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September 2016
Has diesel had its day now that the Netherlands and
Norway begin to make moves towards banning it?
VIRTUALLY REAL LICENSE TO THRILL FORZO ROSSO

New software that’s The exclusive inside story of the Exclusive interview with Ferrari’s head of
helping shape engine Aston Martin DB11’s all-new, all- powertrain development, Vittorio Dini, following
test and development aluminum, twin-turbo V12 engine the supercar maker’s 2016 IEOTYA victories
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CONTENTS
Septemb er 2016
SEPTEMBER 2016
Has diesel had
its
Norway begin day now that the Nether
to make moves lands
24
towards bannin and
g it?
VIRTUA LLY REAL
WHAT’S NEW?
LICENS E TO
New software
that’s THRILL
helping shape
engine
The exclusive
inside story of FORZO ROSSO
test and developm Aston Martin the
ent DB11’s Exclusive interview
aluminum, twin-turball-new, all- with Ferrari’s
o V12 engine powertrain developm head of
the supercar ent, Vittorio
maker’s 2016 Dini, following
IEOTYA victories
www.enginetechn
ologyinte rnational
.com
04. Charger.
Turbocharger.
Is a downsized,
turbocharged engine
still an Aston Martin
engine? Of course it is
– it’s an all-new V12
08. Italian passion

Alfa Romeo’s all-new
V6, co-developed with
Ferrari, is set to revive
the Italian OEM
10. New tricks

Kia has adopted the
Atkinson cycle on its
Kappa engines, ahead
COVER STORY
of implementation in
its all-new Niro hybrid 24. Air quality
As European countries
12. Bavarian beast push toward enforcing
How BMW Motorsport bans on IC vehicles,
has transformed the we speak with leading
legislative think-tanks REGULARS
M6’s S63B44T0 V8
into a GT3/GTLM race- to discuss the wide- 14. Engines on test
specification engine reaching implications 18. Johnson
of such new laws for 20. Taylor
16. Personality
profile
consumers, OEMs,
and suppliers alike
04 108. Last word FEATURES
30. Diesel future
Lars Lagström, Volvo Christian Chapelle
XC90 development discusses the future of
engineer, is the latest diesel, and the strategic
industry figure to plans for PSA Group
be profiled by ETi
30 36. Diesel in the USA
Are US consumer
perceptions of diesel
being limited to heavy-
duty and commercial
vehicles changing?
64 42. American dream
36 GM’s Dan Nicholson on
his plans to capitalize
on VW’s ‘Dieselgate’
48. Virtual testing

Are the latest software
advances closing the
gap to real-world tests?
54. Winning formula

An exclusive interview
with Ferrari: the 2016
IEOTYA outright victors
Engine Technology International.com // September 2016 // 01

CONTENTS
The word wizards

Editor in chief: Dean Slavnich
Editor: John O’Brien
61. IEOTYA reflection
Tony Robinson, UKIP 88 Assistant editor: Rachel Evans
Production editor: Alex Bradley

Media & Events CEO
97
Chief sub editor: Andrew Pickering
and founder, reflects Deputy chief sub editor:
Nick Shepherd
on the IEOTY Awards Senior sub editor:
Christine Velarde
Sub editor: Alasdair Morton,
64. One-stop shop Tara Craig
ETi takes a tour Contributors from all corners
around GM’s all- Farah Alkhalisi, John Challen,
new Powertrain Brian Cowan, Matt Davis, Adam
Gavine, Dan Gilkes, Max Glaskin,
Performance and
Racing facility in 101 Maurice Glover, Burkhard
Goeschel, James Gordon,
Graham Heeps, John Kendall,
Pontiac, Michigan Andrew Lee, Mike Magda, Jim
McCraw, Bruce Newton, Greg
Offer, John Simister, Michael
PRODUCTS AND SERVICES
70. Engine Expo
North America 94 77. Federal-Mogul 98. CD-adpaco
Taylor, Karl Vadaszffy
The ones who make it look nice
preview Art director: Craig Marshall
80. ContiTech 99. Hauzer
Ahead of the 2016 Art editor: Ben White
show in Novi, Michigan, 82. BorgWarner 100. Ultraseal Design team: Louise Adams,
Andy Bass, Anna Davie,
we profile some of the 85. Phillips Screw 101. AVL List Andrew Locke, James Sutcliffe,
latest technologies and 88. EMAG 102. Micro-Epsilon Nicola Turner, Julie Welby
products set to be on 90. Siemens 103. Lubrizol Production people

Head of production and logistics:
display this autumn 92. Sonceboz 105. Products and Ian Donovan
94. Schaeffler services in brief Deputy production manager:
Cassie Inns
96. Dow-Corning Production team: Carole Doran,
97. Mahindra Bethany Gill, Frank Millard
70 Circulation manager:
Suzie Matthews
Commercial colleagues
Publication director: Abu Tayub
80 Publication manager:
Jerry Dawson
Those in charge
CEO: Tony Robinson
Managing director:
Graham Johnson
Editorial director: Anthony James
How to contact us
Engine Technology International
Abinger House, Church Street,
Dorking, Surrey, RH4 1DF, UK
+44 1306 743744
enginetech@ukipme.com
www.ukipme.com
Subscriptions
EDITOR’S NOTE £70/US$108 for four
quarterly issues
Without coincidence, there’s a strong diesel theme to this I’ll also admit that is a very crude overview of the industry, Published by
UKIP Media & Events Ltd
issue. A hotly debated topic across the globe right now, and something of an injustice to the latest diesel cars we’ve
thanks in part to certain manufacturers letting the entire had in on test. They are all a far cry from the 1994 Peugeot
industry down, it would appear that the screws are slowly 605 SRdt I was ferried around in as a child, which emitted
being turned on the fuel one twist at a time. Higher taxation of a huge belch of thick black smoke from the tailpipe should Member of the
Audit Bureau of
vehicles, restrictions on use, and increased fuel costs are all my father ever choose to downshift before an overtake. Circulations
small, incremental steps being taken to eventually stop the In certain applications, and in combination with the right Average net circulation per issue
prevalence of diesel IC-engined vehicles in a number of cities. automatic transmission, their ability to lazily overtake makes for the period January 1, 2015,
to December 31, 2015: 10,332.
Despite this, the engineers I’ve had the opportunity to sense, particularly if you spend the majority of your commute
interview at recent events are largely unanimous in their on a highway. But people don’t just commute down highways; The views expressed in the articles and
technical papers are those of the authors
opinion that diesel remains the best engine design to pursue, journeys cross towns and cities. I guess that a diesel hybrid and are not endorsed by the publisher.
in terms of CO2 emissions – the yardstick that most European would be the ideal solution for the environmentally conscious, While every care has been taken during
production, the publisher does not accept
legislation is based on thanks to the 2009 Kyoto protocol. but outside of the FIA World Endurance Championship, there any liability for errors that may have
But as attentions change to focus more on carcinogenic NOx simply aren’t many available. Our interview with PSA Group’s occurred. This publication is protected by
copyright ©2016. ISSN 1460-9509 (print)
and PM 2.5, as costs rise through taxation and as the future powertrain head, Christian Chapelle, in this issue explains ISSN 2397-6330 (online)
Engine Technology International .
darkens for diesel, I for one won’t mourn its passing for long. why one OEM who sought out a commercial application of Printed by William Gibbons & Sons Ltd,
I’ll have to admit that I’ve never been a huge fan of diesel such a drivetrain has abandoned the diesel IC component Willenhall, West Midlands, WV13 3XT, UK.
engines. The limited power delivery band, the slug of torque for its second-generation hybrid system. Engine Technology International USPS
016-699 is published quarterly by UKIP
low down that constantly has you fumbling through a manual I am a gearhead through and through, and I’ll defend the Media & Events Ltd, Abinger House, Church
transmission around town, the lack of aural appeal, and, automotive industry long after others have given up. But I also Street, Dorking, Surrey, RH4 1DF, UK.
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TECH INSIDER ASTON MARTIN AE31 V12
Aston Martin’s all-new DB11 is the first in a new generation

of cars from the British luxury manufacturer. At its heart
is an all-new V12 unit that could power a variety of future
products in a variety of configurations, formats and outputs
WORDS: JOHN O’BRIEN
From Gaydon
with love

When thinking of downsized engines, the mind of its predecessor, albeit now in a redesigned
immediately wanders toward three-cylinder, format, to reduce costs of manufacture. As a
turbocharged one-liter type units, but the result, the DB9’s AE28-design 6.0-liter V12’s
industry has already shown that this trend isn’t 21.5mm bore offset and 89mm bore are retained.
isolated to city and small cars. Aston Martin’s The reduction in swept capacity is a result of
latest 5.2-liter twin-turbo V12 also embodies the a reduction in stroke to 69.7mm, down from
characteristics of the downsizing trend, albeit on 79.5mm. While the two engines share some
a different scale and sector from the stereotype. design commonality, the camshaft roller-rockers,
“It was a strategic decision to retain a V12 cam covers, and variable-valve timing device are
flagship engine, and it was one that was very the only components carried over.
important to us,” explains Dr Brian Fitzsimons, The end product is an all-alloy design fed by
chief engineer powertrain, Aston Martin. “We two Mitsubishi Heavy Industry (MHI) sourced
designed it with a production life of 10 to 15 turbochargers. Each turbo features an infinitely
years, to be emissions compliant in all major variable electronic wastegate actuator, a TD06
global markets, meet customer expectations in compressor frame, and a 56mm turbine wheel
terms of overall power, and show a considerable that spins to 120,000rpm to help to deliver
improvement in fuel consumption.” 600bhp and 700Nm at just 68kPa pressure.
“We make our peak power for a twin-turbo V12
British design at a relatively high 6,500rpm,” adds Fitzsimons.
Debuting in the all-new DB11, the AE31 coded “Obviously it’s not Ferrari heights, but it gives it
engine is a classic 60° V12 design that was a very nice sports car, pure gasoline feel. When
penned in-house at Aston Martin’s Gaydon, UK, you have turbo engines making their peak power
headquarters. The engine retains several features at low RPM, they don’t tend to feel like they
belong in a sports car powertrain. You want it to
drag that power through to the RPM limit, which
we’ve set at 7,000rpm for the DB11. It’s a really
nice drive as it’s a bit different from other engines
out there.”
The turbochargers are mounted to new
VITAL cast stainless manifolds, which feature a
STATISTICS: high zinc content. “Under the extremes
of temperature, the manifold grows
Engine code: AE31 by around 7mm,” adds Fitzsimons.
“That’s quite a lot to manage, so
Displacement: 5,204cc
we had to come up with some novel
Bore: 89.0mm fitment methods. The rearward
Stroke: 69.7mm spacers allow it to grow in two
Compression ratio: 9.20:1 directions, while it is solidly fixed
Power: 608ps at 6,500rpm in the center.”
Torque: 700Nm at 1,750rpm
Emissions: 255g/km

