Pages

POETRY IN MOTION
Whats next for valvetrain

development and cam-in-
block applications?
MATERIAL WORLD
Its plastics versus steel
in the battle to rule
under the hood
COMMERCIAL SENSE
What can the automotive
world learn from engineers
developing clean truck engines?
www.enginetechnologyinternational.com
June 2011
WINNERS
INTERVIEWED
THE 2011
INTERNATIONAL
ENGINE OF THE
YEAR AWARDS
Not only is this the rst ever M5 to get turbo technology,
its also the most powerful BMW yet!
Five Alive
Innovative solutions for the new reality.
FEVs High Effciency Combustion System (HECS) concept offers 17% fuel consumption reduction
and meets Euro 6 emissions standards without NOx aftertreatment
WHATS NEW?
04. Engine Awards
Twelve International
Engine of the Year
Awards, six winning
companies and eight
victorious powertrains.
The nest engines in
the world are revealed
10. Green oval
Fords Detroit-
developed 2-liter
engine is further proof
that downsizing is
taking place in the USA
12. Engine on test
The B4164T unit in
the Volvo S60 and
the petrol V6 in the
Porsche Panamera
are put to the test
14. Personality prole
Detlef Hiemesch,
diesel engines
development
manager, BMW
32. Heavy load
What can automotive
powertrain engineers
learn from their
counterparts in
commercial vehicles
a world where
stringent emissions
regulations rule?
JUNE 2011
In this issue...
Engine Technology International.com June 2011
01
38. Material world
Can a powertrain be
made just from plastic?
ETi l ooks at what
materials will be used
in the future when it
comes to underhood
parts, subsystems
and applications
4
22. All-new M5
Ahead of its rst
public unveiling at the
Frankfurt Motor Show
in September, ETi
brings you early
details of the new
N63 engine in the
fth-generation M5
POETRY IN MOTION
Whats next for valvetrain development and cam-in- block applications?
MATERIAL WORLD
Its plastics versus steel in the battle to rule under the hood
COMMERCIAL SENSE What can the automotive world learn from engineers developing clean truck engines? www.enginetechnologyinternational.com
June 2011
WINNERS
INTERVIEWED
THE 2011
INTERNATIONAL ENGINE OF THE YEAR AWARDS
Not only is this the rst ever M5 to get turbo technology,
its also the most powerful BMW yet!
Five Alive
FEATURES
REGULARS
16. Johnson
18. Davis
76. Last word
12
04
14
CONTENTS
32
22
The word wizards:
Editor: Dean Slavnich
Chief sub editor: Alex Bradley
Sub editor: William Baker
Proofreaders: Aubrey Jacobs-
Tyson, Frank Millard
Contributors from all corners:
Farah Alkhalisi, John Challen,
Brian Cowan, Matt Davis, Adam
Gavine, Dan Gilkes, Max Glaskin,
Maurice Glover, Burkhard
Goeschel, James Gordon,
Graham Heeps, John Kendall,
Andrew Lee, Mike Magda,
Jim McCraw, Bruce Newton,
Greg Offer, Keith Read, Rex Roy,
John Simister, Michale Taylor,
and Saul Wordsworth
The ones who
make it look nice:
Art director: Craig Marshall
Art editor: Ben White
Design team: Louise Adams,
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Julie Welby and Andy Locke
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Head of production & logistics:
Ian Donovan
Production team: Carole Doran,
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Circulation manager:
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Those in charge:
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Managing director:
Graham Johnson
Editorial director:
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Commercial colleagues:
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Roche, Chris Richardson
How to contact us:
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June 2011 Engine Technology International.com
02
In case youve been living on another planet this last month
or so, let me break the major news in the automotive engine
world: Fiats TwinAir engine you know, the turbocharged,
two-cylinder design has ofcially secured its place in
automotive history by winning no fewer than four International
Engine of the Year Awards.
Ok, so we all kinda predicted Fiats 21
st
-century recracker
would win its category class, but to also collect Best New
Engine, Green Engine, and the overall International Engine of
the Year Award? Well, I, for one, did not see that coming, and
neither did Aldo Marangoni, Fiat Powertrains vice president
for product engineering, who told me moments before he was
due to go on stage to collect all four gongs that the outcome
surpassed all his hopes and expectations: We were expecting
to win our displacement class (sub 1-liter), but frankly, to win
four awards is a shock.
So why did TwinAir win four awards? Its difcult to single
out just one factor, but on many levels, Fiat has released
the right engine at the right time. Frugal and eco-friendly,
the TwinAir is a clever piece of work that unlike hybrid
powertrains is affordable for the masses and appeals to car
drivers across the consumer spectrum, including those that
perhaps cant get their heads around battery-powered cars.
The last ve years of the International Engine of the Year
Awards have churned out interesting results that have led to
even more interesting trends. Since 2006, the overall winner
has ranged from a naturally aspirated 5-liter V10, to a 3-liter
twin turbo, a 1.4-liter with turbocharger and supercharger, to
now, an 875cc. Whatever next? One things for sure, the next
12 months will be the most fascinating for those involved in
engine design and development.
Dean Slavnich
EDITORS NOTE
48
44. Cool cams
With lower costs,
will the market for
concentric or single-
cam-phaser camshaft
designs expand?
50. Engine Expo 2011
A look at the top
technologies that were
showcased at the
worlds greatest
powertrain event
CONTENTS
62
44
INTERVIEWS
26. OEM interview:
Herbert Bayerl, project
leader at BMW M, talks
up the future of the IC
engine, as M heads to
a new powertrain era
54. Supplier
interview:
VP of engineering
at Jacobs Vehicle
Systems, Joao Cullen,
on how VVA will
become mainstream
56. Supplier
interview:
Dave Doerwald,
Hauzers product
manager for
tribological coatings,
outlines the benets to
coating technology
58. Electricl Industries
60. F-Diesel
62. AVL
63. Schaefer
64. Freudenberg
65. Scuderi Group
66. Indo-MIM
67. Great Plans Diesel
68. Varna Products
69. Avid Group
70. EFD Induction
72. P&S in brief
PRODUCTS AND SERVICES
38
26
ENGINE AWARDS
04
September 2010 Engine Technology International.com
04
ENGINE AWARDS
05
Cream of
the crop
Its that time of year when the greatest powertrains in the world
are honored at the International Engine of the Year Awards,
presented during Engine Expo 2011 in Stuttgart, Germany
ENGINE AWARDS
ENGINE AWARDS
04
06
ENGINE AWARDS
Not one but four
International Engine of
the Year Awards went to
Fiat and its 875cc two-cylinder innovation,
and no matter how its dressed up, TwinAir
shattered records, securing its place in engine
history with a historic 2011 win.
If this years awards were a political
election, then statisticians would have a
eld day analyzing the results. They would
single out that the only other time an
engine has scooped four awards
in one year was back in 2004,
when Toyotas 1.5-liter Hybrid
Synergy Drive won in the
New Engine, Fuel Economy
and 1.4-liter to 1.8-liter
categories, and took the
overall International Engine
of the Year crown.
In its category class TwinAir
smashed its way to rst place,
gaining a record-breaking 479
points in the process. To put this
achievement into perspective, second place
in the Sub 1-liter category went to Toyotas
three-cylinder, which has won this award for
the last four years but could amass only 257
points this time around.
Marketing bods love the New Engine and
Green Engine awards, and the early betting
was that both of these titles would fall to
Nissans electric powertrain in the Leaf, but
INTERNATIONAL ENGINE OF THE YEAR 2011
FIAT TWINAIR
SUB 1-LITER
Ferrari hasnt won an International Engine of
the Year Award since 2001, when its 5.5-liter
V12 collected the Above 4-liter accolade, but
the decade-long absence for the Italian super
car maker is now over, after it came up trumps
twice this year, rst winning the Above 4-liter
title, and then taking the Performance Engine
Award for its 4.5-liter V8 in the 458 Italia.
Its very important for us to win these
awards and I think they are proof that we are
working on projects that are very special, said
Ferraris head of engine development, Jean-
Jacques His. These awards are recognized
by the entire industry and, to be honest, its
quite an achievement.
The 4,499cc unit is packed with advanced
technologies that won over many jurors
during the voting process. Aside from being
the rst direct injection engine from Ferrari
to be mid-mounted, it boasts a very low
FERRARI 4.5-LITER V8
PERFORMANCE ENGINE
ABOVE 4-LITER
NEW
ENGINE
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Following 500,
TwinAir will
next be used in
the Panda and
Lancia Ypsilon
Fiats recracker had different ideas, and easily
took the New Engine title, beating Nissan
by nearly 200 points, and then scooped the
Green Engine gong with 56 points more than
last years winner, Toyotas 1.8-liter gasoline-
hybrid setup in the Prius and Auris.
And if all the above isnt impressive enough,
how about this: in the four categories in
which it competed and subsequently
won, TwinAir amassed 1,450
points a record total for any
engine in a single year!
With four awards and so
many records broken, Aldo
Marangoni, Fiat Powertrains
vice president for product
engineering, could not believe
TwinAirs achievements: This
is something we really didnt
expect. We know the International
Engine of the Year Awards are
prestigious and the competition is
really big. We were expecting to win our
displacement class, but frankly speaking, to
win four awards is a shock.
Following its debut in the 500, TwinAir will
be made available in the Lancia Ypsilon and
new Fiat Panda. Our strategy is to distribute
this engine widely in our A/B segment cars
within a certain timeframe, added Marangoni.
GREEN
ENGINE
OVERALL WINNER
07
ENGINE AWARDS
piston compression height thats typical
of F1 racing engines, and this contributed
to Ferrari engineers realizing a 12.5:1
compression ratio. Equipped with a
at-plane crankshaft, the V8 is good for
stunning power of 125bhp per liter, and in
the real world that translates to a 0-62mph sprint
of 3.4 seconds, with a 200mph top speed.
I feel this engine is a big step forward. Ferrari is known for making great
engines and the 458 project was a very important one for us because we had
set major targets in terms of performance, as well as high revs, high torque,
friction and efciency, added His. More powerful than its predecessor, the
458 V8 is also greener due to a lightweight frame and the use of DI. Ferrari
claims fuel economy in the 458 is around 20.6mpg and emissions output is
320g/km of CO
2
.
PERFORMANCE ENGINE
ABOVE 4-LITER
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Only four jurors got to drive the McLaren MP4 12-C
as voting for this years International Engine of the
Year Awards took place. Considering the points
bestowed on the 3.8-liter twin-turbo V8 by the four
judges, the McLaren heart would have won at least
three awards, if not four, had all 76 jurors driven it
and allocated points on a similar basis.
One of the judges who had the honor of testing
the MP4 12-C was Matt Davis, and he cant praise
the M838T unit enough: I know the two MHI
turbos do funny things to the emotional side of its
exhaust tune, but what McLaren Automotive has
done with this V8 is aggressive poetry. This is a
famous moment in twin-turbo history, and Ferrari is
seriously concerned.
The 199kg powertrain oozes high-tech subsystems,
which will no doubt win over more judges during
the next 12 months, and as such we here at ETi
towers think the V8 is an early frontrunner for a
host of awards next year, including New Engine,
Performance Engine, the 3-liter to 4-liter category,
and the overall International Engine of the Year
Award. Watch this space!
ONE TO WATCH FOR 2012: MP4 12-C
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The 458 V8 has ended
a decade long losing
streak for Ferrari at the
International Engine
of the Year Awards
VW 1.4-LITER TSI TWINCHARGER
1-LITER TO 1.4-LITER
Volkswagens TSI Twincharger engine retained
its crown in the 1-liter to 1.4-liter category.
Were very proud to collect the award for
the sixth year in a row, said Dr Hermann
Middendorf, Volkswagens head of Gas Engine
Development, Engine Family EA111.
The versatile Twincharger is now available in
everything from the Polo to the Sharan. Theres
even a Multifuel version for the Scandinavian
E85 Ethanol market. We think that in the
future, TSI technology will be a very good
match for renewable fuels, added Middendorf.
The engine runs on CNG too, and a Biogas
version could be possible in the future.
BMW/PSA 1.6-LITER TURBO
1.4-LITER TO 1.8-LITER
Jens Kriese, project leader at BMW, reveals that winning
an International Engine of the Year Award isnt just about
beating rival manufacturers to the trophy: Theres
internal competition too every engineering team works
for a different award and keeps an eye on how the other
teams are doing, he laughed.
The winning 1.6-liter turbo is more about cooperation
than competition, however, and the two partners are
as committed as ever. The longitudinal variant for the
1 Series is particular to BMW, but were continuing our
cooperation, he stressed. We have agreed with PSA
to make a nal development stage together; there wont
be more power, but it will fulll EURO 6. Its a lot of work
because we have to reduce the particulates and we have
to change the complete injection system from 120 to 200
bar. The customer wont feel it, except when he gets his
tax bill! So the engine will survive some years yet.
The M838T in the
MP4 12-C is seen as
an early contender
for next years
International Engine
of the Year Awards
VITAL STATISTICS
MP4 12-C V8
Layout: Longitudinal mid-engine, RWD
Conguration: V8 twin turbo
Material: Aluminum block and cylinder heads
Oiling: Dry sump
Compression ratio: 8.7:1
Valvetrain: 32-valve, DOHC, dual VVT
Redline: 8,500rpm
Bore x stroke (mm): 93 x 69.9
Displacement: 3,799cc
Power: 592bhp at 7,000rpm
Torque: 600Nm between 3,000
ENGINE AWARDS
08
For the second year running, the 1.8-liter to
2-liter category class has gone to BMW and
the worlds rst four-cylinder diesel engine
with variable twin-turbocharger technology.
We are very proud to receive this award,
our second time in fact for this engine, said
a delighted Detlef Hiemesch, diesel engines
development manager for BMW. These
awards are well-known and very important.
This is real recognition for the diesel team that
theyve done a good job.
The 2-liter diesel, which can be found in the
X1 and 123d models, is a ne example of diesel
downsizing, what with its third-generation
common-rail injection helping to ensure high
performance but also fuel economy levels of
over 50mpg. Having amassed a huge number
of points from North American judges, is this
diesel ready for the USA? We have some
good experience from launching diesel engines
in the USA, said Hiemesch, who has been
working on
diesel engine
development
for BMW for
four decades.
Two years ago, the German car maker
launched two diesel models in the USA: the X5
35d and the 335d. Both featuring the 3-liter,
in-line six-cylinder with twin-turbo technology,
BMW went to town with the marketing of the
new powertrains, claiming that the diesel
hearts offered the power of a V8 but with the
efciency of a four-cylinder. Although there are
no rm plans to introduce the award-winning
2-liter twin-turbo, Hiemesch is convinced
that diesel technology has a future in the
USA: I think it is a long-term project but the
expectations that we had from two years ago
have been completely fullled. Saying that,
though, I dont expect a massive share of the
market, its a longer term strategy.
BMW 2-LITER TWIN-TURBO DIESEL
1.8-LITER TO 2-LITER
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A victory in the 2-liter to 2.5-liter category
is an achievement in itself, but for Audis
2,480cc ve-cylinder TFSI engine, this is
made all the more remarkable as it is its
second success in this group, having also won
in 2010 with its turbocharged, DI masterpiece.
So what makes this engine so special?
Michael Ganz, Quattros head of engine
development, explains, We have some
tradition with ve-cylinder engines. We used
them in rallying, and we even won Pikes Peak
with ve-cylinder cars in 1985 and 1987.
Renewing the ve-cylinder idea was
a challenge as you have to think not just
about using new technology, but about the
possibility of creating a very special engine.
When we started the project we knew that
we would use it in the RS models and we
therefore developed it for those types of cars.
The result is very high power curve, high
performance, low fuel consumption, driving
thrills for the customer, a good sound, and,
of course, low fuel consumption. To put this
into numbers, when tted in the TT RS model,
the unit offers 340bhp and linear torque of
450Nm all the way from 1,600 to 5,300rpm,
which means TT RS is good for a 0-62mph
sprint in 4.3 seconds and a top speed of
174mph when unrestricted.
For 2011, instead of the current six-speed
manual, the engine can be mated with Audis
new seven-speed S tronic dual-clutch,
which offers the driver a choice of
three options: two automatic
modes, or manual shifting. This
makes it more fun to drive but
also means you can drive along
a highway very comfortably
without thinking about what the
engine is doing, added Ganz.
AUDI 2.5-LITER TURBO
2-LITER TO 2.5-LITER
The 2-liter
diesel four-
cylinder offers
fuel economy
levels of 50mpg
M
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Audis 2.5-liter
ve-cylinder
turbo engine is
now available
in the RS3
BMW 3-LITER DI TWIN TURBO
2.5-LITER TO 3-LITER
This is the fth consecutive win for BMWs twin-
turbo 2,979cc straight-six in its category class. Dirk
Kannenberg, head of construction for in-line engines
at BMW explains the secret behind the success: It is a
very well-balanced six-cylinder engine with very good
NVH behavior, which is very good for people traveling
long distances as they can relax as they drive and listen
to music. It is a combination of very good experiences.
Meanwhile, BMW M also experienced success, with
the M3 V8 winning the 3-liter to 4-liter class. Go to page
26 to read an exclusive interview with Herbert Bayerl,
BMW M project leader.
3-LITER TO 4-LITER
To watch the full interviews with all the International
Engine of the Year Award winners, go to
www.ukipme.com/engineoftheyear
BMW M 4-LITER V8
Engine technology requirements
keep evolving. So does Jacobs.
For more than 50 years, weve
been a pioneer in engine valve
actuation technology.
The Journey Continues
Our engineers are focusing on fuel
economy, hybrid technology and higher
horsepower engine brakes for smaller
displacement engines.
JVS_067_ET_ad_fp_FTP_OL.indd 1 6/2/11 10:44:48 AM
It might seem like a standard four-valve unit, but Fords Detroit-developed 2-liter
engine is further evidence of the powertrain sea change taking place in the USA
combustion chamber next to the spark
plug, the Ford engine uses a side-mounted
fuel injector and a specially shaped piston
crown to combust the fuel/air mixture most
efciently.
The intake cam default position is fully
retarded (late intake valve closure) and the VCT
system allows for up to 50 of cam advance
independent of the exhaust cam position. The
exhaust cam default position is fully advanced
(low cam overlap) and the VCT system enables
up to 50 of cam retard, independent of the intake
cam position.
The engines control module uses a stratied
charge for cold starts that requires two shots per
cycle from the high-pressure fuel injectors. The
Denso-supplied fuel-injection system is based
on a 2,200-2,800psi operating pressure, using a
single-piston, four-lobe pump, driven directly off
the exhaust camshaft. The injector rail, mounted
directly to the cylinder head, houses the system
pressure sensor, connected directly to the ECM.
Each injector nozzle has six tiny holes in it,
each aimed at a precise spot in the combustion
chamber for best combustion, using a one-
millisecond pulsewidth. The injector spray hole
diameters are 0.180mm each and the injectors
are manufactured using an EDM process.
