Engine Technology International-September 2018

I NEED
COULD
A JOB!
THIS
BE YOU?
If the IC engine gets banned by 2040,
what impact will it have on your career?
SEPTEMBER 2018
V8 GOODNESS ON DEMAND DIESEL SUPPORT

Exclusive up-close access to the ETi brings you early engineering BMW’s development chief, Klaus
latest eight-cylinder screamers details on GM’s all-new Dynamic Fröhlich, mounts a frank and
from Ferrari and McLaren Fuel Management technology compelling case for TDI engines
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CONTENTS
I NEED
SEPTEMBER 2018 COULD A JOB!
THIS
BE YOU?
24
If the IC engin
e gets banned
what impact by 2040,
will it have on
your career?
TECH INSIDERS
V8 GOODNESS SEPTEMBER
2018
Exclusive up-close ON DEMAND
latest eight-cyl access to the
inder screamer ETi brings you DIESEL SUPPO
from Ferrari s details on GM’s
early engineer
ing
RT
and McLaren all-new Dynamic BMW’s developm
Fuel Managem
ent technolo Fröhlich, mounts ent chief, Klaus
gy compelling case a frank and
for TDI engines
www.enginetech
04. Fast track

nologyinternation
al.com
A close look at the

Ferrari Pista’s Engine of
the Year Award-winning
3.9-liter biturbo heart
09. Friendly fire REGULARS

Chevrolet is taking
cylinder deactivation 14. Engines on test
to the next level with 18. Johnson
its new Dynamic Fuel 20. Taylor
Management system 108. Final word
12. Winning formula

Derived from the 4.0-liter
unit found in the 720S, 44. Think tank
COVER STORY
McLaren’s M840TR In development since
engine was developed 24. Career path the 1980s, Mercedes-
with speed in mind Following years of tightening Benz’s plug-in hybrid
tailpipe emissions legislation, fuel cell architecture
16. Personality profile the potential for a complete makes its debut in the
A conversation with IC engine ban is resulting in GLC F-Cell
Elizabeth Hill, chief an increasingly challenging
product engineer at environment for engineers 51. Keep it real
Jaguar Land Rover Renault’s engine
assembly plant in Lyon
FEATURES is pioneering the use of
32. Double down 9 44 mixed reality during the
Advances in cylinder quality-control process
deactivation ensure
the technology is now 54. New hope
more applicable to auto Klaus Fröhlich,
makers than ever before member of the board of
management at BMW,
38. Power surge on why there is life in
Mild hybrid technologies the diesel engine yet
are providing the answer
as OEMs find it harder 60. Engine Expo
to meet electrical and 54 in Novi, Michigan
efficiency demands 12 All the information you
need ahead of Engine
Expo 2018, taking place
this October at the
Suburban Collection
Showplace in Novi
69. Under pressure

Innovation in variable
compression ratio tech
is enabling improved
thermal efficiency and
38 further downsizing
Engine Technology International.com // September 2018 // 01

CONTENTS
The word wizards

Editor in chief: Dean Slavnich
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TECH INSIDER // FERRARI 488 PISTA V8
OF POWER ETi takes you on an exclusive, personal tour of the

engineering marvel that is the V8 – in the Ferrari 488 Pista
WORDS
DEAN SLAVNICH
04 // September 2018 // Engine Technology International.com

TECHTECH
INSIDER // FERRARI
INSIDER 488 PISTA
// COMPANY NAME V8
How do you make the best engine in the world even

better? That was the near impossible task that faced
Ferrari powertrain engineers when senior management
at the Italian company told them to dig deep and find
even more power performance goodness from its
industry-benchmark-setting 488 V8.
Of course, we’re terming it the best engine in the
world not because I happen to think so, but rather
because the esteemed 2018 International Engine
of the Year Awards jury did (the Pista V8 helped the
acclaimed F154 engine family secure the overall title
for a third successive year).
But how much better than the eight-cylinder
brilliance in the GTB can the V8 in the Pista really be?
The answer, quite simply, is a lot. The Pista heart is,
of course, part of the F154 Ferrari biturbo V8 family,
but unlike the engine in the 488 GTB racer, which has
the codename F154CB, and in the California, which
uses F154BB, Pista’s internals finish with the letters CD.
“Compared with the GTB, the name is just one
letter different, but when it comes to performance,
hardware and controls, the differences are very big,”
says the aptly named Gianfranco Ferrari, powertrain
project manager at the Italian super car maker.
ETi was one The numbers

of the first In real terms, there's been an incredible 50ps power
publications to increase over the breakneck fast GTB, meaning the
drive a Pista Pista V8 delivers 720ps at 8,000rpm. Torque’s up
prototype in too, albeit by a more modest 10Nm to 770Nm in total.
Maranello

Right: The Ferrari 488 Pista V8 can

punch out 720ps at 8,000rpm, giving
it the best specific power output in its
class, while torque is higher at all
engine speeds, peaking at 770Nm
As such, the new V8’s specific power

is up to an astounding 185ps/l, beating
the 172ps/l benchmark that the GTB engine
set. This means that from 0-200km/h
(0-125mph) the Pista comes home in 7.6
seconds, 0.7 seconds faster than its 488 sibling.
However, while power has changed radically,
the actual displacement of the engine – 3,902cc –
has remained the same, as has the 86.5 x 83mm
bore and stroke. But that, more or less, is where the
main similarities between the two V8s end. In total,
some 50% of the functional parts used for the Pista
V8 are brand new.
To increase the performance so dramatically,
Ferrari engineers worked heavily on the intake
plenum, which is brand new and made of carbon
fiber. The volume of the plenum has been reduced
by 41% and the runner length is down by 60%.
“This enables us not only to have an optimized
volumetric efficiency but it also prevents knocking,”
explains Ferrari.
The intake and exhaust valvelifts have been
modified so that there’s now 1mm more valvelift on to have not only fantastic sound levels
both the intake and exhaust. In addition, for the latter but high sound quality, too.”
the profile of the valvelift is wider, allowing 1.8% For the first time on a Ferrari road-going car,
more permeability and 5.5% additional tumble. turbochargers with speed sensor installations
The major engineering changes don’t stop there. have been used. This is another 488 Challenge
For breathing and cooling purposes, the intake lines hand-me-down via Bosch, the supplier of both
are no longer on the side of the car, as in the GTB, sensor and ECU. “There’s an inductive sensor that
but rather on the rear, next to the spoiler. “The lines ‘counts’ the number of blades that pass by. The ECU
are shorter and they get fresher air,” adds Ferrari. then receives this data and can detect the turbo
The intercoolers are bigger by 7% and now work speed in real time. The compressor wheel can turn
with a dedicated fender, while the water radiators up to 160,000rpm.”
aren’t pointing forward anymore but backward. Such high-level technology means that certain
margins are minimized, as TC speed is known and
Challenge crossover THE PISTA POWER JUMP TC speed of the two banks are equalized, so power
The exhaust manifold has also been redesigned, can be maximized regardless of the altitude and the
going from a casting design type to Inconel. This The hike of 50ps from the GTB V8 to outside temperature.
is one of numerous 488 Challenge to 488 Pista the Pista V8 represents the highest Much like the GTB’s forced induction system,
tech crossovers, and from the GTB to Pista the power increment on a Ferrari special the Pista V8 uses twin-scroll turbine turbochargers
component is 9.7kg lighter (but more on weight series to date. The Challenge Stradale sourced from IHI. Ferrari’s turbo technology is truly
shortly!). Part of the redesign has meant that there towered over its 360 Modena sibling industry leading – hence why both the GTB
are longer exhaust runners with bigger diameters by 25ps; the 430 Scuderia was 20ps and Pista are regarded as the benchmark in this
and new routing that contribute to lower engine stronger than the F430; and finally the class – but given that the setup is more or less the
back pressure and reduced pumping losses. “Also, legendary 458 Speciale upped things same between the two 488 engines, there’s little
there’s a benefit in terms of sound,” adds Ferrari, by 35ps over the ‘nearly-as-good’ 458 point in going over old engineering info that was
“because wall thickness is now just 1mm Italia. The Pista even beats the F12 published a few years back.
compared with 4mm when it’s done by Berlinetta and F12tdf, which had 40ps It’s safe to say, though, that the Pista V8, like
casting, so it totally changes engine noise.” separating them. the GTB, has the best example of turbocharging
According to Ferrari, the 27% longer equal-length technology and application in the industry today,
exhaust runners are key to the Pista’s scintillating with the final product being incredibly responsive
soundtrack. “The sound is now louder at every and there being no turbo lag at all.
engine speed and increases with speed and power, “We want our turbocharged engine to feel like
reaching up to 8dB louder inside the cockpit. a naturally aspirated engine, with no turbo lag
“The sound really gives an incredible feeling. and a quick response,” adds Ferrari when
We worked a lot on this development area in order discussing the turbo setup.

There’s a 10%
increase in peak
firing pressures in
the Pista V8
“In many respects,

we used the 488
Challenge as our
test lab to develop
Right: The Ferrari Pista's
engine contains over 50% the 488 Pista”
more new components than
the 488 GTB powertrain
Another big change is the implementation of “That engine weight reduction, along with the and there are new springs. “This was less for the
a third-generation ion-sensing combustion control vehicle weight reduction, means the Pista is 90kg weight reduction and more for the dynamics of the
system with K-Action algorithm – with K standing lighter than the 488 GTB,” says Ferrari. system,” admits Ferrari.
for knock. “Instead of having accelerometers on A near 20kg weight saving from one engine Additional powertrain areas where Ferrari has
the block, we have the ion-sensing system that derivative to another is a masterclass in powertrain successfully implemented weight saving includes
works on a cylinder-by-cylinder and cycle-by- engineering, so how did Ferrari’s engineers thinner cylinder liners (1.3kg) and ancillaries
cycle basis," says Ferrari. "So instead of detecting manage it? The GTB’s steel conrods were (2.3kg). “Basically, we tried to save on weight
vibration on the block, it detects knocking or ditched in favor of titanium alloy rods that anywhere we could,” says Ferrari.
miscombustion in any cylinder and any cycle.” are 43% lighter. On the scales, that means Such huge weight saving across car and engine
Ferrari adds that the jump in improvement from each new conrod represents a 220g weight has allowed some 17% lower engine inertia. “This
gen-two to gen-three of the system has resulted in reduction, totaling 1.7kg when counting all helps to make the engine even more responsive.
a 40% improvement in knock detection accuracy. the conrods together. A masterclass indeed. For example, in gear shifting, in certain modes
“So, again, this is another feature that helps keep Through the elimination of the central balancing there’s a dedicated setting for upshifts. This is
performance when and where it’s needed.” webs, the crankshaft, which is machined in-house a strategy taken from experience with the 488
The sensor works in combination with new NGK at Ferrari, has also graduated from a weight loss Challenge and we believe it’s the best strategy for
spark plugs, which have one electrode covered in class, although this part isn’t new to the Pista as performance, driver feeling and driving fun," says
platinum instead of two. it was first used in the Challenge. Nevertheless, powertrain project manager Ferrari, who naturally
this allowed another 1.2kg to be shaved off. isn’t slow to boast that – in the Pista V8 – the best
Power up, weight down The flywheel, which has also been lifted from engine in the world just got a whole lot better.
It’s not just the technology and engineering the Challenge, is 1.5kg lighter thanks to a general "We didn’t want to have a seamless upshift that
make-up of the V8 that’s changed, though. optimized geometry design. didn’t give any feedback to the driver. We wanted
Another key difference between the GTB The valvetrain was also upgraded, representing this car to give a lot of feedback so that even non-
engine and Pista heart is total mass. The latter a 0.3kg saving. Hollow valves are now used on professional drivers can handle this car safely, have
is lighter by an incredible 18kg. the intake side for reduced alternating masses fun and take it to the limit.”

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TECH INSIDER // CHEVROLET DFM
The 2019 5.3 V8 DFM VVT

DI (L84) engine (below)
will debut in the all-new
Chevrolet Silverado (left)
Flexi
time
GM takes cylinder deactivation
technology to the next level
GM’s Active Fuel Management (AFM) is one of with a groundbreaking system designs to mechanize Tula’s DSF algorithm. GM
several cylinder-deactivation systems saving also wrote its own engine software for the program.
precious fuel for OEMs on large-capacity engines. on the new Chevrolet Silverado The cylinders deactivate in the same way for both
For more than a decade, AFM has enabled small- AFM and DFM. When a switching (or collapsible)
block Chevy V8s to operate as more efficient WORDS valve lifter is triggered to collapse, the bottom still
V4 motors in low-load conditions. GR AHAM HEEPS moves to follow the camshaft, but the pushrod
Starting with the 2019 Chevrolet Silverado doesn’t move and the valve remains closed.
pickup, a new system, code-named Dynamic Fuel The lifters, supplied by GM Component Holdings
Management (DFM), takes things a stage further. (GMCH), are still controlled by oil pressure, too,
DFM can individually deactivate all eight cylinders but replacing AFM with DFM required some major
of the 5.3-liter small-block, deploying between two hardware changes in the valley of the engine. In
and eight cylinders in one of 17 different cylinder the AFM system, a lifter oil management assembly
patterns to always match the available torque to (LOMA) bolts in like a valley cover. The four oil
the driving conditions. control valves are attached to the LOMA and turn
“DFM is key to more efficient engine operation,” on or off, enabling the oil to flow through the LOMA
states Joe Folk, small block assistant chief engineer. into the engine block and down to the lifters.
“It gets the pumping losses correct for the situation With DFM however, the LOMA is eliminated and
that you’re in, but in fractions of a second can give eight Husco oil control valves are bolted directly
you the power you need if you’re accelerating.” into the valley of the engine.
“We still put a valley cover over that area of the
From concept to production engine, but the new setup moves the switching
GM partnered with Tula Technology to bring that point much closer to the deactivating lifters
supplier’s Dynamic Skip Fire (DSF) concept to themselves,” Folk observes. “With it being closer,
production. GM created the engine hardware and the volume of oil that’s allowed to flow through

TECH INSIDER // CHEVROLET DFM
VITAL STATISTICS:
2019 CHEVROLET SILVER ADO
5.3-LITER WITH DYNAMIC FUEL
MANAGEMENT TECHNOLOGY
Type: 5.3-liter V8 VVT DI
with Dynamic Fuel Management
Bore and stroke: 96 x 92mm
Compression ratio: 11.0:1
Firing order: 1-8-7-2-6-5-4-3
Valvetrain: Overhead valve, two valves per cylinder,
variable valve timing
Fuel delivery: Direct high-pressure fuel injection
with Dynamic Fuel Management
Ignition system: High-energy coil-on-plug
Power: 360ps @ 5,600rpm (SAE certified)
Torque: 519Nm @ 4,100rpm (SAE certified)
Compared to Active DFM only uses 17 of the theoretically achievable

Fuel Management, 29 patterns, each of which has its own vibration
which alternates trace. Engine-mount development helped to
between eight- and properly isolate the vibrations. Meanwhile, a
four-cylinder modes,
DFM features 17 centrifugal pendulum absorber in the torque
cylinder patterns. converter helps to counteract vibrations that
That greater authority the engine induces in some of the firing modes.
mixes cylinder patterns Even Silverado prototypes hit the road for GM’s
constantly to optimize biggest-ever test program – 7,000,000 test miles
efficiency and power
delivery at all speeds
were covered in all – the DFM system itself was
run millions of times. It’s been tested to a safety
factor of two, so the deactivating hardware should
stay reliable for twice the expected customer usage.
During development, back-to-back testing of
2WD Silverados – an outgoing model fitted with
an AFM 5.3-liter V8 and a 2019 truck with the
DFM 5.3 – on the FTP highway and city schedules
revealed that the DFM-equipped motor ran in
deactivated modes (i.e. on fewer than eight cylinders)
the passage is much reduced, so the switching is order of 1-8-7-2-6-5-4-3 remains the basis of the for 9% more of the time than the AFM engine.
much faster than before. The exact response time pattern, regardless of which cylinders are skipped “We were also able to operate in modes with
depends on engine speed, but as a ballpark figure it within that fixed order. fewer than four cylinders for 16% of the time,” adds
is about 25-50% faster than before.” Folk. “With AFM, if you could have gotten away
The DFM control software decides on the Good vibrations with two or three, you still had to use four. Or if
optimum cylinder pattern 80 times per second. GM spent a couple of years developing the system the driving conditions were right for six cylinders,
The ability of the hardware to switch cylinder state in its Advanced Engineering labs before embarking you still had to use eight. Now you have these
changes with engine speed and other factors. on a three-year production program for the ‘in-between’ modes.”
Taking engine speeds between 1,200rpm and Silverado and its sister truck, the GMC Sierra. Official EPA fuel economy numbers for the
2,500rpm in typical operating conditions as When the program made the move into product 5.3 with RWD reveal a 5% improvement over the
an example, the system is capable of changing development, some of the key engineers involved outgoing model.
an individual cylinder state – i.e. combusting or went with it. For now, DFM will be confined to GM’s 5.3-liter
deactivated – between 10 and 20 times per “We knew from the advance work that system- and 6.2-liter gasoline V8s. AFM will continue on
second to keep up with the driver’s demands. level integration would be very important,” says the 4.3-liter V6 and new 2.7-liter turbo I4 option, as
With deactivation hardware on every cylinder, Folk. “Several departments worked together to well as on the E85-compatible 5.3-liter – a lower-
DFM need not deactivate the same cylinders enable this technology to be introduced to a vehicle cost option that’s part of the Silverado’s remit to be
from cycle to cycle. Every third cylinder could such that the resultant overall driveability and “a truck for every customer”. There is however no
fire, for example, or if the engine is running on vibration of the system remained very pleasing technical reason why DFM couldn’t be combined
five cylinders, a different five cylinders will fire to the customer.” with E85 in the future, or with a hybrid powertrain,
each time it cycles through the available eight. In To cover the desired performance range without for example, if and when GM goes the hybrid-truck
all cases, however, the typical small-block firing compromising NVH and the driving experience, powertrain route.

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M T S S Y S T E M S C O R P O R AT I O N
TECH INSIDER // McLAREN SENNA V8
The latest McLaren racer – the fastest

yet in fact – carries a very special badge.
And for that, Woking’s famed V8 had
to be substantially re-engineered
NAMING
RIGHTS WORDS
K YLE FORTUNE
Six laps of Estoril, with another six to go, in

McLaren’s most track-focused road car. The
location is significant – it where Ayrton Senna won
his first F1 race in 1985. Thirty years later, in 2015,
there were some conversations in McLaren about
“a car we could do”, admits Ian Howshall, product
manager, Ultimate Series. Now, that car
is parked in the pitlane, simply badged ‘Senna’.
“This is not just the fastest McLaren we’ve ever
made, but the fastest program we’ve ever done
as well,” says Howshall, adding, “The priorities
were lap times, downforce and weight. But also to
deliver the most engaging driving experience that
we could.” No mean feat, then, particularly in that
ambitious timescale.
There’s a new Monocage III carbon-fiber structure,
an unashamedly track-biased aero design, all
powered by a 4-liter (3,994cc) twin-turbocharged
V8. If the engine sounds familiar, you’d be right;
the Senna gets a development of the 720S’s
dry-sumped, flat-plane crankshaft 4.0 unit. Here,
though, it sees the output increasing from 720ps
to 800ps, with significant enough revisions for the
Senna’s unit to be designated the internal M840TR
code-name.
Mark Gayton, project manager, Ultimate Series,
and Andy Palmer, vehicle line director, Ultimate
Series, explain those engineering changes, as
various Sennas head off to lap around the track
inextricably linked to the name badge sitting under
the massive, active rear wing. “When you start
generating 800ps instead of 720ps, you generate
far higher in cylinder pressures. You generate far

TECH INSIDER // McLAREN SENNA V8
The Senna is the most extreme

road car McLaren has ever
built and the latest model in
the McLaren Ultimate Series
more hot spots in the head, so you get more knock. on the spark after ignition. By measuring the system like the P1 before it. They did explore other
You also get more pre-ignition. So when we started characteristics of the plasma, you can work out technologies, things like electric turbochargers,
looking at it, we thought, ‘Well, what are we going knock, pre-ignition, fuel being burned, and the lambda but they’re still too heavy, although they’re
to get to with this engine?’,” says Gayton. setting for emissions. And that’s all per cylinder.” watching that particular development with interest.
Starting with the pistons, they were modified to That has a huge benefit in control, but it was Key goals with the V8 were immediacy and
cope with the greater pressures, Gayton admitting an important development, requiring a lot of response, despite turbocharging. McLaren
that with the greater pressures involved they recalibration testing, taking 20 weeks of dyno engineers admit the ultra-low-inertia twin-scroll
were experiencing piston rotation, thus creating time to help understand how it behaves in different turbos of the 720S feature largely unchanged, with
imbalance. The solution is the pistons aren’t round, conditions, and then in the car. the same boost. However, the engine around the
they’re oval, and in the Senna they increased the turbos has changed – everything from the water
‘ovality’ to close up any gaps. Hybrid no-go jacket to those control systems and lightened,
The liner too needed to be capable of taking that The camshafts were re-profiled for greater power, stronger internals. Two high-flow fuel pumps are
increased pressure. Gayton says: “It’s amazing if and the intake manifold was re-engineered. The necessary to feed the V8, the two-pump solution
you think about what happens inside the engine – runners have been made longer and the plenum being more efficient, enabling one to provide the
when it’s going around 8,500rpm and generating volume reduced, meaning the charge time for the majority of the fuel, with the other providing infill
that much torque. And if you have any minute plenum can also be reduced. when required – the Senna not requiring the three
problem, well, it would just fatigue the engine to Gayton continues, “This means our tip in and pumps fitted to the P1.
death. So we worked on the stiffness of the liner. tip out is far quicker – because we’ve got smaller The engineering team reached both its power
And then we worked on the height of the liner as volumes of charge, but you’ve got to make sure the and torque goals, the outputs being 800ps at
well, and how it fits into the block. And then we volume is enough that you don’t starve the engine 7,250rpm and 800Nm of torque at 6,700rpm.
looked at its interaction with the head gasket.” as well. So that was quite a fine line. And then once Those numbers were a target internally set – the
The head gasket was reinforced and fully you’ve got the volume, you have to manage the Senna’s relatively unique positioning meaning it
re-engineered. Moving up to the coils, Gayton’s bleed from side to side. So there are little baffles wasn’t really benchmarked against any rivals, as,
team found the 720Ss didn’t have the necessary inside there, with tuned holes. These allow the two arguably, there aren’t any.
power for the Senna, so they went with completely sides of the plenum to communicate with each other In keeping with McLaren’s engineering ethos,
new, higher-energy coils, which benefit from and make sure you don’t starve it, thus allowing much emphasis has been placed on the engine’s
some innovative management. equal distribution of air going into each bank.” sound, with the crescendo increasing by 10dB for
On the 720S, the ECU manages banks of He adds, “It’s good that the plenum is carbon. every 2,000rpm. Here, the snorkel air intake and
cylinders, detecting knock, with it being a very It’s 2.3kg lighter than the cast manifold one we carbon-fiber plenum, and Inconel and titanium
reactive process; the Senna, however, takes a have on the 720S. So that plenum has got three exhaust have all been tuned for aural appeal, while
new approach. Gayton explains, “With this new functions: power, throttle response and weight.” the positioning of the dump valves externally of
tech, we have two ECUs, controlling the ignition Mass was key – it’s why McLaren engineers the turbochargers has also been key to reducing
subprocess. It measures the plasma that’s left quickly discounted the idea of another hybrid compressor noise.

