Engine Technology International

IN SAFE HANDS
In an exclusive interview, Derek Crabb,

Volvos powertrain head, discusses VEA
architecture and future R&D plans
RELIGHT MY FIRE
HCCI is back on the development
agenda thanks to a new
engineering take from Hyundai
www.enginetechnologyinternational.com
FORMULA WON
An illustrative technical guide on the
radically downsized drivetrains that
will be powering this seasons F1 racers
March 2014
As an industry study concludes that next-generation
gasoline direct injection engines cause more air
pollution than modern day diesels, ETi asks if
time is running out for GDI technology?
END GAME
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In this issue...
WHATS NEW?
04. Detroit muscle
Billed as the most
track-capable Corvette
in history, GM has
supercharged its Gen5
small-block V8 to
ensure that the ZO6
racer is good for 633ps
and 861Nm of torque
08. Split personality
Based on BMWs
N57D30T1 straight-
six diesel, Alpina
engineers have
created the worlds
most powerful diesel
car and its not a
lightweight sportscar!
10. Engines on test
Two Jaguar Land
Rover V-powered
creations are taken
to task: the smooth
4.4-liter diesel in the
new Range Rover and
the screaming 5-liter
supercharged petrol
heart in the F-Type
12. Personality prole
Dr Aldo Ruotolo,
engineering staff
manager for diesel
engines, Opel/Vauxhall
CONTENTS
Engine Technology International.com // March 2014 // 01
IN SAFE HANDS
In an exclusive interview, Derek Crabb, Volvos powertrain head, discusses VEA architecture and future R&D plans
RELIGHT MY FIRE
HCCI is back on the development agenda thanks to a new engineering take from Hyundai
www.enginetechnologyinternational.com
FORMULA WON
A technical illustrative guide on the radically downsized drivetrains that will be powering this seasons F1 racers
March 2014
As an industry study concludes that next-generation
gasoline direct injection engines cause more air
pollution than modern day diesels, ETi asks if
times already running out for GDI technology?
END GAME
MARCH 2014
FEATURES
20. Renewed hope
Once regarded as
the panacea of the
IC engine, the HCCI
development trail
has, in recent times,
gone cold. Now, that
could be set to change,
thanks to a new
engineering twist from
engineers at Hyundai
26. Test bed
Engineering experts
around the world
discuss what the future
holds for emissions
testing as market
needs evolve and
legislation becomes
ever more stringent
34. Breath of
fresh air
Senior Flexonics
EGR cooler division
director, Michael
Murphy, discusses
upcoming technology
breakthroughs, as well
as market trends and
engineering challenges
42. RIP GDI?
A controversial new
study says that high-
tech GDI powertrains
cause more air pollution
than modern diesel
engines. ETi unravels
the evidence
COVER STORY
14. Johnson
16. Davis
72. Last word
REGULARS
10
04
42
26
The word wizards
Editor: Dean Slavnich
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Over the past three months, Ive spent quite a lot of time with
two car makers. Two very different organizations whose
paths until recently were somewhat entwined and seemed
to be leading each company down challenging and perhaps
even perilous routes, a point made even more pertinent given
Saabs plight under the ownership of GM. I am, of course,
referring to Jaguar Land Rover and Volvo, who until recently
were both owned by another Detroit mothership, Ford.
As the credit crunch of 2008 bit hard and then the global
recession kicked in, the consolidation that had taken place in
the industry in the late 1990s began to unravel. Daimler and
Chrysler led for divorce, GM and Fiat parted, and Mazda untied
itself from Ford. Sub-brands in the USA, like Oldsmobile and
Saturn, were put to bed, while other companies, such as MG
Rover in the UK, simply died. Smaller car makers that were the
subject of huge interest by bigger OEMs just a decade before
were put up for sale, and this included JLR and Volvo.
The former eventually found new owners in one of the
largest industrial groups in the world, Tata, while the latter
joined one of Chinas biggest OEMs, Geely. Its too simplistic
to say that neither has looked back since, but talking with
respective heads of engineering in Coventry and Gothenburg
of late, theres a real sense of renewed vigor, direction and
engineering purpose since the under new management
placard was hung up at both headquarters.
At JLR, I was one of only a few journalists to be treated to
a pre-Frankfurt Motor Show reveal of Jaguars C-X17 concept.
Vehicle line director Kevin Stride told me there are huge plans
for both British brands to expand in the next ve years. Much
of this growth will be underpinned by an all-new aluminum
monocoque architecture called IQAL, which will rst conceive
a mid-size C/D segment sedan in 2015.
IQAL will be modular and exible, and will focus heavily on
lightweight solutions, which isnt really a huge surprise given
JLRs engineering leadership when it comes to aluminum.
The architecture will also be rear-wheel drive, but with AWD
capability. The new sedan, meanwhile, will be the rst JLR
product to be equipped with all-new four-cylinder diesel and
petrol engines, enabling Jaguar to break the 100g/km of CO
2

barrier for the rst time. It will be the most efcient car in its
segment, promised Stride. And all this comes off the back
of new products in the Range Rover family that include
diesel-hybrid powertrains, as well as ongoing research
programs looking into plug-in hybrids and full electric models.
And I cant help but feel Volvo is on the same trajectory.
Having spent time with the car makers head of powertrain,
Derek Crabb (see page 38), theres so much on the go at the
Swedish OEM that it almost makes unbelievable reading: new,
state-of-the-art, downsized four-cylinder petrol and diesel
engines in the form of the VEA family, the latter of which
features revolutionary i-Art Denso injectors; research programs
looking into three- and two-cylinder IC designs; all-electric
vehicles, next-gen plug-in petrol- and diesel-hybrids, and
ywheel technology; and new models in just about every
segment to ensure growth. I cant help but be impressed.
Last word, then, has to go to Crabb, who told me, You
come into powertrain engineering when youre 16 or 17 years
old and you want to work on new stuff. Theres a lot of new
technology coming on board and whats unique to Volvo is
that were changing the company. We took a lot of Ford
powertrains and applications that werent always the most
exciting, and now were headed in a new direction. These are
really exciting times.
Dean Slavnich
EDITORS NOTE
02 // March 2014 // Engine Technology International.com
CONTENTS
36. Go your own way
Having had to make do
with Ford powertrains and
applications for so long,
Volvo, now owned by Geely,
has got itself an all-new
IC engine family that
includes downsized four-
cylinder diesel and petrol
offerings. But thats just
the start of things to come,
says Derek Crabb, the
Swedish car makers head of
powertrain
48. Race against time
Early, pre-season testing
has seen all the F1
manufacturers struggle
with new rules and engines.
ETi brings you a technical
illustrative guide to the
technology powering this
years racing cars
54. Gomecsys
56. Federal-Mogul
58. Micro-Epsilon
60. Lubrizol
61. AVL
62. Critt M2A
63. Solvay Specialty Polymers
64. Hidria
65. ContiTech
66. Busch Clean Air
67. Dana
68. Industrie Saleri Italo
69. Schaefer
70. Indo-MIM
71. Products & Services
in brief
PRODUCTS & SERVICES
56
54
68
Brake systems
Hydraulic chassis systems
Fuel Systems
Air-conditioning