Dr Stephen Ross, Fords engine development
engineer, says that hundreds of hours of
computation uid dynamics research were
spent on jet design and placement for the new
engine, which also uses no balance shaft, and
uses what Ford calls a 60-2 ywheel to control
ignition timing and fuel injection that is within 1
of crankshaft rotation.
Ford claims the side-injection setup runs
cooler than other systems and costs far less
to implement. But this cylinder head design
contains more cooling area on the intake side to
maintain that cooler running.
According to Ford, the new Focus engine, built
in Dearborn, Michigan, is designed for regular 87
octane fuel, but will readily accept E85 ethanol
fuel, and will pass the USAs toughest emissions
regulations: Californias Partial Zero Emission
Vehicle (PZEV) level.
To mark the introduction of the 2012 Ford
Focus in the USA, Blue Oval powertrain
engineers in Detroit have developed an
equally new 2-liter four-cylinder engine
that promises much, including 160bhp
at 6,500rpm, 199Nm of torque at
4,450rpm, and a fuel cutoff speed
of 7,000rpm. With a six-speed
automatic transmission, the
new engine achieves an EPA
of 28mpg in city driving and
40mpg on the highway just
the ticket for the growing
number of US car buyers
concerned with the
rising price of gasoline.
Fords Bob Fascetti says the new 2-liter
employs direct gasoline injection, twin
independent variable camshaft timing, a
compression ratio of 12:1 and a raft of internal
anti-friction measures to make 80bhp per liter of
displacement. With a minimum of bracketry and a
maximum of lightweight components, the dressed
engine tips the scales at 144kg.
Fascetti is very proud of the new engine, which
has been designed for use in a range of small
(and smaller) Ford products that are intended for
market launch well into the future. He says that
Ford has been planning its strategies for high fuel
prices since 2006, and this engine is one result of
that strategy. Fascetti adds that Fords corporate
fuel economy increased by 19% between 2004
and 2009, the best increase in the industry.
Engine manager Scott Makowski said the
aluminum-intensive naturally aspirated engine
uses a deep-skirt alloy cylinder block and a
structural oil pan for lightness, strength and NVH
performance.
Perfect coat
The engine uses a bore of 87.5mm and a stroke
of 83.1mm, with cast-in iron cylinder liners, new
lightweight connecting rods with oating piston
pins, a low-friction molybdenum-disulde coating
on piston skirts for durability and noise control,
and piston-cooling jets built into the blocks
lubrication system.
The four-valve engine uses polished direct-
acting bucket tappets in the valvetrain, and the
air-only intake manifold is a three-piece friction-
welded nylon design with no tuners or aps built
into it, mounting a 57mm throttle body assembly.
Although most new engine designs with direct
injection have the fuel injector centered in the
On the cusp
Fords Detroit-developed and
produced 2-liter engine
incorporates DI and twin
independent variable
camshaft timing
Above: The 57mm throttle body system
Below: The Denso-supplied pump unit
WHATS NEW? FORD DGI
10
ENGINES ON TEST
Despite now being part of Chinese car maker, Geely, Volvo says it
has no plans to end its engine collaboration with Ford, which is just
as well as the two OEMs have worked well together to develop state-
of-the-art powertrains.
Another ne example of this partnership comes in the form of the
S60, which houses a new 1.6-liter turbo petrol engine, badged T4
by Volvo but more familiar as the Ford EcoBoost unit thats also in
the new Focus. Little has changed on the engine during its transfer
to Volvo, with the main modication being a new induction system.
As such, T4 remains a beautifully smooth, free-revving piece of kit,
but returned a disappointing 35mpg on a motorway run at no more
than 70mph well short even of the claimed 42.8mpg combined
economy gure, let alone the 53.3mpg extra-urban number. Even
allowing for improvements as the engine accumulates more miles,
we think such a return is inadequate. On a brighter note, the
1,596cc four-cylinder is very responsive, with the turbo helping to
generate 180bhp at 5,700rpm and 270Nm of torque from 1,600rpm
just the ticket for a premium sporty sedan competing with
established German rivals.
Derived from the eight-cylinder powering the Panamera S and 4S
models, the new 3.6-liter V6 from Porsche was designed side-by-
side with the V8 and brought to production in just 48 months.
On paper, this latest offering from Porsche sounds impressive, but
whats it like on the road?
Panamera V6 manages to combine being smooth and rened
with power and pace. The 1,730kg sedan sprints to 100mph in 6.3
seconds before hitting a top speed of 160mph, but a Gran Tourer
style of driving is ensured thanks to a clever setup that sees the
use of a balancer shaft rotating in the oil sump and is driven by
the oil pump, which sets off free mass momentum and helps give
the V6 a low position within the car, with driveshafts on the front
axle running directly through the oil sump. If thats not impressive
enough, there is an abundance of technologies on the new V6,
which with the PDK box tips the scales at 183kg. Noteworthy
features include DI, innitely variable intake camshaft adjustment
with variable valve lift, an on-demand oil pump and stop/start,
all working to ensure that Porsches claim that the V6 is good for
31mpg on combined mode is true.
Cylinders: Four Cubic capacity: 1,596cc
Bore/stroke (mm): 79 x 81.4 Compression ratio: 10.0:1
Power output: 180bhp Torque output: 270Nm
Fuel for thought
Cylinders: Six Cubic capacity: 3,605cc
Bore/stroke (mm): 96 x 83 Compression ratio: 12.5:1
Power output: 300bhp Torque output: 400Nm
Volvo S60 B4164T Porsche Panamera V6
12
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Automotive Engineer (May) Ad 215 x 275 mm.indd 1 21/05/2010 14:47
14
What career did you want when you were
growing up, and what was your rst job?
Even as a young child I always wanted to be
an automotive engineer and nothing else. In
fact, I still remember my very rst Lego cars
they all had homemade BMW logos!
When did you rst start playing around with
powertrains?
As a child probably around my early
teenage years I can remember trying to
create and put together engines with very
simple parts. I must admit that not all of these
engines worked!
What was your career path to the position
you currently hold?
After nishing school, I had the opportunity to
study a combination of engine technology,
engineering and science at Graz, Austria. I was
then fortunate to start my career very early,
joining BMW at the age of 24 and securing a
placement in their diesel design department. I
have only ever worked for BMW and only on
diesel development. You could say I have
diesel in my veins!
What are the best and worst elements
of your job?
The team that I am part of has very, very good
experts with great knowledge and so we have
the opportunity to act on decisions without
being inuenced by outside factors. To work
for BMW and focus on diesel development is
a great thing. Id say we have been setting
trends in the diesel area right from the
beginning, and this can be proved when you
look at what we have done in the past, such as
diesel electronics and our catalyst systems.
The challenging part to my job is the
discussions we have on emissions (and this is
not just CO
2
but PM and NOx) and how to
meet tough new legislation.
What car do you currently drive?
Today, Im driving the 520d.
What would be your ideal engine specication
for todays eco-conscious world?
Its a really good question. I still think theres
more work to be done on IC engines and diesel
and petrol cars I really believe we have not
yet reached the limit in terms of efciency
PERSONALITY PROFILE
Job title: Diesel engines development
manager
Company: BMW
PROFILE: DETLEF HIEMESCH
15
Later this year, I start a new job within BMW. I will be responsible for the
diesel design department, which for me is a proud achievement. I actually
started in the design department so its a real back-to-my-roots move
levels. For an eco-conscious world, Id still
choose a diesel IC engine, or a gasoline one,
because I think there are many questions to be
answered when looking at electric vehicles
and electric powertrains.
What could legislators do in the immediate
future to make the engineers life easier?
They should always balance the benets that
can be realized from reducing CO
2
and
[improving] fuel consumption and the knock-
on effect on other emissions, such as PM and
NOx. Its a great challenge. We need proper
legislation for real driving conditions. In
addition, standardization across the globe
would help, so similar laws in all markets.
Emissions legislation aside, what would be
your ideal engine design specication?
Firstly, it would be a diesel Im crazy about
diesel powertrains and diesel technology!
Even if you forget about the fuel consumption,
I love the engine characteristics of a diesel;
high power and torque at low engine speeds is
something that only a diesel can really do. Im
not too bothered about displacement size
going with the current IC engine downsizing
trend, maybe a 2-liter engine is the best option
but Id denitely have two turbos for a high
specic power output.
What do you think is the best engine that has
ever been produced?
Well, Im not sure, as there are many to
consider. However, for my favorite engine, Id
choose our in-line six-cylinder twin-turbo
diesel engine, which was an International
Engine of the Year eight years ago. Its an
amazing engine. Back in 2004, this was my
project. I love that engine.
In your opinion, what will be powering a
typical family sedan in the year 2030?
Its going to be a combination of technologies
and powertrains. I think everything will very
much depend on fuel costs and by 2030,
who knows what the prices will be. Im sure,
though, it will be mix between IC engines,
electric vehicles, hybrids, plug-in hybrids, and
range extenders.
What personal career goals do you have?
Later this year, I start a new job within BMW. I
will be responsible for the entire diesel design
department, which for me is a proud
achievement. I actually started in the design
department when I was 24 years old, fresh out
of university, so its a real back-to-my-roots
move. As a result, in terms of personal career
goals, Im looking forward to the challenges
my new position will give me.
PERSONALITY PROFILE
AVL Electrifcation Solutions are the result of the
combined experience in designing and developing all
different kinds of powertrains, hybrid drives and pure
electric drives. By knowing and understanding the fve
elements of a modern powertrain system, AVL is able
to guarantee that every single part refects the quality
of the entire system. And viceversa. This allows for the
perfectly tailored solution for your individual electrifca-
tion strategy and switches your imagination to reality.
www.avl.com/electrifcation
AVL ELECTRI FI CATI ON
SOLUTI ONS
Switching Imagination to Reality
09311_Electrification_183x115.indd 1 09.05.11 14:45
OPINION
J
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Isnt it just wonderful that the Chinese car market is
growing so fast? Its the worlds most populated country
by far and yet few of its residents are currently motorized.
What western car manufacturer wouldnt want to invest in a
nation that can provide new hope away from the ooded
markets of the Americas, developed Asia, and Europe?
Just look at the stats. Today, a mere 5 in 1,000 people
own a car in China. In the established markets of the USA
and Europe, over 600 people in 1,000 own a car. But that
balance is changing rapidly: in 2007, 10 million cars were
shifted in the Chinese new-car market. In 2011, that gure is
expected to double; a 20-million-a-year new-car market
would make China by far the biggest showroom in the
world. It gets better, too: all projections state that over
30 million new cars will be sold in
China in 2015 alone.
Theres no doubting that established
car makers are enjoying tremendous
success in China. VW, for example,
announced that its rst quarter global
prots for 2011 are triple those from
the same period last year, all due to
increased sales in China.
There are, however, a few potential
issues to be aware of before plunging
into a life-long commitment with the
Chinese car market.
Although it is clear that there are substantial rewards to
be had in China, is it a sustainable market? It is clear that
the country still has great mid-term potential with so few
Chinese nationals owning a car, but what are the long-term
buying habits of the Chinese
population? The market is still
too young to have conclusive
statistics on how frequently
people will change their
cars. Will they mimic
western habits, owning
a car for on average
four years, or will they
Could a gung-ho a roach to China result in
Shanghai or Beijing being the next Detroit?
hang on to a car for substantially longer? Essentially, could
the market decline rapidly 10-20 years from now?
And if it does decline rapidly, what happens to the
investments that have and are continuing to be made in the
country? It is possible that we could see the automotive
suburbs of Shanghai looking like Detroit does today
rundown, uninhabited, and unloved and that means that
although car makers could make millions today, they could
lose millions in the future. You see, to
succeed in China means you simply
must invest in creating an adequate
infrastructure. For example, if PSA
Peugeot Citrons forecast that its
sales in China will rise from 2,500 in
2007 to 500,000 cars just eight
years later is correct, then it is
going to have to go out and install an
infrastructure that can cope with
servicing all of those vehicles.
Which brings me to the lesson I
learned from Joe Bakaj, R&D chief at
Mazda back in 2002, when we discussed the rise and rapid
fall of the its now-defunct premium brand Xedos: We
launched too many models in too short a time, he said.
We had the capacity to create the cars, but we didnt have
the infrastructure in place to support them and so the brand
ultimately failed.
So, before you go all out trying to capture as much
business as you can in China, be aware that a calculated
approach must be taken. Go all out, and youll have to
invest millions in infrastructure and technologies that can
work, and then risk the market slowing and thus be saddled
with unprotable, inefcient Chinese operations. Yes, there
is short-term gain, but be sure to avoid long-term pain.
16
OPINION
Although it is clear
there are substantial
rewards to be had
in China, is it a
sustainable market?
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The omnipresent yet always humble six-cylinder
engine is proving again that it is the worlds greatest
solution to a motor conguration. Simply put, six cylinders
can do it all, and better than any other number of cylinders
can claim. It is the go to engine for most of the
manufacturers that matter today. There are a lot of superb
four-cylinder engines, but they are strictly limited by their
nature to reach for only a certain constellation of stars. In
the right engineers hands, six cylinders, however, can
wander the universe as they please.
I remember rst driving the 06E 3-liter (2,998cc) TFSI V6
in the B8-generation Audi S4 in 2008, and at-out loving it
versus any of the Audi A4 trims I had tried previously. This
misnamed 329bhp V6 T the T in TFSI isnt a turbo but a
Roots-style Eaton Twin Vortices Series
supercharger instantaneously turned
the pig-like A4 into a serious contender
for my elusive affections.
But this engine has gone on to
masses of other fame and fortune in
the VW Group. I was reminded of this
when I recently diced around Austria in
the soon-to-be-released type 970
Porsche Panamera S Hybrid. Here, the
189kg 06E sticks with its 329bhp and
440Nm of torque while
getting help from a
1.7kWh 46bhp electric power unit. It is a
testament to the smooth running of the
06E that it can mate as tolerantly as it
does with the relatively lazy eight-
speed Tiptronic S auto. Its this 90
force-fed V6 that makes the package
work as well as it does.
Over at Mercedes-Benz or
are we calling them Daimler when
referring to engineering efforts? I am
enjoying the latest version of the
Bad Cannstatt factorys M276 3.5-
liter (3,499cc) GDI V6 as just tried
Early sketch of a six cylinder engine, which over
time has b n a popular choice for German OEMs
18
out in the W212 E-Class sedan and C204 C-Class Coup.
Theres something about the German magic dust sprinkled
over this version of the engine versus the slightly
underwhelming results with the Chrysler Pentastar V6 at
least when comparing the two executions side-by-side.
Although this 60, ultra-smooth, 302bhp V6 cannot quite
boast the Audi 06Es ability to make me question the need
for a V8 in the lineup, this is Daimlers multitasking heart. All
the engine needs to do now is get the
same European lean burn cycle DI in
North America as well. Every version of
the V6 has suffered technologically in
the USA, mainly due to the varying
states of fuel renement. Daimler
needs to engineer the DI to
accommodate the weakest link states.
The 23% fuel savings are still aboard,
but the corresponding numbers for
European Mercedes-Benz 350
BlueDIRECT are more impressive so
far, as autonomy per tank.
Then comes BMW, which doesnt have a V6 petrol
engine yet. It looks as though the bofns in Munich are
favoring a new bi-turbo 3.3-liter V6, based on the 4.4-liter
S63B44 Twin-Power Turbo V8 of the X5 and X6 M models,
and soon to debut in the F10-generation M5. They are
favoring this clever switch for the iconic M3 too, whose
next-generation goes by F30 for the four-door. Aside from
making traditionalists of the in-line six raise torches and
pitch forks to storm the castle, this would no doubt signal
the slow demise of the in-line six-cylinder culture at BMW. I
like the V8 but a properly treated V6 would give fresh life to
the aging M3 dynamics, just as the 06E did in the Audi
S4 and the myriad of other models in the VW family.
Six cylinders can
do it all, and better
than any other
number of cylinders
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2011
COVER STORY BMW M5
23
5
Development of the fth-generation BMW
M5 is well underway and theres a surprise
or two under the hood
WORDS: DEAN SLAVNICH
T
he upcoming BMW M5, which is expected to be
available in most European markets by the start
of the fourth quarter of this year, will signal a
new powertrain direction for the Bavarian car
makers racing division a path that will
encompass downsizing and turbocharging, as well as
keeping a keen eye on emissions reduction and improving
fuel consumption.
Launched in the X5 M and X6 M, we have shown that
turbocharging without losing the M specic character is
possible, says M project leader Herbert Bayerl. We believe
that with our current turbo technology, it is possible to
bring M engines to the next level. Therefore we have
already announced that the 1 Series M Coup and the new
BMW M5 will both feature turbocharged engines.
Essentially, that means the award-winning 5-liter V10
in the E60 is replaced with a direct injection 4.4-liter V8
plucked out of the X5 M and X6 M models, albeit in a
modied form. New M5, code-named F10, will make its
rst ofcial public bow in production and not concept
form at the 2011 Frankfurt Motor Show in September.
From there it will enter its last development cycle,
spanning around eight weeks, before being readied for
market launch.
Take
COVER STORY BMW M5
24
The S63 V8 features two turbos sitting in the 90 v of
the engine block marking the rst time in nearly three
decades of M5 development that the high-performance
sports car has access to turbocharger technology.
The twin power turbo eight-cylinder will develop an
additional 60bhp and 160Nm more torque than the V10
in the fourth-generation M5, yet, says BMW M, fuel
consumption and emissions will be lowered by 25%, and
at least 2% of that will come as a from a stop/start function.
Some M5 fans have been left bemused with the move
away from naturally aspirated engines. However, the N63
unit in the X5 M and X6 M models is able to generate
much more low-end torque than the S85 V10, despite the
absent two cylinders. Intense development will mean that
For the rst time in its
history, M5 will use a
turbocharged engine
the S63 engine will have even better low-end torque than
that of X5/6 M powerplants.
BMW is keeping a lot of the S63s technical details
under wraps, but expect the bore/stroke (89mm/88.3mm)
on the N63 to mirror that of the new M5 motor. The
4,395cc unit in the M SUVs was the rst engine in the
world to feature a common exhaust manifold for both
rows of cylinders, as well as twin-scroll twin-turbo
technology, and this winning combination was something
that BMW M simply had to carry across to the F10, a
decision made early in the development program. Such a
conguration is made possible by arranging the exhaust
gas turbochargers and the catalytic converters in the v
section between the two banks of cylinders.
