of rapid improvements in blade design. The process is iterative and amenable to automatic optimization. Once the basic blade design is created, PCA uses Ansys TurboGrid to produce a hexahedral mesh for the impeller and diffuser prior to full 3D CFD analysis in Ansys CFX, to provide the highest possible fidelity simulation. A true 3D CAD solid model, including hub metal, blade fillets, cutoffs and trims, is then defined for export to manufacture. With the impeller and diffuser designs determined, the next step is to add the volute, the component

Figure 5: CFD shows the dominant effect of tip clearance

Figure 4: An Excel spreadsheet macro drives Ansys Workbench to provide a CFD-ready model

that receives the high-pressure air from the diffuser and delivers it to the engine via a conical diffuser, which slows the flow to convert kinetic energy to static pressure. PCA reduced the time required to define the geometry of the volute with an Excel spreadsheet macro that drives the geometry definition within Ansys Workbench, producing a CFD model of the gas-swept surfaces in a single operation (Figure 4). The engineer generates another compressor map by running the CFD simulation at several flow rates for each speed to verify that the compressor meets the design requirements. By taking the full 3D geometry of the compressor into account, CFD illuminates issues that donâ&#x20AC;&#x2122;t show up in the 1D or 2D analyses, such as the effects of tip clearance. Tip clearance tends not to scale linearly, unlike other dimensions, so small compressors

Figure 6: Deflection of blade excited at first flap frequency

tend to run at relatively high clearance levels and this is a dominant feature in limiting efficiency and range. Figure 5 shows flow conditions within the impeller to show the performance impact of the tip clearance effects, which in this case cause the compressor to surge. Understanding the root causes of performance issues makes them much easier to address. The mechanical performance of the compressor determines whether it delivers the expected service life and integrity. The greatest concern is usually that the first flap mode of the blade, the mode that is excited if one â&#x20AC;&#x2DC;pingsâ&#x20AC;&#x2122; the tip of the blade (Figure 6), is at a high enough frequency for it not to be excited by any harmonics of unbalanced forces on the shaft or other features of the flowpath upstream or downstream of the impeller. Structural analysis is performed within the same Ansys Workbench environment, eliminating the need to transfer and recreate the geometry, thereby streamlining the workflow and reducing the likelihood of errors being introduced. Using the approach outlined above, engineers optimize the design of the turbocharger compressor long before committing to expensive prototype hardware and tests. A key advantage is that the complete design process, including 1D analysis, 2D analysis, 3D geometry definition and meshing, 3D flow simulation and structural analysis, are all performed within a single environment. This streamlined approach reduces engineering effort and time to market by eliminating geometry redefinition, remeshing, and translation and conversion of physical parameters from one environment to another.

rs at PCA Enginee Chris Robinson Ansys at n so hin tc and Brad Hu 22 596955 T. (CR): +4 4 15 772 2801 9 51 +1 : H) T. (B n@pcaeng.co.uk so bin .ro E. chris on@ansys.com ins tch E. brad.hu

ER ONLINE READ504 . NO Y IR QU EN Engine Technology International.com // June 2013 // 81

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High-tech thermal management Stringent EURO and EPA legislation is helping to drive forward the development of efficient thermal management systems relating to temperature and energy losses Managing the temperature in an engine’s water circuit and distribution pipes can affect fuel consumption considerably. As a result, electric control and regulation are hot topics when it comes to the development of thermal management systems. One global leader in this area that offers the industry many optimum solutions is Sonceboz, a Swiss company that specializes in electric actuators and drive systems. Sonceboz has developed an expansive range of high-tech electric actuators to help Tier 1 suppliers and OEMs meet challenging 2020 EU CO2 targets. For example, in a thermostat part a smart actuator connected to a valve replaces the conventional thermostat. Though a conventional wax-pellet thermostat can react only to the temperature of the engine, a controlled thermostat precisely adjusts the desired temperature in the engine. This enables greater engine efficiency and results in fuel savings of 2-3%.

Sonceboz’s smart actuator 5810 controlling thermostat enables greater energy efficiency and results in overall fuel savings of 2-3%

Many car manufacturers are now equipping new models of passenger cars with this system, giving real-world CO2 reductions of up to 5g/km. When the temperature of the thermostat has reached its

Engine temperature management can affect fuel consumption considerably

82 // June 2013 // Engine Technology International.com

operating temperature – generally around the 85-125°C level – the thermostat opens. By allowing the engine to warm up as quickly as possible, it reduces engine wear, deposits and emissions.

The thermostat control works by connecting the new 5810 slimline actuator, which rapidly regulates water flow to reduce temperature variations in the engine. Sonceboz smart stepper actuators then transform the control signals from the ECU into a performing mechanical movement. Precise control requires intelligence and smart actuation. As a result, thanks to its advanced bus communication capability and dedicated drive electronics, the new 5810 actuator is easy to integrate into existing electronic architecture. The BLDC driving mode enables multiple position control through three digital Hall sensors, enabling precise positioning in closed-loop operation. Despite its small size – only 25mm thick – it features a force of 2Nm. Being watertight and able to withstand harsh conditions such as vibrations up to 35Grms, extreme

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temperatures up to 140°C, and thermal shocks, means that the component fits well for thermal management specifications. The 5810 is composed of a rotor with a permanent magnet with five pole pairs and a three-coil stator with compact winding arrangement. This patented three-phase BLDC motor has been developed by Moving Magnet Technologies, the French subsidiary of Sonceboz, whose expertise lies in the creation and licensing of new motor, sensor and actuator technologies, with over 200 patents worldwide. Heavily used in front-end applications, this world-leading actuator technology results in an outstanding reliability and robustness. The mandatory reduction of CO2 calls for optimum automotive temperature control, and a wide array of techniques is available to engineers to help them reach their targets. All this implies that manufacturers will move from static-loop thermal management, such as maintaining the coolant temperature at 90°C, to a dynamic management of temperatures – with values and temperature gradients in the various time phases – in order to reduce overall emissions. As a result, the issue then becomes the pressing need to find the optimum level of the entire system so as not to waste energy output. As well as the thermostat, one can find many other components that are bettered by developments at Sonceboz, including variable water pumps, two/three-way water valves, heat exchangers, distributors, expansion valves, compressors, evaporators and condensers, with all of these systems enhancing overall

The new 5810 slimline actuator includes a patented three-coil stator with compact winding arrangement

controllability and variability on the airflow for the cabin as part of engine cooling. Some of these new applications require a precise, robust, versatile and cost-effective actuator, and the 5810 smart stepper is one such solution. Included in the Sonceboz portfolio are direct-drive brushless DC actuators, stepper motors and linear stepper motors. All are contactless technologies that

provide long service life. Lightweight, with high precise positioning and built-in failsafe systems, they exhibit a flat and compact design for easy mechanical integration. Their embedded drive electronics with LIN communication, and optional absolute angle position sensor on the output shaft, provide OBD features with extremely easy electrical connection. These

permanent magnet motors are an excellent example of compact, precise and reliable mechatronic solutions that enable advanced engine control and diagnosis. Sonceboz produces millions of these parts every year for various vehicles sold across the globe, and these high-tech devices contribute to the industry by reducing fuel consumption while also decreasing total emissions output.