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GMs Gen5 small-block V8 gains a super-compact supercharger
and an all-new 8-speed automatic to handle the resulting
increased power surges of 633ps and 861Nm of torque.
European and Japanese racers have been warned!
All
charged
up
WHATS NEW? CORVETTE Z06
GMs Gen5 small-block V8 gains a super-compact supercharger
and an all-new 8-speed automatic to handle the resulting
increased power surges of 633ps and 861Nm of torque.
European and Japanese racers have been warned!
GM engineers have increased LT4 fuel
efciency by leveraging the same trio
of advanced technologies on the
Corvette Stingray powertrain: direct
injection, active fuel management
and continuously variable valve timing
B
illed as the most track-capable
Corvette ever, the 2015 Z06 model
unveiled at the recent North
American International Auto Show
is powered by a supercharged LT4
small-block V8 and an all-new 8-speed
automatic transmission to take the ght to
more exotic supercar nameplates.
GM Powertrain has now been working on
the Gen5 family of engines for nearly ve
years and from the start of this journey, the
design took account of the structure required
to handle the Z06s 633ps power output and
861Nm of torque, according to Jordan Lee,
global chief engineer for small-block V8
engines and program manager for LT4.
That means that the new motor shares
much of its componentry with the standard
Stingrays LT1 (as exclusively revealed in the
January 2013 issue of ETi), including its
6.2-liter capacity, but there are some
important engineering differences.
The most obvious is the addition of a
supercharger. The all-new, purpose-built
design is remarkably compact in order to
keep the overall engine height low as low as
the LT1 in fact. A joint development between
GM and Eaton, the new, more efcient blower
is up to 85mm lower than the unit tted to
the LS9 engine in the old Corvette ZR1, and
9kg lighter. The rotors are smaller so the
displacement is smaller too; one revolution of
the LS9 supercharger was equal to 2.3 liters
of air displacement, but for LT4 its 1.74.
We spin the supercharger faster to get
the same amount of air throughput, Lee
explains. Theres no fuel consumption
penalty from spinning it faster; the friction
drag has to do with how much air youre
moving, so the drag is pretty much the same.
Yet such a technical change has meant that
the compression ratio drops from 11.5:1 on
the LT1, to 10:1 for the supercharged LT4.
A lot of boosted engines with direct-
injection seem to converge on the same gure
The LT4 engine shares its
GM-made E92 ECU with
the LT1, but naturally gets
its own software maps
Hardware store
Naturally there are some hardware changes within the
engine to take account of the extra loads being placed
upon it. A higher-strength steel alloy is used for the
crankshaft. The connecting rods are different too, being
machined to remove mass, and the conrod pins are
DLC-coated for better durability at higher temperatures.
The rods are still made from high-strength steel
(powdered metal forgings); the supercharged LS9s Pankl
titanium items werent required on this engine.
Titanium is used for the Delwest-supplied intake valves,
however, to reduce valvetrain mass and to help sustain
higher rpms the LT4 revs to 6,600rpm like the LT1,
though according to Lee the power doesnt drop off as
noticeably above 6,000rpm, so the shift speeds are likely
to be set higher than the LT1.
Mahle remains the piston supplier but the LT4s higher
cylinder pressures demand the use of a forged piston
instead of the LT1s cast piston and the top ring is PVD
coated. The cylinder head is from a different alloy 356-
T6 (in place of 319-T7) and the Rotocast process is said
to result in better material properties. The exhaust
manifolds are the same conguration as the LT1, but cast
stainless steel replaces cast iron to handle the heat loading
from the extra throughput. That heat loading also
demands a larger oil cooler, but all other principal engine
components remain unchanged, as is the ring order of
1-8-7-2-6-5-4-3.
We havent nalized the engine mass yet but its a little
heavier than the 220kg LT1, probably around 240kg,
estimates Lee. The supercharger adds signicant mass
and the steel fuel pump is pretty heavy as well to handle
the fuel pressures up to 2,000psi/20MPa.
Lee says that durability testing (at the time of writing)
of the new unit is ongoing. When an engine makes that
much power and torque, it takes a lot of work to meet the
durability requirements, he acknowledges.
Weve made modications to the crankshaft in certain
areas where we saw some weaknesses. The bearings have
proved very robust weve had no issues there likewise
the valvetrain. The only other thing weve been developing
continuously is the accessory drive. We get some
torsionals in the accessory drive and it has been hard on
some of the brackets, but weve strengthened those and
are in the next phase of testing; we think those issues are
behind us as well.
A large 1.7-liter Eaton
R1740 TVS supercharger
force-feeds the engine and
spins at up to 20,000rpm,
incorporating a shorter
rotor design that allows
the boost to arrive quicker
WATCH OUT PDK
GMs brand new 8-speed automatic transmission the Hydra-Matic 8L90 (M5U)
was designed from the outset for the Z06 application. That meant handling 861Nm of
torque in a package small and light enough for such a high-performance vehicle. Its
the rst time that Chevrolet has offered an automatic option (theres also a 7-speed
manual) on a range-topping Corvette in modern times.
The transmission is made up of four separate gearsets and ve clutches, explains
Bill Goodrich, assistant chief engineer, 8-speed RWD transmissions. A key feature is
that in every gear state we have three of the ve clutches applied; with only two open,
you minimize the drag and spin losses you get from an open clutch pack.
The development team made extensive use of FEA to optimize for mass. Where
we have low-stress areas on parts, weve cast, stamped or machined holes in them
to remove unnecessary mass, while maintaining strength in the critical areas, adds
Goodrich. We were able to achieve a product that ts in the same envelope as the
current 6-speed auto but that is 3.5kg lighter (about 95kg overall).
Smart material choices also help keep the mass down. In a rst for GM, the gearset
carrier is made of aluminum, despite the high load requirements, while the clutch
piston housing is made from magnesium, as is the cover plate for the control system.
Meanwhile, the clutch housing is made from aluminum but with a steel insert for the
high-stress area where the shafts are connected.
The other main development focus for the 8L90 was on reducing shift times. The
team benchmarked the Porsche 911s PDK transmission and claims to have matched
or beaten its shift speeds through a combination of hardware and software design.
This included replacing the previous variable bleed solenoids with more responsive
variable force solenoids and relocating the pump from the crank centerline to a new,
chain-driven location down in the heart of the control system. In terms of electronics,
a dedicated, all-new Hitachi T87 ECU offers packaging exibility and all-new GM
control software for rapid paddle-shifts on demand.
of 10:1, and ours is no different, adds Lee.
It seems to be a good balance, a high
compression ratio, taking advantage of the
cooling of the direct-injection fuel system and
still not worrying too much about knock
sensitivity or detonation.
One of the things to counteract the knock
sensitivity is that the intercoolers in the
supercharger have a unique new clamshell
technology. Turbulators inside the cooling
tubes improve the heat rejection to the ns,
meaning that the actual intercooler brick is
23% smaller than the old LS9 one, but the
heat rejection efciency is 10% greater. That
means we can now drop the temperature of
the inlet air by up to 65C across the
intercooler brick.
In creating the worlds fastest diesel production car, Alpina engineers
radically improved one of the best diesel powertrains on the market
If one were to quote a 0-100km/h sprint time of
4.6 seconds, youd automatically assume up for
discussion is a lightweight, two-seater sportscar
thats been carefully crafted with just one thing
in mind: high performance. And perhaps the last
thing you would think of is a compact diesel sedan
weighing the best part of 1,600kg thats capable
of carrying ve people and their luggage for a
skiing trip to the Alps. But the latter is exactly
what the clever engineers at Alpina have done.
Welcome, then, the D3 Bi-Turbo, the worlds
fastest diesel production car, with 700Nm torque,
350ps power, a top speed of 278km/h (173mph)
and that superquick, supercar-like acceleration
of sub-ve seconds. And making such power
number-crunching even more impressive is the
fact that Alpinas newest BMW spin-off is rated at
a highly impressive 5.3 l/100km (53.2mpg) for
fuel economy and emits just 139g/km of CO2.
Completed in just one year, thanks to the
fact that the engine had largely already been
developed for Alpinas XD3 model, every aspect
of the D3 Bi-Turbo and powertrain were analyzed
and rened to optimize performance, comfort and
style, says Andreas Bovensiepen, Alpina CEO.
The engines roots come from BMWs 3-liter
aluminum straight-six diesel base, but in order for
the D3 Bi-Turbo to meet its development goals,
numerous modications have had to be made to
the powertrain including incorporating the latest
generation of common rail direct injection and
a two-stage turbocharger with variable turbine
geometry. On the Alpina P1/1 diesel, the chargers
are fed from larger ducts with optimized radii,
enabling the engine to breathe more freely by
reducing induction air losses by 30% over the
standard design. A bespoke induction system
plays a central role in supporting the increased
power output of the P1/1 as well as improving
throttle responses. Meanwhile, the addition of
Alpinas ECU software allows full advantage to be
taken of the better fuel / air ow and cooling.
Our engineers have further exploited the
potential of this engine and in particular reduced
pressure losses by optimizing the intake paths,
explains Bovensiepen. We also achieved
effective de-throttling of the intake paths from the
air intake to the air lter body, which results
in more power and a more responsive engine.
In total, some 50 Alpina engineers worked
on the D3 Bi-Turbo project, while a variety of
suppliers, including Bosch and Mahle, AKG,
Akrapovic and BMW Steyr, supported Alpinas
engine development efforts.
Cold comfort
Bovensiepen says that a high-tech cooling
management system is of central importance in
the D3 Bi-Turbo. As such, the setup includes an
intercooler thats 20% larger with ow-optimized
aluminum ducting that serves to increase the
density of the fuel/air mixture to further better
performance. A stronger radiator (850W instead
of 600W) in the engine cooling circuit is
placed behind the bespoke front spoiler,
which directs air to the main cooling
package . Control is provided
by a dedicated thermal
Alter ego
Despite various subsystem upgrades, the P1/1
Alpina engine (above and below) weighs the same
as the N57D30T1 BMW diesel on which it is based
VITAL STATISTICS
Cylinders: Six
Displacement: 2,993cc
Bore x stroke: 84mm x 90mm
Compression ratio: 16.5:1
Power: 350ps at 4,000rpm
Torque: 700Nm from 1,500rpm
to 3,000rpm
Emissions: 139g/km of CO2
systems control unit that uses information from
the vehicles databus to optimize powertrain
temperature and reduce parasitic loading on the
engine by momentarily switching off the fan when
maximum acceleration is required.
During development, Bovensiepens team
also paid special attention to the hot side of
the diesel, with the use of a bespoke, free-ow
exhaust manifold produced from the super-strong
material (austenitic cast iron) D5S, which allows
the maximum exhaust temperature associated
with the high power output to be increased by
50C. The 13.6kg quad-outlet exhaust system,
developed with Akrapovic, has been designed
specically for gas ow as well as for acoustic
characteristics.
As with nearly every other aspect of the D3
Bi-Turbo, the ZF eight-speed transmission has
also been modied to suit Alpinas specic
needs. In fact, Bovensiepen says that as much
as 20% of the gearbox system is adjusted for the
very high torque of BMW Alpina automobiles,
including recalibrated software to provide smooth
gear changes with no noticeable interruption to
power delivery.
WHATS NEW? BMW ALPINA D3 BI-TURBO
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ENGINES ON TEST
The thing about the F-Type is that its drive is as good as its looks.
We all know how design chief Ian Callum has been lauded for the
styling of Jaguars new baby, but underneath all that gorgeous
exterior is high-end technology that makes this two-seater,
front-engined, rear-wheel driving convertible a proper sportscar
and pushes established rival models all the way. In straight lines,
tight countryside corners and dynamic weaving roads, the F-Type
handles superbly, with the V8 models electronic limited-slip
differential maximizing traction and minimizing wheelspin. Engage
dynamic driving mode, and Jaguars sub-1,600kg Porsche racer
nds an even higher level of being, with sharpened throttle
response, increased steering weight and gearshifts from the ZF
8-speed transmission being made even faster and higher up the rev
range, all culminating in a greater level of slip. But for us, the star of
the show the glue that fuses together the F-Types stunning looks
with its sportscar driving qualities is the wonderful, third-
generation JLR V8 supercharged engine. Probably the best sounding
powertrain weve had the fortune to drive in recent times thanks
mainly to sublime active exhaust tuning the 5,000cc heart serves
up 495ps and 625Nm of torque, resulting in a 0-100km/h sprint
of 4.2 seconds. Much of the V8s seamless power comes from its
Eaton Roots-type twin vortex charger, the boost control of which is
managed by Bosch software. And on those rare occasions when we
did refrain from pressing the accelerator pedal hard to unleash all
that supercharged power and the deeply satisfying growl of the V8,
we even managed fuel economy of 12.2 liters/100km (23mpg)!
Jaguar F-Type 5-liter V8
We expected much from the all-new Range Rover. Partly because
this fourth-generation development had been launched by JLR with
great condence This is the most rened, most capable Range
Rover ever, they said but also because the new model has further
ascended the automotive hierarchy, now competing against
ultra-luxury creations from the likes of Bentley, Maserati and even
Rolls-Royce. So, lets make things clear from the start: on almost
every level this British-designed and -built SUV, code-named L405,
did not disappoint. Why? Because it is teeming with cutting-edge
technologies that make a difference. Thanks to JLRs aluminum-
based R&D philosophy, the new Range Rover with its all-
aluminum monocoque body and structure is 39% lighter than the
outgoing model with its steel body. In the real world that means
420kg being shaved off, and that sense of the new Range Rover not
being a heavy, lumbering, oversized 4x4 conveys itself nicely when
one is behind the wheel. It is a surprisingly agile and nimble drive,
meaning it can compete with luxury sedans. In fact, having done a
lot of miles in the new Range Rover in a combination of motorway
driving and London-based inner-city commuting we can report
that this JLR development actually fuels condence behind the
wheel, which is no easy engineering task when creating a vehicle
that weighs in excess of 2,000kg. Our L405 came with the SDV8,
which embodies the vehicle it powers: smooth, rened and highly
impressive, offering 339ps and 700Nm of torque that takes it from
0-100km/h in 5.1 seconds. A combination of urban and motorway
driving delivered fuel economy topping 8.8 liters/100km (32mpg).
Land Rover Range Rover 4.4-liter V8
Cylinders: Eight Cubic capacity: 4,367cc
Bore/stroke: 84mm x 98.5mm Compression ratio: 16.1:1
Power output: 339ps Torque output: 700Nm
Best of British
Cylinders: Eight Cubic capacity: 5,000cc
Bore/stroke: 92.5mm x 93mm Compression ratio: 9.5:1
Power output: 495ps Torque output: 625Nm
RANGE ROVER KEY MOMENTS
1966: Work begins on the rst Range Rover
prototype, known as the 100-inch station wagon
1970: The original
two-door Range Rover
goes on sale
1981: The rst
four-door Range Rover
hits the market
1982: Automatic transmission becomes available
1983: A 5-speed manual is introduced
1989: Range Rover becomes the rst SUV to be tted
with ABS antilock brakes
1992: Range Rover becomes the rst SUV to be tted
with electronic traction control
1994: Second-generation
(P38a) Range Rover goes
on sale
2001: Third-generation
(L3222) Range Rover is
launched
2005: A second model line Range Rover Sport
is realized
2006: Land Rover Terrain Response technology
and a TDV8 diesel are introduced into the Range
Rover line-up
2009: A 5-liter supercharged engine is made
available
2010: A ZF 8-speed automatic is integrated into
the product line
2011: Range Rover
Evoque enters
production
2012: All-new Range Rover (L405) is revealed
PERSONALITY PROFILE
What career did you want when you were
growing up, and what was your rst job?
Growing up, I was always interested in cars.
Im Italian, so of course you think about Ferrari
and Formula 1 and thats what made me want
to work in an environment like I do today.
What was your career path to the position
you currently hold?
My career has been very particular for an
Italian engineer. After I graduated, I got my
PhD at the University of Torino in 1993. Shortly
after, I won a competition to become an
assistant professor in the aerospace
department, where I stayed until 2003. After
that, I joined the company that was part of the
joint venture between GM and Fiat. Then, in
2005, I moved to GM to work in the powertrain
department. Since then, I have taken different
roles and been responsible for various activities
at GM within powertrain development.
What are the best and worst elements
of your job?
As a manager, what I like most is dealing with
technical data and working with people.
What Ive realized is that developing a new
product like the 1.6 CDTI year after year is
extremely challenging, because you cant
design a new product that is best-in-class
in only one area; you have to make
improvements in so many different directions.
Its not like going to the moon, but to have
a product that is affordable and attractive
to the customer is very challenging.
What car do you currently drive?
I drive a 2-liter 167ps Insignia, which I like a lot.
I remember being very impressed in 2010 at
Millbrook with this very model. At the time, I
was running the dyno group and a tester drove
us around the track. He did some unbelievable
driving with the car, even though it was a
normal production vehicle exactly like the
one I have. I was so impressed that when I got
home I started driving in a more dynamic way
because I realized that this vehicle could do a
lot of things I never knew it was capable of!
What would your dream engine specication
be for todays eco-friendly world?
The targets we set for the 1.6 CDTI are actually
Job title: Engineering staff manager,
diesel engines
Company: Opel/Vauxhall
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PERSONALITY PROFILE
Every time there is a new engine by BMW, it is always very interesting.
When BMW arrived with its 2-liter biturbo engine in 2007, it was a good
achievement. We have used it as a benchmark with our own engines
very appropriate. We have best-in-class from
a power density perspective, best-in-class
from a noise perspective, and extremely low
friction. Part of the dream, for something that
is real and makes a lot of sense, is to have an
engine thats very quiet, very torquey, with
low fuel consumption and emissions.
Emissions legislation aside, what would be
your dream engine specication?
A high torque engine at low rpm something
like a diesel with very nice behavior. And Id
like it to be combined with low fuel
consumption and low NVH. Thats just one
example, and one that I would want for my
family car. However, if you ask me about my
fantasy car, then Id opt for something a little
different still high torque and low rpm, but
with a very dynamic and sporty sound, which
is typically achieved with a gasoline engine.
In your opinion, what is the greatest engine
that has ever been produced?
That is a good question, and in this case,
because of the dream engine I described
earlier, I would have to say the Cosworth
engine that was used in Formula 1 around 20
years ago. This was an engine that, when it
was designed, beat everyone. At that
particular time there was nothing else that
could match it.
Which OEMs do you have an engineering
respect for in terms of engine development?
I like VW, but in particular I like BMW. Every
time there is a new engine by BMW, it is
always very interesting. When BMW arrived
with its 2-liter biturbo engine in 2007, it was a
good achievement. We have used it as a
benchmark with our own engines, to compare
targets and behavior.
What could legislators do to make your
working life easier?
I dont think its a matter of changing
legislation to make life easier. I think that
legislation has to be dened for everyone to
have a better life. If we removed all these
emissions standards upgrades, my life would
be much easier, but, at the same time, I think
we need them. Im happy that there are all
these increases and improvements.
In your opinion, what will be powering
a typical family sedan in the year 2030?
I really believe there will be more electric
support to the IC engine. I dont know if it will
only be electric thats probably too
challenging but I think this is the direction.
I have a really hard time believing that an
engine will be all- electric you need emotion,
which comes from performance and sound.
cooling under control
COOLING SYSTEMS FROM CONCEPT TO MASS PRODUCTION
energy saving
low emissions
low consumption
MANUFACTURER SINCE 1942
INDUSTRIE SALERI ITALO S.p.A.
LUMEZZANE/BRESCIA/ITALY
info@saleri.com / www.saleri.com
Partner of top
automotive manufacturer
to provide the best
solutions for powertrain
temperature management
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OPINION
caption if neded here? caption if neded here?
caption if neded here?
Hiring the wrong person can result in your
company taking a dramatic turn for the worse
Good people are hard to nd. Indeed, in my
day-to-day role here as managing director of UKIP
Media & Events, publisher of this and 29 other magazine
titles plus organizer of exhibitions around the world,
including of course Engine Expo, I spend 99.9% of my
time managing others mistakes and poor choices.
Now before you think that Im an arrogant so-and-so,
proclaiming to be fault-free, Im the rst to say that its easy
to spot the errors of others from a distance. The man at
the coalface can, by physical denition, see only the small
section he is working on, but the man standing 20m back
can see the full picture a lesson I learned long ago
through racing. After all, when watching trackside, I can
drive a second per lap faster than anybody else, but the
reality is that I may well be a second
slower, making the same mistakes
when on the track myself. There are,
however, some folk in my position
or any kind of managerial role that
are not bold enough, are blinkered,
or are too inept to spot errors before
a product is nalized. And its these
people that are to blame for
unacceptable delays, poor quality or
performance inefciencies. So, how
do you spot such people before you
employ or promote them?
I once experienced a wonderful example of the wrong
man being employed in a position of authority at a now
defunct car manufacturer. The company in question had
a history of making fun-to-drive vehicles, but it had lost its
way for some 10 years. Realizing
they needed to inject some life
back into their cars helm and
boots, the board looked for
a man who could lead the
dynamics department
back to glory. They
had found they
boasted proudly
before we journalists had the chance to drive their new car
a man who worked at a German car company famed for
its dynamic, fun products. Well, after we all drove the car in
question, we decided that theyd actually found a guy who
the German OEM was willing to let go!
As a result, I have yet to let a talented, determined
member of our team here leave our employment and
I hope I never do. The above example also shows why
I dont pay much attention to rsums
when Im recruiting. I remember
discovering the CV of a chap who
worked here, which hed accidentally
left on a printer. Its content and claims
were spectacular and anyone on this
basis would have employed him had
the facts on his rsum been true! Yes,
hed worked on the exhibition he said
hed worked on, and yes, the exhibition
had seen revenue and visitor numbers
increase dramatically every year, but to
suggest the success of the event was
because of his efforts was absolute fantasy. Somewhat
unsurprisingly, we parted company soon after.
On the subject of fantasy, I have learned over the past
20 years that many people dont know their own limitations.
Im referencing the determined but delusional character.
He or she may work more hours than others and they are
always busy, but they dont actually physically produce
much. Yet if you ask him or her how its going, youll be
told how marvelous everything is and that all is in hand.
Its typically the same person who blames everyone but
themselves for the inevitable errors.
My advice to you is: if you spot any of the above traits in
a potential candidate, run run as far away as possible!
Theyd actually
found a guy
who the German
OEM was
willing to let go!
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PLUS the International Engine of the
Year Awards presented LIVE!
The European expo of specialist engine technologies,
materials, coatings and engine concepts
Engine Expo will provide the industry with an ideal platform to
meet the worlds 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.
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PUT THE DATES IN
YOUR DIARY NOW
!
OPINION
Volvos four-cylinder Drive-E architecture has
put the OEM on solid ground for the next decade
There are times when you look around and suddenly
nd yourself in a more intimate relationship than you
actually imagined possible or necessary. And such it is with
Volvos new Drive-E powertrain plan and my good self. Like
strangers on a train in the night, were getting pretty tight.
The windows in the cabin arent steaming up or anything,
but you get my drift.
With a quiet mega-infusion of US$11bn (a strange
quietness that perhaps only Swedish and Chinese
industrialists can pull off) from majority stakeholder Zhejiang
Geely Holding Group, Volvo seems to be on a solid new
path to technological independence from its legacy Ford
Premier Automotive Group ties of yore. To me, the era of
when the Blue Oval was going to rule the premium car world
now seems light years away.
Remember how pleased we all were
with the Volvo-spec and Yamaha-built
B8444S 4.4-liter V8 engine that was
shipped to and nished off at the Volvo
plant in Skvde? Toast. The Ford
legacy in-line T5 and T6 motors? Burnt
toast or at least they will be very soon.
Like VW Group has wisely done with
its modied 2-liter gasoline and diesel
in-line-four families in conjunction with
the MQB transverse modular
architecture, Volvo is
doing the same comprehensive overhaul
with a range of Drive-E 2-liter gasoline
and diesel motors to be mounted in the
all-new Scalable Product Architecture
(SPA). But Volvo is going even further
because it can do so seeing as its
product line-up is nowhere near as
complex as that within VW Group.
The result will be that every single
Volvo product by late 2016 will
ride on SPA underpinnings and be
powered by some calibration of
2-liter in-line-four Drive-E engines.
This is such ecstatically good news for the suffering
Swedes on so many levels. I have a sneaking suspicion that
the Swedish government and public are now feeling quite
sheepish when they think back on their zeal to destroy the
Swedish motoring industry during the heart of the global
great recession. They were cock-sure about just letting
both Saab and Volvo Cars slide into the bottomless sea.
This is why I have inadvertently become quite close with
SPA and Drive-E within Volvo; I love
great decision making exactly when
this is all that can save a situation.
Talking with Volvos intensely
clearheaded R&D engine guru Derek
Crabb, one feels the new moxie in the
Gothenburg air. This strategy looks
down the road a good 10 years or
more when mark my little words,
folks every single major automotive
company will be under pressure to
execute exactly what both VW Group
and Volvo-Geely have pulled off.
What about limiting bigger models to this 2-liter strategy?
Wont the popular XC90 SUV and great-sedan-still-in-
search-of-an-audience S80 suffer when compared on
paper with certain German and Japanese competitors still
hauling around macho sixes and eights? Well, the current
top-rated Drive-E T6 gasoline motor hits 306ps and 400Nm
thanks to a twincharger setup Eaton supercharger and
23.2psi BorgWarner turbocharger. And the modular systems
are already prepared to seamlessly incorporate variously
power-rated electric motors and lithium-ion battery sets.
Those obsessed with engine cylinder capacity would be
wise to hoard now because the sixes and eights are
vanishing like glaciers into the Baltic.
I love great decision
making exactly
when this is
all that can save
the situation
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Taking place on the second day of Engine Expo,
the highly acclaimed International Engine of the
Year Awards have become some of the most
sought-after accolades in the industry, with the
winners often using the logo as a centrepiece
of their advertising campaigns. The ceremony
attracts the most senior engine designers,
executives and journalists from all over the world.
www.ukipme.com/engineoftheyear
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SEE the International Engine
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LIVE on 25 June 2014!
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EUROPES M
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TRADE FAIR FOR POW
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PRODUCTION, COM
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PLUS the International Engine of the
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CONTACT
Tim Sandford, UKIP Media & Events, Abinger House,
Church Street, Dorking, Surrey, RH4 1DF, UK
Tel: +44 1306 743744 tim.sandford@ukipme.com
REGISTER ONLINE AT:
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COMPRESSION IGNITION
Hyundais new prototype engine takes the homogeneous charge compression
ignition concept to the next level. But can the Korean car maker succeed where others
have failed and realize a production-ready gasoline powertrain that mimics a diesel?
WORDS: JIM McCRAW
One step
E
fforts to develop a gasoline engine that is cheaper
and cleaner yet as efcient as a diesel have been
ongoing for several years now. Working on
homogeneous charge compression ignition
(HCCI) technology, a form of internal combustion
in which well-mixed fuel and oxidizer (typically air) are
compressed to the point of autoignition, General Motors,
Volkswagen and Mercedes-Benz have all tried and failed
to bring the concept to market.
And following a heightened period of HCCI-focused
R&D activity by the aforementioned OEMs between 2007
and 2009, the trail went cold. Until now. In November
2013, Hyundai revealed a production-style gasoline direct
injection compression ignition engine thats code-named
GDCI, which takes a new and different approach to HCCI
technology to achieve the same end goal.
The engine is a US Department of Energy-funded
energy independence project Hyundai is sharing with
Delphi as the lead partner. Led by Nayan Engineer (yes,
thats his real surname), manager of engine design, test
and development for Hyundai, and his team, the goal was
to build a practical four-cylinder IC unit using 87-octane
regular gasoline that could be installed in a vehicle, not
just a single-cylinder lab prototype. Thus, it is only 1.8
liters in displacement, measuring 82mm across the
cylinder bore and 85.2mm in crankshaft stroke.
The payoff after all the hard engineering work and a
great deal of testing is that, installed in a 2009 Hyundai
Sonata and featuring an automatic transmission with
fewer forward speeds than current transmissions (because
the torque curve will tolerate fewer speeds), the GDCI
engines fuel economy is an astounding 25% better than
that of Hyundais mass-produced MPI gasoline engine.
A diferent tack
Having noted the then-pioneering work of General Motors
on its HCCI engine (a modied 2.2-liter Family II design
installed in an Opel Vectra and Saturn Aura), Volkswagen
on its combined combustion system (CCS) and gasoline
compression ignition (GCI) breakthrough, and Mercedes-
Benz on its DiesOtto powertrain, Engineers team took a
different engineering approach and designed a compact
1.8-liter IC unit featuring both a supercharger and a
turbocharger. The former is a clutched Eaton TVS R410
supercharger thats placed on the intake side for low-rpm
boost, with cut-off at around 2,500rpm. The latter charger
is a BorgWarner product that sits on the exhaust side for
high-rpm boost. The turbocharger is a variable-geometry
design that enables creation of backpressure and internal
EGR when required. Independently, the mechanical
booster and the exhaust turbine can each produce
2.5 bar maximum boost.
beyond
bar
temperature
compression
14.85:1
spark
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Such a setup also allows for the supercharger
to be programmed to work in compound
fashion with the turbo if necessary. The
Hyundai prototype is packaged with a very
large production-style intake charge air
cooler, an alternator and an air-conditioning
compressor, as well as a compact front-end
accessory drive system that uses a very
efcient belt and pulley principle to cut
parasitic losses from the supercharger.
Engineer says that although GMs HCCI
development is a low-emissions engine with
a very efcient low-temperature combustion,
it is very difcult to control across the whole
spectrum of speed and load, and is a design
that depends on conventional spark ignition
to take over when required. In comparison,
the Hyundais GDCI creation has no need for
spark plugs which is perhaps the biggest
difference between this design and previous
HCCI efforts because it does not use
big-bang combustion.
Were injecting late, and were using
gasoline because it has autoignition
tolerance, explains Engineer. As the fuel
injects under this high compression ratio
[14.85:1], we have high temperatures in the
ALL QUIET ON THE WESTERN FRONT
Quite why HCCI has failed
to take off could be due
to the rapid pace in which
cheaper, simpler and more
efficient technologies that
perform similar functions
are being developed.
Dr Richard Osborne,
chief engineer for gasoline
engines at Ricardo, says
the consultancy spent four
years (bet ween 2000 and
2004) researching HCCI,
only to conclude that the
things needed to enable
it, such as complicated
valvetrains and complex
control s systems, can
potentially be applied in
other ways, while getting a
similar level of benefit.
Osborne admit s that
the technology does
offer attractive emissions
benefit s NOx output
can be 99% lower than
a conventional spark
ignition concept, he says
but the Ricardo chief
engineer is unsure as to
how well HCCI fit s with the
overall needs of gasoline
engines. One of the
biggest drivers for gasoline
engine development is fuel
economy, and HCCI will
certainly help that, but not
much more than stratified
charge, lean burn engines.
Likewise, David Blundell,
principle engineer of
powertrain development at
Lotus Engineering, thinks
the pros of HCCI may
not out weigh the cons.
I believe an insufficient
operating region combined
with worse than expected
fuel economy and emissions
result s have caused a
cooling off. While the
operating range can be
extended with complex fuel
injection and valvetrains,
the benefit s versus cost,
complication and durability
are hard to justify.
And while GM, VW and
Daimler may well have
put their respective HCCI
concept s on the shelf
indefinitely, these supposed
disadvantages havent
stopped other OEMs from
trying to progress the
technology further.
If you look at what Mazda
is doing with SkyActiv, its
classic Mazda in that they
like to do things slightly
differently from everyone
el se, says Osborne.
Its almost quirky, and
HCCI kind of fit s into that
narrative for them.
cylinders and a lot of EGR. So we are delaying the
combustion and controlling the burn very effectively
compared with homogeneous [charge compression
ignition], which goes off in one big bang. We call it partially
premixed compression ignition. The Hyundai powertrain
man says the engine uses Delphis multiple late injection
technology to inject a small initial shot of fuel before top
dead center, and the main shots after top dead center so
that heat release takes place much later than in a diesel.
Another element of the design that makes it work is
rebreathing. The engine uses a Delphi electric cam timing
system with brushless DC motors that is much faster and
more accurate than oil-driven camshaft phasers, has a
much higher degree of authority, and gets around the
parasitic losses of oil-driven cam phasers.
We have high temperatures in the cylinders
and a lot of EGR. So we are delaying the
combustion and controlling the burn very
effectively compared with homogeneous
Nayan Engineer, manager for engine design, test and development, Hyundai
1. One of the biggest
differences between
Hyundais GDCI concept
and previous HCCI designs
is the lack of spark plugs
2. GDCI benets from
electronic cam phasers
1
2
The Hyundai engine also features a cam-in-cam
design that bumps the exhaust valve open a second
time during the intake stroke so that whatever exhaust
is residing in the exhaust port is sucked into the chamber
to add rich, unburned hydrocarbons. This helps us get,
on the next compression stroke, very high temperatures
that enable autoignition to occur, outlines Engineer.
He adds that the prototype design uses much lower
injection pressures than modern diesels (about 500 bar
rather than 2,800 bar or more) because gasoline vaporizes
much more quickly than diesel fuel.
To withstand the enormous cylinder pressures present
with a high-compression supercharged design, the GDCI
unit uses very hefty steel Mahle pistons with a peak in
the crown; they are made of a proprietary alloy for this
specic high-boost, high-compression application.
Cost versus performance
Engineer says that the extra costs involved in
such an engine for mass production, with a
supercharger, turbocharger, water-based
charge air cooler and other expensive
components and subsystems such as the
electric cam phasers and control electronics,
are offset by the engines performance.
If you compare it to a state-of-the-art
diesel engine, you have to spend a lot
of money on expensive emissions
equipment, essentially a little chemical
factory that you have to put downstream
of the engine. In our engine, emissions
are extremely low. What you need is a
three-way catalyst and an oxy catalyst. This
is required because with any low-temperature
combustion system you need to oxidize the
HCs and the COs, so we have a small,
close-coupled oxy catalyst.
At this point, we do not foresee the need
for an LNT NOx reduction system. So, if you
take the emissions system out, its a big cost
saving. Diesel injection pumps and injectors
are also very expensive; our gasoline injectors
are about the same cost as conventional GDI
injectors. Ours are unique injectors, but
theres nothing unusual about the spray
pattern and hole size. We might even be able
to use camshaft e-phasers on the exhaust side
only where we need the rebreathing. The steel
pistons would be expensive, but so are modern
aluminum alloy pistons with their cooling
sprays and cooling jackets around the ring
lands. So, we think we will be right in the
middle: more expensive than a gasoline GDI
engine, but less expensive than a diesel.
VITAL
STATISTICS
Hyundai GDCI
Compression ratio: 14.85:1
Bore: 82mm
Stroke: 85.2mm
CO2 emissions: 20-25% (estimated)
improvement over the MPI engine
Fuel saving: 25% improvement
over the MPI engine
At this point, we do not foresee
the need for an LNT NOx reduction
system. So, if you take the emissions
system out, its a big cost saving
Nayan Engineer, manager for engine design, test and development, Hyundai
1. In terms of development costs,
Hyundai says GDCI takes the middle
ground: more expensive than GDI
engines but cheaper than diesels
2. Schematic of the combustion
chamber and spray pattern of Hyundais
GDCI development. The prototype
engine makes use of unique injectors
2
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Bacause of the reduced friction and pumping losses the GoEngine
VCR technology even reduces fuel consumptionand CO2
emission with 18% in the NEDC without any downsizing
The High Tech Low Cost GoEngine VCR Technology
shows up to 40% reduction in fuel consumption and CO2
emission when combined with downsizing.
The GoEngine GEN III technology
is now available for licensing
Gomecsys is ready to support engine manufacturers in any
engine demo- or production project from 1 to 12 cylinder
engines.
From a 100 bhp 2-inline orV-twin, an up to 300bhp 4-inline or
Boxer, to a 3000cc V4 with 600 bhp to replace V8 and V12
engines.
INFO@GOMECSYS.COM WWW.GOMECSYS.COM
UP TO 40% REDUCTION IN FUEL CONSUMPTION
AND CO2 EMISSIONS
Bacause of the reduced friction and pumping losses the GoEngine
VCR technology even reduces fuel consumptionand CO2
emission with 18% in the NEDC without any downsizing
The High Tech Low Cost GoEngine VCR Technology
shows up to 40% reduction in fuel consumption and CO2
emission when combined with downsizing.
Reduced intake stroke and pumping losses in part load
Automatic internal EGR due to unique engine cycle
Also suited for diesel applications
Low cost VCR technology for all engine types
No increased friction compared to normal engines
Variable Compression Ratio Crankshaft
Up to 25% reduction in Fuel consumption and CO2 emissions
With the Gomecsys VCR technology you can upgrade any
existing engine to a VCR engine by just replacing the crankshaft.
With Compression Ratios up to 18:1 in part load and 8:1 for
full load.
Actuation from 18:1 to 8:1 in only 0,2 seconds.
Synergy with downsizing
Synergy with stratifed direct injection
Synergy with HCCI
EMISSIONS TESTING
With tighter emissions legislation due to come into force
across the next ve years, engineering experts reveal whats
driving emissions testing today and explore a future thats likely
to be even more challenging for car makers and suppliers
On
red alert
Much of Renaults engine
design, development, testing
and validation takes place
at the car makers 10,000m
2