M5 TIMELINE
E28 M5 (1985-1988):
3.5-liter in-line six
E34 M5 (1989-1995):
3.6-liter in-line six
and 3.8-liter in-line six
E39 M5 (1998-2003):
4.9-liter V8
E60 M5 (2005-2010):
5-liter V10
3.5-liter in-line six 3.5-liter in-line six
4.9-liter V8 4.9-liter V8
COVER STORY BMW M5
25
The twin power turbo eight-
cylinder will develop an additional
50bhp and 170Nm more torque
than the V10 engine in the
fourth-generation M5
cylinder will develop an additional cylinder will develop an additional
50bhp and 170Nm more torque 50bhp and 170Nm more torque
M5s S63 powerplant
will generate 560bhp
The setup features four completely separated exhaust
gas pipes that help realize the new technology. Two pipes
on each side ow into each of the two turbochargers,
merging together shortly before they reach the turbine.
Functioning independently of the cylinders, the four
exhaust gas ducts are allocated to the two combustion
chambers that have a ring interval of 360. With plenty
of low-end torque, F10 will be quicker off the mark than
the E60, which eases to 100km/h from standstill in 4.7
seconds. Top speed will be capped at 155mph.
The 560bhp and 680Nm of torque that F10 will have
on tap will be transferred to the rear wheels by a seven-
speed, double-clutch transmission with Drivelogic
technology. X5 M and X6 M models make use of a six-
speed automatic Steptronic transmission, but this was
deemed unsuitable for the new M5. Although the use of
turbos within the powertrain did surprise some when
BMW leaked early details about the new M5, the news
that the Getrag SMG III single-clutch, seven-speed box in
the previous M5 has been dumped in favor of whats
essentially an uprated (and also Getrag-derived) unit in
the M3 is not a revelation, as the DCT is tuned specically
for the V8s high-revving characteristics, enabling fast
gear shifting and precise gear selection. A manual option
will probably be made available for US customers.
N63 was the rst
engine in the world
to feature a common
exhaust manifold for
both rows of cylinders,
as well as twin-scroll,
twin-turbo technology
VITAL STATISTICS
Engine S63
Compression ratio 10.1
Power 560bhp
Torque 680Nm
0-100km/h 4.4 seconds
Fuel economy 28.5mpg (combined)
COVER STORY BMW M5
26
OEM INTERVIEW: BMW M
27
Agent
In a frank exchange, Herbert Bayerl,
project leader at BMW M, discusses
the new M5, diesels, hybrids, turbos,
and that award-winning M3 heart
www.hauzer.nl
Best performance / cost ratio
Worldwide presence and customer support
Leading technology for automotive mass production
Increased engine and component life by reduction of friction and wear
Improved fuel economy and lower CO
2
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And more cutting edge, cooperatively funded
research and development projects
29
Having developed the V8/V10 M powertrains several
years ago, whats next for BMW M road-going cars?
With the X5 M and X6 M we have shown that
turbocharging without losing the M-specic character is
possible. We believe that, with our current turbo
technology, it is possible to take M engines to the next
level and have already announced that the BMW 1 Series
M Coup and the new BMW M5 will both feature
turbocharged engines.
When is the industry likely to see all-new powertrains
from BMW M, not derivatives of existing engines?
With the exception of the last-generation BMW M5 and
the current M3, all the M engines have derived from basic
architectures elsewhere. So again, it is a decision
depending on the respective vehicle development project
whether we start from scratch or from an undoubtedly
great BMW AG engine.
In terms of new engine development at BMW M,
whats the most important thing on the agenda? Have
emissions and e ciency replaced power output?
I think its important to say that BMW M is not about
power but about performance. Since our very rst street-
legal car in 1978, we have concentrated on the complete
package and not just on single elements of it, like power.
We dont intend to make BMW M products the most
powerful, though they sometimes have been. Efciency is
more important than ever before but it is not replacing
response, power, and sound. Our EfcientDynamics
strategy is proof that you can have efciency and
sportiness in one package. This is a perfect t for BMW M
and our products. We already use features such as auto
stop/start and brake energy regeneration to improve
efciency, and the next BMW M5 will reduce emissions
by at least 25% and, at the same time, increase the
driving pleasure.
Left: Daimler is in
partnership with several
companies in Germany to
help create a hydrogen
refuelling infrastructure
1
2
With AMG recently downsizing to a 5.5-liter bi-turbo
and BMW M using twin-turbo technology, is the
so-called power war over?
We never saw it as a power war. As I mentioned before,
the focus of BMW M has always been and always will be
the overall package. Response, sound, power, torque,
and braking are all very important factors to us. Also, the
longitudinal and lateral dynamics are equally important
to shape a true M car.
Do you agree that 400bhp or thereabouts
is plenty of power for an M3?
In terms of performance, the current BMW M3 is setting
the benchmark within its class.
We believe that, with our
current turbo technology,
it is possible to take M
engines to the next level
1. BMW M will use the
turbocharged N63 unit
in the X5 M as the base
for the new M5 engine
2. Ms product range has
expanded rapidly in recent
years, with there now
being the X5/X6 M SUVs
30
BMW AG colleagues. Any technology supporting our
targets, without compromising the BMW M specic
character, will nd its way to BMW M vehicles.
BMW M has only ever said that models such as the
3, 5, and 6 Series will be transformed into M cars.
We now have the X5/X6 M as well as the 1 Series M
Coup. Is this diluting Ms core engineering values
and powertrain name?
In general, the offer of BMW M has indeed broadened
over the past year, but I believe this is an additional offer
and doesnt sacrice the core model range. The power-to-
weight ratio of our latest addition, the BMW 1 Series M
Coup, has a direct link to BMW M roots.
Just how closely do BMW M powertrain engineers
work with BMWs engine development department?
They are in close contact, and thats the same for teams
responsible for other aspects to the vehicle, such as
chassis and dynamics. We share synergies wherever
possible but, in the end, it is still two teams with separate
tasks and evaluation systems.
How have the last few years aected Ms relationship
with BMW? Has the nancial slowdown forced closer
integration of the engine teams and are more parts
now shared?
The last few years did not show there was any particular
need to strengthen the cooperation. In a modern company
it is standard to cooperate and share knowledge.
Will M ever build a diesel engine?
Diesel engines do not fulll the BMW M expectations of
an engine today. Those going for a diesel and interested in
M features such as suspension, steering, and design may
individualize their car by going for an M-Sports package.
How important is engine noise to BMW M?
It is very important, but not only as an element of the
sensual experience of driving a BMW M car. Engine noise
is also used by our engineers as a means of acoustic
feedback, which is similar to riding a high-performance
motorcycle. Once the driver has learned their car, they
will always be able to tell where they are in the rev range,
without having to take their eyes off the road to check the
rev counter.
Last year BMW M introduced fuel-saving measures.
Are there any further plans in this area, such as
moving to some sort of full-hybrid setup?
We are looking closely at all technological possibilities. If
features dont compromise the M-specic character of
future M cars, we will bring them to the market.
Mercedes-AMG is working on EV development
with an electric SLS being readied for the market.
Does BMW M share the same EV vision?
Our engineers, of course, have close contact with our
1. The 1 M Coup makes
use of a 3-liter in-line six
turbocharged engine
2. With the last three M
models coming to market
with turbocharged engines,
the smart money is that the
next M3 will also benet
from turbo technology
1
2
32
Commercial interest
CV makers may have made huge inroads in emissions
reduction, but thats not enough when there is yet
another round of stringent legislation looming
WORDS: JOHN KENDALL
DIESEL CV DEVELOPMENT
Scania has revealed a EURO 6
compliant engine, which makes
use of SCR, EGR and a DPF
33
T
aking the European emissions reduction program
as an example, between the implementation of
EURO 1 in 1992 and the EURO 6 regulations due
to take effect in 2013, carbon monoxide levels
from CV diesels will have fallen by 67%. If thats
not impressive enough, HC emissions will have been slashed
by 88%, NOx decreased by 95%, and PM cut by 98%.
Currently, the US Environmental Protection Agency (EPA)
2010 limits are the most stringent. European vehicle and
engine manufacturers are now working on EURO 6, which
will be roughly equivalent to the EPA 10 limits and Japans
post-New Long Term (NLT) laws, also introduced from
2010. A few European manufacturers have already
announced EURO 6 engines. The big challenges in moving
from EURO 5 to 6 are a 72% reduction in HC emissions,
80% reduction in NOx and a 50% in PM.
Although these challenges do not paint a complete
picture, they give an outline of the technological hurdles CV
makers will need to overcome. From EURO 4 and EPA 07
limits in the USA, manufacturers have had a choice between
reducing NOx formation in cylinder and using
aftertreatment to control PM, or vice versa. This essentially
meant a choice between enhanced EGR and SCR. For SCR,
where PM formation is limited in cylinder, NOx
aftertreatment requires the use of a urea-based additive
AdBlue in Europe and Diesel Exhaust Fluid in the USA to
reduce NOx emissions, using ammonia. This involves fitting
vehicles with a storage tank, dosing equipment, and a
catalytic converter to reduce the NOx, all of which results in
added weight.
The EGR needs no additive but the high levels of
recirculation required to reduce NOx means there is a
greater need for cooling capacity, which can accelerate
engine wear, while oil-change intervals may be shortened. A
DPF is also required to trap and treat PM, and whats more,
EGR carries a fuel consumption penalty.
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35
Mercedes-Benz was the
first European commercial
vehicle maker to announce
details of a EURO 6 engine
Three choices
The further reductions required for EPA 10 and EURO 6
present OEMs with three choices: higher rates of EGR
up to around 60%; higher NOx conversion rates using
SCR; or a combination of the two. Whatever route is
selected, a DPF is needed to reduce PM levels. SCR
systems additionally need an ammonia slip catalyst to deal
with any untreated ammonia that may have come through
the SCR catalyst.
Iveco has opted for higher rate SCR to meet EURO 6 in
its Cursor and Tector heavy-duty engine ranges. We start
from raw NOx emissions of about 7.5g/kWh, outlines
Martin Flach, Iveco UKs product director. When we
have to get that down to 0.4g/kWh, it means we have to
get about 95% NOx conversion, compared with around
75% for EURO 5. So you have to make sure that the SCR
is dimensioned to achieve that level of NOx conversion.
Inevitably, AdBlue dosing rates will rise from around
5% of diesel injection to being close to a 10% level,
according to Flach. Iveco insists that active DPF
regeneration is not necessary, as the DPF is placed
upstream of the SCR system and can take advantage of the
high NOx content and high exhaust-gas temperature to
ensure passive regeneration.
1. OEMs have the option
of realizing higher NOx
conversion rates using
SCR to meet EPA 10
and EURO 6 legislation
2. Engineers at Tenneco
are working hard on
a solid SCR system
Mercedes-Benz was the first European commercial
vehicle maker to announce details of a EURO 6 engine,
designated OM 471, based on the 12.8-liter Daimler
Heavy Duty Engine Platform (HDEP) in-line six-cylinder.
First variants of the engine family were introduced in
Freightliner Trucks in the USA in 2007 and Fuso in Japan
in 2010.
For EURO 6, the engine will employ both SCR and
cooled EGR, with a DPF. It uses a post-main-injection
pulse to control particulate emissions and additionally, via
an injector in the exhaust system, to induce active
regeneration of the DPF.
Scania followed Mercedes-Benz at the end of March of
this year in announcing two EURO 6 engines, also using
SCR, EGR and a DPF. Both 13-liter in-line six-cylinder
engines are based on EURO 5 EGR units. These new
engines AdBlue consumption is said to be 3-4% of diesel
consumption; with Scanias EURO 5 SCR engine it is
5-6%. Packaged in the Scania silencer box are an
oxidation catalyst, DPF and two parallel SCR catalysts
plus an ammonia slip catalyst. Scania claims some 50%
NOx conversion by the EGR system, followed by 95% in
the SCR system.
Solid SCR systems
Exhaust system manufacturers are working on a range of
developments, which could introduce other possibilities.
For Tenneco, this includes a solid SCR system, an HC
1
2
BLACK LIQUOR
Diesel engines can run on a variety
of fuels, so it is not surprising that
many truck manufacturers and engine
makers are involved in renewable and
alternative fuels research programs.
Volvo is researching two specic areas
at present: Di-methyl ether (DME) and
methane. DME can be produced either
from natural gas or from biomass
sources. The Volvo project involves a
fuel produced from black liquor, a by-
product of the wood pulp industry.
DME is a gas, but can be transformed
into liquid at a pressure of 5 bar, so it
can be handled like LPG. Volvo claims
that bio-DME produces 95% less carbon
dioxide than diesel fuel, while PM
emissions are near zero.
Volvo is also producing a bi-fuel diesel
and methane engine, which operates on
diesel compression-ignition principles.
The engine runs on up to 75% methane.
Volvo claims carbon dioxide emissions
of up to 70% less, using bio-methane.
lean-NOx catalyst (HC-LNC) and another similar
technology thats designed to replace oxidation
catalysts without using platinum group metals.
A solid SCR system would remove one of the practical
objections to SCR that the driver needs to top up with
AdBlue on a regular basis and also the tendency for the
solution to freeze at low temperatures. According to
Wolfgang Reuter, Tennecos vice president of engineering
for Europe, Tennecos solid ammonium carbamate dosing
system, developed with FEV, is now in advanced testing.
The system uses a heat exchanger to warm the solid
material and liberate a gaseous reductant from it. Dosing
is by a control unit regulating a dosing valve that injects
gas upstream of the SCR catalyst. The system would only
need replenishing during regular servicing.
We have OE interest but there is engineering work to
be solved and it is unlikely to be ready before 2015 at the
36
earliest and it would also mean that an infrastructure for
distributing the solid reductant would need to be built,
says Reuter.
A possible alternative is the HC-LNC, which Tenneco is
researching with Umicore and General Electric. The Tier
1 claims that no driver refills are required. The system
uses E85 ethanol/petrol mix as a reductant and is
designed to replace the oxidation catalyst. It is said to
offer better low-temperature performance and resistance
to thermal and sulfur aging. Similar technology is used for
Tennecos TRUE clean DPF regeneration system. It is
designed for places where fuel quality is poor, meaning
that an oxidation catalyst cant be used, explains Reuter.
The system will light off at temperatures down to 100C
and will work in ambient temperatures down to -20C.
1
Heavy diesels, operating at around 45% efciency, do a better job than petrol
engines at around 30%, but that still means around 60% of the energy consumed
is lost, mainly as heat. Now, a number of companies are exploring the possibility
of using heat exchanger systems to convert exhaust heat back into energy.
Favorite for heavy trucks appears to be steam power. Voith Turbos Waste Heat
Recovery (WHR) system drives its SteamExpander in a 750cm
3
twin-cylinder
piston engine.
Voith has test results that show that diesel engines rated 200-400kW can
deliver 12-28kW of steam power, which can be fed back into the driveline.
This could equate to fuel consumption/carbon dioxide emissions reductions of
around 5%. Voith has installed the system in a test truck and the system will be
evaluated on the road.
Bosch is also evaluating a similar system, as Dr Rolf Leonhardt, executive
vice president of engineering at Bosch Diesel Systems, explains: Using a
Rankine process with a steam engine, we can recover around 5% of the energy.
We are working on this at the moment in the research phase and it is of
particular interest for long-haul trucks.
FEELING THE HEAT
2
1. Ivecos new EURO 6
powertrain uses a
higher rate SCR system
2. The OM 471 from
Mercedes-Benz is the
rst European engine
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and reduce in-cylinder formation of emissions through programmable fuel injection. Programmable
fuel injection, also known as rate shaping, is the fast, innitely adjustable control over the rate at
which diesel fuel is injected into the engine combustion chamber.
Improve Fuel Economy by 50%
True fuel economy improvement
perhaps up to 50% - is achieved
by improving the thermal efciency
of the engine itself using continuous
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The fastest way to stay ahead of
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Ofce: 515-233-2962 Fax: 515.232.2240 www.greatplainsdiesel.com
As more and more powertrain components are being
made from plastic rather than steel, ETi investigates
what materials will make up future IC engines
Balance
of power
E
missions regulations and high
oil prices ensure that the fuel
efficiency of new car models and
their latest powertrains continues
to be little short of an obsession
among OEMs and their suppliers.
With a 25% weight reduction yielding fuel
consumption savings of around two liters per
100km, the prize of lightweighting has seen
innovation in materials applied across the
vehicle. The final frontier is the IC engine,
where considerable research is now underway
in a bid to achieve the same results as seen
elsewhere in the car.
The million dollar question, then: will an
engine ever be made just from plastic? Joost
dHooghe, engineer at DSM, a leader in plastic
development, remains skeptical. The main
trend what we see and what were close to
realizing is parts like oil sumps being made of
plastic, this is something that were working
on for a major OEM. Its a big powertrain
component and there are big weight savings
to be had, not to mention better NVH.
I dont think an IC engine will be ever
fully made from plastic steel is very strong.
I think the question is what type of parts go
to plastics, like the complete air fuel system.
Pushing polymers
Sarah Hainsworth, a professor in materials
engineering at the University of Leicester, UK,
is also in no doubt that advanced polymers
and plastics will be of major interest to engine
designers as progress in materials technology
enables them to achieve ever-higher levels of
performance. She says that the polymers
industry now has its eyes firmly on under-
the-hood applications, where component
weight reductions of at least 50% are
regularly quoted as a benchmark for metal-
to-plastic replacement. To make the grade,
however, such products need to withstand
demanding temperatures, stresses and harsh
MATERIALS
38
WORDS: ANDREW LEE AND DEAN SLAVNICH
ILLUSTRATION: BEN WHITE
00
Engine Technology International.com March 2011
MATERIALS
chemical environments encountered at the sharp end of
the engine. Yet the plastics sector is increasingly confident
that it is meeting the challenge.
Mark Wright, global market manager for fuel and
transportation for Solvay Advanced Polymers, says the
further development of high-performance polymers for
demanding applications is far from complete. Despite
accepting that there will be some occasions when plastic
replacement will not be the best solution and when that
is the case, we say so Wright claims that innovation is
constantly pushing the boundaries of what is possible.
As an example, he cites a mechanical water pump with
impeller, designed by a leading supplier for a global OEM
and based on a 45% glass-filled grade of Amodel PPA
(polyphthalamide), Solvays flagship product family for
automotive applications. The result is a 30% weight saving
on the aluminum equivalent on a pump for a 1.6-liter engine.
The loads and pressures that these mechanical water
pumps have been under have meant theyve typically been
die-cast aluminum, because the mind-set was that its a bit
too much for thermoplastics, explains Wright.
However, metal to plastic conversion has become
possible with the right material and when carried out in
conjunction with CAD and FEA, for 2-liter engines and
below with pressures in the region of 3-4 bar, adds
Wright. Sophisticated CAD and FEA packages gives
the engine designer full confidence in final
performance.
2
1
40
MATERIALS
FLEXIBLE FRIEND
The trend in the automotive
industry to replace metals
with plastics continues undeterred,
due to increasing demands for cost-
effectiveness, a focus on reducing weight and
emissions, and the desire to improve energy efciency. However,
at the same time, temperatures in the engine compartment are also
on the rise, mainly because of reduced space and new engine
concepts for improving the automobiles energy efciency.