, thermal Gaëtan Frais se sines s unit, management bu oz eb nc So m se@sonceboz.co E. gaetan.frais m .co oz eb nc so W. ww w.

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Cleaner environments Important technical inroads are being made in cutting-edge over-pressure technologies for both air-assisted exhaust gas aftertreatment and fuel cells Environmental quality is a global concern – air pollution knows no boundaries, and reducing it is of the utmost importance. Countries have therefore established environmental regulations that must be met by mobile as well as stationary pollution sources. The use of aftertreatment technologies for pollution abatement was virtually nonexistent before 1976, but now the norms permitted – particularly those set by the Environmental Protection Agency (EPA) and the European Environmental Agency (EEA) – are becoming increasingly stringent in order to realize an overall reduction of particle matters by 2014. In addition to this, the regulations have called for a significant decrease in NOx levels – a target reduction rate of more than 95% compared with 2000 for off-highway and off-road applications. In the continuing quest for more efficient use of DPFs and SCRs, many technical solutions have proved their efficiency. There are specific points relating to their implementation. A key phase for the DPF is its complete regeneration, which needs a temperature of 650°C for the combustion activating energy. In off-highway applications, where a very lean fuel/air mixture is used as the combustion mode within the powertrain, the low exhaust gas temperature makes the complete regeneration process difficult – and even worse when it occurs at high altitudes (because of a lower oxygen concentration). As a consequence, one possibility is to use a small combustion chamber (burner), plugged into the exhaust line upstream of the DPF, burning a small quantity of fuel with compressed air. For that

purpose, Busch Clean Air has developed a specific compressor. For the SCR system using a diesel exhaust fluid (DEF such as AdBlue), the transformation of urea to the reducing agent (ammonia) is critical because it must occur as fast as possible before reaching the SCR catalyst to get an efficient DeNOx without ammonia slip or any deposit in the exhaust line. To do so, one solution is to get a very fine

Busch Clean Air’s compressor offers technical solutions at a reduced cost

spray (with SMD <30µm), and air-assisted injectors can effectively reach such a target. This solution is already applied in trucks using air in onboard tanks, but with an adverse total cost of ownership. However, thanks to a dedicated air compressor, this technical solution is now available at a reduced cost. In the framework of electric mobility, fuel cells are one of the most flexible powering systems that can be used in urban conditions. One key challenge is overall fuel cell efficiency, meaning the performance of the cells and also of auxiliary components such as the air compressor, which consumes a part of the electrical energy delivered by the fuel cell to supply the necessary mass flow rate and overpressure to let the fuel (usually hydrogen) and the combustive (air) combine together. Because of their high-efficiency capacity, the products from Busch Clean Air and the world-leading Busch group can be applied to fuel cells from 1-150kW. The volume flow-rate range is currently within 0.5-42m3/h, with

The graph outlines particle matters and NOx (+HC) emission limits for off-highway applications

a relative overpressure of 0.4-1.5 bar, working in an ambient temperature range between -40°C and 100°C, and a variable height from 1,000-4,000m. Those compressors have been optimized to be compliant with a vehicle’s vibration levels and can therefore be mounted either on the engine or chassis. They are IP6K9K compliant and use CAN communication. Their overall lifetime is more than 15,000 operating hours whatever the conditions, ensuring maintenancefree functioning.

ean Air rrot at Busch Cl Dr. Yohann Pe 22 84 5 46 2 T. +41 (0)3 nair.com rot@buschclea E. Yohann.Per om ir.c na lea W. ww w.buschc

ER ONLINE READ506 . NO Y IR QU EN 84 // June 2013 // Engine Technology International.com

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Turbo speed sensors The very small diameter of all-new sensor models enables the technology to be mounted simply on the turbocharger for monitoring Manufacturers of automotive turbochargers require measurement systems to test the performance limits of their products, such as the temperature and speed of the blades on the turbine wheel. As a result of increasing material stresses and higher speeds of up to 400,000rpm, turbocharger blades are now made from either aluminum or titanium, presenting a challenge in terms of measurement technologies. Titanium is a very poor electrical conductor, which means eddy current sensors cannot be used easily to test it. However, using special linearization and advanced electronics, measurement systems have been developed. Micro-Epsilonâ&#x20AC;&#x2122;s Turbospeed sensors are able to accurately measure the speed and temperature of both aluminum and titanium turbocharger blades over the complete speed range, in both multiple test cells and in on-vehicle testing. These sensors are robust, resistant to oil and dirt, and

Micro-Epsilonâ&#x20AC;&#x2122;s Turbospeed sensors can accurately measure speeds of up to 400,000rpm of both aluminum and titanium turbocharger blades

extremely compact and slim, with the latest versions measuring just 3mm in diameter. Sensor adjustment and setup are also made significantly easier with the aid of a status LED. The

The sensor system for counting turbocharger revolutions is optimized for modern and advanced thin blades made of aluminum or titanium on the turbine wheel

generous length of the sensor cable (up to 25m) and the completely closed controller meet further practical requirements. A coil is potted in a sensor case and is energized by a highfrequency alternating current. The electromagnetic field from the coil generates eddy currents in the turbocharger blade, with every blade generating a pulse. The controller identifies the speed by considering the number of blades. Turbospeed DZ135 marks the arrival of the next generation in eddy current turbocharger speed measurement systems. The primary aim of the further development of this technology was to produce a system immune to the most difficult EMC test cell conditions. Very high levels of EMC emissions can have an effect on test cell instrumentation, particularly where multiple test cells are in use. Turbospeed DZ135 offers a new electronic circuit that boosts signal levels from the sensor and also dramatically improves circuit

shielding. This gives the sensor EMC levels of immunity that are several factors higher than those of existing devices in the marketplace. The system has also been designed to be able to replace the sensor mounted in the turbo housing without having to recalibrate the system electronics. The eddy current measurement technique is immune to the effects of oil, dirt and carbon particles that can be found in the engine, which can affect the measurement output quality of other measurement principles â&#x20AC;&#x201C; particularly capacitive and optical measurement technologies. Micro-Epsilon has been developing non-contact displacement measurement and infrared temperature sensors for automotive and motorsport applications for 45 years. These sensors are used in almost every conceivable area of a vehicle, as well as for R&D, test cells, production and on-vehicle testing. Applications range from measuring the wear on brake discs and clutches, to measuring turbocharger speeds, engine piston displacement, valve lift and ride height, and monitoring the temperature profile of tires.

