Engine Technology International - Hot Vee - June 2017
Engine Technology International - Hot Vee - June 2017
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June 2017
continues to
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Tobias Moers,
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GmbH chief
explains how
grow in size
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and stature
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NVH ENGINE
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How are engineer
adverse NVH
designed to
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effects of new
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tech
reduce CO emission
2
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09. Teed up
The first of two right-
sized all-new engines
comes from VW, as the
Golf is refreshed again
113
Editor in chief: Dean Slavnich
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Return of the
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WORDS BY
DEAN SLAVNICH
The time has come for McLaren Automotive to launch its second
generation of supercars starting with the 720S. Just how new
is its V8 turbo powertrain, and what has changed from the M838T?
VITAL STATISTICS:
McLAREN M840T
Layout: Longitudinal mid
Displacement: 3,994cc
Compression ratio: 9.20:1
Power: 720ps at 7,500rpm
Torque: 770Nm at 5,550rpm
Emissions (NEDC): 249g/km
0-100km/h (0-200km/h): 2.9 (7.8)
Maximum speed: 341km/h
a few components and stroke the engine and all in-house, which is one of the reasons weve was important that we could do that. I dont think
say there you go done!. But thats not what its been able to increase the speed of gearshifts and it sends a bad sign. Resulting fuel efficiency of
about; we wanted to drive more change, again the control of the clutches is much better. the 720S is 10.7 l/100km (21.9mpg).
its not just about power, explains Vinnels. A launch-control function delivers a 2.8-second A decrease of 26g/km CO2 might be seen in
As with the first-gen V8, McLaren partnered 0-60mph run, which Vinnels says reflects the some circles as not doing enough on the eco front.
with long-term friend Ricardo to develop the overall experience of faster, sharper, gearchanges Which leads onto the obvious question: does
new V8, although that relationship has slightly quicker even than achieved by the 675LT. McLaren even care about efficiency, given the
changed over time, Vinnels says. Despite the added technology and increased amount of cars it actually produces?
Weve done a lot more of the design ourselves, displacement, M840T is some 3kg lighter than Actually, it depends what you mean by
says the McLaren man. So what were doing for M838T, which weighed in at 198kg. Much of efficiency, responds Vinnels. Aerodynamic
the future weve now got powertrain teams of this has come from the use of new materials efficiency? Absolutely. But what about mpg?
around 80 people at MTC [McLaren Technology packaging, but things like the new intake manifold Fuel efficiency is important; its a factor for
Centre] is increasing capability internally. being considerably smaller and lighter also helps. us weve worked like hell to get the 249g/km
But thats not to say Ricardo didnt play a vital The exhaust manifold is lighter as well and equal figure. Its a question of compromise and priorities
role for M840T development: Weve still got a runner lengths also help on the mass saving front. across the car. To me, efficiency is about the fact
great relationship with Ricardo I wouldnt want that we didnt put loads of weight into the car.
to say anything other than that. They did a lot of From 3.8 to 4.0 Aerodynamically, we couldnt have designed
the detailed design of some of the components McLaren was, of course, widely lauded when this car when we did 12C; we just didnt know
and development testing was carried out there. it launched MP4 12C with a radically supercar- enough about CFD, we couldnt iterate models
And obviously they are key to us because they downsized 3.8 twin-turbo engine that, at the time, quickly enough to keep up with the styling and
continue to manufacture the engine. showed up much of the competition. In fact, it was surface evolution. We can do that now and this
Along with Ricardo, Oerlikon Graziano has also way ahead of the game. The thinking was that for beautiful shape is the result of that, with design
been kept on board, providing the dual-clutch gen two, displacement would shrink further, but and aerodynamics working in tandem.
gearbox with paddleshift controls. Theres not instead its increased by 195cc to 4.0. In the same vein, M840T has not been created
actually much mechanical change with the The move upward has mainly been to for hybrid compatibility either, be that for power
gearbox, states Vinnels, when asked why they accommodate the power hike, but does that send or efficiency. What weve done with this car is
kept with Graziano for the transmission. the wrong signal with regard to caring for the so optimized around the package that we have,
One of the few modifications was the gearbox environment? Vinnels pauses, and then launches that to protect batteries or electric motors would
control softwares low-level and high-level into a defense: Emissions figures are better, its have just screwed us up. We just werent prepared
coding: Theyre our own now, he reveals. Its 249g/km in NEDC down from 275g/km, and it to do that.
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TECH INSIDER VOLKSWAGEN 1.5 EVO
Work in progress
economy and efficiency
Despite being managed carefully and with a great Making its debut in the heavily revised seventh-
deal of sensitivity, the infamous Dieselgate fallout generation Golf the changes to the car are so
still casts a long shadow across Volkswagen big, in fact, if this were a software or cell phone
HQ in Wolfsburg, Germany. Which is why, on upgrade, this could easily be called version
the tech powertrain front at least, the company 7.2 the latest generation of EA211 TSI comes
needs some good news. to market with the ability to develop 150ps from
First came an almighty renewed push on 5,000-6,000rpm and 250Nm from 1,500rpm
all-things electrification, primarily with the through to 3,500rpm. This is partly the result
announcement of a new dedicated architecture of the new power unit featuring a turbocharger
code-named MEB which has already rolled with variable turbine geometry, which marks an
out some intriguing concepts, such as the I.D. industry-first for a volume-produced SI unit.
and I.D. Buzz. The ultimate aim for MEB will not But its the new petrol engines green creds
be to replace the current MQB underpinnings, but that VW is so eager to highlight. In NEDC, and in
rather help Volkswagen Group oversee the sale conjunction with the 7-speed DSG, the Golf 1.5 in
of one million EVs produced by the company per 150ps trim averages 4.9 l/100km while emitting
year by 2025. 112g/km of CO2, on par (and this is the crucial
The second development, however, is far more bit) with modern common-rail direct injection
for the here and now, and just as importantly, motors. This represents a hugely impressive 10%
its IC motor-related: the creation of the all-new efficiency gain over certain derivatives of VWs
1.5 TSI Evo engine. current (and still highly regarded) 1.4 TSI heart.
Eighth-generation Golf
debuts the new engine,
which builds on the
outgoing EA211 cylinder
deactivation system, now
engaging up to mid-load
Intelligence inside the valve angle and combustion chamber for the remains stationary during the warm-up phase.
Along with the VGT, standout tech features of best possible execution of the Miller combustion The resulting rapid engine warming improves
the 1,498cc four-cylinder include the use of a process. The proven concept of the exhaust heating in the cars interior and reduces engine
Miller combustion cycle with a high compression manifold integrated into the cylinder head has friction during the warm-up process. A further
ratio of 12.5:1; common-rail injection system been retained. benefit of the module is that the engine can be
with up to 350 bar pressure; innovative thermal In contrast with the current EA211 units, the cooled in close correlation with its requirements
management; VWs acclaimed cylinder intake camshaft is adjusted using a high-speed across the entire operating range.
deactivation package; and APS-coated cylinder hydraulic camshaft actuator with a central control VW says the new engines improvement in
liners in the aluminum crankcase. valve. The adjustment speed of up to 300 of thermodynamic efficiency has been implemented
For the latter atmospheric plasma spray crank angle per second enhances the dynamics through four main development targets: a
point, fine-grain spray powders combined with of the cylinder-fill control. general increase in the geometric compression
a specifically optimized grinding process lead to Lifted from the 1.4 EA211 engine assembly ratio to improve efficiency; reduction of the final
the creation of tiny lubrication pockets within the kit, the cylinder deactivation package has been compression temperature through early intake
1.5 base, which ensure that the piston rings glide improved and is entering volume production with valve closing and resulting expansion cooling
smoothly with low friction and little wear. Further TSI Evo, having only featured on the 1.4 TSI ACT in the intake stroke; optimization of the charge
benefits of this solution are the increased heat derivative previously. It boosts the new four-pots motion in the interests of rapid flame propagation
dissipation compared with cast iron, the resulting efficiency by closing off the intake and exhaust to reduce knock tendencies at high specific
improvement in anti-knock properties during valves of cylinders two and three up to the mid- loads; and an increase in charge density through
combustion, and improved corrosion resistance load range, while at the same time deactivating efficient exhaust gas turbocharging.
in respect of poor-quality fuels on global markets. fuel injection. TSI Evos indirect charge-air cooling system
Meanwhile, the cylinder head has been The new map-controlled cooling module has also been modified. In contrast to the
extensively re-engineered and these upgrades provides the engine with added efficient thermal current EA211 engines, the cooler is located in
include optimization of the water jacket for management. Among other things, the module the pressure pipe, downstream of the compressor
improved heat dissipation and adaptation of ensures the water in the crankcase and the engine outlet and before the throttle valve, meaning it,
too, is cooled. The new installation position made
it possible to increase the size and performance
of the cooler, while maintaining a compact overall
ON A WORLD-FIRST CHARGE package. It is now able to reduce the temperature of
the charge air to 15K above that of the ambient air.
Something that VW is particularly proud of when engine speeds in particular, this places very high Another technical highlight is the injection
it comes to TSI Evo is the use of an exhaust gas demands on the turbocharging system. Through system, which is the first application of the fourth-
turbocharger with electrically actuated variable adaptation of turbine flow characteristics to gen Volkswagen direct-injection development.
turbine geometry. This is relevant, says the match the operating points, an exhaust-gas Optimization of the overall system and its
German engineering powerhouse, because, due charger with VGT presents the opportunity to components facilitated an increase in injection
to the early intake valve closing in the Miller provide very high turbine output and thus high pressure to 350 bar. The resulting smaller
combustion cycle, volumetric efficiency is lower charge pressure from low engine speeds. droplet size improves mixture formation,
than for an engine with standard valve timing. The increased accumulation effect on the VTG leading to benefits such as a substantial
Under partial load, the resulting dethrottling turbine, in combination with a reduced moment of reduction in particulate emissions.
leads to a fuel-consumption benefit for the Evo inertia in the turbo, results in very spontaneous The innovation of reducing the diameter
unit. Here, high charge pressure balances out response characteristics. So, compared with a of the injector tip to 6mm, which is beneficial
the effect of the inherently lower effective stroke 1.4 TSI offering, the step-change in load to the for integration into the combustion chamber,
volume to create high low-end torque. At low maximum torque takes place some 35% faster. improves stiffness and reduces temperatures
at the injector plate.
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TECH INSIDER TOYOTA 1.5-LITER 2NR-FKE
Cycle
tricks
WORDS BY
JOHN OBRIEN
VITAL STATISTICS:
TOYOTA 2NR-FKE
Layout: In-line four
Valvetrain: 16V DOHC with VVT-iE
Displacement: 1,496cc
Compression ratio: 13.5:1
Bore: 72.5mm
performance can be comfortably dealt with too. Stroke: 90.6mm Given the similarities to the outgoing model,
Electronic control over the closure of the intake Max power: 110bhp at 6,000rpm Karaman states benchmarking of the new unit
valve is delayed, reducing the compression took a similar path to the previous generation.
Max torque: 136Nm at 4,400rpm
phase. The use of dual combustion cycles There were some downsized turbo engines
has enabled Toyota to achieve a compression that we did benchmark against, he begins.
ratio of 13.5:1, which, in combination with the We even looked at the older unit, as we were
aforementioned technologies, has yielded a quite competitive in terms of power, performance,
class-leading thermal efficiency of 38.5%. torque and fuel efficiency.