For this reason, Polyphthalamide (PPA) injection-
molding resins are playing an increasing role in the
metal-to-plastics conversion under the hood for injection
molded parts such as EGR valves, but until now, high-
temperature tubing assemblies in the engine compartment
have not been suitable for metal replacement, as the
inherent brittleness of PPA has restricted their use to mainly
rigid components and injection-molded parts.
Through innovative materials technology and its long-standing
experience in long-chain high-performance polyamides, Arkema
engineers have developed Rilsan HT, an entirely new class of exible
polyphthalamides. Due to its polymer matrix, Rilsan HT is a very
exible polyphthalamide that offers engineers a breakthrough
solution in metal substitution for severe engine compartment
service and other demanding industrial uses. In contrast to
other high-temperature thermoplastics, Rilsan HT is also
characterized by its excellent long-term resistance to
thermo-oxidative and chemical aging at high temperatures.
The Amodel PPA grade has been specifically designed
to be resistant to the water-glycol environment, enabling
mechanical performance to meet the demanding test
criteria laid down for the part by the OEM. In the case
of the water pump, it has to stand 130C for 3,000 hours
in the water-glycol mixture. Wright claims polymer
specialists such as Solvay will have many more solutions
to bring to the automotive industry even in demanding
environments in the years ahead. He adds: Weve a
whole range of high-performing materials for which
were just scouting out automotive applications.
Dr Michaela Steng, business manager in the technical
polymers unit of chemical and materials group Arkema,
agrees with a general benchmark of at least a 50% weight
saving by metal-to-plastic replacement. However, she
cautions that this will vary depending on many other
factors such as the wider design implications of changing
material selection.
Steng is excited by how advances are giving materials
technologists an ever-growing toolbox from which to
custom-develop materials that are suited to the particular
choices of automotive designers. She says some very recent
advances, such as the ability to form flexible tubing from
high-temperature plastics, can transform the options open
1. The six-cylinder diesel
from BMW features
many plastic components
2. Porsche engineers
worked hard to create a
50/50 weight distribution
on the Panamera, offsetting
the mass from the V8 unit
3. GM has started a
program to recycle and
reuse as many natural
materials as possible
The whole concept of the
IC engine is being revisited
from a number of angles,
and materials is one of them
3
41
certain, and Ive seen some ambitious
numbers quoted, but its certainly
going to be significant.
Johnson is excited about
the potential for innovation
that advanced materials
technology, including
plastics, brings to the IC
engine, but is adamant that
steel will remain at the heart of the
future powertrain. We feel that the
key parts that transmit power and
load will still be steel, because it still
has the best physical properties.
Value for money
With both the polymers and metals sectors
innovating for improved performance and strength,
engine designers are ready to be convinced that a
particular material can bring considerable weight
reductions. However, it is clear that weight is just
one part of the equation, and performance and
cost benefits also have to be part of the package.
Lee Jeffcoat, chief product engineer for
efficient performance at Lotus Engineering, says
there is a limit to how much use an engineer can
make of very advanced and exotic materials before
other considerations kick in: The problem with
exotic materials is usually the cost versus the
benefits, he says.
Issues like the ability to manufacture in volume are a
limitation to many alternative, non-metallic materials.
Ultimately, whatever material is used, the innovation in
the engineering that applies it is likely to be the decisive
factor in weight reduction as car makers and suppliers
strive to meet stringent emissions legislation.
We feel that the key parts
that transmit power and
load will still be steel
MATERIALS
1. The all-new Ford-
designed and Ford-
engineered 6.7-liter V8
turbodiesel makes use
of a blend of materials
2. Many of the powertrain
subsystems of the Audi
R8 had to be lightweight
to design engineers working in demanding applications
(see Flexible Friend). However, even as the plastics sector
gears up to take a greater share of demanding engine
applications, the metals industry is keen to point out its
own, weight-reduction technical advances.
Nerves of steel
Ivan Johnson, product manager for powertrain at Tata
Steel, says a new generation of steels is opening up new
possibilities for designers in terms of stronger, smaller and
lighter components. The whole concept of the IC engine
is being revisited from a number of angles, and materials
is one of them, he says.
The characteristics of the latest steels, says
Johnson, are moving to a higher strength factor
that enables them to make some fundamental
and radical steps in the way they function in an
engine. He names connecting rods and pistons
as examples of areas where higher strength
and lower weight could flow from the use of new-
generation advanced steels. However, Johnson is keen to
underline that the full extent of the weight savings would
only emerge with wider design implications, which he
cautions are complex and need to take a whole engine
approach. We certainly know the strength characteristics
that could be achieved. Whether theres a direct linear
relationship to the weight that can be taken out is less
1
2
42
Whats next for valvetrain technology
and cam-in-block applications in
the land where pushrod designs rule?
ETi travels to the USA to nd out
In the
cam
VALVETRAINS
WORDS: MIKE MAGDA
The Dodge Viper was the
rst vehicle in the USA
to feature concentric
camshaft technology
W
ith much lower costs and continued
improvements in materials and assembly,
the market for concentric or single
cam-phaser camshaft designs is likely to
expand beyond cam-in-block applications,
and this is especially true in the USA, where many engines
are traditional single-cam, pushrod designs, which have
well-known severe limitations in adapting VVT.
In fact, the 8.4-liter V10 engine in the 2008 to 2010
Dodge Viper was the first US vehicle with concentric
camshaft technology, originally developed by Mechadyne
in the UK and supplied by Mahle Technology in Michigan.
44
VALVETRAINS
45
The Viper camshaft features a hollow camshaft tube
shaft to which cam lobes for the exhaust valves are fixed.
A second, solid shaft is positioned inside the tube and
drives the intake lobes, which are free to rotate on the
outside of the tube. The timing gear rotates both shafts
but a hydraulically actuated phaser controlled by the
ECU can adjust the exhaust-valve timing up to 36
separate from the intake valves. Such flexibility enables
engineers to specify an overall aggressive cam profile to
achieve 600 peak horsepower at 6,100rpm, and then close
the exhaust valves a little earlier at low rpm/light load
conditions to help reduce high exhaust-gas dilution of
the intake charge.
This [setup] enables a high-performance engine to
behave itself at idle and low speeds, and with different
kinds of engines you get different benefits, explains Ron
Pierik, senior engineer for advanced technologies at GM
Powertrain, which designs a number of large-displacement
pushrod V8 engines for full-size trucks, SUVs and
performance vehicles. SCP technology on a DOHC
engine, as an example, enables engineers to manipulate
the intake valves individually in each cylinder to control
the relative timing of each cylinders pair of valves.
When you split the event from one valve to the other,
you can start doing some interesting things, including
mixture motion and swirl, says Pierik. Or have one of
the valves close late to reduce pumping work inside the
engine for fuel economy.
Aside from increased power and better fuel economy, a
cam-in-cam solution offers other advantages, explains
Wolfgang Rein, vice president of product engineering for
Mahle Technology: With cam-in-cam, you can go to
different combustion systems such as the Miller Cycle or
derivatives of it. The idea is to go to dual phasers, then
this degree of freedom will increase.
Current single phasers allow only the camshaft tube
timing to change relative to the crankshaft. However, dual
phasers enable engineers to adjust the timing of both sets
of cam lobes relative to the crankshaft, and independently
of each other.
T
H
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W
O
R
L
D
S

G
R
E
A
T
E
S
T

V
A
L
V
E
T
R
A
I
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S
For me its the 1994 Mercedes-Benz 500
developed and built by Ilmor for Penske
Racing. Ive chosen this not just for the clever
and top-secret arrangement of inclined valves,
long-ratio roller rockers, and short-pushrods
that cleared the huge inlet ports, but also for
the unique nger-type followers
mounted on a shaft parallel
to the camshaft instead of
conventional lifters that
not only reduced friction but
increased valve lift.
Okay, so it might not be the most exciting
valvetrain setup, but Fiats MultiAir (or UniAir as
Schaefer terms it) represents a decade of hard
work for these two partners. The cam-actuated
electrohydraulic valvetrain implements throttle-
free continuously variable software-based load
control across the entire engine map. The long
and short of it is that, for the rst time, a fully
variable valve-control system has
come on the market that enables
multiple opening and closing of
valves at different intervals of the
cycle, as well as variations in valve
lift. All this means huge inroads in slashing
emissions and improving fuel economy,
as well as no fewer than ve International
Engine of the Year Awards in two years!
VALVETRAINS
1 and 2. An innovative
engineering solution
from Mechadyne sees
an integrated front cover
feed that is ideal for a
cam-in-block application
1
2
Attaching an actuator to the end of the camshaft that
has two interfaces is more complex, cautions Pierik.
As a result, suppliers are busy developing twin
independent phaser designs, which could even be used on
a three-valve-per-cylinder engine design. We find that
every customer has a unique set of design criteria, says
Dr Tim Lancefield, technology director at Mechadyne.
The challenges vary from project to project.
Two independent phasers usually require four oil feed/
return lines, but Mechadynes solution is an integrated
front cover feed that is ideal for a cam-in-block application.
The company has also developed an integrated twin-spool
valve that requires only a single oil feed.
Mike Magda,
international freelancer
Dean Slavnich,
editor, ETi
46
Cross-talk and oil consumption can be problematic
with some twin-phaser designs, continues Lancefield.
Weve done a lot of development on the oil feed paths
within the twin phaser, resulting in very good leakage test
results that are either on par with, or better than, current
production single phasers.
As research continues, OEMs identify challenges and
concerns in adapting cam-in-cam technology. Internal
friction losses and binding are possibilities, as is the
durability of the cam assembly and grinding the lobes.
The same materials and heat treatments found in
conventional assembled shafts are used in concentric
camshafts. However, differences will depend on the
VALVETRAINS
Greatest valvetrain of all time? Easy: Hondas
mechanical VTEC system. A system so complex
that it actually jumped onto a different cam
prole as the revs climbed, yet folklore has it
that Honda never had a single warranty claim
on the system. And heres the thing: it was just
aming fantastic to experience! The intoxicating
noise; the tremendous extra push as it
reached that little bit of valvetrain heaven;
the fuel economy/performance balance it
enabled; complexity that was made to feel
so seamless; and 9,000rpm! Today, Honda
gives us iVTEC, a dull electronic system by
comparison that doesnt deserve to wear
the letters V-T-E-C on its cam covers.
Still, it could be worse. After all, Honda
is also the OEM that gave us IMA!
My favorite valvetrain must be
the Honda VTEC because it
emphatically demonstrated how
VVA can transform engine
performance. Introduced
when humble phasing
systems were still a rarity,
VTEC led the VVA market
for over 10 years until
continuously variable lift
systems became available,
so you have to applaud
Hondas vision.
The answer to this
is time dependent.
The rst really
clever valvetrains
were the phasers,
and the camshaft
phaser system was
very smart. Then the
phaser system and variable
valvetrain were combined by BMW
and Honda and these were very
good. Then there were sophisticated
systems from Audi and Porsche, and
now its the turn of UniAir. All these
systems were important, but perhaps
when you take time into account, the
BMW/Honda technology opened
the door the most.
When you split the event
from one valve to the other,
you can start doing some
interesting things, including
mixture motion and swirl
assembly process, but maintaining precise tolerances is
critical. It is very easy to design and make a concentric
camshaft that is internally over-constrained, warns
Lancefield. If the holes in the inner shaft and moving
lobes are only slightly out of position, there is a tendency
for such a camshaft to lock up during assembly as the
various pins, fits, and holes all fight each other.
It is important not to distort the driveshaft during the
pinning operation otherwise this too can result in higher
friction levels.
One solution turns the pins into a mechanism that is
similar to the Oldham coupling that results in barely
measurable friction levels, even when the camshaft is
3 4
3 and 4. The Viper V10
with a hollow camshaft
tube shaft to which cam
lobes for the exhaust
valves are xed was
ahead of its time in the USA
Graham Johnson, managing
director, UKIP Media & Events,
publisher of ETI
Ian Methley, technical
specialist, Mechadyne
International
Dr Kurt Kirsten, CTO,
Schae er Group
47
VALVETRAINS
installed in a cam bore slightly out of line. In a perfect
world, grinding would take place with the lobes on the
cam, says GMs Pierik.
Lancefield further explains: The choice to grind the
lobes off or on the camshaft fundamentally comes down
to the cam assembly process. Those resulting in minimal
lobe-tube distortion, such as shrink-fit, where the
camshaft tube is cooled in liquid nitrogen, then passed
through a fixture containing the cam lobes, are able to use
finish-ground or net-shape cam lobes. But other processes
such as mandrel expansion or knurling of the tube may
require grinding after the assembly.
Mechadyne reduces the chance of grinding dust
contaminating the moving surfaces by coating the cam
in wax, prior to grinding or feeding coolant inside the
camshaft during the grinding process. The former is for
use in low-volume production while the latter is used for
1. Many see the i-VTEC as
an unworthy successor to
Hondas screaming VTEC
2 and 3. Co-developed
with Schaefer, Fiats
MultiAir technology points
to a new era in valvetrain
management solutions
high-volume. There is a cost balance between part-level
costs and the assembly-process cost, says Lancefield.
Grinding lobes before assembly may be a more cost-
effective solution at a component level but a more costly
assembly process may be required to ensure profile
positioning accuracy and minimal distortion after assembly.
With such inroads being made in the development of
production processes, combined with the relentless quest
to further improve fuel economy and performance, the
use of concentric camshafts may no longer be confined to
niche products, such as the Viper.
1
2
3
48
Q&A
Dr Kurt Kirsten, CTO, Schaefer Group
Does the UniAir/MultiAir technology
represent a new, higher benchmark in
valvetrain optimization?
Let me start by saying theres no silver bullet when it comes
to valvetrains. Theres no right way, and it really is all about
diversity. Each system is the right system and has the
right to perform. Now, is UniAir the most capable system
on the market? Well, it certainly has the highest degree of
freedom. It has some major advantages because you can
control it cycle-by-cycle and valve-by-valve. At this stage,
Fiats MultiAir System has the highest degree of freedom
and because of that, it has opened the industrys eyes.
A decade ago Schae er and Fiat started
working on UniAir/MultiAir, and today,
this system has been widely praised and
accepted by the market. Whats next for
this technology?
First, the technology needs to stabilize itself on the
market. The rst generation of MultiAir/UniAir has been a
tremendous success, but the next step will be generation
two and this will be an enabler for further combustion
improvement. The second generation is due next year.
Will UniAir open the door to fully
electrohydraulic powertrains?
There are a couple of players in this area, namely BMW and
PSA with the valvetronic system developed by BMW. The
question is, will they go fully electrohydraulic? Is it worth it
for them to make this switch? On a cost basis, no, the switch
is not worth it, and from a marketing approach, there might
be no value added to the system either. There are many
different roads to Rome and the UniAir/MultiAir technology
is just one option.
Are you worried about the so-called
electric powertrain revolution?
I am condent that the IC engine will remain at least until
the end of my career if not longer and Im 15 years
away from retirement!
Will the USA continue to opt for
traditional single-cam pushrod designs?
The cheapest way to realize certain power and torque
levels is cubic inches and this explains the single-cam
systems they use. Now, though, CAFE standards are
leading those in the USA to turbochargers, downspeeding
and downsizing. As a result, there are going to be big
changes in the USA and I think it will follow Europe in
terms of trends and technologies.
9
3
8

0
2
1
Versatile, Environmentally-friendly and Powerful
The MultiAir idea is impressive. The system comprises
an electrohydraulic coupling between the camshaft and
intake valves, which enables fully-variable valve control
per cylinder and according to requirements. This increases
power and torque; decreases fuel consumption and CO
emissions by up to 25 percent, and provides greater
driving pleasure.
UniAir is at the center of this innovation. It is the worlds
first fully-variable electrohydraulic valve control system
and can be used in both gasoline and diesel engines.
Together, FIAT and SCHAEFFLER thus provide an ingenious
solution to increasingly stringent regulations regarding
emissions and fuel consumption.
Creative solutions for tomorrows vehicles.
Let us find new ideas together.
Schaeffler Technologies GmbH & Co. KG www.ina.com
938021_UniAir_215x275_US.indd 1 18.08.2010 16:00:13 Uhr
50
ENGINE EXPO 2011
Engine
Expo
revs up
Engine Expo 2011, which took place 17-19 May at the
Stuttgart Messe, provided visitors from around the
globe with a the perfect opportunity to get their hands
on the very latest electrical powertrain components,
as well as inspect advanced new subsystems that
further optimize IC engine efciency. Read on to
discover our Top 10 showstoppers
1. EUROPEAN EXPANSION FOR INDIAN GIANT
One of Indias largest metal injection molded-parts suppliers,
Indo-Mim, arrived at Engine Expo 2011 keen to promote the
companys vast manufacturing expertise. We already have
good business with the Tier 1s and 2s in Europe, explained sales
manager for the Tier 1, Kiran Kumar. As a company we export
more than 90% of goods that we produce. Here, in
Europe, we work with companies such as Magma,
TRW and Honeywell, but the goal is to expand and
increase business and offer a one stop solution.
Based in Bangalore, but with ofces in Europe
and the USA, Indo-Mim boasts state-of-the-art
manufacturing capability in a 25,000m
2
facility one
of the largest such bases in the world for metal-injection
molding. The two bases that make up Indo-Mims impressive
facility house over 600 skilled engineers and both are ISO
9001:2000 and ISO/TS16949:2002 certied. Such capacity
means we can provide a total solution in conceptualizing,
designing and manufacturing, added Kumar.
Indo-Mim offers engine
makers a one-stop shop
to powertrain production
51
ENGINE EXPO 2011
2. COATING SOLUTIONS
Two coatings solutions from two different surface engineering
companies caught the eye at Engine Expo 2011. The rst
was Ionbonds Tribobond coatings, which are applied
onto components to increase the efciency of engines by
decreasing friction levels. When applied to the valvetrain of
an engine, the carbon-based Tribobond 40 series coatings
can reduce frictional losses in lubricated operations by as
much 40%.
Meanwhile, HEF Group used Engine Expo 2011 to spread
the word about the companys PVD/CVD coatings as well
its manufacturing capabilities. Earlier this year HEF opened
a new production facility in Lyon that will help the company
grow by taking on new business.
We want to further promote the fact that we can provide
production coatings processes for automotive parts on a
large volume, said HEF Group technology sales manager,
Emmanuel Batt.
3. MECHANICAL KERS GETS VISITORS EXCITED
Flybrid Systems was one of the companies that took center stage at
this years Engine Expo, with the UK-based developer showcasing
its latest mechanical KERS device that raced at Le Mans earlier this
month. Engine Expo visitors ocked to Flybrids booth to inspect
the new system, which is to use the new Flybrid CFT transmission,
featuring a series of small clutches to transit the drive in place of the
traditional CVT. The new transmission is smaller, lighter, and lower
cost in mass production. The unit on display at Engine Expo was
rated at 100kW, but the design can be scaled down and also used for
small, front-wheel drive car applications.