erger, managing Johann Salzb s, keting and sale ar m director of Micro-Epsilon

T. +49 8542 16 zberger@ E. Johann.Sal micro-epsilon.de epsilon.de W. ww w.micro-

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Weighty matters Reducing vehicle mass results in major direct cost savings for OEMs

Vehicle engineering and production cost reduction, or value engineering, is taking a lead role in creating cost-effective solutions that will meet fuel economy and greenhouse gas mandates. In addition to the obvious fuel-economy benefits achieved through holistic vehicle mass reduction, decreases in manufacturing overtime cost over time are also possible. In seeking to meet these mandates, OEMs have implemented a variety of vehicle and powertrain technologies. Downsized, turbocharged, direct injection engines, dual clutch transmissions, automated stop/start systems, electric-hybridization and aerodynamic improvements are all capable of providing improved efficiency without compromising other vehicle attributes. Vehicle mass reduction is another important technology that provides direct fuel-economy improvement, with reduced power consumption required to move a lighter vehicle. Mass-reduction technologies and associated powertrain reduction requirements translate into downsized components, making new technologies more affordable. FEV, a leading developer of advanced powertrain and vehicle technologies, has completed a Phase 2 light-duty vehicle mass reduction and cost analysis study under contract to the US Environmental Protection Agency

FEV achieved a 312kg vehicle mass reduction with a 2010 Toyota Venza

The graph illustrates the mass reduction cost curves developed from the Toyota Venza analysis

(EPA). The study follows an earlier, independent, Phase 1 study by a third party for the International Council on Clean Transportation (ICCT). The results indicate that, when mass-reduction strategies are considered using a full-vehicle approach, ample mass-reduction (approaching 20%) can be achieved assuming comparable performance, including crashworthiness. The study builds on Phase 1, firstly by incorporating powertrain mass-reduction ideas not part of the earlier analysis; secondly by using advanced computer-aided engineering tools to develop and validate the mass-reduction modification to the body-in-white structure, where it may have a major impact on vehicle safety; and thirdly by determining the net incremental direct manufacturing cost impact of vehicle mass reduction. The project used a 2010 Toyota Venza as the baseline vehicle, and targeted a vehicle mass reduction of 20% with a direct manufacturing cost impact of 0% for a 2017-2020

model year program. FEV considered all components, assemblies and subsystems in the Venza for mass-reduction, but no functional or performance degradation was permitted from the baseline vehicle. Additional mass reduction opportunities, including those not covered in the original report â&#x20AC;&#x201C; namely powertrain/ vehicle systems â&#x20AC;&#x201C; were also included in the final analysis by FEV. All ideas were evaluated in terms of mass-reduction magnitude, incremental manufacturing costs, incremental tooling cost impact, product function and performance degradation risk, and manufacturing feasibility. As thus, design, material, and manufacturing processes likely to be available for the 2017-2020 model year timeframe were considered in the analysis. For this midsize crossover utility vehicle, a 312kg (18.3%) vehicle mass reduction was achieved. The vehicle systems that provided the largest contribution to mass reduction included body-in-white,

by 12.9% (4% of vehicle), suspension by 27.7% (3.9% of vehicle), and body interior (such as seats, instrument panel and interior trim) by 19% (2.5% of vehicle). Other key areas that gave a significant mass reduction included the brakes, engine and transmission systems, all of which contributed a combined 4.8% vehicle mass reduction. Over time the cost impact of new technologies, when combined with secondary mass-reduction savings, is expected to result in an overall reduction in vehicle direct manufacturing costs. For an 18.3% vehicle mass-reduction, the analysis suggested net incremental direct manufacturing cost savings of US$148 per vehicle despite an increase in tooling costs. Lighter vehicles are cleaner and more efficient. In the future OEMs will be designing vehicles using aerodynamics, lightweight materials, low rolling-resistance tires and other technologies to make all vehicles more efficient. More information about the study can be found at: http://www.epa.gov/otaq/climate/ documents/420r12026.pdf

at FE V Greg Kolwich 6000 T. +1 24 8 373 v.com E. kolwich@fe om v.c fe w. ww W.

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Industry Systems

Automotive Systems

Small Engine Systems

Electric & Cordless Power Systems

Amsterdam RAI ................................................................................................. 57

Henkel AG & Co KGaA ........................................................................................8

Ansys Inc.............................................................................................................. 15

Hitchiner Manufacturing Co Inc...................................................................... 37

AVL List.................................................................................................................. 11

Ionbond AG ......................................................................................................... 47

Busch Clean Air SA............................................................................................ 19

JAQUET TECHNOLOGY GROUP ..................................................................30

CEI Piemonte SCPA ........................................................................................... 18

Maypole Engineering Solutions Ltd ..............................................................33

Contitech AG (Fluid Automatic) .........................................................................3

Micro-Epsilon Messtechnik GmbH & Co KG ...............................................99

Electric & Hybrid Vehicle Technology Expo 2013 ...................................... 17

OmniTechnik MikroverKapselungs GmbH .................................................. 43

Enerpulse Inc ........................................................................................................8

Pi Innovo Ltd ....................................................................................................... 12

Engine Expo 2013 ......................................................................... 21, 23, 24, 87

Procat Testing .................................................................................................... 43

Engine Technology International Online Reader Enquiry Service.................