Viry-Chtillons facility,
where optimizing power units
for its Formula 1 motorsport
activities also takes place
WORDS: KARL VADASZFFY
EMISSIONS TESTING
I
n emissions testing, technology is king. It plays
the leading role in ensuring legislation targets are
achieved, while enabling engineers around the world
to tackle increasingly difcult challenges. One of
the leading suppliers of test equipment facing these
technical hurdles is Horiba Automotive Test Systems.
Yet the companys head of global product planning, Les
Hill, has a somewhat straightforward outlook when
discussing the complex issues that suppliers face:
Nowadays, having a successful test facility is not just
a simple question of accurate emissions measurement
capability. You also need an accurate and repeatable
engine or chassis dynamometer to simulate the loading
during operation, the test cell environmental conditions
and their control, and the test automation system. Only
when you put all these together can you then produce
data thats realistic, repeatable and reproducible.
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EMISSIONS TESTING
Also vital for precise emissions measurement is the
means by which gas from the exhaust is extracted,
conditioned and processed. Enter, then, the sample
handling system (SHS), which must eliminate unwanted
factors, such as contaminants, which affect an analyzers
performance, while keeping the components that need to
be measured intact. The required combination is analyzer
technology with an effective SHS, and a controller with an
easy-to-use operator interface as well as a comprehensive
interface to test the automation system, adds Hill.
To this end, the Tier 1 supplier has developed ow
controllers and system controllers, and recently launched
its Horiba One Platform, which enables the integration
of a greater number of instruments, including analyzers
(between 5 and 30) and SHS modules, which are
organized into multiple lines of analysis such as tailpipe,
engine out, mid-bed or diluted exhaust streams.
The system controller has to be exible to handle a
multiplicity of congurations within the system, and
thats what weve managed to achieve, continues the
Horiba exec. It will enable us to fulll future industry
OEM requirements, which will be for more components
with a greater capacity for customization.
Mapping the future
The move toward the normalization of drive cycles, as
part of the world harmonized light-duty test procedures
(WLTP), is one of the industrys current key challenges,
says Cambustions engineering manager, Chris Nickolaus.
Im running a WLTP on a chassis dynamometer. Its
more transient than NEDC, so its more demanding in
terms of getting the robot or human to drive it accurately.
But also in terms of optimizing the vehicle and the engine
calibration, it needs a lot more time spent on optimizing
the transient operation because you encounter a wider
range of engine speeds and load operating conditions.
Nickolaus says that Cambustion recognizes an increase
in the use of automated mapping placing an engine on a
dynamometer and using a test matrix, while a computer
optimizes all considerations. For example, he adds, we
INTERNATIONAL VARIATIONS
How is the global emissions-testing
arena shaping up? According to
Hill at Horiba, At the base level
of equipment, there is a great deal
of commonality, but that changes
higher up in the process, such as
when you look at the type and
number of test cell s in use.
Some OEMs like to do as much
testing as possible before the real
vehicle is used so at engine or
powertrain level. Other OEMs
tend to do less upfront and more
at the vehicle level on chassis
dynamometers. In addition, certain
countries have alternative fuel
initiatives, such as the use of CNG,
so if you have such a fuel trend,
as in Brazil, the type of analytical
and SH systems you supply will be
dependent on that.
For FEVs Tomazic, legislation
continues to play a great role:
Regulatory requirement s dictate
in many cases the use of specific
equipment. An example of different
measurement methods are those
used for heavy-duty gaseous
emissions, which are governed by
40 CFR Part 1065 in the USA. These
high-accuracy requirement s exceed
the level s that European and Asian
measurement systems have to
demonstrate.
And Nickolaus at Cambustion
highlight s a Russia-specific test that
demonstrates key differences from
one market to another: Because of
low ambient temperatures, theres
a test conceived around a parked
vehicle with a gentle tailwind.
Customers idle their cars to provide
cabin heat, often for prolonged
periods. They want to check that the
combination of the engine and the
aftertreatment system are capable
of resulting in tailpipe emissions
that couldnt cause CO poisoning if
the tailwind blows the exhaust gas
toward the cabin air intake.
have instruments running in test cells for three shifts a
day, and the engine is being run at different steady-state
and transient conditions to map all the emissions. Then,
you can choose different operating conditions or strategies
to optimize. Automated mapping enables you to get lots of
data in as short a time as possible.
Yet Dr Dean Tomazic, FEV CTO, argues that the most
effective emissions testing takes into equal consideration
the engine, transmission, vehicle integration and chassis
development. You have to work all vehicle technologies
together, he states. In simulation you need to go through
lots of scenarios to identify the best conguration that will
enable you to meet your targets.
Theres a lot of upfront work to congure the overall
system and then optimize each component. The rest is
calibration and application work, and from an algorithm
development perspective, with new software in the
controller, we look at airpath models to minimize engine
out emissions, different direct injection and warm-up
strategies to optimize the catalyst operations.
1. At FEV, emissions testing
takes place on a whole
scale vehicle level, taking
into equal consideration
the engine, transmission,
vehicle integration and
chassis development
2. A Horiba test cell in
action. The companys
One Platform enables the
full integration of a greater
number of instruments,
including analyzers
(between 5 and 30)
as well as SHS modules
2
1
www.avl.com/ast
ASTMarketing@avl.com
Calibration
engineers
just got a
head-start.
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ANYWHERE.
AVL CRUISE M
01014_CruiseM_183x115_neu.indd 1 06.02.14 11:07
EMISSIONS TESTING
Tomazics views are echoed by Eric Watel, engine
engineer at CRITT M2A, who says that mastering huge
product diversication is a major challenge in powertrain
development, especially when taking into account forced
induction IC designs: To improve fuel efciency and
minimize the engine-out pollutant emissions, the
turbocharger matching must be perfectly optimized for
each application. It requires a consistent application of
simulation models and, therefore, thorough testing of the
turbocharger to feed those models.
CRITT M2As turbocharger testing facilities comprise
four development gas stands and further expansion is on
the horizon: We are improving our experimental setup to
extend the turbocharger characterization, adds Watel.
The challenge is to implement industrial measurements
that t with advanced simulation models, which are only
used in the academic world at the moment.
Model approach
Like forced induction systems, aftertreatment technology
has become increasingly important to passenger-car
engines in recent years. Pi-Innovo, a services company
based in the UK, has developed a range of one-dimensional
mathematical models of common aftertreatment
components such as DOC and DPF, taking input from
conventional sensors and creating virtual sensors to
understand what goes on inside components such as
catalysts and lters. These models enable accurate control
by predicting parameters such as temperatures, pressure
drop, soot load and emissions in real time.
Estimating gas species, temperatures and pressures
inside the middle of the cat is necessary, says CTO David
Price. You can easily put in the temperature probes, but
trying to get an undistorted sample of gas out of the
middle is almost impossible without disturbing the ow.
Therefore, we use temperature samples at various points
inside, and immediately in front of and behind each
element of the cat.
With stringent Euro 6c legislation scheduled for full
implementation in passenger cars by September 2018, the
future will bring greater demands to measure particle
numbers and small size particles for particulate matter.
And Price foresees additional challenges: The particles
are so small, the question is how to trap and count them.
Plus, they have a habit of coalescing and then breaking
down along the exhaust.
1. An Audi powertrain
engineer handles a test
station at the German car
makers engine testing
center in Neckarsulm
2. Taking into account
turbochargers during
engine testing is an
important aspect in which
CRITT M2A specializes
1
2
EMISSIONS TESTING
Whats more, the Pi-Innovo CTO predicts that their
impact on the publics health will also come to the fore:
There will be studies that show they have even more
effects on health than rst thought. But the health
problems they cause arent necessarily related to what
comes from the tailpipe; the problem is when they get into
the air and react with other things.
Another expected trend but one thats perhaps still
ve years away is onboard measuring of real driving
emissions (RDE) through portable emissions monitoring
systems (PEMs). Cambustions Nickolaus believes this will
happen because there are concerns that diesel NOx
might not have fallen as much in the real world as hoped
for. With RDE, you do all the usual development and
certication, and then youre checked up on in the real
world against certain limits but nobody
knows what those limits are yet.
He continues, Getting any piece of
equipment thats used to working on a test
bench to work on board a vehicle is difcult.
When you run on a test bench, youve got all
the electrical power you want, but on board
you dont want to load the vehicle with
electrical systems because it skews the results
if you start drawing power from the
alternator. That means running off batteries,
which means traditional vacuum pumps that
produce a lot of heat, are out of the question
because theyll atten the batteries very quickly.
Pi-Innovo has already trialed this kind of
testing, tting analyzers into the back of a
pickup truck. Price says that the test was
useful because it was possible to have a range
of drivers employ random driving styles while
monitoring emissions. The measurements
werent as accurate as in labs, but Price adds,
Its better than simulation, because drivers
do all sorts of things that cant be anticipated
in simulation.
As such, it seems that testing technology
will need to evolve quickly on a whole-scale
incorporation level in order to meet future
testing demand. In a telling nal statement,
Horibas Hill adds, To cater for the future
trend of RDE using PEMs, our system
solutions need the ability to integrate and
exchange data with other test cells, such as
chassis, powertrain and engine. The test cells
themselves already have a much wider range
of environmental control from sub-zero to
above 40C but this integration will need
to be greater as we push forward.
To cater for the future trend of RDE using
PEMs, our system solutions need the ability
to integrate and exchange data with other test
cells, such as chassis, powertrain and engine
Les Hill, global product planning, Horiba Automotive Test Systems
HOW LONG CAN YOU GO?
With regulation becoming evermore stringent, will there come a
point when emissions legislation poses an engineering challenge
too far for suppliers? Theres a big push on equipment
manufacturers to come up with equipment that can measure
down to extremely low level s, states John Briggs, chassis
roll s manager for Procat Testing. Does there come a time when
something becomes unreadable? And when youre working with
such low level s, you need to be assured of the validity of the
data. Is the equipment up to measuring these lower standards
and providing accurate result s?
Pi-Innovos Price agrees with his Michigan-based counterpart,
noting that testing to tighter legislation is not without it s
difficulties. Legislation challenges you to do better, be more
efficient and be more accurate, he says. Expected working life
has lengthened, and limit s have become tighter.
Trying to prove through testing that no matter what happens
to a vehicle, and no matter what the driver is going to do, its
still going to meet level s for it s warranted life, is exceptionally
challenging. You cant just go and drive 120,000 miles in 10
different ways, so the key is to keep developing our lab methods
and technologies to enable us to keep up with the challenges.
1. Audi powertrains are
subjected to functional
testing at extremely low
temperatures while on
engine testbeds in cold
chambers at the OEMs
Neckarsulm facility
2. Mercedes-AMGs
5.5-liter V8 biturbo is
mounted on a test bench
as engineers verify the
performance of all engine
parts and subsystems
2
1
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behind your success
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1
With high-tech R&D at its very core, theres little wonder
that one Tier 1 supplier continues to set new engineering
benchmarks through its advanced EGR cooler technology
W
ith a rich engineering history dating
back to 1902, Senior Flexonics is a
company bursting with innovation,
state-of-the-art solutions and highly
acclaimed R&D. The Bartlett, Illinois,
headquartered supplier employs 2,600 people in 13 locations
across four continents, having opened two new high-tech
facilities in the past 12 months. Such growth, according
to Michael Murphy, director for the EGR cooler business
unit, is part of the very fabric at the Tier 1 company.
As an organization we are always looking for new ways
to support our customers. One of our key philosophies is
being close to our customers, so we have just opened two
facilities one in Saltillo, Mexico, and the other a JV in
Wuhan, China to bring our products closer to our
customers. Looking forward, I see this trend continuing
as we aim to bring more value to our customers.
Murphy says the goal for the medium term is simple:
to continue to do what the company is already doing
very well. In reality, that means maintaining solid growth
thats fuelled by key acquisitions, and delivery to the
market of the right technologies at the right times, on a
local basis. But just which specic technologies are on the
agenda for Senior Flexonics R&D team? With the strong
problem-solving culture at the company, I envision a
continued focus on product development as well as
on bringing our current technologies to new markets,
outlines Murphy. We continue to actively develop
technologies for fuel cells, waste heat recovery
and renewable energy applications. This
includes products such as our plate heat-
exchanger technology used in solid oxide
fuel cells and high-temperature gas-to-gas
applications that are capable of temperatures
up to 1,000C. We recently completed
development of a process for brazing
WORDS: JOSH BENTALL
Cool
heat
high-temperature steels such as Inconel to ceramics, and
are also continuing to improve our current products to
bring additional value to our customers.
Pushing EGR boundaries
Part of this renewed product push includes new EGR
cooler designs, in the process helping car and truck
makers to meet performance, emissions and reliability
targets. And Murphy says this is an R&D area that Senior
Flexonics has good form in: The core of our companys
technical capabilities is metal expansion. The integration
of our thermal expansion technology into a high-capacity
stainless steel heat exchanger is what differentiates our
product from others on the market. This capability has led
to a design that can handle both high-cycle and low-cycle
thermal fatigue. We maintain our leading-edge designs by
listening to customers a design that suits one customers
needs might not be what another customer requires. As
such, we will work to tailor our EGR cooler offering so that
every customer gets the right product for their application.
Senior Flexonics EGR cooler journey started with the
Bend-A-Flex cooler innovation in the early 1990s, when
the companys engineers created a solution that resulted
in individual tube compensation for thermal stress
reduction in low-cycle thermal shock events. We
continue to improve the design of the Bend-A-Flex
coolers for reduced air and coolant-side pressure
drop as well as weight reduction, adds Murphy.
And these improvements will help with new CO2
regulations that our customers are challenged with.
Having the ability to take on both high-cycle and
low-cycle thermal fatigue is a key attribute of Bend-A-
Flex. And while being able to handle both types of cycles
is a major benet, its the latter that Murphy is particularly
impressed with: Low-cycle thermal fatigue events can be
dened as phenomena that occur during non-normal
2
1. Senior Flexonics
Bend-A-Flex technology
is helping cooled EGR
systems to survive harsh
operating conditions in
natural gas engines, where
temperature levels can
reach 100C higher when
compared with typical
diesel powertrains
2. Advanced analysis
work of Bend-A-Flex
technology, specically
with regard to a cupped
bulkhead component
SUPPLIER INTERVIEW
SUPPLIER INTERVIEW
operating conditions, explains the EGR cooler business
director. Generally, these events affect an engines
cooling system in a non-normal way, events such as
belt slip, cooling aeration and low coolant levels.
These conditions are non-normal but can be
expected to happen during the life of the engine.
In these types of conditions, the normal design
boundary parameters start to break down, often
resulting in runaway metal expansion that the
structure cannot accommodate. It is in these types of
conditions that Bend-A-Flex rises above other solutions
in the industry that attempt to solve this problem with
macro-level thermal compensation, but this merely
extends the time to failure from instantaneous to mere
seconds, and this is nowhere near good enough.
Our micro-level Bend-A-Flex individual tube
compensating technology can survive these types of
events thousands of times and this has been the basis
for our EGR cooler designs since their inception. So,
whether a customer is looking for a Bend-A-Flex, plate,
coaxial, or the new upcoming Flex-A-Fin EGR cooler,
they will all utilize the same principle of individual tube
compensation that has helped make our EGR coolers the
most durable coolers on the market.
Past experience shaping the future
Murphy says that having extensive R&D experience in the
EGR cooler eld with Bend-A-Flex being the foundation
of such expertise is vital as Senior Flexonics pushes
ahead with new breakthroughs. Aiding this cause is a new
analysis team thats been established within the company
thats fully dedicated to further EGR cooler development.
For our current products, this team is tasked with
improving the designs in such a way as to add more value
for the customer, elaborates Murphy.
Whether thats material selection, component
elimination, DFM improvements or system component
integration, this team remains active with current
products. One interesting application the team is
challenged with for our current Bend-A-Flex
product is the push toward natural gas
engines with cooled EGR. This brings
a new level of challenge to the EGR
cooler as natural gas applications run
about 100C hotter than their diesel
counterparts, thus making the coolers
ability to handle high-cycle thermal
fatigue an even greater challenge. The
next EGR cooler that the team is working on
is the Flex-A-Fin EGR cooler, a development that
combines the low/high-cycle thermal fatigue capabilities
of Bend-A-Flex technology with the higher power density
of a n-in-tube style cooler.
Leading the way in this technological area, Senior
Flexonics EGR coolers maintain 94-97% efciency. The
next challenge is how to achieve and maintain such high
levels of thermal efciency while maintaining durability
and reducing the pressure loss of the product. As our
customers are working hard to meet new requirements
for greenhouse gas emissions, the push for pressure
drop improvement is strong, adds Murphy. There is a
trade-off between heat transfer/thermal efciency and
pressure drop when designing an EGR cooler. As engines
and technologies have continued to develop over the past
decade, the strong push for higher thermal efciency has
been replaced with a strong need for reduced pressure drop.
With tighter emissions regulations on the horizon,
Murphy predicts continued growth for Senior Flexonics
in the EGR cooler segment and not only in established
markets such as North America and Europe: The BRIC
nations will also be very important for us, he adds. They
are going through the same development phase that we
were working through 10 years ago. The key is to
understand the market and customer expectations.
With our philosophy of trying to remain close
to our customers, I would expect to see
continued expansion of these products
in the BRIC nations.
Over the next decade, we will see
new developments and technology
introductions as well as bringing our
current technologies to new markets. I
expect that cooled EGR will remain a large
part of our focus for many years.
With the strong problem-solving culture at
the company, I envision a continued focus on
product development as well as on bringing
our current technologies into new markets
3
3. Engine components
such as EGR coolers
benet greatly from R&D
breakthroughs realized by
Senior Flexonics engineers
4. Michael Murphy,
director for the EGR cooler
business unit at Senior
Flexonics, says the BRIC
nations represent key EGR
markets for the company
5. Detailed cut away of
Flex-A-Fin, which
promises to combine the
low- and high-cycle
thermal fatigue capabilities
of Bend-A-Flex with the
higher power density of
a n-in-tube style cooler
In addition, the Flex-A-Fin solution also promises to
incorporate the durability benets of Bend-A-Flex, as
Murphy further explains: Through a proprietary
forming process, each n tube passage has
convolutions formed directly to the tube, enabling
the same microcompensation as with the Bend-a-
Flex EGR cooler. This state-of-the-art EGR cooler
technology allows a higher power density and
therefore a smaller package space with the same
durability benets as the Bend-A-Flex EGR coolers.
The simplicity of the design will also bring greater value
to our customers.
5
4
Firing on all
cylinders
OEM INTERVIEW: VOLVO
R
hetoric such as world frst and class leading
are bandied around far too often in the
automotive world, and especially when it
comes to powertrain developments. After all,
the likelihood is that said new technology
will not be a world frst and that the next car maker
will dispute it being class leading. But sometimes,
along comes something that goes against such
thinking, something thats new, something thats
innovative, and something that could undisputedly
fall into the aforementioned categories. Enter Volvos
all-new IC engine family, the Drive-E range, which lays
claim to a world frst for its new diesel powerplant and
class-leading performance in relation to emissions
output for the gasoline development.
The Drive-E family, which was code-named VEA
until Volvos marketing department took over, is all
about downsizing and cylinder reduction, starting
with a 2-liter diesel and a 2-liter gasoline, both of
which have four cylinders. The former will have power
outputs ranging from 120ps to 230ps, while the latter
starts at 140ps and will exceed 300ps.
We have created smaller, more intelligent engines
with power curves that give exciting driveability
compared with engines with more cylinders, yet
deliver the fuel economy of only four cylinders, says
Volvo powertrain chief Derek Crabb. In addition,
by adding electrifcation such as plug-in hybrid
technology, we will reach power fgures in the
V8 territory.
Volvo has so many cutting-edge technologies on the go,
from an all-new IC engine architecture through to plug-in
hybrids, battery electric prototypes and even ywheel tech
demonstrators, that ETi thought it was high time to
catch up with its head of powertrain, Derek Crabb
WORDS: DEAN SLAVNICH
cylinders
EMBRACE ELECTRIC
For Derek Crabb, legislation is the main reason that
powertrain electrification is here to stay. With 75g of CO2
I think its inevitable that by 2025 all engines will feature
electrification. Just look at the laws of physics: you take a
car of a certain weight, you drive it over a certain distance
and it has to emit just 75g; well, theres only so much you
can push the combustion engine. Maybe I will be proved
wrong, but by 2025 I see this situation happening.
On the diesel-hybrid front, things are going to plan, with
Volvo ramping-up V60 production due to soaring demand.
Were increasing our volumes significantly and whats
critical for us is that were making money on those cars,
says the powertrain chief, who joined Volvo in 1998.
When it comes to pure battery electric vehicles, the
C30 program has been an important one, says Crabb,
especially as it will stand the Swedish OEM in good stead
when the EV sector fully takes off. The C30 is only ever
going to be a particular application type car, so in certain
large cities. Were working on the next generation of these
types of cars, with longer range being the main goal.
And contrary to some recent report s, Crabb says that
Volvos flywheel R&D project is not dead, but that the
technology at OEM level is unlikely to go any further until
a supplier put s it s backing behind it. The KERS stuff we
did was technology demonstrators, for journalist s to drive
and for us to assess the technology, but we only need so
much and you cant industrialize KERS on the volume we
were looking at. So its waiting for someone to step up to
make it. Weve demonstrated our car to several suppliers
and theyre interested in it.
Diesel art form
Naturally, Volvos marketing team has been rather keen
to promote Drive-E, and theres good reason for that,
especially when it comes to the diesel development.
Working closely with Denso in Japan, the powertrain
boasts a clever piece of technology branded i-Art that
does away with the traditional single pressure sensor in
the common rail and instead features a system that allows
for pressure feedback from each injector to be realized,
making it possible to continuously monitor and adapt fuel
injection per combustion in each of the four cylinders.
Its something that were really proud of and something
that were starting to learn about in terms of how we use
it, says Crabb. Increasing the rail pressure to an
exceptionally high 2,500 bar, while adding the i-Art
technology, can be described as the second step in the
diesel revolution. It is a breakthrough comparable to our
own invention of the lambda sensor for the catalytic
converter in 1976.
Each injector of the new Volvo diesel engine essentially
has a small computer on top of it that monitors injection
pressure. Using this data, the technology ensures the ideal
amount of fuel is injected during each combustion cycle.
When we went into this architecture, we said that we
wanted to gain better control of the complexity and one
of the ways to do this is to look at how much software you
want to manage. If you only go with one supplier Denso,
Bosch, Conti, whoever theres only one platform of
software, which is a massive advantage. So we went to the
suppliers and they all had their plus points and minuses,
1: The stunning Concept
XC Coup points to a new
sports-inspired three-door
SUV crossover design
direction for Volvo.
It features the same
plug-in hybrid powertrain
as the Concept Coup
2: The diesel version
of Volvos new Drive-E
powertrain family features
Denzos world-rst i-Art
technology, which ensures
that the correct amount
of fuel is injected during
each combustion cycle
3: The gasoline plug-in
hybrid drivetrain in the
Volvo Concept Coup
provides a total power
output of 405ps and over
600Nm of torque. With
its fully modular nature,
Crabb says that such a
powertrain could easily
be produced by Volvo
but the one thing Denso had was i-Art, and that was a big
factor in our decision to choose them.
Crabb, who began his career at Perkins Diesel in the UK
in 1970, says Volvos long-standing ties with Denso helped
ensure his team got access to the pioneering diesel
injection technology before even Toyota and Lexus, which
fall into the same engineering group as the Tier 1 supplier.
There is mutual respect between us and Toyota, and we
dont have a limitation on that, says the British engineer.
Denso showed us this technology a long time ago. They
told us it was coming through their R&D area and asked
if we were interested. The timing was spot-on because we
were preparing this new engine family. So we went back
to them and asked if they were prepared to let us take it
rst; they were more than happy for that to happen.
Crabb, who neatly personies the company he works
for with his mild-mannered and genteel exterior, pausing
to think carefully about questions and ultimately allowing
for considered answers, is clearly very excited about the
possibilities that i-Art offers. Its another world rst for
Volvo, he says smiling. I cant say that all our diesel engines
will have this technology in the future were only now
starting to explore what we can do with it. If we nd that
there are more fuel economy benets, then yes, of course
well use it in more engines. Its a really promising technology.
Hes not wrong. In addition to i-Art and the higher
injection pressure, the diesel also benets from twin-
turbo technology from BorgWarner, reduced friction and a
smart valve solution on the cooling system that enables a
more rapid heat-up phase after a cold start. Such measures
result in the D4 diesel derivative in 184ps form emitting
just 99g/km of CO2, which translates to 3.8 liters/100km
We went to the suppliers
and they all had their
plus points and minuses,
but the one thing Denso
had was i-Art, and that
was a big factor in us
choosing them
Derek Crabb, vice president, powertrain engineering, Volvo
(74.3mpg). This means the V60 that houses the D4 is the
rst car in its class to break the 100g/km of CO2 barrier.
Two for one
While i-Art ticks the world rst box, the new petrol
engine, says Volvo, has helped make the new S60 the rst
offering in its segment to deliver more than 2ps per CO2
gram from an IC engine only. The crucial numbers here
are 306ps, 149g/km of CO2 and 6.4 liters/100km (44.1mpg).
How is this all possible? The combination of a
supercharger and turbocharger (the rst time the industry
has seen such a technological blend since the conception
of the wonderful 1.4-liter TSI TwinCharger from
Volkswagen, which, in its eight years, has won more
International Engine of the Year Award trophies than
any other powertrain) helps matters greatly.
The situation was this: we were taking out six-cylinder
engines and replacing them with fours, but customers
3
1
2
were saying they wanted the same power. Getting power
from engines is easy, but what the customer actually feels
is the responsiveness, which he/she translates to power.
But its not actually power, its a transient issue.
This resulted in Crabbs team opting for an engine
that uses an Eaton supercharger to ll in the bottom-end
torque, giving the 2-liter unit a big, naturally aspirated
feel. The mechanically linked compressor functions
immediately at low revs, and the BorgWarner
turbocharger kicks in when the airow builds up.
The halo number for the petrol Drive-E offering is
306ps, but Crabb says theres more power left in it.
He also says that his team didnt consider a twin-turbo
solution because we wanted this whack of response at
the bottom end.
Other noteworthy features on the petrol unit include
friction-reduction measures such as ball bearings on the
camshaft, high-speed continuous variable valve timing,
and intelligent heat management with a fully variable
electric water pump.
But back to the use of a compressor and turbo in one
package, which is widely considered a costly powertrain
solution, and one of the main reasons why no other car
maker has followed VWs lead until now. I agree, its
expensive, replies Crabb, having given the notion some
thought, and were only using it at the top end.
But then, it all depends on how you look at it. If youre
taking out a six-cylinder, as we are, and replacing it with a
four-cylinder realizing a 60kg weight saving and a 30%
fuel economy saving it makes sense. It all depends on
which factors you consider.
Modular nature
The plan is for the Drive-E family, which is already
being produced at Volvos plant in Skvde, Sweden, to
eventually replace eight engine architectures on three
different platforms. And having conrmed plans to swap
six-cylinder designs for four-cylinder motors, is the next
step for Volvo a three-cylinder creation?
Were laying down an architecture for the future and
there are 20 years ahead for this engine family if we get it
right, replies Crabb, so clearly were thinking about
three cylinders, clearly were thinking about two cylinders
and range-extender technologies too.
That said, Volvo nds itself in a somewhat tricky
position over potential three-cylinder implementation.
Does it go down the sub 1-liter route like Ford and Toyota,
or a larger 1.5-liter capacity like BMW and Mini? Crabb,
for now, is giving nothing away: Were looking at a range
of possible three-cylinder engines. I dont think theres an
optimum displacement for a three-cylinder it all
depends on the company, which markets are going to take
it, regulations, performance and many other factors.
Having cost the best part of US$500m to create, the
Drive-E architecture is not only teeming with high-end
technologies, says the Volvo powertrain head, its also
very modular. The architecture can easily implement a
three-cylinder design, and can also include system
add-ons, such as cylinder deactivation and electrication.
For the latter, the compact nature of both four-cylinder
engines means that an e-motor can be tted to the front
and rear of Volvo models with ease.
Most recently, the Swedish OEM showcased its Concept
Coup, and while much of the medias attention focused
on the stunning design, the show car also housed a
gasoline-hybrid powertrain that Crabb says could make
production one day: We have the V6 diesel hybrid, so
take away the diesel engine and put a VEA engine in front
of it and you get a VEA with 225kW, you can put an
e-motor on the back with 60kW, so thats 285kW and
600Nm. Not bad, huh? Its just two pieces of a jigsaw that
then come together.
With so much high-end powertrain technology on the
go, theres no doubt that even the mild-mannered Crabb
is excited about Volvos future. Its for these reasons you
get into engineering, he says.
1: Volvos V60 range
is beneting from the
introduction of the all-new
VEA IC engine family
2: The Volvo S60 petrol
offering with 306ps and
new eight-speed automatic
gearbox is the rst car in
its segment to deliver 2ps
per gram of CO2 from a
combustion engine only
Were laying down an architecture for the
future and there are 20 years ahead for this
engine family if we get it right, so clearly
were thinking about three cylinders
Derek Crabb, vice president, powertrain engineering, Volvo
1
2
Lectures in the Plenary: A General Survey
+ Prof. Rupert Stadler, AUDI AG,
on the topic Strategic Technology Mix: Roadmap for Future Mobility Adapted to Individual
Markets and Customers
+ Prof. Dr. Helmut List, AVL List GmbH,
on the topic Future Powertrain Development: Mastering Speed and Complexity
+ Dr. Sung Hwan Cho, Hyundai America Technical Center,
on the topic Sustainable Powertrain Strategy through Collaborative Approach
+ Steven A. Kiefer, General Motors Company,
on the topic General Motors Powertrain Solutions for a Complex Global Market
+ Dr. Heinz-Jakob Neuer, Volkswagen AG,
on the topic Performance and Efciency: Future Drivetrain Technologies in the
Volkswagen Group
+ Dr. Harald Ludanek, Scania CV AB,
on the topic Concepts for Future Power Train in Heavy Duty Applications
Potentials for CO
2
-Reduction by Technical Solutions and Optimized Operations
+ Dr.-Ing. Herbert Diess, BMW AG,
on the topic BMW i3 and BMW i8.
Contemporary Drivetrains for a New Sheer Driving Pleasure
In-depth Technical Lectures on
New Otto and Diesel Engines
Future Potentials Otto / Diesel
Engine Mechanics
Fuels
Energy Storage / Electrication
Powertrain
Engine Components
Gas Engines Commercial Vehicle / New Test Methods
Exhaust Gas Aftertreatment
View to the Future
Comprehensive Technical Exhibition and Social Programme
For details see www.oevk.at,
The volumes containing the technical papers will be available from May 214 onwards
Austrian Society of Automotive Engineers (VK)
Elisabethstrasse 26/24, 1010 Vienna
Tel.: +43/1/585 27 41/0
Fax: +43/1/585 27 41/99
E-Mail: info@oevk.at
Chairman: Univ.-Prof. Dr. H. P. Lenz
International Vienna
Motor Symposium
8 - 9 May 2014, Hofburg Vienna
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SPECIAL REPORT: POLLUTING GDI ENGINES
A controversial new study has concluded
that high-tech GDI powertrains cause more
air pollution than modern diesel engines.
ETi investigates WORDS: DEAN SLAVNICH
Caught in
a trap
A
research study undertaken by an inuential
transport policy think-tank has highlighted
major concerns relating to particle emissions
from the latest generation of GDI engines, with
the report concluding that these new gasoline
powertrains cause far more air pollution than diesels.
Testing performed by engineers at TV Nord on behalf
of Transport & Environment (T&E) on three mainstream
C-segment hatchbacks showed that GDI engines tted
without gasoline particulate lters (GPFs) produce
10 times more particles than modern diesel engines
tted with DPFs.
The vehicles used in the study were a Ford Focus with
the award-winning 1.0 EcoBoost engine, a Hyundai i40
Kombi with a 1.6-liter GDI powertrain, and a Renault
Mgane powered by a 1.2-liter TCe motor. All three test
cars featured a six-speed transmission, were in good
condition and had been maintained at appropriate service
intervals. We selected the vehicles on the basis that they
came from a range of manufacturers and that they were
signicant models in terms of sales, outlines Greg Archer,
program manager for clean vehicles at T&E.
The testing followed standard procedures in the lab
using the current ofcial system for measuring exhaust
emissions the NEDC. Measurements were also made
using a new test schedule that will be introduced in 2017
the World Light Duty Cycle (WLDC) as well as the
Supplemental Federal Test Procedure (US 06), which
has an emphasis on strong acceleration and is therefore
seen by many as being much more representative of
real-world driving.
TDI cleaner than GDI
The results were staggering. While all the test vehicles met
the required Euro 5 laws during the NEDC assessment
that is currently used, and also complied with Euro 6.2,
which comes into force later this year, on all three test
cycles not one of the cars met the Euro 6c regs due in
2017, which stipulate that particle numbers in the exhaust
must be less than 6x10
11
per kilometer. Crucially and
this really is the important point underpinning the study
this 6c limit is already met today by modern diesels
with DPF technology.
According to Archer, the Ford had the lowest particle
number, being marginally better than the Hyundai. Yet
the Renault TCe produced twice as many emissions as
the EcoBoost product.
What this indicates is that diesels with DPFs are
cleaner than current GDI engines, states Archer,
who admits that he too was taken aback by the
results from the TV Nord labs. Another thing
this study shows is that these GDI engines will
need further work, further emissions controls,
for them to meet the 2017 norms.
Without the lter tted, the Ford averaged
6x10
11
particles per kilometer on the NEDC. On
the WLDC it recovered 2,417x10
12
and for the
US cycle it was roughly 2x10
12
. These results
obviously compare to the US 6C limit of 6x10
11
.
So its easy to see how were getting signicantly
higher emissions from these new GDI engines
compared with diesels.
When judged against the Ford EcoBoost engine, which
for the last two years has been crowned the International
Engine of the Year, the Hyundai GDI unit was slightly
worse on the NEDC, slighter better on WLDC and
considerably worse on the US 06. This comparison
actually shows the differences when testing under
standardized test conditions and when youre on a
more aggressive cycle, adds Archer.
Finally, for the Renault engine, on the WLDC and US
06 cycles it was by far the worst performing engine, and
only just crept below the Euro 6.2 standard of 6x10
12
.
I think this is equally interesting because it shows there
is a very big difference in performance between car
manufacturers and engines.
Following the rst round of results, tests were then
undertaken with GPFs tted to the GDI test vehicles using
US 06 norms, because, This legislation allows the highest
emissions, according to Archer. This latter, all-important
test was repeated for each car and the average emissions
output noted. The results were just as interesting: With
the lter tted, the particles decreased by a factor of three
for the Ford and Hyundai and by a factor of four for the
Renault, reports Archer, meaning that all three test
vehicles would then meet 2017 Euro 6c laws.
Complex problem, simple solution
So, it would seem that the answer to the GDI emissions
question is simple: all car makers have to do is bolt on
GPFs to their GDI products. But things are never that
straightforward, as Archer explains: By applying GPFs,
the improvement to these engines is just staggering. The
engineers at TV Nord actually told me that the exhaust
is cleaner than the ambient air. Its almost that these cars
are driving around cleaning the air for us the air thats
coming out of the engine is cleaner than the air going in!
Archer also makes a much more serious point: What
this study shows is just how clean lters are. And while
car makers continue to claim that by optimizing engine
management systems theyll be able to further reduce
particle numbers, they will not be able to get the values
down to anything like as low as they would by tting a
lter. Yet they just dont want to apply GPFs to their engines.
ETi approached several car makers but nearly all
declined to comment on the study and specically why
there seems to be a resistance to incorporate GPFs in their
GDI powered vehicles (see The industrys perspective on the
opposite page). In fact, from our research and something
thats backed by T&E there are currently no GDI
engines on the market with GPF technology, simply
For the Renault, on the WLDC
and US 06 it was by far the
worst performing engine, and
only just crept below the
Euro 6.2 standard of 6x10
12
Left: Renaults TCe 115