Flybrids latest
KERS device
raced at Le Mans
52
5. ENGINE BRAKE INNOVATION
With OEMs demanding higher power density engines for better fuel
economy, Jacobs Vehicle Systems has showcased its High Power
Density (HPD) engine-brake system that offers large displacement
retarding power in small and medium displacement engines. The
innovative braking system consists of two dedicated rocker arms and
two collapsible bridges per cylinder, which enables a second braking
event during each engine cycle.
The HDP creates this second event by deactivating the main intake and
exhaust events via the collapsible bridges, and then actuates the two
braking rockers to provide optimal braking power. Such an innovative
setup enables even stronger braking power at low- to mid-range engine
speeds, resulting in greater vehicle control, improved driveability and
reduced fuel consumption.
ENGINE EXPO 2011
7. BEARINGS FOR DOWNSIZED ENGINES
Over at sister event, Vehicle Dynamics Expo, Saint-
Gobain launched a new range of high-temperature,
low-friction Norglide bearings, which is nding favor in
underhood applications. The technologys tolerance of
temperatures up to 260C is a particular asset where
higher-temperature, turbocharged, downsized engines
are being used to reduce emissions. Saint-Gobain sees
a bright future for its H-Type bearing in dual-mass
ywheels, belt tensioners and stop/start systems.
4. INNOVATIVE SENSOR GLOW PLUG
Slovenian supplier, Hidria, might have had one of the busiest
booths at European Automotive Components Expo 2011, but it
was the companys advanced sensor glow plug that got many
powertrain engineers interested.
This is a new generation of pressure sensing technology,
said key account manager Ales Suligoj. It allows engineers
to optimize the combustion process and therefore lower fuel
consumption and improve emissions.
Suligoj says Hidria engineers have integrated the companys
innovative cylinder pressure-sensing technology within a glow
plug, enabling high accuracy and real-time measurement of
pressure during the combustion system. The data, which is
amplied, calibrated, and ltered, is then transmitted to the ECU
to enable engine closed-loop control, thus improving fuel burn,
as well as reducing emissions. Featuring a modular design that
includes metallic or ceramic heater tips, the pressure-sensor
glow plug is available for EURO 6 emissions standards and is
suitable for stop/start powertrains.
6. POWERFUL ELECTRIC MOTORS
Another major name on the Electric and Hybrid Pavilion at this
years Engine Expo was Remy.
We are here to show the industry our wide range of hybrid
products not just alternators and starters, stated Remy hybrid
application engineer, Zoltan Hosso.
And it was Remys HVH250 series electric motor that stood
out with its high voltage hairpin stator winding technology. This
is placed within a small compact package that can be easily
integrated in most hybrid and electric applications.
What is special about our products is the power and torque
density that is available, added Hosso. It means that we
are able to get the highest power and highest torque from a
compact motor size and weight. Its a real advantage because
in passenger car applications, theres little space, so our motors
need to be compact.
The advanced sensor
glow plug is available
for EURO 6 and EURO 7
emissions standards
Many Engine Expo
visitors stopped at the
Remy booth to inspect
the companys advanced
electric motors
53
ENGINE EXPO 2011
8. EMISSIONS REDUCTION THROUGH PLASTIC PARTS
Plastic-based solutions that will reduce passenger-car emissions were the
main focus from DSM at Engine Expo 2011, with the companys chain-
tensioner display attracting much attention from visitors.
What we are doing here is showing the chain tensioner system of the
Porsche Cayenne, and highlighting that by changing the material for this
component and only changing the material alone OEMs can gain up to
2g of CO
2
reduction, said Andreas Weinmann, account manager.
By using DSMs Stanyl PA46 for the slide shoes and therefore
replacing PA66 the amount of friction in the timing system dramatically
reduces, which in turn cuts CO
2
output.
DSM also had a raft of other emissions-reducing technologies on show,
including innovative high heat resins for under bonnet applications, the
very latest solutions for air inlet manifolds and weight reduction inroads
made in automotive oil sump subsystems.
9. ADVANCES IN AXIAL MOTORS
Axial ux motors (AFM) were the center of attention on
the Evo Electric stand, which was part of this years busy
Electric and Hybrid Pavilion, a dedicated area for businesses
displaying next-generation electric battery, hybrid, and fuel
cell powertrain systems.
We are using Engine Expo to show our two major
product lines and two different sized motors, said Evo
Electrics senior project manager, Neville Javeri. The rst
is a 400mm product motor that can either be a motor or
generator and comes in a single or double stage. When it is
in double, it literally doubles the amount of power available.
In addition to this, we are also showing our new 300mm
diameter machines that can also act as a motor or a
generator. They offer around two-thirds the power of the
400mm products, but they are better for packaging.
VITAL STATISTICS
AFM-240
Tech Spec: AFM-240
Type: PM synchronous
Maximum speed: 5,000rpm
Nominal speed: 440Nm
Peak torque (for up to 60 sec): 800Nm
Torque density: 10Nm/kg
Power density: 4.2kW/kg
Coolant medium: Water/glycol (50/50)
Diameter: 400mm
10. ECU SOLUTIONS
The recently developed engine
management system, Trijekt
Premium, was presented at this years
Expo. Based on the established Trijekt
Plus unit, Trijekt Premium offers
enhanced possibilities and additional
functions. It is nearly 100% pin-
compatible with ME7 ECUs and offers
y-by-wire throttle.
DSMs booth
focused on
plastic parts
Evo Electric used Engine
Expo 2011 to showcase
its axial ux motors
Half a century ago, a pioneering engineer designed a
breakthrough system that would eventually make engines
as effective and safe going downhill as they were going
uphill. That engineer was Clessie L. Cummins and the
invention was the Jake Brake engine retarder. The rest, as
they say, is history.
Today, Jacobs Vehicle Systems offers the market total
engine overhead solutions that improve performance and
reliability in every possible application. They also enhance
efciency levels, providing for lower emissions and fuel
consumption. Despite such advances, though, standing
still and resting on its laurels just isnt the Jacobs way.
When youve been moving valves for over 50 years, its
only natural to evolve, says vice president of engineering
at the US Tier 1, Joao Cullen, proudly. As a company, we
understand the risk and we understand the threats, which
is why we are investing a lot in new technologies.
All about the valves
Part of the evolution, according to Cullen, is the Jacobs
Evolve VVA system, which the 53-year-old Brazilian terms
as the next-generation of valve motion control, offering
design exibility and improved performance, efciency
and emissions. Such is the clever design of the VVA
solution that it integrates with minimal impact into engine
overhead designs. We are incredibly exible with our valve
technology we are capable of supplying systems that can
open and close the valves anyway we want, he says
The simplicity of the system is mainly down to six key
subsystems. First is a self-adjusting valve catch that
reduces system noise and prevents damage to the valves.
The shock absorbers have been created to automatically
adjust for lash resulting from initial assembly tolerances.
The system also has a variable collapsing element that
provides the hydraulic link between the cam and the
valves, creating control of varying valve events.
The VVA technology also features a modied stock
rocker arm and a high-speed trigger known by Jacobs
An innovator in engine-braking systems, Jacobs has set
its sights on making VVA a mainstream technology. ETi
nds out how such an ambitious goal will be realized
Break
the mold
SUPPLIER INTERVIEW: JACOBS VEHICLE SYSTEMS
54
As a company, we
understand the risk and
we understand threats and
thats why we are investing
a lot in new technologies
WORDS: JOSH BENTALL
THE JOURNEYMAN
From Brazil to Germany, Metal Leve to Ricardo, Joao Cullens career has certainly been
varied. I nished school in Brazil and went on to do a Bachelors degree in mechanical
engineering and then a Masters in naval engineering in So Paulo, he recalls.
Having spent a decade working for Metal Leve, Cullen left his homeland in 1989
when the USA came calling. We were in Brazil making pistons, he recalls. The
technology we were working on was high-tech, but nobody from North America wanted
to talk to us, probably because they thought we were a small company. It turned out we
developed the articulated steel piston, which is still used today. Looking back, it was an
important moment for the industry and for me personally.
Such was the success of the steel piston that Cullen headed to Michigan to help
establish new operations for Metal Leve. In 1996, Mahle purchased the Brazilian
operations of Metal Leve while the companys US business was sold to Federal Mogul.
The diversication of Metal Leve resulted in Cullen heading to Cummins, where he
would spend 10 years working on diesel powertrain subsystems. Having achieved all
he could at Cummins, Cullen moved to Navistar in 2006. During his time at Navistar,
Cullen moved to Germany and worked with MAN engineers to co-develop a new family
of powertrains.
After that project was completed, I headed back to the USA and then joined Ricardo
in Chicago in 2006. I was with Ricardo for three years developing solutions for heavy-
duty and large engines until 2009, when Jacobs convinced me to join them.
engineers as the heart of the system. The trigger has been
specically developed to be both high-ow and fast-
acting to handle the response of demanding engine
requirements. A spring-loaded piston accumulator enables
the VVA unit to respond instantly to changes in operating
modes. Finally, there is the valve control unit, which has
been developed to be mounted on the engine and respond
to the ECM valves timing commands on a cycle-by-cycle
basis. Although improving aspects such as performance
and emissions is all well and good, haulers insist on
reliability and so Cullen is keen to point out that VVA
operates with a low-risk, default-to-mechanical mode.
The majority of the components in the VVA are derived
from existing [Jacobs] systems that have proved their
worth in millions of miles of experience, he says.
If thats not impressive enough, VVA also enables the
engine to use Miller cycle, HCCI combustion, and
cylinder de-activation that enables engine makers and
OEMs to further lower fuel consumption, emissions and
reduce cost by reducing aftertreatment system complexity.
HCCI is a real option with this technology, says the
Jacobs vice president. In fact, VVA is a system enabler,
so you can have a closed-loop system and optimize the
combustion for every single cylinder and to any engine
speed, he adds.
So much potential has led some senior automotive
consultants to predict that by 2015, several global
OEMs will have implemented VVA in developed markets.
But the technology is not just destined for developed
markets. We are working with three big OEMs for this
system, reveals Cullen. One is in the USA and two are in
Asia. They are looking to production in the next two or
three years time, but I think one of the Asian projects
will be the rst to market with this technology, with the
USA following close behind.
Power to the (smaller) engines
VVA is not the only technology that Jacobs and its 450+
staff are keen to push forward, especially as the company
is seen as being a key supplier to most heavy-duty engine
and truck OEMs, including Cummins, Detroit Diesel,
Navistar, Paccar, DAF, Daimler, FAW, Fuso, and Hyundai.
The Tier 1 is well known for its compression release
brakes, bleeder brakes, and exhaust-brake solutions.
So, just as important is the High Power Density (HPD)
engine brake, which has been developed specically for
small- to medium-sized engines that require large engine
braking performance. Essentially, says Cullen, HPD
provides a cost effective solution that enables smaller
engines to produce similar retarding power to the
larger-displacement engines. Capabilities include the
disabling of intake and exhaust valve motions from the
conventional power cycle event, and replacing them
with a two-stroke valve motion optimized for maximum
retarding power. Other benets include minimal to no
engine-height increase, lower valvetrain loading, lower
pressure pulses to the turbocharger, a low hydraulic-
compliant system, along with a mechanical fail-safe
design and standard Jacobs componentry to ensure a
robust design.
Like the VVA technology, Cullen says the beauty of the
HPD system is its simplistic design. The braking system
consists of two standard rocker arms, two dedicated
rocker brakes, and two collapsible bridges per cylinder,
which enables the second braking event during each
engine cycle. HPD creates this second event by
deactivating the main intake and exhaust events via the
collapsible bridges, explains Cullen.
This process also actuates the two braking rockers to
create new valve motions capable of providing optimal
braking power, particularly at lower engine speeds, giving
the driver greater control, improved driveability, and
reduced fuel consumption.
SUPPLIER INTERVIEW: JACOBS VEHICLE SYSTEMS
Left: The Jacobs booth
takes center stage
at Engine Expo 2011
The HPD engine brake is a
cost effective solution that
enables smaller engines to
produce similar retarding
power to the larger-
displacement engines
55
Three decades of experience in hard coatings has led
Hauzer Techno Coating to become a leading equipment
manufacturer and developer of ceramic coatings that
reduce friction levels and improve wear resistance of
engine components. But while such a rich history is key to
the company, the automotive coatings sector is becoming
increasingly competitive, with the industry striving to
meet ever-tougher emissions laws.
One of the biggest challenges that suppliers such as
Hauzer face is to keep ahead of the competition on
technology and cost efciency, says Dave Doerwald,
Hauzers product manager for tribological coatings for
the last six years. Developing new technology is just
as important as optimizing the solutions that are
already in the market. The world is changing
rapidly, so Hauzer must listen to the market
and cooperate closely with all parties to
obtain the best solutions for any problems.
Hauzer has been an innovator in the
coatings eld from the outset. With
technical centers in China, Japan, and
Europe, the Dutch-based supplier is able to
offer a wide range of solutions with the
possibility of combining different technologies
such as arc evaporation, unbalanced
magnetron sputtering, PACVD, and dual
magnetron sputtering into one process. But thats
just the tip of the iceberg.
Todays state-of-the-art is DLC (a-c:H) deposited by
PACVD process, continues Doerwald. This coating is
applied on, for example, valvetrain components and gives
low friction and high wear resistance. PACVD DLC is the
benchmark coating, as it is robust and easy to produce.
However, friction and wear characteristics of the DLC
coating can be improved by using dopants, such as
Si-DLC and/or a DLC made by a sputtering process.
Our strength is that we are able to produce all these
coatings in high-volume production PVD coating systems
such as our Flexicoat 1500 with consistent quality not
only from batch to batch but also from system to system
and on different production locations. Of course, the
major decision criteria for automotive are low cost of
ownership and superior quality. These are two of
the key performance aspects of our systems.
Hauzers Flexicoat solution is essentially an
equipment platform, and the fact that it can
combine several technologies in one machine
means that the coating solution can be optimally
adapted to a specic tribological challenge.
The platform consists of robust machines,
available in several versions (different sizes of
coating zone), and qualied for industrial mass
production, adds Doerwald. Its exibility also
ensures that the machine can be upgraded with new
technologies at a later date, making customers exible in
their own market.
Doerwald says Hauzers R&D team never stops, with
the core team always looking for ways to better the
companys coatings something that has been the Hauzer
way since they rst went into business in 1969.
We aim for improvement in terms of quality and new
products but also in terms of cost of ownership. Some of
our recent developments are hydrogen-free DLC (ta-C), a
very hard (HV>7000) coating with excellent friction
coefcient when used with dedicated oil.
In the future, the focus will be on improving
understanding and optimizing the interface coating,
lubricant, and counter face to optimize friction and wear.
For this we are cooperating closely with our customers
and are supporting a PhD student at Leeds University,
[UK] for tribological research. First mass-production
applications with new coatings are expected before long.
From its humble family beginnings, Hauzer Techno
Coating has become one of the leading players
in the coatings segment. So whats next?
Coated
to perfection
SUPPLIER INTERVIEW: HAUZER TECHNO COATING
Hauzers acclaimed
PACVD process allows for
low friction and high wear
resistance of engine parts
56
Our strength is that
we are able to produce
all these coatings in
high-volume production
PVD coating systems
WORDS: JOSH BENTALL
KEY MILESTONES
1969 The Hauzer family opens
a heat treatment center in Venlo
1983 Hauzer diversies into
manufacturing PVD coating equipment
and Hauzer Techno Coating is established
2003 Hauzer Techno Coating opens a
competence center in Venlo
2008 Hauzer joins the IHI Group in Japan
2010 Competence center
opens in Shanghai
2011 Competence center
opens in Yokohama
Dave Doerwald, Hauzers product manager for tribological coatings
12, 13, 14 June 2012
Messe Stuttgart, Stuttgart, Germany
www.engine-expo.com
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s
These product
lines are part
of everyday
development
within Electricls
Technopole R&D
Center, bringing a new
dimension to vehicle
performance and forming
part of our 7 innovation
sectors.
Prototypes for pilot tests
available in 48 hours
innovation@electricl.com
+33 4 72 88 75 75
focused on automotive
intelligence
ELECTRICAL ENERGY MANAGEMENT
All systems go ...
with our Smart
Battery Sensor
At the heart of a
new generation of
Instrumentation
Electricfil Automotive
77, alle des Grandes Combes
ZI Ouest Beynost
01708 Miribel Cedex France
T. +33 472 0134 34
F. +33 472 0134 50
www.electricfil.com
INNOVATION No. 0012
SMART BATTERY
SENSOR
The SBS is an integrated
on-board diagnostics solu-
tion for lead-acid batteries,
made up of a measure-
ment module and a local
processor.
Based on measurements
of temperature and various
electrical parameters, pa-
tented algorithms calculate
the state-of-charge,
state-of-health and state-
of-function of the battery,
warning the driver of any
risk of battery failure.
The SBS uses powerful
self-learning software to
recognize battery charac-
teristics in real time and
automatically adapts the
sensor to any new battery.
PRODUCTS & SERVICES
Lead-acid batteries have been
feeding vehicles the electricity
they need for over 100 years and, if
predictions are correct, will continue
to do so for some time.
In the past, all these batteries had
to do was store enough energy to
start the engine and then supply a
few auxiliary functions when the
alternator could not keep up. The
day the car would not start, it was
time to change the battery.
But today, that is no longer
enough. Car owners will no longer
tolerate a dead-battery surprise on
a cold winter morning, and truck
drivers even less so. This problem is
further complicated by the rising
number of electrically operated
comfort, safety, and driver-
assistance functions nding their
way into todays vehicles all of
which rely on battery power.
And just how do vehicle
manufacturers plan to meet these
new needs? One way is by
improving energy management.
However, energy-management
systems can do their job only if they
know the state of the battery.
Based on 20 years experience in
delivering innovative sensing
solutions to the automotive industry,
Electricl Automotive has developed
a Smart Battery Sensor (SBS) to
deliver this vital information.
Two trends have fueled the
market for battery monitoring
solutions. Firstly, the increasing
number of electricity-consuming
devices in vehicles made battery
monitoring necessary to prevent
early failures due to deep discharge.
Secondly, closed loop control of the
alternator offered a way of reducing
fuel consumption and CO
2

emissions. Fuel savings of 3% can
be achieved by lowering or
disconnecting the load on the
alternator when the battery has
enough charge.
manufacturers want to offer smart
battery monitoring to avoid draining
the battery, eliminating costly delays
for the trucker and high battery
failure warranty costs for the OEM.
As a valuable spin-off, battery
sensors can be used at the end of
vehicle assembly lines to detect
abnormal leakage currents and
accessory failures, greatly reducing
inspection costs.