Prüfrex Innovative Power Products GmbH .................................................89

........................................................................................................................49, 85

Schaeffler Technologies GmbH ..................................................................... 57

Federal Mogul .................................................................... Outside Back Cover

SEM AB ...............................................................................................................30

FEV ...........................................................................................Inside Front Cover

Senior Flexonics .................................................................... Inside Back Cover

Froude Hofmann ................................................................................................ 12

Sonceboz SA ......................................................................................................33

Fulling & CEIEC Co Ltd ..................................................................................... 54

The Battery Show 2013 ................................................................................... 75

Grainger & Worrall Ltd ..................................................................................... 37

Transportation Weight Loss Diet Conference 2013 ...................................63

Hauzer Techno Coating bv .............................................................................. 49

www.EngineTechnologyInternational.com ...........................................72, 91

Engine Technology International.com // June 2013 // 89

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Engine test optimization Ford Motor Company uses Froude Hofmann equipment for the development of its environmentally friendly EcoBoost engines With a relationship going back more than 40 years, Froude Hofmann and Ford Motor Company have worked together to ensure that Ford’s advanced and environmentally friendly engines are performing optimally once they are developed and before they are installed in Ford’s vehicles. One of the partnership’s most recent projects is the supply of a number of ‘hot run’ cells into Ford’s manufacturing plant in Craiova, Romania. Originally installed by Froude Hofmann in 2011 to test the 1-liter EcoBoost engines, the existing equipment was extended in 2012 to accommodate the new 1.5-liter engines. This order follows installation of successful and similar test cells in plants in India (Chennai), Brazil (Taubaté) and Germany (Cologne). Globally renowned for its dynamometers and engine testing equipment, Froude Hofmann is also highly respected for its extensive engineering expertise and industry knowledge. This meant that when approached by Ford for the new test cells, engineers at Froude were able to provide a complete solution, which arrived at the Romanian factory fully erected and system tested. Then it was simply a case of installation, and the system was ready to run. The purpose of the system is to carry out a hot run of the engines to ensure they are functioning properly before installation. Froude Hofmann supplied a complete hot run cell system that comprised two test cells (also referred to as testbeds), a central services room, cell ventilation and engine exhaust extraction – all housed in one converted container that measured approximately 12.5m long and just over 2m wide.

A front view inside Ford’s hot run cell at Craiova, Romania. The engine is on the test trolley rigged with engine loom connections and coolant hoses

The two testbeds were supplied with integral engine fuel and coolant circuits. Froude Hofmann’s Texcel V12 HTS control systems, with operator controls, slave ECUs, barcode reader and UV lamp, were

Ford’s 1-liter EcoBoost engine has been widely praised around the world

also provided. The test trolleys contain interchangeable match plates and pre-rigging loom adaptors for engine dress before testing commences. The engines are tested in the test cells, and the central services room houses all the equipment required for running the cells. Having two testbeds enables multiple engine testing and now both the 1-liter and 1.5-liter EcoBoost engines can be tested simultaneously. A barcode reader, supplied as part of the complete package, is used for engine identification prior to the test. The image above shows a front view inside the hot run cell. The engine has been loaded onto the purpose-built trolley that is rigged with engine loom connections, fuel

and coolant hoses. The blue hose carries the water, and the orange hose carries the engine exhaust out to the extraction unit. The heart of this equipment is Froude Hofmann’s Texcel V12 engine control and data acquisition system, which enables operators to run automatic test schedules. These are easily defined using the test sequence editor, and the results can be presented in Excel or in TexAn, Froude Hofmann’s test report generation system that can be used to produce multi-axis graphical plots, maps and tabular results. The complete hot run cell system is installed as a self-contained unit on the shop floor. The two test cells are situated either side of the central services room. As engine technology advances and customer expectations for quality and fuel efficiency rise, engine testing becomes increasingly important. Leading the way in both respects are Ford Motor Company and Froude Hofmann, two partners who prove that testing can be fast and efficient, and essential for customer satisfaction.

n Froude Hofman Simon Drain at 00 68 85 T. +4 4 1905 ehofmann.com E. SDrain@froud ofmann.com eh ud fro w. ww W.

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Speed-sensor benefits Advanced, high-tech and cost-effective speed-sensor technology can streamline the development of turbochargers for passenger cars The downsizing of engine capacity to minimize fuel consumption is one of the biggest challenges faced in engine development today. Although turbochargers are used in almost all new diesel engine developments, the turbocharger for passenger cars powered by gasoline engines is still considered a premium feature. However, the growing trend is that the next generation of gasoline engines will also profit from the boosting advantages that the turbocharger offers. As a result, the benefits of an accurate, fast and reliable speed measurement system for turbochargers are well known in diesel development circles, and now these advantages are also being acknowledged by engineering teams furthering the advancement of gasoline engines. The key advantage of speed measurement is the regulation of airflow in the engine that can be handled much more quickly and with more accuracy, enabling better use of the compressor map of a turbocharger. Speed measurement also plays a critical role in realizing effective protection for the turbocharger system against any catastrophic failures that could be caused by overspeed conditions. Adjustments needed due to changes in air density resulting from different altitudes also benefit from speed measurement – as well as

The Apollo detects any missing or reduced turbocharger acceleration

overall adaptive support when it comes to catering for the quick changing driving conditions in today’s traffic. The prospect of utilizing speed measurement to gain diagnostic information is exciting for engineers. The idea is based on gathering information on the turbocharger acceleration pattern, which is caused by engine exhaust boosts. Acceleration of the turbo takes place every time a cylinder has fired and exhaust gases are pushed out. Between boosts, a fast passenger car turbocharger easily spins between 20 and 40 revolutions, and this is enough time for a speed sensor to detect any missing or reduced acceleration impulse of the engine – therefore providing direct information on engine performance. Many engine designers are today taking advantage of the benefits that turbocharger speed measurement technology offers – and that applies for both diesel and gasoline powertrain development projects. So far, the only two challenges for the passenger car

market in terms of technology has been the speed sensor and its cost. One leading company with extensive experience as a key supplier to many global turbocharger manufacturers – indeed, it has over six million turbocharger sensors in use today – is Jaquet. Its new Apollo turbocharger sensor technology is specifically designed for the passenger car market, and it overcomes both size and price challenges as the sensor is very small, easily adaptable and economically priced. For engineering teams, Apollo enables more capability with less cost. The technology’s advanced features are based on a hightemperature application-specific integrated circuit (ASIC), developed by Jaquet engineers for increased underhood temperatures. The ASIC is built directly in the sensor body and provides performances and features unseen in this category of sensor elements: diagnostic functions; configuration capabilities; onboard frequency division; and the

The new Apollo turbocharger sensor is based on a high-temperature ASIC for increased underhood temperatures

possibility to detect both aluminum and titanium blades. All this is combined with a mechanical design that enables easy assembly in the turbocharger. Depending on a customer’s specific application requirements and preference, an integral high-temperature connector or a short cable with a standard connector can be selected. Sample sensors, with the final ASIC version, are now available from Jaquet to support ECU development and testing. Production of Apollo speed sensors is scheduled to commence in the third quarter of 2014.