Although the MHI turbochargers help deliver 1. Positioning of the MHI 1

the headline performance figures, Fitzsimons turbocharger has a direct
influence over the thermal
says that retaining a large capacity displacement management of the catalyst
is what has made it possible to achieve such a
2. For ease of manufacture,
high peak power delivery within the RPM range. Aston Martin retained the
“Displacing 5.2 liters doesn’t sound like a previous generation’s bore
great downsize from where we were before, size and spacing dimensions
but it allowed us to retain enough capacity 3. The AE31 engine will
within the engine to display naturally aspirated debut in Aston Martin’s
performance. That’s really important when you all-new, svelte DB11 coupe
really want to ramp up the figures for the engine, 4. Weight was saved from
which we ultimately will do with this block, but to the engine through the use
do so the turbochargers will get bigger, so throttle of hollow camshafts, with
pressed-on machined lobes
response may suffer. In having that 5.2 liters’
worth of naturally aspirated performance as a 5. MHI turbochargers and
external wastegate arrive
starting point, we have currently negated that pre-wrapped for installation
concern as it produces quite a lot of power.”
While driveability was a key deliverable for
Aston Martin, the headline figures developed by
the new unit were of equal importance early in
the development program, as the end product
would enter a market producing increasingly
more powerful vehicles.
“We started thinking about the engine around
February 2012,” explains Fitzsimons. “We
looked at the market, what customer power and
torque expectations were, and questioned how
we would go about achieving it. We schemed
an engine, developed the concept and took it
to one-day analysis. One-day analysis is great
for performance, but it’s not something suited to
emissions. We then built an engine demonstrator,
which we use to prove that we could achieve wanted, so we way emissions
the lifetime performance we wanted. That presented our legislations will
phase was achieved by November 2012 and findings to the board go in the future.
was followed by looking at how we could achieve of directors. We got But we do know it
the emissions and economy targets. We had a the go-ahead over will be increasingly
reasonable confidence level based on experience the 2012 Christmas harder for GDI to
and judgment that we could achieve what we period. That’s when pass future emissions
we started working on regulations, so we were
2 the combustion facility reluctant to include the
with the demonstrator, and technology until we have
spent the next six to nine months 3
a clearer picture of what the
proving we could hit those targets. political landscape will be.”
“If you look closely at the early concept During development, Aston created a new
engine, you’ll see that it still had original Vanquish test method, which it deems far more punishing
manifolds, as that’s what we do when building than time-lapping Germany’s Nürburgring. Its
concept engines,” he adds. “We then had to high-speed testing methodology forms part of a
package that into the new car, which was moving longer, 440-hour, durability test cycle and sees
around in its design, and start to account for the engine running for 9.5 hours at intermittent
parameters such as pedestrian protection and the max speed and wide-open throttle under
car’s hood height. We built the first production- dynamometer conditions. In comparison, for
intent prototype engine in October 2013, which every three hours and 45 minutes spent lapping
surpassed the targets we set out, so then started the circuit, the engine only spends one minute
designing the hard tools for production, which and 15 seconds at maximum intermittent speed.
brings us roughly to the start of production.” Other unique tests undertaken during the
In beating its emissions target of 265g/km by development of the AE31 included Aston Martin
10g/km, Aston resisted the inclusion of gasoline constructing a transparent sump and baffle
direct injection (GDI) in the unit’s design. “We system. This was mounted with an appropriate
can achieve similar emissions results using pump and mounted in the rear of a van with a
our secondary air injection so it isn’t a needed high-speed camera focused on the installation.
technology in that respect. But the most important “We used a water and glycol mixture that
aspect of this is that we simply don’t know which has a similar viscosity to the oil used in the

engine, and drove the van around MIRA’s proving The block of the V12, despite sharing some “The biggest challenge was probably related to
ground at speed,” explains Fitzsimons. “We specifications with its predecessor, is a brand-new the turbocharger and the exhaust manifold. Being
could see exactly what happened with the oil, design, which has been designed to withstand a V12, it’s effectively a turbocharged six-cylinder
and what needed altering in the design. It’s not a peak cylinder pressure of 125 bar, which Aston engine on either bank, so it creates a very long
a particularly high-tech approach, but it is very Martin achieved through the use of pressed-in, manifold,” explains Fitzsimons. “As I mentioned
effective for monitoring flow. The results we cast-iron cylinder liners. earlier, it expands by 7mm, which is massive. So
achieved betters some dry-sump systems.” “Pressed-in liners are a feature of all our managing all that heat and thermal cycling was
engines, as they give great stiffness to the why we chose a very difficult test program, as we
Frugal and efficient crankshaft and have been proved in several wanted to make sure it was bulletproof. And that’s
While technologies such as GDI have been applications,” explains Fitzsimons. “We’ve where the relationship with Volvo really came
omitted from the AE31, the unit still makes use of used them in engines producing over 820bhp in in, as when we did run into roadblocks we could
a number of fuel-saving additions such as variable pretty much the same configuration today in the pick up the phone, have a conference call, share
valve timing, intelligent bank activation and stop- DB11, but we’ve managed to take a lot of mass some data and get some advice. They’re a great
start technology to improve consumption. The out of it too. The cylinder head is a new casting bunch of guys, and what they don’t know about
three elements work together to shut down one too, coming out of Grainger & Worell in the UK. turbocharging isn’t worth knowing.”
bank of cylinders during periods of low demand. The design of the inlet ports maximizes airflow In regard to future use and model application,
“Usually people employ cylinder deactivation to the inlet chamber, which helped achieve our Fitzsimons was coy on what will eventually join
alongside a further mechanism that disables emissions targets. A secondary feature is the the DB11 as part of Aston’s range, but was keen to
the poppet valve,” explains Fitzsimons. “That’s integration of secondary air injection.” highlight the emphasis on driver engagement. ETi
a reasonably complicated solution and it comes was invited to Aston Martin’s Cologne facility to
with some compromises on engine performance. Family affair see the first production unit be completed, when
I didn’t want to do that, but wanted to take as Aston Martin’s previous ownership by Ford still CEO Andy Palmer gave insight to his long-term
much of the benefits of cylinder deactivation that benefits the British manufacturer to this day. vision for the brand.
I could. By not employing that valve deactivation, Its Cologne, Germany, engine facility is but “We will deliberately be a laggard on things
we have been able to get 70 to 80% of the a small corner of the vast, sprawling Ford like autonomous technology, and we will be doing
benefits, with 20% of the complication.” site, and the multiple ‘premium’ brands that the bare minimum above legalities,” Palmer
To ensure that the catalyst temperatures the US giant accumulated over the years meant explained. “Aston Martins are predominantly
remain within their peak operating ranges during that friendships and relationships created still weekend cars. Buyers don’t want something
the periods of deactivation, when the dormant prove useful today, particularly when it comes benign and dull; they want to enjoy their
catalyst reaches its minimum temperature to overcoming unknown difficulties that an all- purchase. I want Aston to be the mechanical
threshold, that cylinder bank is reactivated. new development program may present. Swiss watch, in a world of iWatches.”

TECH INSIDER ALFA ROMEO GIULIA V6
Return to form
Alfa Romeo is a name synonymous with performance and heritage, yet its model The Alfa Romeo V6 took
less than three years
line-up has stagnated over the past decade. Will the much-anticipated Giulia sedan, to develop and has the
same bore and stroke
armed with an all-new 2.9-liter V6 engine, signal a new start for the Italian brand? as Ferrari’s F154BB V8
No matter which way you look at it, the new Giulia possible,” comments Mastrangelo. “There are The cylinder deactivation system is a
is a pivotal car for Alfa Romeo. In fact, at a recent differences in the exact geometry, but the bore fundamental part of the concept and its
press conference, CEO Harald Wester described and stroke are the same.” impact can be seen right across the design,
it as a “make or break” product for the Italian Thanks to an all-aluminum construction, the as Mastrangelo explains: “The engine has been
brand. And while the 2.2-liter diesel engine will no Alfa engine tips the scales at just 214kg (DIN). designed to act like two in-line three-cylinder
doubt make up the bulk of the sales – in Europe at It uses a closed-deck crankcase design with engines that have been joined. For example,
least – it’s the 2.9-liter twin-turbo V6 in the Giulia Nikasil-coated steel wet liners. The pistons are there are two different ECUs – one for each bank
Quadrifoglio that will define the car’s image. forged aluminum with twin oil jets for cooling, – for when it passes from full engine mode to half
Developed by a team of around 150 engineers, while the crankshaft is super-finished forged engine mode.”
many of whom were handpicked from sister nitride steel. On the exhaust side, the single-scroll Bosch provides most of the engine electronics,
brands Ferrari and Maserati, the new powertrain IHI turbochargers are integrated directly into the although the NGK spark plugs use ion-sensing
took less than three years to create. Producing manifolds, with the catalysts placed as close as coils supplied by Italian company Eldor. “We run
510ps at 6,500rpm means it’s the most powerful packaging will allow to minimize warm-up times. a closed-loop system for knock detection, which
engine in its class, while 600Nm at 2,500rpm helps a lot when taking care of the combustion
means it’s also one of the torquiest. Temporary shutdown stability,” comments Mastrangelo.
The development and testing was carried Somewhat unusually for a 90° V6, each pair of Overall, the powertrain development was
out exclusively in-house. Most of it took place opposing conrods shares a common crank pin. said to be relatively straightforward: “There
at the Fiat Group’s technical center in Modena, This results in an uneven firing order, but it have been lots of challenges, of course, but
explains Giovanni Mastrangelo, head of gasoline helps with one of the engine’s most it has all been standard development,”
powertrains at Alfa: “We had a lot of people with interesting features – cylinder comments Mastrangelo. “One
different competencies and coming from different deactivation. Under certain of the toughest things was
backgrounds. They were all put together in a sort circumstances, the right the timescale.”
of skunkworks. That was part of the fun.” bank of V6 is shut down The end result is an engine
Officially, the V6 is a clean-sheet design, completely, with valve that puts the Alfa Romeo
but it shares its 86.5 x 82mm bore and stroke motion disabled by Giulia firmly in contention
measurements with the F154BB V8 used in the Eaton hydraulic lash with its rivals at BMW,
the Ferrari California T. There are a number adjusters. This contributes Audi and Mercedes-Benz.
of other similarities, although at 9.3:1 the Alfa’s to Quadrifoglio’s Perhaps the biggest
compression ratio is marginally lower than that impressive results on question is what the Fiat
of the Ferrari, which stands at 9.4:1. the NEDC cycle: 189g/ Group might do next. A baby
“As soon as we have developed a combustion km and 8.2 l/100km Ferrari powered by a compact
chamber concept [within the Fiat Chrysler group], (34mpg) in 8-speed automatic turbocharged V6? We shall have
we try to share the basic dimensions wherever transmission form. to wait and see.