Another benefit of having the ability to alter the the gap between lab and real-world conditions is As Toyota is the latest manufacturer to
combustion cycle means that when compared much smaller than it is with a turbocharged unit. introduce an upsized unit to its range, Karaman
with the outgoing 1.33-liter unit, the new 1.5- However, while the new engine appears to is another who believes the ultra-small capacity
liter is 0.8 seconds quicker to accelerate from have bested its predecessor in all areas, Karaman engine trend is over. I think the industry has
0-62mph (11.0 versus 11.8), while at overtaking admits that the adoption of new technologies has reached the limit with downsizing, and having
speed the improvement is more than a second, had one negative on the all-new engine. the right size is most important, he states.
with the in-gear 50-75mph run taking 17.6 Its a little bit heavier than the outgoing Achieving the right performance with the right
seconds compared with 18.8. model, he admits. We needed to adopt some economy for the class is obviously the aim and
new technologies on the engine to achieve the we feel our approach is very reasonable. But I
Breath easy required performance levels that we set, and do think the future for the IC engine will get more
In resisting the market trend to turbocharge in doing so the new components added some severe. I think that for a certain period of time,
the new engine, Karaman states that this has mass. Thats not necessarily to say that they it will be possible to address the demands, but in
brought other immediate real-world benefits for are heavy components individually, but it does the long term there will be a switch to alternative
the end user. Under the new testing regulations, add up slightly. power, increasing electrification, and so on.
the new engine is roughly 10% better than its Despite the marginal increase in engine weight, Hybrid is a good transition, but ultimately it will
predecessor, he begins. But even under existing Toyota states that the overall Yaris package is be something like fuel cells or similar. For a while,
test methods, with a naturally aspirated engine, slightly lighter than the 1.33-liter by around 10kg. we have to find solutions for the IC.
greatbritaincampaign.com
TECH INSIDER BENTLEY V8 DIESEL
Passive Active
turbocharger turbocharger
Lord of
the manor
Bentleys Bentayga has opened up the traditional British brand
to a number of new markets already, and the introduction of
an all-new, Audi-derived V8 diesel is set to take it further still
Bentleys Bentayga has split opinion since its We had to do a lot of work in regard to
unveiling as the EXP9F concept in 2012, but NVH, Frech continues. What we didnt want
on the road theres little denying its physics- was to have the nature of the diesel engines
bending performance and unrivaled road harshness. So we worked a lot on the engine
presence. Building on the launch models sole mounts that are now active, which has really
W12 engine option, Bentley has now introduced helped stop the usual roughness youd expect
a V8 diesel-powered model. of a diesel.
I think for an SUV its always a valid The 4.0-liter is arranged in a hot
question as to whether to go for a diesel or configuration, with the intake side of the
not, says Rolf Frech, MoB for engineering at engine on the outside of the block and the
Bentley Motors. We looked into the available exhaust manifold and turbos inside the
group technologies, and when we saw what is Vee. The inlet and exhaust camshafts
available with the V8 we said lets go for it. This each have two cam contours
engine has everything that makes a Bentley a per valve. On the inlet side,
Bentley; high torque, and with the 48V electric one cam contour supports
charger, you have the sort of response you starting off in conjunction
would expect from such a car. with the EPC, while the
other optimizes cylinder
Familiar basis filling and thus power
Developed in conjunction with Audi, the 90 at high engine speeds.
V8 also features on Audis recently launched The AVS on the exhaust
SQ7 high-performance SUV, and uses two side enables activation
variable-geometry, sequential twin-scroll of the second exhaust-
turbochargers supported by the 48V electrical gas turbocharger.
system to develop 435hp at 5,000rpm, and The exhaust streams
900Nm at just 3,250rpm. But with the two from the two exhaust
cars sharing such a vital component, how has valves are hermetically
Bentley ensured that the car feels every bit as separated, with each driving
special as the W12 variant? one of the two turbochargers.
You cant write down line 1, it has to be In the lower engine speed
this; line 2, it has to be that a car isnt defined range, one valve per cylinder
by any one element, states Frech. Thats, remains closed, so that the full
perhaps, a way of saying its not really relevant exhaust stream flows to the active
whether its a diesel or another engine. It just turbocharger. When load and engine speed The new V8 diesel features
has to feel like a Bentley. increase, the AVS opens the second exhaust exclusively in the Bentayga
Passive channel
Active channel
3
Sliding cam
Passive channel
Active channel
valves. This directs flow to, and activates, the we have been limited to hydraulic systems,
second exhaust-gas turbocharger. Frech states which require time to build up the pressure
that the shorter gas paths aid the Bentayga in and then operate. On an electric system, its
terms of performance and emissions, as well as just available. And as I say, it opens up a new
helping from a vehicle packaging perspective. dimension for the car; there are a lot of ideas
The hot-vee arrangement is also coming out right now, and be assured theres
4 package driven you know how a lot more to come.
tight engine compartments Adding to the active engine mounts and
are and you also have the other technologies that achieve the cars
longitudinals that the turbo Bentleyness is a bespoke exhaust system
Cam usually sits on, and with crash that aims to reduce internal cabin noise to
AVS actuator
inlet valve safety you cant get around an absolute minimum.
the chassis requirements, How you hear the noise depends on where
Cam
explains Frech. I think you are standing or sitting, he says. Our
AVS actuator in terms of engine length, target was always that the customer doesnt
exhaust valve the W12 and V8 are get this NVH impression. From the outside, sure
nearly the same. The you can hear it as we didnt want to isolate it
W12 is perhaps a little completely. It is possible, but it doesnt make
shorter, but not much. sense as everyone knows its a diesel. But as
The most important long as the customer inside the car doesnt feel
Switch exhaust valve thing, though, is that it We didnt want that, so we worked a lot on
for turbocharger when you start with a isolation and the paths that the noise took to
sequencing
new concept for a new make it into the cabin.
car, you need to have in With Frech and Bentley clearly impressed
mind what engines you with the brands first diesel unit, and it being
want to build in, in the future. sold on the premise of being able to drive from
The 48V system provides up London to Verbier, Bordeaux or the Scottish
to 13kW, to spin the 7kW EPC up Highlands on a single tank, is it likely to find
to its maximum rotational speed of its way into any other models within the range?
70,000rpm in just 250ms, effectively We wanted to introduce a diesel with the
eliminating any form of lag from the Bentayga as it fits with an SUV, concludes
larger traditional turbos. Frech. We will see what the reaction is with
With the 48V system, in regard to the wider market. To talk about a Continental
overall car technology, it opens an additional diesel, I cant really see a proper reason for
dimension, enthuses Frech. Until now, that, but Ive also learned never to say no
Renault Clio Trophy 220 M5M 1.6-liter Ford Fiesta ST200 1.6-liter Ecoboost
Renault Sport faced a wave of criticism when it introduced the fourth- Punching well above its weight in the hot-hatch segment is the
generation Clio, specifically the Clio Sport variant. The sub-branded venerable, and often lauded, Fiesta ST. A long-standing benchmark
Clio Sport had built a solid, loyal fan base of buyers enamored in consumer journalism group tests, it is difficult to sit in the Fiesta
with lightweight, powerful hatchbacks that repeatedly set the class for the first time without some preconceptions about its greatness.
benchmark. The fourth generation, however, aimed to soften and And perhaps thats why it ultimately disappointed during its time
mature that raw performance to open up the brand to new buyers. with us. In isolation, the special edition ST200 is a very well-rounded
Add in tighter emissions regulations, and the naturally aspirated car; the 1.6-liter turbocharged unit feels much livelier than that of
F4R 2.0-liter engine and 6-speed transmission the Renault, and much more willing to rev at any point in the power
made way for a downsized Nissan MR-based band. The all-aluminum unit keeps weight over the front axle to a
1.6-liter turbocharged unit and 6-speed minimum, and it shows with the Fiesta displaying an eagerness to
EDC transmission. All of these changes its direction changes, offering up little to no understeer and, despite
have significantly altered the way the the lack of LSD, encouraging earlier and earlier throttle application.
Clio drives. Gone are the days of taking The manual transmission is reassuringly accurate in its movements
every last available rev from the engine, too, while the seating position and cabin ergonomics all encourage
with the M5M seemingly running out of the driver to press on more so than the sit up and beg position in
steam long before the 6,500rpm red line. the Clio. On the road, and the Fiesta delivers its 290Nm at 4,200rpm,
Renault states that peak power is delivered meaning that despite the turbocharged configuration, you do have to
at 6,050, but in reality the Clio feels lacking work the engine somewhat more than the Clio to extract the power,
from 5,000rpm onward. The peak torque delivery which has two effects. Firstly, you feel more engaged with the Fiesta,
at 2,000rpm also contributes to the new approach to and secondly MPG is improved as you do have
B-road hooning. The low-down swell of torque enables you to get the ability to putter around town and in traffic
on the power much earlier, without the need to shift down through off-boost as it were. The explosive nature of
several ratios, making mid to corner exit perhaps the Clios strongest the Fiestas mid-range acceleration is also
attribute. In manual mode, the EDC transmission behaves like a furthered through the use of the overboost
manual and remains in gear regardless of the engine speed, meaning functionality, which delivers an additional
you dont get the awkward multigeared kick-down some DCTs insist 15Nm and 15ps in 20-second bursts. All
on doing when accelerating. Over the course of our test, the more of which are accompanied by a decidedly
mature streak of the Clio had incredible appeal, particularly given sporty exhaust note, and audible turbocharger
that it didnt take too much effort to wind the car back up to full-fat whistle as it builds speed, adding to the pocket
levels of performance. Sadly, it was only on the last day of our test supercar demeanor. Two things that dont quite add
loan that we discovered that the pedal map for throttle response was up in the Fiestas glowing report card, however, are an
user-defined, and had been set to Snow mode the entire time we unforgiving and harshly sprung ride at any speed, and the additional
had the car. A short drive with the map set to Extreme overcame price point the higher spec car carries over its lesser stablemates.
our major reserve with the car, which was yet another over-zealous The ST200 costs an additional US$3,725 over the standard ST, but
deadzone at the top of the pedals travel. The 220 Trophy, despite Ford also offers a factory-approved Mountune parts kit that bumps
what is written in mainstream press, is still very much a Renault power of the standard car to similar levels for just US$750. When the
Sport car. And as our test car was also fitted with an optional cost is taken into consideration, the appeal of the ST200 is tainted,
US$1,200 Akrapovic sports exhaust, it sounds the part too. regardless of the new paint and tweaks to the cars steering and chassis.
Cylinders: Four Cubic capacity: 1,618cc Cylinders: Four Cubic capacity: 1,596cc
Bore/stroke (mm): 79.7 x 81.1 Compression ratio: 9.5:1 Bore/stroke (mm): 79 x 81.4 Compression ratio: 10.0:1
Power output: 223ps Torque output: 260Nm Power output: 200ps Torque output: 290Nm
siemens.com/plm/simcenter
What career did you want when you were shifts myself. Then the day can be quite
growing up, and what was your first job? mixed it could be meeting with McLaren or
I always wanted to be an engineer and was a supplier from an operational or commercial
very interested in Formula 1 even at a young point of view, or working with the engineering
age I tried to attend as many F1 events as team on new products.
possible. Then that was transferred into
building go-karts out of lawn mower engines What are the best and worst elements
and wooden frames which was very of your job?
dangerous learning the hard way about My favorite part is that there is always a
materials and engines. I was sponsored challenge, usually created by something out
through university by Austin Rover and was of my control. In a manufacturing environment
lucky enough to be involved in the concept with a cycle time of 45 minutes you have to
design for the K series engine, which was respond very quickly to those challenges. Its
applied in the Metro. We were also based that constant element of surprise that is very
in the office area where the Issigonis was enjoyable and the fact that Ive learned a lot
developed, so I had two opportunities to work about manufacturing but also have to apply
on a state-of-the-art product of the time. That engineering skills. The worst is tasks that take
PROFILE: JASON MARCH fired my enthusiasm for being involved in new an extended period of time, such as getting
engine development and thats why I came to contracts in place. But its very enjoyable
Job title: Director of powertrain systems Ricardo, where I started in the NVH field. when they are eventually signed.
and McLaren programs
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Products we achieved the previous day in terms of In todays world were almost always looking
engine deliveries, because we run a two-shift at a hybrid powertrain, but we have to
manufacturing operation and I dont work both recognize that what makes cars exciting
Power density
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It has been said that you are not a proper car guy
until you have owned at least one Alfa Romeo, so as Is it a natu
ral progre
like you to ssion? Alfa
a car guy I bought one of the Italian cars a few years back believe th
at the bloo
s PR team wo
uld
and sold it two weeks later! Why did I sell it? Because I dline is th
ere
am a car guy! The car in question was a Mito hatchback
and it did most things pretty averagely, and some things
bloody dreadfully (such as the behavior of its hesitant and team told the world that was the case and continues to link
semi-auto box). I hated that Alfa, and my wife hated it too. its modern cars to its old racing pedigree. If you repeat
So why is it that Alfa Romeo has such a great reputation something as fact enough times, it becomes fact.