Jaquet Albert Peter at 88 25 T. +41 61 306 jaquet.com E. albert.peter@ om t.c ue jaq w. ww W.

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One-stop shop New testing and production technologies are being created from a cluster group of companies all located in the heart of Italy’s automotive region Smart, flexible, green and cost-efficient technologies are nowadays a must in all manufacturing sectors, and these buzz words are also high on the development agenda when it comes to automotive suppliers wanting to overcome important market challenges. In order to meet flexibility and operational needs during full-scale production, a new test management system for EOL hot-test stands has been developed by Simpro, a global specialist in the design, manufacture and turnkey installation of test systems and cells for IC engines and gearboxes. The company’s specialization in EOL engine testing includes end-of-line heat, power, consumption and sundry testing in the assembly line. The newly developed test is conducted with CSS software, which means it offers engineers a user-friendly interface. The package has been developed on the NI LabVIEW platform and is equipped with a mixed PC/PLC architecture for data management and acquisition as well as for interfacing with the ECU. It also has new production data post-processing software that offers engineers a wealth of features. Users can remotely view, inspect and maintain the systems via the internet, guaranteeing rapid after-sale service for SW-related issues without on-site intervention. High performance and cost efficiency, mainly in terms of cycle times, are realized by an ECOSECU system developed by Sixtau, an Italian automotive testing specialist. The terminal is fitted with a K/L and CANbus interface, and communicates with the ECU via a standard EOBD plug connection. It can be programmed for continuing test cycles in an autonomous mode. The Amperometric clamp is an intelligent measuring instrument in

Sixtau has developed the ECOS-ECU system to help realize better efficiency

wireless connection with the terminal. Sixtau has also developed a wiring test and certification system that is not only able to test the finished product but can also be integrated into the production cycle, providing feedback on the operations already carried out or still needing to be performed. It is used in the most up-to-date cable manufacturing workshops and assures high-level conformity of the finished product. Buzz words such as ‘green’ and ‘performing’ are part of the mantra at AMET, a spin-off organization to the mechatronics laboratory of Politecnico di Torino, which specializes in the design and testing of mechatronic products for the automotive industry. During many R&D projects undertaken with industrial partners and research centers, AMET has carried out methodological development and applications on electric and hybrid light trucks for urban delivery;

hydrogen fuel cell powered operating machines; functional safety (ISO 26262) for mechatronic automotive systems; intelligent axles for heavy-duty vehicles; and model-based analysis and testing methodologies and tools assessment. Performance levels are increased through extensive expertise in model-based system engineering, multibody vehicle dynamics, control logics and embedded software design, real-time simulation, rapid control prototyping and HiL testing, and ECU verification and validation. Very interesting results in terms of ergonomics, industrialization timing and cost savings are being achieved by new leather foaming technology developed by Tecnocad Progetti. Compared with conventional manual upholstery, this innovation improves comfort and design, with soft touch surfaces that enable new styling shapes to be sculpted and

don’t require glue. The new leather foam technology also enables OEMs to increase production flexibility while reducing costs, mainly due to quicker industrialization processes, investment savings/price reduction ratios, and seamless application to serial production. With extensive experience in this sector, Tecnocad partners leading OEMs during various projects, working together on full vehicle designs with extensive know-how concerning the car body and chassis, interior and exterior trims, the instrument panel, and magnesium and composite components. At Automotive Interiors Expo 2013, visitors have the opportunity to inspect a unique, self-developed leather-foamed instrument panel that offers technical and design advantages. Further performance improvement can be achieved with press blow molding technology, an area in which MPE Plastic Technical Products has amassed extensive experience over the last three decades, specifically when it comes to the production of rack and pinion boots, CVJ boots, shock and absorber bellows. Thanks to its innovative R&D department, which is equipped with an innovative program for complete finite element modeling simulation (Abaqus Unified FEA), MPE is working hard to design new solutions that improve current components like the total redesign of subsystems such as shock absorbers.

CEI Piemonte Linda Negro at 687 00 T. +39 11 67 om concepttocar.c E. lnegro@from om r.c ca tto ep nc W. ww w.fromco

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Electronic ignition expertise A global center of competence in Sweden is coming up with novel electronic ignition designs that are providing numerous advantages to car makers around the world The road ahead for SEM of Sweden has been clearly staked out. The company has a clear objective to continue on its current path and to develop into a global center of competence for electronic ignition systems, solenoids and electromechanical products. Nearly a century of innovation and experience has made the company a well-known and respected brand among industrial buyers around the world, especially within the ever-evolving automotive industry. The company’s rich history is something that immediately greets visitors at the doors of SEM’s HQ in the form of a technology display that showcases classic ignition devices stemming from the beginning of the 20th century through to the state-of-the-art ignition systems, sensors, stators and heat exchangers of today. The impressive display provides visitors with an enthralling look into the past and specifically technologies used in bygone years, while also serving as a timely reminder of the explosive development that has been experienced in the automotive industry over the past century. SEM’s history can be traced from the end of World War I. During these early days the company was respected for its unique knowledge of electromagnetics development, and as early as 1919 ignition devices were being produced at the Åmål factory, with the components being supplied to Thulinverken in Landskrona in southern Sweden in connection with the development of the Tummelisa biplane. Since then SEM electromagnets and ignition systems have been used in most automotive vehicle applications, chain saws, cutting machines and other motorized hand-held tools.