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TECH INSIDER KIA NIRO
The Kappa engine is

a familiar sight in Kia
models, the Niro marks
the first use of the Atkinson
combustion cycle process
VITAL STATISTICS
Configuration: I4
Bore: 72mm
Stroke: 97mm
Compression ratio: 13.0:1
Power output: (GDi engine only;
104bhp & 147Nm) 139bhp &
265Nm combined
Power of ten
Kia’s ‘Kappa’ engine family has been extensively modified with an emphasis
on efficiency, for use in the company’s all-new parallel hybrid crossover
The reason behind Kia Motors’ unprecedented meaning that the battery’s additional power As with all Atkinson cycle engines, all four
transformation over the past decade isn’t can be accessed at higher speeds. stages of the combustion process are completed
exactly a secret. Its own press releases refer The engine is from Kia’s long-established on one rotation of the crankshaft, resulting in
to its revolution as ‘design-led’, and now that ‘Kappa’ family, and contributes 105ps and 147Nm lower compression ratio and fuel consumption
most of its product range is entering its second torque toward the powertrain’s overall output for the Niro. The lower peak output of the engine,
generation of Schreyer-led design, powertrains of 141ps and 264Nm. It is a long-stroke 16-valve again associated with all Atkinson cycle units,
and chassis work are next on the agenda. unit with an aluminum cylinder head and block is negated by the addition of the electric motor.
Typifying this staggered progression is the and a steel oil pan. The engine’s dimensions are Labrosse is also keen to highlight the benefit
Niro; an all-new parallel hybrid built on a bespoke unchanged, with a 72mm cylinder bore and a of continuously variable valve timing on both the
platform that was designed to accept both hybrid 97mm piston stroke, and it develops an identical intake and exhaust sides of the engine, stating
and all-electrical powertrains. Developed in just 104bhp at 5,700rpm and 147Nm of torque that the new Kappa unit is ‘easily able’ to
13 months, the Niro is a significant model for Kia, at 4,000rpm. But in Niro it marks the achieve the variations in compression
as it is the first insight into ambitious plans that first combination of an Atkinson ratio and piston stroke required
will triple its number of ‘green’ models by 2020. combustion cycle, cooled by the new combustion cycle.
“We have a lot of experience with electrified exhaust gas recirculation To increase overall efficiency
cars now,” explains David Labrosse, head of (EGR), and direct petrol of the Kappa engine, Kia has
product planning at Kia. “The Soul EV was our injection in combination with used sodium-filled hollow
first strong electrified vehicle, which made a the long-stroke specification exhaust valves to improve
strong statement in regard to its warranty and for maximum efficiency. heat transfer away from
durability and what that allowed in terms of the combustion chamber.
vehicle usage. One of the most important factors The Korean OEM has also
in the Niro’s development was that we didn’t helped reduce frictional losses
work on the functionality of the system, but on through the use of tapered
its efficiency. In doing so, we can recycle more roller bearings and low viscosity
energy to the electrical motor.” oil. Labrosse points out that the
The drivetrain consists of a 1.6-liter GDI engine, engine’s thermal efficiency of 40% is
32kW electric motor, and an in-house developed “among the best in the global auto industry”.
6-speed dual-clutch transmission (DCT). Kia has While ranking among the most efficient
engineered a new transmission-mounted electric engines in the industry, the powertrain installed
device (TMED) so that the DCT can allow the full in the 2017 Kia Niro is also capable of achieving
output of both the engine and electric motor to be up to 74.3mpg, and registers CO2 emissions of
transferred in parallel through the transmission, just 88g/km.

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Siemens-LMS-IL-ad-215x275.indd 1 20/01/16 16:55

TECH INSIDER BMW MOTORSPORT M6 GT3/ GTLM
VITAL STATISTICS
Configuration: V8
Bore: 89mm
Stroke: 88.3mm
Compression ratio: 10.0:1
Power output: (up to) 585ps
Road and track

BMW has adapted the M6’s 4.4-liter turbo for use in its latest
GT3 and GTLM competition cars, based upon its flagship coupe
For the 2016 GT racing season, BMW has production oil sump can be easily swapped for Limited differences in the regulations for GT3
replaced its previous Z4 contenders, which had a motorsport-style dry-sump system. and GTLM mean that variations between the
4.4-liter, normally aspirated V8s, with two near- “We installed the dry sump for three reasons,” two versions of the P63 are confined to around
identical cars based on the M6: an M6 GTLM for explains Ulrich Schulz, head of powertrain design 20 parts. Their power and torque figures will
IMSA competition in North America, and an M6 for BMW Motorsport. “First, to lower the engine vary however, depending on the different Balance
GT3 for use in countless GT series worldwide. in the car by approximately 200mm and at the of Performance measures in the various series
At 1,250kg when empty, the M6 GTLM is about same time lower the center of gravity (CoG). where they race, which are implemented through
50kg lighter than the GT3 model and has a Second, to ensure safe engine lubrication during engine mapping restrictions.
slightly longer wheelbase. It achieves far faster high lateral acceleration. And third, to reduce the The new motor, which puts out a maximum
lap times than the GT3, primarily because of the internal friction and therefore improve efficiency of 585ps depending on the regulations, should
Michelin tires specified in the GTLM regulations. by avoiding having too much oil in the engine.” prove to be a lot more robust than its predecessor.
The P63 project kicked off in late spring 2014. Other changes included modifying the internal The base production engine is already good for
BMW Motorsport had the first engine on the dyno oil system to preserve internal valvetrain 600ps, whereas the 550ps Z4 race motor
in December that year, with the first run in a car parts at high, race-specific loads; was a development of the 430ps M3
the following month. It made its competition debut installing an air-to-air intercooler engine. “That was a big challenge
during the Rolex 24 at Daytona in January 2016. instead of an indirect air-water in terms of performance and
At the heart of both cars is a mildly modified system, in order to have reliability,” says Schulz.
version of the road-going M6’s S63B44T0 a lighter system in the car Without having to chase
twin-turbo, 4,395cc V8. Development of the and reduce pressure losses; performance, the test
race motor had a head start thanks to a largely fitting a direct drive to the program for the P63 was
race-ready base engine. The standard crank propshaft, to enable the able to focus on areas such
train parts, including bearings, rods, pistons and use of a CoG-optimized as the oil system in the car,
the crankshaft, are all strong enough to survive transaxle drivetrain; and traction control, cooling
long race distances unmodified. The turbos switching to a Cosworth and driveability. Schulz adds
and direct-injection system are carried over too, race ECU with BMW that the motor’s high torque
while auxiliaries such as starter and alternator Motorsport software, at low revs makes the car easy
are easily relocated to a more suitable place in to facilitate specific to drive, for professional and
the car for better weight distribution. Finally the race-engine mapping. amateur alike.

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900276_Mobilitaet_215x275_US.indd 1 27.07.2016 14:18:22

ENGINES ON TEST
Old school vs New
Lamborghini Huracán LP610-4 Porsche Boxster S B4

Even as an automotive journalist, who is supposed to remain impartial, Long before Porsche’s latest B4 engine had even hit the market, there
it’s very easy to be enamored of a bright pearl-yellow-bodied and were whispers and hushed talk on internet forums and discussion
black-wheeled Italian supercar. It’s been commercially available for boards bemoaning both the loss of two-cylinders and a switch to
over two years, but when Lamborghini’s imposing Huracán arrived at turbocharging. Although it’s true that the characteristic flat-six howl is
ETi last month, the angular, low-slung yet exceptionally wide LP610-4 no more, the new unit retains a similar free-revving tendency, offering
instantly won over many staff members, long before its 5.2-liter V10 comparable driveability and get-up-and-go when out on the road.
was even started. When it was eventually fired up, the The Boxster S uses a number of technologies that have filtered
car made it all of 50 yards before an issue with down from the 911 to improve its driveability, such as dynamic boost,
the fuel pump halted progress. which acts as a refined variation of anti-lag – albeit without the drama
Swiftly repaired by Lamborghini UK associated with technology that originated in Group B rallying. By
and returned the very next day, the car keeping the turbine’s compressor wheel spinning for two seconds after
is every bit as dramatic and theatrical as the driver has lifted from the accelerator, the normally aspirated feeling
you would expect from a US$237,000 of instant throttle response is retained. In terms of mechanical armory,
vehicle. It could be considered, and the Boxster S adds 500cc above the base spec Boxster, but uses a single
even argued, that in a day and age of variable turbine geometry (VTG) turbocharger, unlike the 911’s twin
downsized, turbocharged engines, the VTG setup. Its 2,497cc unit delivers 350ps at 6,500rpm and 420Nm
unit in the back of the Lamborghini has of torque between 1,900 and 4,500rpm, which in itself is more than
potentially had its day. But one prod of the adequate for a car that weighs just over 1,350kg. This helps propel the
accelerator, and the sonorous howl emitted car from 0-100km/h in just 4.7 seconds, and on to a
from the four novelty-sized tailpipes reminds you claimed top speed of 284km/h (177mph). Porsche
why you fell in love with motoring in the first place. has set the Boxster S’s redline at 7,500rpm, and
The Formula 1-esque noise, accompanied by a true overrun burble, claims a difference of just 5% between peak
is the result of a revised firing order, facilitated by the fitment of a stiffer power and that delivered at redline.
crankshaft. Producing 610ps and 560Nm, in combination with an This all said, there are a couple of
advanced Haldex AWD system and the Huracán’s 1,550kg curb weight, confusing and somewhat troubling points
means that the 0-100km/h dash is dispatched in a frankly absurd about the car. Now forming part of the
2.5 seconds, and we at ETi feel no need to question the 342km/h sizeable VW Group, Porsche has a reputation
(212.5mph) top speed claim. Willing to rev, up to an 8,500rpm redline, as the definitive German sports car that
the Huracán is eager to pick up speed in any gear and, in combination stretches back long before it was consumed by
with a crisp throttle response, ensures that making progress on any VW. Quite why fellow VW brand Audi has a
road is effortless. larger and more powerful engine in its TT RS is
Carried over from the Gallardo, the addition of stop-start and beyond anyone here at ETi. Then there is the issue of
fuel stratified injection (FSI) technologies has led to considerable price. While downsizing is part of a trend, our four-cylinder test car,
reductions in fuel consumption and emissions for the Italian OEM. The when equipped with options, was valued at over £61,000 (US$80,000)
introduction of FSI also enabled an increase in compression ratio (up – a sizeable figure for a 2.5-liter car. One of the many options that filled
from the Gallardo’s 11.5:1), which ultimately allowed the power hike. the eventual spec list was a £1,500 (US$2,000) sports exhaust, but,
The base engine may have been around since 2003 in another iteration, again, the noise emitted falls far short of the iconic Porsche flat-six
but there is still plenty of life left in it yet. Long live the V10! howl, which leaves us questioning the Boxster’s full credentials.
Cylinders: 10 Cubic capacity: 5,204cc Cylinders: Four Cubic capacity: 2,497cc

Bore/stroke (mm): 84.5 x 92.8mm Compression ratio: 12.7:1 Bore/stroke (mm): 102 x 76.4mm Compression ratio: 9.5:1
Power output: 610ps Torque output: 560Nm Power output: 350ps Torque output: 420Nm

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PERSONALITY PROFILE
What career did you want when you were I always say, can’t we do it easier and quicker
growing up, and what was your first job? – why do we have to follow these procedures?
I’ve always been a car guy. My father But actually those procedures are important
breathed cars – he had more than 60 in his and are in place to make the company better.
lifetime! And he had all different types, from The best aspects? Being able to influence
big American muscle cars to small European development, that’s amazing. So I was the
ones – all brands, sizes and engines. So person that stressed the need for front heated
I have it [automotive] in my DNA, and I electric windows or gearshift paddles or full
always wanted to pursue a career in vehicle USB connectivity on the first-gen XC90.
development, influencing product. I studied
mechanical engineering at the University of What car do you currently drive?
Gothenburg. And I still love to get my hands I have a crazy taste in cars. For example,
dirty, playing with cars, in my free time. I own a Suzuki Cappuccino that I actually
bought on eBay in the UK. I’ve done a lot
What was your career path to the position of things to that car, like add an independent
you currently hold? management system, bigger intercooler, new
I’ve been at Volvo for more than 35 years, throttle system, and so much other stuff. I’ve
across many different divisions. The last not blown anything yet – I’m up to 90ps on
PROFILE: 11 years I’ve been in product development that engine. I’ll soon replace that engine with
LARS LAGSTRÖM on large cars. So my last projects were S/ another chain-driven – not belt – engine with
V60 and XC60 facelifts and then I joined the 110ps. Then, I have an American tuning kit
Job title: XC90 product XC90 program, developing an all-new SUV. that’ll take the engine to 165ps. So soon my
development engineer Suzuki Cappuccino will be a double espresso!
What are the best and worst elements of My everyday car is a Volvo V40 Cross
Company: Volvo
your job? Country, D3 automatic. Once we’ve met all
Being honest, I hate the administration. In fact, customer orders, maybe I’ll get an XC90 T8.
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All rights reserved. 130004