as a maker of cars for enthusiasts? Its vehicles are And so you may ask yourself, if the marketing
undeniably pretty, but at the time I bought that Mito, department can create good reputations, why bother
the marques brand consisted of the aforementioned and searching for engineering excellence? Indeed, because
the unremarkable Giulietta family hatch. (The admittedly reputations stick, why bother updating anything? Just
desirable Giulia was probably still in the mental black wheel out the same product in modern clothes. Itll save a
stuff of its creator.) Ill tell you why Alfa fortune; boost profitability. Spend the
has the reputation as the enthusiasts money on marketing, not engineering.
choice: because the marketing
department created that reputation
Why is it that Alfa But there is hope that engineering
excellence can be as effective a
decades ago. Its the same for
Maserati, another Italian company
Romeo has such a marketing tool as a badge on a race
car or a poster by the side of the road.
thought of as producing drivers cars great reputation as Take Ford. While the American
because of marketing activity from company still has a whiff of Model
three or more generations ago. a maker of cars for T-everyman about its products,
The fact is that if you think of Alfa engineering innovation is very slowly
or Maserati, you think of track-based enthusiasts? reversing that reputation. The continued
success, yet youll probably struggle and deserved International Engine of
to think of what track and in which the Year Awards success for its 1-liter
category. I, for example, know Alfa dabbled as a triple chips away at long-standing stereotypes better than
constructor rather unsuccessfully in Formula 1 in the late any marketing board can achieve. Now were seeing the
1970s and early 1980s, and I know there was F1 activity company become bolder and braver with its engineering
long before I was born in 1974, but I couldnt tell you how know-how, with the announcement of a 1.5-liter triple with
successful it was and I bet you cylinder deactivation. And this innovation is from a company
dont know the answer either! that put its 1.3-liter four-cylinder engine to use for decades.
No, the reason Alfa Romeo Furthermore, developing cars that have set handling and
and similar are seen as ride benchmarks for almost two decades has finally started
drivers cars and the pick to have the man on the street state that Fords are fun to drive.
for anyone who loves Its taken two decades to get to where the company is,
motoring first and though. (The original Focus was launched to worldwide
foremost is because dynamic acclaim in 1998.) I wonder if clever marketing
a clever marketing could have turned around its reputation faster!
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N
obody had a hot-vee motor a decade ago.
Literally, nobody. Now they seem to be
everywhere, with Audi, Porsche and
Mercedes-AMG also on the bandwagon.
It all started with BMWs M division,
which wanted something new for its F10-series
M5, a full generation lifecycle ago.
The M5s then-current engine was a naturally
aspirated V10 that was at once one of the worlds
sweetest spinning motors and almost comically
lacking in torque in normal conditions. It was a
wonder between 6,000 and 8,000rpm, but labored
through 6,000rpm of its range to taste its sweet spot.
People loved it, or they hated it. Some did both,
depending on which bit of the rev range they were
in. Of course, the main competition was 6.2 liters of
naturally aspirated AMG V8, whose lower-revving
nature meant it didnt have the M5s quirky nature.
But M knew it had a looming problem. The
replacement for the odd-firing S85 V10 engine in
The S85
the E60 M5 would have to power not just the M5
and M6, but the high-rise X5 and X6 as well. The
V10 delivered
extra 300kg of the crossover SUVs would train a
cruel magnifying glass onto the V10s torque cavern.
373kW
of power at 7,750rpm
and 520Nm of
torque at
The manifold offers major benefits 6,100rpm
in terms of turbocharger response, at the
same time as ensuring better, more uniform But while some of the technology from their rivals
charging of the cylinders with fresh air might have been newer, none of the successors went
to Ms initial hardware engineering extremes, and
nobody else has stepped toward cross-bank exhaust
The new S63 4.4-liter motor was Ms first turbocharged manifolds. Haecker wont speculate on why that is,
car when it went on sale in 2011, but simply forcing but he does admit it isnt an easy thing to deliver.
air into it wasnt going to be enough. It thought Cooling the manifolds and turbochargers in
and experimented long and hard, but the only way the hot-vee is more complex than with external
it could deliver low-end turbo torque and retain turbochargers. Other components in the hot-
anything like its traditional naturally aspirated vee are also at risk if cooling is insufficient,
throttle response was to use the hot-vee layout. he explains.
The result was an engine gracelessly named The cross-bank manifold can only be
the S63B44T, which claimed a 31% fuel implemented using a hot-vee arrangement, and
consumption improvement over the V10 on besides the extra thermal stress, it is also subject to
the NEDC cycle (at 9.9 l/100km, and far greater mechanical strain than a bank-selective
conveniently beneath the 10-liter barrier). exhaust manifold. The reason for this is the relative
The idea was simple, and didnt initially involve movement between the cylinder banks.
thinking hot vee. M decided it needed cross-bank The specifications of the turbochargers themselves
manifolds to shorten up all the engines turbo-related are no different from those in conventional locations,
responses, and putting the turbos inside the vee was the Haecker insists, and they are under no greater strain,
only way it could get what it wanted to deliver, according provided they are adequately cooled.
to M Divisions vice-president of engineering, Dirk Haecker. Top: The sonorous S85 In X6M guise, where its perhaps at its most impressive
unit won many fans for its
We opted for it because the manifold offers major noise and performance, but for the disdain with which it treats the weight its tasked
benefits in terms of turbocharger response, at the same also alienated others due with moving, it delivers 423kW of power and 750Nm of
time as ensuring better, more uniform charging of the to a narrow torque delivery torque the latter from just 2,200rpm. It even stretches
cylinders with fresh air, Haecker explains. Above: The increasing to 441kW in the M5s Competition Package setup, along
popularity of SUVs led to
The layout had to enable the cylinders to be grouped BMW pursuing a hot-vee
with 700Nm of torque.
together with equal firing intervals. This gave rise to the configuration engine to Besides low-end performance, the big win was fuel
idea of having a cross-bank exhaust manifold, which can replace the S85 NA V10 consumption, both in the lab and in the real world,
only be achieved with a hot-vee layout. A further benefit especially helped by the capacity coming down from
of this arrangement is the compact packaging. 5.0 liters to 4.4.
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OEM INTERVIEW: AMG
R
ewind back to 1967. Former Mercedes-Benz
engineers Hans-Verner Aufrecht and Erhard
Melcher started a small company in Germany
focused on developing and producing racing
engines. The name AMG comes from the first
letter of the two founders surnames and the name of their
village, Groaspach. Competition on the track progressed
into the development of performance parts for Mercedes
road cars through the 1970s and 1980s. An official
relationship with Mercedes began in 1990, coming to
fruition in 1995 with the launch of the Mercedes-Benz
C36 AMG. The legendary AMG finally fully fell under
the Mercedes-Benz umbrella in 2005. Fifty years after the
inception of AMG, ETi sat down for a chat with the chief
executive of Mercedes-AMG GmbH, Tobias Moers.
What we did in the past 10 or 15 years is the most
important thing, says Moers. Before that, I think
AMG was well known for high torque and high
power. Good at straight-line performance, but
Left: The biturbo Mercedes AMG Sport or AMG Line nomenclature. That
AMG GT-R engine is an recently changed, with certain V6-powered
in-house unit, developed
solely in Affalterbach
models like the Mercedes-AMG C43 using a
more conventional production process for the
engine. To be honest, theyre 100% AMG,
says Moers. They have an AMG-engineering
if a corner was coming it would be a bit different! Its front axle and different steering. Everything
now all about the package the driving dynamics and is done by us. On the C43, the suspension
innovative products. Weve changed it again in the past and kinematics are different from the C400.
three years, now being the performance and sports car Theres a total different mapping of the engine
brand of Mercedes-Benz. We tripled our volume in the and transmission. You can feel the AMG spirit
last three years and 2016 was the third year in a row with in every car. My biggest passion is to make
over 40% growth. sure that every AMG product is a true AMG.
Moers stepped in to his current executive role in Yes, we had a little bit of a misunderstanding
October 2013, having joined Mercedes back in 1994. in the beginning [with the names]. It was
He took over responsibility for the main AMG models in confusing for everybody. Marketing wanted to
1999 and began overseeing the complete AMG automobile be a little bit careful about AMG putting the
development program in 2002. name on there. These same people came back
Branching out 2016 was the after driving the cars and they said, Its a real
AMG. Put AMG on it.
Rapid growth can bring controversy, and its no different
at Mercedes-AMG. A greater offering of AMG-badged
third year in SUVs and crossovers are another key area
of growth for Mercedes-AMG. Its important
models is a key reason for the sales expansion. AMG
once proudly touted the One Man. One Engine slogan,
a row with over to Moers that theres more to these products
than just a powerful engine: AMG has
signifying that a single engineer built the niche brands
powerplants from start to finish. Sporting Mercedes
40% growth influence over the next-generation [base]
vehicles, he notes. We have to make sure
models that werent technically full-AMG automobiles those cars will drive in a very dynamic way
and didnt feature a hand-built engine carried the a competitive way. We recently brought the
Common goal
Its clear Moers is extremely happy at Mercedes-AMG
and that the company has no plans to stop pushing
boundaries and growing in the future. But what exactly
is it that keeps the 23-year veteran of Mercedes going
The M178 Hot-Vee to work each and every day? The team, he says. Its the
combines AMGs enthusiasm at the company, which, at this point, is 1,600
knowledge with the
latest technologies people. Its working with the team and driving a prototype
every night, and meeting the team for driving dynamics
and engineering a minimum of once a month on a test
track or racetrack. Its not a bad job.
xx //// June
40 2017 //// Engine
June 2017 Engine Technology
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NEXT-GENERATION LUBRICANTS AND OILS
Essential oils
While engine oil viscosity may have evolved over the years, the
insertion and removal of the fluid to and from the engine hasnt.
BP Castol has addressed this with the introduction of its Nexcel
oil cell concept that simplifies the process to just
two steps: lift and replace
WORDS BY
JOHN OBRIEN
Early development
vehicles often replace
the standard battery
with the Nexcel system,
alleviating any potential
packaging concerns
shorter now typically two-thirds of the WLTP. doesnt require the extra, as in those extreme
And even on the WLTP cycle, for over half of that, circumstances the cell feeds more as required.
the engine isnt warm. If you can warm the engine Despite being in the early stages of its
up more quickly, then you can reduce emissions development, Goodier is keen to highlight that
in the real world and in regard to the WLTP. the wet sump application has piqued the interest
In terms of savings, Nexcel quotes CO2 savings of several manufacturers.
of 1-2% through the reduced warm-up times. The We are currently on five programs, four with
point of merely separating the oil away from the automotive OEMs and one with an off-highway
engine brings an additional 0.5-1%, as shown manufacturer and the start of production is set
in our testing, adds Goodier. So there is the TESTED TO DESTRUCTION for 2019 for the off-highway, he states. On the
potential for 3% savings on CO2. That works as we mass-market vehicles, were talking 2024. Weve
can control the amount of lubricant needed during While the headline Aston Martin Vulcan got a lot of test and development work to do,
the drive cycle. involvement may be the first application of the but our vision is that this is the way that internal
technology, the system has been tested on a combustion engines will be lubricated. We feel its
Single cell wide range of engines from city cars to racing perfect for hybridization, especially plug-ins.