To meet these needs, Electricl
has developed the innovative SBS
to handle three functions: provide
correct input data (current, voltage,
and temperature) to the software;
carry out the calculations required
by the algorithms used in the
software; and forward the results
Electricfils new smart battery sensor will help batteries
keep pace with the evolving energy-management
needs of todays electricity-sapping vehicles
Smarter batteries
58
But battery monitoring really took
off with stop/start, which is
expected to reach a 20% share of
the light-vehicle market worldwide
by 2016, and 60% in Europe within
the same timeframe.
With stop/start, battery monitoring
is mandatory to regulate the charge/
discharge cycles and check that
the battery will have the capacity to
supply vehicle functions when the
engine is temporarily stopped, and
crank the engine when the light
turns green.
And for heavy-duty vehicles
(HDV), especially long-haul trucks,
drivers increasingly use cooking,
climate control and entertainment
devices while the engine is off. HDV
to the vehicle ECU (LIN or CAN
interface).
Two current-sensing technologies
are available with the SBS. When
leakage currents on the vehicles
electrical circuits must be monitored
in addition to battery parameters, a
shunt-based current sensor is
proposed along with the
corresponding electronic
architecture. All battery sensors
presently available on the market
use this technology, whether or
not leakage currents must be
monitored. When only battery
monitoring is required, a less-
expensive version is available,
based on a Hall-effect current
sensor technology.
Electricl Automotives Smart
Battery sensor ready for integration
on the battery terminal connector
PRODUCTS & SERVICES
While the shunt version requires a
complex analog acquisition system
and a 16bit core microcontroller, the
Hall-effect solution needs only a
common acquisition chain and an
associated 8bit core. Both versions
host the same software.
The application software of
Electricls SBS includes an
algorithm that uses the measured
current, voltage, and temperature
around the battery to calculate its
internal temperature, state of charge
(SOC), state of health (SOH)
including nominal and real
capacities, and different states of
function (SOF), adapted to
customer needs and applications.
The SBS algorithm can calculate
59
Olivier Brunel, Dr Fathia Karoui &
Nicolas Guihard at Electric l
W. www.electric l.com
ONLINE READER
ENQUIRY NO. 501
several predictive SOFs. This output
can be, for example, a prediction of
the real minimum cranking voltage
for the next crank, the minimum
voltage with a specic cranking
prole, the minimum SOC before
cranking failure, the maximum time
before cranking failure, or the
average voltage during the next
cranking phase. The product may
be customized to deliver one of
these values or another SOF.
SOC, SOH, and SOF calculation
methods depend on the detected
operating mode of the battery in the
vehicle (cranking, charging,
discharging or standby). Innovative
methods have been developed for
self-adaptation to different batteries,
quick SOC calculations, and
especially for truck applications
calculation of aging, even when it is
hard to determine with resistive
methods. The SBS algorithm is self-
adapting but can also be calibrated
externally if necessary.
Electricl Automotive has
developed an SBS that is well suited
to the new requirements of light-
and heavy-duty vehicles. Both Hall-
effect and shunt current-sensing
technologies are available to offer
optimum cost and performance for
every application. The major
breakthrough of the solution lies in
the software. An innovative battery
model and processing algorithms
make the SBS a self-learning sensor
that automatically adapts to all
types of battery, even after
replacements. The software takes a
wide variety of battery-aging effects
into account to increase accuracy
under all operating conditions.
Intensive vehicle tests over more
than two years have proven SBS
performance. Production is
scheduled to start in 2012.
The SBS from Electricl
Automotive is well suited to
the new requirements of light-
and heavy-duty vehicles
Electricl Automotives Smart
Battery Sensor integrating
battery terminal connector
PRODUCTS & SERVICES
In an effort to meet the
requirements of energy
conservation and environmental
protection, high-performance
forced-induction systems such as
turbochargers with electronic-
controlled variable nozzle, gasoline
engine turbo units, and turbo
technology with relief valves are
being widely applied in China. As a
result of this trend, the turbocharger
market in China is increasing at an
annual rate of 30%.
F-Diesel has completed the
development of an electronic-
controlled variable nozzle
turbocharger that can be mated to
a passenger car engine of between
1.8- and 2-liters. The power for the
1.8-liter turbo engine is rated at
90.5bhp and meets EURO 4
emissions regulations. The torque
for a 2-liter TECV engine can be
congured to be as high as 310Nm,
while fullling EURO 5 emissions
standards. Both engines, featuring
F-Diesels electronic-controlled
variable nozzle turbocharger, will
power two upcoming vehicles
that are expected to enter mass
production in China in the second
half of 2011, with an annual output
of over 100,000 units.
As part of a next-stage
development process, F-Diesel is
good reliability and long service life;
the other is a turbocharging system
that could fully use the energy of
exhaust gas to avoid the
interference of intake and exhaust,
resulting in a good match with the
turbo unit. In general, its widely
accepted that turbochargers for
new model vehicles in China will
develop toward improving
pressurization ratio, increasing
supercharger efciency, reducing
spare parts quantities, and
broadening the ow range and
downsizing.
F-Diesel is working on a number
of new technologies to comply with
the market development. The rst is
a mixed-ow turbine that integrates
numerous advantages gained from
radial and axial ow turbochargers.
The turbine efciency of mix-ow
turbines can be bettered by up to
8% over mainstream radial turbos.
Another development on the
agenda at F-Diesel is electronic-
controlled variable nozzle
turbochargers. To satisfy the gas
distribution under various load
F-Diesel is helping to lead the way in groundbreaking turbocharger designs
R&D developments in China
Mark Huang at F-Diesel Power
T. +86 21 3350 6167
F. +86 21 3350 6269
E. mark.huang@turbochargers.cn
ONLINE READER
ENQUIRY NO. 502
60
Left and below: F-Diesel is at
the forefront of turbocharger
development in China with
its electronic-controlled
variable nozzle design
undertaking engineering trials of a
family car thats powered by a 1-liter
turbo engine. These trials will be
completed at the end of this year,
with mass production of 500,000
units commencing in 2012. As a
result of these developments, F-
Diesel is now the only Chinese turbo
company that can engineer turbo
systems for gasoline engine cars.
Turbocharger development in
China is heading in two directions.
The rst is smaller power outputs,
and this includes small gasoline and
diesel engines that are mainly for
passenger cars. The second
direction for turbocharger
development in China is high-end
turbo units that are mainly for car
applications, but also for SUVs and
SUTs. The second turbo trend will
help realize signicant downsizing,
creating smaller engines but with
greater power output. These two
trends have led F-Diesel engineers
to further study two key issues with
the IC engine: one is turbocharger
technology with high efciency, high
pressure ratio, wide ow range,
conditions, this type of turbocharger
improves the accuracy of gas
distribution by using an electric
actuator, which is why F-Diesel
values this innovation very highly.
A third breakthrough
development is advanced variable
geometry turbochargers, which
help meet gas distribution under
various operating parameters, with
the stability of variable geometry
turbochargers being relatively higher
than variable nozzle turbochargers.
Other important developments
taking place at F-Diesel include:
new ball bearing designs that
enhance responsiveness so that
internal mechanical loss is reduced
by around 20%; new turbine
materials, such as Ti-Al alloy and
ceramic turbine, that are lighter than
traditional materials and are
therefore able to realize faster
responsiveness and higher heat-
resistance; advanced relief-valve
functions that enable more precise
regulation of inlet pressure and
effectively prevent explosion; and a
two-stage regulated turbocharging
system that expands the ow
range, widens the torque range,
and offers a higher corresponding
compression ratio at low speed.
POWER BEHIND TURBOCHARGED ENGINES
TURBO ENERGY LTD.
TEL
+91 44 27425706 +91 44 27425710
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s 12, 13, 14 June 2012
Messe Stuttgart, Stuttgart, Germany
www.engine-expo.com
PRODUCTS & SERVICES
The EMC of a complex
system is a key quality aspect
and a functional requirement that
has to be fullled. However, the
integration of such systems
constitutes a major challenge
for powertrain engineers around
the world.
Only focused and expert
knowledge can provide adequate
assistance for suppliers and OEMs
in the EMC eld. Systematic
processing is required, as well as a
full understanding of EMC behavior
of each system component. AVLs
Trimerics technology approach
provides special simulation tools to
analyze the root causes of EMC
issues on both a system parts level
and a system level. This improved
approach results in time and cost
savings and provides reusability.
AVL Trimerics offers engineers
efcient support based on AVLs
know-how and interaction of
simulation and test processes. The
AVL Trimerics portfolio contains a
comprehensive range of services,
including: the analysis of EMC
requirements and specications;
EMC/ESD (electrostatic discharge)
analysis of active and passive
components; hardware-less
prediction of EMC and assessment
of the emission of circuitry designs
with virtual measurement methods;
and PCB board design analysis with
expertise and simulation.
Other key features of the
Trimerics portfolio from AVL that will
interest powertrain engineers
include a mechanical design
analysis with simulation (enclosures,
bus bars, and all conductive
materials); evaluation of cabling,
shielding and concepts, all of which
are simulation based; analysis of
loads and inuence on system
behavior; and assessment of the
contribution to EMC behavior of all
involved system parts.
CISPR 25. The correlation of
real measurement results and
simulated results shows excellent
conformance. Furthermore, the
Trimerics portfolio offers different
simulation tools with 2D/3D eld
solver available to visualize EMC
effects.
For EMC troubleshooting, the
Trimerics portfolio offers engineers
assistance to solve EMC issues for
all types of automotive and non-
automotive applications. The
system has also been designed to
provide users with assistance for
Offering smart preventive actions along the system value chain, AVLs
electromagnetic compatibility competence supports full system integration
EMC competence
Hartwig Reindl at AVL
E. hartwig.reindl@avl.com
W. www.avl.com
ONLINE READER
ENQUIRY NO. 503
62
AVL engineers have created
a Mini prototype car with new
range extender technology
In terms of EMC verication and
validation, AVLs Trimerics portfolio
offers engineers assistance for EMC
tests at component, system and
vehicle/machine level. The AVL
package also performs EMC tests
in cooperation with accredited labs,
as well as offering assistance for
type approvals.
EMC simulation capabilities of
the Trimerics portfolio are wide
ranging and include the ability to
offer virtual measurements, with the
resulting presentation meeting real
measurement results according to
system integration or trouble-
shooting at vehicle level.
Because EMC is an experience-
driven sector, AVL Trimerics offers
more than 70 man-years of
experience. Specially created
analysis tools help to identify EMC
issues at each phase of
development, providing smart
solutions that consider costs and
feasibility.
Left and
above: The
Trimerics
portfolio
offers various
simulation
tools with a
2D and 3D
eld solver
PRODUCTS & SERVICES
Schaefers lightweight
balancer shaft with rolling
bearing support, which falls under
the organizations INA brand, has
won the 2011 PACE Award.
This award demonstrates the
signicance of innovative detailed
work, commented a delighted Dr
Peter Pleus, president of the
Schaefer Group. Modern
technologies, innovative products,
and lightweight designs are among
the key factors that make a
signicant contribution to optimizing
drivetrains with IC engines. This
latest recognition with the PACE
Award for us is a valuable
conrmation of our innovative
strength that is so highly
appreciated by our customers.
Lightweight balancer shafts with
rolling bearing supports contribute
to cutting fuel consumption and
CO
2
emissions while increasing
driving comfort. Such innovations
are in line with the trends for the
downsizing and downspeeding of
engines within the automotive
industry, and as a result these
systems are gaining in popularity.
The rolling bearing supports, with
reduced friction characteristics, lead
to a signicant improvement in
energy efciency over the plain
bearings that were previously used.
For example, the power consumed
internally in a four-cylinder diesel
engine already in volume production
is reduced by up to 2bhp (1.5kW).
Furthermore, the use of rolling
bearing supports considerably
reduces the requirement for oil
cooling and eliminates the need for
the previously obligatory pressure
lubrication. These characteristics in
conjunction with the designs
superior emergency running
properties make lightweight
balancer shafts with rolling bearing
supports particularly suitable for
engines with stop/start systems.
also increasingly moving into focus
and still holds potential for improved
energy efciency in the classic
drivetrain, he said.
The lightweight balancer shaft
with rolling bearing supports
celebrated its premiere in Daimlers
OM 651 four-cylinder diesel engine,
which was awarded the
International Engine of the Year in
2009 for the 2-liter to 2.5-liter
category. The balancer shafts of
other modern engines such as Fiats
two-cylinder TwinAir engine, which
won four International Engine of the
Year (IEOTY) Awards this year (Best
New Engine, Green Engine, Sub 1-
liter, and the overall IEOTY Award),
is also equipped with rolling bearing
supports from Schaefer. Last year,
the lightweight balancer shaft with
rolling bearing supports won the
Lightweight balancer shafts with rolling bearing supports
are increasing in popularity, but theres one product
on the market that just keeps receiving global praise
Balancer shaft award
The rolling bearing supports also
enable a new, weight-optimized
layout of the balancer shafts with a
mass that is reduced by around
one-third. This means that the two
balancer shafts mounted in an
engine, which run at twice
crankshaft speed due to the design,
reduce engine weight by more than
1kg. The ligree design minimizes
the shafts rotational inertia and
thus, in turn, reduces the driving
forces required.
Dr Peter Solfrank, Schaefer
product application manager for
rolling bearings and balancer shafts,
accepted the PACE award, which
was presented in Detroit.
As the optimization of IC engines
is becoming more and more
important, the topic of rolling
bearing supports in the engine is
Steel Innovation Prize.
To date, Schaefer has been
nominated ve times for the PACE
Award and won the distinction once
again this year. Among the
nominated and awarded Schaefer
innovations are the dry double
clutch and the hybrid damper from
LuK, as well as the wheel bearing
with face spline, and the angular
contact TwinTandem bearing for
rear-axle drives of the FAG brand.
Schaefers lightweight
balancer shaft with rolling
bearing support helps car
makers to reduce fuel
consumption and cut emissions
Schaef er Group
W. www.schaef er-group.com
ONLINE READER
ENQUIRY NO.504
63
PRODUCTS & SERVICES
Liquid cooling is one of the
optimal technologies used
for large-scale lithium batteries
in mobile applications. The
interconnections of the cooling
system require reliable sealing
components because any leakage
of the cooling cycle results in critical
operation states of the battery
system. Plug and seal components
offer excellent tolerance
compensation during assembly and
application, and these parts are also
highly resistant against vibrations.
Plug and seal solutions are easy to
mount and have a very low water
permeation coefcient. The parts
are widely used for automotive
engine cooling, with rst applications
of plug and seal being for EV and
HEV battery cooling cycles.
Freudenberg is a global leading
technology specialist, supplying
innovative sealing solutions. The
companys focus for products
currently used in large-scale lithium
batteries is improving battery safety,
enhancing battery reliability and
long-term stability, and reducing
battery system costs.
Battery systems especially for
automotive applications require a
powerful cooling system. The
purpose of this system is to have
effective cooling of operating cells
and a temperature balance between
the single cells (thus avoiding unequal
aging of the cells). In addition, a
heating function is required in
certain cases to avoid a loss of
charge at temperatures below 0C.
The interconnections of the
cooling system require reliable
sealing components because any
leakage of the cooling cycle results
in a critical operation state of the
battery system. The higher the
number of interconnections, the
more important is the reliability for
assembly and function of the single
sealing component. As a result,
Rubber material for water-based
cooling applications typically is
olenic (EPDM). The addition of
special llers reduces the
permeability of water vapor through
the rubber. The advantages of plug
and seal components are: reduced
requirements on plane parallelism of
the housing material, mechanical
decoupling, and compensation of
misalignment/offset. The typical
tolerance compensation of the plug
and seal components (maximum
5mm) clearly exceeds that of
competitive O-ring solutions.
A robust and reliable seal design can provide efficient battery
cooling cycles for electric vehicles and hybrid electric vehicles
Innovative seals
Dr Peter Kritzer, Markus Clemens
and Ralf Heldmann at Freudenberg
W. www.freudenberg-ds.com
ONLINE READER
ENQUIRY NO. 505
64
sealing components should be easy
to assemble and provide excellent
tolerance compensation. The
sealing components have to
compensate thermal expansion
phenomena and mechanical
vibrations to which the battery
system is exposed.
Another important requirement is
a low steam penetration of the
cooling medium through the seal.
Taking into account a long-term
battery operation, water vapor
penetration through the seal can
result in signicant volumes of free
water inside the battery housing.
Plug and seal components are a
further development of O-ring-
based solutions. They consist of a
rigid metallic or thermoplastic base
tube, which is rubber-coated on the
outside. Specially designed rubber
sealing beads and shock absorbers
secure reliable function. The parts
are designed to tolerate inner
pressures of at least 10 bar, which is
sufcient for all relevant battery
cooling applications.
A further step toward system
integration is plug and seal
components with sensors. For
cooling-cycle applications,
thermocouples are integrated
through the wall of the plug and seal
connector. This allows intelligent
water temperature monitoring and
provide sufcient cooling and
heating of individual modules.
The technical advantages of this
setup is a reduced number of
system weaknesses, as there is no
need for an additional bore and seal
of the thermocouple, which means
fewer parts. This simplies
assembly and guarantees reliable
and safe operation.
The plug and seal component equipped
with thermocouple sensor. The
integration of other sensors, such as
pressure sensors, is also made possible
Sealing beads
Schematic composition of
the plug and seal component.
For battery cooling cycles,
|olenic rubber (EPDM) is the
preferred sealing material
Rubber Coating
FKM
EPDM
HNBR
NBR
VMQ
Shock Absorber
Base Tube
Steel
Stainless Steel
Aluminum
Plastic
PRODUCTS & SERVICES
Scuderi Group, the high-tech
development company that is
re-engineering the conventional
four-stroke engine to advance fuel-
effcient powertrain design, has
introduced fascinating details of a
technical discovery that enables
maximum levels of power and
torque output while reducing fuel
consumption and engine size.
Studies have concluded that the
new engine design, when boosted
with a turbocharger to 3.2 bar,
decreases the brake specifc fuel
consumption (BSFC) by up to 14%,
as a simultaneous increase of 140%
occurs in the engines power brake
mean effective pressure (BMEP),
and at the same time reducing the
size of the engine over 29%.
Consistent with conventional
four-stroke engine designs, the
combustion cycle of the Scuderi
engine has two high-pressure
strokes (compression and power)
and two low-pressure strokes
(intake and exhaust). The power
stroke is positive work, or the
energy that is produced by the
expanding gases to create
mechanical work. The intake,
compression and exhaust strokes
are all negative work, or the energy
independent research lab. The
study modeled various Scuderi
Split-Cycle (SSC) engine designs in
a vehicle computer model of a 2011
Nissan Sentra.