PERSONALITY PROFILE
I’ll soon replace that engine with another chain-driven – not belt –
engine with 110ps. Then, I have an American tuning kit
that’ll take the engine to 165ps. So soon my Suzuki
Cappuccino will be a double espresso!
What would be your dream engine – with a Kompressor. I’d go for this engine using different materials, but power will
specification for today’s eco-friendly world? type – supercharger boosting is so much fun. remain the same – we won’t need much
For a totally eco-conscious world, I’d opt more. Combustion engines will still be
for an electric fuel cell vehicle. I’d use a In your opinion, what is the greatest around, probably in 1-liter, three-cylinder
new electrical engine that I’ve been reading engine that has ever been produced? turbo form, but the turbo will be electric.
about lately that’s 75% smaller than current I’m impressed with the Nissan Le Mans Maybe e-motors will feature too.
engines with exactly the same output. These engine with 400ps, 1.5 liters in size and three
engineers have created a smaller engine cylinders. Wow! That’s a really high-tech Do legislators help or hinder your work?
because they’ve succeeded in controlling the piece of engineering. For automotive, I have a We talk a lot with legislators, and in some
heat, which allows for a 75% shrinkage. So if I big heart for Mercedes performance engines. areas, like safety, we actually do more than
can have this 87ps small electrical engine, I’d The 2.5 engine in the Mercedes 190 was they ask – we push their boundaries. So when
put it in my Cappuccino – a perfect solution. stunning – real race performance on the road. it comes to legislation, it’s a balance.
And if emissions weren’t a factor? What do you think will be powering Finally, which OEMs do you particularly
For pure performance I’d go for another a typical family sedan in 2035? respect in terms of engine development?
vehicle that I have in my garage – a Mercedes In terms of power, you’ll be looking at 150ps It has to be our three main competitors: BMW,
SL 55 AMG. So big displacement – 5.4 liters to 180ps. Car weight will go down, we’ll be Mercedes and Audi.
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OPINION
I’ve always found it odd that we humans seemingly all

agree on what sounds nice, yet our other senses can’t Renault’s la
test R-Link
includes R- infotain me
help but spoil for a fight. I hate the taste of Brussels sprouts, Sound Effec
t to change
nt system
while others can’t get enough of the evil little green vegetables. interior no
is e
And to my eye the model-turned-TV presenter Alexa Chung
looks stunning, while others prefer to look at the fakery of
orange-skinned and yellow-haired reality TV ‘stars’. pleasurable sound. Indeed, I recently acquired a BMW M4
But I’ve yet to find anyone who enjoys the noise of a and, sitting inside the car, the engine sounds just epic. It
cold four-pot diesel, while I’m equally still searching for the emits a deep, throaty roar. It cracks and pops. It rasps. I
person who doesn’t enjoy the music emitted by a naturally love the noise. And it’s definitely real because I can hear
aspirated, Ferrari-designed and -built V8 at full chat. It’s the it. Even the anti-actuators agree that the M4 sounds great
same with singing in that we’re all qualified to be a judge from inside the car. Sadly, the same community tells me
on talent shows because we can all hear who does and that the engine sounds ordinary from the outside, but that’s
doesn’t sound pleasant. So if our a bit like saying a band sounds pretty
hearing is the one sense that we all ordinary when standing outside the
share, why is it that so many people concert venue!
are anti sound-actuators in cars? If our hearing is Perhaps the most extreme vehicle
There’s a group of motoring journalists sound black magic can be found in
out there who are determined to see the one sense that Renaultsport’s Clio, which features
the back of the technology as it isn’t
pure or real, but I’m here to set the we all share, why actuators that can make the engine
noise inside the hot hatch sound like
record straight. I want to encourage
more such electronic trickery, in fact.
is it that so many a Nissan GT-R, a motorcycle, and
even an alien spaceship among
I was first exposed to the concept
of fake engine noises being piped
people are anti other things. The anti-actuator
brigade say the last noise highlights
into a vehicle’s cabin in 1998 while sound-actuators? the nonsense of the actuator concept,
interviewing the then engine design but they overlook the fact that the
team at Lotus. I’ll admit I vividly Clio also has a mode that simply
remember being rather confused when enhances the already-pleasant tone
they talked about the idea as I didn’t think real engine noises made by the 1.6-liter turbo engine. Very nice it sounds, too.
could ever be digitally re-created. However, fast-forward “But ah,” say the anti brigade: “What happens when
to 2016 and I like what I hear from you put the windows down in a tunnel to listen to the
today’s artificially enhanced engine at full flight? It doesn’t sound so good then, does
powertrains. My ears can’t it?” To these folk I say, keep the window shut and enjoy
tell the difference between the sounds emitted by your car all the time, not just when
real engine noises and driving through a tunnel every now and then! Actuators
fake ones coming could and should be here to stay even when the internal
through the stereo combustion finally breathes its last many years from
speakers: I simply now – for exactly the same reason as millions still listen
hear an enjoyable, to Michael Jackson: he sounds good!

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2016
OPINION
Midway through a marathon Powerpoint presentation,

German sportscar maker Porsche highlighted its
new Panamera engine family, boasting about improved The ne w Pors
che Pana me
po wered by ra
CO2 figures from the diesel powertrain. a 4.0 V8 bitu 4S Diesel model is
rbo engine
Nothing new in that. But Porsche is part of the Volkswagen with 428ps
Group. The Volkswagen Group that was caught cheating
last year (well, the year before, actually) and Porsche got
dragged into it all via its Audi-built 3.0 turbodiesel motor. engines, they said. But it wore thin, this attitude, coupled
And the Volkswagen Group has done an appalling job of with Audi’s constant referencing to Volkswagen and
communicating how it happened exactly, who let it happen, Volkswagen’s referencing to Jones Day and then roadblock.
and what remains unfound. Worse, with the sticky bandage It wore thin, too, that Dieselgate wasn’t the end of the
being pulled off one hair at a time, the initial claims that the story, but the start, and that most of the European (and, in
Group’s priority was rebuilding trust in it particular, German) car industry has
look superficially convenient, given that
it seems less and less likely that it will
Porsche’s stance been found to have glaring areas
where they are ethically unsound.
ever publicly release the findings of its
internal investigation.
has been to pretend And it has worn transparent with
journalists that people they’ve known
Volkswagen blames much of this on
being legally hamstrung by Jones Day,
it had nothing for years have lied to them, deliberately
misinformed them, and claimed
the US law firm brought in to patch things to do with them. technical breakthroughs that even
up with the US government, which has those of us with engineering bents
been affronted by Volkswagen’s actions. Not our engines, couldn’t disprove without access to
Porsche tried its best to keep its head our own university research teams,
down to protect the huge percentage of they argued software hackers and tens of millions
Volkswagen Group profit margin that it of dollars in cash.
contributes, which is what Audi also did for a while. At the Panamera launch, one journalist heard the CO2
That proved unsustainable for Audi when the same claims and asked what every other journalist had been
emissions-cheating software codes were found in thinking: “How can we believe you?” In a pretty good
the 3-liter TDi units it designed and built for itself, indicator of the corporate culture, instead of soothing
Volkswagen and Porsche. And then it emerged the ruffled feathers, Porsche’s engine people got angry,
from the Jones Day investigation (details of jumped up and down, and attacked the questioner.
which are, by law, accessible to prosecutors This isn’t new. A year ago when I asked a Group board
in the USA, even if they’re not available member why we should believe their claims about crash
to Volkswagen’s board of safety, given they’d been cheating in the other big area of
management) that Dieselgate compliance, I was attacked, too. There were incredulous
gestated at Audi in 1999. sighs, accusations that I was being unprofessional and that
Porsche’s method since has I didn’t understand a complex industry. All in response to what
been to pretend it had nothing seemed to be an obvious question to ask on behalf of readers.
to do with them. Not our Belligerence and portraying itself as a victim of media
engines, they argued. Audi’s oppression, it seems, hasn’t just become the Volkswagen
engines. And Volkswagen’s Group position. I’m beginning to think it always was.

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relationships, and keep up with the latest concepts and ideas.
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CONTACT
Jason Sullivan
Tel: +44 1306 743744 The Suburban Collection Showplace, Novi, MI
2016
jason.sullivan@ukipme.com
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DIESELS AND AIR QUALITY

The great diesel

witch hunt? Rumors abound that Norway is to ban the sale of all diesel-
engined cars by 2025. With several other European countries
apparently considering a similar move, we speak to leading
think tanks about the wider implications for OEMs and buyers
A
s knockout blows go, an outright ban on the specific policies put in place to push diesel. As with most
sale of certain internal combustion engines is things in Northern Europe, I’d say it is probably a bit
the kind of rippling body shot that can bring easier for them to implement an outright ban, more than
the heavyweight automotive industry to its it would be in somewhere like the UK. But the concept
knees. Perhaps the biggest spark to ignite the of getting rid of the IC engine, and moving to a situation
debate on the future of IC engines comes from Northern where we’ve got zero air pollution and zero emissions is
Europe. Earlier this year, Norwegian business paper absolutely right, and as technology advances, we have less
Dagens Naeringsliv ran a cover story reporting that the and less of an excuse to remain in the current situation.”
country’s four leading political parties had agreed that, “Although Norway and the Netherlands are both
to improve the country’s air quality, all IC-engined planning to ban IC engines from cities as early as 2025,
passenger cars would be banned from sale by 2025. the targets for that timeframe aren’t nearly as ambitious,”
Such a ban would set a worrying precedent, but how adds Julia Hildermeier, clean vehicles and e-mobility
likely are we to see it implemented Europe-wide? officer at Belgium’s Transport & Environment think
“If that’s what they’re going to do, which tank. “It’s very important to help accelerate the eventual
we’re all still not sure of at the moment, transition to e-mobility, and to help improve air quality in
then it is a very bold move and a major European cities. The Dutch and Norwegian suggestions
change. In the UK, the situation is are not fixed in stone. They’re suggestions put forward by
different,” explains Laurie Laybourn- national parliaments, but from a European perspective it
Langton, research fellow at the Institute is important that member states such as the Netherlands
for Public Policy Research (IPPR). “The are starting to take this shift seriously and are committed
population is larger, and we’ve had to help promote it.”