The compact units have found their way into engines. During testing, the cell was subjected But while progress is being made, Goodier is
several test and development vehicles at present, to braking forces up to 1.8g, the equivalent of not underestimating the work involved in ensuring
with the unit usually being placed in lieu of the a vehicle traveling at 100km/h stopping dead the product is suitable for its mass-market
battery a response to questions about packaging in 1.6 seconds. Additionally, the flow rate has application debut, scheduled for 2024.
and integrating the technology into existing been tested up to 600 liters/min 10 to 20 Between now and then, theres dealing with
architectures. Goodier states that at present, times greater than conventional car engines. the volume side of things. Going from 24 units
work is ongoing to ensure that the technology in total to over 100,000 per year thats a big
reaches the desired weight. step up, he states. But before then, weve got
One of our targets with the system, including The only reason theres so much oil in an a lot of work to do in terms of proof of concept.
the additional ancillaries, is to be mass-neutral engine is to catch the exceptions. If youre starting We are testing heavily to understand the critical
against a traditional sump system, he confirms. on a slope in a car with a wet sump, the pick-up performance factors that the cell has to withstand;
At the moment, were tens of grams slightly mass- needs to be covered; if you drive it hard then you everything from crash, to aeration characteristics,
positive, but the target is to get that to neutral. need a lot of oil, as with a wet sump there is a lot to dealer reaction, the logistical side of things
In addition to the benefits of helping achieve of aeration, which reduces the oils viscosity, all of that has to be in place by 2024. Luckily
WLTP targets, Goodier highlights that by ensuring Goodier explains. By taking electronic control of were not alone and weve carefully selected
the required oil levels are right-sized to the block, the lubrication system, you only need as much development partners that will enable us to meet
sump size and weight can be reduced. oil in the actual sump as the engine needs. It the demands.
Meet
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WORLDS
Set to become the second-largest car maker in Europe, PSA and its deal with Opel
had most of the automotive world talking. ETi gets the exclusive inside track
WORDS BY
DEAN SLAVNICH
H
aving tried and failed to purchase GMs
European operations once already, PSA Peugeot
Citron finally got the deal over the line for
Opel/Vauxhall just days before the Geneva
Motor Show, taking the automotive industry
and business world by surprise. In a sensational exclusive,
ETi had a candid and open 30 minutes at the 2017 show
with the French car makers head of quality and engineering,
Gilles Le Borgne, who mapped out the future of what will
be Europes second-largest car maker.
DE
Engine Technology International.com // June 2017 // 47
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Q&A: PSA
1
1. The three-cylinder
PureTech engine could
appear in future Opels
and Vauxhalls
2. The 3008 diesel-hybrid
powertrain was something
of a commercial disaster
for PSA, despite an initial
investment of US$524m
3. The DS7 Crossback
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Q&A: PSA
Do you get the battery-electric and hydrogen fuel 1. The French acquisition of Is diesel dead? Theres behind-the-scenes talk that
GMs European arms has
cell technology from GM as part of the deal? opened up huge potential even Paris will ban diesel cars, which would surely
Yes, thats right, and thats part of our global agreement. for all brands involved be the beginning of the end for this powertrain?
So, in certain conditions, we have access to the Ampera 2. PSA and Opels previous No, thats not true Paris is going to ban older diesel cars.
vehicle the technology, underpinnings, powertrain dealings have seen PSAs
PureTech engines used
and we can re-badge or do a re-skin of the Ampera. But in various Opel models But thats a slippery slope first older diesels, then
thats still yet to be decided. We also have access to fuel a different type of diesel, and eventually all diesels
cell technology that GM is developing in the USA with full-stop. Do you agree?
Honda, but thats only to a certain extent. So for both Okay, so this discussion needs to be based on facts and
Ampera and FCEV it is an open discussion, but figures. If I may: is the diesel decreasing in terms of
there are real possibilities for us. market share? Well, thats a yes. So for us, diesels
were 63% of sales in Europe in 2015 that went
Thats quite the added sweetener down to 60% in 2016. But in France, were actually
to the deal, because is it fair to say that operating below that, with a 52% rate.
on the BEV and FCEV front you have
been behind rival car makers? Thats surprising why is that?
Thats not totally true. Weve been Because of diesel bashing and thats the only
working for both. In fact in 2005 we did explanation. But to go back to your point: is diesel
a fuel cell stack with 100kW and we put decreasing in market share? Yes. So our reaction
that in several cars. Testing was going very is simple: we want to have a large bench of
well, but you know, in the past year or so, technologies, including IC engines with gasoline
this hasnt been the number one priority for and diesel power. Thats the start we will introduce
development. There are still many hurdles to a new generation of diesel later this year to meet new
overcome, which is why weve still worked on regulations. In fact, the aim is to decrease fuel consumption
2
this technology, but have focused more on other by 5-7% for both our gasoline and diesel cars. On the
areas. From a PSA perspective, we do think fuel cells will other hand, were also working hard on PHEV, which well
come, but from high-end, premium brands first and then introduce in 2019 on the EMP2 platform, as well as battery
the rest will follow. electric vehicles later that same year on CMP platform.
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I
n computing, theres a principle known
as Moores law. It states that the number
of transistors inside a chip roughly
proportional to its processing power functions that in some cases simply didnt exist
doubles every two years. And despite signs a decade ago.
that it may now be coming to an end, this On the spark ignition side, gasoline direct
has held firm for the last half a century or injection (GDI), multiple injection events,
so when it comes to desktop computers. variable valve control and turbocharging
If anything, the pace of change in engine have all gone from relative rarities to virtual
control units (ECU) has been even more necessities. This has led to a marked convergence
impressive. A decade ago, an automotive ECU between the technology of diesel and gasoline
would typically have used a single 40MHz ECUs, to the point where they can now use
processor with up to 2Mb of external flash the same fundamental architecture.
memory; now the same application could A decade ago, the port injection systems
well have a multicore processor running at used in most gasoline engines were practically
up to 300MHz with as much as 8Mb of flash an on/off switch. Its now a far more complex
memory on board the microcontroller itself. Top: A Delphi ECU system with much greater control requirements,
To put that into perspective: if engine power undergoing testing notes Harry Husted, director of product engineering,
on the test bench
outputs had progressed at a similar pace, electrification and electronics for Delphi Powertrain
the typical family saloon would now come Above: The Delphi Systems. If its a very small injection say 2mg the
with 1,500bhp. DCM Light Duty dynamic range of the injector is such that it operates
Diesel Engine
The driving factor behind this meteoric Controller Series
in a ballistic mode and never really hits the top. Its still
rise in computing power is the sheer number on its way up when its closed back down. That takes a
of calibration parameters that now need lot of precision.
to be processed. There can be 60,000 in a Throughout the powertrain, additional functions and
high-end passenger car ECU, covering control increased monitoring requirements are springing up at
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The number of ECUs on the vehicle is harder to call.
In recent years theres been a trend toward greater
integration, with functions such as aftertreatment
control brought on board the main powertrain ECU.
More complex combustion engines require more
sophisticated ECUs, but that has already been achieved
to a certain extent, comments Claus Baumgartner, head
of electronic engineering for the engine systems business
unit at Continentals powertrain division. Today, the
challenge is more about combining or even integrating
the combustion engines ECU with the transmission or
hybrid systems.
In terms of computing power, theres no reason why
ECUs shouldnt continue to evolve in this direction, but
there are practical constraints.
You reach a point where you cannot physically add any
more connections, notes Baumgartner. Its not easy to Above: Continentals Connected Energy Management graphic
Communications
For the time being, the CANbus remains the
communications channel of choice between
the various modules on the car. The CAN FD
system, which provides increased bandwidth
thanks to its flexible data rate, is already
being adopted by some OEMs. FlexRay
and Ethernet connections are also becoming
more popular.
Depending on the communications
demand, youll see different links, Top: Delphis E80 ECM a hybrid vehicle and you know you will have to recharge
Baumgartner predicts. The VCU might use and MT92 ECM (above) the battery soon. If theres a red traffic light over the brow
for gasoline direct-injection
Ethernet, whereas the other modules could applications allow greater of the next hill, then you know you can harvest the energy
communicate internally with CAN FD or flexibility over emissions through regenerative braking.
FlexRay. All the demands are going up, which control and mapping Connectivity also raises the prospect of new or
is why were seeing these more sophisticated improved functionality being deployed to the vehicle
communications protocols. via over-the-air updates. With any external link,
The next step is to connect the powertrain however, comes the need for additional security.
to the outside world. Were already seeing We see functional safety and cybersecurity moving
this to a certain extent with virtual horizon into the powertrain control domain, comments Husted.
systems like the BMW Groups Predictive On multicore processors we run a lockstep core, which
Gear Shift Technology, which uses GPS runs identical code in parallel to ensure the execution
data to optimize its shift points. Delphi of the main core is safe and on target. Were also rolling
and Continental are among the suppliers hardware security modules into the next generation of
working on this technology, and it only microcontrollers.
looks to become more widespread as car The concept of employing onboard hardware and
manufacturers move toward the adoption software measures to protect the ECU is by no means
of autonomy. new, but its likely to grow in importance as the degree
If you combine GPS mapping with of connectivity increases. Elsewhere, we can expect to see
real-time data such as traffic light phasing an evolutionary approach that builds on the model-based
and traffic density, then you can feed that strategies and advanced control solutions that are already
into the powertrain control and optimize entering the market. Whether the current pace of change
the power consumption, comments can be sustained remains to be seen, but theres no doubt
Baumgartner. Say, for instance, you have that ECUs are set to continue getting smarter.
Movers and
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ith stricter CO2 requirements driving
powertrain strategies in the USA, NVH
engineers are challenged with calming
down and quieting smaller yet more
powerful engines.
The challenges have changed dramatically because
weve doubled the power, reduced the weight and added
more active devices, says Joseph Stout of the engine NVH
and CAE group at Ford. Were trying to reduce the noise
and vibration level at the same time.
The new technologies have made the job quite exciting,
adds John Alexander, director of powertrain development
and NVH lead at Fiat Chrysler Automobiles (FCA).
Downsized engines with their high-revving 1
predispositions especially those that are boosted
is one of the trends that concern engineers.
Other issues include the inherent torsional cameras that can be used in the dyno cell
vibrations associated with three- and or with the engine in the vehicle.
four-cylinder engines, troublesome noises You point the screen at what you want
generated by fuel injectors and new but to see and it overlays a noise contour on the
displeasing sounds from fuel-mileage picture, says Stout. I can pinpoint certain
technologies like regenerative systems for frequency ranges and tell where theyre
hybrid vehicles. NVH engineers then have radiating from.
to keep an eye on mass and costs while In the past it would be more of an iterative
addressing these issues in addition to meeting attempt to try and find where the noise is
deadlines and customer expectations. coming from, adds Alexander.
The biggest challenge in the past decade Previously we would put on a lot of
was basically compression of the timelines, accelerometers or poke it with stethoscopes,
says Marcus Hartwig, manager for current echoes Stout, who says the new tools helped
and advanced NVH at FCA. Instead of engineers discover some unexpected sources
2
working a lot with hardware during the of noise. Weve seen large radiating surfaces
development process, we are intensively using not coming from the engine but from
1. Three-cylinder engines,
predictive tools, virtual tools to simulate what and even four, can cause
secondary parts of the powertrain, like the
were going to get later on. issues for engineers exhaust, heat shields and catalysts, which
2. Active engine mounts become prime radiators in high-frequency
Considered approach are becoming increasingly noise. So were taking much more care in
popular, particularly in
Many of our CO2 or fuel economy improvement items performance applications
designing those components now.
are directly controlled or limited by customer-perceivable GM relies on LMS data acquisition
noise and vibration, adds Thom Timmons, director of equipment in addition to acoustic cameras.
propulsion NVH at General Motors. Theres some risk What is new and different is much more
that as fuel economy increases in importance, refinement work on torsional controls, and much more
might take a backseat. What that has done is put the NVH work in sound-quality type methodology and
engineer right in the middle of our CO2 initiatives. Like measurement, says Timmons. From a true
active fuel management, its directly limited by N&V facility perspective, were carrying out far
performance for the customer. more torsional input to our transmission
Identifying and analyzing noises has become easier devices than we have in the past. We used
with advanced diagnostic equipment, particularly acoustic to just spin them and listen.