engine has been lauded by
critics as a ne example of
IC engine downsizing, but
the powertrain didnt fare
too well in the T&E GDI
GPF assessment report
because OEMs do not need to go down that
path, as Archer explains: The current limits
for GDI engines set the bar 10 times higher
than for diesels, and as weve seen, these cars
are not breaching the current limits but they
are emitting signicantly more particles. So
I think the honest answer is that the car
manufacturers are taking advantage of the
relaxed current regulations.
But are there other factors at play? Clearly,
on a technical front, the lack of GDI engines
with GPFs cant be down to engineering
complications because in many ways,
applying DPFs to diesel powertrains is much
more challenging. Archer is just as quick to
rule out cost issues: The AECC estimates it
costs just US$75 to apply a GPF to a GDI.
ETis research, however, sees that gure at
around US$135 but the base cost of GPFs
would soon tumble as the technology hits
mass production.
And then theres the case of keeping
powertrain R&D in-house and not being
reliant on Tier 1 suppliers: Theres GPF
technology that has been developed by a
range of suppliers, like Johnson Matthey and
Dow Corning, and the OEMs can buy these
solutions off-the-shelf, explains Archer. But
the tendency is for the car makers to always
try to control emissions through engine
management and general design rather than
by tting a tailpipe solution. Why do they
do that? Well, the engine is a car makers
very own IP, and they much prefer doing
things through their own engine in-house
development processes.
No regrets policy
The T&E manager is open in his concerns
that car makers will attempt to meet 6c
legislation in the labs during ofcial tests
by using specially prepared vehicles and
controlling combustion by employing
advanced engine management programs.
You only have to look at the results to see
how impressive, how low, the particle
emissions are with a GPF. So for me, the issue
is, why does the industry go for an inferior
solution that may end up costing more and
wont produce lower emissions when theres a
perfectly good off-the-shelf solution that can
be bolted to the exhaust? T&E and myself
dont normally tell car makers that they
should use this technical solution or that
technical solution, but in this particular
instance its just blindingly obvious. GPFs
are the best solution for GDIs.
The question then becomes whether car
makers can get down to below the Euro 6c
limit by tweaking the ECUs and injectors, and
if they can, will they only get the vehicles to
pass the test but allow them to perform very
poorly when theyre on the road?
Above: Direct fuel injection
and turbocharging are key
features of the TCe engine.
But T&E says its now time
for car makers to add GPF
technology to GDI designs
THE INDUSTRY PERSPECTIVE
Given the delicate nature of T&Es research coupled
with the vested interest s car makers have in both
diesel and gasoline engine development, its somewhat
unsurprising to learn that most OEMs and their Tier 1
suppliers refused to comment on the GDI GPF report
and it s findings. However, kudos must go Takashi
Shirakawa, vice president of R&D powertrain at
the Nissan Technical Centre Europe, and Pierre
Macaudire, de-pollution systems engineer at PSA
Peugeot Citron, for daring to break away from the
no comment pact and attempting to shed an
auto industry perspective on T&Es work and it s
controversial GDI conclusions.
Speaking exclusively to ETi, Shirakawa said,
Downsizing turbo technology allows us to reduce
CO2 and we consider this to be a practical approach to
contribute to solving the problem of global warming.
There is still room for improvement of PM/PN
emissions with direct injection gasoline (DIG) engines
because the DIG complex process of air/fuel mi xture,
compared to port injection in conventional petrol
engines, is the subject of intensive research and is
now progressing well with huge engineering effort s.
In addition, the PM/PN emissions level of DIG engines
is much better than diesel engines without DPFs.
The PM/PN emissions from vehicles are relatively
small compared with other natural sources, and are
different from region to region. At this moment, we are
aiming to meet regulations and to select an appropriate
technical approach to this challenge.
The Nissan powertrain VP did admit, however, that
GPFs are on his wavelength, but first other engineering
measures would have to be assessed: Petrol engine
particulate filters are one of the possible solutions
for this issue, but we still see further opportunity to
improve the level of PM/PN emissions by improvement
of the combustion characteristics of the engines.
Over at PSA, Macaudire says that with
fuel being directly injected in the combustion
chamber essentially mirroring the setup in a
NOx storage
catalyst
DPF with oxidation
catalyst and H2S
slip catalyst coating
Type No. Manufacturer Trade
name
Gearbox Engine
type
Engine
capacity
(cm
3
)
Power
(kW)
Emissions
approval
Mileage
(kM)
Registration
on year
1 Ford Focus Manual;
six-speed
1.0 EcoBoost 998 92 Euro 5 10,681 2013
2 Hyundai i 40 Kombi Manual;
six-speed
1.6 GDI 1,591 99 Euro 5 11,000 2013
3 Renault Mgane Manual;
six-speed
1.2 TCe 115 1,198 85 Euro 5 14,500 2013
Below: The T&E study also assessed
a Hyundai 1.6 GDI development (left)
and the Ford 1.0 EcoBoost product (center).
On the far right is the inner workings of
VWs impressive TDi motor that powers
the Golf GTD. Within the next 10 years,
next-generation gasoline direct injection
powertrains are expected to reverse the
growing diesel engine trend in Europe
Yet by using a GPF, Archer says that GDI engines will
not only comfortably fall below Euro 6c regulations and
any future standard thats being talked about but will also
be cleaner in the real world and on the road. For me, its a
no-regrets policy. Its a relatively cheap piece of equipment
that produces very low particle emissions, and of course its
the particles that have most impact on health much more so
than the other air pollutants that are emitted in the exhaust.
Long-term problems
This issue becomes even more critical when looking to
2020, the point at which GDI engines are expected to
fully replace port fuel injection (PFI) and reverse the
trend of an increasing diesel market share in Europe.
It is estimated by T&E that by 2030 particle numbers
from GDI vehicles will be greater than from diesels. In the
shorter term, GDI designs will typically emit up to 40
times more particles by mass than PFI engines and over
1,000 times the number of particles.
The logical way forward, says Archer, is for legislators
to evolve current regs, forcing car makers to go down the
GPF route with GDI development, but I cant see that
happening. Legislation will only force them to reduce
particle emissions, and therefore the question is whether
they will go for a solution that eliminates the particles or a
solution which, in our view, is far inferior and just enables
them to scrape under the limits in the test lab but will
result in vehicles on the road performing more poorly?
Laboratory instrumentation
Optimising the test drive &
ambient conditions
Taking advantage of test
tolerances and adjusting the
results