The Sentra model was simulated
through a standardized Federal Test
Procedure-75 drive cycle for each
SSC engine design. Preliminary
results showed that a 25%
decrease in fuel consumption was
achievable with an SSC engine
replacing the Sentras engine, when
factoring in fuel cut-off during
deceleration and idle in the model.
Results also showed that up to 35%
achievable when compared to the
model Nissan Sentra, using a stock
engine without fuel cut-off.
Scuderi Group commissioned the
independent lab to design and
implement the computer study,
which could simulate an SSC
engine in any vehicle of choice,
driven through any drive cycle of
choice. Results would then be
compared to the same vehicle
driven with its factory engine
through the same drive cycle. The
Nissan Sentra was the frst vehicle
chosen for the study due to its
competitive mileage and popularity.
Studies have unveiled astonishing lab and simulation data on a powertrain that realizes
maximum power and torque levels while reducing fuel consumption and engine size
Scuderi reports key results
that the engine consumes to create
mechanical work. By separating the
compression cylinder from the
power cylinder and by using a
standard turbocharger to convert
recovered exhaust-gas energy into
compressed air energy, the size of
the compression cylinder can be
downsized to achieve key reductions
in negative compression work.
The Scuderi engine gains
a massive advantage from
turbocharging, Miller-like valve
control strategies, and extended
expansion that is simply not
possible with conventional engine
designs, says Sal Scuderi,
president of Scuderi Group. The
net result is a smaller, higher
performing engine that yields
signifcant gains in volumetric
effciency and power, as well as
reducing BSFC.
Aside from these lab fndings,
important simulations involving the
Nissan Sentra have revealed that
the cars standard fuel consumption
is improved by 35%. The results,
announced earlier in 2011, reveal an
extensive vehicle computer study
that was funded by the Scuderi and
conducted by Southwest Research
Institute, an internationally recognized
These results continue to verify
the real-life applicability of our
engine design, says Scuderi. At
every step in the development and
of our engine, we continue to see
additional fuel effciency gains. Our
split-cycle confguration is creating
the basis for implementing additional
propulsion advances that move
beyond conventional engine design.
Car makers are under increased
pressure to innovate and bring to
market more fuel-effcient cars that
can meet stricter fuel economy
standards while providing
consumers with viable options to
contend with rising fuel prices.
Scuderis fuel-effcient engine
designs offer manufacturers a
potential solution to address these
challenges at lower costs than other
alternatives, such as electric hybrids
or all-electric vehicles.
Tests show that a Nissan Sentras standard fuel consumption is improved by 35% The graph shows the engine has a 1,400rpm maximum load
65
Lutz Deyerling
T. +49 69 928 84 970
E. ScuderiEurope@ScuderiGroup.com
W. www.ScuderiEngine.com
ONLINE READER
ENQUIRY NO. 506
products & services
effcient powertrain design, has
decreases the brake specifc fuel
Nissan Sentra.
Nissan Sentra was the frst vehicle
studies have unveiled astonishing lab and simulation data on a powertrain that realizes
signifcant gains in volumetric
effciency and power, as well as
reducing BSFC.
Aside from these lab fndings,
additional fuel effciency gains. Our
split-cycle confguration is creating
market more fuel-effcient cars that
Scuderis fuel-effcient engine
65
Lutz Deyerling
T. +49 69 928 84 970
Online reader
enquiry nO. 506
PRODUCTS & SERVICES
efcient powertrain design, has
decreases the brake specic fuel
Nissan Sentra.
Nissan Sentra was the rst vehicle
Studies have unveiled astonishing lab and simulation data on a powertrain that realizes
signicant gains in volumetric
efciency and power, as well as
reducing BSFC.
Aside from these lab ndings,
additional fuel efciency gains. Our
split-cycle conguration is creating
market more fuel-efcient cars that
Scuderis fuel-efcient engine
65
Lutz Deyerling
T. +49 69 928 84 970
ONLINE READER
ENQUIRY NO. 510
PRODUCTS & SERVICES
Sometimes, the biggest
outsourcing could be for a
tiny part so small, that it could go
through the buttonhole on your
shirt. But outsourcing these days
happens in a broader context.
Automotive companies, for
example, are increasingly handing
over the additional responsibility of
cost reduction and value
engineering. The objective here is
to work with leaner supply chains
without having to sacrice on
quality, and this is where
automotive organizations need a
partner that works with new
production platforms such as metal
injection molding.
Metal injection molding is ideally
suited for small, complex, tight-
tolerance and high-performance
metal parts as this process delivers
excellent surface nish, close
porosity and high nal density. All
this happens at a demonstrated
cost saving on both part and
process, making metal-injection
molding the preferred choice for
global automotive customers.
Indo-MIM helps customers to
identify suitable connect points in
their value chain that could link up
with the companys vast and
integrated production facilities.
Termed value engineering by Indo-
MIM, this process gives clients a
wide choice of engagement
options. Indo-MIM has the
infrastructure to handle all
engineered parts, over-molding,
integration of sub-assemblies or
complete devices in an ISO/TS
16949 certied manufacturing
setup, which is already a familiar
place to some leading global
customers.
Such is its extensive expertise in
this area that Indo-MIM has
become a world leader in metal
injection-molding technology, and
the companys skilled workforce
develops and produces precision-
part proles, giving the company a
position of strength and leadership
in the industry.
Indo-MIMs automotive product
solutions include powertrain
subsystems, such as turbocharger
vanes and components, hydraulic
spools, and rocker arms. On the
fuel systems front, injector nozzles,
armatures and housings are also
part of the companys product
portfolio. For safety systems,
Indo-MIM offers sensor housings,
braking, and ABS components,
as well as seatbelt mechanisms.
In terms of electrical systems,
Never before has metal-injection molding been such an
attractive option for car makers and Tier 1 suppliers
Molded to perfection
Preeti Hebbar at Indo-MIM
T. +91 80 2797 1418/2204
E. preeti.h@indo-mim.com
ONLINE READER
ENQUIRY NO. 507
66
Left: Indo-MIM has two state-
of-the-art manufacturing
centers in Bangalore, India
Below: Indo-MIMs vast
product portfolio includes
powertrain subsystems
engineered products for customers
in more than 30 countries across
the Americas, Europe, and Asia.
Indo-MIM has two state-of-the-
art manufacturing centers in India,
both in the city of Bangalore, and
these two facilities are spread over
33,000m
2
. This is currently the
worlds largest installed capacity
base, and is staffed by over 800
skilled engineers, scientists,
technicians, and manufacturing
associates. Both facilities are ISO
9001:2009 and ISO/TS
16949:2009 certied. Indo-MIMs
portfolio has 1,300 unique MIM
connectors and heat sinks are
covered and for interior systems,
seating mechanisms and
cosmetics products are on offer.
Indo-MIM automotive capabilities
include product design and
material selection assistance;
prototyping and low-volume
development; high-volume MIM
production; automated
manufacturing and inspection;
precision grinding and CNC
machining; heat-treatment, plating,
and surface coatings. Additional
capabilities include plastic insert
molding and integration.
PRODUCTS & SERVICES
The speed and proportionality
of a magnetostrictive
transducer for a programmable
diesel fuel injector has been proven.
The durable capability of this
transducer to directly control a valve
element exceeds the capabilities
of solenoids or piezoelectric
transducers. Its continuously
variable control authority of greater
magnitude enables continuous
control over the rate at which heat is
input. Instead of wasting heat out of
the radiator and exhaust, heat input
can be dosed at any continuously
varying rate to match the rate at
which the engine can turn it into
work output. Fuel economy
improves as waste heat is reduced.
The transducer control authority
enables variation of the rate of heat
input as required to reduce in-
cylinder generation of emissions.
The hydromechanical architecture
in a typical jetliner ight control-
surface actuator is directly
applicable to a programmable
diesel fuel injector. On the jetliner,
each ight control spool valve
permits relatively weak proportional
force and position commands from
the ight crew to be used to
proportionally overpower the
aerodynamic forces acting against
the ight-control surface. The spool
geometrically separates the force
Diesel breakthrough
Engineers are excited by the test results from an initial prototype of
a programmable diesel-fuel injector that promises many benefits
vector from the ight crew due to
hydraulic pressure levels, with pilot
commands acting only in the spool
axial direction whereas the net-of-
aerodynamic and pressure-induced
forces act only in the spool radial
direction.
As a result, it is now possible to
inject fuel at any rate proportional to
current. This is the property termed
programmability, the ability of this
new injector technology being
analogous to a comparison
between a telephone and telegraph
to reproduce intelligible speech, as
shown in Figure 1. The transducer
mechanical motion drives a master
piston into a closed volume of liquid,
which drives a slave piston face on
the spool outward to position the
spool. Figure 2 shows close-up
sectional views of the spool in three
positions. The main objective of
this initial prototype was to collect
critical test-data proof that the spool
concept will work.
The prototype injected into a
closed volume, pressurized rate
tube, featuring two pressure
sensors spaced 50mm apart.
Figure 3 plots typical data. The inlet
rail pressure was 9,000psi and rate
tube pressure was 4.5psi. As noted
in Figure 3, the voltage is gold, and
a marker spike precedes by 10s
which in the illustration is the red
vertical line that identies when
voltage begins to rise. The current
is outlined in turquoise.
The proof of the spool concept
for a programmable diesel fuel
injector is that both pressure traces
are quiescent before, sequentially,
beginning a slow rise, followed by a
steeper fall. The purple pressure
trace is upstream from the green
one. The time separation of the
initial valleys indicates a wave speed
through the fuel near 1mm/s a
gure that agrees with the usual
speed near 1,000m/s.
Depending on how it is used to
reduce in-cylinder generation of
emissions, the programmable diesel
-fuel injector can theoretically
improve fuel economy by up to 50%
throughout the engine load and
speed range. It can compensate in
real time for properties of different
fuels, can be retrotted, permits
cylinder-by-cylinder tuning and
diagnostics, and has few moving
parts. Patents are pending.
Figure 1 (above): A cross section of
the innovative injector technology
Figure 2 (left): From left to right,
underlapped and sealed (seal in the
diagram is not shown), closed
and fully opened positions
Figure 3: Typical data, with the inlet rail pressure being 9,000psi and rate tube
pressure measured at 4.5psi. Voltage is gold and current is outlined in turquoise
67
Charlie Bright at Great Plains
Diesel
T. +1 515 233 2962
E. charlie.bright@greatplainsdiesel.
com
ONLINE READER
ENQUIRY NO. 508
PRODUCTS & SERVICES
As prices of industrial off-
highway equipment rise,
owners and operators are looking
for practical ways to extend
equipment life, improve
performance, and prevent both
downtime and overhaul intervals.
Studies have shown that the
majority of engine mechanical wear
almost 90% occurs at startup.
At rst crank of the engine, all the
oil is in the sump and at the rst
rotation of the crankshaft, the
bearings, turbo bearings, rods,
pistons, heads and all galleys are
dry, therefore causing metal-to-
metal contact to occur and thus
damaging the engine over its lifetime.
Off-highway applications are
demanding and can be brutal on
equipment. Frequent starts, multiple
operators and rugged use, coupled
with the key economic need to
engines oil sump to the suction port
of the pre-lube pump. This line is
ideally kept short as the prelube
pump is usually located within
762mm of the oil-sump port to
prevent pump cavitations when the
sump oil is cold and thick.
The pressure line runs from the
pressure port on the prelube pump
to a port on the engine where it
tees into the oil passages between
the engines own oil pump and oil
lters. The oil re-entering the engine
ows toward the oil lter, since the
engine oil pump will not accept
backow. From there, oil follows the
same path as oil from the engine oil
pump during normal running. A
check valve is integrated into the
prelube pump to prevent oil backow
when the engine is running.
Varna Products, a manufacturer
of industrial oil/fuel oil pumps and
High-tech lubrication solutions are ensuring that the efficiency
and lifetime of off-highway equipment is improved and prolonged
Lubrication importance
Tiffany McAchran and Mark
Ashurst at Varna Products
T. +1 530 676 7770
W. www.varnaproducts.com
ONLINE READER
ENQUIRY NO. 509
68
Positive displacement vane pumps
from Varna feature oating whisper-
vane technology. Such a design
means that the pump does not create
pressure, but instead it produces ow
maximize investment and get the
most out of their expensive
equipment are smart reasons to
prelube such powertrain
subsystems. In fact, some OEMs
recommend and offer prelube in
certain applications, such as off-
highway and mining equipment.
Another benet of a prelube
system is that, when used for
engine shutdown and turbo
wind-down, lubrication of the hot
bearings results in substantial wear
reduction, as well as increased
turbo life. Prelube is also helpful in
cold climates for cold starting in
order to help circulate the cold oil.
A typical prelube system consists
of a prelube pump, associated
plumbing and electric controls. The
suction line is usually at least
19.5mm in diameter and possibly as
large as 38.1mm. It runs from the
turnkey control solutions, offers a
line of pumps optimized for
prelube. Varna Products positive
displacement vane pumps utilize
the companys patented oating
whisper-vane technology. Such is
its innovative design, that the pump
does not create pressure, but
instead it produces ow. Some
models have built-in check valve
and/or pressure regulator and all
models are built for maintenance-
free operation.
PRODUCTS & SERVICES
Heavy-duty vehicles (HDVs)
are the backbone of industry
and essential to economic growth,
but they are also a signicant
contributor to overall CO
2
emissions
and oil consumption levels. In
recent years, the focus for HDV
manufacturers has been the
reduction of exhaust emissions
such as NOx and particulates,
both of which have been driven by
legislation. Although regulation has
cleaned up emissions from HDVs, it
has also had a negative impact on
fuel consumption, increasing the
overall amount of exhaust gas
emitted to do a particular task. The
net impact has still been a small
overall reduction in emissions, but
the time has now come for HDVs to
become even more efcient.
A key challenge in driving the
industry forward is that, unlike
passenger cars, for which fuel
consumption and CO
2
emissions,
against a standard driving cycle,
must be published by law, for HDVs
there is no such requirement.
Information can be difcult to
obtain, making it hard for the
eet operator to consider fuel
consumption in their HDV selection
process. Instead, operators tend to
rely on their experience in the work
place to build a picture of fuel
efciency and use this in their
purchasing decisions. Due to the
wide variety of machinery and
driving patterns, it has been difcult
to reach an industry consensus on
driving cycles and which best
represent real-world conditions in
which the machinery will operate.
This has meant that many
technologies that are now common
on passenger cars and light
commercial vehicles to reduce fuel
consumption are failing to nd their
way onto their heavy-duty cousins.
For example, engine stop/start
technology has become
The EU is expected to table
legislation in 2011/2012 to begin
the process of mandating various
improvements in this area, which
are likely to be implemented into law
within the next ve years. The Avid
Technology Group has been striving
to reduce fuel consumption in HDVs
over the past seven years and has
made many advances in the areas
Government interest and rising oil prices are making fuel efficiency of applications
such as trucks and buses, and agricultural and construction machinery, a hot topic
Heavy-duty e ciency
widespread in passenger cars and
is of particular benet in urban use
and this is an ideal engine
technology that would suit
applications such as city buses and
multidrop freight delivery. Parasitic
loss reduction, such as the
electrication of the water pump
and other ancillary loads, has been
a great success with car
manufacturers such as BMW. On
an HDV where the variations in the
load pattern are great, optimizing
the control of this ancillary
equipment can deliver signicant
benets in energy consumption in
light or part-loaded conditions.
There are some encouraging areas
of activity around hybrid drivetrains
but, due to the high cost of this
technology, its ability to inuence
the overall market is limited at
present.
of parasitic loss reduction, drivetrain
hybridization, and intelligent control
systems. Avid can help customers
to reduce the fuel consumption of
their products while meeting the
regulatory framework. Working with
customers to provide engineering
design services through to
component manufacture, Avid can
offer a full range of services and
technology to help meet the coming
global challenge of improving the
efciency of HDVs.
69
Avid offers a full range of services to
help bus and truck operators reduce
fuel consumption and emissions
The Avid Technology Group has extensive
expertise in parasitic loss reduction
Ryan Maughan at the Avid Group
T. +44 1670 707040
E. ryan.maughan@avidgr.com
W. www.avidgr.com
ONLINE READER
ENQUIRY NO.510
PRODUCTS & SERVICES
Induction heating is widely
employed as a method for
hardening gears, but its use is
largely restricted to hardening large-
and medium-dimensioned gears,
sprockets and rings.
For contour-hardening of small
gears, the limited adoption of
induction is explained by several
factors. Firstly, the process requires
a high level of competence in the
design of power sources and
induction coils, and not every
induction heating company has
what it takes to deliver a contour
hardening solution. Another factor
limiting the adoption of induction is
the sheer ubiquity of carburizing
and nitriding.
A human factor also plays a role,
since many engineers are reluctant
to depart from tried-and-tested
thermo-chemical processes. This is
the case even when the alternative,
such as induction, offers compelling
technical advantages.
One key benet of induction
contour hardening of small gears is
the low and more repeatable heat-
induced distortion achieved
compared with furnace hardening.
Low distortion means less post-
heating processing, which saves
time and money.
Furnace hardening on the other
hand often necessitates time-
consuming grinding, at least for
common forms such as spur, helical
and spiral gears. Where grinding is
not an option, such as for straight
bevel gears, offsets that represent
distortion are introduced at the
design stage. These intentional
offsets are meant to compensate for
distortion caused during lengthy
heat soaks, typical of furnace
hardening.
Induction heating precisely
localizes gear zones. Achieving the
same degree of localized hardening
with thermo-chemical methods can
be a time- and labor-intensive
procedure. When furnace-
hardening specic zones such as
the teeth area, for example, it is
sometimes necessary to mask the
rest of the gear with stop-off
coatings. These masks must be
applied to each and every
workpiece, and removed following
the hardening process.
No such masking is necessary
with induction hardening. In fact,
the only processing required with
induction contour hardening is the
removal of residual quenchant after
the quench phase.
Another benet of induction
contour hardening is its easy
integration into production ows.
The cost advantages of such
integration go beyond the high
throughput possible with induction.
Savings can also be made in
logistics and administration, as the
gears do not need to be removed
from the line for hardening.
Induction contour hardening does
however call for attention to detail
and careful analysis of the work
piece, as a gears physical
properties and dimensions play
a critical role throughout the
hardening process.
Decisions also need to be taken
regarding the choice of frequency
concept to be used. For the sake of
convenience, these concepts can
be grouped into two methods:
single-frequency and multi-
frequency. To achieve a hardened
contour with the former method,
rapid intermittent pulses of varying
power levels are applied to the gear.
Such pulsing results in a sufciently
high austenitizing temperature in the
root circles, but without overheating
the teeth tips.
The multi-frequency method
involves the application of two
different frequencies to the gear.
The end result is a hardness pattern
that is very similar to that achieved
by furnace case hardening but
it takes only a fraction of the time.