Stand 3314
Engine Expo 2017
Development, vehicle integration
and manufacture carried out by:
Ogunmuyiwa Motorentechnik GmbH
Technologie- und Gruenderzentrum
Am Roemerturm 2
D-56759 Kaisersesch
Germany
ad
e h?
D ec
t
Has full time been called on variable geometry intakes
complicated pieces of technology in their own right
thanks to the advances being made with turbochargers?
WORDS BY
JOHN EVANS
I
n 2010, delegates at the Shanghai Plastic Intake Manifold
conference heard about the challenges facing variable-
length intake manifold systems. The adoption of variable
engine control devices such as variable valve timing, and
lift and spark timing control, together with plastic intake
manifold concepts, meant it was getting difficult to develop
variable geometry manifolds properly, and to meet all goals.
Ferrari clearly wasnt listening. Its F12tdf as launched in
2015, to wide-reaching acclaim, used a large displacement,
normally aspirated V12 engine. The secret of the F12tdfs
V12 powerplant? Among other things, its race-inspired
variable geometry intake trumpets, which boost volumetric
efficiency at high revs.
MEASURING THE
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BRAKE & CLUTCH SYSTEMS ENGINE SYSTEMS
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PROTOTYPE TO PRODUCTION High-precision and temperature-resistant, capacitive sensors
Dynamic measurement up to 20kHz
Robust sensor design for long-life operation
Suitable for test bench, road test and car repair shops
goodridge.com
SEE US AT ENGINE EXPO - STAND:3512
AUTOMOTIVE
COATING
Plastic
fantastic
Polymers and composites are now more durable than
ever. Does the relentless clamor for lower weight mean
plastic is the new metal when it comes to engine design?
WORDS BY
MAX MUELLER
T
he interior of an automotive engine says Brian Baleno, global automotive business development
is a harsh environment. Extreme manager at Solvay Specialty Polymers USA. There
temperatures, high pressure, are now materials out there that will withstand the
aggressive chemicals and abrasion temperatures and RPMs required. Another advance within
have made metal the material of the past six months has been the substitution of metal
choice for most stressed components. Even in positive crankshaft ventilation and coolant lines
after decades of research into lightweight with thermoplastics.
construction, plastics and composites are still For Baleno, the key lies in the combination of high
occupying only niches in powertrain design. chemical and heat resistance with low weight. One
But is there a radical change on the horizon? of the issues for some sealing materials like ACM
At Solvay, experts are cautiously optimistic. [acrylic elastomer] and HNBR [hydrogenated nitrile
The chemical and plastics company was butadiene rubber] is vulnerability to exhaust gas. This
founded in the 1860s by Belgian brothers is where our Tecnoflon FKM fluoroelastomers and PFR
Ernest and Alfred Solvay, who made their FFKM perfluoroelastomers offer a solution. Solvay claims
fortunes producing soda ash and went on the PFR FFKM can withstand nearly every class of
to have an industrial town in New York state chemical, with some grades withstanding temperatures
named after them for their troubles. Today, its ranging from -55C to over 300C.
developers see themselves as lightweighting Another important area is the increasing use of
enablers and their latest polymers are set electronic water and oil pumps. The big difference
to make many metal applications redundant. compared with mechanical pumps lies in the much
One potential breakthrough is replacing lower loads, Baleno explains. Youre delivering fluid
metal gears in variable cam timing systems, on demand, as opposed to wasting all that mechanical
www.stresstech.com
COMPOSITE PARTS
RACE PROVEN
The use of plastics in high-performance engines is not
a recent idea. As far back as 1969, a young engineer
from New Jersey experimented with polymer pistons
that he tested in a friends Austin Mini. Undeterred
by catastrophic meltdown after only 20 minutes,
Matti Holtzberg fitted the pistons with aluminum
crowns and sold them to racing outfits in the 1970s.
His company, Polimotor Research, would go on to
energy. This also offers potential for a lot of plastic-for- build a polymer engine based on Fords 2.3-liter
metal replacement in components such as the housing, Pinto motor that weighed 69kg, outclassing its 188kg
impeller, stator and some of the bearings, he concludes. cast-iron counterpart. It was designed to produce
318hp at 9,200rpm (compared with the Pintos 88)
Other companies are pushing the metal replacement
with the only metal parts being the cylinder sleeves,
concept even further. Where the need for performance combustion chamber tops, piston crowns, bearings,
outweighs cost concerns, engineers tend to look to Lolas T616 competed
valves and seats, and a stock Pinto crankshaft. Nearly for two seasons with a
carbon fiber and Lamborghini is no exception. Based everything else in the engine, including the block, Cosworth BDA and YP
in Seattle, the companys Advanced Composite Structures rods and piston skirts, were made of glass-reinforced series-based Polimotor
Laboratory (ACSL) is working with Japanese plastic polyamide thermoplastics.
specialist Uchida to produce carbon-fiber connecting rods An advanced version of Holtzbergs
for its V12 Aventador engine. Prototypes using vinyl ester Polimotor weighed 76kg, again less
as the matrix resin are said to weigh a mere 203g less than half the weight of its metal
original, and was based on the
than half the weight of their steel counterparts. Multiplied
Cosworth BDA and YP series engines.
by 12, weight savings would add up to more than 3kg a It proved its durability in a Lola T616
significant amount in this market and the reduced mass over two racing seasons, competing in
would also improve acceleration. The new conrods are the IMSA Camel GT Championship in
said to be cured in an autoclave in 10-minute cycles, and 1984 and 1985. The car earned several
incorporate metal rings and other metal components held Top 5 finishes including a podium at
in place with a heat-resistant adhesive. Encouraged by the 1985 Lime Rock 2 Hours. The only
these results, the head of ACSL, Luciano De Oto, sees failure at the time was said to be a
broken connecting rod, a part bought
a potential for other composite engine parts as well.
from an outside supplier.
Carters, brackets and exhaust pipes are already
feasible. In the future, extreme temperatures, parts
made from mixed materials and high production
rates will present different challenges, but composite
additive manufacturing will allow us to achieve complex
geometries such as hollow sections, he says.
Polimotor 2 project
Polimotor Researchs advances in polymer
engine components (see sidebar above) were
largely ignored at the time, with the 1980s
favoring large displacement V8 engines. Just
how far the concept was ahead of its time is
shown by a recent revival of Matti Holzbergs
company brought about by the introduction
of Polimotor 2, a project run in partnership
with Solvay. The concept aims to replace 10
metal components with plastic, including the
water and oil pumps, water inlets and outlets,
throttle body, fuel rail and cam sprockets.
With parts made from seven of Solvays
high-performance thermoplastics, it aims
for a weight reduction of over 40%.
You might see a composite According to its inventor, the original
Polimotor 1 concept survived pretty much
3D-printed valves are examples of
range extender block first, components being created from new
composite materials, which are able
intact: Everything in the engine is the same
except the sump now incorporates the main
but the technology has to be to withstand performance demands
caps, Holtzberg says. You would expect the
inventor of the original plastic motor to be
marketed by a prominent Tier 1 wildly optimistic about future composite
Matti Holtzberg, Polimotor Research engines, but he advises caution. You might
see a composite range extender block first,
See us in Hall 3
Stand 3618 at
Serving global markets with manufacturing operations in USA and Mexico www.hitchiner.com
SHOW
BUSINESS
The right exhibitors to help you achieve ever tightening targets
T
he 2017 Engine Expo continues and subsystems; innovative materials,
the reputation of previous shows; manufacturing technologies and bespoke
encapsulating the latest and most services; and concepts that will shape
relevant market trends of rightsizing, tomorrows powertrain R&D.
emissions control and improved A key element of Engine Expo is the
efficiency. With a wide range of handpicked adjoining Automotive Testing Expo Europe,
exhibitors showcasing the very latest in where around 70 companies will be displaying
materials science and components engineering, the latest engine test and validation
the show will be invaluable to everyone involved technologies, with dynamometers, emission
in the design and manufacturing process. If testing and electric and hybrid powertrain test
you are looking to achieve enhanced reliability rigs all featuring strongly. In combination,
and performance, and surpass regulations, you there are over 150 companies to meet with to
cant miss this! discuss and review your engine building, test
Now in its 19th year, Engine Expo is a firmly and development processes.
established global industry occasion. It will
provide visitors with an ideal platform to
meet some of the worlds leading companies as
they exhibit their latest engine and powertrain
breakthroughs. These will include state-of-
the-art designs; cutting-edge components
E
intensity LED light source makes the KBL series ideal for the visual
inspection of motor block cavities, but the company also produces xtensive in-house manufacturing, rapid prototyping,
custom videoscopes to suit individual requirements as well as manufacturing facilities tool-less sand sintering, an
fiberscopes and borescopes for UV inspections. enable Ascent Castings in-house proto foundry plant,
Technologies to provide spectrographic metal analysis
Rotburg Stand 3502 a single source supply of castings, mechanical testing
for both ferrous and non-ferrous of materials, and fully equipped
F Libralatos revolutionary
riction has always added This means parts can be
weight. Friction shims made lighter and smaller, and in
and friction discs some cases removes the need for
also make component
assemblies more
complicated than they need to be,
additional components altogether.
This is particularly relevant when
increasing transmissible torque, as
rotary hybrid engine
but Miba has found a way around the highly achievable friction factor A compelling new concept
this. The friction increasing of Gripcoat leads to the efficient for engine architecture and
particles of Gripcoat mean transfer of high torque while thermodynamic cycle, the
traditional methods of adding reducing operating vibrations. Libralato rotary hybrid engine,
friction to components such as solves the problems of the better
engine, transmission, chassis Miba Stand 3110 known Wankel rotary engine
or suspension can be negated. (poor combustion, overheating
and sealing wear) through the
exchange of gases between
three dynamic chambers and its
non-contact, long-escape path
sealing. Designed by Dr Ruggero
Libralato over the course of 30
years, the company claims it Libralatos
can be as efficient as a diesel compact
engine using gasoline, but 50% rotary engine
smaller and 30% less costly. With design
exceptionally high, asymmetric
Gripcoat high-friction compression and expansion hybrid (PHEV) systems to fit
coating can reduce the ratios and its integrated exhaust cost competitively into standard
complexity of assemblies gas recirculation (<30% EGR) engine bay apertures.
for ultra-low emissions, the
Libralato also enables plug-in Libralato Stand 3426
W
ith the drive to improve fuel consumption and keep
Engine Expo is the right platform for companies across the emissions down, in particular CO2, one potential yield
automotive value chain to display their technical capabilities, area that can get overlooked is engine cooling. But Saleri
and Rockman is participating for the first time to showcase its knows just how important engine cooling can be in
competence as a supplier of aluminum die-casting, and machined driving down emissions and boosting economy. This
and painted assemblies, to the leading automotive OEMs and Tier 1s. knowledge is why it has spent the past few years focusing its research
With a state-of-the-art facility, the company has a presence in five and development on just that area. At Engine Expo 2017, its engineers
locations in India and has a capacity to process more than 65,000 will be on hand to discuss individual cooling needs and to help plan
tons of aluminum alloy every year. the best proposal that maximizes efficiency in automotive applications.
Rockman Industries Stand 3304 Saleri Stand 3518
T
Additive manufacturing has example is the aluminum cylinder hough downsizing by means of air charging was
revolutionized the production of head on display at Engine Expo 2017 successful in reducing CO2, it increased the mass
complex components, and none more by FIT. With topologically optimized flow of N2. Ogunmuyiwa Motorentechnik believes
so than in the automotive industry. microstructures, it weighs 66% it has a solution. The Ogunmuyiwa Engine Cycle
Components that used to be cast less than the original and has enables combustion to occur during the
or assembled from multiple parts a 12-times larger cooling surface. compression stroke without
can now be produced whole and damaging the engine and
more efficiently. Perhaps the best FIT Stand 3302 therefore reducing the admission
of N2 into the downsized engine
and yet still maintaining the CO2
reduction benefits of downsizing.