ILLUSTRATION: BEN WHITE

Lead by example vehicles will be available on the market

To anyone unfamiliar with new car buying within a couple of years. The European
patterns in Norway, the ramifications of Union needs to learn from Norway – it has
such an outright ban on IC engines could combined incentives on vehicle purchase,
be monumental, but for several years the with tax rebates and it has the infrastructure
Scandinavian country has led the way in in place.”
electric vehicle sales. As taxation and incentives increasingly
In 2013, there were just 18,000 personal- favor EVs, and with physical bans on diesel
use EVs registered in the country, but the and IC-engined cars being brought in across
introduction of legislation that allowed EVs a number of major European cities, the
to use bus lanes saw total registrations soar screws appear to be tightening as far as
to over 50,000 by 2015. Factor in value-added diesel is concerned.
tax (VAT) and purchase tax exemptions for “We’re currently looking at how to
EVs (which on average add 50% to the cost implement something in London,” says
of an IC-engined vehicle), free charging, free Laybourn-Langton. “At the moment we’re
parking and road toll, tunnel-use charge and talking about gradually phasing out diesel.
ferry charge exceptions, and buyers are left In Paris there are already bans on vehicles
with a package that benefits not only the with certain engines on certain days, but
environment, but also, crucially, their wallets. what we are proposing is almost a more
“These incentives have been a substantial ‘British’ approach through pricing and
reason why Dutch and Norwegian consumers phasing out slowly. An outright ban will
have bought so many zero-emissions have an enormous impact on a lot of people.
vehicles; they’re the market leaders,” explains In rural areas, the idea of someone coming
Hildermeier. “If these countries could enforce along and stopping you using your car has
a ban on IC engines as a precedent, it would much more impact. The individual may agree
provide investment security for all OEMs, the that air pollution needs to be addressed, but
whole industry, and consumers as they will that is countered by the impact it may have
be in a position where they know that these on their small business, commuting, etc. So
one of the ideas put forward is to accrue climate within the UK, particularly in
revenue and have a slower phase-out period regard to the landmark decision to leave
so it’s not as brutal. With a ban, it’s final as the European Union, has the potential to
it’s either in place or it’s not. With a graduated drastically alter the countries policies, in
phase, you can adjust that through costs. The either direction.
phasing needs to apply not just switching car “As of a couple of years ago, it was largely
type, but decrease their dependency on the specialist communities, scientists and those
car entirely.” in the industry that were well aware of and
Air pollution in London is currently a hot making the loudest noises about the issue,”
topic, high on newly elected London Mayor continues Laybourn-Langton. “We’re pleased
Sadiq Khan’s agenda. But the broader political to have found that the issue has become more

“We’re pleased to have found

that the issue has become more
politically salient. But it’s still
an enormous problem”
Laurie Laybourn-Langton, research fellow at the
UK’s Institute for Public Policy Research
politically salient. But it’s still an enormous the IC equivalent, the running costs over the
problem and the outcome of the Brexit vote, equivalent lifetime are considerably cheaper,
if we do leave in however many years’ time, so there is the payback within three to four
could end up being beneficial from a fiscal years on a much more efficient and modern
point of view for the UK, as it probably won’t car. If you combine the perk of reduced
then be liable for the fines for breaking these running costs with the incentives, it is an
rules, which could run into millions and appealing prospect for consumers. And if you
millions. This is a big moment. Politicians add to that – for example, in big cities such as
and rule makers need to clarify what is going Oslo there are already restrictions in place on
to happen to a raft of environment legislation, diesel cars – you get a comprehensive package
particularly air pollution, because you could that makes sense to consumers. That’s what
end up in the situation where we leave the we would need in a much more developed
EU, are no longer beholden to their laws, and fashion across Europe.”
you could repeal the laws and change them
so there is barely any air pollution regulation Early push
in the UK.” As alluded to earlier by Laybourn-Langton,
The rules already in place across Europe, the push of diesel on the European Union can
and those proposed by both Norway and the be traced back to the 2009 Kyoto agreement,
Netherlands, despite aiming to improve air in which governments championed the use
quality, stand to have a significant impact of diesel over petrol to help reduce overall
on consumers, with EVs costing considerably CO2 emissions.
more than their IC equivalent, even with “When the UK government initially pushed
the aforementioned incentives in place. diesel cars at the turn of the millennium,
“The legislation is mainly targeted toward they knew there would be this negative effect
the manufacturers as it is those that need on air pollution, but they believed it would
to achieve homologation, but the benefits be vastly outweighed by the reduction
do extend to the consumer,” counters in greenhouse gas emissions,” he adds.
Hildermeier. “Those countries that are “Subsequently, we’ve gotten better at being
looking at potential laws have already able to work out how bad diesel emissions
introduced purchasing incentives. While are and just how bad the air pollution is as a
we know that EVs are more expensive than result. That process hasn’t been helped by the

laboratory test used to work out these “That was very helpful, as it was the
emissions turning out to be not very accurate. first time the Commission has specifically
The New European Drive Cycle (NEDC) mentioned such a move,” says Hildermeier.
legislation in regard to real-world driving “We have been asking for the introduction
conditions is proof at a European level that we of sales targets, similar to those California has
are trying to get a much better understanding in place for low-carbon and zero-emissions
of the real-world level of these emissions. vehicles, into the forthcoming emissions
“Both diesel and CO2 emissions impact regulations for cars. The way it would work
the atmosphere and climate change, and in Europe is to build a flexible sales quota
the current focus toward the topic has into the upcoming emissions standards.”
been accelerated somewhat by the Dieselgate The current political and social focus
scandal,” adds Hildermeier. “The first real appears to be on rectifying today’s issues
push for OEMs to introduce electric vehicles through the regulation of existing
was the CO2 standards for passenger cars technology – but Laybourn-Langton
and vans in 2009, which run through to believes that there is a much bigger
2021. The big discussion next year will be picture that can help accelerate the
how the 2009 regulations are built upon. We quest to improve air quality.
definitely need much more stringent targets “While there is an environmental
for passenger cars that they know in advance, problem, a deeper, longer trend is
so they can adjust their strategies accordingly that transport in itself is changing,”
and prepare. As part of these targets, we he explains. “Because of advances
would like to see the sales quota for low- in technology, we are looking at a
emissions vehicles in particular as it would situation where private ownership
help accelerate this market all over Europe of vehicles and the very way we
because that law would apply to all member interact with transport is going
states.” to change completely, particularly
Should a Europe-wide law come into force in regard to larger cities. The two
in the coming years, Hildermeier believes that transitions that are currently
it can be only beneficial, and to everyone. happening are moving toward an
“If European Union member countries environmentally friendly fleet of
were to enforce a precedent, it would provide vehicles, and then a more efficient
investment security for OEMs, the whole and flexible use of those vehicles.
industry and consumers as they will be in a We need to be intelligent enough to
position where they know that these vehicles ensure that those happen at the same
will be available on the market within a time, and as efficiently as possible.”
couple of years,” she explains. “A movement
like this really needs to happen across The end?
Europe, as we are speaking about a unified Earlier this year, the Financial Times reported
single market. At the moment, it’s a little that sales of the Volkswagen Group’s Audi
more diverse. Some countries like Norway, division had slipped, with its long-held 69%
the Netherlands and France are all quite
well advanced in terms of introducing
low-emission vehicles and banning older
vehicles from cities, such as in Paris. The big
problem with that, though, is that we need
a Europe-wide approach, otherwise there
simply isn’t the market appeal for OEMs to
produce these vehicles.”
With this in mind, the European
Commission made its first conscious effort to
enforce a Union-wide plan to help improve air
quality, issuing a strategy on decarbonizing
the entire transport sector, with specific
targets for incentivizing ultra-low- and
zero-emission vehicles.

market share dropping to 67% in the first four

months of 2016, a downward trend mirrored
across the entire diesel passenger car sector.
The aforementioned Dieselgate scenario is
considered a major contributing factor in this,
with buyers seeking out petrol and electrified
alternatives, particularly as legislation
changes to offer more appealing benefit-in-
kind to fleet buyers. Air quality is once
more a major political tool, high on the
agenda for a number of politicians.
“With any physical change, there are a few
things that can lead to it happening, and we
have two of them right now,” says Laybourn-
Langton. “We’ve got a very clear indication,
which is very easy to understand, of just how
dangerous these pollutants are, and we’ve also
got OEMs exposed as cheats. So death. And
cheating. Those two are a pretty potent mix
when it comes to making changes in society.
“When it comes to vehicle types, we need
to remember that it isn’t just diesel cars that
are the issue. It extends to vans, buses, taxis
and petrol engines too. The majority of the
problem within London’s congestion zone is
caused by buses and taxis, not personal
“Europe needs to learn from vehicles, largely because of the zone charges,”
China, not the other way around. he concludes. “There are a lot of people
calling for the outright ban of diesel cars, but
The Chinese have chosen the they need to remember that the contributors
are many and varied. The policies need to be
right way as they’ve built a intelligent across all of them, as they all
impact lots of different groups.”
national industry” A considered Europe-wide approach across
a number of transport methods may well be
Julia Hildermeier, clean vehicles and e-mobility officer, the solution, and Hildermeier believes that
Transport & Environment
the continent could set a global precedent.
“The model can definitely be transferred to
developing and motorizing nations such as
China, India, Brazil and even Russia. China
is actually a very good example to see the
push toward full electrification,” she states.
“Because of the air pollution problems that
they do have, they have emerged as a front
runner in e-mobility. Europe needs to learn
from China, and not the other way around.
The Chinese have chosen the right way,
as they’ve built a national industry. They
have electric car makers, suppliers, battery
manufacturers; it’s all in place and they apply
the regulations. That’s the sort of mix we
need for Europe too, otherwise Europeans
will end up buying Chinese electric cars.
The consumers may like that, but I’m not sure
the policy makers will! The same can be said
of European and US OEMs – they really need
to step up their competitiveness.”

OEM INTERVIEW: PSA

OEM INTERVIEW: PSA
Lion heart
ETi sat down with PSA Group’s powertrain head, Christian Chapelle, to discuss
the evolution of its original diesel-electric HYbrid4 technology, and just how
long diesel has left as a viable fuel type for the automotive transport sector
W
hen Peugeot introduced its first hybrid When compared the Prius and one of our best diesel
in 2011, the 3008 was a very different engines in terms of fuel consumption, there was not
car from the HEVs that had landed much difference for the real-world customer.”
prior to it: four-wheel drive mated With this in mind, Peugeot chose to mate a 200V
with a diesel engine, all wrapped nickel-metal hydride (Ni-MH) battery pack with its
up in the mass market appealing SUV-crossover DW10 2.0-liter direct-injection diesel IC engine,
bodyshell. Much like other HEVs, though, the 3008 already capable of 106g/km in terms of CO2. The
was restricted by the technologies available at the combination meant that the car certainly had a USP on
time of its inception. its side, being the world’s first diesel-electric passenger
“We started our hybrid program 10 years ago, when car in mass production.
the idea of a plug-in hybrid was still in the future as Despite Chapelle’s love of the diesel engine, and
the batteries weren’t available,” explains Christian Peugeot’s continued investment in perfecting the
Chapelle, PSA Group’s vice president of powertrain technology, the global mass appeal of diesel isn’t
and chassis engineering. “We were at the very start sufficient to warrant continuing it into the second-
of lithium-ion, and the density of core you could have generation HYbrid4 system.
in a battery meant the kilowatts per liter figure was “The next generation will be using gasoline
very poor. engines, as it’s an international program and diesel
“We thought about what we could offer that was represents a very small portion of sales in terms of
different from what Toyota was offering, which had market share,” Chapelle justifies. “As soon as you
been on the market for close to 10 years by then. If talk about an international automotive market, you
we went with the HEV technology that was available are talking about using a gasoline engine. Outside
when we started planning HYbrid4, and if we chose a Europe and India, there is no market for diesel
gasoline IC engine, what would be different? Nothing. engines in passenger cars.”