The multi-frequency hardening
comes in two forms: separate
and simultaneous.
With the former, two different
frequencies are applied separately
to the gear. Typically, the tooth area
is preheated with a low or medium
frequency and low power. After a
short delay (often no more than a
few tenths of a second) austenitizing
is achieved by applying a higher
power at a higher frequency level.
Simultaneous multi-frequency
hardening achieves true contour
hardening of a gear in seconds. It
differs from separate multi-
frequency hardening in that two
frequencies one medium, one
high are applied at the same time
to a single induction coil.
The commercial and technical advantages of induction contour hardening
of small gears compared with using thermo-chemical processes
Induction heating
Hansjrg Stiele at EFD Induction
T. +49 761 8851 296
E. sth@de.efdgroup.net
W. www.efd-induction.com
ONLINE READER
ENQUIRY NO. 511
A selection of contour- and through-
hardened gears, hardened by
induction. The gears second from the
right on the top and bottom rows have
been hardened by EFD Inductions
simultaneous multi-frequency method
Simultaneous multi-frequency
induction contour hardening in action.
Note the single induction coil and the
crisp, well-dened hardening zone
70
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The lolesl in eleclric vehicle bollery
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vehicles lhrough lo hybrid buses
PRODUCTS & SERVICES
BorgWarner latest B-series
generation turbochargers feature
on the newly developed DEUTZ
6.1-liter six-cylinder diesel engine.
The optimized turbocharger is
equipped with a milled aluminum
wheel and a modied turbine
housing to withstand high
vibrational loading, which helps the
engine to comply with the stringent
Tier 4 interim emissions standard.
The turbocharger features also a
BorgWarner brushless actuator
controlling the wastegate, thus
providing precise regulation of
the boost pressure over the entire
engine speed range. The compact
brushless actuator is 20% smaller
yet exceeds the torque requirements
of a variety of applications. The
engineers optimized the brushless
DC motor and gear drive, using an
advanced heavy-duty geartrain to
withstand the harsh duty cycles of
off-road environments. It is able to
perform in temperatures up to 140C
and provide continuous operation
up to 130C. For even higher
temperature capability, two water-
cooling options are available.
BorgWarner takes a signicant
innovation step beyond the molded
aluminum compressor wheels,
to withstand high cyclical loads,
higher charging pressures and
temperatures to remain within the
stricter emissions regulations. The
new milled titanium compressor
wheels are not only very hard, but
also provide an excellent strength-
to-thickness ratio, which enables
the company to offer different
compressor-wheel technologies for
special application requirements
and special cyclic loads.
VTG turbochargers are a further
key technology for modern diesel
engines. The new versions of JCB
Power Systems Dieselmax 4.4-liter
engines will feature BorgWarners
BV55 VTG turbocharger, offering
optimum low-speed engine torque
characteristics and precise control
of engine boost and EGR rate to
reduce NOx and particulate matter
emissions. Equally important in the
selection was the robust design and
reliability attributes of BorgWarners
BV55 VTG for demanding off-
highway applications.
For the highest efciency to meet
even stricter emission requirements,
more and more manufacturers
are employing BorgWarners
regulated two-stage turbocharging
(R2S) technology. The innovative
turbocharging system consists
of two turbochargers of different
sizes connected in series. This
enables an innitely variable
adaptation of the turbine and
compressor side to any engine
operating point without sacricing
horsepower or torque. The regulated
two-stage turbocharger utilizes
bypass regulation and can also be
combined with VTG technology.
BorgWarner
W. www.borgwarner.com
ONLINE READER
ENQUIRY NO. 512
The limits for nitrates in diesel engine
emissions dened by international
standards such as EURO 6 (in the
European Union), EPA 2010 or TIER IV
(from the USAs Environmental Protection
Agency) are becoming increasingly strict.
Compliance with these tougher limits
is not possible without electronically
controlled catalytic converters. SCR
systems that use urea injection with
diesel exhaust uid (DEF) are an
especially effective solution. Simulating
the control algorithms plays a vital role in
the development of these systems.
The dSPACE ASM Diesel Exhaust
Model, one of the automotive simulation
models (ASMs), provides a complete
virtual diesel exhaust aftertreatment
system. In addition to the submodel
for urea injection (the SCR system), it
includes further submodels for a diesel
oxidation catalyst (DOC) and a DPF. The
simulation model can be used throughout
the development process, from controller
design in Simulink to ECU testing on a
dSPACE simulator.
A special feature of the model is that
users have complete access to all its
Simulink blocks. They prot from being
able to view the modeled functions and
adapt them to specic requirements
themselves. The exhaust models
individual components (DOC, DPF
and SCR) can be combined in different
ways and optimally congured for the
aftertreatment system under test.
The model can be used to represent
the essential physical and chemical
processes in modern aftertreatment
systems: urea decomposition for catalytic
reduction, fuel post-injections for catalytic
oxidation, soot particle ltering, and DPF
regeneration. It contains DEF dosing
systems with, and without, air supply and
simulates temperature, pressure, and
lambda sensors. As a result, the ASM
Diesel Exhaust Model provides everything
necessary for efciently developing and
testing controllers for modern diesel-
exhaust aftertreatment
systems.
Simulating exhaust systems
PRODUCTS PRODUCTS PRODUCTS PRODUCTS SERVICES SERVICES SERVICES SERVICES PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS PRODUCTS &&&& SERVICES SERVICES SERVICES SERVICES SERVICES SERVICES SERVICES SERVICES SERVICES SERVICES SERVICES PRODUCTS & SERVICES SERVICES
June 2011 June 2011 Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com June 2011 June 2011 June 2011 June 2011 June 2011 June 2011 June 2011 June 2011 June 2011 June 2011 Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com Engine Technology International.com June 2011 Engine Technology International.com Engine Technology International.com Engine Technology International.com
72
Future trends in turbocharging for commercial vehicles
dSPACE
W. www.dspaceinc.com
ONLINE READER
ENQUIRY NO. 513
Millbrook Proving Ground, one of
Europes leading locations for the
development and demonstration of
every type of land vehicle, has hills.
In fact, Millbrook is unrivalled in
the UK as the only test facility with
signicant hill routes with inclines
and descents of various gradients
and surface textures essential
when it comes to developing the
performance characteristics of
electric and hybrid vehicles.
Although many of the same
testing processes as used on
conventional petrol or diesel
vehicles can be applied, there are
a number of new tests which have
been developed by the Millbrook
team specically to account for the
new challenges and idiosyncrasies
of the electric and hybrid vehicle
market. For example, there is
greater importance placed on road
and wind noise. With cars that
are almost silent, every potential
squeak and rattle becomes more
important. Likewise, specic tests
have been developed in the crash
laboratories to ascertain the effects
on electric and hybrid vehicles at
different levels of impact.
However, for every test completed
in the laboratory, it is real world
performance on which a vehicle
will be judged. For a proving ground
such as Millbrook, this means using
specially-developed and realistic
drive cycles to put the vehicles
through their paces across gravel,
asphalt, and pav, up and down
hills, round roundabouts, and at high
speeds. Comprehensive vehicle
testing to get a true picture of vehicle
performance and verication.
Comprehensive vehicle testing requires hills
NEW
MEASUREMENT
turboSPEED DZ136 for turbochargers
in test fields and R&D
TURBO SPEED
Maximum speed range from 500 to 400,000 rpm
Extremely high interference resistance and
noise immunity on dyno and test benches
Integrated temperature measurement
Operating sensor temperature up to 285C
Measurement on aluminium and titanium
LEDs for sensor positioning
MICRO-EPSILON
94496 Ortenburg / Germany
Tel. +49 85 42/168-0
info@micro-epsilon.com
www.micro-epsilon.com
MIllbrook
W. www.millbrook.co.uk
ONLINE READER
ENQUIRY NO. 514
74
Second- and third-generation SCR systems
High-tech electronic systems
used in powertrain and fuel systems,
in addition to emissions, lighting
and uid monitoring, often come
in highly miniaturized, multi-layer
packages. These devices and
materials must be able to survive
hostile automotive environments,
including high temperatures,
corrosive uids and vapors, and
prolonged UV exposure.
Parylene conformal coatings are
inert, pinhole-free coatings that are
applied via a room temperature,
vapor deposition process. While
Parylene coatings have been
used for nearly 40 years due to
their excellent chemical, moisture
and dielectric barrier protection,
Parylene conformal coatings
AVL List .................................................................. 15
CD-adapco .............................................................37
Contitech AG (Fluid Automatic) ........................... 3
DEER 2011 Conference ...................................... 28
dSpace GmbH .......................................................75
Electricl Industries .............................................57
Engine Expo 2012 ..........................................57, 61
Engine Expo North America 2011 .........17, 19, 20
Federal Mogul ................................................... OBC
FEV .........................................................................IFC
Friedrich Boysen GmbH & Co KG ................... IBC
FUJIKURA DIESEL CO LTD .............................. 43
Great Plains Diesel Technologies, LLC ............37
Hauzer Techno Coating...................................... 28
Jacobs Vehicle Systems Inc ................................ 9
Micro-Epsilon Messtechnik GmbH & Co KG ..73
MIM Indo-US Tec Pvt Ltd .................................... 31
Robert Bosch Ltd .................................................. 13
ADVERTISERS INDEX
In cooperation with several German
premium vehicle manufacturers, Boysen
is developing various second- and third-
generation SCR systems. When it comes
to NOx reduction, SCR is denitely a strong
technology of the future. Demand for both
concept and series development leaves no
doubt, says Michael Mller, development
engineer at Friedrich Boysen.
Second-generation SCR systems
are close coupled and integrated with
catalytic-coated diesel particulate lters.
The integrated lters are smaller and
lighter than separate catalysts and lters;
moreover, they are less expensive. Close-
coupled SCR catalytic converters reach
light-off temperature much earlier than
underbody systems. Their net efciency
is greater, as there is no need for heating
measures.
In third-generation SCR systems,
gaseous ammonia instead of liquid urea
(AdBlue) is injected into the exhaust gas
stream. We are currently working on
systems for passenger cars but it is merely
a matter of time until these systems will
be widely applied to heavy vehicles and
off-highway-engines, Mller says. Due
to different boundary operating conditions,
close-coupled systems need to be
developed from scratch. Anything else but
a complete new system does not meet the
stringent targets.
Carrying over components from existing
underbody SCR catalytic systems could
lead to negative implications such as high
backpressure, poor distribution of ammonia,
higher consumption of reduction agent,
larger volume of the catalysts or deposits.
Boysen delivers series production SCR
catalytic systems for both the BMW X5
xDrive35d advanced diesel with blue
performance and the Mercedes E 350
BlueTEC model. The companys status
in the eld of SCR technology sees the
exhaust system specialist working in
cooperation with almost all leading
German OEMs. Boysen holds a patent on
a device for distributing liquid substances
in exhaust gas systems together with
BMW Group. In the automotive industry,
Boysen is regarded as a leading source
of SCR technology and for its know-how,
experience, and innovative ideas.
engineers continue to nd new
applications that can benet
from the ultra-thin, pinhole-free
protection the coating offers. Due to
the deposition process, essentially
growing a polymer a molecule
at a time, Parylene coatings are
lightweight, incredibly thin, and
penetrate even the smallest of
crevices, resulting in complete
encapsulation. Parylene HT offers
unmatched protection in high
temperature environments (up to
350C long-term, 450C short-
term), making it an ideal conformal
coating to protect components such
as MEMS, sensors, LEDs and circuit
assemblies used in leading-edge
automotive technologies. Parylene
HT also provides excellent dielectric
protection and superior UV stability.
Also recently introduced by SCS,
AdPro Plus is a new adhesion
technology that improves adhesion
of Parylene to historically difcult
substrates, including difcult metals,
glass and plastics. AdPro Plus
has also demonstrated excellent
stability in harsh environments,
making it a great companion
to SCS Parylene HT.
Friedrich Boysen
W. www.boysen-online.de
ONLINE READER
ENQUIRY NO. 515
SCS
E. ahardy@scscoatings.com
ONLINE READER
ENQUIRY NO. 516
Schaefer Technologies GmbH & Co. KG ...... 49
Sonceboz SA ........................................................ 34
The AVID Group ................................................... 34
The Battery Show 2011 71
The Scuderi Group .................................................11
Turbo Energy Ltd .................................................. 61
Varna Products ......................................................14
PRODUCTS & SERVICES
CD-adapco has announced the formation of a new IC engine team,
to be led by Dr Richard Johns, a globally recognized expert in bringing
advanced automotive engine CFD to industry for over 35 years. In his
new role as vice president of the internal combustion engine team,
Johns will be in overall control of all aspects of CD-adapcos engine-
simulation technology, including STAR-CD v4 solver development,
pre and post processing development, IC engine-related technical
support, testing, and project management.
CD-adapco is the long-time leading provider of CFD technology to
the automotive industry, with over two decades of intake-to-tailpipe
industrial know-how, said Johns. In this new role, I am excited to
be able to play a pivotal role in
extending CD-adapcos lead in this
market, and I am fully dedicated
to helping our customers to meet
all of the challenges that ICE
IC engine team formed
CD-adapco
W. www.cd-adapco.com
ONLINE READER
ENQUIRY NO. 517
HIL Testing Rapid Control Prototyping ECU Autocoding System Architecture
Saint-Gobain Performance
Plastics, a leading producer of
engineered, high-performance
polymer products, serving virtually
every major industry across the
globe, will be showcasing its
innovative NORGLIDE bearings at
Vehicle Dynamics Expo from May
17-19 in Stuttgart, Germany, at stand
5520. The technology features a
special polytetrauoroethylene
(PTFE) material that improves
automobile performance with low
friction for the life of the vehicle.
Customized solutions, such as
NORGLIDE yoke bearings from
Saint-Gobain, help manufacturers
and brand owners save energy,
protect the environment,
and improve overall vehicle
performance. The bearings are
designed to help manufacturers
reduce CO
2
and improve the steering
experience and performance of
their vehicles by featuring the
thinnest materials with highest load
capabilities on the market.
Saint-Gobains sister company,
Seals Business Unit, will have
brochures on hand at the show,
as well as an expert answering all
enquiries. Seals Business Unit has
over ve decades of experience in
material and product innovation
for customized seals and polymer
components. It will showcase
different technologies, including
Rulon and Fluoroloy speciality
PTFE compounds, bearing and
sealing solutions for demanding
applications (such as EGR-Valve
shaft Sealing), components for
belt-tensioners, piston-rings for
compressors, and seal-rings for
steering and suspension systems.
Other technologies from Seals
include Meldin high-performance
thermoset and thermoplastic
polymers. The product line features
both machined and injection-
molded components for use in
transmissions, gearboxes, transfer
cases, oil and vacuum pumps, dual-
mass ywheel and brake systems.
These products offer economical
and lightweight alternatives for
metal-based solutions, and further
plastics are available when higher
temperature resistance or enhanced
mechanical properties are required.
Lightweight engineering
Saint-Gobain Performance
Plastics and Seals Business Unit
W. www.plastics.saint-gobain.com
ONLINE READER
ENQUIRY NO. 518
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WORDS: REX ROY
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The 1980s saw the dawn of the electronic era
for diesels and in 1986 Bosch launched the rst
electronic control system for its distributor and
in-line pumps, which BMW used on the 524td.
Three years later, Boschs axial piston pump for
diesel direct injection revolutionized the industry,
premiering in the Audi 100 TDI model. The new
technology enabled the diesel in the Audi to be
injected directly into the cylinders at 1,000 bar a
then benchmark that resulted in better combustion.
Common rail injection technology established
itself as a leading diesel solution in the 1990s, and
here Bosch became a key player, with its technology
rst gracing the Mercedes-Benz 220 CDI and then
the Alfa Romeo 156 JTD in 1997. Both the Mercedes
and Alfa models had constantly high injection
pressures of up to 1,350 bar for all cylinders that
were served by common rail. Six years later, Bosch
launched its third-generation common rail injection,
featuring piezotronic in-line injectors.
Over 66 million engines have been tted with
Boschs common rail system to date, and the rst
Bosch-equipped diesel hybrid goes into series
production at PSA Peugeot Citron later this year.
Boschs axial piston pump for diesel
direct injection revolutionized the
industry, premiering in the Audi 100
Bosch is celebrating its 125
th
anniversary, and on the
automotive front the industrys largest Tier 1 has
been one of greatest pioneers of diesel technology.
While others dipped in and then shied away from
the oil burner in the 1970s and 1980s, the Stuttgart-
based supplier steadfastly stood by the diesel,
creating state-of-the-art subsystems that have helped
rene the engine as well as optimize efciency.
Boschs love affair with the diesel may be well
known, but it may come as a surprise to learn that
the company provided injection technology for the
worlds rst diesel engine in a passenger car 75 years
ago. In fact, it was company founder, Robert Bosch,
who personally issued the development contract for
the rst diesel injection pump in 1922, initially
for use in truck applications. Two years later, the rst
series-produced diesel-powered truck was launched
in Germany, and so, the foundations for diesel
powertrains were laid.
It is Daimler, with the Mercedes-Benz 260 D, that
can claim to have the worlds rst series-produced
diesel-passenger car; it unveiled the model in Berlin
in 1936. Featuring a Bosch injection, it used one-
third less fuel than a gasoline model with the same
power output.
By the 1950s Bosch had manufactured one million
diesel pumps, and with diesel cars increasing in
popularity, Boschs focus soon became injection
pumps, as well as fuel lters, injection nozzles and
glow plugs.
A decade of hard work led to Bosch being the rst
in the industry to develop a distributor pump in
1960, paving the way for diesel powertrains in
smaller passenger cars, such as the VW Golf Diesel
in the 1970s.
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h
t
The Mercedes-Benz
260 D was the first
mass-produced diesel-
powered passenger car
)../6!4)/.%.!"'!34%#(./,/')%
Specialist for Exhaust System Technology.
Partner for Design, Development, Production and Logistics.
Friedrich Boysen GmbH & Co. KG Friedrich-Boysen-Str. 14-17 72213 Altensteig (Germany) Phone +49 (0) 74 53/20-0 Fax +49 (0) 74 53/20-2 27 friedrich.boysen@boysen-online.de www.boysen-online.de
I can be different
Whether its in a luxury limousine or a small hatchback, an exhaust system
always has to meet the same requirements: emissions, acoustics and durability.
But my solution is a different one every time,
with cost and engineering tailor-made to fit each application.
(An engineer from Boysens development department)
1517_Anders_Engl_215x275.indd 1 20.05.11 12:19
Federal-Mogul innovations drive new technologies to meet both the needs of people and the planet.
Thats why our solutions are making such an impact in industries where it is crucial to improve fuel
efciency, reduce emissions, and enhance safety and performance.
See what eco-friendly technologies and solutions from Federal-Mogul can do for your world.
Innovation & technology for a cleaner world
around every turn.
www.federalmogul.com

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