This delivers a more complete
combustion, enabling higher
New,
ALM is allowing power densities, higher thermal
low Co2
highly efficient efficiencies and lower raw HC and NoX
volumes to be and CO emissions. combustion
realised cycle
Ogunmuyiwa Motorentechnik Stand 3314
Cutting-edge
component solutions
Automotive and motorcycle
manufacturers would be
wise to visit Advantech at
Engine Expo 2017 if they
are looking for component
analysis
technologies in the automotive industry aluminum die-casting; friction chains, tensioners,
has shortened considerably in recent hot forging; and custom and guides as well as
H
years. Up to now, sand casting was the flat-wire edge-wound camshaft sprockets.
ow a new engine only way to manufacture comparable windings. It also develops
components for engine Advantech Stand 3422
performs on paper can prototypes parts quickly, but Heck +
often differ from how Becker is attempting to change that. Its
it performs in the real K1 prototyping revolutionizes component
2016
belonged to
Ferrari, who will
win this year?
T
urbochargers can affect an matching, designing, development,
entire powertrain and the testing and manufacturing turbo
influence of design on the systems are focused on tailor made
units performance can make solutions, providing flexibility and
a huge difference. While innovation for its customers, ensuring
many turbocharger producers focus the turbocharger offers optimal quality
on high volume production, Van der and performance.
Lee Turbo Systems is different. Its
high-end technical solutions for Van der Lee Turbo Systems Stand 3520
CELEBRATING THE VERY BEST
OF POWERTRAIN ENGINEERING,
DESIGN AND INNOVATION
REGISTER
injection components soluble wax
NOW FOR
Not satisfied with its already
extensive range of powertrain
a range of OEM and automotive
manufacturers as its customer
technology
I
YOUR FREE
components, including base, including CNH, Fiat
crankshafts, camshafts, rocker powertrain technologies, FCA, nvestment casting is the only
R
bodies and has a capacity of specially developed ceramic
epresentatives one million pieces per year. As a core and soluble wax technology
from Hitchiner result, Streparava has amassed
allows products to be created
Manufacturing from stainless steel, heat-
Co. Inc. will
resistant stainless steel,
be on hand at
Engine Expo 2017, to discuss carbon steel, high-nickel alloys
the comprehensive range and carbon steels, and has seen
of castings that the company the company become a chosen
offers. Using its counter gravity, Streparava has expanded its range Tier 1 customer in the USA,
low-pressure, inert-atmosphere of high-strength components Japan, Korea and Europe.
(CLI) patented casting process,
Hitchiner specializes in Vulcan Industry Booth 3300
the design and manufacture
of high-volume superalloy
engine components, such as
turbocharger turbine wheels
Free-to-attend Forum
and waste gates, all using Complementing Engine Expos high level of technical and
refractory alloys like IN713, engineering content this year is a three-day, free-to-attend Open
Mar-M 246, and Nimonic 90. Technology Forum that will feature presentations on the latest
Stop by its booth to see what technologies, concepts and breakthrough theories from many of
it can do for you. the worlds leading experts in powertrain design, development,
manufacturing and marketing.
Hitchiner Manufacturing Stand 3312 Visit www.engine-expo.com to see the full speaker line-up! New casting techniques from Vulcan
The Future
of Transportation
From autonomous vehicles, to viably getting personal use vehicles
off the ground safely, the mobility discussion is going back to the
future: The Future of Transportation World Conference is the place to
discuss a multitude of ideas that could revolutionize how we commute
W
hen the next generation is vision of skyscrapers surrounded by providers, business consultants and inventors
spoken about, engineers airborne transport for mass commuting of global mobility solutions all with the
usually in corporate speak could be just a few years away, but is the common goal of devising better solutions
are referring to the short world ready for the change? Will todays for the increasingly demanding challenge
term. That is, the coming automotive companies and brands be lost of providing safe, efficient, sustainable
five to 10 years that will see incremental steps to history or will they as, for example, vehicles. Held from July 5-6, 2017, in
taken to achieve the next set of legislation, Mercedes has long stated be part of the Cologne, Germany, the two-day event is
or regulation. But what about beyond that? new transport solution? already attracting a variety of major names
What are the big ideas that will revolutionize The Future of Transportation World from a number of industries. With eight
the very concept of transportation? Conference 2017 will bring together world streams covering topics as diverse as the
The Future of Transportation is a study transportation leaders from OEMs and their legal and technical issues facing autonomous
and conference on the subject of what comes suppliers, transportation authorities and vehicles, infrastructure and project funding
next. One of the core themes of the event city planners, rail and public transportation (see opposite for a flavor of what to expect,
is Getting transport off the ground, which technology firms and operators, technology and www.thefutureoftransport.com for more
will examine how quickly personal airborne and software giants, drone and personal air information on speakers and streams), there
transportation systems will become viable transportation solution companies, freight truly is something for engineers from all
mass transportation solutions. The futuristic and logistics companies, mass-transit solution walks of life. Book your delegate pass now!
European and international law Does the internal combustion engine have a viable future?
Constructive requirements for vehicle type approval Concentrating on emissions, this presentation will look at proprietary data
today are dominated by European law and increasingly from more than 1,300 vehicles and discuss whether the ICE can meet the
influenced by international law, whereas national law demands of ever-increasing emissions standards. It will also consider the
plays a rather inferior role. The presentation aims to set impact autonomous vehicles may have on emissions, using data from a
out what this three-level regulatory framework promotes study with Imperial College London, which examined how pollutants can
and what hinders automated and autonomous driving. be reduced when driving decisions are automated.
160+
STREAM 7: CHANGING L ANDSCAPE
FOR CAR MANUFACTURERS
Transmission judder
Experts have analyzed the torque converter and the lock-up clutch at an early design
stage using 1D simulation models in order to reduce judder in automatic transmissions
Future turbochargers
To accommodate a growing range of engine concepts, turbocharging
system suppliers are steadily expanding the scope of their technical solutions
Efficient electromobility
One supplier is developing new solutions that increase the efficiency,
and thus the range and durability, of the batteries in electric vehicles
The search for new solutions occupants do not have to forgo the ContiTech will also benefit
is aided by the fact that the level of warmth to which they have from developments in the field of
type of customer involved in the become accustomed. electromobility because electric
field of e-mobility is completely Unlike conventional vehicles, cars have to be lighter than gasoline
new. Specifications as usually electric vehicles require two cooling and diesel vehicles. The company
encountered with traditional vehicle circuits. Water, which is the most already has the appropriate
manufacturers are generally a thing commonly used medium, is used solutions for this, starting with
of the past here, replaced instead to cool power components such Benecke-Kalikos light surface
by a bold readiness to try something as the motor and electronics as materials and continuing with plastic
new. These customers are looking well as the battery. It makes sense components from Vibration Control.
for flexible suppliers who will to supplement the water or oil In the case of hybrid vehicles, a
develop the perfect solutions for cooling system at high thermal trend toward switchable bearings
and with them generally before the loads using the air-conditioning can also already be seen. ContiTech
series-production order is placed. systems refrigerant circuit. A new is developing this technology in
Only a company with extensive connector enables ContiTech to conjunction with two prestigious
material and development expertise minimize pressure losses in this manufacturers. High-performance
and willingness to think outside the process. The weight of the new hoses will also play an increasingly
box can deliver this performance. generation of hoses has also been important role in battery tempering
ContiTechs water cooling reduced. Smaller line cross-sections an issue that is demanding a
solutions also require a sophisticated on the high-pressure side and in the great deal of ContiTechs product
thermal management system, with battery cooling line help to ensure development expertise and that
complex hose and pipe systems. that as little refrigerant as possible will lastingly change products.
The company supplies cooling has to be used. The right mixture
solutions that manufacturers can of rubber, plastic and aluminum FREE READER INQUIRY SERVICE
install easily to ensure that units do materials and an ingenious line To learn more about ContiTech, visit:
not overheat, the batteries achieve geometry ensure the system has www.ukimediaevents.com/info/etm
INQUIRY NO. 503
their maximum life, and the adequate stability.
Wax-based actuator
Changing the vessel design of a wax-based actuator to optimize the
shape of the wax plug results in greatly improved response times
Figure 1: Temperature-time curve for different types of vessels
Figure 1
wax plug inside the vessel to 1. Cylindrical brass vessel = 90.4
be a thin layer will decrease the seconds.
response time. 2. Cylindrical stainless steel vessel
The wax compound used in = 91.5 seconds.
conventional wax-based thermal 3. Cross-shape stainless steel
actuators has a very low coefficient vessel with 2.5mm wax wall
of thermal conductivity. This has a thickness = 42.6 seconds.
negative influence on the response 4. Cross-shape brass vessel with
time and the open time of the 2.5mm wax wall thickness = 40.9
thermal actuator. The distance seconds.
for the transmission of heat from 5. Cross-shape stainless steel
the outside to the center of the wax vessel with 2mm wax wall thickness
compound has been identified as = 32.3 seconds.
the root cause of this, which implies It is clear that a stainless steel
that shortening this distance will vessel with 2mm wax wall thickness
improve the heat transfer. Kirpart has a 65% quicker response time
Figure 2: As found in the study, a vessel measuring Figure 3 29mm has a 2mm
designed and simulated different than a cylindrical stainless steel
wax wall thickness and a 25m vessel has a 2mm wax wall thickness
vessels in order to minimize the vessel. More detailed analyses
wax wall thickness. show that the thinner the wall, the
Figure 1
A cylindrical vessel is state-of- quicker the response. As shown
the-art and holds the optimum in Figure 2, the center of the cross-
29 mm vessels have 2mm wax wall thickness and 25 mm vessel has 2mm wax wall thickness
volume of wax compound. In the shape stainless steel vessel with
simulation, five different thermal a 2mm wax wall thickness reaches
actuators were thermally stabilized 100C first. This shows that the wall
Figure 2
in an 80C medium, whose thickness of the wax compound
temperature was suddenly raised should be decreased to achieve
to 100C. The time taken to reach an optimal vessel length that
100C was different for each type can be reliably mass produced.
of thermal actuator, according to Kirpart is currently developing this
the vessels shapes and material patent pending concept with various
composition. designs as shown in Figure 3.
The graph (Figure 1) shows the
time taken to reach 100C for the FREE READER INQUIRY SERVICE
different thermal actuators. To learn more about Kirpart, visit:
29 mm vessels have 2mm wax wall thickness and 25 mm vessel has 2mm wax wall thickness
The results of the study can be www.ukimediaevents.com/info/etm
Figure 3: Different types of vessel designs currently under development at Kirpart INQUIRY NO. 505
Figure 2 described as follows:
Sprocket production
Modular machinery has revolutionized the production of parts, which was historically
a complex task, broken down into sub-processes executed by different manufacturers
Left: EMAG
Koepfers VL 4
H gear hobbing
unit provides high
torques and a fast
gearing process
Below: Induction
hardening of
sintered sprockets
on an EMAG eldec
Mind 750 machine
parts. This enables us to fit a very the machined workpiece back to and deburring machine feature with our TrackMotion automation
large number of finished parts the part magazine, where the next proven technology developed by system. I am convinced that
in a very small space, Svatek piece is waiting to be processed. EMAG Koepfer, a gear specialist those who witness these machines
explains. A compact and simple From there, the TrackMotion in the EMAG Group. The powerful in operation will be thoroughly
design, combined with maximum automation system picks up milling unit of the VL 4 H provides impressed with what they see.