ENGINES ON TEST
New-age
V8s
Mercedes-AMG E 63 M177 Bentley Bentayga 4.0 V8

It’s a real shame that the sumptuous 3,982cc Mercedes-AMG V8 It seems odd to describe a 4.0-liter twin-turbocharged 8-cylinder engine
engine isn’t bigger by just 19cc. Why? Because that small leap in as a smaller sibling, but given Bentley’s Bentayga powertrain range is
engine displacement would mean it could compete in the Above 4-liter headed up by a 6-liter W12 (and also includes a 4-liter diesel option),
category at the International Engine of the Year Awards, meaning it the V8’s engine equals the smallest displacement in the family. The
would have bagged a load of trophies since its launch new powerplant also appears in the Porsche Cayenne Turbo, and is at
in 2015. As such, it plays in the fierce battleground the heart of the upcoming Lamborghini Urus, and in the V8 it produces
that is the 3- to 4-liter grouping, and so has 550ps at 6,000rpm and 770Nm of torque. That’s slightly down on the
to make do with a supporting role to the all- W12’s 608ps and 900Nm and, given that the Bentayga is nothing if not
encompassing, record-breaking Ferrari 488 a big car, you’d be forgiven for worrying that the V8 might struggle to
V8 heart. The shame is that this engine is move its considerable mass with as much alacrity as its 6-liter relative.
so good, so brilliantly engineered and Bentley’s official performance figures have the V8 going from a standing
oozing with so much character that it fully start to 100km/h (62mph) in 4.5 seconds and on to a top speed of
deserves an International Engine of the 290km/h (180mph) – compared with 4.1 seconds and 301km/h
Year Award or five. Its flexibility is actually (187mph) in the W12 – so while there is a little less pull than with the
remarkable (if we’re counting the M176, larger engine, the V8 is still capable of accelerating faster than seems
M177 and M178 derivatives as one ‘base’ family physically possible for such a large vehicle. The two
unit), finding home in a raft of creations, from the twin-scroll turbos (which sit within the V of the
Mercedes-Benz G500 and the Mercedes-Maybach S560, through to engine) react quickly and smoothly when you
the AMG GT and GT R racers, C63, S63, GLC63 line-ups, and Aston accelerate, and the V8 has a more noticeable
Martin’s DB11 and V8 Vantage. Power spans from 421ps (G500) right and free-revving engine note than its
through to 585ps (GT R). And we here at ETi most recently sampled sibling – with a redline of 7,000rpm, the
this marvellous eight-cylinder – in M177 code-name guise – when the V8 is the highest-revving Bentley road car.
E 63 AMG Estate rocked up at the office. Wonderfully subtle in terms The 8-speed transmission mated to the
of styling and design, the 2,060kg family tourer is stupidly quick. Foot V8’s powertrain ensures a smooth torque
down, and on a nice, long straight, the V8 pushes 578ps from 5,750rpm curve that feels a little bit more ‘fun’ than
to 6,500rpm and 750Nm torque coming in at 2,250rpm to 5,000rpm, the W12, and although there’s a little roll
meaning just 3.5 seconds passes for this impressive car to reach when you accelerate through a corner, the car
100km/h (62mph) from standstill. Take that all you unpractical, feels assured, planting the engine power on the
selfish, lightweight two-seaters! And that blink-and-you’ll-miss-it time road and giving you confidence to throw the V8 around
is actually a new record in this vehicle class. Standout features of the a little. The weight decrease that results from the smaller engine
V8 – which, by the way, sounds brilliant, whether you’re inside the (a 25kg saving) is virtually undetectable due to tweaks made to the
cabin or if you’re (un)lucky enough to be trying to keep up from air suspension system to counter the SUV’s lighter nose.
behind – include two twin-scroll turbochargers, new pistons, Bentley has also made an attempt at frugality including cylinder
an optimized air intake and charge cooling and extensive software deactivation in the Bentayga – in this case, the V8 becomes a V4,
developments. It also has cylinder deactivation technology, but when an contributing to a combined 24.8mpg (11.4 l/100km). ETi couldn’t quite
engine sounds this good and is this razor-sharp responsive, who in their reach this figure during what was an admittedly short road test, but the
right minds wants to go from a roaring V8 to an efficient V4? Anyway, V8 does improve on the W12’s consumption figures. Such things won’t
the technology is there all the same. It might not have won an IEOTYA be at the forefront of anybody’s mind, however, when they’re behind
gong, but the AMG V8 remains a firm favorite of all at ETi. the wheel, enjoying what is a very accomplished powertrain setup.
Cylinders: Eight Cubic capacity: 3,982cc Cylinders: Eight Cubic capacity: 3,996cc
Bore/stroke (mm): 83 x 92 Compression ratio: 8.6:1 Bore/stroke (mm): 86 x 86 Compression ratio: 10.1:1
Power output: 578ps Torque output: 750Nm Power output: 550ps Torque output: 770Nm

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PERSONALITY PROFILE
What career did you want when you were thing I enjoy the most is the people. My new
growing up, and how did your career progress role means that I have a team in Russia and
to the position you now hold? America and I don’t get to see them a lot. I’m
My career path has never been planned out. used to having everybody around me; my last
But, I was always good at maths and physics, job I was launching cars and I really enjoyed
so I did a maths degree. When I finished, I the interaction with all the people around me,
had no idea what I was going to go in to, but seeing what people create. I work with
I started by deburring stators at LucasVarity fantastic people who create great things.
Diesel Systems. Quickly, they realized that
I was quite bright, and I went on to become Do legislators help or hinder your work?
a graduate trainee there. I then decided I Everyone likes a challenge, and regulations
wanted to branch out a little bit,so, I went into help us in that way because they keep
aerospace for a little while – at Rolls-Royce pushing us forward and it means the industry
– and worked with the supply base there. That will keep innovating. Tightening regulations
was exciting, but I was desperate to get back just help us to invent and research and bring
into the automotive side of things. I came to more and more technology to production.
Land Rover in 2002 – in the manufacturing It definitely makes things hard work, but it’s
PROFILE: ELIZABETH HILL side to begin with. I then moved across into all part of moving the industry forward.
engineering and I’ve been in the engineering
Job title: Chief product engineer sphere ever since. What was your first car?
Company: Jaguar Land Rover I bought my first car when I finished university
What are the best and worst elements in 1997 – it cost me just a few hundred
of your job? pounds. It was a red 1986 Ford Fiesta, 1.4 S,
I love the cars – I don’t think there is a single and it used to overheat regularly as I came
person that works for JLR that doesn’t feel back from work on the M5. I would have the
completely overcome by the cars. But, the blowers on boiling to take the heat off the

PERSONALITY PROFILE
Planning for the future is really difficult, but also really exciting.
Right now, electrification is the best solution that we have, but we
haven’t lost sight of the combustion engine and how important it is
engine and I’d judge whether to pull over we can get fantastic range, and the capacity 30-40 years, it really hasn’t changed a lot.
by the amount of smoke that was coming up of the cells will be so good that we can get The automotive industry needs change and
out of the bonnet. near to the stored energy potential of an ICE. that means we need to innovate. To do that,
All car companies are working really hard in we need lots of clever people, either within
What car do you currently drive? terms of developing further technology and JLR itself, or with buyers or other research
I drive a Range Rover P400e. The P400e is seeing where we might get to in the future. companies that we work with. We need lots
something that is very special to me because Planning for the future is really difficult, but of good engineers – and the industry is facing
I led the team that developed and marketed it. also really exciting. Right now, electrification is something of a shortage at the moment.
I love the combination of petrol and electric. the best solution that we have, but we haven’t
There is nothing more refined than a Range lost sight of the combustion engine and how Is there any advice you’d give potential
Rover in electric mode. But I love hearing important it is to us. We’re still working with engineers looking to get into the industry?
the engine when it comes on – we’re all still the engine manufacturing center, developing I would say to anybody looking to get into
petrolheads at heart. It really just offers the our new Ingenium engines. the industry – you’ll enjoy it, but be prepared
best of both worlds. to work hard. You have to remember people
What is the biggest challenge for Jaguar will always see what you’re doing, both good
What do you think will be powering the typical Land Rover at the moment? or bad, so make sure you are always doing a
family sedan in 2030? We hear time and again about how the industry good job. Mostly, believe in those impossible
Technology moves so quickly now that it is going to change more over the next few tasks that you will inevitably be given; just
is difficult to say. We might be fully electric. years than it has for the past 30 or 40. And if think about who can help you with it, because
Batteries may have developed so much that you think about the fundamentals of the past it’s a team effort.
When you have zero tolerance

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OPINION
We decided to mark the 20th anniversary of the

International Engine of the Year Awards with a very
special ‘Best of Best’ Award, a prize for what our jury of 70
of some of the most respected motoring journalists around
the world believes is the most significant, most entertaining,
and most relevant engine of the last 20 years.
Did the Ferr
To decide who made the best engine of the last two title at th
ari V8 dese
rv
e Internatio e to win the Best of Be
decades, we asked our jurors to vote for a shortlist of nal Engine
of the Year
st
powertrains that have won the overall International Engine of Awards?
the Year title since the Awards began in 1999. It’s a shortlist
comprising some of the best power units ever made, from
the inaugural International Engine of the Year – Toyota’s 1-liter, the overall International Engine of the Year title for a third
four-cylinder – to Ford’s own 1-liter that won the overall title consecutive year, has been named the greatest engine of the
three years in a row from 2013. International Engine of the Year Awards era. Why? At first,
Also in the mix for the Best of Best honors was the 2003 you could be forgiven for thinking its triumph is because it
winner, Mazda’s rotary Renesis, along with Fiat’s 875cc emits enough power to put a smile on anyone’s face. Its
two-cylinder, plus VW’s 1.4 liter Twincharger that won in success could also be the fact that the V8 emits an incredible
both 2009 and 2010. Toyota’s 1.5-liter hybrid won in 2004, sound, or that it’s a rare beast in that it’s a forced-induction
meaning it went head-to-head for the Best of Best prize engine that thrives on revs. It’s ‘efficient’ too: a so-powered
with numerous contenders from BMW, the most successful Ferrari 488 can sip just 11.4 l/100km (20.6mpg) compared
brand in the Awards’ history. The Munich-headquartered with the 4.5-liter-propelled 458 predecessor that guzzled
company has won the overall Awards 0.4 liters more gasoline to travel the
title a record seven times with its 5-liter same distance – and yet the bigger
V10, its 3.2-liter straight-six, its 3-liter
twin-turbo, and its 1.5-liter hybrid
A Ferrari with engine produces 68ps less. However,
the main reason why this 3.9-liter V8 has
that won in 2015. And so what we
witnessed was a true David and Goliath
anything other than been so successful is because Ferrari
took a risk when it downsized its engine
battle: 875cc Fiat takes on BMW’s 5-liter. a spectacular engine and decided to add a pair of turbos.
But the outcome of the Best of Best It is a fact that a Ferrari with anything
competition may at first come as is set to become other than a spectacular engine is set
a surprise to some. Honda’s pioneering to become commercially unloved.
1-liter IMA hybrid from the year 2000 commercially Beautiful styling? Check. Involving
didn’t really feature in the results, while
the aforementioned BMW i8 1.5-liter
unloved handling? Check. Dull-sounding engine,
that doesn’t have much performance,
that brought plug-in hybrid-power to and isn’t fun to rev? Oh dear!
the supercar was actually beaten by its When Ford decided to put a 1-liter,
near legendary 3.2 straight-six sibling. No, the jury voted the three-cylinder unit under the hood of its Focus, it wagered
Ferrari 3.9 V8 the overall Best of the equivalent of US$100. Had its gamble not worked, the US
Best engine of the last 20 years! giant had other engines to call upon – and indeed already
The Italian biturbo, which available in that very model. But when Ferrari downsized and
also won a further three added turbos to the engine of its biggest seller, it arguably bet
Awards this year by the success of the entire company! That the gamble worked
topping the Performance signaled to the entire car industry that downsizing and
Engine category, turbocharging – and no doubt plug-ins et al. – are acceptable
the 3-liter to 4-liter to even the most discerning of car buyers. And for that
category, and taking reason, Ferrari deserves the Best of Best Award.

2018
October 23 - 25, 2018
The Suburban Collection Showplace,
Novi, MI, USA
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CO-LOCATED WITH 510+ EXHIBITORS IN TOTAL!

OPINION
For reasons to do with a typically Italian story the

nasty old editor-in-chief won’t let me tell you about,
I’ve been bombing around in a wide range of different
cars for the last few months.
It’s not something I normally do. Test cars are a rarity
around my joint because we stick with a trusty Audi A7/
Volkswagen Polo combo and that’s plenty of cars for
three people. (Except when an Italian man T-bones the
Polo from behind when it’s turning into a car park, then
claims it was coming from the other direction because
he was on the phone and didn’t see it in front of him.
And that’s as far as ed-in-chief Slavnich will let me go Can previo
us
with that typically Italian story...) designs? Sh engines be better than
ow n here is all-new gen
Anyway, we’ve meandered through things like a T-Roc VW’s 1.4 TS
I with 140p
s
and a Passat Variant and a Kia Sportage and a Jaguar XE
and, and, and; all in the thus-far vain hope of finding
something the Handbrake wants to call hers. (To be fair,
she loved the T-Roc, but I’m waging a personal battle at a far lower price, but the engine itself is an underrated
against the turning of the SUV tide and all the CO2 jewel of a thing.
implications that come with it.) One of the cleverest bits of it in the real world is its
The machine in the driveway right now is a bog-stock ability to sail or coast, to freewheel, which saves huge
Golf hatch with the 1.4-liter petrol engine and a 7-speed gulps of fuel in town (assuming you’re sufficiently on the
barrel of weighty complication that ball to roll out of the throttle well
seems as easily confused as
a holidaying Englishman ordering
The sad thing for me before the corner).
I’ve taken to making it a game, to
a pepperoni pizza in Italy. (Hint:
it’s not what you think.)
is that the 1.4-liter four- see just how far out I can back off
and, if the easily confused bundle
And I hated the thought of it and
assumed that if we were indeed to go
cylinder TSI motor is of a forward-gear probabilities finally
downshifts as the traffic ahead
play Golf, we’d have to do it with the just about a perfect begins to roll, that’ll be about right.
much newer 1.5-liter unit. It’s a nice Now, I really do get that time
engine, too, full of bright and shiny engine for daily life for and tide wait for no engine, and
technology, cylinder on-demand, that the WLTP is already here,
variable valve lift and timing, and it the average person and Volkswagen research and
emits only unicorn burps. But compared development engineering teams are
with the 1.4, it costs more than an affair busy hacksawing off the front end of the exhaust to see
with your wife’s sister. where/if they can slot in a particulate filter with nothing
And the question that’s been growing larger more expensive than an Ikea key.
in my mind is: For what? But the sad thing for me is that the 1.4-liter four-cylinder
Thing is, I’ve grown to quite like the TSI motor is just about a perfect engine for daily life for the
unobtrusive silkiness of the little Volkswagen average person, with average driving ability, in average
1.4 runner, even though it’ll never force you real-world situations.
to visit a chiropractor to deal with Its fuel efficiency has shocked me, even after the Polo
a stressed or sore neck. (admittedly, its three cylinders were usually coerced into
It’s just quiet and very calm and some furious warbling).
incredibly comfortable and it It’s so easy on highways to just set the cruise control
gathers speed in a way at 160km/h (100mph) and bound along, with the near-
that’s rather uncanny. silent under-bonnet companion feeling completely
It helps that it’s squeezed unstressed. This is motoring bliss for the masses!
into the benchmark small In all honesty, it’s been an absolute revelation for
car of its age, one that me, especially given that this engine has been plying
puts everything from the its trade across the world’s cities and highways for
Mercedes-Benz A-Class a very long time now.
through to the BMW 1 The newest engines are not always the best – and you
Series in the shade can ignore some of the older-stagers at your peril.

2018
October 23 - 25, 2018
The Suburban Collection Showplace,
Novi, MI, USA
DISCOVER
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POWERTRAIN
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AND NEW
SUPPLIERS!
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2018
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THE LATEST ENGINE TESTING TECHNOLOGIES FOR
EMISSIONS TESTING, PERFORMANCE MEASUREMENT/
ANALYSIS AND NVH ON SHOW – AND MUCH, MUCH
MORE. HELD ALONGSIDE THE WORLD’S LARGEST
AUTOMOTIVE TEST ENGINEERING SHOW FOR OEMs.

OT IVE POWERTRAIN DESIGN, PRODUCTION, COMPONENTS AND TECHNOLOGY!
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DESIGN, PRODUCTION
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TECHNOLOGIES!
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FO !
N OW ASS
ER EE P
From the publisher of:
T
IS FR
G
RE OUR
Y
2040 IC BANS
zero
Road to

2040 IC BANS
With a growing number of markets advocating

an end to the sale ICE vehicles, could a total ban
of the technology be just around the corner?
WORDS
LEM BINGLEY

2040 IC BANS
E
ngineers already work within strict 1. UK auto makers such as think about it differently,” he told delegates. “The longer
rules and regulations, however JLR could be affected by you go out, the bigger the gamble becomes.”
its national government’s
headlines over the past couple of Road to Zero strategy,
Robertson added that it remains difficult to decide on
years have described an ominous which sets out ambitions which of the proposed bans might become law and which
future shift. After decades of for 50-70% of new car might fail to win broad support. “We are all engaged with
ever-tightening limits on tailpipe emissions, sales to be ultra-low legislators to actually shape the direction in which this
emissions by 2030, along
governments around the world are now with 40% of new vans goes, but it’s going to take more time,” he noted. “We as
preparing to take a drastic new step: reducing an industry and we as a company want to see this journey
tailpipe output to zero by completely banning take place, but we want to see it in a way that we can
IC engines. actually develop the technology and have enough time
At the time of writing, seven European to encourage customers that this is the right way to go.
countries and several other key markets We have a responsibility on both sides, industry and
including India and China have proposed government, to shape legislation that is stretching and
an end to the sale of ICE vehicles in favor of challenging but achievable.”
battery EVs and similar tech alternatives. In Germany, proposals to ban ICE vehicles by 2030
Suggested deadlines remain relatively distant, emerged on the heels of 2015’s Dieselgate scandal. “There
in the 2030 to 2040 timeframe, with only was an emotionally heated discussion following a proposal
Norway so far proposing a more aggressive from the Green Party to ban all cars with ICEs,” recalls
cut-off, in 2025. The fate of hybrid and plug- Michael Ebnet, scientific manager at the IFO Center for
in powertrains is also unclear in many of
the affected territories. In other words, the
prospect of outright engine bans feels close
enough to be worrying, but still too far off
“Focus on the objectives you’re trying to
and too vague to justify a sudden shift in achieve – zero tailpipe emissions, ultimately,
business strategy.
Speaking prior to his retirement at the end and low energy consumption, low carbon. So
of June, BMW board member Ian Robertson
addressed this quandary the FT Future of the let’s focus on those and not the technologies”
Car Summit in London: “Replace the word Andy Eastlake, managing director, Low Carbon Vehicle Partnership
‘forecast’ with the word ‘gamble’ and you

2040 IC BANS
2. Following a proposal by Germany’s

Green Party to ban all ICEs in the
3
country, a study commissioned by the
VDA found that as many as 620,000
manufacturing jobs would be at risk
Industrial Organisation and New Technologies. impact (which

“The first draft of the proposed ban included would likely be
all cars except e-cars, so no hybrid cars, no a very significant
plug-ins. It was a strong regulatory proposal.” reduction in CO2).
Today, the debate has stepped back from “The media focused
such a steep cliff, at least partly due to an IFO on the employment
report co-authored by Ebnet, which looked at effects because they have a clear
the impact of an outright ICE ban. The study, number,” Ebnet observes. “People are
commissioned by German manufacturers’ affected by a job first, and emissions in the
association VDA in 2017, found that 620,000 city where they live, but if you want to look
jobs in Germany would be affected by a ban to 2030 or further, innovation is important.”
– about 10% of its manufacturing employment.
“It’s difficult to calculate an overall effect Diesels can help!
because you will see jobs lost in traditional IFO surveyed patents filed around the world 3. Should a proposed ban
of ICEs come to pass, then
sectors but built up in new sectors,” Ebnet and found Germany is already a leader in powertrains such as the
explains. “But what we expect is that there developing EV technology. Ebnet says the Audi TFSI would become
will be a negative overall effect.” data also showed a measurable slowdown in a thing of the past.
The IFO report also assessed the likely conventional ICE-related innovation among However, many believe
that such a ban overlooks
impact on industrial innovation of a sudden German organizations. “We see a structural how efficient certain ICEs
shift in technology, and the environmental shift already, but it’s a slow one,” he adds. actually are

What happened to the turbo lag? Well, it‘s gone!
POWER PULSE TECHNOLOGY
In the 1970s, a demon that could not be subdued made its way
into the engine compartment: the turbocharger. The delay before
the explosive burst of power – the turbo lag – was feared.
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2040 IC BANS
Ebnet argues the likelihood of a strict ban “The headlines don’t really do it justice,” says
of IC engines in Germany has receded, but DOING THE Andy Eastlake, managing director of the Low
that other measures to speed up structural RIGHT THING Carbon Vehicle Partnership (a non-profit
change remain likely. “A ban is a very strong organization funded by both industry and the
intervention in the market and from an Swedish auto maker UK Department for Transport). “It’s not just a
economic perspective there are alternatives,” Volvo hit the headlines document that says we want to put EVs on the
he notes. “There must be strong reasons why in 2017 with its promise road – it’s far more broad than that; I think it
a ban is the only way to address our problems. to electrify all its new does quite well at illustrating the breadth of
If you want to do some regulatory things, there models from 2019. fronts on which we need to keep pushing to
The news was widely
are options for demand-side policies and if you reported and equally
create a low and ultimately zero-emission
want to do stronger things, then let’s look at widely misrepresented. transportation system.”
measures targeting relative prices, not bans.” What Volvo promised Eastlake adds, “One of the things I’ve been
In the UK, a similar picture is emerging. was electrification, banging the drum with government about is:
While some government ministers have talked not full electric cars. focus on the objectives you’re trying to achieve
about banning gasoline and diesel cars, others Plug-ins and hybrids – zero tailpipe emissions, ultimately, and low
have been much more nuanced. Speaking in remain part of its future, energy consumption, low carbon. So let’s focus
May, UK Minister for Business, Energy and although it does intend to on those and not the technologies. Set the
phase out diesel engines.
Industrial Strategy (BEIS) Greg Clark said, objectives and let the engineers do what they
“We’re a Swedish
“New diesel engines can make a contribution brand, and Swedish do incredibly well – deliver innovation.”
to reducing our emissions,” adding that ICE culture, direction and Among other tasks, the Low Carbon Vehicle
vehicles will be “here for some time to come”. empathy is further Partnership will help the UK government to
However, Clark added that strong policies to ahead on this journey,” define what kinds of cars might qualify as
achieve lower-carbon transportation remain a argues David Baddeley, ultra-low-emissions vehicles in the future.
necessity. “The Climate Change Act requires operations director at “Road to Zero calls for most cars to be 100%
us to decarbonize the economy,” he added. Volvo Cars UK. zero emissions and the rest to have a large ZE
“It follows in every sector that there needs Baddeley notes that capability, such as 50 miles [80km],” he says.
the prospect of bans,
to be an approach set out to achieve that.” “To get 50 miles you need 12-15kWh, which
even if they don’t come
to pass, can have an is actually a pretty small battery.”
Defining traits important influence. If the scenario Eastlake describes becomes
In July, the UK government fleshed out its “By setting a date and law, many of today’s plug-in hybrids would
policies in a document titled Road to Zero. a clear direction, the
government is saying,
1
‘The journey is that way’.
And my experience tends
to say that companies
respond quickly.”
He adds that there
will always be laggards
whenever new rules are
proposed. “You’re never
going to say government
has consulted sufficiently
unless you get exactly
what you want. However,
that’s not the role of
“The first draft government – its role is
to take all the different
of the ban included input and come up with
something that’s the right
2
all cars except e-cars, answer in the main.”
Sales of Volvo’s
so no hybrid cars, no plug-in hybrids have
exceeded the company’s
plug-ins. It was a strong projections, and Baddeley
notes that favorable
regulatory proposal” taxation has been key.

“People want to do what
Michael Ebnet, scientific manager, IFO Center is right, but they also
for Industrial Organisation and New Technologies want to do what is right
for them, personally,”
he observes. “Those
1. Last year, Ford undertook a 12-month trial of 20 plug-in two things have to come
hybrid Transit Custom vans in London to explore how together in legislation.”
lower-emission vehicles can support cleaner air targets
2. While major German OEMs such as Daimler continue to
develop new ICE technologies, it’s also working on alternative
powertrain systems and fuel sources, such as hydrogen

BMW IC
2040 MAP: THE FUTURE
BANS
ROAD
“We are all engaged with

legislators to actually
shape the direction in which
this goes, but it’s going
to take more time”
Ian Robertson, former BMW board member
possess sufficient ZE range, although their

engines would probably not meet 2040’s
standards of cleanliness.
“An ICE ban is the last stop,” adds Eastlake.
“Hopefully we will get to a point where there
is rapid uptake of electric cars for personal use,
complemented by effective public transport.
But banning the last vestiges of combustion
engines is a big step, because there are still
applications where they are the best way of
doing things right now.”
Eastlake also notes that battery-powered
cars may create their own environmental
issues. “There is currently no regulation or
stipulation about the efficiency of electric
cars,” he states. “If we have a race to bigger
and bigger batteries, and faster and faster
charging, we’ll have 200kWh batteries and
350kW chargers for vehicles where 98% of
Rather than take certain technology
journeys they do are less than 50 miles. If steps that omit combustion engines,
that happens, we’ve probably got it wrong.” BMW wants to aim for a target that
Instead, Eastlake suggests a more pragmatic governments and industry can agree
on, which involves having a very low
future: “Once I’ve got 15kWh of battery on emission target and, for the majority
board, which gives me all of the efficiency of of customers, a zero-emission target
regenerative braking and a 50-mile range, it’s
then very much an economic case,” he says.
“Do I stick in an extra 60kWh of battery or do
I put in an 800cc engine with an incredibly
efficient control and aftertreatment system?
That’s a valid question right now.”