SEM’s factory in Åmål (left) is producing and supplying injector stators (above) to automotive manufacturers worldwide

Specialist know-how in analog and digital ignition systems development remains the company’s forte, while over the years its activities have been complemented by new, closely related fields of competence. Today the supplier remains a well-known manufacturer of ignition systems for coach and truck engines that are especially adapted for alternative fuels such as biogas and natural gas – and it is these powertrains that have been developed specifically for the purpose of reducing environmental impact. “For our part this has largely been a natural evolution since environmental issues have become increasingly important to our clients,” explains Jerker Fjellman, marketing manager at SEM. Another important component that affects engine emission levels is the injector stator. By combining competence in the fields of mechanics and electromagnetics, SEM has succeeded in developing an injector that today is mass produced in Åmål and supplied to automotive manufacturers worldwide. “This injector ties in

naturally with our various other project areas,” continues Fjellman. “To assure a technological level that will remain viable far into the future, we have recently completed extensive investments in fully automated production lines.” One exciting concept in the SEM product portfolio is the unique heat exchanger and oil cooler designed for sportscar applications. The products are manufactured in-house and marketed under the Laminova brand for manufacturers of sportscars and motorcycles throughout the world. “This is an extremely exciting product segment,” continues Fjellman, “because it is an area where we – as a company and together with very demanding clients – have the opportunity to apply our vast vehicle know-how and manufacturing experience and expertise.” Custom-tailored Laminova solutions can be found in numerous types of sportscars from high-performance racing cars to powerful rally vehicles competing in such globally recognized motorsport competitions as the Paris Dakar Rally.

Today SEM operates modern industrial production facilities in Sweden and China. The head office is a two-hour drive north of Gothenburg in Åmål, Sweden, and is also home to the company’s product development, order management and quality control divisions. Operations at the plant in Suzhou, China, are also growing. “The combination of operations in Sweden and China has proved optimal to us. Cutting-edge technology and superior know-how from our Swedish production perfectly match the impressive drive of the Chinese plant together with their alertness to new technologies. This mix of characteristics has enabled us to meet stringent demands from our customers,” concludes Fjellman.

at SEM Jerker Fjellman 0 10 61 T. +46 532 an@sem.se E. jerker.fjellm W. ww w.sem.se

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Advanced motor design A Chinese company is developing a range of innovative new designs to help OEMs meet stringent emissions legislation Fulling, an electric motor manufacturer based in Changzhou, Jiangsu Province, China, has recently worked with several major automotive customers to help reduce emissions to meet strict regulation compliance, reduce fuel consumption, and realize engine downsizing. Fulling has introduced a range of differently sized brushed DC motors specifically for air management systems, with the motors varying in terms of actuator output and torque requirement. The range includes electronic gas recirculation (EGR), electronic throttle control (ETC) and electric waste gate (EWG) functions. EGR is extremely important to engine vehicle emissions with regards to minimizing environmental problems, especially during start-up and running. Minimizing such emissions helps reduce harmful effects such as chemical pollution in the atmosphere, particle matter distribution, soot and acid rain. In a combustion chamber, the temperature increases when more fresh air and oxygen are injected. This formula then reacts, creating more NOx, which is universally accepted as being extremely detrimental to the atmosphere. Lowering the combustion temperature on diesel and petrol engines leads to a reduction in NOx.

Fulling’s range includes EGR technology

By introducing exhaust gas (considered inert) into the combustion chamber, the overall combustion temperature is reduced, which in turn decreases the creation of such harmful gases. Electric motor controlled valves combined with coolers and exhaust gas flaps enable precise control of EGR. Extremely high starting torque, the ability to stop in any required position, and high-speed actuation, all allows for very precise dosing of gas. The exhaust gas from the combustion passes through a cooler and, based on the engine working condition, the EGR valve controls the amount of exhaust gas to mix with fresh air. As a result, the combustion temperature is lower and NOx emissions are reduced. ETC is a new technology that provides an electronic link between the accelerator pedal and throttle, replacing the former mechanical connection. It is controlled via a sensor, electronic controller, DC motor and throttle components. As such, there are no mechanical connections, with the throttle flap position no longer entirely dependent on driver operation of the accelerator paddle.

Based on the working condition of the engine and the status of the vehicle, the electronic controller uses the DC motor to adjust the angular position of the flap. It is then able to control the air input in order to ensure that the engine works efficiently, thereby improving vehicle power, safety and comfort. During engine operation, the position sensor of the accelerator pedal transfers the position signal of the pedal to the electronic controller. This determines the driver’s requirements based on the position signal, which refers to the signal from the engine position sensor, air input pressure sensor and other sensors, therefore controlling the DC motor and adjusting the throttle flap for optimum performance. Within this closed loop control system, variation in throttle position signal due to differences from the optimum opening will result in the controller instructing the DC motor to obtain the best opening position. The EWG is an important part of an exhaust gas turbocharger, ensuring optimal interaction between the combustion engine and turbochargers – this is especially true regarding engine downsizing.

Air intake management technology

The DC motor driven actuator enables high actuation speeds and a precise control strategy. Regardless of overpressure or vacuum sources, any required waste gate position can be set any time. The high closing force ensures minimal waste gate leakage and maximum torque production for charged air pressure demands. During partial load operation, the waste gate can be opened all the way for optimal catalytic converter light-off or to reduce gas exchange work, resulting in considerable advantages when it comes to improving fuel consumption. The motors have been designed to withstand vibration levels of up to 40g and temperature levels of up to 160°C.

iao and Shirley M Steve McKay at Fulling @ceiec z.com E. steve.mckay ceiec z.com @ iao .m ey irl E. sh com or. ot cm fp w. W. ww

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Powertrain perfection Aimed at meeting the increasing requirements of automotive efficiency, power performance and service life, a leading supplier has developed an array of innovative solutions that cover all powertrain manufacturing processes With its unique combination of innovative products and process know-how, Henkel not only contributes to the smooth and cost-efficient production of powertrain components but also helps enhance durability, safety and sustainability through compliance with the highest possible quality standards. Henkel has solutions supporting every step along the value chain, including cleaning, cooling and lubrication during the manufacture of powertrain components, as well as surface treatment, bonding and sealing at the assembly stage. As a consequence Henkel, which is also a global leader in adhesive technologies, plays an essential role in shaping trends within the automotive industry. Worthy of particular mention in this respect is the increasing importance of lightweight construction technologies and the perpetual

Offering tailored process know-how, Henkel facilitates the simple and efficient application of the company’s high-tech liquid gasketing compounds