productivity, was our goal during the piece and deposits it on the rapid feed rates, and matches Meanwhile, for induction
the design of this production line, integrated part magazine of the next its modular sibling machines hardening of sintered sprockets
and the high satisfaction of our machine. That way there is virtually in productivity. For chamfering EMAGs eldec Mind 750 hardening
customers proves to us that we no idle time as the transportation and deburring of the sprocket, machine provides maximum
have more than achieved our of parts between machines runs a choice is available between output and consistent quality. Cycle
ambitious objectives. simultaneously to the machining press deburring or the chamfer times are between four and eight
Ease of handling was a priority for operation and therefore has no cut procedure. Which method is seconds, depending on the type
the system developers. This begins effect on cycle times. It takes only used depends on the workpiece of workpiece. This fully automatic
with the loading of the production a few seconds to load and unload geometry and customer preference. system is also equipped with
system, where there is a separator the working spindle. With this sprocket production a quenching system in line with
that the blanks, in the form of The machining technology also system, EMAG demonstrates once the cycle time. The energy source
cutoffs, are simply dumped ensures high productivity in the again the flexibility and performance is either an SDF generator or a
into. From there they move to the production line. For example, the VL of its modular product range. With high-frequency generator. The
integrated part magazine of the VL 3 Duo machines feature powerful this system we produce sprockets required strength of the sintered
3 Duo dual-spindle vertical turning 18kW working spindles with a in less than 40 seconds using our sprockets is achieved through
center. These integrated part torque of 77Nm. In combination modular machines, notes Svatek. high-precision energy penetration
magazines are part of the pick-up with 12-post tool turrets (choice For our customers this means during induction hardening, the
automation system, a feature of all of VDI or BMT interface), optionally that the production system is annealing that follows, and the
EMAGs modular machines, which equipped with driven tools and available at very short notice cooling process.
are also fully automatic. y-axis, the results are fast and and at an extremely attractive
The working spindle loads itself precise machining made possible price point. FREE READER INQUIRY SERVICE
from the integrated part magazine, by the direct drive (torque motors). Never has it been easier to To learn more about EMAG, visit:
moves to the machining area to The vertical gear hobbing build production lines than with our www.ukimediaevents.com/info/etm
INQUIRY NO. 506
perform the operation, and deposits machine and the vertical chamfering modular solutions, in combination
Flexible polyamides
It is now possible to replace metal and rubber hoses with flexible polyamide
solutions that are able to withstand the harshest thermochemical conditions
It is no surprise that
development in the
automotive industry is driven by a
need to lower costs and improve
technology. The fundamental
drivers are a complex mixture of
regulatory mandates and wide-
ranging customer needs. The
ultimate goal is to provide a driving
experience that is loved by the
driver but reduces the impact of the
vehicle on the planet. More than 60
years ago, Citron introduced the
worlds first polyamide fuel line on
its brand new DS (1956). The Rilsan
polyamide 11 polymer that was
used at that time is still widely used
today, particularly by leading car
manufacturers Toyota and BMW.
The long life story of this polymer,
which celebrates 70 years in
application this year, is fascinating
and the most exciting chapters Rilsan HT flexible PPA are 70% bio
have yet to be written. and can be used in engine cooling
Advances in extrusion and lines for up to 135C continuous use
thermoforming processes have
made the processing of polyamide
11 easier and more efficient. The Vautier, global market manager in terms of their chemical and However, solutions now exist for
plastic material can also replace for automotive. Improvements in thermal resistance, such as fuel use in the most extreme conditions
labor-intensive (and heavy) metals fuel economy, achieved through lines and degassing lines for engine up to 175C in air with acids,
in many demanding applications. a reduction in component weight, cooling circuits. At the time of the and 135C in water-based fluids
Simultaneously, evolutions in the are driven by ever more stringent Citron DS, gasoline did not contain such as coolant and AdBlue, so
chemistry of polyamide 11 have customer requirements and ethanol, and diesel contained little that even with more aggressive
enabled the replacement of metal mandated CO2 regulations or no aggressive bio content. But chemicals, such as blow-by and
components in high temperature worldwide. This weight reduction 60 years later, fuel line development EGR condensates, engineers can
applications such as closer to should be coupled with a smaller presented new challenges for now consider switching to plastic
the engine or exhaust manifold. external diameter, as space around plastics, such as a need for solutions whatever the hose design.
Similarly, metal-rubber components the engine is extremely precious. resistance to bio-fuel attack, With smooth tubes up to 80mm
have been systematically replaced Last but not least, metal-rubber requirements for lower permeability, in diameter and corrugated up
for the same reasons ease of assemblies tend to require many higher temperature performance to 40mm, Rilperm solutions can
processing, reductions in weight, connections, which may also be and lower oligomer content (if not be adapted to the most complex
and a need for an improved detrimental to component cost and clean fuel). routes and needs.
carbon footprint. part quality another very important Rilperm multilayer constructions As challenges become more
There are several examples consideration in the industry. based on the Rilsan bio-based complex, car manufacturers need
where weve seen weight savings However substituting metal and polyamides family are used to work with suppliers that are
of up to 70% or 80%, but we also rubber with plastic presents many worldwide to meet some of the on the cutting-edge of plastics
have witnessed component cost technical challenges. Historically, toughest specifications. Traditionally technology. Instead of selecting a
decreases of up to 50%. Its a lines that were changed to plastic the main challenges for polyamide standard rubber or metal solution,
virtuous circle for both car makers were those with a smaller diameter flexible hose solutions have been suppliers can develop advanced
and suppliers, says Sbastien and less demanding requirements thermal and chemical resistance. customized polyamide solutions.
LEARN MORE
ABOUT OUR
ADVERTISERS
Quality
Weight
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Chemicals
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June 2017
Inner
12mm
Metal (1mm thick) Polyamide (1.75mm thick) Rubber (3mm thick) HOT VEE A concept born decade
s ago, but
rejuvenated of late is
www.ukimediaevents.com/info/etm
Recently there has been a huge performance, together with to reach two billion in just 20 years.
increase in research covered by outstanding long-term aging Meanwhile, emissions of nitrogen Visit our website
many publications and conference
papers that has shown that
resistance in air and chemicals.
Even some air-conditioning lines
oxides, carbon monoxide and
hydrocarbons have been reduced
to request
replacement of metal and rubber are now produced as full plastic by 75-90% at a relatively small cost exclusive and
by plastic is possible. For fuel lines,
several OEMs with metal under-
solutions. These are only high-
pressure liquid lines at present,
to consumers.
Long-chain polyamide fluid
rapid information
chassis lines have introduced which mean they have the lowest transfer lines contribute to this about the latest
plastic solutions. In cooling, thermal and mechanical properties. sustainable revolution thanks to
beyond low-temperature lines, Polyamides are not new as the their light weight, which decreases
technologies and
high-temperature engine cooling materials of choice for flexible fluid CO2 emissions. Their ease of services featured
lines are now commonly substituted transfer lines, but over several processing and high chemical and
for plastic championed by decades they have evolved for mechanical performance enable in this issue
European (in particular German) solving new problems brought affordable new exhaust emission
OEMs. For the air intake, the use by todays drive for improved control lines and lower permeation
of plastic for turbo inlet hoses or performance and compliance. of automotive fluid gases, while
intercooler outlet hoses is now fairly Sustainability has become one the bio content enables positive
common. In certain architectures, of the most important global drivers whole-life analysis.
plastic solutions are close to market particularly in the automotive
even for very challenging, high- industry. The number of cars on FREE READER INQUIRY SERVICE
temperature turbo outlet hoses. the road has increased from 50 To learn more about Arkema, visit:
This requires a unique combination million after World War II to over www.ukimediaevents.com/info/etm
INQUIRY NO. 507
of flexibility and mechanical one billion today and is expected
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PRODUCTS & SERVICES
Virtual development
Integrated modeling enables development in a virtual environment, to optimize specification
and performance of the system architecture, while increasing efficiency and cost savings
Component manufacture
Components such as camshafts, balance shafts, ball rods or prismatic parts can be
machined to tight tolerances under pressurized timescales using CNC technology
Friction management
To meet evermore challenging emissions targets, car makers are looking for new
ways to decrease engine and transmission losses through further friction reduction
Innovation center
A UK R&D facility brings together leading technical experts from across the industry
to develop and produce next-generation, low-carbon propulsion systems
Quick connectors
Robust plastic quick connectors are an ideal means to connect
media carrying lines, as well as ventilation and exhaust lines
Upcoming legislation on
GHG and criteria for pollutant
emissions has created
new challenges for the
commercial vehicle
industry. The second phase
of the GHG regulation in North
America, which was recently
implemented, demands a GHG
reduction of up to 27% on trucks
for model year 2027, depending
on the individual application. This
regulation includes a dedicated
reduction of CO2 emissions from
engines, for example in the
magnitude of 5% for heavy-duty
tractor applications. At the same
time, the California Air Resources Multiple technical features
Board (CARB) announced plans on AVLs concept block help
to introduce a 90% reduction of achieve higher pressures
nitrogen oxide (NOx) emissions
compared with current levels
(EPA10). Engine and vehicle and aluminum to decrease
manufacturers need to investigate the weight. In combination with high-pressure EGR
possible approaches to be able a bottom stop liner and thin wall system, which can
to fulfill these strict regulations, as casting technology, the weight be easily removed
well as to be competitive in those of the block could be reduced for markets with
two major markets. by more than 25%. This concept less severe emission
To fulfill future requirements, could also be beneficial in terms of legislation; and an exhaust
base engines need to be optimized modularity because the crankcase throttle flap (AVL patent),
for individual boundaries and component size is reduced system is enabling higher EGR flow.
requirements in view of gas by half, and either the cast iron used. An To meet the impending
exchange, combustion, friction, or the aluminum parts can be additional important feature is regulations, it might not be enough
operating strategy and temperature modified independently for different required for long-haul trucks the to simply improve the engine
management. AVL has investigated applications without a significant engine brake. An engine brake with alone. Thanks to in-house R&D
possible adaptations to the amount of effort. high power density can increase and its work on customer projects,
base engine in order to meet the For the cylinder head, a SOHC a trucks average transport speed AVL continuously expands its
aforementioned challenges. Some design with skewed valve pattern considerably. A compression knowledge on single powertrain
major components are described can work up to 260 bar cylinder release system has been added components including the engine,
here, including a complete engine pressure with compact graphite to the AVL VVA system in order to transmission, rear axle and
concept developed by AVL. iron (CGI) material. A clear need achieve increased power density electrification solutions. The
In order to enable further for a DOHC with a parallel valve of the engine brake. company has developed a
reduction of fuel consumption, pattern has not been identified, Further innovative technologies vehicle and powertrain optimizer
higher peak cylinder pressure is but it is simpler to achieve. have been implemented in for optimum interaction of all
necessary. The disadvantage of One major change is the this engine to meet the future systems. Simulation tools such as
higher peak firing pressure (PFP) is necessity to use variable valvetrains requirement for GHG reduction AVL Cruise M assist in this task.
the fulfillment of a stiffer crankcase to realize alternative combustion, as well as lower pollutant levels.
structure, which adds weight. for example Miller, temperature These include the following: roller FREE READER INQUIRY SERVICE
AVL investigated and patented management and increased engine bearings in the geartrain; split To learn more about AVL List, visit:
a new lightweight crankcase brake power. Therefore, the AVL www.ukimediaevents.com/info/etm
cooling; a low-pressure EGR
INQUIRY NO. 518
made of compact graphite iron variable valve actuation (VVA) system in combination with a
Coating technologies
High-peformance sealing Oerlikon Balzers works to provide the best
Frenzelit has been active in the surface solutions for customers. This includes solving
insulation and sealing business for existing problems or pushing the limits of current
more than 100 years. It is able to tackle and already powerful units. With its involvement
challenges in the fast and constantly in the motorsport industry over more than 22 years,
changing automotive industry, through the companys passion and ambition shine through.
the development of solutions that help Changes in regulations allow the company to push the
its customers to reduce noise, emissions limits in collaboration with its customers, developing
and weight, increase fuel efficiency, and customized coatings according to requirements.
provide reliability and safety. Oerlikon Balzers portfolio covers a wide range of
In doing so, Frenzelits automotive applications, from high-temperature resistant coatings
gaskets division works hand-in-hand with for exhaust valves (Balinit Valdura) and highly loaded
leading OEMs and system suppliers that components (Balinit DLC family) to coatings that
are setting standards in terms of vehicle terms of form, fit and function, and provide extremely high performance
thermal management, powertrain and cost and standardization. In order to in combination with specific oils and additives.
driveline design, fluid management, find the right solution for the application, Oerlikon Balzers has been active in the automotive
exhaust gas treatment and e-mobility. Frenzelit uses not only standard market for many years and coats several millions
Frenzelits project and application materials but also high-performance of parts annually. In combination with its experience
engineering specialists adopt a materials such as graphite, mica and and successes in racing, the company is now able
comprehensive systems approach silicone foam. to provide state-of-the-art solutions to high-end car
to identify additional functions and At Engine Expo Europe 2017 in manufacturers and the motorcycle industry, offering
improvements that can be integrated Germany, Frenzelit will present its high-performance coatings at affordable prices.
into its sealing systems, such as heat capabilities and technologies in sealing Oerlikon Balzers can support customers through
transfer, thermal insulation, anti-friction/ and insulation systems for developers all stages of development, from sampling to mass
decoupling, filtering and purification, and manufacturers of engines and the production, or in improving the performance of an
and fast and easy assembly capabilities. associated sub- and auxiliary systems. existing system.