diesel turbocharged GDI designs can decrease
fuel consumption by 15% compared with indirect
powertrains of a similar size and performance output.
Fuel injection directly inside the combustion
chamber can induce higher particulate emissions
than those of a more conventional indirect injection
engine, explains Macaudire. This occurs for several
reasons including lower air/fuel homogeneity during
combustion, leading to particle formation in the rich
zones of the chamber where the fuel is in excess
compared to air; impact of the fuel spray on the
chamber or on the bowl; the fact that the liquid fuel
burns as a diffusion flame, thus generating particulate
emissions; and finally, residual fuel droplet s located
on the injector nozzle that may generate particulate
emissions when they self-ignite.
A huge amount of work is ongoing on combustion
systems, such as combustion bowl geometry, airflow
velocity and tumble level. Development work is al so
ongoing with injection systems, including the increase
of injection pressure, spray length or spatial geometry,
and on additional aftertreatment systems such as
particulate filters and GPFs.
The PSA engineer adds, Engines that are currently
available on the market and that fulll Euro 6.2 standards
emit less than 6x10
12
particles per kilometer and
less than 4.5mg/km in mass. These level s are being
achieved through the optimization of combustion and
injection systems. For PSA Peugeot Citron, these
engines [that meet this legislation] belong to the Prince
EPDT family, so the 1.6-liter four-cylinder range, and
the EB Turbo PureTech family, so the 1.2-liter three-
cylinder development s. This latter engine from us will
very soon be added to the Peugeot 308 lineup, some 15
months ahead from the Euro 6.2 standard thats due in
September 2015.
Euro 6c compliant engines that will be equipped to
our vehicles starting in 2017 will have to fulfill Euro
5 diesel threshold that is to say, less than 6x10
11

particles per kilometer and 4.5mg/km. PSA technical
teams are currently working to define the best
technical solution for this standard.
Like his Nissan counterpart, Macaudire says PSA
engineers are looking at GPF technology but there are
no plans as yet for it s adoption on a production scale:
The GPF, as already mentioned, is one option at this
stage when looking to Euro 6c, but it is not necessarily
the best one to preserve fuel consumption, engine
power and engine cost.
Its almost that these cars are driving
around cleaning the air for us the
air thats coming out of the engine
is cleaner than the air going in
Disconnecting the alternator prevents the battery
from charging and reduces overall energy use
Car makers can optimize the engine
controls in order to reduce emissions
Careful lubrication and use of
special lubricants help the
car to run more efciently
Fitting special tires with a lower
rolling resistance. Altering wheel
alignment also reduces the
rolling resistance
Overinating the tires reduces the overall rolling
resistance. In addition, the rolling road is programmed
with the minimum weight or inertia class
Pushing the brake pads fully into the
calipers reduces rolling resistance
Taping over indentations or protrusions
on the body reduces aerodynamic drag
CO2 results declared by
the manufacturer can be
4% below actual results
Above: The various ways
in which car makers can
manipulate tests for CO2
emissions output and fuel
economy, according to T&E.
Image courtesy of T&E
6,000E+12
5,000E+12
4,000E+12
3,000E+12
2,000E+12
1,000E+12
Limit Euro 6c
Limit Euro 6b
Left: GDI data chart relating
to the T&E emissions study
n Ford
n Hyundai
n Renault
0,000E+00
NEDC WLTC US06 US06 Filter [#Km]
Laboratory instrumentation
Optimizing the test drive and
ambient conditions
Taking advantage of test tolerances
and adjusting the results
Using higher gears can allow the engine to
operate more efciently than normal
F1 POWER UNITS
Among the swell of hype surrounding the inaugural Formula-E
season, the FIA has introduced the most radical raft of technical
changes in the history of Formula 1 in a bid to inject more
excitement and unpredictability into the sport
A new
formula
F1 POWER UNITS
WORDS: JOHN THORNTON
W
hen Sebastian Vettel, Lewis
Hamilton and co. lined up in
Melbourne, Australia, on
March 16 for the opening
race of the 2014 FIA
Formula 1 (F1) World Championship season,
their cars were powered by a brand-new
powertrain technology that is being tipped to
completely alter the dynamics of the sport.
After a seven-year run, the 2.4-liter
naturally aspirated V8 engines used between
2006 and 2013 have been replaced by
downsized 1.6-liter turbocharged V6s limited
to 15,000rpm that see a gasoline-fed IC unit
coupled to two electrical energy recovery
systems (ERS). Dubbed power units (PUs) by
F1s marketing gurus, these direct injection
hybrid hearts have been developed for the
upcoming season by Renault, Mercedes-Benz
and Ferrari with Honda set to join in 2015
and Cosworth still looking for a backer (see
False Start on page 37). Each PU offers a
combined maximum power output of 770ps
(or 608ps from the V6 and an additional
162ps for approximately 33 seconds per lap
from the ERS) all of which is on par with
levels not seen in the sport in over ve years.
Talkin bout a revolution
The reintroduction of turbocharged engines
in F1, which last appeared 26 years ago in
1988, has been several years in the making.
The original proposal for an in-line four in
time for the start of the 2013 season was
subsequently dismissed by the racing teams,
in particular Ferrari, while Red Bull Racings
chief technical ofcer Adrian Newey stated
during the 2011 European Grand
Prix that the change to a V6 would
enable teams to carry the new engine as a stressed member, unlike
an in-line four, which would have required a space frame.
Inevitably, a compromise was reached to adopt V6 turbocharged
engines instead a decision that, according to Mercedes-AMG High
Performance Powertrains managing director Andy Cowell, satised
the original expectations of all parties: The initial discussions
between the FIA and the engine manufacturers were focused on
delivering a more efcient IC engine and more potent hybrid systems.
Both sides were keen to move the sport in this direction.
However, this new direction has in turn created a new set of
engineering challenges described by Cowell as of an altogether
different order of magnitude. For example, the pressures within the
combustion chamber now rise to as much as 200 bar almost twice as
high as the outgoing V8. And not only are crankshaft and pistons
subject to massive stresses, but the wastegate needs to be robust
enough to withstand the enormous pressures while being small enough
to actually t. Engineers have also had to nd ways of effectively
integrating the intercooler without incorporating giant radiators.
Meanwhile, the addition of ERS, which comprises two motor-
generator units that harvest heat and kinetic energy, and convert it to
electrical power from exhaust and braking (the MGU-H and MGU-K),
was a necessity following the FIAs decision to place a double
restriction on fuel consumption. So, in comparison
to 2013, the maximum fuel quantity per
F1 POWER UNITS
Once the driver applies
full throttle, the control
systems manage the
power of PU, with the
aim to minimize the time
within the given energy
race has been reduced by 35% to 100kg, while the fuel ow rate,
previously unlimited under V8 regulations, is now capped at 100kg/
hr. And while this means the drivers will need to use both fuel and
electrical energy over one lap, the PUs will produce over 30% more
power for every unit of fuel consumed compared with last years V8.
Intelligent management
Under acceleration, the IC engine uses its reserve of fuel, with
the turbocharger rotating at a maximum speed of 100,000rpm. Here,
the MGU-H, which is connected to the turbo, acts as a generator
to recover energy from the heat lost in the exhaust before passing it to
the MGU-K. In this instance, the MGU-K, which is connected to the
crankshaft of the IC engine, acts as a motor to deliver additional
power to pull harder or save fuel. Then, at the end of the straight,
when the driver lifts off for braking for a corner, the MGU-K converts
to a generator and recovers energy dissipated while braking, to be
stored in the battery.
Any energy stored in the 20kg battery (known as an energy store
or ES) can be used to either propel the car with the MGU-K or to
accelerate the turbocharger with the MGU-H to avoid lag during
braking. Compared to the 2013 KERS, the ERS of the 2014 PU has
twice the power (120kW), while the energy contributing to performance
is a whopping 10 times greater.
Our learning during the KERS project was the bedrock for building
ERS, says Cowell of the new system. But we are talking about a big
step not just in absolute power but probably more signicantly in
terms of duty cycle, in other words the percentage of the time around
a lap that it is operation. You could in theory combine two of last
years KERS motors on a single shaft to achieve the maximum power
of 120kW. But instead of using the motor for just short of seven
seconds per lap as we did last year, now its on for over 30 seconds of
every lap. And there is also a much greater reliability requirement,
because there are only ve of these motors per driver per
championship. So its more power output, a harder duty cycle and
signicantly greater reliability demands.
At the time of writing, and of the three power unit manufacturers,
Renault was the most revealing in terms of engine testing details and
inner system workings, with Jean-Michel Jalinier, president of Renault
Sport F1, divulging that their Energy F1-2014 Power Unit had been
FALSE START
Cosworth originally developed a direct injection four in line with
the technical regulations proposed for 2013. This unit became
the basis for an unnamed OEM customer program to develop a
complex-boosted demonstrator. However, when F1 regulations
subsequently changed to a V6 configuration, Cosworth was unable
to move it s V6 design into production without the commercial
support of an automotive manufacturer or commitment from
a number of customer race teams. The engine design remains
available, however, for a new manufacturer to enter F1 from 2015.
designed and developed at the companys
Viry-Chatillon headquarters in France, and
Rob White, Renault Sport F1s technical
deputy managing director, adding that they
had created new facilities at Mecachrome
including a new dyno where the full PU will
be signed off before delivery to the track.
Furthermore, the teams head of track
operations, Rmi Tafn, said, We will use
the dynamometers more often for live
simulations to optimize track performance.
I expect the dynos will be working up to
three times more as there are more
parameters to explore. With the V8 we could
predict how it would go, but these units are
vastly more complicated.
Indeed, such is the level of technological
and engineering complexity of the PUs that
skeptics are already questioning their
reliability over the course of an entire F1
season. Cowell, however, doesnt seem too
fazed: Change typically risks reliability. If its the introduction of
something totally new like turbochargers, with electric machines
connected to them revving to over 100,000rpm, that is doubly
challenging and therefore a bigger risk to reliability. There are
dozens of topics that could potentially compromise reliability. And
thats the same thing that we have always had in motorsport. We are
still talking about getting to the end of a race, faster than anybody else,
using the least amount of fuel, on a knife-edge of reliability. Thats
motor racing; and thats what makes it such a passionate and exciting
sport to work in.
LAW OF THE LAND
Under the new technical regulations, unless he drives
for more than one team, each driver may use no more
than five power unit s during the F1 season down from
eight engines in 2013. If a si xth complete power unit
is used, the driver will have to start the race from the
pit lane. However, this year the power unit is divided
into si x subsystems, which includes the IC engine,
MGU-K, MGU-H, battery, turbocharger and control
electronics. Each driver can use five of each of the
component s during the season and any combination
of them may be fitted to a car at any one time; however,
grid place penalties will be imposed each time a driver
surpasses this limit.
F1 POWER UNITS
1. MGU-H
2. IC engine
3. Control electronics
4. Energy Store (battery)
5. MGU-K
6. Turbocharger
Performance specications
of PUs were homologated
on February 28. Now, just
8% of the current PUs will
remain homologated at the
end of the current season,
with 92% development
freedom allowed for 2015
6
5
2
3
1
4
1215 May 2014, Royal Park Hotel Rochester, MI USA
Plus: Transmission Expo
CTI Symposium
Automotive Transmissions, HEV and EV Drives
8th International
The Worlds Largest TM & Drives Events With Over 1,800 Senior Delegates in the USA, China & Europe in 2013!
Don Hillebrand
Director Center for Transportation Research
Daniel M. Hancock
President
Chris Nevers
Director Climate and Fuel Economy
Michael Olechiw, Director
Light-duty Vehicle and Small Engine Center
www.transmission-symposium.com/usa
Technical speeches coming from companies such as:
Sponsors
P2300354an_183x115_Engine Technology.indd 1 27.02.2014 11:41:41
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SEPTEMBER 16-18, 2014 DETROIT | MICHIGAN | USA
THE FASTEST GROWING EXHIBITION FOCUSED ON NEXT GENERATION ADVANCED BATTERY TECHNOLOGY
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PRODUCTS & SERVICES