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CYLINDER DEACTIVATION
Tula’s DSF technology is

the industry’s first individual
cylinder deactivation system,
delivering exceptional fuel
efficiency while successfully
managing noise, vibration and
harshness from the engine

Shut
down The applicability of cylinder
deactivation is growing, as the
technology finds applications from
three-cylinder gasoline engines
to heavy-duty diesels
WORDS
LEM BINGLEY

W
ith the launch of the Fiesta
ST and fourth-generation
Focus, Ford has become
the first OEM to offer
three-cylinder engines with
cylinder-deactivation (CDA). In the latest
1.0 and 1.5-liter EcoBoost gasoline engines,
Ford’s technology can selectively shut down
one of three cylinders when torque demand
falls below about half the engine’s peak.
Fuel savings of up to 6% are the result.
CDA has typically been deployed to tame
the thirst of larger engines, so its utility in a
small triple, already optimized for efficiency,
demonstrates the potential of the technology.
Cylinder-deactivation is likely to become
increasingly widespread as fuel efficiency
requirements continue to tighten.
“No one else has done cylinder deactivation
on three cylinders,” comments Ian Archer,
powertrain projects manager and integration
specialist at Ford. “But if you introduce a
three-cylinder structure for better fuel
efficiency and then you’re shy about putting
deactivation on it, you’re not going to get the
full benefit.”
Ford’s CDA system is hydraulically operated,
with switchable finger followers that need
about 14ms to reconfigure. “That’s quick
enough for us to reliably deactivate the valves,
plus some safety margin, at up to 4,500rpm,” 1
says Archer.
The exhaust valves switch off first, followed
by the intake valves, precisely timed to trap
hot burned gases in the closed cylinder.
Keeping the idle cylinder hot and at high
“They thought it would sound
pressure helps maintain thermal equilibrium
across the three cylinders and prevents oil
and feel like it’s misfiring all the time,
migration into the cylinder. but interestingly the noise was not
The window of opportunity for CDA
technology is defined by the 4,500rpm limit, much of a challenge”
the torque potential with only two pistons, Joseph Bakaj, VP product development, Ford
and a lower bound where oil pressure is
insufficient for actuation. The window is
1. Joseph Bakaj, Ford’s

also narrowed by softer limits – NVH at low
2
European vice president revs and worsening fuel efficiency close to the
of product development, torque limit.
says that noise levels were
a minor issue during CDA
“We are NVH limited, but we’ve got more
system development or less 90% of the possible benefit,” Archer
says. “The reason other manufacturers haven’t
gone there [with CDA on three-piston engines]
is probably because they thought they’d be
constrained 50% of the time.”
Indeed, NVH levels were expected to be
problematic from the outset. “When we first
suggested it, a lot of people thought we were
crazy,” recalls Joseph Bakaj, vice president
of product development at Ford of Europe.
2. Diesel heat map “They thought it would sound and feel like
changes – Eaton claims it’s misfiring, but interestingly the noise was
that CDA mode is able to
improve performance of not much of a challenge. When we rigged up
the aftertreatment system our first test, you could barely hear it.”

3. The window for optimal

cylinder deactivation in
Ford’s EcoBoost engines
is defined by a 4,500rpm
limit, the torque potential
with just two pistons, and
insufficient oil pressure
Shake down
Vibration was another matter, however.
“It’s the missing cylinder that’s the painful
one because it’s low frequency but high
displacement,” Archer explains. “The lower
the frequency the firmer it sounds – or feels,
in our case.” 3
Archer adds that CDA vibrations don’t pass
directly into the body via the engine mounts,
but take an indirect route. “What you feel isn’t
the direct torque perturbations of the engine,
but the resonant response,” he says. “It goes
through the output shaft, the gearbox, excites The route through to the body structure
the suspension and then that goes into the doesn’t care which cylinder is missing. It
body. So we have tuned the clutch, the took us about a year and a half to learn that.”
driveshafts, the suspension, some dampers While Ford has been perfecting its three-
in the automatic transmissions, and retuned cylinder gasoline units, Tier 1 supplier Eaton
the dual-mass flywheel, to try to tune out as has been working to bring CDA technology to
much as we can.” Unique CDA activation diesel engines.
maps are used for each gear, due to differing In gasoline engines, CDA cuts consumption
resonant frequencies. Account is also taken by reducing throttling losses and trimming
of changing response as the engine warms up. pumping losses. The active pistons can
The complex frequency response did bring operate in a more efficient zone even when
one benefit, however. It allowed Ford to put the engine is lightly loaded.
the deactivation hardware on cylinder 1, The benefits of CDA in diesel engines are
rather than the middle cylinder, simplifying 4. Ian Archer, powertrain somewhat different, not least because there
project manager at Ford,
construction of the head. “We thought the says that during the early are no throttling losses to reduce. “The main
middle cylinder would be more balanced, but development stages of motivation is to increase exhaust temperature
it actually makes no difference,” Archer says. the CDA EcoBoost engine, so that the aftertreatment system is able to
the company needed to
“You’ve unbalanced the crankshaft and that overcome strong vibration perform better,” comments James McCarthy,
happens whichever cylinder you deactivate. from the missing cylinder chief engineer for vehicle technologies and
“If you introduce a three-cylinder

structure for better fuel efficiency
and you’re shy about putting CDA on
it, you’re not getting the full benefit”
Ian Archer, powertrain project manager, Ford

FIRED UP
Supplier Delphi Technologies is the powertrain and chassis,
partnering with Tula Technology but if you’re using cylinder
to bring the latter’s Dynamic Skip deactivation you’re going to be
Fire (DSF) approach to market. doing that anyway. This provides
DSF adds deactivation hardware you with another way to avoid
to every cylinder, allowing full objectionable areas.”
control over which cylinders fire The window where DSF can
from moment to moment. save fuel is dubbed the ‘fly
“The key decision is how many zone’, and Kirwan notes that
cylinders to fire to meet the torque vehicles featuring both DSF and
demand,” says John Kirwan, hybridization can adjust torque
chief engineer for advanced R&D splits to keep an engine inside the
at Delphi Technologies. Tula fly zone more of the time. A hybrid
outlines how a lightly loaded four- vehicle with location and route
cylinder engine might skip 10 out awareness might also use demand
of 16 potential firing events, the prediction for pre-emptive torque
equivalent of dropping from four to modulation, for still greater
1.5 cylinders – an outcome clearly applicability.
impossible with conventional CDA. Naturally, equipping every 1
DSF still has to skirt NVH issues. cylinder for deactivation adds
“You do that by not skipping the cost: “It’s in the order of US$46
same cylinder on each cycle, per percent of CO 2 reduction for a Eaton’s chief engineer, James “We don’t think we need it. The
so you’re not hitting problem four-cylinder engine,” says Kirwan. McCarthy. He adds that Eaton data we have from deactivating
frequencies,” says Kirwan. “It Not everyone is convinced. “I investigated a rolling deactivation a fixed number of cylinders is
needs to be tuned properly for think the jury’s still out,” says strategy but moved away from it: looking really good.”
innovation at Eaton. “We can add 100°C [1,022°F] at road loads, to regenerate the As with gasoline engines, CDA reduces
[212°F] on demand by moving into CDA diesel particulate filter without a fuel injector pumping work, thereby improving efficiency.
mode, which improves the performance of in the tailpipe,” he adds. “We found that we saved a bunch of fuel,”
the aftertreatment system.” CDA can also hasten warm-up after a cold McCarthy says. “The lower the load, the more
This outcome occurs because fewer start. “If you can reduce heat-up mode from fuel we save. At the lowest loads, we can save
cylinders must work harder to yield a given 10 minutes to five minutes or two minutes, 50% of the fuel.”
torque. They need more fuel to do so and there’s going to be an advantage in NOX Eaton is part of a consortium with
therefore run hotter. In low-load scenarios reduction and fuel economy,” McCarthy notes. Purdue University in Indiana and Cummins,
such as idling or stop-start traffic, McCarthy undertaking bench tests with a six-cylinder
says that CDA can lift exhaust temperatures Offload heavy-duty diesel engine featuring infinitely
above 250°C (482°F), maintaining the Eaton’s research has found that thermal variable valve actuators. “We’re showing we
efficiency of the SCR or LNT aftertreatment benefits scale with engine size, and that are able to run two, three or four cylinders’
system tackling NOX. “We’ve also shown we CDA is worth activating below 3-4 bar worth of deactivation and be successful,”
can use cylinder deactivation to get to 550°C BMEP (brake mean effective pressure). says McCarthy.
Running Federal Test Procedure (FTP)
cycles for buses and trucks has quantified
the savings. “On some bus cycles we were
able to save 5.6% of the fuel,” McCarthy says.
“On the FTP heavy-duty transient cycle we
“The lower the load, can save 3.4%. On drayage cycles, used in
dockside applications, we can save 35%.”
the more fuel we save. Again, Eaton has found the benefits are
scalable, with an upper load limit. “When
At the lowest loads, we looked at our fuel savings, we became fuel
neutral at 3 bar BMEP. So we’ve got a natural
we can save 50% of transition point at around 3 bar for both
temperature and fuel benefits.”
the fuel” As a result, CDA promises to assist gasoline
and diesel engines alike, though in different
James McCarthy, chief engineer for vehicle technologies
and innovation, Eaton
scenarios. As McCarthy summarizes: “In a
gasoline car, at 100km/h [62mph] on the
freeway you’ll be in deactivation mode to save
fuel. That will never happen with a diesel.”

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48V TECHNOLOGY
TRIP

48V TECHNOLOGY
As electrical demands increase and emissions

regulations continue to tighten, auto makers
are under increasing pressure. But does 48V
mild hybrid technology hold the answer?
WORDS
JESSE CROSSE

48V TECHNOLOGY
W
hile the roots of 48V
technology lie in a stillborn
idea dating from the 1990s,
the tech has only recently
made an appearance on the
market, with the likes of Mercedes, Audi,
Porsche and Bentley. The 42V architecture
was originally proposed as a standard,
anticipating continued growth of control
electronics and electrical customer features.
Then, in 2011, increased electrical demand
in premium vehicles, plus pressure to reduce
CO2, prompted a consensus among some car
manufacturers to develop 48V architectures.
Despite the first Toyota Prius rolling out of
a showroom back in 1997, full hybrids still 1
have a relatively limited market share, mostly
because of price. EVs are even more costly,
mainly due to the cost of the battery, but
Michel Forissier, research and development 1. A vehicle fitted with Delphi is thinking along similar lines,
Delphi’s dynamic skip fire
director at Valeo Powertrain Systems, believes cylinder deactivation and
says Mary Gustanski, senior vice president
that will change. “The price of batteries is its 48V hybrid system and chief technology officer.
dropping quickly. Today the price is around “More features meant that power started
US$160 to US$170 per kilowatt hour, but it running out with 12V, especially with
could drop to US$100 per kilowatt hour downsized engines,” she explains. “Full
in 10 years and even lower after 2025.” hybridization is a US$3,000 on-cost, but if
you stay below the 60V threshold, with 48V,
Designated driver it works out at about US$1,000 for the OEM,
Why 48V? Forissier sees three main drivers. plus a 15% improvement in fuel economy.”
First, premium vehicles are requiring more Delphi predicts the predominant method
electrical energy for power-hungry customer of electrification by 2025 in Europe and
features. Second, “There is a need for hybrid, China will be 48V mild hybrid, but Gustanski
but at a lower cost. We have worked on this
for the last 10 years and have demonstrated
that we can achieve more or less the same
performance as a typical full hybrid, but at
a lower cost.” The third compelling reason is
ADAS. “We are being told that for level 3, 4
and 5 autonomy, 12V is not enough because
you need 3-5kW to power ADAS.”
HIGH VOLTAGE in. An inverter

The basic components of integrated into
a 48V system are a 48V the electric machine
starter generator that can be converts the alternating
mounted and belt-driven like current it generates into DC
a conventional alternator, and current, and also converts DC
a 48V Li-ion battery. A DC-to- current from the battery to AC
DC converter acts as a bridge when operating as a motor.
between the conventional 12V Valeo’s Forissier also sees
system, but the 12V battery a major role for using 48V (US$7,900
can be dispensed with, along systems as low-cost EV to US$9,070)
with the 12V alternator. The powertrains to power the in China and
electric machine provides small, two-seat, city cars remain below
the stop/start function, such as the ‘double hundred’ €10,000 (US$11,3300) in
recovers energy through cars favored in China (100km Europe. Valeo has already
regenerative braking, and [62-mile] range, 100km/h demonstrated the idea by
generates electricity to [62mph] top speed). Forissier fitting the powertrain to a
charge the battery, depending expects the cost of such small car made by Zhidou,
on which mode it is operating cars to be €7,000 to €8,000 a subsidiary of Geely.

48V TECHNOLOGY
“More features meant that

power started running out
with 12V, especially with
downsized engines”
Mary Gustanski, senior vice president and chief technology officer, Delphi
thinks the prospect for smaller vehicles 2. Gustanski believes

that adoption of 48V
is slightly different. “Instead of making technology could
a 12-15kW motor, OEMs might go to 9kW vary according to
with a smaller battery to reduce the price to vehicle segment
around US$500-600. Instead of getting 15%
improvement, that may give only 8-10%.
“My guess is the A and B segment will stay
with 12V, but will be gasoline-powered and The total cost of a gasoline powertrain for
lighter weight,” says Forissier. He sees larger a C-Segment car is around €1,500 to €2,000
vehicles being served by plug-in hybrid, or [US$1,750 to US$2,300]. A diesel equivalent
full electric with premium brands, and the costs more like €3,500 to €4,000 (US$3,970
volume for 48V ultimately lying in the to US$4,535). So add around €1,000
C-segment. “Medium cars cannot pay for (US$1,135) to the gasoline car for a 48V
big electrification technology and still have hybrid and it’s still cheaper than the diesel.”
a CO2 problem because the segment is the Lawrence Alger, chief engineer of hybrid
core of the market. This is typically where and electric systems at Ricardo, is less sure
48V makes sense. about diesel’s imminent demise because of
Both Delphi and Valeo expect the European its superior fuel efficiency on long journeys
decline in diesel sales to continue. “European compared with hybrids. “There isn’t
car makers that were counting on diesel to a technical replacement for diesel on long
pass CAFE in 2020-2021 are now declaring it journeys and highways, so reality will bite
will be difficult to meet the requirements,” at some point,” he explains. “The main issue
says Forissier. This is where 48V technology with diesel is NOX and particulates, which
can help and at a cost below that of diesel. will also be an issue with future gasoline

48V TECHNOLOGY
engines, and 48V provides a way of reducing “One is to improve CO2 emissions, the second
engine-out emissions dramatically during the is increased response from the extra boost of
combustion process. This has the potential to the ISG, and the third is energy recovery to
balance the cost of the system with a reduced reduce CO2.” Starter generators also make
need for aftertreatment.” restarting during stop/start events almost
imperceptible to the driver. “In sailing mode,
Fresh start you don’t notice the engine restarting,” says
Alger believes customer convenience features Weller. “We can also reduce torsional
could be a major factor in the adoption of 48V. vibration, enabling us to reduce the idle speed
“Don’t underestimate the value of comfort,” he to 520rpm from 610rpm while remaining
says. “Compared with 12V starter motor stop/ perfectly smooth. The ISG is reserved for the
start, once you’ve experienced 48V starting, in-line six-cylinder engine. “The ISG has
you don’t want to go back. People will get higher boosting and recovery performance,
used to a screen that will de-mist in a few but is a little more expensive and needs
seconds when it’s covered in ice rather than more package space,” adds Weller. The
three minutes. Drivers of larger cars will get four-cylinder has a BSG because of packaging
used to active roll systems. These things are restraints in east-west configurations.
only available with 48V and as we’ve seen
with smartphones, people will start thinking
of new and innovative ways to use the extra
“We know the in-car Change of pace
Jaguar Land Rover has yet to use 48V systems
power available.” electrical equipment in production, but is looking closely at them.
So far, the use of 48V systems has been “It is an interesting technology and we are
limited to premium applications. Mercedes continues to grow” working on it,” says Damien Talué, chief
has deployed 48V systems in conjunction Damien Talué, chief engineer of engineer of engine programs at Jaguar Land
with its 300ps M264 and M256 435ps engine programs, Jaguar Land Rover Rover. “We have previously announced some
engines, as well as some 365ps versions. research projects looking at different 48V
The system is used to drive features such systems that could benefit the customer.”
as active anti-roll bars, electric water pumps “The prime purpose will be to deliver
and air-conditioning compressors, as well a mild hybrid system, but we know the in-
as stop/start, boosting power and torque. car electrical equipment continues to grow.
Both engines also get an electrically driven There are a few systems that could make the
supercharger working in conjunction with the transition from 12V to 48V, so every electric
turbochargers. The M256 has a crankshaft- Jaguar Land Rover’s consumer in the car, from chassis system to
mild hybrid research
mounted, integrated starter-generator (ISG) vehicle. Challenges body system, could potentially benefit from
and the M264, a belt starter-generator (BSG). include the integration transition to 48V,” says Talué. Challenges
Ralph Weller, senior manager of six- of components and include “integration of components with the
modifying the engine
cylinder gasoline engines at Mercedes-Benz, without impacting on car and modifications to the engine to ensure
sees three main benefits to the technology: vehicle durability there is no impact on durability”.
Volkswagen has revealed
two 48V mild hybrids – a Golf
MHEV and MHEV Plus powered
by the 150ps 1.5 TSI engine. The
first is equipped with an 8kW
BiSG (belt-integrated starter
generator) while the Plus gets
a second 25kW ISG driving the
front axle. The second electric
machine could equally take the
form of a rear axle drive of a type
being worked on by a number of
suppliers including Valeo and
GKN. The Plus has the advantage
that it can recover energy while
coasting with the engine
decoupled and stopped.
Volvo and PSA are also moving
to 48V systems. The Swedish
manufacturer has said it will
electrify its entire range by 2019
and PSA has also declared it will
deploy the system across its range
in response to the decline in
diesel sales.

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MERCEDES-BENZ FUEL CELL ARCHITECTURE
Cell
Tough

Y
ou have to wind the clock back
As Mercedes-Benz prepares for production to the era of extra-large shoulder
series of its innovative plug-in hybrid GLC pads, questionable hairstyles and
heavily synthesized music to reach
fuel cell vehicle, ETi asks if this is the best model the origins of Daimler’s hydrogen
to put hydrogen propulsion tech on the map fuel cell research. But, in fact, it wasn’t until
1994 that Mercedes-Benz unveiled its first
WORDS fuel cell vehicle with a polymer electrolyte
LEON POULTNEY membrane in the shape of the bulky Necar 1,
while the A-Class F-Cell was added to the test
fleet in 2003 and around 200 B-Class F-Cells
have been generating reams of data since 2010.
On top of this, its Citaro FuelCell Hybrid
city bus has covered more than 4,000,000km
(2,400,000 miles) in regular service since
2003 in six major European cities.
Transforming hydrogen into electricity
to power a battery electric vehicle is thus
nothing new for the Daimler Group, but it
is only now that it deems the infrastructure,
technology and public acceptance to be in a
position to welcome the pre-series model of
the GLC F-Cell.
“We feel that the time is now right to
introduce the GLC F-Cell to the general
public,” explains Prof. Dr Christian
Mohrdieck, head of the Fuel Cell Drive
Development department, part of the
Group Research and Development division,
Mercedes-Benz Cars unit, at Daimler.
“A lot has been learned from our development
vehicles and we have managed to extend
the range of our hybrid powertrain, improve
performance levels and drive down the cost
of the technology due to a number of
advances in manufacturing.
“On top of this, we have noticed steady
growth in the hydrogen refueling network,
meaning these vehicles will be particularly
enticing to customers who require a high
day-to-day range and have access to
hydrogen filling stations,” he adds.
From initial development through

to on-road testing (main image) and
series production (inset), the GLC
FCEV program took five years

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Inside job
From the outside, the latest GLC F-Cell is
very difficult to distinguish from the GLC
350e plug-in hybrid on which it is largely
based, with only a few badges and flashes of
blue notifying onlookers about the technology
that lies beneath.
In a deliberate cost-saving exercise and to 1
speed up the manufacturing process, these
similarities continue underneath the skin,
with the 9.3kW/h lithium-ion battery pack
borrowed from the GLC 350e and the
hydrogen fuel stack mounted to the exact
same fixing points as a standard gasoline
or diesel internal combustion engine.
Power is driven to the rear wheels via
the same electric motor as the hybrid SUV,
with 200ps (147kW) and 350Nm of torque
leading to an electronically limited 160km/h
(100mph) top speed.
But that’s really where the parallels end,
as there is a large hydrogen tank mounted
where the transmission tunnel would sit,
plus another at the rear of the vehicle, and
a complex hydrogen fuel stack takes the place “The plug-in solution also helps the customer
of the combustion engine.
In a bold move (and a world first too),
in the initial phase of the infrastructure, when
Mercedes-Benz has also opted to keep
a plug-in element, which allows users to top
the filling station network is still growing,
up the lithium-ion battery from standardized with the 50km all-electric range being enough
wall sockets and fast-charging networks.
“We wanted to use the advantages of to reach the next hydrogen filling station”
hybridization, and not have to decide Prof. Dr Christian Mohrdieck, head of the Fuel Cell Drive Development department, Daimler
between A or B,” explains Mohrdieck.
“Using a battery like this has three advantages: we

are able to recuperate kinetic energy, additional power is
available during acceleration and there is increased range.
“The plug-in solution also helps the customer in the
initial phase of the infrastructure, when the filling station
network is growing, with the 50km [31 miles] all-electric
range being enough for most customers in Germany to
reach the next hydrogen filling station,” he adds.
But more importantly, Mohrdieck and his team claim
the addition of a battery pack helps prolong the life of the
fuel cell stack, as the constant availability of an electric
load helps to avoid open-circuit voltage situations, which
1. The assembly line for the he claims can lead to membrane deterioration caused by
drive unit subsystem of the radical chemical formation.
Mercedes-Benz GLC F-Cell in
Kirchheim-Nabern. Here, the
That said, the additional hydrogen and electrification
tightness of all the connections kit has added around 100kg to the overall curb weight of
is checked once again for the standard GLC, meaning engineers have had to beef
good measure. The circulation
systems for the hydrogen, the
up the rear suspension and brakes to cope, but the driving
air and the coolant are all also experience is as relaxing and approachable as customers
checked by the assembly staff have come to expect from Mercedes-Benz products.
2. The GLC F-Cell’s battery
Future-proof
size for the hybrid system
was partly determined by the Despite being an ‘alternative drivetrain guy’, Mohrdieck
lack of available hydrogen understands that there is currently no simple solution to
2 refueling infrastructure replace the internal combustion engine and agrees that
development of gasoline and diesel engines will remain
at the core of the Daimler Group.