Both standardized components and
application-specific solutions can be
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supplied by the company.
To learn more about Frenzelit, visit: To learn more about Oerlikon Balzers,
The material and process engineering visit:
teams ensure that each part is www.ukimediaevents.com/info/etm
INQUIRY NO. 519 www.ukimediaevents.com/info/etm
compliant with requirements in INQUIRY NO. 520
Metal-to-metal seals
Custom water injection
SFC Koenig recently worked with a customer to The Koenig Expander LK950 series 10mm plugs
analyze and solve performance and warranty issues replaced the threaded seals. The LK950 plugs use Advances in engine control,
of an aluminum block engine. a metal-to-metal expansion design that does not with improvements in spray
During the assessment, engineers had identified require machining, tapping or sealing compound, targeting and atomization,
contaminant in the oil as a major source of problems. and was able to easily withstand the greater than now make it possible for water
SFC Koenig focused on the threaded pipe plugs 100psi pressures. injection to play a greater role
used to seal oil journal holes as the issue. The plugs As systems become more advanced, old sealing in engine operation.
required the port to be tapped, a machining process solutions have become less effective, says Tom Third-party testing of a
that creates debris. In some instances, this debris Ryan, head of product management at SFC Koenig. high-efficiency, four-cylinder
was not properly cleared away and created micro- Our high-performance products are more reliable turbocharged SI engine
size particle contaminants. Additionally, the pipe than other seals, and when total costs are evaluated, showed that the addition of
plugs required sealing compound to improve seal they are often the best solution. With its one-piece the Nostrum system resulted
integrity. This sealant was often applied to excess design and a variety of SFC Koenig installation in a 34% improvement in peak
and then circulated in the oil, affecting lubricant equipment, the customer quickly integrated the efficiency and a 7% increase
integrity and leading to a build-up of debris. Koenig Expander into the automated environment in engine output at baseline
Engineers noted that failure rates increased when and immediately realized an improvement. boost pressures. This was
production capacity was at higher levels. It was achieved on stock hardware
realized that installation equipment and personnel FREE READER INQUIRY SERVICE with 87AKI fuel, using
could not maintain pipe plug alignment consistency To learn more about SFC Koenig, visit: Nostrum water injectors that
at high speeds, resulting in cross-threaded plugs, www.ukipme.com/info/etm enabled full time Lambda-1
leakage and expensive rework. INQUIRY NO. 522 MBT operation.
Introducing water into the
combustion chamber brings
an almost eight-fold increase
Revised architecture Non-destructive analysis in latent heat compared with
gasoline, reducing end of
Libralatos rotary Barkhausen noise analysis (BNA) is a recognized, compression and combustion
engine architecture trusted, non-destructive technique for materials temperatures. Unlike EGR
dispenses with characterization and defect detection. or fuel enrichment, water
reciprocating pistons, Barkhausen noise is directly affected by two benefits gamma and brings
cylinders, con rods, important material characteristics. The first is the less of a pumping work
crankshafts, valvetrains, presence and distribution of residual (and applied) penalty. Engines show more
camshafts, throttle bodies stresses. In most commonly used steels the tolerance to water than other
and forced induction. Unlike the Barkhausen signal will increase with the presence knock suppression strategies,
Wankel engine, the rotors in Libralatos engine do of tensile residual stress and decrease under making water injection a more
not have narrow apex seals and their associated compressive stress. The method is not only sensitive effective method across the
long escape path, and sealing surfaces do not to stress magnitudes but direction as well. entire operating range.
touch the periphery of the housing, thereby Barkhausen noise is also affected by changes in Nostrums patented
reducing friction losses. material microstructure. This effect can be broadly Kinetic Water Injectors (KiWi)
Two interlocking rotors on separate axes, with described as material hardness, where hardened bring port, and direct water
different diameters of orbit, create an expansion microstructures result in lower measured values. injection to the forefront
volume (ER <21:1) greater than the compression Conversely, soft or tempered microstructures result of next-generation engine
volume (CR <16:1) for higher efficiency and in high Barkhausen noise intensities. technologies. These injectors
exchange of gases between three dynamic In most instances the analysis of the Barkhausen rely on a particle break-up
chambers in nine phases. The maximum intake noise signal can be represented as a single value, mechanism that splits the
volume is three times greater than the second typically referred to as the magnetoelastic parameter. liquid into several jets, which
(working) compression volume and the first Measurements commonly require a small sensor then collide at a focal point
compression only serves to scavenge and cool to come into contact with, or very near to, the to produce instantaneous
the combustion and expansion chambers. sample surface. Acquisition and processing of the breakup of the spray. The
The design avoids engine knock and high signal can be completed in real time, resulting in resultant plume shows
NOX emissions, due to high combustion chamber immediate feedback and the ability to meet high- reduced liquid length and
tumble, cool air scavenge, inherent EGR (<30% throughput scenarios. droplet sizes, which can
EGR) and stratified charge GDI. Therefore the Common applications of the technique include be specifically targeted,
fuel is fully atomized, the combustion chamber the detection of grinding damage (burn) in bare and practically eliminating surface
temperature is lowered, the fuel-air ratio is diluted plated components as well as process verification impingement and addressing
with EGR for lean burn, and peak combustion and defect detection in heat-treated parts. More many of the traditional
temperatures and NOX are reduced, all without recently the method has been shown to provide challenges associated
the need for SCR, LNT or GPF aftertreatment. accurate, non-destructive case depth analysis. with water injection.
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To learn more about Libralato, visit: To learn more about Stresstech, visit: To learn more about Nostrum, visit:
www.ukipme.com/info/etm www.ukimediaevents.com/info/etm www.ukipme.com/info/etm
INQUIRY NO. 523 INQUIRY NO. 524 INQUIRY NO. 525
INSIGHT ON
CHANGE FROM
160
SPEAKERS!
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Hot topics
The opening session of the 38 th The measurement of real driving
International Vienna Motor Symposium, emissions (RDE), which will soon be
organized by the Austrian Society of part of type approval, is an area that
Automotive Engineers (VK), focused on represents a great challenge for European
general powertrain technologies piloted, emissions legislation and was also
emission-free and networked. In addition, discussed in detail at the symposium,
powertrain visions for the future, alternative which took place April 27-28.
drive concepts designed to meet challenging In the final plenary session, three
environmental goals while fulfilling worldwide leading lecturers presented
new regulatory requirements, were also a view to the future on the basis of their
presented and discussed on the basis of profound knowledge of current trends
expert knowledge. and developments: Wolf-Henning Scheider,
The desire of governments to have one chairman of the board and CEO, Mahle
million electric vehicles on the roads by GmbH; Hirohisa Kishi, executive vice
2020, as is frequently proposed, means president, Power Train Company, managing
that sales of electric vehicles will have to officer, Toyota Motor Corporation; and
skyrocket. However, without governmental Matthias Mller, chief executive officer
subsidies no major consumer demand for of Volkswagen.
these vehicles is to be expected. Topics
and debate also focused on how internal FREE READER INQUIRY SERVICE
combustion engines will be further improved To learn more about sterreichischer,
and electrified, and therefore remain the visit:
Repeat performance testing www.ukimediaevents.com/info/etm
main power source of road vehicles for the
next 20 years. INQUIRY NO. 526
ETC supplies quality test equipment,
including its Combustion Air Supply (CAS)
system, drive-in vehicle test chambers
and altitude simulation systems. The CAS Adaptive air/oil separation
unit delivers air at a precisely controlled
temperature, humidity, flow rate and barometric Turbocharged engines are becoming Since the MultiTwister separator
pressure to internal combustion engines during more commonplace in North America relies only on changes in blow-by
dyno testing. This approach enables simulated as emissions standards continue to gas pressure for operation, it is fully
drafting conditions and ambient conditions for become more stringent. As such, adaptable to engine specifications
a specific race track location to be realized, advanced technologies that create or in response to driving conditions.
improving test accuracy and repeatability. It is cleaner crankcase gases and address Additional benefits include increased
also used for emissions certification testing. engine power densities are a growing life of engine components such as
ETC works closely with OEMs and the EPA priority for OEMs. Dana has created a the catalytic converter, inlet valves,
and is currently developing a Dynamic Pressure solution that incorporates the Multi- intercooler, air mass sensor, carbon
Control (DPC) system to allow tighter transient Twister passive-adaptive air/oil separator particulate filter and engine oil.
pressure control. This will enable throttle into the companys Victor Reinz cylinder-
changes during closed track simulation to be head cover. FREE READER INQUIRY SERVICE
followed more precisely and safely. The DPC Dana is the first manufacturer to To learn more about Dana, visit:
device is a modular intelligent aerodynamic bring a passive-adaptive, cost-effective www.ukimediaevents.com/info/etm
valve system that redirects airflow and controls solution to the North American light- INQUIRY NO. 528
the barometric pressure at which air is delivered vehicle, gasoline-engine market with its
to the engine inlet during dynamic testing. MultiTwister separator. By separating fine
This modulation is controlled in accordance oil particles from engine blow-by gas, the
with engine loading and throttle changes, separator cleans up crankcase gases and
resulting in a stabilization of the desired engine improves crankcase ventilation to offset
inlet pressure while maintaining a constant added combustion pressure caused by
airflow through the conditioning section of engine downsizing.
the CAS system. In addition, ETC uses a feed- By cleaning crankcase gases, the
forward control architecture to maximize separator eliminates excess oil from the
pressure control stability and offers various combustion process, greatly reducing
communications interfaces including ASCII, oil consumption. This also extends
Ethernet I/P, Modbus TCP and CANbus. engine oil life by supplying clean gas
back into the crankcase, which increases
FREE READER INQUIRY SERVICE the oil change interval. As a result, the
To learn more about ETC, visit: amount of used oil sent to be recycled
www.ukimediaevents.com/info/etm is less, further reducing the systems
INQUIRY NO. 527 environmental impact.
NON-
POLITICAL
GLOBAL
THINKING
WWW.THEFUTUREOFTRANSPORT.COM
FROM THE PUBLISHER OF ENGINE TECHNOLOGY INTERNATIONAL MAGAZINE
Environmental Sustainability How highways of the future will need to evolve into
highly automated and intelligent super-fast transportation networks.
Vision Zero Is the zero vision a reality on the surface and in the air?
Quantum Shifts Remarkably simple changes that would radically transform
surface congestion.
The Challenge for Rail How the rail industry can survive the challenge from new
forms of transport, including high-speed (platooning) autonomous vehicles and PATS.
Infrastructure & Project Funding Where will the investment for the future of
transport come from and what business opportunities will new mobility solutions create?
WWW.THEFUTUREOFTRANSPORT.COM
LAST WORD
BY
DEAN SLAVNICH
extremematerials-arkema.com / [email protected]
When you are facing challenges like these, you need an expert partner. A company that
understands engines like no other. Whether it is power-cylinder, sealing, bearing or systems
protection components, Federal-Mogul Powertrain has a highly engineered solution for the
most demanding application. To keep the heart of the powertrain beating strongly.
For more information on how our technologies meet the requirements of your engines, deliver
improved fuel economy, reduce emissions and enhance durability, visit www.federalmogul.com.
www.federalmogul.com