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OEM INTERVIEW: PSA
Death of diesel-electric?
With the market for diesel technology being so limited,
and as typical diesel IC engine development programs
cost more than their gasoline equivalents, is the concept
of a diesel-electric drivetrain coming to a close before it
ever truly got going?
“Factually speaking, after the next 5-10 years diesel
will disappear, and that’s a pity,” states Chapelle. “If we
are talking about CO2 emissions only, then diesel will stay
for the next decade as it is still the most efficient solution.
Is the diesel clean? Yes, particularly ours, as we have made
strategic choices in preparation for the Euro 6 regulations
with 100% commitment. We have done everything to
make these engines as clean as possible, and even if 3
diesels are more expensive than a gasoline engine to
develop, if you compare it to plug-in or a 48V integrated to produce the electricity? Nuclear? Does the general 1 and 2. The new Peugeot
system, it remains the most CO2 friendly solution today.” public like the idea of a nuclear plant on its shores? 308 features an array of
diesel engines including
So will diesel technology disappear? Maybe, due to Do you do as Germany has done and close all its nuclear a 1.6 HDi unit as well as
political reasons. Euro 6 legislation being brought in plants only to reopen all its carbon plants? a top-end 2.0 motor with
by the European Union will see the permitted NOX level “We had discussions with the KBA in Germany 180ps. Chapelle says the
French car maker will
for new diesel engines slashed from 180mg/km to just about our diesel technology and how it works,” continues continue to strongly
80mg/km. With lobby groups citing proven medical Chapelle. “It was a very objective debate between support the technology
putting manufacturers under increasing pressure to ourselves and German authorities back in November –
3. The next stage of PSA’s
reduce NOX, and the rising costs of aftertreatments and but we haven’t heard anything since! We know some e-powertrain plans is to
other solutions to meet government rulings, Chapelle manufacturers aren’t in a good position, which gives introduce plug-in hybrid
feels that the recent EPA ruling in the USA could be customers a bad impression of diesel technology in general, models across Peugeot,
Citroën and DS brands
the final blow that kills off diesel. and of the wider automotive industry. Even if we are in
“The issue at the moment is the VW scandal, and a good situation ourselves, the global position is grayer.”
unfortunately it appeared on diesels,” he says. “If a company
wants to use a defeat device, it will use it regardless – it’s Li-ion revolution
a question of internal ethics. But starting from the point Perhaps the biggest threat that faced the diesel-electric
of a responsible company, as we are, where there isn’t architecture in the first-generation HYbrid4 was its Ni-MH
a defeat device, I think we have to try to convince battery pack. But such is the pace in this industry, that for
politicians that they should talk to us as OEMs about the second generation Peugeot has approached its design
results, not technology. That’s the issue we have today – from a clean sheet.
they are killing some technologies and pushing others, “The technology has evolved and we are now able
such as full electric. Okay, fine, but how are you going to offer lithium-ion power to our customers,” confirms
Chapelle. “The batteries have a very good power density,
so in terms of the type of engine you use in a hybrid when
“The issue at the moment you are able to offer up to 50km of range, it doesn’t matter
is the VW scandal, and whether it is a diesel or gasoline, as when you are in the
city you will be using electricity anyway. The game has
unfortunately it appeared on completely changed with the arrival of plug-in capability
and that’s one of the main reasons why the second
diesels. If a company wants generation will switch to a gasoline IC engine.”
In development for over a year, the second-generation
to use a defeat device, it HYbrid4 system was showcased in the 308R concept –
a 500ps hatchback using the downsized 271ps 1.6-liter
will use it regardless” gasoline turbo from the regular 308 GTi, paired with two

OEM INTERVIEW: PSA
114bhp (85kW) AC synchronous motors mounted at the

front and rear of the car, and a 3kWh Li-ion battery. In 2
a medium-sized hatchback, it translates to performance
figures of 0-100km/h in under 4.0 seconds, yet with CO2
figures of 70g/km and economy of over 94mpg.
As is often the case with concept cars, the 308R that
showcases the next generation HYbrid4 drivetrain is a
wild interpretation of what customers will actually find
in their mass-produced road cars.
“Our competition department always makes some
nice things that help us project the cars in certain ways
to certain markets,” smiles Chapelle. “There are close
connections between them and us in mass production, Strong underpinnings
but the constraints aren’t exactly the same, starting China is a key market for Peugeot, and in collaboration
with cost. Yes, there are always connections, but the idea with former partner GM and current partner Dongfeng,
behind the concept is different, because we want to offer it has developed two modular platforms that will
more range than performance – something that is oriented underpin every new model in its range.
to a wider customer base. “We have two main platforms, the small one and EMP2.
“The HYbrid4 program is going quite well so far. It’s The small one will be replaced in 2018/2019 to support
a complex program because it’s an internationally shared the new B- and entry-level C-segment cars, so DS3, 208,
development with simultaneous launches in China and for example,” Chapelle confirms. “We are developing full
Europe,” Chapelle continues. “So in terms of organization electric vehicles on this platform. We made the decision
it’s complex to focus everyone on the timing, but so far not to create dedicated platforms for electric cars, because
it’s working.” we think that the volumes of EVs aren’t enough yet. This
1. The C4 Cactus is proof platform has two developments in parallel and will be
Citroën has rediscovered launched closely together in both Europe and China.
its quirkiness, but does the
stylish crossover also need We will have a lot of applications for EVs in China with
3
an alternative powertrain, our partner Dongfeng, producing full electric cars that
such as a plug-in hybrid? will have a range of around 300km in a B-segment car.”
2. The underpinnings of With Peugeot being the latest to adopt the modular
the Hybrid4 technology. approach to its new platforms, alongside VW Group,
PSA was one of the first car Volvo and Toyota, Chapelle believes the practice will
makers to bring diesel hybrid
to market, but will there be a become much more commonplace in the industry to
second-generation offering? combat spiraling development costs.
“We have launched the C4 Picasso and the 308 from
3. PSA’s acclaimed Puretech
engine, which has won the EMP2 already, and we will develop a lot of bigger cars
its category class at the from it too,” he states. “It’s very scalable in terms of length,
International Engine of the width, wheelbase and height. The new platform is very
Year Awards for the last two
years, in the process beating similar in its approach as it will support the forthcoming
a host of rival downsized B-, B-SUV and C-segment models as well as D-segment,
designs from Volkswagen, hybrids, EVs and even light commercial vehicles. By going
BMW and Fiat-Chrysler
modular we can really reduce our industrial footprint and
build all these models on the same line. It’s perfect.”

DIESEL: IN THE USA
r o f
vi o
Sa
✶✶
Diesel
do nicely
Sales figures for diesel passenger vehicles in North
America have never matched those achieved in Europe,
and took a further blow following the VW scandal.
Despite this, the future for the fuel is looking up
WORDS: MIKE MAGDA

DIESEL: IN THE USA
D
espite a recent slump in sales following the
VW emissions scandal, diesel has a secure
future in the USA, with more diesel-powered
cars and pickups coming to market and diesel’s
inevitable contribution to auto makers meeting
stringent 2025 fuel-economy standards. Currently there
are just under 50 diesel-powered vehicles for sale in the
USA (32 car, 17 truck), and that total is expected to reach
61 in 2017.
r o f the pick “The underlying regulatory environment those vehicles
io u
are sold in is changing,” says Allen Schaeffer, executive
p director at the Diesel Technology Forum (DTF) who

provided the just-mentioned numbers. “If you want to
keep a pickup truck in the US market, how are you going
✶✶
to hit those fuel economy targets, especially if you sell

a lot of vehicles? The answer is diesel.”
The VW scandal was tied to an engine-management
software program designed with two calibrations: one
for the road and one for the dyno, when the vehicle was
undergoing required emissions tests. The road program
reportedly dialed back emissions controls that allowed up
“I think the American

consumer has never showed
much enthusiasm for diesel,
and the VW scandal simply
025
2017-2 reinforced the belief that diesel
engines are not mainstream”
Jack Nerad, executive editorial director at Kelly Blue Book
ed NOX
to 40 times the permitted NOX levels into the atmosphere.
Reduc VW was forced to halt sales of four-cylinder diesel cars,

then further testing found problems with the 3.0-liter V6.
By the DTF’s count, 15 of VW’s models have been off the
market since September 2015.
“VW’s cheating scandal has had a direct impact on the
diesel car market in the USA,” affirms Schaeffer, noting
that in January diesel car sales were down about 5,000
units year-on-year, with 4,400 of them being VW models.
“It’s pretty clear that the scandal soured consumers on
VW,” adds Schaeffer. “As for whether or not it tarnished
diesel’s reputation, our indications are that it did not.
Still, we need to wait and see the long-term sales impact.”
One analyst disagrees, noting that American diesel car
shoppers are a “very rare breed” and most are paying for
the “privilege” of owning a diesel car.
“Truck diesel buyers are more pragmatic,” says Jack
Nerad, executive editorial director at Kelly Blue Book.
“I think the American consumer has never showed
much enthusiasm for diesel, and the VW scandal
simply reinforced the belief that diesel engines are

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DIESEL: IN THE USA
not mainstream. Except in pickup trucks, diesel has 2

never been a big factor in the USA, anyway. Its future was
threatened by emissions worries before the VW scandal,
and its future following the scandal – which has yet to
be resolved – is worse.”
The majority of diesel cars carry European nameplates.
Even the exceptions, such as the Chevrolet Cruze diesel
and the Jeep Grand Cherokee diesel, feature engines
developed in Europe. Most consumer fears over diesels
in passenger cars – such as the noise, smell and slow
acceleration – have been suppressed in recent years as
technologies improve. The main barrier to improving sales The full-size Nissan Titan and the mid-size
is the higher initial cost, despite numbers that show diesel Chevy Colorado/GMC Canyon are the latest
vehicles hold their value longer and that running costs 1. Heavy-duty applications remain non-heavy-duty pickups to offer diesel engine
can be recuperated at the gas pump. diesel’s major market in the US options. The GM fraternal twins sport the
Consumer interest in diesel passenger cars may improve 2. General Motors’ 2.8-liter Duramax unit 2.8-liter Duramax in-line 4 that is rated at
if the rumored new models from Jaguar, Jeep, Mazda, is found in a number of models; including 500Nm peak torque, and an official EPA
Chevrolet’s Express full-sized van (3)
Mercedes-Benz and Porsche hit the showrooms. The estimated 7.59l/100km.
truck market, however, doesn’t share the same worries “The 2.8L was designed from inception
and will likely hit new records in sales and performance. to be a truck diesel,” says Gary Arvan, chief
engineer and program manager for Duramax
engines. “There’s always potential [for
BEST OF BOTH WORLDS expanded applications] if the market calls
for it. We recently announced the availability
When auto makers chose to implement owners of diesel passenger cars are a
of the 2.8-liter in the Chevy Express full-
Selective Catalytic Reduction technology breed that respects performance. “They
to break down NO X emissions, there was appreciate the way their car operates, so size van.”
a fear of truck owners turning away from it’s the same mentality. Optional for the Titan will be a 5.0-liter V8
diesels because of maintenance concerns “That said, I’d love to find the technology diesel built by Cummins that offers 752Nm
with replenishing diesel exhaust fluid (DEF). to get us to the next generation. Back of peak torque, far more than any other gas
Fortunately those fears never materialized in 2007 Cummins came out with a NO X or diesel pickup with a GVWR under 3,855
and pickup owners have embraced DEF absorber that didn’t require DEF. It won kg, but not as high as the heavy-duty diesel
servicing in the same manner as oil changes a couple of industry awards with that trucks offered by Ram, GM and Ford. The
and injector cleaning. technology. I’d love to find a way that didn’t
only other full-size light-duty pickup that
“I credit the folks in charge of the carry some of the fuel economy penalty
delivery channel. I think they’ve made that technology had with it, to resurrect it
offers a diesel is the Ram Eco-Diesel with
DEF available in so many forms that so it becomes just the way diesels operate. a 3.0-liter V6 developed by Italy-based VM
almost every consumer has a way,” says I firmly believe we’ll get there, but it’s Motori. It’s rated at 569Nm peak torque.
Cummins’s Jeff Caldwell, adding that technology that just isn’t ready yet.” The majority of pickup diesel sales for
consumers are in the heavy-duty models