“I believe there are still

a number of advances Apple used
a staggering
that can be made with
the internal combustion
261,580
gallons of diesel in
a single year to keep
engine and this will emergency backup
generators
help us manage the running!
transition to fuel cells”

Prof. Dr Christian Mohrdieck, head of the Fuel Cell Drive Development
department, Daimler
“We have to focus on the powertrain that is currently

making the company money,” he admits. “This allows us
to invest in future innovations and alternative drivetrains. BIG DATA
“I believe there are still a number of advances that can An Environmental automotive manufacturers One such application
be made with the internal combustion engine and this Responsibility Report but it has revealed plans sees a stationary fuel cell
will help us manage the transition to fuel cells and the released by technology to apply its knowledge and power module installed
giant AppleXxxxin 2017 learning outside the sector. into a data center at server
wider acceptance of battery electric vehicles,” he adds. revealed that it used Arguably the most rack level.
As a result, Mohrdieck and his team harness the desire a staggering 261,580 pertinent of those projects The center itself creates
to ramp up the production of FCEVs but understand that gallons of diesel in a single is the recent alliance hydrogen through local
year to keep emergency between Hewlett Packard renewable energy
the technology is still expensive. backup generators running Enterprise, Power resources, such as wind
That said, Daimler has looked at the potential corporate in its data centers. Innovations, Daimler and and solar, and stores it
impact of battery electric technology – which has historically In an effort to counter its subsidiary NuCellSys. on-site in large tanks.
this, numerous tech firms Here, Daimler is helping In the event of a power
seen manufacturers buy in technology from suppliers from are looking for ways to to develop prototype cut, the fuel cell stack can
the Far East – and feels that production of FCEVs would make their typically energy- systems for emergency be called on to supply
allow much of its expertise to remain within the company. intensive centers cleaner, power supply to typically a reliable source of
more efficient and less energy intensive computer electricity to keep the
“The fuel cell powertrain we have inside the GLC F-Cell reliant on fossil fuels. data centers and other data center running,
is of a similar complexity to a comparable diesel engine,” Daimler has stated it stationary applications, negating the need to rely
says Mohrdieck.“From an internal perspective, it has will not sell its hybrid which integrate the basic on fossil-fuel powered
the same added value for our engine plants as diesel or technology directly to rival automobile fuel cell system. backup generators.
gasoline engines,” he adds.
Better still, Mohrdieck claims that at comparable
volume production, fuel cell drivetrains would be at
a similar cost level to plug-in hybrids. “The beauty of introduction of fuel cell vehicles in Germany
this technology is that we can manufacture most of it and Europe by 2020, which has led to the
within the Daimler group,” he says. “Even the tank system formation of the Autostack Industry project,
is created by Mercedes-Benz in Mannheim, which is which sees 11 major partners working toward
where we make a lot of natural gas systems, so they a common goal.
had the expertise to make this happen. “We need industrial standards to progress
“The electric axle is made at the Mercedes-Benz plant in to very large vehicle production volumes,”
Hamburg, the fuel cell system is assembled in Kirchheim- explains Mohrdieck.
Nabern and the vehicle is put together in Bremen.” “Further development work is particularly
“As a result, we can assume that the cost of fuel cell necessary to reduce material costs, including
vehicles will come down in price for the consumer, just further reduction in the size of components
as BEVs have done in recent times,” he adds. and also the proportion of expensive materials
used,” he says.
Facing challenges During the test process of the GLC The GLC F-Cell uses 90% less platinum
F-Cell, 8.5TB of data was analyzed
Ask anyone involved in the project about the biggest than the system in the previous generation
stumbling block to widespread customer acceptance of fuel B-Class F-Cell, but Mohrdieck understands
cell vehicles and they will likely say that it is still the lack of that more work has to be done to reduce costs
a strong network of hydrogen fueling stations, with much and make it a more financially viable solution.
of Europe lagging behind Germany, Japan and California. Mercedes-Benz plans on refining its basic
“The network is now growing in Germany and there hydrogen fuel cell module so that it can be
are efforts in the UK and other countries in Europe. It’s more efficiently integrated into the group-wide
steady, not rapid, but it is sufficient to support current electric modular system. This means that in
vehicle plans,” says Mohrdieck. the near future we could see the fuel cell stack
Nevertheless the German automobile and supply industry combined with varying battery sizes to help
wants to create the conditions for the full commercial propel an entire range of hydrogen vehicles.

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RENAULT TRUCKS VIRTUAL REALITY TECH
T
esting of a mixed-reality quality-
control system is now underway
at the Renault Trucks engine
Reality
assembly factory in Lyon, France.
The technology, developed by
a multidisciplinary team of 20 experts,
including representatives from virtual reality
and augmented reality specialist Immersion,
is being analyzed for its potential to improve
efficiency, reduce cognitive load on operators,
and enhance training in the company.
check
The system’s basic hardware is currently
based on Microsoft’s HoloLens smartglasses,
which are worn by the operator. Information
is displayed in the glasses, with intuitive,
easy-to-understand instructions for even the
most complex control operations. Each of the
engine parts is digitized and superimposed
over the physical engine. They can be viewed
separately, guiding operators toward specific
parts and validating quality process stages
Renault’s research into innovative engine assembly one-by-one.
The user’s hands remain completely free
technology could enable faster and more reliable the entire time. Once a quality check has
quality control at its Lyon manufacturing site been completed, the user can indicate to that
effect with a finger, through gesture control.
WORDS
Furthermore, several sensors embedded
in the glasses enable the operator to move
R ACHEL EVANS
around the engine. Additional decision-
making information can also be provided,
including planning, full verification and
assembly instructions.
Bertrand Félix, the Renault Trucks engineer
As many as 40 quality- heading up the project, says, “At the moment
control points require our quality-control operators still use printed
checking by Renault’s
engine assembly operators instructions when working on control points,
which isn’t very efficient. However, by fully
digitizing this system our operators can keep
their hands free. It also reduces the cognitive
load on operators because they no longer
need to physically input data into our
quality databases at the end of the line.”

RENAULT TRUCKS VIRTUAL REALITY TECH
The system’s hardware

is based on Microsoft’s
HoloLens smartglasses,
leaving the user’s hands
free. Gesture control is
used to indicate when
a task is complete
The new system could even revolutionize Renault believes the system will make the factory a much
how Renault Trucks trains its operators. more attractive workplace for younger people who are more
accustomed to technology in this era of digital innovation
“With growing production volumes we
sometimes have to increase the number of
shifts we run, which means we need more
staff and to train extra people, which can
take up to five weeks,” explains Félix.
“However, with the mixed-reality system
we can train several groups of operators
at once, and much more quickly.”
Line-of-sight
Unlike augmented reality, which displays
information on top of reality, both laid flat
and on screens, mixed reality adds virtual
interactive holograms into an environment, “The pilot phase has just begun and we are we are looking at systems other than glasses.
which Félix believes is more appropriate for now implementing it in the factory with many We have had a meeting with Microsoft to
the manufacturing industry. “With today’s different engines. Over a period of several discuss the hardware road map and have
engines there are around 40 quality-control months we will test various operator concluded that for industrialization we require
points that need to be checked, so we wanted interaction methods. For example, different a proper CAD dataflow to be packaged in
to create something interactive, intuitive and operators might use the system for 30 lightweight formats for advanced visualization.”
frugal that will help our staff perform their minutes in the morning or 30 minutes in the Should the pilot phase ultimately be
tasks. With virtual reality you are locked into afternoon during the pilot phase. We’re also successful, roll-out of the mixed reality
a digital environment where you can’t see your developing a separate system for training.” technology at the Lyon plant will likely begin
physical surroundings. That technology is Implementation has also brought about sometime between 2019 and 2020.
excellent in the early design stages, but our areas of improvement for the system. For Discussions have also been held regarding its
operators need to be able to see the product.” instance, according to Félix the operator’s potential introduction at other factories in the
According to Félix, the initial prototype field-of-view is slightly too narrow, the battery Group, including Renault’s axle plant in Lyon.
took around a year to develop. This was life too short, and the IR cameras are “We have to discover, explore, iterate and
followed by six months of testing, which not accurate enough just yet to perform learn,” concludes Félix. “There will be many
began in June 2017, before the technology 3D recognition. iterations and we know the hardware will
was implemented in the plant in January “We know that the user won’t be able to be different from how it is now. It will either
2018. “We are super satisfied with the wear this technology for eight hours a day,” be an evolution of the current hardware or
prototype and the results we have seen so admits Félix. “The goal is for the final system based on another system on the market that
far. The team is very enthusiastic about it. to be fully wearable and lighter, which is why is lighter and faster.”

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INTERVIEW EXCLUSIVE: KLAUS FRÖHLICH

Life
support
Speaking exclusively to ETi, Klaus Fröhlich, development chief
and member of the board of management at BMW, mounts
a compelling case for diesel powertrains and takes a pop at
those who put the technology in last-chance saloon
WORDS
MICHAEL TAYLOR
T
the disease formed at Audi, spreading virally another site in Austria on March 20. That was just
through Volkswagen, Porsche, SEAT and Škoda. a day before the company’s annual accounts conference,
By the time the fever peaked, the backlash which surprised nobody – they’d done exactly the same
against diesel fuel cheaters and sneakers had thing to Audi in 2017, even parking in chairman Rupert
enveloped Mercedes-Benz, too, along with Stadler’s parking space.
Opel, Fiat, Renault, Peugeot, and just about everyone BMW, for its part, insisted it was cooperative, but a little
else who made a compression-fuel engine. There was, bewildered too. After all, it was BMW itself that revealed it
however, one notable exception: BMW stood clean and had accidentally slipped X6 diesel management software
strong, perceived as the ‘good one’. into just over 11,000 cars that weren’t X6 diesel models.
At every stage and at every independent test (including “Employees from Munich’s prosecutors office searched
the original one that caught Volkswagen in its ‘clean two sites of the BMW Group related to incorrect software,”
diesel’ lie), BMW’s emissions figures were within the BMW Group’s senior vice-president for corporate and
tolerances of its emissions claims. government affairs, Maximilian Schöberl, admitted at the
A tale from a meeting of Volkswagen Group’s most opening of the conference.
senior managers had then chairman Dr Martin Winterkorn “This relates to 11,400 cars that were isolated to
pressuring newly arrived Volkswagen brand boss Herbert the 750d and M550d. A recall has been ordered by
Diess to reveal what cheats BMW used to pass the tests. the German authorities and we support all the
Diess, who moved to Wolfsburg from his role as BMW’s authorities in their work.
director of development, insisted BMW didn’t cheat – at “This was clearly an erroneous fitment of the software
all – but Winterkorn refused to believe him. from one model to another, rather than anything
Against that backdrop, BMW, in March of this year, else. BMW itself brought this error to the attention of
joined Robert Bosch, Volkswagen, Audi and Daimler authorities voluntarily in asking for a recall to correct it.”
on the list of German automotive giants raided by BMW’s most senior engineer, Dr Klaus Fröhlich, backed
prosecutors looking for software cheats on diesel engines. him up, insisting it wasn’t an illegal ‘defeat’ device because
More than 100 Bavarian police and public prosecutor the error would have had an equal effect both on the road
legal eagles raided BMW’s Munich headquarters and and in the laboratory.

“The situation from our point of view Main image: The 530e
iPerformance combines
is unchanged,” the BMW Group board of a 2.0-liter gasoline engine
management’s director of development said. with a 9.2kWh battery
“The vehicle we are talking about received pack and a 96ps e-motor
a software package in 2012. There was
continuous development and there was
an update in 2014 and a batch of labels was
confused and they affected the test bench and
on the road. It’s not something to change just
the test bench [data].”
But that’s not the end of it as far as diesel is
concerned. Even if the prosecutors accept it
as a simple labeling error, BMW still has an
array of diesel concerns, like everybody else.
Firstly, the market for diesels has
plummeted from about half of the European
new car market in 2015 to about one-third
“We will withdraw in certain segments.
today. Like EV makers cling to Norway, BMW
clings to a buoyant Italian diesel market as
There is no choice. We have wide
a sign that the embattled technology could yet
make a comeback. (Although Italian private
variants, with more than three cylinders”
diesel sales fell nearly 20% in the first two
months of the year!)
“Look at Italy, look at Japan, look at South
Korea. We are talking (with the general
sales decline) about a European topic. It’s
not relevant for us in the USA,” Fröhlich
insists, speaking recently to ETi.
“We are beginning with a moderate decline
of the diesel share but, you know, contrary
to our competitors, we are able to change very
quickly and adapt them to plug-in hybrid
and we can reduce CO2 with technology
other than diesel.
“This led us to reduce CO2 contrary to the
diesel trend and contrary to our competitors’
results,” he adds. Left: BMW TwinTurbo
At its March annual results conference, Technologies have been
developed for three-, four-
BMW made much of how it lowered its CO2 and six-cylinder gasoline
emissions to 122g/km. and diesel engine variants

100% of the set goals for

BMW. But it will depend on the
customers.” The technical setup the brand is
relying on is two modular vehicle
architectures that will allow its vehicles to be
sent down the same production line to be
fitted with petrol, diesel, gas, mild-hybrid,
plug-in hybrid and full electric powertrains.
If it works and still delivers what customers
expect from BMW cars, it will give the brand
tremendous flexibility, as chairman of the
BMW board of management Dr Harald
Krüger explains: “We are building diesels,
petrols, PIH and electric cars on one line! If
Fine margins Top right: The future of the PIH goes up, or gasoline or diesel goes up, we
six-cylinder diesel is now
What it didn’t admit was that the figure uncertain as cities continue
can adjust the line.
was an improvement of just 2g over its 2016 to propose banning the fuel “We have a flexible modular engine set to
average, even though it sold 60% more Below: The X2 xDrive20d three, four and six cylinders in gasoline and
electrified cars. That raises two critical points: with a 2.0-liter turbo diesel diesel engines. This modular setup of engines
firstly, it will need one enormous back-loaded achieves 4 l/100km on helped us to react in 2017 and it will help in
the NEDC combined cycle
surge in efficiency in late 2020 if it wants to 2018 as well.”
meet its EU-mandated targets and, secondly,
it’s hard to see BMW getting there without
the diesel engine.
“I’ve dealt with CO2 targets for 18 years
now,” Fröhlich states. “In 2008 we were the
only ones who signed a voluntary agreement
of 20% reductions, and we were the only ones
who reached it.
“Through regulatory steps or the activities
of other groups, certain technological
solutions that we deem highly possible
have come under pressure.
“We have a technical setup and a plan for
reaching the goals for 2021. But where we end
up will depend on the customers. We are
assuming a continuous reduction until 2020
and 2021 and right now in our strategic
planning we are confident we will reach

to the consumption and emissions figures

customers can expect. The trouble is, the tests
are time consuming and laborious, involving
not just each model and powertrain variant
on sale, but each equipment specification,
each wheel and tire package, and even each
different audio or seating system.
The WLTP homologation procedures are
threatening to wreak havoc in showrooms
in January next year because car makers are
scrambling to recertify their cars.
Daimler, particularly, seems to have been
caught out here. In February and March, it
sent out new-model press releases with ‘XX’ in
place of an emissions number for the C-Class
Coupe and Cabriolet, and it stickered over
emissions and consumption data on the
specification sheets given out at the CLS launch
and even, as with the C-Class facelift, removed
all engine data completely, although new and
upgraded engine options were arriving.
BMW, though, moved last year to double its
certification capacity and is confident it won’t
“It would be helpful if the discussion about suffer a product drought come January – but
it warned that other car makers would, and
nitrogen oxides and particulate matter there could be chaos in some showrooms
were based more on reality and facts” come January 2019.

“The EU legislator in the last few years was
very active in relation to CO2 emissions and
But the threat of a cities-wide diesel ban in WLTP. There’s one phase now and in 2020
Germany remains real, as do proposals from there’s another one,” Fröhlich outlines.
Paris, London and others to ban the fuel. Some of BMW’s models were temporarily
“We believe banning diesel vehicles is the abandoned for the current phase of WLTP
wrong approach,” Krüger insists. “And we because their production cycles didn’t make
have promised our leasing customers in it financially reasonable to rework them. But
Germany that we will take back our BMW ‘the missing’, like the M3 sedan and the 340i,
diesels if bans are introduced. will return in their next generations.
“It would also be helpful if the discussion “The retooling time was too short, so it’s
about nitrogen oxide and particulate matter very challenging for vehicles that have been
emissions were based more on reality and in production for some time, because they
facts,” he adds. have to be newly homologated for one year,”
says Fröhlich.
Diesel dump? “The particulate filter shortage is
For all the standing-strong talk, BMW will Top: Fröhlich predicts further adoption of
a challenge and the solutions have to be
still be forced to dump diesel for some of plug-in hybrid technologies at BMW in engineered into the necessary unit volume.
its cheaper models, particularly with its combination with the diesel powertrain “We were in a good position and the
front-drive architecture that includes Mini, Above: The German OEM’s 1.5-liter technologies were developed in relation
TwinPower Turbo engine aims to deliver
the 1-Series, the 2-Series Active Tourer and improved vehicle dynamics and efficiency
to CO2 and other emissions.”
the X1 and X2 crossovers. But it isn’t just the car companies who are
“In certain vehicle segments, due to the struggling to recertify every vehicle in their
cost of the exhaust reworking and further on fuel cell technology and the upcoming Z4 ranges to meet the WLTP after years of the
treatments, a competitive offer is no longer and Supra twins, but Fröhlich insists their loophole-riddled NEDC test. The testing
a given,” he admits. philosophies diverge on diesel. authorities are struggling too, and Fröhlich
“We will withdraw in certain segments. “Toyota has offered hybrids in Europe for anticipates a frenzy of recertification as the
There is no choice. We have wide variants, many years and for quite some time hasn’t deadline approaches at the end of this year.
with more than three cylinders. The built any of its own diesel engines, so they’ve “The registration authorities are at the limit
variability of our model mix will change exited some time ago. It’s not a completely of their ability to homologate to meet the rules
because we are going to adapt to the demand.” new phenomenon.” for December 31. The effect of that will be an
And it’s absolutely not going down the road The other potential hand grenade for interruption of offers,” he warns.
of its regular technical partner, Toyota, which diesel technology doesn’t relate to Dieselgate “In these intervals, we can guarantee sales.
all but abandoned diesel engines altogether at all. It relates to EU measures to prevent The company will not be that adversely
for its passenger models in Europe in favor of a second Dieselgate, and specifically, to make affected during this homologation marathon
parallel hybrids. BMW and Toyota collaborate consumption and emissions data match up for WLTP.”

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EXPO PREVIEW: USA
CO-LOCATED WITH
2018 510+ EXHIBITORS IN TOTAL!
Engine Expo
Novi, Michigan
Engine Expo North America once again takes to the Suburban Collection
Showplace in Novi, Michigan, from October 23-25, 2018, with
a wider range of exhibitors and more visitors than ever before!
T
his October, Engine Expo will return the latest in torsional vibration control, electrified
to Novi, Michigan, with the promise powertrain subsystem solutions and innovations,
of new technologies and insightful modal data analysis processes, weight-saving
Forum presentations. component developments, water injection
Staged alongside Automotive Testing Expo and hardware systems, supply chain optimization
thus boasting an incredible array of powertrain and next-gen power-generation systems.
testing technologies, the two shows host a Must-see Forum speakers include Peter
combined total of more than 360+ exhibitors – a Fischbach, national manager of IoT strategy at
significant number of which will include testing Bosch Rexroth, who will present ‘Factory of the
companies that will be showcasing engine future-proof: EV battery and powertrain testing
testing, emissions assessment and performance solutions’; Mike Hoyer, applications engineer at
development capabilities, including state-of-the- HBM Test and Measurement, who will present
art dynos, rolling road chassis, test benches, test ‘Boost motor and drivetrain test and development
rigs, portable emissions measurement systems and productivity 100X’; Michel Petit, executive VP
hardware and software powertrain analytics. In of Hitchiner Manufacturing, who will present
addition, there are over 20 high-level speakers ‘Powertrain investment casting’; and Michael
in the free-to-attend Forum. Bunce, technical specialist at Mahle Powertrain,
New technologies on display at Engine Expo who will present ‘Future passenger car combustion
will include the latest in cold-forged components, technologies: Mahle Powertrain’s view’.
metal injection breakthroughs, rugged in-line For a full breakdown of the show, including the
flowmeters, a patterned abrasive microfinishing latest Forum program, visit Engine Expo online:
concept, advanced additive manufacturing tech, w w w.engine-expo.com/usa
AVOID THE LINES – REGISTER ONLINE TO RECEIVE YOUR FREE FAST-TRACK ENTRY CODE!

REGISTER NOW FOR YOUR FREE PASS! w w w.engine-expo.com/usa
EXPO PREVIEW: USA
Next-generation Cold-forged safety

components components and systems
Iidzka Seisakusho – Booth E302
Advantech – Booth E222
When it comes to safety cannot be made in any other
The engine industry is moving fast. With the increase in
components, you cannot way. The company designs and
electrification and autonomous products, powertrains require
a new range of components and sensors. Initially established
compromise on precision or manufactures vital auto safety
in 1951 as an international trading and development company, strength. Cold-forging components, including parts
Advantech has been providing cutting-edge component solutions technology enables companies used in engines, seatbelts and
for the automotive and motorcycle industries for over 60 years. such as Iidzka Seisakusho to airbags, using its unique
At this year’s Engine Expo, the company will be showcasing its make high-quality products with cold-forging technology to
rotation position sensors, gyros, IMUs and flat-wire edge-wise complex geometries that simply ensure reliable products.
winding solutions, all aimed at the development of autonomous
and electrified vehicles.
The company’s Vehicle Components Group will also be at Engine
Expo to demonstrate advancements in metal forming, including
precision cold forming, lightweight high-pressure die-casting,
Rugged in-line
precision stamping, and hot and cold forging. On show will be
a supplier’s component selection for the development of timing
flow meters EXHIBITOR
chain systems, including friction chains, tensioners and guides
as well as camshaft sprockets. J-Tec Associates – Booth 8020
Designed to measure engine adverse effect on engine
Discover the latest blow-by and air intake for performance during testing.
advances in metal Must-see gasoline- and diesel-powered Furthermore, its minimal
forming at the Expo
new prod IC engines, the VF563 series pressure drop means VF563
uct! of in-line flow meters from meters are ideal for
J-Tec Associates uses patented measurement of crankcase
vortex shedding technology, blow-by gases and engine
a design that is well-suited air intake.
for rugged applications such Other benefits include
as engine dynamometer drift-free performance,
testing. Rugged and trouble- excellent performance at low
free, and with no moving flows (down to 0.14 ACFM),
parts to wear out, the VF563 easy maintenance, a 40:1
meters provide an efficient turndown ratio, continuous
method of monitoring piston flow readings, and high
ring sealing without any accuracy and repeatability.
Metal injection molding

Indo – Booth E214
For engine component manufacturers, metal injection molding (MIM)
Latest M
breakthro IM
is becoming an increasingly popular choice. The MIM process is very
similar to plastic injection molding and high-pressure die-casting
but the advantage of the net-shape process is its ability to produce
ugh!
mechanical properties equivalent to wrought materials while
delivering good dimensional tolerance control. MIM parts offer high
production rates through the use of multicavity tooling, and Indo
is one of the most sought-after companies using this process.
Metal injection
molding offers
advantages over
similar techniques
such as plastic
injection molding

EXPO PREVIEW: USA OCTOBER 23-25 2018, THE SUBURBAN COLLECTION SHOWPLACE, NOVI, MICHIGAN
Sand casting from Japan E-mobility test rig

Kyowa – Booth E202 ZF Friedrichshafen – Booth 4016
EXHIBITOR
Casting remains a critical process in the development of engine A new e-mobility test rig from ZF meets all
blocks. Kyowa is a leader in sand casting in Japan and is now entering needs that arise as a result of the transition
the US market, bringing with it two aluminum precision sand-casting to electromobility. The core component of the rig is a high-
technologies. Thin-wall casting achieves 1mm (0.04in) wall thickness, performance drive module. In combination with the drive bearing
and the company’s casting process provides exceptional mechanical module and receiving module for the test object, it combines to
properties as well as high productivity: 120 cylinder blocks per hour. make a complete test rig. The base for the receiving module is
Having served the Japanese auto industry for 30 years, Kyowa is optionally fixed, inclinable and swiveling and available for single
deploying its knowledge and experience to do the same in the USA. or multimachine operation with or without a cross table. Optional
modules complement the modular system. A receiving module for
e-motors and one for coaxial test objects extend test possibilities.
An acoustic cabin for the drive module and an air-conditioning cabin
Patterned abrasive for the receiving module for the test object are also possible. Due
to the rig’s modular design, tests of conventional car transmissions
can also be performed.
microfinishing concept Everything from e-motors to
conventional car transmissions
Mirka – Booth E404 can be tested on the new rig
A unique production process concept that creates abrasives of

virtually any pattern provides endless possibilities to optimize and
rethink the polishing process. By utilizing a patterned abrasive,
you can create convex crank journals through microfinishing,
eliminating the need to perform wheel/cylindrical grinding, and
saving both time and money. Mirka says this new technology
will also allow convexity to be maintained throughout the
microfinishing process.
Engineering consultancy
Nincar – Booth E102
When you are looking for a partner, it can be difficult to find the
right fit with regard to products and requirements. Nincar acts as
an intermediary for a range of selected suppliers to the global
Mirka’s innovation offers automotive, commercial vehicle, agricultural and truck industries.
numerous possibilities to These suppliers are qualified manufacturers in processes such
rethink the polishing process
as high-pressure die-casting, forging, stamping and roll forming,
and precision machining, not to mention leading companies
in investment casting. Nincar says it can offer companies the
opportunity to work with a reliable partner, simplifying their
search for automotive components suppliers, while receiving
professional support to give them appropriate solutions for their
Test benches EXHIBITOR purchasing needs.
for modern drive concepts

Force Control Industries – Booth 10013 High-tech
Key to the design of low-speed, high-torque dynamometer load partner
brakes, oil shear technology from Force Control Industries works by
circulating transmission fluid through a wet-design friction brake to
provide a fluid film between the friction discs and drive plates. This
removes direct contact between the friction surfaces and nearly
eliminates wear. The work is done in the fluid and the torque is
controlled by adjusting the pressure on the friction stack. The result
is smooth, controllable torque, consistent torque transfer, minimal
wear and very low noise levels. This makes the perfect combination Nincar works closely with
companies to understand
for low-speed, high-torque applications. their componentry needs