Henkel offers a select range of electroceramic coatings that are suitable for coating IC engine pistons, among other such uses

need to further reduce emissions and fuel consumption. Under the Loctite and Bonderite brands, Henkel is able to offer the industry a select range of electroceramic coatings (ECC) for various engine and exhaust system applications. Suitable for aluminum, titanium, and magnesium alloys, these coatings enable such metals to be used in the manufacture of light constructions that would normally require steel, thus greatly reducing vehicle weight. With beneficial tribological properties leading in particular to reduced wear, Henkel’s electroceramic coatings also contribute greatly to increased engine component efficiency and fuel saving. Tests show that ECC helps reduce harmful engine emissions by cutting the quantity of nitrogen oxides produced during fuel combustion. Furthermore, diesel engines are found to be less noisy, thus meeting the need for quieter vehicles. Henkel’s

electroceramic coatings further combine outstanding corrosion protection with high resistance to extreme thermal loading, satisfying the requirement for component longevity of such subsystems as exhausts and turbochargers. ECC also delivers top performance for Porsche Motorsport, with which Henkel has a mutually beneficial collaboration agreement. Henkel is committed to supporting this partner not only as an official Porsche Mobil 1 Supercup sponsor but also through heavy involvement in Porsche’s product development activities. Henkel products are therefore regularly tested by Porsche under the extreme conditions that only motorsport can provide. Gaskets are incorporated in powertrain components to prevent gas and liquid leakage. As well as its silicone-based liquid gasketing products, used primarily for engine components, Henkel has also now developed a range of innovative

polyacrylate gasketing systems. These Loctite products offer exceptional resistance to aggressive transmission oils and can thus be relied on to durably seal transmission flanges and other similar connections. In general, automotive manufacturers appreciate not only Henkel’s high-performance products but also the company’s ability to provide allied process expertise and suggested viable techniques for efficiently applying these gasketing products. Porosity – and the possibility of leakage – is always a concern when it comes to the casting of cylinder blocks, cylinder heads, transmission cases and similar components from light metal alloys. However, such problems can be quickly and reliably avoided by having Henkel seal these components. For this, the components are sent to special service centers where – in a fully automatic process – they are impregnated under vacuum with a Loctite resin, thus sealing the pores and avoiding scrap. This certified process is already in operation at numerous well-known automobile manufacturers and component suppliers.

el aender at Henk Frank Deut schl 04 27 7 T. +49 211 79 el.com hlaender@henk E. Frank.Deutsc m .co ive ot m to el-au W. ww w.henk

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Turbocharger solutions A new modular system with various materials is satisfying customer requirements

As a leading Tier 1 supplier, ContiTech Fluid Technology has established an innovative approach to realizing market demand for turbocharger technology. The company’s head of powertrain segment, Markus Murk, says, “Our customers worldwide can now purchase all the necessary lines for their turbochargers from us – from aluminum water cooling lines, to stainless steel corrugated tubing.” The one-source arrangement includes both supply and return lines for oil lubrication and watercooling lines for normal coolant circuits. “We have to cater for different media, pressure and temperature requirements here,” adds chief designer Jürgen Foik, explaining why ContiTech has to stock a large selection of lines in a range of materials to satisfy customer requirements all over the world. The latest innovation is a stainless steel corrugated tube for the oil return line. It can be used wherever ambient temperatures exceed 220°C, such as in the vicinity of the

The stainless steel corrugated tube for the oil return line can be used wherever ambient temperatures exceed 220°C

exhaust manifold. Although the corrugated tubing is not as flexible as a hose and can only compensate for engine vibrations and relative movement caused by the effects of heat, other materials would melt here with prolonged use. ContiTech’s developers find the optimum solution together with the customer. As a result, they simulate the required lines on a computer based on the data specified for thermal stress, installation and production tolerances on the

assembly, thermal expansion when in operation, and dynamic data such as movement of the connections relative to each other. By using these complex calculations, the permissible tensions can be determined, which can then be used to make suggestions for optimizing the design. If low temperatures prevail in the area of the oil return line, and if greater flexibility is required for installation, ContiTech has hoses for temperatures up to 150°C and a four-ply silicone hose for up to 220°C. A cost-optimized intermediate version for up to 190°C, as well as a high-end solution for up to 230°C, are both currently in development. “This way, we can ensure that our customers always get the most economical solution for their application,” Foik underlines. The same holds true for the oil supply line: in addition to a hose with a Teflon inner lining and a stainless steel jacket suitable for temperatures up to 180°C, ContiTech also supplies hoses for ambient temperatures up to 150°C and up to 190°C. Furthermore, a solution is currently being developed for temperatures up to 230°C. In addition, an inexpensive

Working closely with the end customer, ContiTech’s engineering team aims to provide the optimum solution when it comes to oil lubrication developments

solution without a hose – the rigid tubes – is also included in the modular system. A similar assortment is required for water supply and return, where radiated heat temperatures 135-200°C are reached in the re-heat phase. In addition to the supply lines for the turbocharger, ContiTech Fluid Technology provides car and commercial vehicle manufacture on a global level with the whole spectrum of charge air hoses and lines, which have to withstand everhigher pressures and temperatures. The heating/cooling/charge air segment develops and produces solutions that meet the most exacting performance requirements, while coping with tricky and tight clearances.

Technolo ContiTech Fluid .de ch ite nt W. ww w.co

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Re-creating the future It could be considered a little strange that there should be considerable challenges in bringing back to production an iconic engine for future generations to enjoy. The reverse engineering of the historically important Aero engine has provided many challenges in the manufacturing of engine castings in the 21st century, more than 60 years after the final engine was produced. Grainger & Worrall relied on innovative methods and investment in the latest tool-less technologies more so than in any project it has recently undertaken. “The normal day-to-day process of advising the customer on advanced design for manufacture considerations to incorporate within the product design is turned on its head and the onus falls on the tooling designer to obtain the best possible product,” explains Antony Middleton, senior project engineer of rapid prototyping and NPI. “There was not a single drawing from which to design tooling and all work was therefore based on data gained from on-site scanning by x-ray computed tomography. “Both the water jacket and side cores were produced directly from this data using our newly commissioned S-Print HHS Sand Printer and virtual simulation to optimize the design of tooled molds, which in turn has produced a high integrity cast product that is better than the original! “In addition to a quick turnaround, we were able to use the system to verify the relative positioning of the ports within the water jacket and feed this information back to the tooling team to refine the product design. The ability to print sand cores in-house has permitted iterative development of the product without the cost of multiple sets of tooling and while saving considerable time.”

rall Grainger & Wor st.co.uk W: ww w.gwca

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Flexible production-ready hardware Pi Innovo’s OpenECU line of controllers can accommodate a broad range of applications by superimposing multiple circuit designs on each pin of a production-ready ECU. This highly configurable set of circuits allows customization with simple component population changes. This flexibility is ideal for large OEMs or Tier 1s needing rapid prototypes of new control strategies suitable for vehicle testing. By superimposing multiple circuits in this way, Pi Innovo can keep development costs of new ECU designs down by making the hardware configurable. Pi Innovo also offers an application development environment with all of its ECUs that uses either C or Matlab Simulink. Pi Innovo engineering is available to support application development as required. With the company’s open architecture, the same strategies used during the prototype phase can be seamlessly ported to an optimized target based on the OpenECU family, or another optimized