DIESEL: IN THE USA
OBD requirement. It’s relatively simple to

hit the emissions target. What really becomes
the challenge is the variety of applications
– the extremes of climate, altitude and
Compared with the customer’s duty cycle. Multiply
current standards, that by 100,000 or 150,000 drivers
a year and have OBD stay in the
NMOG + NOX must compliance zone all the time.”
be reduced by 80% With the prospect of expanding
and particulates by diesel engines into ever more
70%
applications, engineers will face
additional challenges in serving
a wider consumer base. The torque-
laden engines in the heavy-duty pickups
certainly earned ‘street cred’ from their
loyal trade-based customers, but the smaller
pickups must appeal to the personal truck
buyer market.
“Probably the biggest challenge is NVH,”
continues Caldwell. “It’s a tougher customer
“One of the biggest challenges is the OBD base. At Cummins we have the fast-food
requirement.It’s relatively simple to hit the drive-through window test. Can you pull
up and order without turning off the engine?
emissions target. What really becomes the That’s the ultimate test because, honestly,
it’s pretty simple. The other is the federally
challenge is the variety of applications” mandated drive-by noise standards. We
are getting to understand things like engine
Jeff Caldwell, general manager for global pickup and van business
mounts and where to place them – and
not just from a noise standpoint, but the
with GVWR above 3,855kg, and there appears to be 1. Jeep’s Grand Cherokee is one of just vibration beats.”
no end to the torque wars among the Detroit Three a handful of commercially available With diesel’s split personality in the USA,
diesel-engined passenger vehicles
auto makers. The current torque monster is the Ram, currently available in the USA the future is mixed. Certainly trucks will
with a Cummins-built 6.7-liter I6 that cranks up the 2. VW’s diesel V6 is the latest to come continue to improve sales even though a
boost to achieve 1,220Nm. under scrutiny from America’s EPA diesel option can add more than US$8,000
The Chevy/GMC 6.6-liter Duramax is rated at 1,037Nm, to the price and a fully loaded diesel pickup
but the next-generation version, scheduled as a 2017 can cost US$70,000 or more. The question
model, is likely to have aspirations in the 1,220Nm range, is whether consumers will warm to diesel
if not more. And the sales-leading Ford Super Duty offers 2 passenger cars again. In 1984 there were 101
a 6.7-liter Power Stroke rated at 1,166Nm, but the truck is light vehicles with diesel engines in the USA,
also is undergoing a complete redesign for the next model and almost all were smelly, noisy and hard
year and Ford could squeeze close to 1,355Nm out of an starting. By 2000 only a handful of diesels
upgraded Power Stroke. were available and now the market is
“We are focused on meeting the needs of our customers, approaching 60. One key turning point
regardless of what competitors do,” explains Ford will be VW’s strategy in regaining consumer
spokesperson Mike Levine. confidence and how much of a factor
“Torque certainly plays an important role,” adds Arvan. incentives will play in its game plan. Also,
“However, we believe the Duramax’s better overall design, the highly popular US SUV/crossover is still
durability and efficiency is what wins customers.” an untapped market for diesels, despite the
While engineers are having fun making power with compression engine’s popularity with truck
their diesel engines, they also have to contend with enthusiasts. That’s where hybrids reign as the
another round of emissions reductions as Tier 3 standards alternative powertrain choice, but those strict
phase in from 2017 through 2025. Compared with current fuel economy standards are only a couple of
standards, NMOG + NOX must be reduced by 80% and model cycles away.
particulates by 70%. Some auto makers may downsize, “The time is not really that long until we
especially in passenger car applications, but trucks have to have a much more fuel-efficient fleet,”
are likely to use improved fuel injection systems, sums up Schaeffer. “Nothing has changed
turbocharger design and engine controls in existing about the challenge and the government’s
engine architecture. requirement of a fleet average of 4.48l/100km
“It will take some tweaks to our current hardware,” says by 2025. That paints a clear picture of
Jeff Caldwell, general manager for global pickup and van which technologies are going to be used
business at Cummins. “One of the big challenges is the to get there.”

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OEM INTERVIEW: GM
In control
GM’s powertrain chief, Dan Nicholson, hopes the General
can take advantage of Volkswagen’s woes to make inroads
into the US diesel passenger-car market
WORDS: GRAHAM HEEPS

OEM INTERVIEW: GM
G
eneral Motors couldn’t have asked for a
more qualified person to be in charge of
its powertrain operations in the wake of the
Volkswagen emissions scandal. Having moved
from a position as exec director of powertrain
embedded controls to the role of vice president, GM
Powertrain in November 2014, Dan Nicholson already
had a firm grasp of the issues raised by the VW revelations.
“I understand the difficulties in terms of where to look
and what to look out for,” confidently states Nicholson,
whose division was renamed GM Global Propulsion
Systems (GPS) in February 2016. “It caused us to look
internally at our controls processes. We had in place
items to try to make sure the kind of thing that happened
at Volkswagen wouldn’t or couldn’t happen at General
Motors, but we double-checked our compliance review
processes and did it in a global context.
“What’s new and interesting with this is that it’s
globally connected,” he expands. “What you do in one
country matters in another. People now have ways of
finding out and tying pieces of information together
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OEM INTERVIEW: GM
“We had in place items to try to make sure

the kind of thing that happened at Volkswagen
wouldn’t or couldn’t happen at General Motors,
but we double-checked our compliance review
processes and did it in a global context”
– regulators as well as the general public. So we have The 2.8-liter Duramax inline four-cylinder New diesel heartbeat
a heightened awareness of what we’re trying to do in engine is a variable geometry turbo diesel Nicholson is upbeat about the prospects for
featuring a high-pressure common rail
each and every country in which we operate, and have injection system and dual overhead diesel in North America, too. Some 10% of
a mechanism for tying it all together.” camshaft design. In addition to the Colorado midsize pickup trucks built are
Some of the first results of GM’s post-VW review of its Chevrolet Colorado, it’s available in the now powered by the 2.8-liter Duramax
GMC Canyon with the same power outputs
powertrain plans and processes, particularly with respect diesel launched in late 2015. With an average
to diesel engines, were revealed earlier this year. From days-to-turn rate of 24 (figure for March
June 2016, Opel/Vauxhall began to publish WLTP test 2016), the diesel truck is one of the fastest-
cycle-based fuel consumption numbers. From August selling vehicles in the industry. GM plans
it began to implement improved SCR diesel applications to build on this success with the North
in new vehicles, leading to improved NOX emissions in American launch of the diesel Cruze in
real-world driving. And Opel will also implement SCR early 2017. In a nod to its German heritage,
to its entire diesel fleet from 2018. the ‘whisper-quiet’ 1.6-liter option will be
“It’s not something Germany is doing in isolation, known as the ‘Fluster Diesel’.
it’s connected to what we’re doing globally,” expands “I’m optimistic about it,” he says. “North
Nicholson of GM Europe’s announcement, who leads America is one of the markets around the
around 8,700 GPS employees around the world. “We’re world where diesel has room to grow. For
trying to live as a responsible member of the community, certain customers, who put a lot of highway
doing our part to try to help the environment.” miles on the car, it makes perfect sense.

OEM INTERVIEW: GM
“Volkswagen has been the number one seller into the

passenger-car diesel market and I think there’s a market
opportunity for us because some of those customers are
looking at where to go next.”
Of the impact of the VW affair on diesels’ prospects,
he adds, “It would be a pity if the mistakes of the few
disparaged a whole technology – we want to prevent that
from happening. Volkswagen was one of the brands that
diesel-intenders in the USA migrated to. Chevrolet can
be that migration point; we need to put great products out
so that consumers have a place to migrate to. We’re proud
of the diesel products that we have and we’re proud of our
compliance record in the USA for all our products, diesels
included. We’ll keep putting out compelling products and
I think consumers will respond.”
10%
More generally, Nicholson believes that ever-more
advanced ICEs will continue to dominate the powertrain
scene for at least the next 10-15 years, particularly given
of Colorado midsize the current low price of fuel.
pickup trucks built One area in the US automotive market
where diesels are gaining in popularity is
are now powered the pickup truck segment. Pictured here
Electric takeover
“Electrification ‘taking over’ really depends on the rate
by the 2.8-liter is the Chevrolet Colorado Diesel, which
features a 2.8 Duramax motor developing of progress of battery energy density in terms of kWh/$,
Duramax 183ps and 500Nm torque. Highway
kWh/kg and kWh/liter,” he says in response to the
efficiency is rated at 9.1 l/100km (31mpg)
diesel so-called e-powertrain revolution. “Watch those metrics
and at some point it could be really great. Of course, we
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OEM INTERVIEW: GM
“Electrification ‘taking over’ really depends on the rate of progress

of battery energy density in terms of kWh/$, kWh/kg and kWh/liter.
Watch those metrics and at some point it could be really great”
need to get the electricity from clean, green sources to 1. Powertrain electrification
make an impact on CO2, so I think internal combustion plays a big role in GM’s product
plans, and this is typified no
engines have a big role to play for the foreseeable future. better than by the creation
“We’re making great progress. I like to call them of the second-generation 2
‘so-called’ conventional powertrains, because what Chevrolet Volt with its all-
new range-extender drivetrain
we’re doing in ICEs now – both within GM and the
wider industry – is anything but conventional. The 2. On the back of the success
kind of technologies being put into them, and the analysis of the Duramax diesel in GM
and modeling that enables great rates of progress, were pickup applications, Detroit’s
largest car maker will start
inconceivable 15-20 years ago. I think ICEs will keep rolling out smaller diesel
making it hard for electrification to take over by providing engines in its passenger car
cost-effective solutions.” range, starting with the 1.6-liter
Opel development in the Cruze
Nicholson cites four areas that are a constant focus for
his engineers in improving ICE performance: combustion,
friction reduction, mass reduction and managing heat
loss. He also acknowledges the influence of external
dynamics on powertrain development, such as the
incentives for new-energy vehicles (NEVs) in China, or
changes to taxation regimes in Europe. It all contributes
to what he describes as a very interesting time to be in
charge of GPS.
“I’m always happy, but never satisfied!” he concludes.
“Powertrain has never been more important to General
Motors, nor to the industry, than it is right now.”