EXPO PREVIEW: USA
Must-see Vibratech offers

expertise in torsional
new prod vibration analysis
uct! and engineering
Torsional vibration
control breakthrough
Vibratech – Booth E400
If you want to achieve torsional vibration control comparable to
that of professional motorsport, Vibratech TVD is the company
to see. The engineering team says its race-proven accomplishments
can improve overall durability and NVH control in high-duty-cycle,
high-temperature environments. Applications include crankshafts,
camshafts, drivelines and electric/hybrid drive systems. The
company also provides torsional vibration analysis and modeling,
design integration and advanced manufacturing capabilities.
Electrified powertrain E-powert

rain
engineering solutions innovatio
n
Thermamax – Booth E306
The electrification of powertrains represents great opportunity
Model data analysis
for companies in the engine industry. For instance, Thermamax,
a maker of insulation and protective products, is preparing future- Model Engineering Solutions – Booth E140
oriented solutions for electrified powertrains. The company’s
new high-temperature-resistant battery housings are designed Modeling plays a vital role in automotive development and testing,
to protect against faulty EV batteries. As faulty lithium- but if models don’t meet the required criteria, any data gleaned
ion batteries can reach temperatures of more than will be useless. MES is an expert in model solutions, and has two
1,000°C (1,832°F), the T-max Battery Housing products on display at Engine Expo 2018. MXAM uses powerful
keeps the temperature under control – it is data and control flow analysis to check models for essential aspects
just one of a number of insulation and of functional safety, such as strong data typing, appropriate scaling
protective products the company and ranges of data, correct initialization of variables, and interface
has on display at Engine New insulation compatibility. MXRAY delivers the exact metrics needed to
Expo 2018. solutions will be on realistically evaluate the architecture and complexity, as well
display at the show
as the model and subsystem interface size.
AVOID THE LINES – REGISTER ONLINE TO RECEIVE YOUR FREE FAST-TRACK ENTRY CODE!
FREE-TO-ATTEND OPEN TECHNOLOGY FORUM

In addition to the main event, Engine Expo 2018 KEYNOTE SPEAKERS INCLUDE:
in Novi will once again feature the popular Open Peter Fischbach, national manager, IoT strategy, Bosch
Technology Forum, where for three days, some Rexroth Corporation: ‘Factory of the future-proof: EV
of the biggest suppliers and OEMs will speak battery and powertrain testing solutions’
openly and frankly about a range of topics that
Mike Hoyer, applications engineer, HBM Test and
are currently affecting the automotive industry. Measurement: ‘Boost motor and drivetrain test and
Here, we have highlighted a selection development productivity 100X’
of confirmed speakers and their respective
topics to help you plan your trip to Novi. Michel Petit, executive VP, Hitchiner Manufacturing:
‘Powertrain investment casting’
Specific timings will be announced closer
to the event, as well as additional speakers, Michael Bunce, technical specialist, Mahle Powertrain:
themes and topics. ‘Future passenger car combustion technologies:
Keep an eye on the Engine Expo website Mahle Powertrain’s view’
for more details, but for now, here are some Scott Ranville, vice president, Model Engineering
of the confirmed highlights from what promises Solutions: ‘Promoting the ISO 26262 safety culture
to be a bumper program! for model-based software development’

A zero-emission future is
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to get there. Until now. With our etelligentDRIVE™ solutions,
Magna is making it possible. From 48 volt and pure electric drives,
to eAWD and plug-in hybrids, we’re electrifying powertrains,
improving fuel efficiency, reducing the environmental impact of
vehicles - and moving the industry into the future.
Science fiction thinking. Automotive reality. www.magna.com/electrification
MPT_Anz_eDrive_215x275_090518.indd 1 15.05.18 15:52

EXPO PREVIEW: USA
OCTOBER 23-25 2018, THE SUBURBAN COLLECTION SHOWPLACE, NOVI, MICHIGAN
Supply chain Electric and hybrid This test rig helps develop
traction motors and inverters
optimization vehicle test solutions

IndustryStar Solutions – Booth E308 A&D Technology – Booth 3024
Two things that all engine manufacturers want to The powertrain electrification shift is impacting the
save are money and time. With the right software and automotive testing arena in a big way. A&D Technology
supply chain partner it is possible to cut component is evolving with the industry by expanding its portfolio
costs by up to 20%, compress program timelines by of test automation solutions and systems experience.
up to 30%, and reduce program risks by up to 33%, Simply put, there are three major components in
all within a few months, according to IndustryStar an electric powertrain – the battery pack, inverter and
Solutions. The company partners with OEMs and motor. A&D Technology works with OEMs and suppliers,
suppliers from idea to launch, to commercialize and providing testing solutions for various development stages.
optimize ICE, HEV and EV powertrains and The company’s tools, rigs and simulation solutions help speed
components while reducing cost, timing and risk up development cycles while reducing cost.
using its patented on-demand supply chain services The test rig shown is an electric motor system used to
and software technology. develop traction motors, inverters, and control algorithms
for mapping efficiency plots, which provide data for complete
system optimization. EXHIBITO R
AVOID THE LINES – REGISTER The company has also worked with test labs and regulatory authorities globally
to provide fully integrated testing and centralized lab management solutions. These
ONLINE TO RECEIVE YOUR FREE can be used in the development of battery cells and packs, inverters, motors,
transmissions and full vehicles. An open architecture provides flexibility to adapt
FAST-TRACK ENTRY CODE! the application for any need, through to a complete A&D-engineered solution.
Test bench developments

Kratzer Automation – Booth 3006
Water injection New prod
uct
Powertrains are changing. The use of modern exhaust gas hardware showcas
e
turbocharger technology will enable downsizing with the same power
in future generations of vehicles, which in turn will allow for smaller, Nostrum Energy – Booth E204
lighter, more economical engines. Furthermore, hybrid and all-electric
vehicles require highly specialized facilities. To develop efficient, Water injection has been gaining attention in recent years
modern, alternative drive concepts for future generations of vehicles, as a way to increase performance and efficiency in highly
manufacturers and suppliers need tested, scalable, efficient test boosted engines. Nostrum’s Kinetic Water Injectors (KiWi)
solutions. Kratzer Automation’s test bench solutions for battery- use patented colliding jet injectors on jet-to-jet collision as
powered and hybrid concepts are in line with these future-oriented opposed to conventional air shear break up. The company
issues and give customers the development tools they need for the says this novel method improves atomization and
entire drivetrain from a single source. significantly reduces liquid lengths, avoiding liner and intake
port impingement, as well as minimizing water consumption.
Powertra Nostrum believes this technology will greatly benefit future
Learn more about the latest in generations of ultra-high-BMEP gasoline engines and
in e-drive test rig technology testing next-generation diesel engines.
innovatio
n!
Engine Expo visitors will learn
that this technology overcomes
the challenges typically
associated with water injection
8
EXHIBITOR

EXPO PREVIEW: USA
Precise, portable emission

measurement system EXHIBITOR
IAG – Booth 3032
Being tied to a lab or test facility is not always practical when it The NH3 mobile
comes to emissions testing, especially when one needs to know unit is compact
what the measurements are in real-world driving. Being showcased and designed to
be easy to use
at Automotive Testing Expo 2018 in Novi, Michigan is IAG’s latest
development, the NH 3 PEMS NMS Mobile exhaust gas analysis
system. Based on diode laser technology to ensure precise portable
emission measurement of NH 3 (ammonia), the highly dynamic and
simple-to-operate NH 3 PEMS NMS Mobile is operated at a voltage
of 24VDC and with standard AC voltage in engine test cells. IAG will
also have its FTIR analyzing system, versa06, and a wide range of
pre-filters, pressure regulators and gas line switches on display.
Controlling metal flow Power-generation Engine

breakthro
Hitchiner – Booth E216 systems ugh!
The evolution of engine design requires components with high
stiffness-to-inertia ratio, fatigue durability, and durability to high fuel
Enginuity Power Systems – Booth E412
pressure and high operating temperature levels. Complex geometries Automotive powertrains are not the only engines that are
are often required to reduce weight and provide compact packaging, benefiting from innovation. Enginuity Power Systems is
which presents manufacturing challenges. Hitchiner technology can unveiling its full line of engine, generator and nanogrid
bring solutions to these highly challenging demands in high-volume solutions at Engine Expo 2018. Included is a unique approach
automotive production. to microgenerators, microcombined heat and power units, and
Hitchiner Manufacturing produces castings with its counter gravity an industrial power-generation engine. Visitors will also
air melt (CLA) process, as well as inert-atmosphere melting (CLI) be able to see Enginuity’s microgenerator that is currently
patented investment casting processes, designed for high-volume being considered for a variety of military power-generation
engine components, such as rocker arms, GDI fuel rails, turbocharger applications, plus the company’s m-CHP prototype, which
turbine wheels, using all types of steels, as well as refractory alloys features a co-generation design.
like IN713, Mar-M 246 and Nimonic 90.
Co-locating with Engine Expo in Novi, Michigan Co-locating with Engine Expo in Novi, Michigan
Includin More th
engine-rg 100 + topics uann 45
e
exhibitorlated discussioder
8 s! n!
TEST & DEVELOPMENT
Symposium, Novi, Michigan
Automotive Testing Expo is the one and only dedicated super-scale exhibition Autonomous Vehicle Test & Development Symposium 2018 in Novi,
in North America showcasing the world’s latest test, development, validation Michigan is a pioneering conference dedicated to furthering the
and calibration technologies for OEMs and auto subsystems and components industry’s understanding of driverless vehicle technology. The two-day
makers. The show runs for three days in Novi, Michigan, and is set to be event will see more than 45 presentations from the world’s leading
the biggest yet, with a total of around 310 exhibitors. Alongside it, there experts in the field of autonomous vehicle research, testing, validation
will also be pay-to-attend conference sessions dealing with various and development.
aspects of autonomous vehicle testing and development plus some These include Adit Joshi, research engineer at Ford; Curtis Hay,
free-to-attend workshops. technical fellow at General Motors; Taylor Lochrane, technical
The show’s organizers bill the exhibition as the ‘must-attend test manager for the US Department of Transportation’s Federal
engineering event of the year’ and this is absolutely the case! It is a chance Highway Administration; and Frans de Rooij, director of business
to see all the latest iterations of existing systems plus plenty of totally new development for TomTom.
product unveils and some entirely new exhibitors too, including NH Research, Visit www.autonomousvehiclesymposium.com/detroit/ to book
Raven Engineering, Micro-Epsilon, Thermetrics, Elektrobit, V&F and Lemo. your conference seat now!

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SUPPLIER INTERVIEW: GOMECSYS
Engine
Upgrade Changing the thinking about variable compression
ratio engines is the first step in enabling this new
technology to gain a firm foothold in the industry
WORDS: KARL VADASZFFY
V
ariable compression ratio (VCR) engines can
Bert de Gooijer, CEO and help OEMs meet ambitious targets for using
founder of Gomecsys
technologies that are thermally efficient,
pollute less and enable the downsizing of
engines. Until now, however, there has been
a reluctance in the industry to implement them due to
their limitations – namely the impact on an engine’s
architecture, as well as on friction and production costs.
Engineering firm Gomecsys, founded 20 years ago to
specialize in developing technology that reduces fuel
consumption and increases engine efficiency, offers an
innovative VCR system that should finally lay to rest any
remaining reservations.
Bert de Gooijer is the company’s CEO, founder and
inventor of the system. “For the past 10 years,” he explains,
“we’ve focused on our variable compression ratio technology.
After joint research development with PSA and prototype
projects with other OEMs, we’re now offering the eighth
generation of the system, which is our compact VCR system.
All the development and testing, which amounts to many
thousands of hours on the dyno, has helped to mature the
system, and it is now ready for production.” As a result,
Gomecsys is seeking OEMs to start preproduction projects.
De Gooijer reveals that the system features eccentrics
with which it is possible to modify the compression ratio.
“Just by replacing the crankshaft, you can upgrade an
engine to a VCR engine. With most of our competitors’
alternatives, you have to modify the architecture, the block
design and so on, and in some cases they offer two-stage
systems. However, we have a fully variable system.”
Efficiency drive
The benefits, he says, are many. “Increasing the
compression ratio improves the efficiency of the engine.
Because an engine is used variably in loads, but mostly
in low loads – after all, you can’t drive using maximum

SUPPLIER INTERVIEW: GOMECSYS
power for long – with a fixed compression 1

ratio, you choose the compression ratio so
that it’s not knocking at full load.
“But in part load, you could use much
higher compression ratios to benefit from
higher efficiency. Because cars are used at low
loads, you can run the engine at much higher
ratios to make it more efficient. With this high
compression ratio as a fixed compression
ratio, the moment you accelerate, you would
have fierce knocking, so to always be sure you
have the optimal compression ratio, it has to
be variable.”
In addition to thousands of hours of testing
on the company’s own dyno, Gomecsys has a
demo car, which can demonstrate to visiting
OEMs how impressive the NVH is. “It’s silent.
It’s so important for OEMs to be able to
experience this with the demo car because it
proves the exceptional NVH that we can offer.
When they see all the gears in our system,
they presume there will be a lot of noise, but
“After joint research development with PSA and

prototype projects with other OEMs, we’re now
offering the eighth generation of the system”
Bert de Gooijer, CEO, Gomecsys
it’s just not the case. OEMs are cautious, so 2 1. VCR three-cylinder
they want something that’s proven and won’t four-stroke cycle engine
with actuation system
need years of development. Our demo car
offers this proof.”
2. The Gomecsys demo
The Gomecsys VCR crankshaft is designed car demonstrates
to offer an improvement in fuel efficiency, the impressive NVH
says de Gooijer, “You can gain about 2-2.5% capabilities of the system
CO2 reduction per compression ratio point,
so going from a CR range of 10 to 12 you
could gain 4-5%, but the combustion system
of the engine still has to work efficiently at
this compression ratio. The VCR crankshaft
is something you can just install in an engine,
but the combustion system has to be optimized
to run at a high compression ratio. If you used 5mm. “Because of this reduction,” he says, According to de Gooijer, combustion
a CR range from 10 to 14 and compared it “we can keep the crankshaft strong, and the engines will remain in use as a main energy
with a base engine with a fixed CR of 10, you gear loads low, so the durability of the gears is source for powertrain systems, including
could gain about 8% in the WLTP cycle.” not an issue.” He says that OEMs want to adopt hybrids, long into the future, but “every gram
The Gomecsys VCR crankshaft is an enabler tech that has minimum impact on existing of CO2 will need to be squeezed out of them”.
for variable compression ratio. Therefore, to engine designs while offering max impact He concludes, “I truly believe that all
get the maximum potential out of it, an OEM on efficiency and minimum impact on cost. different systems will have a place in the
needs to ensure its engine runs efficiently at a “Our design,” he adds, “has all this.” world and while I think hybrid systems will
high compression ratio. How they do this is He suggests that VCR is also ideal for hybrid gain a bigger market share, more needs to be
entirely up to them; one option, as used by engines using a fixed high CR, as they are done to make them more affordable, in the
Toyota to run their hybrids at high CR, is to limited in their power output. “They will not same way that much more needs to be done
use cooled EGR on the engine. have a turbo,” he says, “because there will be to make the cost of electric vehicles more
Generation 8, Gomecsys’ next-gen system, a destructive knocking. So, with variable accessible for everyday users.
was introduced earlier this year and is its compression ratio, the efficiency of the hybrid “As we’re a long way off this, continued
compact model. Developments in the system can be maximized while still having the power development is needed to ensure that the
have seen its gear width reduced from 10mm with a turbo when it is wanted. Non-turbo industry makes combustion engines as
six years ago, to 8mm, then 6mm, and now just hybrid engines can also be further optimized.” efficient as possible.”

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PRODUCTS & SERVICES
P2-type hybrid modules

Advanced on- and off-axis modules for P2-type hybrid vehicles enable features
such as stop/start, regenerative braking, boosting and pure electric driving
With the automotive industry

currently undergoing some
crucial changes, auto makers and
suppliers need to increasingly
pursue new mobility concepts
such as electric and hybrid
electric vehicles to meet trends
such as autonomous driving,
e-mobility, connected cars and
urban mobility concepts.
The P2 arrangement is now
attracting high levels of attention
in the field of hybrid architectures.
This technology allows pure
electric driving, as the disconnect
clutch is placed between the
internal combustion engine and
the electric motor. The electric
motor is in turn positioned between
the engine and the transmission.
All around the globe, BorgWarner BorgWarner’s P2 modules increase performance
and fuel efficiency, and offer hybrid functionalities
assists auto makers in handling the
difficult tasks that lie ahead of
them. By developing innovative The off-axis motor. For all longitudinal drivetrains
solutions such as the company’s arrangement has its motor as well as dual clutch transmissions
on- and off-axis P2 modules, placed parallel to the main axis (DCT), the on-axis arrangement is
BorgWarner not only meets the and is ideally connected via a chain of particular interest. This is true
rising demand for hybrid vehicle as a speed/torque transmitting for the DCT in particular if the dual
technologies but also strengthens element (Figure 2a). However, in the clutch module is nested inside
its position as a leading supplier on-axis arrangement, the motor is the electric machine with the
of clean and efficient drive directly on the main axis (Figure 2b). disconnect clutch, and for
technologies for vehicles with Figure 1: Solutions that are tailored The two architecture concepts longitudinal drivetrains, since the
internal combustion engines as to meet customers’ specific needs are mainly characterized by axial space is not limited to any
well as hybrid and electric are possible thanks to low- and high- differences in packaging space appreciable degree. Even though
voltage electric motor configurations
propulsion systems. due to the position of the electric the electric motor is larger – and
therefore heavier – in an on-axis
arrangement, it can be integrated
into the existing drivetrain space
since it requires neither further
space adjacent to the transmission
nor hardware for supplementary
torque transfer.
In contrast the off-axis
arrangement is very well-suited
to a transverse ICE orientation,
in particular because of its low
axial space demands and its high
flexibility with regard to electric
motor positioning, whereas the
electric motor can be directly

PRODUCTS & SERVICES
Figure 2a: The off-axis arrangement places the motor parallel to the main axis Figure 2b: The on-axis system layout locates the motor directly on the main axis
linked to the main shaft via a chain. with AT, CVT or other systems – packaging. In contrast, an allows a significant portion of
The off-axis arrangement offers can easily be counteracted in DCTs electric machine with a larger the pulsations coming from the
additional advantages such as the by positioning the electric motor diameter and a lower speed, motor to be eliminated, resulting
potential for further chain-driven and the OWC on one of the two which produces higher levels in lower noise, vibration and
assembly integration and an DCT shafts only. of torque due to its larger diameter, harshness (NVH) from the electric
applicable gear ratio. Especially when integrated into is better suited for the on-axis machine and reduced overall
To enhance the efficiency an HEV disconnect clutch, where configuration. Clutches or gearing system NVH. Heat dissipation
and packaging of P2 modules, the ICE is typically connected for can be nested inside the rotor or is improved and current density
configurations using a latching a considerable part of the driving stator assembly due to the maximized by a conductor with
mechanism, a one-way clutch time, the latching mechanism increased diameter of the electric a rectangular cross-section in
(OWC) or a triple clutch can be enables further enhancement motor, thus further optimizing the a distributed winding. This
used besides a classic single of the efficiency of a wet friction overall packaging benefits. configuration also reduces NVH
disconnect clutch. clutch by allowing maximum torque A high-voltage solution can and increases power density.
The concept of a single transfer at a significantly reduced provide a power output of over Another factor to take into
disconnect clutch not only applies closing pressure in the latched 100kW for substantial fuel account is the rotor assembly.
to all transmission types – it also condition. CO2 savings of 1.5g/km economy improvements by Compared with induction
achieves maximum durability and were demonstrated during allowing the vehicle to operate machines, an interior permanent
functionality as well as minimum simulations conducted by in full electric mode, whereas magnet (IPM) enables continuous
packaging by making use of a BorgWarner. This is achieved with a low-voltage system offers performance of the electric
wet-type clutch. Placed within the help of an integrated latching a cost-effective solution for machine and a somewhat higher
the electric motor, the disconnect mechanism with a closing time good CO2 reduction (Figure 1). efficiency since the magnetic
clutch in an on-axis arrangement of 60% and an average closing The most effective method field does not require external
enables rotor cooling via the clutch pressure of 6 bar in the WLTC in terms of continuous operating excitation. In addition IPM rotors
lube and allows the clutch housing drive cycle. performance is to cool the electric can be combined with all types
as well as the rotor carrier to be The operating and packaging motor using an oil-cooled system. of stator assemblies.
combined into a single component. of the e-machine, its cooling Here, the coolant is in direct BorgWarner’s innovative
Offering an attractive overall system, the winding types contact with key thermal P2 modules offer hybrid system
length for a hybrid DCT, the triple (distributed versus concentrated) components of the electric solutions that are tailored to meet
clutch design is the primary choice and the wire shapes (round versus machine. A water/ethylene glycol customers’ specific application
for DCT hybrid transmissions, with rectangular) as well as the rotor (WEG) system, in conjunction with requirements as they enable a
both dual and disconnect clutch assembly design, represent internally sprayed oil, allows high wide variety of configurations
nested within the electric motor. different setup considerations performance in configurations with made up of the company’s
The space required for the for the electric motor – allowing particularly high oil temperatures. leading technologies, including
disconnect device is further different configurations. The e-machine’s performance e-motors, friction clutches, chains
optimized by using an OWC. As the machine can be installed is also influenced by the winding and other systems.
This reduces complexity while alongside the engine more and the wire shape. The distributed
improving efficiency and reducing easily in an off-axis solution with wound stator assembly provides FREE READER INQUIRY SERVICE
system costs. The only compromise limited axial space, an electric for extremely low torque ripple and To learn more about BorgWarner, visit:
with this solution – the loss of machine of smaller diameter with cogging torque compared with a www.ukimediaevents.com/info/etm
engine braking when combined a higher speed is ideal in terms of concentrated wound motor. This INQUIRY NO. 501

We make big ideas work.*
* Developing tomorrow’s electric vehicles requires

nothing short of big ideas. That’s why we’ve formed
Eaton eMobility, a new group that brings together
our strengths in electrical and vehicle know-how.
Expertise in low- and high-voltage power distribution
and protection, as well as systems integration
capabilities, deliver electric vehicle solutions for
passenger cars, commercial and off-highway
vehicles. So bring us your technical challenges, and
we’ll bring you innovative, forward-thinking solutions.
Learn more at Eaton.com/emobility
We make what matters work.
©2018 Eaton. All rights reserved.