As has been widely reported
over the past few years,
Gomecsys has been working hard
to further VCR technology, but like
all suppliers and car makers in the
automotive industry, its engineers
have struggled to overcome the
various engineering challenges
associated with the technology,
including system complexity.
Having prototype engines on
the dyno shows you the real-world
results and your real-world
problems, states Gomecsys
CEO Bert de Gooijer. Its having
this testing confrontation and
validation, along with having
worked hard on the technology
over the past few years, that has
helped us to solve the challenges
associated with VCR.
At Gomecsys, highly detailed
improvements of the VCR system
are an ongoing process, with
inroads and additional patents
being led on a monthly basis.
Recently, Gomecsys entered into
a technical cooperation with PSA
Peugeot Citron to further optimize
the suppliers VCR technology for
production. According to de Gooijer,
the JV is of utmost importance: A
cooperation with a major OEM like
PSA allows for a big boost in the
development process and for the
maturity of the VCR system.
PSA and Gomecsys are currently
dyno testing several prototype
engines that run the companys
fourth-generation VCR technology.
A key advantage of the Gomecsys
development compared with other
VCR designs is that the complete
VCR system is located on the
crankshaft, meaning that no
modications to the engine block
are needed. As a result of such
engineering simplicity, any engine
from a one-cylinder design
through to a V8 can be upgraded
with the VCR technology by just
replacing the crankshaft.
Gomecsys engineers are now
working on a fth-generation
iteration of the companys VCR
concept, and this enhanced
technology promises to represent
a big step for the system. The
biggest engineering difference that
Gomecsys next-generation VCR
realizes is that the crankshaft is
made from just one part, whereas
in previous designs this component
was assembled (press t) from ve
separate parts. Yet as a result of this
engineering evolution, the VCRs
assembly challenge has now
moved from the crankshaft to the
eccentrics, which now have to be
assembled on the conventional
crankshaft. But despite this add-on
complexity, our fth-generation VCR
system with the crankshaft being
assembled from just one part is a
real breakthrough for the system,
adds de Gooijer.
However, for some specic
automotive applications of the
fth-generation VCR technology,
such as one-cylinder IC designs,
De Gooijer says theres still the
option to use an assembled press
t crankshaft as this type of
component and construction
Despite careful development and assessment of many variable compression ratio prototypes
over the past ve years, bringing the technology to production continues to be a real challenge
VCR breakthrough
The fourth-generation
in-line four VCR crankshaft
PRODUCTS & SERVICES
Eccentric position and compression
ratio and expansion ratio are outlined
Bert de Gooijer, Gomecsys
T. +31 35 6781 013
E. bg@gomecsys.com
W. www.gomecsys.com
ONLINE READER
ENQUIRY NO. 501
process is often used in the series
production for these types of engines.
Gomecsys VCR technology uses
a clever arrangement to realize a
variation in the TDC of the piston,
with Gomecsys engineers adding
an eccentric between the crankpin
and the big end of each conrod. As
a result, the eccentric position can
be modied through a set of gears
and a shaft that enters the crankshaft
from the front of the engine.
With an eccentricity of 3% of
the piston stroke, the compression
ratio can be varied from 9:1 to 16:1,
with a working example being:
stroke 90mm; 3% eccentricity
that equals 2.7mm; and the TDC
position of the piston that can be
modied by 4.6mm.
With an eccentricity of 4.3% of
the piston stroke, the compression
ratio can be varied from 8:1 to 18:1,
with a working example being:
stroke 90mm; 4.3% eccentricity
that equals 3.85mm; and the TDC
position of the piston that can be
modied by 6.6mm.
The position of the eccentric in
the maximum CR position is ideally
always straight so taking up a 90
position. However, at the very
minimum, the CR position of the
eccentric can be set at -45.
To realize an independent
variation of the intake, compression,
expansion and exhaust stroke and
to minimize mechanical friction it
is necessary that each eccentric
rotates around the crankpin in the
same direction as the crankshaft
and at half the speed. In order to
achieve this target, Gomecsys
engineers make use of a patented
gear mechanism that drives all the
eccentrics at the desired direction
and speed. The shaft that enters
the crankshaft from the front of the
engine only has to be rotated to
modify the compression ratio.
The results that Gomecsys
VCR technology realizes are truly
staggering. At low engine loads,
so 10% fuel and CO2 reduction
compared to a compression ratio
of 10:1, a high compression ratio of
16:1 with increased thermal
efciency, reduced intake stroke
which equates to reduced pumping
losses and low TDC gas exchange,
resulting in the freedom for the
valves to move, is all made possible.
At high engine loads, where 33%
torque and power outputs increase
compare to a compression ratio of
10:1, Gomecsys VCR technology
offers a low compression ratio of
9:1, which results in increased boost
pressure and enhanced torque and
power being generated. Furthermore,
increased intake stroke and
increased power as well as a high
TDC gas exchange with good
extraction of exhaust gases, are
also made possible.
In addition to these added
engineering benets, Gomecsys
VCR enables IC engine downsizing
to be realized but without the loss
of power and torque. For example,
testing has shown that a 2-liter
in-line four-cylinder engine can
be replaced by a 1.5-liter in-line
three-cylinder VCR, the latter of
which matches the formers torque,
but improves CO2 emissions by
a staggering 20% on the NEDC.
It is also important to note that
VCR has a technical synergy with
stratied direct injection concepts,
with increased end compression
temperatures when running at
high compression ratios, thus
improving the ignitability of the
stratied mixture.
The fth-generation in-line
four VCR crankshaft
PRODUCTS & SERVICES
Few components in a gasoline
engine operate in as harsh
an environment as the spark plug,
which is subjected to an extreme
combination of uctuating thermal,
mechanical and electrical loads.
The global automotive industry
trend toward developing
increasingly efcient engines
pushes up all three of these factors,
while longer service intervals require
greater resistance to erosion and
fatigue to provide satisfactory
long-term performance. Plugs are
also getting smaller to make room
for direct injection and multivalve
installations in the increasingly
crowded connes of the modern
combustion chamber.
Meeting this combination
of technical and engineering
challenges requires extensive
attention to detail and access to
sophisticated materials technology,
says Federal-Moguls European
application engineering manager,
Sandro Pino. People think of a
spark plug as just a simple part,
almost a commodity, but at the
cutting edge of engine design, the
materials and detail geometry of
the spark plug ultimately dene
the boundaries of reliable engine
operation, he says.
Spark plugs have shrunk in
diameter from M14 to M12, with
M10 now on the horizon, to allow
engine designers to extend the
cooling jacket more effectively
between the plug boss and the
valve seats, and enable the use of
larger valve diameters within a given
bore size. The reduced cross-
section of the plug demands better
insulating properties from the
ceramic, while the smaller electrode
dimensions increase the challenge
of resisting erosion, adds Pino.
However, there are other
geometric issues, related to the
ignitability of the fuel-air mixture,
as Pino explains: To minimize
quenching effects on the ame
kernel, OEM customers want the
spark plug to protrude more deeply
into the combustion chamber, and
to reduce electrode quenching we
are using increasingly ne wire
diameters. All these techniques
improve ame kernel development,
leading to stronger, more stable and
more complete combustion.
The electrical demands on an
ignition system are also increasing
as technologies are introduced to
enhance efciency and reduce
emissions. Higher combustion
pressures from turbocharging and
supercharging, increased rates of
tumble through the inlet ports, and
greater levels of exhaust gas
recirculation all make the mixture
less ammable, requiring increased
ignition voltage and energy at the
spark, adds Pino. Until recently,
the benchmark was 36kV. We
currently achieve over 42kV with our
Champion SureFire Plus range and
by 2017, we will have systems in
production running at over 47kV.
Insulating these higher voltages
requires a combination of improved
material and process technology.
Spark plug insulators are typically
composed of 95% alumina
(aluminum oxide), with the balance
being glass, which aids
manufacturability but limits the
electrical and mechanical
properties. The SureFire Plus
insulator is made with a far higher
percentage of alumina to provide
the necessary resistance to
high-voltage breakdown.
As the voltage level increases,
even the connection between the
spark plug component and its high-
tension source must be optimized
to prevent external grounding
(earthing). We increase the ash
over length by increasing the height
of the ceramic insulator, so any
spark has further to jump, says Pino.
The high charge density achieved
on boosted downsized engines at
large throttle openings can lead to
random, heavy pre-ignition (mega
knocking) that subjects the ring
end of the spark plug to severe
pressure waves. These would result
in mechanical failure of the core
Ignition technology can define the limits of engine operation or enable changes in efficiency
and performance. But how much more can the conventional spark plug be developed?
Ignition system advances
Spark plugs have shrunk in diameter from M14 to M12, with M10 on the horizon,
to allow designers to extend the cooling jacket between the plug boss and the
valve seats, and enable the use of larger valve diameters within a given bore size
Meeting the combined engineering
challenges of uctuating thermal,
mechanical and electrical loads requires
extensive attention to detail, including
advanced FE analysis during the design
Sandro Pino, Federal-Mogul
T. +44 161 490 4550
E. Sandro.Pino@federalmogul.com
W. www.federalmogul.com
ONLINE READER
ENQUIRY NO. 502
nose at its root unless designed
with sophisticated FE analysis, to
resist the high-pressure amplitudes
involved. According to Pino, FE
analysis can also be highly effective
in optimizing designs to reduce
critical temperatures. Different
designs, evaluated with the same
spark position and the same heat
load, can reduce maximum
temperature from over 900C to
less than 700C through changes
to the geometry and materials.
To operate reliably at the higher
combustion temperature levels
generated by todays engines,
electrode materials have been
developed with greater resistance
to high temperature erosion and
corrosion, with copper cored center
and ground electrodes for improved
heat dissipation. Often the challenge
is to combine the required durability
with cost-effective construction, as
Pino explains: For engines with
very high specic outputs, we
developed MLR (multilayer rivet)
technology for the center electrode,
which makes use of the wear
resistance of Iridium but requires
just a small amount where it is most
needed, he says.
The MLR process minimizes the
volume of precious metal required
by attaching just 0.5mm of Iridium
to a rivet-shaped piece of Nickel
alloy, itself readily welded to the
center electrode. The
corresponding treatment for the
ground electrode is to apply a
resistance welded and laser capped
Platinum pad.
Looking ahead, to push engine
efciencies higher still will require
ultra-lean combustion strategies
with more aggressive charge
dilution, higher mean effective
pressures and greater stratication
levels, all of which make ignition of
the charge more difcult. At some
point, the practical limit of spark
plug performance will be reached.
As mixtures become harder
to ignite, spark plugs could be
developed that operate with higher
voltages and longer arc duration but
the charge is still likely to take too
long to ignite and burn, and the
location of the spark will become a
severe constraint, explains Pino.
To overcome these limitations
requires a completely new
approach, so we have developed an
ignition system that is based on
multiple long plasma streamers
instead of a single small spark. We
call this technology the Advanced
Corona Ignition System (ACIS).
ACIS uses a high-energy, high
frequency electrical eld to produce
repeatable, controlled ionization,
whereby multiple streams of ions
ignite the fuel mixture throughout
the combustion chamber with a
much higher degree of in-cylinder
coverage than spark ignition
systems. Eliminating the spark plug
and its arc also serves to remove
the main cause of wear in a
conventional spark ignition system,
the erosion of the electrode.
To simplify engine installation,
Federal-Mogul has based the
architecture of ACIS on a two-piece
arrangement that enables the igniter
to replace a conventional spark plug
while the inductor takes the place of
a conventional coil. Test results have
been encouraging, according to
Pino: We have already recorded
fuel consumption improvements of
up to 10% on a 1.6-liter
turbocharged direct injection
engine, but the big improvements
will come when ACIS is used as an
enabling technology to facilitate new
combustion strategies that will
contribute to additional gains.
As a leading automotive Tier 1
supplier, Federal-Mogul has been
creating value through innovation
and state-of-the-art technology for
more than 100 years. Today, the
company is a key player in the
global marketplace, serving
industries that range from
automotive and commercial
vehicles to railroad and aerospace.
As a result of such innovation,
customers know they can rely on
Federal-Moguls quality excellence
in products, trusted brands and
creative solutions.
Federal-Moguls ACIS innovation uses
a high-energy, high-frequency electrical
eld to produce repeatable, controlled
ionization, whereby multiple streams
of ions ignite the fuel mixture throughout
the combustion chamber with a much
higher degree of in-cylinder coverage
than spark ignition engine systems
MLR process minimizes the volume
of precious metal required by placing
just a small amount of Iridium where it
is most needed on the central electrode
Factors such as increased load
density, high ow rates and highly
diluted mixtures are leading to higher
sparking voltages and combustion
temperatures (as shown in the image
below). Spark plugs require both
extremely durable center and ground
electrodes as well as a ceramic
formulation that is capable
of insulating high ring voltages in
these extreme operating conditions
PRODUCTS & SERVICES
PRODUCTS & SERVICES
The SurfaceControl measurement system from Micro-Epsilon
automatically detects defects on interior car components
Today, a windshield is much
more than a simple glass
sheet in the car that protects the
driver from headwind. This
subsystem has evolved,
incorporating key vehicle roles while
also having to resist shocks and
high variations of temperature. As
such, applying adhesive beading
perfectly to the edges of the screen
is a decisive process. ScanControl,
a high-tech laser prole scanner
developed by Micro-Epsilon, serves
to measure the height and position
of the adhesive beading on the
screen edges. The process sees a
robot position the glass in front of
the bodywork and after the position
has been determined by light
section sensors, the screen is put
centrally into the bodywork. This
process is performed in real time
and integrated in common
automotive production cycles of
less than one minute.
Single bodywork parts are
mounted to a complete car in the
assembling division, but gap and
ushness sizes between the single
parts can sometimes occur, which
is unacceptable for all customers.
To avoid this, optical sensors of the
GapControl technology series from
Micro-Epsilon are applied in the
gripper system of the robots. These
sensors have the capacity to control
the mounting process for every
single assembly step in real time by
checking if gap and ushness sizes
meet manufacturers requirements.
For defect detection on diffuse
reective surfaces, Micro-Epsilon
has developed its SurfaceControl
measurement system. This
technology uses structured light
projection to detect and analyze
local shape defects on surfaces that
deviate by micrometers from their
target measurements. The system
also operates reliably on textured
surfaces, such as interior
automotive parts. SurfaceControl
offers a variety of measurement
areas ranging from 150 x 100mm
2
to
600 x 400mm
2
, and it takes only a
few seconds to capture 3D data for
a surface. Various evaluation
procedures are available, depending
on the nature of the shape
deviations being investigated. The
3D data can be used to calculate a
awless virtual cover, or a digital
whetstone can be used, similar to a
whetstone in a press shop. These
methods provide repeatable,
objective assessments of deviations
from around 5m to 20m,
depending on the surface. The
structured light projection
procedure is suitable for all surfaces
that diffusely reect at least part of
the light, including steel, aluminum,
plastics and ceramics.
Today, manufacturers are
responsible for providing every tire
with a DOT number. The digits,
which are imprinted on the tire wall,
provide data with regard to the
factory, type and size of the wire, as
well as the manufacturing week.
The automated mounting of tires on
rims, conveyance of fully assembled
tires to the car mounting, and the
corresponding documentation,
require automatic detection that is a
technical challenge due to the short
cycle time. To meet these growing
industry needs, Micro-Epsilon is
offering the market a new system
called IdentityControl TID 8303.I,
which detects the DOT number
and tire type when the tire lies on
the feed slide. TID 8303.I operates
according to the structured light
protection process that
SurfaceControl benets from.
Unlike other conventional systems,
the Micro-Epsilon solution does not
require any additional
electromechanic components in
order to index or turn the tires.
Furthermore, IdentityControl is
wear-free, easy to maintain and
cost-effective.
In the highly automated vehicle production industry, measurement technology in robots and
processing lines is helping to ensure high-quality, precise, safe and reliable operations
Sensors for manufacturing
1. Micro-Epsilons ScanControl laser
prole scanners perfectly measure
the height and position of adhesive
beadings to the screen edges
2. GapControl measures gap and
ushness of the bodywork parts
3. TID 8303.I identies the DOT
(Department of Transport) number
on tires within the required cycle time
Johann Salzberger, Micro-Epsilon
T. +49 8542 1680
E. Johann.Salzberger@
micro-epsilon.de
W. www.micro-epsilon.de
ONLINE READER
ENQUIRY NO. 503
1 2
3
An event organized by VDI Wissensforum GmbH | www.transmission-congress.eu | Phone +49 211 6214-201 | Fax +49 211 6214-154
REGISTER
NOW!
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International VDI Congress
Drivetrain for Vehicles
95 g efcient and convenient!
With Exhibition
June 24 and 25, 2014 in Friedrichshafen, Germany
WITH PLENARY LECTURES BY:
GOLDSPONSORS:
Dr. Stefan Sommer, ZF Friedrichshafen AG
Zeng Guangan, Guangxi Liugong Group Co., Ltd. and Guangxi Liugong Machinery Co.,Ltd.
D. Eng. Yong Chen, Zhejiang Geely Power train Research Institute
Dr. Carsten Breitfeld, BMW AG
Takashi Shibayama, JATCO Ltd.
Prof. Dr. Xiangyang Xu, Beihang University, Shengrui Transmission Co. Ltd.
Dipl.-Ing. Didier Lexa, GETRAG International GmbH
Thomas McCarthy, Ford Motor Company
Prof. Dr.-Ing. Peter Tenberge, Ruhr-Universitt Bochum