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high volume ECU, minimizing development time and cost. For lower-volume applications where tooling up a new ECU is cost prohibitive, the same proven hardware used during the prototype phase can be used in production. Typically, the production version is cost-optimized by de-populating unused components from the design. Pi Innovo’s OpenECU is currently in production and has been used on a broad range of development programs, such as diesel and gasoline engines; aftertreatment control systems; fuel system control on LNG, LPG and CNG vehicles; supervisory control Pi Innovo sell@pi-innovo. for hybrid and electric E: Dwight.Han vehicles; chassis control; com and many more. ER ONLINE READ517 . ENQUIRY NO

Chemical thread-locking Chemical thread-locking and sealing has become an essential practise in modern component assembly technology. In particular, micro-encapsulated adhesives such as Precote are increasingly being used to replace outdated and expensive mechanical thread-locking devices and bottled anaerobic adhesives. There are many technical advantages to using micro-encapsulated Precote adhesives, such as maximum safety, reliable sealing, constant torque and preload values, as well as controlled assembly and disassembly, which gives maximum process control. Precote products can also save money by standardizing vital assembly characteristics. This is increasingly important for the recycling aspects of used car regulation, where the important factors are: no damage while assembling; no damage while operating; and no damage while dismantling. High-volume automatic production significantly lowers initial costs. There are no additional handling costs with Precote because the coated parts are handled in the same way as uncoated parts. The Precote product range of reactive and non-reactive coatings are well tested and approved in the car industry worldwide, where their selection and application helps meet a full range of different requirements. Pre-coated parts can be stored for up to four years before use. The Precote brand of thread-coating products are market leaders in essential areas such as quality, efficiency and range of application. Precote threadcoating is available through a worldwide network of coating partners, and omniTECHNIK in Munich has a reputation for offering fast, efficient and competent support to all customers.

omniTECHNIK nitechnik.com E: contact@om e.com W: ww w.precot

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MORE PRECISION Sensors & systems – innovative solutions for the measurement of  Displacement  Distance  Position  Dimension

www.micro-epsilon.com MICRO-EPSILON | 94496 Ortenburg / Germany Tel. +49 85 42/168-0 | info@micro-epsilon.com Engine Technology International.com // June 2013 // 99

Fritz von Opel, also known as ‘Rocket Fritz’, breaks the land speed record with his RAK2 on May 23, 1928 on the Berlin Avus race track with a speed of 238km/h

LAST WORD WORDS: ROY WORDS: JOHNREX THORNTON

r e t t e s d n Tre With Opel/Vauxhall having experienced 13 years of financial decline, many suspected that its relationship with the GM mothership in Detroit was going to come to an end at April’s press conference in Germany. On the contrary, the news out of Rüsselsheim took nearly everybody by surprise as the US automotive giant announced a huge US$5.2bn four-year investment in the beleaguered European car manufacturer. A large part of this will go into Opel’s 10-year strategy DRIVE!2020, supporting the production of 23 new models and 13 new powertrains through to 2016. Talk about a vote of confidence – especially when one considers Opel’s operating loss rose from US$700m in 2011 to US$1.8bn last year, and isn’t expected to improve until at least 2015, even with GM’s renewed commitment. Still, with both parties reiterating that Opel “has its parent company’s full support”, this timely cash injection can be viewed as the successful preservation of an illustrious history that goes beyond the pair’s 84-year partnership. In fact, last year, Opel celebrated its 150th anniversary. From humble beginnings in 1862 as a sewing machine, bicycle and then motorbike manufacturer, the company is today one of Europe’s biggest car makers, with a workforce of over 40,000 at plants and engineering centers in six European nations. And from presenting its first four-wheeler, the Opel Patent motorcar Lutzmann (with a modest 10/12ps

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The first car made in Rüsselsheim was the Opel Patent motorcar Lutzmann with a 10/12ps engine in 1902

“The 1920s perhaps best embody the trailblazing spirit of Opel that endures to this very day”

IC engine) in 1902, to launching in 2012 the electric Ampera, the world’s first mass-produced electric range-extender vehicle, Opel has prided itself on being an engine technology leader. The first signs of success arrived by 1906 when more than 1,000 Lutzmanns had rolled off the production line. By 1914, Opel was the largest car maker in Germany, establishing a reputation for producing popular and affordable models such as the 4/8 PS (Doktorwagen) and the 5/12 PS (Puppchen). However, the 1920s perhaps best embody the trailblazing spirit of Opel that endures to this day. In 1924 the company became the first German car maker to use an automated assembly line, while in 1928 Fritz von Opel’s rocket car broke the land speed record on the Berlin Avus race track, achieving an unimaginable speed of 238km/h. The second half of the 20th century saw more milestones realized, such as production of the GT and Commodore models in the 1960s; Georg von Opel’s record-breaking battery propulsion land speed attempt of 188km/h in 1971; and, by the 1980s, becoming the first German company to offer a complete fleet with catalytic convertors. The 1990s also proved fruitful, with debuts for the Astra, the Frontera and, in 1997, the Corsa, making Opel the first European OEM to offer an economical three-cylinder. With funding now available for new products that will feature state-of-the-art powertrain technologies, Opel’s next 100 years promise to be just as exciting as its first.

Now weâ&#x20AC;&#x2122;re cooking with gas.

All of our Natural Gas EGR Coolers are specifically designed for maximum durability at high temperatures. So no matter what demands you make on your engines, Natural Gas EGR Coolers from Senior Flexonics can take the heat. Only from a company completely dedicated to innovation. www.seniorflexonics.com

The powertrain. It’s what drives us. Powertrains are the heart of a vehicle, and vehicles enable economic progress, individual freedom and automotive passion. We are a global leader in powertrain technology, helping our customers improve fuel economy, reduce emissions and enhance durability in the world’s most popular form of vehicle propulsion: the internal combustion engine. We are more than a corporation, together we’re a group of skilled individuals passionate about powertrain technology and innovation. Our products are manufactured at single-digit micron tolerances and engineered to withstand the toughest conditions ever invented in today’s highly-loaded engines. We are the heart of powertrains past, present, and future. We’re Federal-Mogul. It’s powertrains that drive us.