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PRODUCTS & SERVICES
Piston ring technology

A heavy-duty diesel piston ring with a unique surface profile offers enhanced engine
efficiency and robustness thanks to more even oil distribution around the cylinder bore
The increasing mechanical

Federal-Mogul’s new eLine piston ring has a circumferential groove toward its lower side, so surplus oil is retained below the ring
and thermal loads generated
in the latest heavy-duty diesel
engines present growing
challenges for the piston ring
pack. In particular, the rings
used in the second groove of
commercial vehicle engines –
which are predominantly designed
with a tapered profile on the
running face – can struggle to
maintain a homogenous oil film
when operating with bore
distortion or sub-optimal oil
supply. In current ring systems,
there is no inherent mechanism
to ensure the uniform distribution
of oil circumferentially around the
cylinder bore.
A tapered ring profile also
provides a comparatively large
running face area, which can
result in radial ring instability
when pressure between the
inner and outer diameter of
the ring is imbalanced.
These limitations are becoming
more significant as engine
manufacturers utilize ever greater
peak combustion pressures to
improve efficiency, while seeking
to reduce oil consumption and beneath the ring, and modifies ring instabilities, which are circumferential reservoir into
emissions, as well as increasing the running face area to reduce becoming more common due to the ring profile, the eLine ring
robustness and durability. gas pressure force. the industry trend for increased generates controlled oil flow
To overcome the challenges, “eLine is the first commercial peak combustion pressures.” around the bore as the piston
Federal-Mogul Powertrain has vehicle piston ring technology Local variations in oil supply reciprocates, improving the
developed a new piston ring that distributes oil circumferentially around the bore arise from oil uniformity of the oil film. The
technology for heavy-duty in a consistent layer,” explains flowing through the gap in hydrodynamic behavior of
engines. The eLine ring for use Dr Steffen Hoppe, director of the oil scraper ring during the the surface profile has been
in the second groove has a unique Technology, Rings & Liners at down-stroke, oil being dragged developed so as to create
running surface profile design: it Federal-Mogul Powertrain. along during gas transportation a reduced area for the gas
is barrel shaped instead of tapered “The design compensates for through the piston grooves, oil pressure force toward the upper
in the axial direction. The contact localized surplus oil droplets, throw-off effects, or limitations side of the ring, thereby helping
band is positioned toward protects against local oil film in the initial placing of the to stabilize the ring dynamics.
the upper side of the ring, with breakdown, supports low oil lubricant. During the different An important tool in developing
a circumferential groove toward viscosity strategies, improves strokes of the combustion cycle, the new ring profile has been
the lower side of the ring. This the sealing of combustion gases, the dynamics of the individual PRiME 3D (piston ring motion
combination of features distributes and reduces wear. The specific rings in their grooves can also and emission 3D), Federal-Mogul
oil more evenly around the cylinder running surface profile has also eject oil locally onto the bore Powertrain’s in-house dynamic
bore, retains any surplus oil been designed to prevent radial surface. By incorporating a simulation software, which

PRODUCTS & SERVICES
enables rapid optimization of bending by twisting and arching which have an immense influence
piston ring motion, sealing effects, in an axial direction, which can on blow-by and oil flow.
friction, oil flow and likely emissions lead to extreme tilting. PRiME 3D means the physical
during the development process. In highly loaded engines, description of exact conditions
The simulation is based on critically unstable situations can be determined at each crank
physical principles and runs in the boundary conditions angle. Established correlations
without adaptation factors, making described above mean the between predictions and
prediction of effects and the Reynolds equation must be measurements using existing
resulting values more accurate. solved in a non-traditional way, products allow the behavior of
The calculation of gas flows to avoid violating the condition new and untested ring packs to
and the resulting pressures are of continuity of the oil flow. It is be accurately predicted. Not only
a fundamental part of the prediction necessary to add flow as the ring can ring stability be determined,
of ring movement. To understand surface varies in distance from but a map can be generated
the influence of forces and the liner wall, as well as the flow showing areas with the greatest
moments generated by the local in a circumferential direction. potential for optimization.
gas pressures inside the clearance For stable piston ring Bench tests with eLine rings
the gas speed has to be matched conditions, high pressures and, in different diesel engines have
to the values of gas pressure, especially, divergent clearances shown a reduction in blow-by
stagnation temperature and cross- between ring and groove are of up to 20%. This converts
sectional area of the clearance. critical, otherwise the necessary directly into an increase in mean
All piston rings are in a state of gas pressure behind the ring to effective pressure and can thus be
Federal-Mogul Powertrain’s radial bending when mounted into secure a stable ring behavior at used to reduce fuel consumption.
dynamic simulation tool, PRiME their grooves. In particular, rings the liner wall cannot be achieved. Some customer tests have shown
3D, uses three-dimensional ring
pack analysis to enable rapid with non-rectangular cross- Unstable conditions can lead to even greater improvements on
optimization of piston ring motion, sections attempt to resist radial local axial or radial movements, specific engine types, when
sealing effects and emission values compared with taper profile rings.
The blow-by reduction is
attributed to increased ring
stability and improved sealing
by a homogenized oil film.
Further benefits of the
technology include more uniform
ring wear around the circumference
due to the reduction of local peaks,
which improves the long-term
wear and scuff resistance and
helps to accommodate expected
future reductions in oil viscosity.
In addition, latest engine bench
test results indicate a positive
impact of the eLine technology
on particle emissions.
Customers are currently
validating eLine piston rings for
specific applications in preparation
for market introduction. Federal-
Mogul Powertrain will present
the new technology in public for
the first time at this year’s IAA
Commercial Vehicles event in
Hannover, Germany.
FREE READER INQUIRY SERVICE

To learn more about
Federal-Mogul Powertrain, visit:
www.ukimediaevents.com/info/etm
INQUIRY NO. 502

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AAC 2018
Development and Research in
AUTOMOTIVE ACOUSTICS
November 26 – 28, 2018
10 th Anniversary
Pullman Aachen Quellenhof, Germany
Topics
Acoustics of Electric Drives and Hybrid Cars
Active Systems
Sound Quality, Trouble-Shooting, Sound Design
NVH Measurement, System-Analysis, Measurement Technology
Vehicle Acoustics (Engine, Powertrain, Gearbox)
Tire Road Noise
Numerical Methods, Simulation, Virtual Reality
Multi-Modality – Noise and Vibration
www.aachen-acoustics-colloquium.com
www.aachener-akustik-kolloquium.de
7 – 9 May 2019
Stuttgart, Germany
3 400+ 8,000+
Europe’s largest trade fair for H/EV and advanced battery technology
days exhibitors attendees
BOOK NOW
Co-located with
to secure one of the last prime locations
Contact our team today for exhibition and sponsorship opportunities

www.evtechexpo.eu info@evtechexpo.eu
PRODUCTS & SERVICES
Tribological technology
Extensive R&D in greases, anti-friction coatings, pastes, compounds, dispersions
and oils is helping to meet complex technical design and lubrication challenges
Electric motor
bearing grease
Connector/cable grease
and compounds
Grease for
electrical
connections
Non-conductive greases for Coatings for elastomeric

integrated motor/gearbox seals/O-rings
Typical hybrid electric vehicle applications of Molykote’s specialty lubrication products
Many challenges in challenges and is investing such as polyalphaolefin (PAO), under-the-hood environments.
automotive powertrain in materials and application polyalkylene glycol (PAG), silicone It has a high-shear-stable silicone
systems historically have been engineering capabilities for or perfluoropolyether (PFPE). base oil and proprietary anti-
tied to achieving fuel economy advanced propulsion systems. Today, there are more than oxidative additives that provide
and reduced emissions. With Molykote’s six technology 200 Molykote grease formulations high cycle stop/start capability and
increasingly stringent fuel efficiency, families – greases, anti-friction available to minimize wear and controlled low-temperature friction
emissions and safety regulations coatings, pastes, compounds, enhance powertrain efficiency. to ensure durable protection for the
– as well as evolving consumer oils and dispersions – address However, the company continues starter-motor application.
demands – there is even greater a wide range of performance to lead in application-matched The combination of increased
emphasis on lightweighting, requirements and enable design lubricant development, with new operating temperatures, aggressive
electrification, hybridization, flexibility. Specialty greases and thickener and additive chemistries fluids and electrification pose more
NVH reduction and durability, anti-friction coatings, in particular, enabling customized performance challenges for component and
while enhancing the overall driver have found extensive use within that balances loads, temperatures, system designers. To answer the
experience. Designers of future powertrain lubrication applications. speeds and other environmental call, the Molykote G-9000 grease
vehicle propulsion systems Greases, composed of a conditions as demanded by OEMs series uses a phenyl/fluorosilicone
will continue to push the limits base oil, thickener and additives, and component suppliers. copolymer technology that
in attaining fuel economy and are used in the driveline, e-motors, With increased electrification, combines the high-temperature
emission requirements, as well gearboxes, spindles, and high- and demands on stop/start motor resistance of a phenylsiloxane, the
as in creating a unique vehicle low-temperature bearings. reliability have more than doubled fuel resistance and lubricity of a
experience for the occupants. The base oil contributes in the past few years. Molykote fluorosilicone, and the electrical
With 70 years of experience greatly to the grease’s overall G-5025 grease is formulated to resistance of silicone in one grease.
in the industry and a multifaceted performance. Traditional mineral oil lubricate and protect the over- Applications are seen in high-
product offering, Molykote Specialty bases can provide an economical running clutch within the starter temperature areas throughout the
Lubricants works closely with global starting point, but more demanding motor unit. The grease is ideal powertrain, such as in proximity
customers to help solve complex powertrain applications require for the long life expectancy and to batteries, charging systems
technical design and lubrication higher-performance materials, extreme conditions typical of or braking assemblies.

PRODUCTS & SERVICES
Piston, camshaft, Manifold Dual-mass Clutch bearing

gasket flywheel seal grease Driveline and ball
tappet, main
coatings lubrication joint lubrication
bearing coatings
Fuel cap,
pump and
filter seals
Ignition system
lubrication
Fuel line
quick-
connect
Turbocharger seals
bearing greases
AC compressor Spline shaft

coatings/ lubricants
lubricants
Half-shaft
CVJ grease
Assembly
Starter motor fastener
greases/coatings coatings
Typical IC powertrain applications of Molykote’s lubrication products
In the continuing push to range from epoxies and phenolics Regulatory mandates, lower connectors, O-rings and gasketing,
increase efficiency and reduce to higher-performing resins like engine oil viscosities, and demand the D-9100 UV-cure anti-friction
driveline drag and noise, a new polyamide-imides (PAI) and are for longer engine life and quieter coating reduces and controls
low-friction Molykote grease is matched to the substrate and engines are driving growth of friction, noise and wear on plastic,
under development, with a unique application requirements. AFCs and spurring innovation. metal and rubber parts, while
additive package that provides These engineered solutions Requirements, typically described enabling fast processing. A water-
a step-change reduction in the provide durable, dry-film lubrication in terms of load, environment, based formulation leverages a
coefficient of friction compared and wear protection, and can be temperature and speed, result in polyurethane binder and PTFE
with current competitive products. ideal for demanding applications products that can serve a diverse and cures in less than one minute.
Anti-friction coatings (AFC) that require corrosion protection set of powertrain applications. Like the D-6600 anti-friction
are comprised of solid lubricants, and resistance to dust and One of the traditional powertrain coating, it can be applied via
a binder resin and additives in a contamination while providing AFC applications is on the pistons spraying, dip-spinning or brushing.
solvent. Solid lubricants typically lubricity. Additionally, customers of an IC engine. The D-10-GBL Now celebrating its 70th
are MoS2, graphite, fluoropolymers, and their partners can benefit from anti-friction coating, containing anniversary, Molykote remains
or other white solids. While Molykote AFC lab prototyping and graphite in a PAI binder, is screen- ready to solve lubricant challenges,
solid lubricants are the workhorse, testing capabilities, along with a printed onto the piston skirt and whatever and wherever the need.
binders must be selected carefully network of coating partners with reduces friction and wear during With renowned R&D and technical
to ensure that the solid lubricant the expertise to ensure proper break-in and then during cold-start support for chemistry and testing
particles adhere to each other and application for maximizing the and ongoing operation, where it labs, along with manufacturing
to the substrate. Binder options coating’s usable life. also reduces noise and vibration. that spans the globe, the brand can
The D-6600 anti-friction coating tailor products to meet regional or
offers excellent wear resistance global regulations and demands.
and lower coefficient of friction for Working with professionals
metal/metal pairings, particularly on current and future powertrain
at medium and low pressures, and systems, the Molykote team
for metal/plastic material pairings. continues to work hand-in-hand
Besides improving service life of with customers to develop the next
highly stressed components, it generation of tribological system
can assist in lightweighting efforts, solutions to enhance automotive
NVH reduction and corrosion and powertrain design.
protection. The epoxy-based AFC
with polytetrafluoroethylene (PTFE) FREE READER INQUIRY SERVICE
solid lubricant is finding a home To learn more about
in various applications. Molykote, visit:
Advanced formulations using siloxane copolymers along with specialized additives A next-generation coating www.ukimediaevents.com/info/etm
enable a wide variety of tailor-made solutions for specific challenge combinations INQUIRY NO. 503
that is especially suitable for plastic
82// September 2018 // Engine Technology International.com

With over 3 billion parts installed and failure rates less
than 1 PPM, SFC KOENIG is recognized for excellence in
sealing and flow control. The original inventor of the
pre-assembled metal-to-metal seal solution, we offer:
• a variety of sizes, material types and pressure ratings
• engineering support throughout the design process
• the easiest method of sealing drilled holes, with faster SENSORS FOR
DISPLACEMENT,
installation and fewer errors
• proven effectiveness in a diverse variety of
DISTANCE & POSITION

hydraulic, automotive and precision high
performance applications.
Non-contact eddy current sensors for

harsh industrial environments
 High precision and resolution
 Fast measurements up to 100kHz (-3dB)
 Resistant to dirt, pressure and oil
 Ideal alternative to inductive displacement sensors
 Customer-specific designs
Contact us to review
your application
and request samples.
Phone +1 203 245 1100 | info-us@sfckoenig.com
USA I Switzerland I Germany I China Tel. +49 8542 1680

www.sfckoenig.com www.micro-epsilon.com/eddy
INNOVATIVE SUBCONTRACTING SOLUTIONS
encart-pub-nincar-183x115mm.indd 1 20/07/2018 16:20
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ts banned ur career?
yo
SEP TEMBER
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what impa DIE SE L SU

PP OR T
t chief, Klau
s
elopmen
ND BMW’s dev unts a frank and
ON DE MA engineering Fröhlich,
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TDI engines
NE SS you early amic case for
ETi brings new Dyn compelling
V8 GO OD the GM’s all-
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up-close agement gyinternatio
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latest eigh and McLaren ww w.engin
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PRODUCTS & SERVICES
Managing thermal energy

The drive toward new energy vehicles and efficient conventional powertrains
represents a unique challenge for OEMs when managing thermal energy
Emissions, fuel economy,

legislation, eco-friendly,
electrification, engine downsizing,
CO2, autonomous… the list goes
on. What is the common thread
among these terms and why are
they becoming so prevalent? The
answer is simple – the shift toward
more efficient and environmentally
friendly solutions.
Legislation continues
to drive global OEMs to
reduce emissions and improve
fuel economy by imposing stringent
standards. How OEMs choose to
address these standards varies.
Some are downsizing engines or
introducing hybrid electric variants
of popular models. Others are
opting to shift product line-ups
straight into full-electric or fuel
cell electric vehicles. Still others
are adopting a mix of approaches.
OEMs also are continuously
seeking new ways to generate
more horsepower, reduce power
consumption, and improve both
packaging and operating efficiency.
The heat pump system is an alternative to conventional electric heaters with the benefit of cooling occupants in a single solution
Then, there are the new electric
vehicle entrants arriving on the
scene introducing passenger cars The bar chart shows EV driving range This new playing field changes management, Hanon Systems
and autonomous driving solutions with the PTC heater versus a typical the competitive landscape, creating offers a suite of solutions to
in unprecedented cycle times. heat pump using no heat as a baseline an interesting challenge for OEMs address this challenge. Chillers
and suppliers. These dynamics deliver coolant to batteries
are what fuels Hanon Systems, and enable heat pump cooling
a full-line supplier of thermal and performance, while refrigerant and
energy management solutions. coolant contact heat exchangers
Equipped with a portfolio dissipate battery heat for precise
specifically designed to help OEMs temperature control that improves
meet these legislative challenges lithium-ion battery performance
in conventional powertrains, the and life. Beyond battery thermal
company is also able to support management, the company also
alternative powertrains. supplies solutions to control the
Today’s vehicles now contain temperature of sensors, electronics,
more electrical componentry than power inverters and other heat
ever before, and maintaining the management tasks using plate or
optimal operating temperature of tube-type heat exchanger designs.
these devices is a critical factor in OEMs seeking peace of mind
automotive design. As an expert can team with Hanon Systems
in automotive thermal and energy for proven solutions, many

PRODUCTS & SERVICES
flow rate in the refrigerant loop

and enabling heating and cooling
by switching between modes and
reversing heat exchanger function.
By redirecting the refrigerant
using the multipurpose valves from
Hanon Systems, cabin cooling and
heating can use the same system
components. Also available is the
next wave of valve innovation. The
electronic thermal expansion and
shut-off valve family is a combined
solution with expansion and
switching functionality in a single
component. Capable of supplying
refrigerant flow in one direction
for heating and cooling in the other,
this valve incorporates a patented
ball-sealing design, an integrated
expansion groove and exceptionally
tight seal to provide bidirectional
full flow functionality.
In terms of electromechanical
devices, actuators stand out as
a key element and most include
a brushed motor. Hanon Systems,
Thermal expansion and the shut-off valve supplies heat flow in one valve position and cooling in the other. The ball-sealing design, with its range of products that
integrated expansion groove and tight seal is able to provide bidirectional full-flow functionality and immeasurable pressure drop require a rotational position to
operate, has developed a new set
of which can be applied to electronic coolant valves will only Delivering cabin comfort in of multipurpose actuators for its
electrified and conventional use energy when changing position cold or warm conditions without various end products. The design
applications. The company has to route coolant based on need, significantly impacting electric incorporates a brushless DC motor
decades of field-proven results and are available in a number vehicle driving range is another to offer a higher power density,
moving coolant and refrigerant, of configurations and control important consideration for OEMs. a longer life and much improved
and is a leader in automotive fluid strategies. With an innovative Hanon Systems has delivered on electromagnetic compatibility
transport. Internal heat exchangers cylinder concept, the valves this challenge with its heat pump (EMC) characteristics than its
(IHX) enhance refrigerant deliver discrete control of coolant system. Powered by an electric brushed alternative. Two versions
performance combining suction and can be extended to address scroll compressor, this innovative of the multipurpose actuator are
and liquid A/C lines to exchange more complex control solutions. design draws heat from ambient in development – mini and micro –
energy in a counterflow The heart of a vehicle’s air and repurposes waste heat from and enable cost and manufacturing
arrangement. These coaxial tube A/C system is the compressor, the vehicle’s electronics, motor and efficiencies in addition to intrinsic
designs integrate directly in the which pressurizes and circulates inverter, to serve as an additional design elegance.
refrigerant circuit for better cooling refrigerant through the system. The heat source in cold conditions. Considering all the challenges
capacity than conventional A/C strength-enhanced scroll design of Compared with more conventional OEMs are facing in today’s highly
lines and are available in multiple the Hanon Systems electric scroll systems that incorporate a positive competitive automotive market, the
variants, including the patented compressor features an onboard temperature coefficient (PTC) answer is right around the corner
tube-in-tube IHX design. e-motor and high performance heater, the company’s approach when it comes to thermal and
Electronic coolant pumps electronic inverter. Operational supports the vehicle’s heating energy management needs. With a
and valves support the transfer across a wide speed range system while increasing the driving current footprint of 18 engineering
of coolant across the propulsion – 850-11,000rpm – the compressor range of battery electric vehicles. sites brimming with expertise and
gamut, from combustion engines incorporates two pre-outlets that Capable of meeting the desired locations across 20 countries,
to electric, hybrid electric and fuel enable high efficiency in low-load cabin temperature in challenging OEMs should look no further.
cell vehicles. The technology conditions and coated scrolls with sub-zero temperatures, this new Hanon Systems, the right partner
also has universal applicability to back-pressure control to optimize solution from Hanon Systems for automotive thermal and energy
support the cooling of batteries, compression efficiency. Electric offers a significant power saving management solutions.
DC/DC converters and power scroll compressor solutions have alternative to PTC heaters while
electronics. Boost pumps operate wide applicability across hybrid, also providing passenger cooling. FREE READER INQUIRY SERVICE
on demand, using energy only as electric and fuel cell vehicles, Refrigerant valves are another To learn more about
needed, which minimizes energy as well as heat pump system key component in a climate or Hanon Systems, visit:
consumption and can reduce the applications that use R134a, heat pump system, controlling www.ukimediaevents.com/info/etm
INQUIRY NO. 504
total number of pumps. Multiport R1234yf or R744 (CO2) refrigerants. the pressure, temperature and

CO2
Emissions
PRODUCTS & SERVICES
Efficient performance
A cutting-edge concept engine with water injection promises RDE-compatible
performance as well as improved transient behavior and torque at low speeds
Built into an Alfa Romeo

AVL’s concept
4C, AVL’s concept engine engine has
– HyPer 200 – has a displacement been operated
of 1.75 liters and delivers an output up to 7,000rpm
at lambda 1
of 480ps at 8,000rpm, which
equates to a specific output of
200kW per liter of displacement.
As the engine is always operated
at lambda 1, the engine is clean
and RDE-2 compatible. Through
the introduction of water injection,
AVL has made it possible to build
an RDE-compatible engine for the
highest performance class.
AVL wants to bring customer
and real-world consumption closer
together. The changes made to
driving cycles and boundary
conditions have increased fuel
consumption by 15%, but for future
CO2 requirements, a reduction of
20-30% would be needed. In
total, this adds up to a required
consumption level reduction of
around 40% – and that’s a lot.
It’s not possible for the engine
alone to achieve this, but it can
make a contribution. Water injection aftertreatment system, which emission reduction was achieved
prevents excessive increase in fuel further reduces the already low through the injection of water – a
consumption at high loads due particulate emissions levels method well known throughout the
to enrichment. Thus the limits of produced by the engine. aircraft engineering and motorsport
downsizing can be shifted towards With turbine entry temperature engineering industries.
smaller displacements. being limited, most conventional And since the gasoline quantity
Despite its small displacement, high-performance engines require is calculated for a lambda of 1, the
the AVL HyPer 200 concept engine enrichment for component car is also fully RDE compatible.
with water injection promises to protection. In the case of the HyPer On the test track, the company’s
deliver top performance, driveability 200, necessary cooling is achieved concept vehicle has already driven
and it is RDE compatible. Realized with water instead of an added up to 7,000rpm full load at lambda 1
Equipped with water injection tech,
in a concept vehicle, the unit meets the concept engine is RDE compatible injection of gasoline. operation, so the development
all of the requirements for volume The gasoline is injected directly objective of producing an RDE-
production and promises excellent the back pressure. This improves into the combustion chamber at compatible engine has been met.
transient behavior and torque at gas exchange – a positive pressure a pressure of up to 350 bar. The AVL’s high-precision simulation
low speeds due to the use of an gradient between intake and water injection system operates tools enabled the completion of
electric supercharger. exhaust is reached, even when as port fuel injection at a system major tasks as virtual development
To develop the HyPer 200 further traveling at high speeds. This, in pressure level of 7 bar. Water throughout the project saving both
and make it RDE compatible, it turn, is able to improve knocking has a higher heat of evaporation time and costs.
was designed to allow for a catalyst behavior and, consequently, power than gasoline and also has zero
volume that is twice that of the output and the engine’s tolerance emissions. If water is used to reach FREE READER INQUIRY SERVICE
series engine. The larger catalyst of high compression ratios. a suitable turbine entry temperature To learn more about AVL, visit:
volume helps to convert emissions In the next step, a particulate rather than gasoline, then gasoline www.ukimediaevents.com/info/etm
INQUIRY NO. 505
at high mass flows, but also lowers filter is added to the exhaust gas can be saved. Consumption and

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PRODUCTS & SERVICES
Precision measurement
High-performance eddy current displacement sensors enable micron-accurate
measurement in harsh industrial environments and fluctuating temperatures
Eddy current displacement

sensors from Micro-Epsilon
occupy a special position among
inductive displacement sensors.
Insensitive to most environmental
influences including temperature,
pressure and dirt, they measure
displacement, distance and position
with high accuracy. The compact
eddyNCDT 3001 model now offers
larger measuring ranges, thereby
opening up new application fields
within the automotive industry.
Eddy current sensors from
Micro-Epsilon are unique among
inductive measuring techniques.
They provide reliable measurement
results even in harsh, industrial
environments at the highest
precision and high bandwidth.
Measuring via eddy current is
based on the extraction of energy
from an oscillating circuit. This
energy is needed for the induction
of eddy currents in electrically
conductive materials. Here, a Active temperature compensation
coil is supplied with an alternating enables maximum signal stability
current, causing a magnetic field
to form around the coil. When an behind an insulating layer can sensors are now also available inductive sensors in the same
electrically conducting object is be used as a measuring object. with an M18 housing, covering price class. Additionally, the
placed in this magnetic field, eddy Even dust, dirt and oil do not measuring ranges from to 2mm eddyNCDT sensors are factory-
currents are induced, which then affect the measurement. This to 8mm. These ranges open up calibrated for ferromagnetic and
form a field according to Faraday’s immunity, combined with the new areas of use. non-ferromagnetic objects such
induction law. This field acts against sensor’s robust, temperature- The sensors are protected up as aluminum and steel. Customer-
the field of the coil, which causes resistant design, enable highly to IP67 and so are universally specific adaptation to alternative
a change in the impedance of precise measurements in harsh, applicable in automation, machine materials is also possible.
the coil. This impedance can industrial environments. building and machine design. eddyNCDT sensors from Micro-
be calculated with controller by The eddyNCDT 3001 series is Furthermore, these sensors are Epsilon offer precise measurement
looking at the change in amplitude specially designed for applications temperature-compensated up to and are used in situations where
and the phase position of the where conventional, inductive 70°C. As the sensors are easy micron accuracies are required.
sensor coil. displacement sensors have often to use and provide an excellent Used in temperatures from -40°C
This principle can be used for reached their performance limits. price/performance ratio, they are (-40°F) to more than 200°C (392°F),
measurements of all electrically Their compact dimensions have particularly suitable for high-volume the sensors are robust against
conductive materials. The special to date only been reserved for and OEM applications, as well as temperature fluctuations.
coil wrapping of the Micro-Epsilon inductive sensors and proximity for salt water in offshore/marine
sensors enables very compact sensors. This compact sensor with applications. The high measurement FREE READER INQUIRY SERVICE
sensor designs, which can still integrated electronics stands out accuracy and linearity, as well as To learn more about
be used across high temperature due to easy operation. In addition the high frequency response rate Micro-Epsilon, visit:
ranges. As eddy current penetrates to the M12 housing, the powerful of 5kHz, are outstanding features www.ukimediaevents.com/info/etm
INQUIRY NO. 506
insulator materials, even metal eddyNCDT 3001 eddy current in comparison with conventional