M
arketplace for all
issues about transm
is-
sions in m
obile appli-
cations
PRODUCTS & SERVICES
Global initiatives aimed at
reducing greenhouse gas
(GHG) emissions and increasing fuel
economy, with government
regulations and standards
worldwide, are leading to mandates
for even more dramatic
performance from engine oils.
Reducing vehicle weight and
improving aerodynamics can meet
some targets. Hybrids and electric
vehicles will also help. Additionally, a
proven method of both improving
efciency and reducing GHG
emissions is through engine oil
additive formulations, viscosity
modiers, friction modiers and
engine oil viscosity reduction.
Internationally, the Global Fuel
Economy Initiative has a goal to
make automobiles worldwide 50%
more efcient by 2050. If
accomplished, they predict this
could result in signicant reductions
of carbon dioxide and other GHG
emissions and save six billion
barrels of oil per year in 2050
through improved fuel efciency.
Individual nations and regional
governments have also set some
aggressive shorter-term goals of
their own. In the USA, the National
Highway Transportation and Safety
Administration (NHTSA) has set the
Corporate Average Fuel Economy
(CAFE) standard at 4.3 liters/100km
(54.5mpg (US)) for passenger cars
and light trucks by 2025. The
European Union is aiming for 4.1
liters/100km (petrol cars) and 3.6
liters/100km (diesel cars) by 2020,
as well as reducing the 2015 CO2
emissions target on all new
passenger car sales, from 130 to
95g/km, potentially as early as
2020. In 2012, the Chinese
government set a goal of reducing
CO2 emissions by 50%. New
vehicles not meeting the standard
will be prohibited from being sold.
Meanwhile, Japan, South Korea,
Australia and other nations have
similar targets for fuel efciency,
GHG emissions reductions, or both.
With such a focus on increased
efciency and reduced GHG
emissions, the role of the engine
lubricant namely the base oil,
additives and viscosity modiers
(VM) can be signicant. The
continuing move to lower viscosity
lubricants is an accepted way to
support these goals. The move to
lowering high temperature, high
shear (HTHS) viscosity of engine oils
can further support these goals.
Critically, however, this must be
weighed against the need for
maintained component durability,
ensuring HTHS is not lowered
enough that it leads to excessive
premature wear. As a result, it has
never been more important, for the
early and close working partnership
between the engine hardware
designers and the lubricant
partners, to ensure these are all
working in harmony toward shared
common goals.
Given the increasingly complex
interdependence between the
engine hardware, base oil, additives
and VM, it is probably no surprise
that when it comes to the VM, there
is no one-size-ts-all approach.
Gone are the days when VMs
were regarded solely for their
thickening properties. Instead, these
performance polymers play a key
role in delivering increased ow to
vital components, increased
efciency, cleanliness, durability and
protection. Different VM solutions
offer different associated benets
and, as a result, OEMs can gain
signicant benets from working
alongside a partner who has a
whole range of VM solutions.
Lubrizol, for example, provides the
most comprehensive range of
performance polymer technologies,
meaning it can recommend VM
solutions suited to the individual and
exacting needs of the OEM.
Given the drive to increase fuel
economy and reduce GHG
emissions, dedicated engine
lubricants provide a host of benets
that can support these goals, while
simultaneously retaining engine
durability. Lubrizols proven viscosity
modier and additive technologies
can be customized to provide
engine performance for maximum
end-user benets, and tailored to
meet OEMs specications, designs
Viscosity modifiers are delivering improved efficiency and retained durability within engine
lubricant specifications as international emissions standards continue to be tightened
Enhancing engine oils
Lindsey Bambra, Lubrizol
E. lindsey.bambra@lubrizol.com
W. www.lubrizol.com/
viscositymodiers
ONLINE READER
ENQUIRY NO. 504
and materials. All requirements can
be met when the engine lubricant is
included as an integral part of the
design process, with all parties
working in a close and cooperative
environment to meet the common
goal.
PRODUCTS & SERVICES
Beatrice Joerer, AVL
T. +43 316 787 1195
E. beatrice.joerer@avl.com
W. www.avl.com
ONLINE READER
ENQUIRY NO. 505
Euro 6 emissions regulations
became mandatory for all new
registrations on December 31, 2013.
As such, OEMs have introduced
various technical solutions to meet
this stringent emissions regulation
and achieve the most attractive fuel
efciency rating. Consequently, the
necessary technology packages for
Euro 6 have substantially increased
product cost.
In the medium term no further
NOx and PM reduction will be
demanded by legislation, and focus
will turn to product cost reduction
and fuel efciency improvements.
Additionally, CO2 emissions
legislation will limit specic fuel
consumption and enhance the need
for improved fuel consumption.
Advanced turbocharging
technologies and further improved
exhaust aftertreatment systems will
enable and optimize the trade-off
between fuel efciency and product
cost for second-generation Euro 6
systems. While considering further
optimized engine components,
AVL analyzed different system
congurations and identied
application-specic optimum
solutions for second-generation
Euro 6 systems.
One of the key technologies for
further optimized Euro 6 systems is
the charging system. Next
generation turbochargers with
improved efciencies are currently
being developed by turbocharger
suppliers and will soon become
available for series production.
Such highly efcient turbochargers
will have the potential to improve
the fuel efciency of a truck engine
by up to 3%. Furthermore, the
maximum achievable pressure ratio
of next-generation turbocharger
hardware will also increase. This
will create the possibility for further
engine downspeeding and
increased torque at lower engine
speeds. With such advanced
turbocharging concepts, in
combination with consequent
engine downspeeding, a real-life
drive cycle fuel consumption benet
of even 4% can be expected for
HD long-haul truck applications
throughout Europe.
Most OEMs have applied a high-
pressure EGR system to meet Euro
6 emissions regulations. Increasing
turbocharger efciency will
challenge these EGR systems
substantially. Since the positive
pressure difference between intake
and exhaust manifold will further
increase, the achievable EGR rates
will drop. Therefore a standard high-
pressure EGR system may reach its
functional limits. AVL has been
developing alternative EGR
concepts such as turbo
compounding and low-pressure
EGR, which provide the required
EGR rates combined with a positive
pressure difference between intake
and exhaust manifold.
A holistic system optimization
that considers engine and exhaust
aftertreatment, transmission and
drivetrain, software and calibration,
as well as sensors and actuators,
is mandatory in order to nd the
overall optimum.
AVL uses in-house developed
software tools in order to analyze
system performance in detail, to
specify the necessary components,
and to develop and precalibrate the
related ECU functions. A detailed
thermodynamic layout of the
engine, including the turbocharging
system, is performed using AVL
Boost. For system optimization AVL
has also developed a model-based
engine optimization methodology
(MoBEO). It is based on the use of
real-time capable engine and
exhaust aftertreatment simulation
models. The simulations are
performed in advanced model-in-
the-loop (MIL) and hardware-in-the-
loop (HIL) environments.
Advanced turbocharging concepts for second-generation Euro 6 systems are resulting
in a fuel consumption reduction of up to 4% for long-haul truck applications in Europe
Fuel efficiency gains
HD long-haul truck applications in Europe can expect a real-life drive cycle fuel
consumption benet of up to 4%, thanks to advances in turbocharging concepts
AVLs engine optimization
methodology is based on the use
of real-time simulation models
PRODUCTS & SERVICES
Located in northern France,
Critt M2A is an independent
research and development facility
that is mainly dedicated to the
automotive industry. The centers
turbocharger department is
recognized by car makers and
automotive suppliers as one of the
worlds leading test centers, where
pioneering work takes place.
Critt M2As turbocharger
department has the capacity to run
a large range of tests and analysis
on turbochargers for many different
organizations across several
different industries, including
automotive and motorsport. The
testing capabilities and recognized
know-how of Critt M2A means
that it can offer services that are
in line with the highest industry
requirements. The company has ve
high-standard gas stands, including
one that can cover a mass ow up
to 1kg/s and a temperature of more
than 1,200C. Repeatability of mass
ow, temperature and pressure
can be precisely adjusted to nd
out the best performance on
turbochargers. In addition to this,
Critt M2A gives customers the
opportunity to test turbochargers
with or without upstream/
downstream parts by offering a
complete cartography, assessment
and technological comparison
following the initial results.
While specializing in forced
induction technology, Critt M2As
highly acclaimed R&D facility is also
known for its know-how in NVH,
engine endurance and general
development, having served the
industry for more than 10 years. In
total, the center runs seven engine
test benches, all of which are
available with a comprehensive
range of additional equipment to
cover the largest type of powertrain
studies. Among these, Critt M2A
deals with acoustic issues on
complete powertrains in a rare full
anechoic test bench scenario.
For several years, Critt M2A
has been providing the global
automotive industry with a wide
range of testing services according
to international standards. Whats
more, these services are
undertaken with the highest level of
condentiality, with each test cell
capable of operating independently
and with secured, restricted access
to enable its customers to have
a private workshop and ofce in
which to work in.
To ensure further expertise in
this particular area, Critt M2A has
recruited new engineering experts
for its NVH and engine testing
departments. The center relies on
a team of highly skilled technicians
and engineers who continuously
work on developments and
improvements of the existing
services that the organization
offers. Furthermore, Critt M2As
policy of continually investing in new
and state-of-the-art equipment
means that the center is always at
the forefront of the very latest
testing methodologies.
A key policy of Critt M2A is for
the center to always focus on its
clients needs, and as such, the
organization is always on the
lookout for new partners for
technical cooperation. Perhaps a
lesser known fact is that the Critt
M2A center undertakes much
pioneering research collaboration
with many European universities,
including the Polytechnic University
of Genoa, Italy, and Loughborough
University in the UK. To meet the
challenges of the future, the
companys engineers are today
involved in numerous projects and
are working on new products and
future-oriented technologies. As a
leading organization in testing and
development, Critt M2A follows
market trends very closely and the
organization is looking to increase
its visibility worldwide by
participating in several automotive
business events, including the
11
th
International Conference on
Turbochargers and Turbocharging
in London, UK, in May; as well as
Automotive Testing Expo Europe
in Stuttgart, Germany, in June.
An independent research and development facility is helping car makers and
suppliers around the world to meet challenging powertrain development goals
Engine testing expertise
Left and below: Critt M2As R&D
center runs seven engine test
benches, accommodating an
extensive range of tests and
analysis for turbochargers
Critt M2A
T. +33 391 800 202
E. crittm2a@crittm2a.com
W. www.crittm2a.com
ONLINE READER
ENQUIRY NO. 506
PRODUCTS & SERVICES
Mark Wright, Solvay Specialty
Polymers
E. mark.wright@solvay.com
W. www.solvayplastics.com
ONLINE READER
ENQUIRY NO. 507
In todays climate, automotive
engineers are facing tough
challenges when attempting to
comply with global emissions
regulations and enabling CO2
reduction through the use of more
efcient engine and drivetrain
technology. Its a tricky balancing
act because the industry is also
focused on other key requirements
such as maintaining the torque,
responsiveness and the overall
enjoyment that consumers seek
from their driving experience.
One solution to meet the needs
at both ends of this spectrum has
been the introduction of highly
downsized turbocharged engines
that realize an optimum balance
between emissions compliance,
CO2 reduction and consumer
performance preference.
These downsized engines are
compact in design and, as such,
their ambient temperatures are
considerably higher compared with
previous IC creations. An important
consideration is the extra demand
placed on the air induction
components, and in particular, the
temperature requirements between
the turbocharger compressor
exit and the hot side charge air
cooler housing.
Solvay Specialty Polymers, based
in Bollate, Italy, has been a key
player in this market segment with
its long-standing line of Amodel
polyphthalamide (PPA) resins. As
temperature demands have
exceeded the performance limits of
traditional Amodel PPA grades,
Solvay has responded by
developing next-generation
products that meet the needs for
hot side air induction components.
They provide an unprecedented
level of performance including
>50% retention of mechanical
properties and >50% retention in
weld-line strength when thermally
aged at 230C for a minimum of
1,000 hours. They are also resistant
to acid gas condensate from
low-pressure loop EGR systems
and offer short-term temperature
performance to 250C.
Solvays new high-heat grades
the Amodel A-4133 HH and
A-4145 HH developments are
33% and 45% glass-reinforced
grades respectively that have been
specically designed to provide
long-term thermo-oxidative
performance in addition to excellent
chemical resistance. Automotive
manufacturers have reported highly
favorable results with high-heat
Amodel PPA based on their own
evaluations. For example,
Volkswagen sampled several
high-heat polyamide offerings and
ranked high-heat Amodel PPA
grades superior to the competition
because of their ability to retain
mechanical properties up to 250C.
Volkswagen conducted heat aging
tests for up to 1,000 hours and
found that high-heat Amodel PPA
realized greater than 50% property
retention at up to 250C, thus
conrming Solvays ndings.
Stabilization technology helps
to realize impressive retention of
properties that would even allow
for more than 4,000 hours of
performance at a continuous-use
temperature of 230C and after
thermal aging at 250C for 2,000
hours, the retention of tensile
strength is still remarkably 56%.
This performance clearly
differentiates the new grades from
other polyamide-based materials
currently on the market.
Another key attribute of the
high-heat Amodel PPA grades is
their ability to be processed with
tool surface temperatures <100C,
thus eliminating the need for oil
heating, which is quite common
with other aromatic polyamides and
PPS. Mold shrinkage is comparable
to similar glass-lled PA66 materials,
thereby providing cost savings for
tooling for prototype development
and commercial production,
particularly if a large platform
requires higher temperature
performance. This can now be
achieved with one injection molding
tool rather than investing in a
second tool just for the parts
requiring higher temperature.
Target applications for HH
Amodel PPA grades include air
induction components such as
charge air cooler housings,
resonators and charge air hoses,
as well as components for exhaust
gas recirculation.
Designing with these high-heat
PPA products requires an
understanding of the mechanical
property prole at peak operating
temperatures. Solvay has an
extensive material testing program
to provide OEMs and Tier 1
suppliers with the condence that
HH Amodel PPA grades can
perform in todays new challenging
downsized engine platforms. The
strong suitability of these materials to
the new air induction requirements
is evident based on the growing
number of applications currently
under development.
As temperature demands exceed performance limits, new high-heat PPA
developments represent next-generation solutions for the air induction market
Making the grade
Left: The graph displays the superior
high-temperature performance of the
new HH Amodel PPA at 230C versus
competitive HH polyamide options
Below: Charge air coolers are among
the targeted air induction applications
for HH Amodel PPA grades available
from Solvay Specialty Polymers
PRODUCTS & SERVICES

Striving for sustainable
mobility and being aware
of the demanding limits set by
emissions regulations around the
world, Hidria, a Tier 1 supplier
headquartered in Slovenia,
continues to invest heavily in
high-level R&D to further develop
new-generation glow plug
technology that promises to
improve engine combustion control.
The glow plug, one of Hidrias
most successfully marketed and
technologically advanced products,
has recently been upgraded and
enhanced with complex high-tech
mechanical and electronic systems
to enable the component to sense
accurately all phases of the
combustion process.
As a result of such engineering
inroads, Hidria is now set to launch
an all-new generation of piezo-
electric based cylinder pressure-
sensor glow plug (PSG) for light-
and heavy-duty vehicle applications,
as illustrated in Figure 1.
The accuracy of Hidrias PSG has
recently been tested on the road
in real-world driving conditions. The
assessment was performed using
a test car that featured an engine
modied to accommodate the PSG
component as well as a high-end
reference pressure sensor in the
same cylinder. This setup enabled
engineers to directly evaluate, in a
wide variety of driving conditions
from highways to steep mountain
roads, the performance of the Hidria
PSG technology compared with
a reference sensor thats currently
on the market.
The road test covered the whole
engine map from low loads and
speeds right up to 180 bar and
4,000rpm. Pressure data from
the Hidria PSG and the reference
sensor was acquired continuously
during the road test, which covered
400km in total. An important
feature of the test was the realistic
temperature conditions within which
the PSG component is able to
operate. The elevation prole is
shown in Figure 2.
Furthermore and as highlighted
in Figure 3 the PSG technology
exhibited excellent performance
across the entire engine map. All
corresponding pressure cycles
measured (see the single dots in
Figure 3) had a maximum error
of 2% when compared with the
reference pressure sensor.
In addition to these key
advantages that have been proved
during testing, the PSGs high
accuracy also enables efcient
closed-loop control in diesel
engines, which contributes to
reduced emissions; compensation
for different fuel qualities; cylinder
balancing; load-pressure regulation;
improved engine vibration and
acoustics optimization; injector drift
corrections; easier and more robust
engine calibration; and vastly
improved cold-start performance.
With investment in high-level
research and development that
pushes ahead key engineering
and technical breakthroughs,
Hidria has established itself as a
leading supplier of high-technology
solutions for powertrains and
steering systems in the global
automotive industry. The result of
this is that Hidria technology today
co-manages every tenth new car
in Europe and ignites every sixth
new car in the world equipped
with a modern diesel powertrain.
Having recently been tested in real-world driving scenarios, a new pressure
sensor glow plug is promising to push the technology to the next engineering level
Pressure sensor advance
Figure 3: The results of
the road test showing the
relative accuracy of the PSG
component compared with
the reference sensor
Figure 1: Hidrias new
generation pressure-sensor
glow plug can be supplied
with a long-life metallic
(pictured above) or high-
temperature ceramic (silicon
nitride) heating element
Figure 2: The road test
elevation prole of the PSG
Ales Suligoj, Hidria
E. ales.suligoj@hidria.com
W. www.hidria.com
ONLINE READER
ENQUIRY NO. 508
Xxxxxxxxx
T. 0123456789
W. www.
ONLINE READER
ENQUIRY NO. 510
PRODUCTS & SERVICES