17th International Congress and Expo|3 – 6 December 2018, Berlin, Germany
PLENARY SPEAKERS (AMONGST OTHERS)
Dr Nikolai Ardey Xavier Dupont Swamy Kotagiri

Head of Powertrain Development, President, CTO, Magna International,
Audi AG Valeo Powertrain Systems Business Group President, Magna Powertrain
Denise Gray Mamatha Chamarthi Dr Gary Horvat

President and CEO, CDO, CTO,
LG Chem Power Inc. ZF Friedrichshafen AG Proterra
CHAIR
1.350 Delegates
125 Exhibitors at the CTI SYMPOSIUM EXPO
Prof. Dr Ferit Küçükay 40 % International Participants
24 Countries
Director,
Institute of Automotive Engineering,
Technische Universität Braunschweig
SPONSORS
www.drivetrain-symposium.world/de | #CTI_sym | www.facebook.com/CTISymposium

PRODUCTS & SERVICES
Development platform
Streamlined automation of the engineering design process enables faster
development cycle times, as well as reduced prototyping and testing costs
The global automotive

industry faces enormous
challenges from increasingly
tightening emissions legislations.
Regulatory differences between
European, Asian and US markets
enhance complexity, while OEMs
are constantly seeking to reduce
development cycle times.
There is a continuous demand
for efficient strategies to develop
cost-effective solutions that meet
regional emissions regulations.
Schematic diagram
As a result, simulation techniques of Euro 4 exhaust
for exhaust aftertreatment systems aftertreatment system
have gained popularity.
Courtesy of BASF
BASF’s Catalysts division is a
leading supplier of environmental
and process catalysts. Responding
to a request from a customer – a
truck manufacturer – the company
researched to provide technology
capable of reducing catalyst costs capabilities, led to evaluation of
and improving performance of the 500 catalyst system designs within
current Euro 6 production exhaust two weeks. Manufacturing and
aftertreatment system. With the testing few prototypes would have
aim of optimizing the operational taken us months and considerable
parameters for accurate emissions resources due to the expensive
prediction, BASF proprietary precious metals incorporated and
exhaust simulation models were additional operational costs,” says
integrated in ModeFrontier, the Dr Stefan Kah, responsible for
Esteco optimization platform, to application engineering modeling
Courtesy of BASF
streamline process automation in at BASF Catalysts Germany.

the engineering design process. “Despite the large amount of data,
Engineers at BASF focused we were able to quickly rationalize
on developing a model-based and visualize results in a smart and
simulation for an exhaust system efficient way. The parallel coordinate
comprising a diesel oxidation chart enabled us to identify the
The parallel coordinate chart enabled
catalyst in order to investigate selection of the customer’s desired and explored sensitivity of the suitable prototype candidates
the trade-off between cost and cost and system performance level system performance. Consequently, capable of matching particular
catalytic performance. Besides the optimization task was driven cost and performance targets
the minimization of the tailpipe NOX models to simulate accurate by the genetic algorithm MOGA-II based on customer preferences.
emissions by simulating a transient emissions prediction. Four catalyst to help minimize catalyst cost and We look forward to demonstrating
homologation cycle (WHTC), design parameters, considered tailpipe emissions. the benefits of the toolchain for
several functionalities of the as major cost drivers, were Using simulation and optimization other customer applications.”
oxidation catalyst such as NO investigated in ModeFrontier techniques, the desired result
and hydrocarbon oxidation needed multi-objective optimization was obtained in a very short time FREE READER INQUIRY SERVICE
to be optimized in parallel. platform. As a first step, performing compared with the traditional To learn more about
An effective toolchain was design of experiments (DOE) testing and prototyping. “Our Esteco, visit:
developed building upon BASF analysis enabled identification simulation toolchain, combined www.ukimediaevents.com/info/etm
INQUIRY NO. 507
proprietary exhaust catalyst of the most important parameters with ModeFrontier optimization

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PRODUCTS & SERVICES
High-strength alloy
Lightweight alloy offers greater strength-to-weight ratio and heat resistance,
opening the door to thinner-walled cylinder head combustion chambers
Global trends such as

autonomous systems,
sustainability and urbanization
are driving the automotive industry
toward more reliable, low-cost,
high-performance and
environmentally friendly
vehicles. Key levers for
achieving these goals
include the use of new
materials as well as
major improvements
in existing ones.
To comply with
current and future
industry demands,
materials across
vehicle structure
and propulsion
applications
must be lighter
while delivering
enhancements
such as a higher
strength-to-weight
ratio, high resistance at
elevated operating temperatures,
crash worthiness and thermal
conductivity, among others. Cylinder head of the
Regarding the internal 2.0-liter inline four-cylinder
DOHC GME-T4 gasoline
combustion engine, regulations engine developed by FCA
in the world’s largest automotive with stringent emissions
markets demand strict compliance and fuel economy standards.
For instance, in the EU vehicle
emissions must be lower than
15
95g/km of CO2 by 2020. temperatures
10 These challenges need to approach 300°C.
be addressed without sacrificing With the support of the
5 engine performance or output. US Department of Energy (DOE),
Thus higher power density engines Nemak, together with Fiat Chrysler
0
are required – that is, smaller and Automobiles (FCA) and Oak Ridge
-5 lighter engines that deliver the National Laboratories (ORNL),
same power as their predecessors. embarked on the task of producing
-10
The problem is higher power a high-temperature, high-strength
-15 density engines will run at higher aluminum alloy for ICE applications.
temperatures, in some cases up The target was clear: to design

80 70 60 50 40 30 20 to 75°C higher. This takes current a high-strength aluminum alloy
commercially available aluminum with the equivalent castability
A visual representation of the atomic distribution of strain hardening precipitates
alloys to their limits, particularly and machinability characteristics
as working combustion chamber equivalent to those of current alloys

PRODUCTS & SERVICES
The ACMZ alloy demonstrates superior performance at high temperatures Atomic distribution of precipitates under further magnification
Scanning electron microscope showing hardening precipitates Microstructure of the high-strength alloy at high-temperatures
Cu, Fe and Mg were simulated to crack during the pouring process at one of the company’s product
in a variety of ranges to identify and subsequent solidification. development centers and shipped
select alloy candidates which, The new alloy is named 16HT or to FCA for engine testing.
in turn, were cast and tested at ACMZ after its main components: Currently, FCA continues to
ORNL and Nemak’s labs. aluminum, copper, manganese and evaluate the alloy’s durability levels
All essential materials properties zirconium. At higher temperatures, at its testing facilities in the U.S.
– including static strength, thermal ACMZ offers clear advantages Initial dynamometer tests performed
conductivity, low- and high-cycle vis-à-vis current aluminum alloys on a turbocharged engine yielded
fatigue and creep resistance – (AlSi7Mg and AlSi7Mg+0.5Cu) used positive results, reinforcing the
were evaluated not only for the in the production of cylinder heads. project’s promising outlook.
new alloy, but also for other Once the laboratory results were According to FCA’s Advanced
commonly used alloys for completed, and the alloy with the Engineering team, the ACMZ alloy
and with no significant cost penalty cylinder head manufacturing. greatest potential was identified, has the potential to open the door
compared to the current premium This benchmarking was key to the challenge was to ensure sound to the production of cylinder heads
aluminum alloys of the A356 family. understanding the roles that each castings, as poor castability is one designed with much thinner-wall
During our four-year collaboration element plays in aluminum-based of the main characteristics of the combustion chambers, which in
with FCA and ORNL, cutting-edge alloy performance. aluminum copper alloy family. turn would free space within critical
material characterization technology The result of these efforts was an Nemak’s product development and areas of the cylinder head, giving
was employed, alongside integrated affordable lightweight alloy capable R&D teams focused on designing engine designers a helping hand
computational material engineering of withstanding temperatures 100°C the molding parameters in two in the pursuit of balance between
(ICME) techniques featuring virtual higher than the currently available different casting processes: gravity efficiency and performance in the
alloy design. These simulations aluminum alloys. Most importantly, in semi-permanent mold (GSPM) next generation of vehicles.
were done using ORNL’s Titan the new alloy also features excellent and low pressure in die casting
supercomputer, one of the most resistance to hot tearing. Previously, (LPDC). In addition, heat treatment FREE READER INQUIRY SERVICE
powerful computers available for the major obstacle to a broader use solutions were developed at the To learn more about Nemak, visit:
scientific research in the world. Up to of this family of alloys had been the company’s R&D labs. Subsequently www.ukimediaevents.com/info/etm
10 chemical elements, including Al, tendency of the vehicle component cylinder head prototypes were cast
INQUIRY NO. 508

PRODUCTS & SERVICES
Exhaust gas recirculation

The TVS EGR pump uses 48V vehicle architecture and high-efficiency
turbocharger technology to lower pumping losses and increase fuel economy
Many countries have, or

are actively developing, fuel
economy standards for heavy-duty
trucks. Canada, China, Japan and
the USA have policies in place,
while Korea, Mexico and several
European countries are looking
to introduce programs. These fuel
standards go hand-in-hand with
initiatives to reduce emissions.
Internal combustion engine
manufacturers have long used
exhaust gas recirculation (EGR)
as a NOX emissions-reduction
technique. Recirculating a portion
of an engine’s exhaust gas back
to the cylinders dilutes the oxygen
in the incoming air stream and
provides gases inert to combustion
to act as absorbents of combustion
heat to reduce peak in-cylinder
temperatures. NOX is produced
in a narrow band of high cylinder
temperatures and pressures.
A variable-geometry turbine
(VGT) turbocharger is used to raise
the exhaust pressure to drive the
EGR. This works to get the desired To meet the challenge, Eaton
result of recirculating the exhaust leveraged its Twin Vortices Series
gas back into the engine cylinder, (TVS) technology and expertise using electrically controlled,
but it saps horsepower from the in positive displacement pumps TVS-based positive displacement
engine, thus reducing or eliminating to develop the TVS EGR pump. pumps for automotive fuel cells than competitive pumpless
possible fuel-economy gains. While the two are similar, it is also aided development of the EGR systems.
Eaton is now developing an important to note that an EGR EGR pump. That means the turbocharger
EGR pump, an innovative solution pump is not a supercharger. The result is a solution that system can be optimized for
designed to save fuel and contribute Whereas a supercharger generates enables the use of a high-efficiency maximum efficiency without being
toward meeting stringent global a high boost with pressure ratios turbocharger to allow lower engine compromised by the need to drive
emission regulations for heavy- of 2.0 to 3.0, an EGR pump uses pumping losses as well as the EGR. The practical outcome of
duty diesel powertrains without a shorter rotor assembly and lower increased fuel economy. the redesigned EGR system is that
depleting horsepower. twist to produce an air flow just The TVS EGR pump changes a high-efficiency, lower-cost, fixed-
Developing an EGR fuel pump slightly above the intake pressure – the EGR system architecture so geometry turbo (FGT) replaces VGT
is not without its hurdles. The high- a ratio of 1.05 to 1.5. that the turbocharger no longer turbocharger technology. In an
temperature gas exchange that Eaton also applied its has the function of pumping the engine designed with an efficient
contains high levels of diesel soot advanced R&D programs and EGR. Using power from a 48V FGT, the engine pumping work is
is a threat to the mechanical and exhaust heat recovery experience electrical architecture, which is decreased, enabling better fuel
electrical portions of the EGR to understand and accommodate becoming more common in new economy, or more precisely, better
pump. Furthermore the solution the high temperature and sooty commercial vehicles, allows this brake-specific fuel consumption.
requires low inertia and a simplified environment in which EGR pumps new EGR pump to be completely Because it is electrically driven
engine architecture to enable operate. The company’s expertise independent from engine speed with low inertia, the TVS EGR pump
a fast response. in providing precise air control and much more controllable has faster response times than

PRODUCTS & SERVICES
Left: Eaton’s EGR pump has Above: The TVS EGR

been developed to save fuel pump changes the system
and contribute toward more architecture so that the turbo
stringent emission regulations no longer pumps the EGR
as well as the venturi used to

measure EGR flow rate. With
Further aiding the engine’s pressure sensors for calculating
efficiency, the TVS EGR pump EGR flow, the TVS EGR pump
provides the desired EGR flow to eliminates the need for complex
known as an open-loop control. maintain the engine’s Miller cycle sensors such as today’s venturi.
This is a crucial advance as OEMs operation – leveraging late-intake The new Eaton TVS EGR pump,
look at managing EGR flow rate in valve closing for increased fuel as displayed at the 67th IAA
today’s system with EGR valves all parts of the engine operating efficiency – and other key operating Commercial Vehicles Show, in
and better control of EGR than the map with the incumbent EGR and functions. The pump is proven to Hannover, Germany, is currently
incumbent technology, because VGT technologies. flow exhaust gases from a lower undergoing evaluation with heavy-
the volumetric flow rate of a positive Furthermore rate control during exhaust pressure to a higher intake duty commercial vehicle engine
displacement pump can be engine transient events is likely to pressure EGR system and can flow manufacturers. A preliminary
precisely measured as a function be more controllable because it will today’s EGR levels as well as levels production start date has been
of the pump speed (which is known be a function of EGR pump speed required for 2024-2025 standards. set but not announced publicly.
from motor feedback through rather than of the rapidly changing The TVS EGR pump improves
a controller area network). engine flow dynamics during EGR and boosts the system’s
If the fluid density is known, transients. Moreover the EGR flow architecture with few parts and
To learn more about
the mass flow rate then can be rate change can be made to lead lower costs. It also allows the Eaton, visit:
accurately calculated because the flow events rather than to follow OEM to remove several expensive www.ukimediaevents.com/info/etm
of the pressure and temperature them, thanks to independently components, including the turbo’s INQUIRY NO. 509
sensors in the EGR loop, also controlled pump speed. VGT and actuator, the EGR valve,

PRODUCTS & SERVICES
Model-based system test

Integrated testing and simulation tools enable evaluation throughout development,
using virtual models, combined virtual-physical models and physical prototypes
Market trends in the

transportation industry have
a considerable impact on testing
processes. Vehicle manufacturers
market an exponential number of
vehicle variants in response to the
global trend of mass customization.
These vehicle variants have to meet
consumers’ requirements in terms
of vibration and acoustic comfort,
while minimizing fuel consumption
and integrating an ever-larger
number of passive and active
safety systems.
Engineering powertrains
today is more complex than ever.
Engineering teams must carefully
balance the sometimes-conflicting
requirements of noise and vibration
comfort versus fuel economy; and
they also have to consider the
effects of control systems and
understand, or even predict, the
behavior of the integrated
powertrain.
As the complexity of cars
increases, recurrent testing of
physical prototypes becomes a
highly ineffective way of solving Siemens simulation and test software
enables the close collaboration of
problems. Therefore, development engineers throughout the complete
processes become more vehicle development cycle
simulation-driven. This does not
mean that the workload of test merging these processes will be Tools will need to be more the world of simulation. As an
engineers decreases, however; effective in finding the right balance adaptable to manage varied test essential part of the Simcenter
quite the opposite. All the between functional performance campaigns. Testing processes portfolio, Simcenter Testlab Neo,
complexity, innovation and requirements. This requires testing will need to be more transparent the new testing platform for the
personalization of car design tools that are able to bridge the and integrated into design and next generation of users, will
means more variants, more gap between both worlds. These development; and data will need provide a versatile tool that can
components and systems, more include, for example, interfaces to be linked all the way through evolve the digital twin process,
innovative design exploration, and for simulation data for validation, the entire chain to match the final while supporting the need for
more attention to quality issues. correlation, processing and product. The only way to achieve quality data within the design
That is a lot to be tested, validated, reporting, as well as capabilities this critical level of traceability in process. It provides a platform for
verified and certified. to create virtual channels based light of final product verification a highly effective and productive
To successfully develop on actual measurements and and certification is to acquire testing process, an integrated
vehicles nowadays with their simulation models. quality test data and correlate process that can close the loop
complex powertrain configurations Throughout the product or match it against the original with simulation.
and smart systems, it is crucial management cycle, testing simulated model. Simcenter Testlab Neo closes
that simulation and test engineers processes will have to evolve to With the Simcenter portfolio, the simulation-testing loop by
closely collaborate. Only OEMs that handle the workload and faster the world of testing has begun putting the model right in the
are capable of creating synergy by model-driven design iterations. this journey, merging testing into process using a program called

PRODUCTS & SERVICES
Technology advancement in model-

based system testing is providing
insights into the real functional
performance of a product or system
units in the created processes.

The function mock-up interface
(FMI) is a new and open interface
standard to conveniently exchange
models from different simulation
environments. Simcenter Testlab
Neo supports the FMI (revision 2)
standard for co-simulation. In this
process, the Simcenter Testlab
Process Designer can act as a
co-simulation master. Inputs and
outputs of the simulation model
are coupled to all existing analysis
methods in the active process. All
model variables are calculated for
the actual operating conditions
during a test, and the resulting
time traces become available as
additional virtual channels, in a test
Simcenter Testlab Neo utilizes flexible functionality to enable quicker test analysis data format.
Simcenter accelerates system
Simcenter Testlab model-based functionalities that bring the concept or post-processing with Simcenter testing at any development stage
system testing – or MBST. This of model-based testing to life. Testlab Neo. by integrating its simulation and
system allows for model-driven Simcenter Testlab Neo offers With the Sketch Viewer, OEM test tools. The new model-based
data selection of multiphysical model-driven access to Simcenter engineering teams decrease the system testing capabilities maximize
simulation results from Simcenter Amesim data, with a functionality time spent on correlating simulation consistency of tools and methods
Amesim software. Using measured called Sketch Viewer. Within the and test results. Furthermore, they used along the entire development
inputs, it enables on-the-fly creation Simcenter Testlab Neo desktop, eliminate errors and uncertainties cycle of systems and enables
of model-based virtual channels. test engineers access simulation resulting from using different attribute-specific evaluation
It provides full-system validation results from Simcenter Amesim post-processing platforms. throughout the development cycle,
based on combined physical and and browse the system’s simulation The Simcenter Testlab Neo also using virtual models, combined
virtual testing during any stage model. They can then graphically introduces the Process Designer virtual-physical models, and
of development. Using Simcenter interact with the model and select functionality. This fully customizable physical prototypes.
Testlab testing closes the loop with one or multiple components of the and flexible functionality speeds up
simulation, providing insights into model. The simulation variables analysis, supports multidisciplinary FREE READER INQUIRY SERVICE
the real functional performance of corresponding to the selected analytics, and embeds simulation To learn more about
a product or system. components are immediately listed models as part of any process flow. Siemens, visit:
Within Simcenter Testlab 18, in Simcenter Testlab Neo and can The Process Designer supports the www.ukimediaevents.com/info/etm
INQUIRY NO. 510
Siemens has introduced novel be used for visualization, reporting integration of functional mock-up

PRODUCTS & SERVICES
Low-speed pre-ignition
A three-part propensity and durability test evaluates fresh and used oil
performance to prevent the harmful effects of low-speed pre-ignition
The automotive industry’s relevant oil drain interval (ODI).

acknowledgment of the To quantify LSPI durability, an
harmful effects of low-speed engine test methodology that
pre-ignition (LSPI) and the recent evaluates LSPI on fresh oil, then
licensing of new API SN Plus ages the oil using a relevant duty
specification is now reducing this cycle, then finally re-evaluates the
harmful, sometimes catastrophic aged oil for LSPI propensity, was
event in turbocharged gasoline developed. Using this three-part
direct-injected (TGDI) engines. testing protocol, researchers are
However, it is important to finding that not all formulation
note that the new specification strategies that mitigate LSPI
only evaluates the performance of as fresh oil also provide LSPI
fresh-oil LSPI. Recent studies have reduction once the oil is aged.
found that LSPI propensity can “We thought it was important to
change over an oil drain interval. go beyond standard tests to fully
Although the API SN Plus tests understand LSPI propensity and
effectively quantify LSPI propensity durability in both fresh and used
of fresh oil, they do not quantify the oils. This helps us formulate a
LSPI propensity of aged oil. This is solution that we are confident can
an important distinction as engine truly mitigate harmful LSPI in TGDI
oil and chemical additives change engines throughout the oil drain
and degrade over time. interval,” says Alex Michlberger,
Researchers are now starting lead technologist for passenger
Low-speed pre-ignition can
to introduce the concept of LSPI car engine oil testing at Lubrizol. cause significant damage to
durability, defined as the ability of To that end, a specialized the pistons of an TGDI engine
an engine oil to resist LSPI over a engine dynamometer test cycle
was developed to age the oil
Four oil formulas – both fresh and between fresh and aged LSPI
aged – were tested for low-speed
tests. To ensure real world
pre-ignition mitigation. The findings
showed that LSPI propensity often relevance, this cycle was based
increased significantly in aged oils
on the World Harmonized Light were successful at mitigating LSPI
Vehicle Transient Cycle (WLTC). in fresh oil; however, following the
The testing protocol included LSPI aging process, the propensity
evaluation followed by 100 hours of LSPI was observed to be very
of aging, followed by a second different. Both formulation 2 and 3
LSPI test on each oil. In this showed very poor LSPI durability,
manner, both the fresh and aged while formulation 1 was the only
LSPI propensity of each engine oil oil to continue to mitigate LSPI
was evaluated. when aged.
A total of four oils were tested: “This is an important finding –
a baseline oil – all calcium detergent that not all oils which pass a fresh
system (poor LSPI performance); oil certification test may mitigate
Formulating solution 1 – calcium is LSPI over the full oil drain interval,”
reduced and magnesium is added; concludes Michlberger.
Formulating solution 2 – molybdenum
dialkyldithiocarbamate (MoDTC) is FREE READER INQUIRY SERVICE
added; and finally Formulating To learn more about
solution 3 – the addition of titanium. Lubrizol, visit:
The results of the tests found www.ukimediaevents.com/info/etm
INQUIRY NO. 511
that all three formulation strategies

PRODUCTS & SERVICES
Vibration management
Designed with electric vehicle development in mind, a switchable three-chamber
air-spring system enables improved performance in noise, vibration and harshness
In 2017, more than a million The use of air springs is gaining in

EVs were registered for the popularity. This enables vehicle level
regulation and thus optimum airflow
first time worldwide. Although
demand in Europe and the USA
is developing more slowly than
in China, consumer interest is
growing steadily. This trend poses
new challenges for the automotive
industry, and especially for
suppliers. New technologies and
innovations are needed to continue
to convince consumers of electric
mobility and, as a result, consumer
demands for driving comfort and
dynamics are shifting.
Electric vehicles may be quiet
but the vibrations they generate Switchable air By lowering the vehicle level in
are in a frequency range that is springs, designed appropriate driving situations – for
by Vibracoustic,
uncomfortable for humans. example when driving fast on the
are divided into three
Combustion engines create chambers that can be motorway – air resistance can also
vibrations between 20Hz and switched on or off to be reduced, thereby increasing the
400Hz; electric motors can create change the air volume vehicle’s range. In addition, the air
vibrations of 10,000Hz and more. springs – developed by Vibracoustic
Simultaneously, noises that aren’t – improve the acoustic properties.
perceived are brought into focus The company’s own research
– tire and wind noise or noise and development in the field of
sources that weren’t previously modern air suspension systems
noticed, such as the air-conditioning shows that it has invested in the
compressor. This leads to the need When it comes to switchable characteristics of the car and adapt right technologies at the right time.
for completely different damping air springs, the compressed air is them as needed. There are also From level control and ultra-modern
characteristics in the products divided into three chambers. These automatically switched air springs adaptive comfort solutions to the
used. New vibration tech that chambers can be switched on or that have a direct effect on driving innovative use of activated carbon
specifically address the demands off by means of valves to change dynamics and can reduce the within the air spring to increase
of electric vehicles are necessary. the air volume. The greater the rolling movement of the car when the air volume without increasing
This is why electric vehicle volume, the softer and more cornering by temporarily applying the installation, Vibracoustic has
manufacturers increasingly use comfortable the air spring; a harder suspension. the know-how to manufacture
air-spring systems. Vibracoustic, with less air volume, it behaves In electric cars, the use of air individual systems from a single
a leading supplier of vibration correspondingly harder. In this way, springs on the rear axle or both source and is thus a very reliable
technology for the global automotive the chambers can be combined in axles is becoming increasingly solutions provider for the automotive
and commercial vehicle industry, such a way that the required spring popular. This allows the vehicle industry. It is no coincidence that
offers switchable air springs with properties are achieved, from very level to be regulated and the more than every second vehicle
a three-chamber system. comfortable to particularly sporty. optimum airflow below the equipped with an air suspension
Air springs consist of a pot The air springs can be adjusted vehicle can be controlled. This is system has air springs developed
filled with compressed air and an to four levels of stiffness depending particularly important for efficient by Vibracoustic.
unrolling piston with a mechanical on the load condition of the car, cooling of the batteries, which are
connection to the axis. Between so that the resonance frequency usually installed in the vehicle floor. FREE READER INQUIRY SERVICE
both the components there is a of the body (unlike with steel For this purpose, the air suspension To learn more about
bellow and a piston that function springs) always remains constant. keeps constant ground clearance Vibracoustic, visit:
as the effective area for the Even while driving, the driver and inlet angle to ensure optimum www.ukimediaevents.com/info/etm
INQUIRY NO. 512
compressed air. can manually switch the driving airflow and prevent flow resistance.