In close collaboration with
all international OEMs,
ContiTech Fluid Technology is today
responsible for the manufacture of
high-tech hoses, hose bends, hose
and pipe assemblies and
connecting systems made of
elastomers and plastics in
combination with a wealth of
materials such as fabrics, steel
and aluminum for transporting air,
oil, fuel, gas and water.
The benet of this broad
spectrum for customers is that
they can obtain all the lines and
assemblies they need worldwide
from a single source, manufactured
everywhere to the same high quality
standards. Our comprehensive
process engineering expertise
irrespective of whether this involves
extrusion, winding, braiding,
knitting, brazing, hydroforming,
bending or cleanroom production
means that we are always able to
offer our customers the optimal
design for the overall system,
emphasizes Matthias Schnberg,
business segment head.
As such, hose assemblies for
engines, gearboxes and
turbocharger systems are the eld
of expertise of the suppliers
powertrain segment from material
development to trials and the series
product. In addition to all the
powertrain segments feed lines
relating to the turbocharger,
ContiTech Fluid Technology also
offers car and commercial vehicle
manufacturers the whole spectrum
of charge-air hoses and hose
assemblies. These are the core
competence of the air induction
systems segment. These
subsystems are required to
withstand increasingly high
pressures and temperatures,
meet high acoustic demands and
be usable even when tting them
is difcult. The segments product
range also encompasses all other
lines and assemblies for the air
supply system.
The companys fuel supply
exhaust gas management
segments product spectrum covers
customized complete solutions
for fuel supply and also innovative
solutions for fuel management.
Examples include heated hose
assemblies that were specially
developed for SCR technology
and hose assemblies for DPFs.
All of ContiTech Fluid
Technologys components and
complex modules meet the most
stringent requirements in terms of
exibility and pressure and
temperature resistance. The
company manufactures at 39
strategically networked locations
around the globe, with technology
centers supported by a central
quality management system.
ContiTechs global key account
management and international
sales organization ensure proximity
to customers around the world.
In 2012 ContiTech Fluid
Technology generated sales in
excess of US$1.75 billion.
In addition to the Fluid
Technology business unit, the
ContiTech Power Transmission
Group demonstrates its expertise
in power transmission solutions.
The group is a global development
partner and manufacturer of
environmentally friendly, quiet power
transmission belts and matched
components up to complete belt
drive systems that offer durability
even under harsh operating
conditions. It has established its
position as a series or sole supplier
in key engineering elds.
The ContiTech Vibration Control
business unit is an internationally
recognized specialist in vibration
technology and sound insulation. In
the automotive market sectors the
company develops products and
systems for optimizing vibrations
and noise and seal systems for
chassis, steering and brakes. These
include plastic and rubber/metal
elements plus hydromounts for
mounting engines and chassis and
systems for active vibration control.
ContiTech thus offers vehicle
manufacturers a complete package
of solutions for applications relating
to every aspect of engines.
Developing environmentally friendly, durable and quiet
drives is high on the agenda for one leading supplier
Engine expertise
The Turbo Tool Box (TTB) contains all the supply lines relating to the turbocharger
Charles Bavoux, ContiTech
T. +49 6039 990 291
E. charles.bavoux@uid.contitech.de
W. www.contitech.de
ONLINE READER
ENQUIRY NO. 509
Vehicle manufacturers around the world are showing a great deal of interest in
oil-resistant timing belts. The rst Conti Oil Runner is used to drive the oil pump
ContiTechs transmission crossbeam,
made of glass ber reinforced
polyamide, is 50% lighter than the
comparable aluminum component
PRODUCTS & SERVICES
Since 2009, both the
European Union (EU) and
G8 leaders have agreed that CO2
emissions must be cut by 80% by
2050 if atmospheric CO2 is to
stabilize at 450 parts per million
(CO2 equivalent) and global warming
stays below the safe level of 2C.
But that target requires 95%
de-carbonization of the road
transport sector. This may be
achieved through efciency, biofuels
and electric powertrains (including
hydrogen). However, with the
number of passenger cars set
to rise 273 million in Europe and
2.5 billion worldwide by 2050,
full de-carbonization will not be
achievable by traditional internal
combustion engine improvements
(or even alternative fuels) only.
As such, the role e-mobility plays
will be absolutely crucial.
In this framework, fuel cells are
one of the most exible power
systems that can be used either
in city, urban or extra-urban
conditions. Key challenges for the
technology include overall fuel cell
efciency and durability. These
concern the performance of the
cells themselves and the ancillaries,
such as the compressors, that
consume part of the electrical
energy delivered by the fuel cell in
order to supply the necessary mass
ow rate and overpressure; these
combine the fuel (hydrogen) on the
anode side and the combustive (air)
on the cathode side.
A huge factor regarding air supply
is the humidity level, which directly
affects the lifetime of the stack
membrane because of its material,
as well as fuel cell efciency since
the proton exchange depends
directly on this humidity.
So, to optimize the overall
efciency of the fuel cell system,
it is key to achieve the right level
of humidity and volume ow rate
simultaneously. Therefore, a
separated humidier can be used
as well as a dedicated compressor.
For this purpose, the rotary claw
compressor can be used with a
maximum power consumption of
8% of the fuel cell power for
applications up to 15kW. Above this,
the volumetric compressors could
become much bigger than the
available packaging. Taking into
account this latter requirement, a
turbo machine working with high
rotation speeds (above 20,000rpm)
would need to be further adapted.
For this purpose, a radial
compressor is proposed.
The hydrogen recirculation
blower also impacts on the
performance of the stack itself.
Indeed, if unused hydrogen remains
in the stack, the local transformation
rate will be much lower. The current
mass-produced rotary claw air
compressor MA 0018 A has been
modied to comply not only with
hydrogen transport requirements,
but also with resistance to
de-ionized water. One of the most
critical aspects is the corrosion
induced by humid hydrogen.
Therefore, a specic coating can be
applied in the recirculation chamber
using the Ematal 78 process
(anodic oxidation of aluminum),
while the tightness can also be
improved, and the overall material
compliancy checked. The current
technical solution has been tested
and validated over the course of
400 operating hours with a PM400
stack from Proton Motor Fuel Cell
and without traces of corrosion or
any change in behavior. The rotation
speed required in order to reach
recirculation is 4,000rpm with a
power consumption of about 180W
at 24V, equating to less than 0.7%
of fuel cell power. The image above
shows the integration of the
corresponding blower (in red) into
the fuel cell module.
Thanks to their high efciency,
products from Busch Clean Air
and other types of overpressure
technologies from the Busch group
can also be applied to fuel cells
from 1kW to 150kW.
Compressor capabilities have been improved to the extent that they are now
able to transport either air or hydrogen with the same baseline products
Fuel cell potential
Dr Yohann Perrot, Busch Clean Air
T. +41 32 465 8422
E. yohann.perrot@buschcleanair.com
W. www.buschcleanair.com
ONLINE READER
ENQUIRY NO. 510
A depiction of the integration of the
hydrogen recirculation blower (in red)
into the PM400 fuel cell module
PRODUCTS & SERVICES
Dana
W. www.dana.com
ONLINE READER
ENQUIRY NO. 511
Through its unique ability to
deliver unmatched power and
performance while allowing for a
reduced engine size, it is no wonder
that turbochargers are generating
greater demand among automotive
engineers and consumers alike.
In fact, sales of turbocharged
commercial and passenger vehicles
in North America are expected to
rise by 67% in just ve years. The
EPA also estimates that by 2025,
90% of all commercial and
passenger vehicles in the USA will
include turbocharger technology.
Yet with all the added benets of
turbocharged IC powertrains, there
comes special considerations to
adequately protect engines and
ensure their longevity. Heat shields
will provide the protection necessary
to safeguard against the added
engine heat that turbochargers can
bring. Dana is a market leader and
innovator in this eld, with over a
century of automotive expertise,
which includes Victor Reinz sealing
products and technologies.
Victor Reinz direct-insulation heat
shields are engineered to provide
superior thermal shielding and
sound reducing encapsulation of
engine and exhaust components,
including turbochargers. This highly
functional shield uses multiple layers
to protect components from
extreme temperatures, while
suppressing noise and lowering
overall mass to improve fuel
economy and reduce emissions.
Composed of an aluminized or
stainless steel metal outer shell and
an internal insulation layer, Victor
Reinz heat shields fully encapsulate
the component without separate
clips, brackets or other fasteners.
To further meet the needs of
automotive manufacturers and help
meet stringent government
emissions regulations, these heat
shields can lower emissions with
faster engine warm-up times. In
order to reduce hydrocarbons,
nitrogen oxides, and other
particulates, a certain working
temperature must be reached.
By fully encapsulating the energy
generated from engine exhaust,
the optimal working temperature
is achieved earlier.
The heat shields are also effective
at maintaining proper operating
temperatures of emissions control
equipment in hybrid vehicles, as
well as vehicles with stop/start
engines. This is achieved through
retaining thermal energy during
engine shutdown. They also
efciently manage thermal energy
to maintain low underhood
temperatures, thus protecting
heat-sensitive components and
subsystems. When compared with
conventional two-layer heat shields,
these heat shields can reduce mass
by 75% and allow for easier
installation in smaller spaces.
For superior sound absorption,
Victor Reinz heat shields are
available with a special
microperforated metal layer, which
is expertly tuned to reduce NVH
levels. This unique design absorbs
underhood noises and potentially
eliminates the need for expensive
acoustic treatments. The internal
insulation mat that supports the
outer shell decouples exhaust
system vibrations to further reduce
radiated noises. In order to improve
worker safety, the shielding systems
are delivered with a design that
incorporates fully hemmed edges.
In keeping with Danas philosophy
to design it right the rst time, all
shields undergo FEA early in the
design stage to ensure time and
money are not wasted during
prototyping and testing stages.
Dana validates the shields
performance through rigorous
testing procedures that simulate
engine and vehicle thermal proles
and vibration loads. And with
automated production and
assembly operations, quality is
also ensured. Furthermore, when
the time comes for engine repairs,
Dana can deliver replacement parts
anywhere with a global network of
aftermarket support.
So, as turbocharged engines rise
in popularity around the world, Dana
will be on hand to meet such market
demand with its Victor Reinz direct-
insulation heat shields to protect
engines and help solve noise,
emissions, fuel economy and
packaging challenges.
Bringing advanced thermal- and sound-management technology to turbocharged systems
is becoming a crucial development goal for suppliers and car makers around the world
Heating up
Victor Reinz direct-insulation heat shields feature a low-mass metal shell with a hemmed edge and an internal insulation layer
for enhanced sound absorption and superior thermal management, making the technology an ideal solution for turbocharged engines
PRODUCTS & SERVICES
Founded in 1942 as Industrie
Saleri Italo, the company
known today as the Saleri Group
has amassed extensive experience
and know-how in the design and
production of mechanical
components for a variety of
automotive applications.
Growing competency within
various technologies has enabled
the company to offer the automotive
industry a wide range of engineering
solutions and products. Today, the
Saleri Group has three divisions:
Italpresse, which specializes in the
production of pressure die-casting
machines; Gauss Automazione, an
active supplier of automatic
production solutions for the casting
industry; and, as the main branch of
its business activity, Industrie Saleri
Italo, which is one of the main
European manufacturers of water
pumps for the automotive industry.
Saleri has positioned itself as
a leading development and
production partner to the top
brands in the automotive industry.
Over the past decade, Saleris
R&D activities have helped develop
many solutions for water pumps
that help international car makers
to achieve the ever-challenging
emissions targets that are imposed
by environmental regulations.
Saleri has the technical know-
how and production capability to
develop and produce electric water
pumps for auxiliary and main-circuit
cooling, due to its in-house software
development programs and its
systems for mechanical adjustable
water pumps.
Managing the temperature
Nicole Wagner, Industrie Saleri Italo
T. +39 030 8250406
E. nicole.wagner@saleri.it
W. www.saleri.com
ONLINE READER
ENQUIRY NO. 512
The latest cooling system solutions are helping international
car makers to meet increasingly stringent emissions targets
that reduce fuel consumption and
improve efciency.
The success of the water pump
business is down to several factors,
including excellence in quality,
which is underlined by the company
meeting all the main quality and
testing certications required by the
automotive industry. Industrie Saleri
Italo also offers the marketplace
very exible production solutions
and is able to meet specic
demands from its customers.
At the heart of Saleri is its
research and development
competence, which focuses on
both products and processes.
Around 15% of Saleris employees
are involved in R&D activities,
focusing on the further development
of mechanical and electric pumps,
advanced engineering for innovation
development, validation assessment
and testing, and production
technology development.
With its customer-centric
approach and innovative solutions,
The suppliers presence in the
water pump aftermarket sector is
well known, but over the past 30
years Industrie Saleri Italo has
grown its water pump business in
the OE sector, supplying numerous
OEMs with state-of-the-art systems
Saleris water pump technology
is helping OEMs to drive down
fuel consumption and improve
the efciency of their vehicles
Saleri is located in Brescia,
Italy, and it is here where much
of the companys research
and development takes place
PRODUCTS & SERVICES
Joerg Walz, Schaefer
E. Joerg.Walz@schaefer.com
W. www.schaefer.com
ONLINE READER
ENQUIRY NO. 513
The automotive industry is
experiencing rapid change
and part of this evolution includes
new technology innovation and
development, as well as the
implementation of governmental
standards, stringent regulations
and widening consumer choice.
Making things more challenging for
engineers is the fact that todays
technological innovations require
new thinking in terms of how to
measure, rate and achieve vehicle
energy efciencies and emissions.
As such, future innovation of IC
engines will have a direct inuence
in terms of how much fuel will be
saved over the next 20 years and
what quantities of emissions output
can be prevented during the same
timeframe. As a company,
Schaefer believes that combustion
engines both with and without the
hybrid option will continue to
constitute the mainstay of the
mobility for many years to come.
Furthermore, for all the major
e-powertrain advances that attract
widespread publicity, it is certain
that the electric car will not be able
to completely replace vehicles
powered by the IC combustion
engine in the near future.
As a global and renowned
supplier to the automotive industry,
Schaefer offers a wide range of key
technologies that can reduce a
vehicles fuel consumption and
emissions, as well as for improving
its overall energy efciency. Many
of these individual solutions and
subsystems only fulll their full
potential when combined as part of
a system, as outlined in Schaefers
latest technology demonstration
vehicle, the Efcient Future Mobility
North America. With this tech
demonstrator development, the
Tier 1 supplier has shown how
the optimization of the powertrain
based on the IC engine allows for
one popular North American SUV to
achieve the values specied by the
CAFE standard for 2020.
For the Efcient Future Mobility
North America project, the experts
at Schaefers three North American
R&D centers in Troy, Michigan; Fort
Mill, South Carolina; and Wooster,
Ohio, optimized the mid-size
SUV-based concept vehicle for
exemplary levels of efciency by
carrying out holistic, detailed work
on the powertrain.
The technology platform of the
concept vehicle is based like-for-like
on the current architecture that
underpins the mid-size SUV, which
features an automatic transmission
with a torque converter. The
concept vehicle employs numerous
Schaefer systems, such as a
thermal management module and
an all-wheel drive (AWD) disconnect
clutch. The former subsystem the
thermal management module
allows the engine to reach its
operating temperature quickly,
as well as precisely control the
temperature balance. The latter
system the AWD disconnect
clutch which decouples the
unused drive axle from the drivetrain
depending on the driving situation,
makes a fuels and emissions
savings contribution of up to 6%
on the highway and around 2% in
city trafc. Other solutions that are
on board the tech demonstrator
include Schaefers innovation in
engine stop-start technology
the permanently engaged starter
generator with a wrap-spring
one-way clutch and a latching valve
that allows the vehicle to be driven
for longer periods of time with the
engine switched off and without the
need for energy-consuming pumps.
Other decisive contributions toward
the impressive results of the
concept were also made by the
detailed friction optimization work
carried out on the belt drive, the
valvetrain and the balancer shafts,
as well as the optimization of the
torque converter.
The use and optimization of a
range of Schaefer technologies
and subsystems, as well as
painstakingly detailed engineering
work, has resulted in the vehicles
fuel consumption being reduced by
15%, which means a corresponding
drop in CO2 emissions. These
values were initially simulated using
Schaefer calculation programs and
veried by Schaefers experts in
North America using extensive
measurements and test cycles
that were then certied by an
independent testing institute.
Through further engineering optimization, the internal combustion engine will
continue to be the mainstay of mobility, as one all-new tech demonstrator proves
IC engine future
The Efcient Future Mobility North
America demonstrator shows how
certain selected products can allow
even one of the most popular SUVs in
the USA to fulll the CAFE requirements
for 2020 in a very cost-effective way
PRODUCTS & SERVICES
Amidst a challenging global
economy, the manufacturing
sector is facing several major
hurdles, and this has made leading
manufacturing organizations look
toward new innovative technologies
and processes as a key
differentiator in the marketplace.
In this respect, metal injection
molding (MIM) technology has a
highly innovative capability that
separates it from other conventional
metal cutting and metal forming
processes, especially as it has the
capacity to inject complex contours,
no matter how challenging the piece
is in terms of design and structure.
In a short space of time,
MIM has become a value-addition
technology that has helped
automotive designers around the
world to realize their design goals.
However, it is important to note that
there have been some bottlenecks
with respect to the capability of MIM
technology, such as with the many
automotive components that have
tolerances tighter than ISO 2768(M).
It is here where Indo-MIM, a
Bangalore, India-based supplier,
has redened the scope of the MIM
process, allowing for parts that have
tolerances tighter than ISO 2768(M)
to benet from the technology. In
turn, this has helped to extend the
boundaries of the application of
MIM across the globe.
As such, MIM technology has
been used in areas of small parts
and large volumes. Furthermore, the
renewed capability of Indo-MIM has
helped bring on board components
that call for a higher amount of
machining post-MIM.
Most of the parts that are being
constructed at Indo-MIM are made
from materials that are not
conventional steels. With extensive
expertise in this arena, Indo-MIMs
engineers have the capability to
make components out of difcult to
machine materials, including T400,
Nimonic and Fe-50% Ni. In
conventional machining processes,
such parts were a challenge for
customers and hence it was not
possible to mass-produce them in a
cost-effective manner. However,
Indo-MIM has redened the rules in
this area and has given customers
the opportunity to use such
materials in their product
assemblies. This, in turn, has
improved the life of the
components, as well as meeting
project goals set by the customer.
As part of the process, Indo-MIM
ensures that all components
undergo washing, which is required
to control reective and non-
reective particles. Components
that require a high level of
cleanliness after machining are
washed to remove the ner
reective and non-reective
particles. This high-end washing
process is undertaken in a
dedicated washing machine under
high pressure to remove
contamination. A Leica micro
analyzer is used to inspect the
quality and quantity of
contamination. The washing,
cleaning and inspection of the parts
is carried out in a pressurized clean
room-like environment with a
controlled atmosphere.
In addition, electrochemical
machines complement the accurate
machining ethos of the process,
serving to remove the burrs off-line.
Online gauging is implemented to
reduce the cycle time and for better
dimensional capabilities.
A process data system (PDS),
which includes online data
management software, has been
initiated by senior management at
Indo-MIM to administer all aspects
of the data effectively. One of the
main advantages of the PDS is its
exible nature and its capacity to
make changes rapidly. Furthermore,
the data is made available to all
processes. Built by Indo-MIM
engineers who worked on the
manufacturing system, PDS enables
software engineers to think like a
process owner, taking into account
build system issues and goals.
Regarding post-MIM machining,
the process capability of specic
operations such as turning, milling,
grinding and lapping has been well
established at Indo-MIM.
Indo-MIM is a Lean Six Sigma
company, with a Kaizen ethos,
meaning its engineers are
constantly improving process
capabilities for all the processes of
individual parts that the company
manufactures at both its plants in
Bangalore.
Breakthroughs in metal injection molding (MIM) have led to an optimized
process, in turn incorporating parts with much tighter tolerances
Pushing ahead with MIM
Indo-MIM offers over 25,000m
2
of
advanced MIM manufacturing and
nishing capability to manage the
MIM process from beginning to end
The metal injection molding process ow combines the shape making complexity
of plastic injection molding with the material exibility of powder metallurgy
Meenakshi Pradhan, Indo-MIM
T. +91 802 204 8922
E. meenakshi.p@indo-mim.com
W. www.indo-mim.com
ONLINE READER
ENQUIRY NO. 514
PRODUCTS & SERVICES
Fuel filters in combustible engines play a vital role in the use of cars and
trucks. Their primary purpose is to filter contaminants that might enter the
engine, and they also provide better gas mileage.
Cleaner fuel will burn more efficiently and increase a vehicles lifetime.
However, like any vehicle part or component, inevitable wear is caused
over time and a fuel filter is no different, especially under harsh climates.
To replace a fuel filter, two bolts must be removed from the fuel line before
sliding the fuel line out and removing the bolts that hold the filter attached
to the vehicle. Bolts and screws can wear over time, becoming rusted and
causing the fuel filter to loosen, or the fuel line to detach.
Luckily, Rotor Clip has developed an improved design that replaces the bolts
and screws. As such, the fuel filter is more like a fuel filter cartridge that can be
easily screwed into a fuel line base attached to the vehicle. A wave spring can
be used in the base of the fuel filter cartridge located in the screw collar. The fuel
line base will have a catch or detent attached to it. When the fuel filter cartridge is
screwed into place, the wave spring will catch the base, locking it into place. Using a wave
spring provides a uniformly distributed periphery around the base for a secure grip. It can
also be coated to prevent deterioration.
Adding a wave spring is another design alternative that will save time and reduce costs
in the replacement process. When it is time to replace the filter, simply unscrew it, dispose
of it, and replace with another filter.
Improved fuel lter design utilizes a wave spring
Developments at Posalux,
a leading high-performance
industrial machinery manufacturer,
are informed by its customers,
however the company is also
courageous enough to develop
products for which there is no
existing market. When Posalux
embarks on a new development,
it normally takes three years
before the product is completely
industrialized and ready to market.
Customer-driven developments
dont generally lead to great
leaps in innovation, so the right
employees and partners are
needed, as are the necessary
corporate means and resources to
tackle and implement ideas.
Posalux offers more than just
high-tech capability; the company
also provides a superb after-sales
service and possesses excellent
machine application know-how
to give its customers genuine
added value. As far as Posalux
is concerned, innovation means
presenting new technologies,
not only for markets where the
company already operates, but
also for new segments.
Innovations include the Posalux
grind line external cylindrical
grinding machines for small- and
medium-sized high-performance
precision parts, and gasoline direct
injection nozzle holes for micro-
drilling applications with Posaluxs
Femto laser technology, which
can also be used in combination
with the Milling process for step-
hole applications.
Posaluxs markets include
the UK, Germany, Italy, France,
Romania, the USA, Russia, China,
Korea, Taiwan and Japan.
Using high-tech micromechanics for mass-produced
industrial machinery
Posalux
E. contact@posalux.ch
W. www.posalux.ch
ONLINE READER
ENQUIRY NO. 515
Rotor Clip
E. rcg@rotorclip.com
W. www.rotorclip.com
ONLINE READER
ENQUIRY NO. 516
INDEX TO ADVERTISERS
AVL List GmbH ...................... Inside Front Cover 30
Contitech GmbH ....................................................... 3
Cooper Standard .....................................................22
Dana ........................................................................... 9
Engine Expo 2014 .......................................15, 17, 18
EUROFORUM Deutschland SE ............................53
Federal-Mogul Holding
Deutschland GmbH ............... Outside Back Cover
Gomecsys ................................................................25
Hidria D.o.o ...............................................................12
Indo-Mim ................................................................. 47
Industrie Saleri Italo SpA ........................................13
Lubrizol.....................................................................33
Micro-Epsilon Messtechnik GmbH & Co KG .......33
sterreichischer Verein fr Kraftfahrzeugtechnik ..41
PoSalux SA .............................................................28
Rotor Clip Company, Inc. ........................................51
SAS CRITT M2A .....................................................28
Schaefer AG ............................................................11
Senior Flexonics .......................... Inside Back Cover
Solvay Advanced Polymers LLC ......................... 30
Sonceboz SA ...........................................................22
The Battery Show 2014 .........................................53
VDI Wissensforum GmbH .....................................59
LAST WORD
WORDS: REX ROY
The Chevrolet Corvette Z06 dates back 52 years when
then-chief engineer at General Motors, Zora Arkus-
Duntov (known as the father of the Corvette),
introduced the concept in 1962 following a ban on
factory-sponsored racing by the Sports Car Club of
America (SCCA).
The original Z06, a high-performance version of
the Corvette C2, was released in 1963 as a regular
production option designed specically for competition-
minded buyers so they could order a race-ready
Corvette straight from the factory with one tick of an
option box. However, due to the ban, the Z06s optional
racing parts had to be hidden within the order form so
that only the most knowledgeable and perceptive
customers could nd them. Duntovs decision to
continue developing racing parts for the Z06 at that
time was essentially a way for Corvette to get around
the SCCAs racing ban.
Of its constituent parts, the rst Z06 package was
initially available only on coups, which were large
enough to handle the gigantic 166-liter gas tank built
for racing at Sebring and Daytona. The only engine
option was a 5.4-liter L84 small block V8 using
Rochester fuel injection. With factory exhaust
manifolds, required to run the cars in the SCCA
production classes, Chevy rated the engine at 365ps.
The original Z06 option cost an additional US$1,818
over the base coup price of US$4,252, however Chevy
later lowered the product price and eliminated the
larger tank to make the package available on
convertibles. In all, Chevy produced 199 original Z06s.
The next Z06 didnt appear until the fth production
generation Corvette arrived in 2001. Powered by a
high-output and substantially modied version of the
Gen III LS1 small-block engine, the LS6 produced
410ps at 6,000rpm and 542Nm of torque at 4,800rpm.
It also featured a hotter camshaft and higher-
compression pistons, and an enhanced aluminum
cylinder block for greater bay-to-bay breathing. In total,
28,388 Gen V Z06s were built between 2001 and 2004.
Only two years passed until the emergence of the
sixth-generation Z06. The lightest of all Corvette
models, it came equipped with the largest-displacement
small-block ever produced in the form of a new 7-liter
engine known as the LS7. Capable of producing 512ps,
the LS7 had a power-to-weight ratio of 6.2:1, sprinted
from 0-100km/h in 3.7 seconds, and achieved a top
speed of 305km/h, making it the most powerful
naturally aspirated engine put into a production car
from GM. It also used titanium connecting rods, a
dry-sump oiling system and a magnesium engine
cradle, which contributed to a curb weight of 1,421kg.
And with the 2015 Z06 which is powered by an
LT4 supercharged 6.2-liter aluminum V8 that produces
633ps and 860Nm of torque Duntovs vision for the
brand, and his legacy, remains safe and secure.
Duntovs decision to continue developing
racing parts for the Z06 at that time
was essentially a way for Corvette to
get around the SCCAs racing ban
Corvette was not a
high-performance car
until chief engineer
Zora Arkus-Duntov
(pictured above with a
1966 Corvette) tted it
with a V8 engine and
started campaigning
for Corvettes in racing
in the late 1950s
LAST WORD
L
iv
in
g
le
g
a
c
y
In the 1960s, few Corvette customers
knew of the Z06 package. As most of
the cars were purchased for racing,
the attrition rate was quite high. As
such, any remaining, documented
examples are now highly collectable
Only from a company completely dedicated to innovation.
Were not full of hot air.
Meeting your customers expectations is why R & D is at the core of our products. Our Engineers repeatedly
subject Senior Flexonics EGR Coolers to the most severe operating conditions. Reliable, durable and the
longest service life in the industry. We wont leave you stranded.
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
worlds most popular form of vehicle propulsion: the internal combustion engine.
We are more than a corporation, together were 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
todays highly-loaded engines.
We are the heart of powertrains past, present, and future. Were Federal-Mogul. Its powertrains that drive us.
The powertrain. Its what drives us.
www.federalmogul.com

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IN SAFE HANDS

In an exclusive interview, Derek Crabb,

Left: Renaults TCe 115

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