PRODUCTS & SERVICES
Expansion sealing plugs

Expander plugs improve fluid system reliability and reduce costs,
aiding auto makers in their development, performance and production goals
Worldwide regulations
to reduce emissions and
improve energy efficiency are
advancing the role of electric power
Expansion seal technology
in today’s motor vehicles. Hybrid helps simplify design and
engines and EV motors pose new production, reducing costs
challenges for auto makers. While and increasing reliability
engineers work to reduce both the
size and weight of powertrains to With easier installation operations
enhance fuel economy, as well as and lower stresses, designers can
make room for battery packs and specify seal installation in locations
other electrical parts, operations previously not possible. “Many
managers are looking to streamline engineers now specify a single
production and maintain their cost block of material and use a Koenig
targets. Expander plugs are helping Expander seal to direct the fluid
OEMs achieve powertrain design transmission between two ports,
and lightweighting goals, as well as rather than having to drill multiple
optimize manufacturing and control shallow ports in separate base
costs, with cutting-edge sealing components and then join them.
technologies for ports in cooling Our expansion seal technology
and lubrication systems. offers the potential to simplify
“Expansion-style plugs, like designs, reducing materials
the Koenig Expander, have been required and production time,”
looked to for advanced sealing in notes Kozlowski.
fluid ports. These plugs outperform The primary objective of any
conventional sealing methods such sealing product is to prevent leaks.
as threaded fasteners, cup plugs, Expansion technology provides
and ball plugs,” comments Greg more precise sealing tolerances,
Kozlowski, application engineer which reduces failures in complex
at SFC Koenig. “Expander plugs designs. “The plugs deliver an
employ an expandable, serrated unmatched level of reliability even
outer-shell that is activated by a in highly precise operations, with
pre-assembled, precision metal failure rates less than one part-per-
ball or mandrel. The plug is installed million, and over three billion parts
in the port and then press-fit into SFC plugs aid auto makers’ quest for Manufactured to tight tolerances, the installed,” adds Kozlowski.
place by pushing the ball or pulling sealing reliability in complex designs Expander plugs are precision-sized As engines and systems continue
the mandrel into the shell. The shell to grow in complexity, engineered
expands, causing its serrated edges Being able to install the plugs The SFC solution also reduces vehicle components will continue
to press up against the port wall, without detriment to surrounding machining. Compared with sealing to advance and solve application
creating a leak-proof metal-to- materials is critical when working with a threaded fastener, expander challenges. Parts, such as seals,
metal seal.” with today’s lightweight metal alloys seals do not require tapping or which were once viewed as simple
The company’s expansion and thin-wall ports. Unlike cup or the application of a sealant, both system components, now offer
seal technology can help simplify ball plugs, expander plugs are of which add complexities to performance and flexibility
design and production, reduce manufactured to tight tolerances the manufacturing process and previously not possible.
costs and increase fluid system and fit within precise, controlled contribute to the potential for
reliability, thanks to low-stress pressures. Precision sizing and debris or contaminants to enter FREE READER INQUIRY SERVICE
installation, reduced machining, low-stress installation reduces the the fluid system. To learn more about
applicability to complex geometries chance of deformation or damage The Expander plugs also excel in SFC Koenig, visit:
and locations, as well as reliable to surrounding materials, reducing complex housing geometries, deep www.ukimediaevents.com/info/etm
INQUIRY NO. 513
seal performance. waste and errors. port installations or near edges.

PRODUCTS & SERVICES
Turbo sensing technology

Auto makers can achieve significant gains in performance, fuel economy and
emissions thanks to active eddy current-based turbo speed sensor technology
With the development

of TE Connectivity’s new
turbocharger speed sensor platform
– based on highly accurate active
eddy current technology that also
covers the low RPM range – there
are now greater opportunities to
increase the use of a turbo speed
sensor available to OEMs.
While adoption of a turbo speed
sensor has often been used for
turbocharger overspeed protection
An eddy current-based turbocharger
and maximizing power output, new speed sensor allows efficiency gains
strategies are being requested by thanks to a decreased safety margin
vehicle manufacturers to maximize
the sensor’s potential in meeting sensor is able to diagnose the
emission regulations, OBD performance of the physical mass
requirements and strengthening air flow sensor and correct it to
air path controls. ensure the emissions performance
Based on the equations that of the engine.
define the compressor map and Moreover, several other gains
the turbine map of a turbocharger, can be achieved from the turbo
many sensed matters can be speed sensor inputs, such as
calculated via turbo speed sensing. power gains. With every 300m
An accurate check of the mass air (985ft) of altitude increase there
flow sensor is a prime example. is typically a 3-4% power loss from
The basis for virtual estimation the engine. Part of this loss can
of turbo speed is the relationship be overcome by increasing the
between the turbocharger speed, turbocharger operating speed
the compressor mass air flow and range. Furthermore, on a 2.2-liter
the pressure ratio. Interpolation Euro 6 diesel engine, the extension
generates maps that enable of the operating range of the turbo
reading of the turbocharger speed Above: Compressor map, comparing The basis for the mass air through the use of a speed sensor
as a function of the compressor corrected mass flow and pressure ratio flow calculation is the compressor enable a 30ps gain.
pressure ratio and the mass flow. Below: The sensor inputs for virtual map provided by the turbocharger This example clearly highlights
mass airflow sensor with turbo speed manufacturer. It provides constant the benefits an active eddy current-
speed and efficiency data as a based turbo speed sensor can
MAP function of compressor mass flow bring to the powertrain by enabling
Known variables and pressure ratio. Interpolation fuel economy gains through the
• PO (measured) generates maps that enable decrease of the safety margin and
Throttle EGR • P1 (measured)
Cooler
• T1 (measured) mass flow reading as a function offering crucial input for virtual
• N_tc (measured) of turbocharger speed and the mass air flow sensor computation,
compressor pressure ratio. Using and thereby improved emissions
Calculated variables
Intercooler Exhaust both compressor and turbine control and diagnostics.
• m (mass air flow)
manifold
• n_c (compressor efficiency) equations, a virtual mass air flow
• M_c (compressor moment) sensor estimation can be made FREE READER INQUIRY SERVICE
Compressor Variable • T2 (after compressor) with existing key engine inputs To learn more about
geometry
and turbo speed data. Turbo TE Connectivity, visit:
turbine
Air filter speed data is highly accurate and www.ukimediaevents.com/info/etm
INQUIRY NO. 514
therefore a virtual mass air flow

PRODUCTS & SERVICES
FCEV coating solutions

Tribological coating technology is aiding the development of fuel cell electric
vehicles, as auto makers start to roll out the next generation of passenger cars
Fuel cell electric vehicle

Left: Hauzer’s in-
technology is advancing at line PVD system
high speed. The first European car is able to coat 10
manufacturer is planning to enter million bipolar
plates per year
the market with a prototype model
in early 2019 – a clear sign that Far left: A fuel
FCEVs are a serious candidate cell stack for a
to coexist with and eventually to passenger EV
can contain up to
replace battery cars. 400 bipolar plates
Geert-Jan Fransen, product (Credit: Borit N.V.)
manager for tribological coatings
at Hauzer, says, “Global fuel cell
vehicle production is expected
to reach a million cars per
year, which requires
protective coating for
about half a billion
bipolar plates. To proven technology, with a track bipolar plates by various OEMs. aspects of costs into account,”
meet demand like record in both the deposition Fraunhofer ISE has performed Geert-Jan notes, “the Metalliner
this, Hauzer offers the technology and the coating an ex situ analysis according to system clearly meets the industrial
Metalliner coating technology.” types needed for fuel cells. the DOE 2020 protocol. It shows cost and quality requirements for
The Hauzer Metalliner system “The auto industry demands that the contact resistance value bipolar plate coating, especially
is an in-line PVD system, with continuous improvement, and that remains well below the target value for carbon-based materials, which
a continuous deposition process includes the specifications for fuel under chemical conditions close already meet the US Department
that enables an output of around 10 cell stack components and bipolar to conditions in a fuel cell. of Energy’s 2020 requirements.”
million plates per year. Roel Bosch, plates,” adds Bosch. Hauzer’s In the long term, coating costs Automotive fuel cell technology
manager of business development current carbon-based coating will need to move to €0.10 (US$0.11) is in a ramp-up phase. Players in
at Hauzer explains, “Our in-line process – a plasma-cleaning step, per plate. With an in-line system that field need to be able to scale
Metalliner system already has the metal-adhesion coating and such as Metalliner, it is possible quickly. The unique Metalliner
capacity and flexibility to meet the a carbon-based top coat – has to control and optimize the system concept is easily upgradable by
needs for 2025 and beyond. It is already been validated for use on from start to finish. “If we take all adding more deposition chambers.
“Creative solutions are part of our
The Metalliner DNA,” notes Jeroen Landsbergen,
in-line PVD CEO at Hauzer. Our engineers have
system
configuration used their experience to develop
allows a broad plasma technology portfolio.
continuous We integrate this in our industrial
deposition of
batch and in-line equipment. The
bipolar plates
basis for our success is our people,
our experience, and our close
cooperation with customers and
scientific institutes. In the future we
will expand our industrial plasma
solutions, developing technologies
and equipment in line with our
customers’ sustainable goals.”

To learn more about Hauzer, visit:
INQUIRY NO. 515

Fr
to om
8
Ch Ge
in rm
中国亚琛年会
a a ny
AACHEN COLLOQUIUM CHINA 源

融自德
入
汽车和发动机技术中国
国
Automobile and Engine Technology
2018年11月14日至16日中国，北京海航大厦万豪酒店
Nov 14th - Nov 16th, 2018 Beijing Marriott Hotel Northeast, China
♦ More than 40 international technical presentations showcasing latest developments and

innovations in automobile and engine technology
来自全球的演讲者们, 将进行超过40场技术讲演, 展示汽车和发动机技术
领域的最新进展和创新成果
♦ Technical exhibition of vehicle and engine manufacturers, suppliers and engineering
consultants
汽车和发动机制造商, 供应商及工程咨询顾问企业将进行技术展示
♦ Meet & Greet on November 14th and Banquet on November 15th
11月14日将举办欢迎酒会 11月15日将举办主题宴会
www.aachen-colloquium-china.com
Organized by Supported by
主办方协办方
INDEX TO ADS
A J Rose Manufacturing....................................................17 Engine Expo in Novi, Michigan 2018................ 19, 21, 22 Nemak Global.....................................................................67
Advantech International...................................................37 Engine Technology International NINCAR Europe................................................................. 84

Online Reader Inquiry Service....................................... 84
Amalga Composites Inc....................................................72 PCB Piezotronics Inc...........................................................11
ESTECO Spa....................................................................... 16
ARBOMEX SA DE C.V...................................................... 50 Rausch & Pausch GmbH................................................. 28
Eugen Arnold GmbH........................................................ 68
Arkema................................................................................ 53
Renishaw............................................................................ 43
Federal Mogul.................................... Outside Back Cover
ATI France SAS...................................................................71
Rotor Clip Company Inc................................................... 46
Gomecsys........................................................................... 59
AVL List GmbH...................................... Inside Front Cover
RWTH Aachen University......................................79, 105
Hanon Systems USA, LLC.............................................. 89
BorgWarner GmbH..............................................................8
Senior Flexonics..................................................................31
Hitchiner Manufacturing Co Inc..................................... 28
Busch Clean Air SA.......................................................... 49
SFC Koenig......................................................................... 83
IAG- Industrie......................................................................72
Cambustion Ltd..................................................................87
Siemens Industry Software NV..........Inside Back Cover
IHI Hauzer Techno Coating BV...................................... 43
CTI (Car Training Institute)................................................ 91
Sonceboz..............................................................................71
Integral Powertrain Technology Ltd............................. 46
Dana........................................................................................ 3
JAQUET Technology Group AG.................................... 50 United Gear & Assembly Inc.............................................11
Dow Chemical Corporate Headquarters........................15
Lubrizol................................................................................ 49 Vibracoustic GmbH..........................................................101
Eaton Corporation..............................................................75
MAGNA .............................................................................. 64 VN Components AB..........................................................79
Electric & Hybrid Vehicle
Technology Expo Europe................................................ 80 MICRO-EPSILON Messtechnik GmbH & Co KG........ 83 www.enginetechnologyinternational.com................. 93
PRODUCTS & SERVICES
Thermally stable accelerometers

CV joint retaining rings
Many automotive testing capable of measuring frequencies
environments require specialized up to 10,000Hz, over an extended Constant velocity joints
accelerometer systems designed temperature range of -73°C to are flexible joints that transfer
to withstand wide temperature +163°C (-99.4°F to 325.4°F). A low- power from the transaxle to the
variations as well as maintaining pass filter has been incorporated wheels, moving up and down
stable sensitivity levels. Typical into the design, reducing the in response to the road surface.
applications for high-temperature effects of metal-to-metal impacts, It is sometimes claimed that
automotive sensors often include such as high-frequency ringing. when rebuilding CV joints using
engine, turbocharger, exhaust Some models, including the a kit, it is okay to discard the
and brake testing. These vehicle new TLD339A36, are TEDS IEEE retaining rings. This school of
environments present a multitude 1451.4-enabled for easy tracking thought claims that once the
of measurement challenges, with and record keeping, containing shaft is re-assembled, there is
testing often resulting in high- manufacturer; model number; little room for movement, since
frequency overloads of the sensor. serial number; calibration date; it is locked into place between
In these applications, sensors sensitivity; frequency range; and the wheel and the transmission.
must provide accuracy, stability, measurement ID. This lightweight The retaining ring is designed
and reliability. PCB has developed series of LTC accelerometers is to snap into a groove located
its Low Thermal Coefficient (LTC) available with stud, adhesive, or just below the rim of the bearing
series of sensors to meet these through-hole mounting configuration. race. A mating splined shaft
requirements. These sensors They are also available in 0.1kg is inserted into the race with
have advantages in applications and 0.5kg variants. a corresponding groove that
subjected to drastic temperature also accepts the portion of the same ring protruding from the race
swings, benefiting from thermally FREE READER INQUIRY SERVICE groove. This coupling of the shaft and the bearing race is more for
stable construction and a wide To learn more about PCB Piezotronics, positioning than any serious retention.
visit:
operating frequency range. Service manuals, however, are quick to point out the necessity of
This PCB line-up includes single INQUIRY NO. 516 using the rings where specified. Some purists believe that hitting a
and tri-axial ICP configurations, pothole or just the natural movement of the suspension system can
actually cause the shaft to move enough to either break away from
the transmission or damage the
splines on the mating shafts. FREE READER INQUIRY SERVICE
This highlights the importance To learn more about Rotor Clip, visit:
of installing the rings that come INQUIRY NO. 517
with CV rebuilding kits.
Forged and welded GDI fuel rails

Gasoline Direct Injection (GDI) The company’s customer- during material selection include lines, and machinability is
fuel rails inject highly pressurized based approach can be seen in cleanliness, toughness, hardness imperative for complicated
fuel directly into the combustion various stages of fuel rail design, and machinability. geometry and surface finishes.
chamber of the engine to burn development and realization. Cleanliness of the material is Higher-pressure rails will
fuel more efficiently, therefore In-depth design reviews ensure critical to eliminate the potential continue to be demanded by
reducing fuel consumption and all requirements and variables for inclusions which may cause the market as ever-increasing
vehicle emissions. Forged rails are are considered and vetted. CAD failure. Toughness determines emission reductions targets are
formed from one piece of stainless models are utilized to validate the overall strength of the forged set. In the meantime, Senior
steel, greatly reducing the risk of design intent and interactions rail to withstand extreme fuel Flexonics prototyping
cracking and leaking compared within the fuel system, while pressures. Hardness ensures lab personnel
to a fuel rail that has been brazed advanced FEA techniques are sealability between the will persevere in
or welded together from several used to evaluate forged rail fuel rail and the fuel finding improved
parts. Fuel rails must withstand the designs against fatigue, loading, cost benefits
pressure, multi-axis vibrations and vibration and other environmental and innovative
the harsh environment inherent in conditions. solutions for
the engine. The foundation of a high- its customers.
Senior Flexonics has been performing forged fuel
producing high-pressure forged rail is good material FREE READER INQUIRY SERVICE
and welded rails for over 10 years selection. Stainless- To learn more about Senior Flexonics,
and is now positioned to help GDI steel materials resist visit:
customers adapt their systems to corrosion. Other www.ukimediaevents.com/info/etm
INQUIRY NO. 518
increasing fuel delivery pressures. attributes to consider

PRODUCTS & SERVICES
Carbon-fiber driveshafts
Component development collaboration
While carbon-fiber driveshafts
are recognized for performance Recently, A.J. Rose worked with an OEM
and lighter weight, higher cost to evaluate a powdered metal automatic
has made them prohibitive for braking assembly. Through collaboration and
OEMs. Now, Composite Drivelines consultation, the customer and the experts at
has introduced new carbon-fiber A.J. Rose concluded that the half-shaft braking
technology that offers exceptional assemblies could be converted, offering major cost
and customizable performance and weight savings.
features, at a cost comparable to The redesigned stamped steel part offered improved
aluminum or steel. functionality, cut the overall weight from 0.78kg to 0.34kg,
“Not all carbon-fiber driveshafts and reduced cost per unit by 40%. For the project, A.J. Rose
are equal,” notes Jack DeLuca, provided the finite element analysis, prototype manufacturing, FREE READER INQUIRY SERVICE
the chemist leading Composite and stamping of the 1008 1010 HRPO SAE steel with a Geomet To learn more about A.J. Rose, visit:
Drivelines’ development efforts. finish. The company produced 1.5 million of the units in the year www.ukimediaevents.com/info/etm
INQUIRY NO. 520
“We precision-wind specialized following the evaluation.
carbon filaments at calculated
angles to provide optimum
stiffness and tensile strength.” Optimized steel gear hobs
DeLuca adds: “The tubing is
then machine-finished to final A gear hob developed by VBN and still last twice as long as a The materials from VBN
engineering tolerances. Working Components in its patented steel standard hob before regrinding. Components offer exceptional
closely with OEMs, from concept Vibenite 280 has been tested by In a lifecycle cost analysis wear resistance. Their properties
through production, a large Swedish manufacturer. In for 20,000 units per year, this are achieved by a new patented
the test, Vibenite 280 hobs were translates to a reduction in total additive manufacturing process
compared to standard hobs of tool cost per gear of 15-20% due through which metal materials with
high-quality traditional steel in to the increased life of the Vibenite 100% density can be produced.
real production. It was concluded tool. A double cutting feed cuts Small evenly distributed carbides
that when the Vibenite 280 hobs cost by a further 15-20%, so in a specific matrix are behind the
ran with normal feed (cut with the the total reduced tool cost per materials’ improved performance.
same depth as the standard hobs), produced gear is 30-40%. Tool
Composite Drivelines can engineer they lasted more than twice as changes, which cause production FREE READER INQUIRY SERVICE
a carbon-fiber matrix that meets the long before needing regrinding. stops and are often a source of To learn more about VBN
demands of specific application However, the Vibenite 280 hobs broken tools, are consequently Components, visit:
and RPM requirements. From could also be set to run with reduced by 50%. In addition,
INQUIRY NO. 521
sports cars to SUVs and trucks, double feed (cut twice as deep) cycle time is improved by 100%.
the matrix can help achieve key
goals, including optimal NVH,
greater horsepower, better mileage 100 GEAR CUTTING TOOLS
and enhanced durability. Carbon Case calculated with Vibenite 280
Guard, the company’s advanced (prior to launch of Vibenite 290)
bonding system, has been third- 80
party-tested and is proven to
Total tool cost per manufactured gear
withstand higher heat and torque.”

Composite Drivelines is part of ■ Standard competitor gear hob with cutting fluid
Amalga Corporation, a filament 60 ■ Vibenite 280 Optimum 70 with 2.2 x lifetime
winding operation. Since 1966,
the company has been a leading ■ Vibenite 280 Optimum 70 with 2.0 x lifetime
player in the design, engineering and half cycle-time (double feed)
and manufacturing of driveline 40
solutions. Composite Drivelines
also has a new state-of-the-art,
!
dedicated manufacturing facility
CONCLUSION:
producing carbon-fiber products. 20 Significant tool cost reduction
per manufactured gear
To learn more about Composite
Drivelines, visit: %
www.ukimediaevents.com/info/etm Verified in actual production
INQUIRY NO. 519

FINAL WORD
WORDS BY While other auto makers

abandoned the rotary IC
SAM PETTERS engine by the mid-1970s,
the Mazda brand went on
to become synonymous
with the Wankel-type
Dream on
Mazda continues development of the rotary engine more than 50 years
after it first came to market, but will the Wankel-type design return?
In 1961, Mazda began development economy for the type 10a, Mazda went on to More than 25 years of continuous research
work on what was referred to at the adopt both a six-port induction system and a and development had led to the three-rotor
time as the dream engine. The rotary engine, two-stage monolithic catalyst for its next-gen 20B-REW engine, housed within the Eunos
which promised to combine a simple structure, type 12A engine. Featuring three-intake ports Cosmo. The unit featured dual fuel injection
light weight and compact size with quietness per rotor chamber that could be controlled in and a promised performance approaching
and power, drew attention from car makers three stages, the auto maker’s updated design that of a V12 reciprocating motor thanks to
the world over. was able to improve fuel economy without a sequential twin turbo.
At the time, the OEM needed to become sacrificing performance. But the rotary engine’s peak had yet to
more competitive in terms of technology and With the Cosmo RE Turbo, which went on come. In 2003, Mazda introduced the RX-8
product development amid an increasingly sale in 1982, Mazda introduced the very first and alongside it the Renesis engine. Returning
competitive market, and that big break came rotary engine car to feature a turbocharger to a naturally aspirated two-rotor system, the
in the form of the Wankel-type rotary engine. or an electronically controlled fuel injection next-generation unit had a displacement of
During the early development phases, system. It was a car of ‘firsts’ for the industry. 1.3 liters and built on the intrinsic benefits of
Mazda investigated two-, three- and four-rotor By 1990, Mazda had become synonymous the Wankel engine type, namely low weight,
concepts. With tests on the two-rotor variant with the rotary engine, but the company was compact size and high performance.
showing torque fluctuations on a similar level ready to take it one stage further. The two-rotor Over nine years of production, Mazda sold
as a six-cylinder, four-stroke reciprocating unit was now at the point of equivalence with 186,000 RX-8s, but 2012 saw the end of
engine, the company began investing in a six-cylinder reciprocating engine, but the rotary engine production for the company –
exclusive machine tools while continuing three-rotor engine was on its way. instead looking to SkyActiv reciprocating
multirotor system testing. technologies to push the brand forward for
On May 30, 1967, Mazda began selling the the time being.
Cosmo Sport, the world’s first two-rotor rotary But while six years has now passed without
engine car. a rotary engine, research and development of
The 110ps type 10a engine, with a 491cc the next generation continues to this day.
single chamber volume, featured a side-port And all this research has led to talk of laser
configuration intake system coupled to a or plasma ignition system integration in future
two-stage four-barrel carburetor to ensure rotary ICEs. But while application of that tech
stable combustion; while the ignition system is a way off, electrification could see the rotary
included two spark plugs per rotor to maintain engine return sooner rather than later, with
combustion during adverse weather. Mazda’s first BEV expected to land in 2019,
Following success in developing a new Mazda’s Cosmo Sport became the first car to feature a rumors are swirling that the iconic engine will
low-emission system and improving the fuel two-rotor rotary engine when it was unveiled in 1967 return in range extender format.

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When you have zero tolerance

A.J. Rose is the

A.J. Rose Manufacturing Company

Engine Technology International.com // September 2018 // 17

We decided to mark the 20th anniversary of the

18 // September 2018 // Engine Technology International.com

CO-LOCATED WITH 510+ EXHIBITORS IN TOTAL!

For reasons to do with a typically Italian story the

20 // September 2018 // Engine Technology International.com

CO-LOCATED WITH 510+ EXHIBITORS IN TOTAL!

INNOVATIVE POWERTRAIN TECHNOLOGIES PLUS ALL

CO-LOCATED WITH 510+ EXHIBITORS IN TOTAL!

24 // September 2018 // Engine Technology International.com

With a growing number of markets advocating

Engine Technology International.com // September 2018 // 25

26 // September 2018 // Engine Technology International.com

2. Following a proposal by Germany’s

Industrial Organisation and New Technologies. impact (which

Engine Technology International.com // September 2018 // 27

Power Pulse Valve

Thin-wall, light weight investment castings for high-performing applications