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POWERTRAIN TESTING
FCA’s 3.6-liter
Pentastar V6
O
4.7 million customer- ur actual and virtual realities seem to be fast
equivalent test miles have becoming interchangeable, with simulation
been accumulated
programs being crunched by supercomputers
during development
in thousands of cores. It has led to claims from
some automotive component designers that
they now perform no physical development testing at
all and hardly any validation testing. Does this mean
that physical test specialists should fear for their jobs?
One of the world’s most popular powertrains has just
received a makeover. FCA’s 3.6-liter Pentastar V6 unit has
undergone major engineering improvements, with claimed
fuel efficiency and torque gains (under 3,000rpm) of 6%
and 15%. Crucially, the manufacturer states that some of
the improvements have been made possible by more than
4.7 million customer-equivalent test miles accumulated
during development, which suggests FCA is confident
of the real-world accuracy of its test methods. However,
it also strongly hints at results derived from a combination
of both simulation and real-world assessment.
Are computers making real-world “We use a wide variety of the latest virtual development
tools during the engineering of new powertrains,” states
testing obsolete, or do simulation Chris Cowland, director of advanced and SRT powertrain
and physical assessment engineers engineering, FCA. “These tools enable us to explore many
more alternatives in the virtual world, bringing great
now need to rely on each other savings in development cost and speed to market, while
more than ever? WORDS: MAX MUELLER allowing us to get closer to optimum performance with
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POWERTRAIN TESTING
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New software that’s The exclusive inside story of the Exclusive interview with Ferrari’s head of
helping shape engine Aston Martin DB11’s all-new, all- powertrain development, Vittorio Dini, following
test and development aluminum, twin-turbo V12 engine the supercar maker’s 2016 IEOTYA victories
www.enginetechnologyinternational.com
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POWERTRAIN TESTING
Tier 1 Horiba
has many years of
experience in vehicle
thermal management
Cooling systems are rated up
to 1.1MW and can produce
5-95% relative humidity point where physical testing now
at temperatures from
-40ºC to +55ºC happens only at the verification
stage, but that poses a problem. You
can’t really afford to make mistakes,
and projections based on simulation
need to be incredibly precise. It tends to be cheaper but
it doesn’t come free, so for some applications the best way
could still be testing. This is especially true in intricate
areas where simulation takes up a lot of expensive
supercomputer time or produces imprecise results. Flow
and combustion phenomena, for example, are highly
complex and computationally intensive and still need
a lot of testing.
“Optimization of oil distribution and cooling,
and assessment of durability, are further areas where
simulation experts don’t always know the full range of
real-world stress and load conditions,” Schelkle continues.
engines are validated using real-world “Ironically, another field where computer modelers can’t
tests designed to explore the boundaries do without physical experiments is when they want
of use to ensure they perform as expected to introduce new numerical processes, which can only
for consumers. Powertrain validation is be validated in tests. So the image of a rivalry between
performed on subsystem test rigs, engine simulation and test engineers has long been consigned to
dynos and in-vehicle, under a wide variety the history books. Before simulation results are presented
of environmental conditions.” in management meetings, testing specialists are always
As for some of the wilder claims about involved. Strategic decisions are made as a team.”
testing becoming obsolete, Cowland remains
skeptical. “We’re not aware of any automotive Above: A Horiba test cell in full action, Let’s get physical
component supplier who has the virtual conducting emissions analysis. At times, Other experts agree that assessing some of the more
analysis capability to complete all the practical testing can be simpler and more complex powertrain phenomena can’t be done without
effective than computer simulation work
development and validation work necessary physical testing. The same unpredictability that plagues
to meet quality requirements without the Below: Portable emissions measuring at meteorologists also affects engine designers, especially
need for real-world testing,” he concludes. the Millbrook test facility. Such testing will when it comes to the effects of the climate on cooling and
become more commonplace as stricter
So indications are that testing will remain emissions laws are introduced globally emissions. Horiba MIRA has many years of experience
an essential part of the development cycle. in vehicle thermal management – it was the first UK
But just how has its integration with modern company to build and operate a climatic wind tunnel.
simulation methods changed? Prof. Erich A second chamber has recently been added to deal
Schelkle knows both sides of the testing with larger vehicles, and between them the two rigs can
development story. A developer at Porsche reproduce and analyze a wide range of weather conditions
and lecturer at Stuttgart University for more and outcomes. Vehicles up to 62 tons can be tested at
than 20 years, he was general manager of the windspeeds up to 200km/h (124mph), with a dynamometer
Automotive Simulation Centre in Stuttgart absorption of up to 600kW in power and 55kN in tractive
before setting up his own consultancy. effort. Cooling systems are rated up to 1.1MW and can
“When I started at Porsche 30 years ago, produce 5-95% relative humidity at temperatures ranging
we had to constantly press management from -40ºC to +55ºC.
to do more simulation. Today it’s the opposite
– in the early concept phase of an engine,
experimental hardware has become obsolete. “For some applications, the best way could still
“A good example is crankshaft design.
Previously an engineer would produce a be testing. This is especially true in intricate areas
draft on the computer using CAD, which
then went into simulation. But now it’s the where simulation takes up a lot of expensive time
reverse – simulation happens first. This shift
to simulation before actual design has been
on a supercomputer or produces imprecise results”
revolutionizing engine development to a Prof. Erich Schelkle, senior lecturer, Stuttgart University

POWERTRAIN TESTING
“It will become increasingly important to develop test facilities

where the engine can be measured in an environment that
replicates its operational condition. That way, the ECU can
be fine-tuned as if the engine were integrated into a vehicle”
Peter De Clerck, simulation and test solutions specialist, Siemens PLM Software
When it comes to emissions, MIRA claims to be able Given the need for an engine to maintain the
to deliver gasoline, LPG, CNG and gasoline-hybrid tests balance between performance and efficiency,
for all world legislative and customer drive cycles. It can De Clerck highlights the ECU’s growing
perform analysis of dilute emissions (CH4, NOx, CO and importance: “An increasing amount of control
CO2), USA and European CO tests, as well as hot and cold software has to coordinate and optimize the
emissions development testing. But the organization also collaboration between various components
performs more unusual experiments almost impossible to and accessories. These algorithms evaluate
do on the computer. “The main purpose of the tunnels is hundreds of parameters and, based on the
to test engine cooling, HVAC systems and emissions,” says operational circumstances, define on the spot
Jeff Stevens, leader of aerodynamic and environmental the best air-fuel ratio, ignition timing, valve
test facilities at MIRA. “However, we also test with snow, timing and much more. During actual physical
looking at snow ingestion into the intake manifold, and engine testing, the ICE’s performance needs to
perform driving-rain tests.” Stevens also points out another be tuned and validated for an enormous range
advantage of the indoor facility: “Our wind tunnel will give of operational conditions.”
you global weather conditions all year, which you wouldn’t
get outdoors. The beauty of this facility is its repeatability.” Smaller engines, bigger challenges
MIRA’s experience seems to confirm that certain De Clerck also says engine downsizing
engineering aspects are so complex that only the clever is throwing up added engineering hurdles:
combination of simulation and physical testing will be “Downsizing ICEs, which means producing
able to reproduce real-world conditions. One area that higher pressures in fewer cylinders, leads to
has tested the patience of developers over the years is more combustion noise,” he outlines. “It also
NVH. “The ICE is not a standalone product, but interacts increases the amplitude of oscillating loads
with the vehicle it is integrated in,” states Peter De Clerck, throughout the engine, resulting in higher
simulation and test solutions specialist at Siemens PLM torsional excitation of the driveline. Combined
Software. “Engine validation and optimization through with driveline weight reduction for fuel
physical engine testing needs to be regarded in this Above: Audi’s bespoke high-tech engine efficiency, the resulting torsional vibrations
test center in Neckarsulm can replicate
way. It will become increasingly important to develop the full range of conditions a new car and can introduce some serious comfort problems,
test facilities where the engine can be measured in an powertrain might be required to operate in and indirectly affect long-term durability.
environment that replicates its operational condition. “Additionally, new energy-management
Below: Engine testing underway using
That way, the ECU can be fine-tuned as if the engine Siemens LMS software, which is able to systems such as cylinder deactivation and
were integrated into a vehicle.” translate data into analysis and reports powertrain stop/start can cause new transient
NVH phenomena that need to be controlled.
All these new complex aspects need to be
addressed on top of the classic engine-related
NVH topics, such as engine radiation and
transfer path analysis.”
For De Clerck, these complexities directly
translate into a need to combine simulation
and physical testing. “The ECU’s algorithms
can be virtually tested in their operational
environment using software-in-the-loop
simulations. With the same method, the
controller can also be pre-calibrated as
a detailed ICE model becomes available.
Finally, the real ECU can be validated in
real time on quality and robustness using
hardware-in-the-loop simulations.
“By implementing this streamlined process,
manufacturers pursue their ultimate dream of
designing right the first time. To achieve this,
physical engine testing is still a must, but its
extent could be reduced much further.”

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Engine Technology - Sept 2016.indd 1 19/07/2016 11:51

OEM INTERVIEW: FERRARI
WORDS: DEAN SLAVNICH
Stylewith
substance
Of the 13 categories at this year’s International Engine
of the Year Awards, Ferrari won a record-breaking five,
four of them for the all-new twin-turbo 3.9 V8. Little
wonder Vittorio Dini, powertrain head, is all smiles

OEM INTERVIEW:
OEM FERRARI
INTERVIEW: FERRARI

A
s records go, at this year’s International Engine
of the Year Awards, it’s been very much a case
of: ‘Records, what are they?’
Let’s paint a red racing picture here: since
2008 at the International Engine of the Year
Awards there’s been a momentous shift to honoring
‘downsized’ engines that go further on a tank of fuel
and spew fewer emissions. It all started with VW’s 1.4
TSI TwinCharger in 2009 and 2010, then Fiat’s 875cc
two-cylinder motor in 2011 and then, for three solid
years, Ford’s sublime 1.0 EcoBoost. And while last year’s
champ might be some 33% bigger than the Blue Oval
999cc engine, BMW’s 1.5-liter three-cylinder hybrid
powertrain in the i8 is still regarded as a landmark
downsized development insomuch that it powers
a progressive performance application.
Why is this backdrop so important? Put simply, in this
context, what Ferrari achieved at this year’s awards was
nothing short of simply outstanding. Maranello’s finest
collected no fewer than five trophies in total, one for its
V12, and four – including the outright and much-coveted
International Engine of the Year title – for its all-new
V8. And while the twin-turbo 3.9 eight-cylinder
in the 488 is, technically, a downsized design
in that it replaces the legendary naturally
aspirated 4.5 V8 in the 458, to have
an engine pushing 670ps and 760Nm
torque take first place is simply
unheard of in International Engine
of the Year Awards history.
In fact, an entire
decade has passed
since a V – or indeed
anything more than
six cylinders – has
won the overall crown, top-spot-taker is the
and in terms of actual third-largest victor,
displacement, the 2016 following BMW’s 5.0
V10 in 2006 and then the
German company’s 4.4
Valvetronic winner in 2002.
In terms of power alone, the
Ferrari champion is head and
shoulders – and then some more
head and shoulders – ahead of all
2 previous winners.
But the story doesn’t end there. With
the 488 heart collecting the big gong along
with the 3- to 4-liter grouping, New Engine and
“These awards are really Performance Engine titles, the 3,902cc creation becomes
one of only three powertrains to take four trophies in one
important to us. Ferrari has always sitting. The other two, just for the record, are Toyota’s 1.5
Hybrid Synergy Drive in 2004 and Fiat’s aforementioned
been an engine-centered car. The heart TwinAir city runner in 2011.
of the Ferrari is always the engine” It’s for all these reasons that Vittorio Dini, the man
who heads up all things powertrain-related at Ferrari,
can’t help but smile as he mixes sugar into his espresso.
Vittorio Dini, powertrain head, Ferrari
“And don’t forget the V12 too,” he says laughing
aloud, holding up his hand, each finger indicating
an International Engine of the Year Awards win for
the dominant team red.

KEEPING 12 ALIVE
While nearly all the headlines have “What we want to do is keep on with
centered on the new V8’s quadruple the V12,” counters Dini, “at least until
victory at this year’s International when the regulations will force us
Engine of the Year Awards, the not to have it. Really and honestly,
achievements of Ferrari’s win we want to push on with the V12
number five – the V12 – shouldn’t and we already have plans for further
be overlooked. development of the V12.”
In 2013, it won both Performance Dini describes the V12 cars as
and Above 4-liter awards and this year, being “typically Ferrari – its pure
having been refreshed for the F12tdf, Ferrari that’s coming from our past”.
it collected its category class again, But does Dini’s further development
easily beating Audi’s 5.2 V10 in the R8. of the 12-cylinder include e-powertrain
In the Performance division, for 2016, measures, including the addition of
it finished a very credible second to an electric motor or two?
you know what. “We’re looking, of course, to hybrid
But despite the love for 12-cylinders electric motor technologies and
from supercar enthusiasts and petrol batteries, but as I said earlier, we
heads around the world, many agree know the IC engine will always be
they are a dying breed, on the verge at the center of Ferrari. That is our
of extinction. main component in the powertrain.”
Just rewards
Given all the hard work that went into project F154CB,
Ferrari’s internal code-name for the 488 eight-cylinder,
Dini says the day out at the Stuttgart Messe to collect the
trophies at the International Engine of the Year Awards
ceremony is proof that his engineering team nailed it.
And he can’t underplay the importance of the awards
on a personal and industry level.
“These awards are really important to us. Ferrari has
always been an engine-centered car. The heart of the 1. Ferrari’s 488 GTB uses thanks to Prancing Horse aficionados openly airing their
the F154CB engine to great
Ferrari is always the engine. effect, winning multiple
concerns on social media about how the Italian sports car
“Over the last few years we’ve been proud to win awards and praise from maker was losing its heritage, its very DNA, they said.
awards for the naturally aspirated engine, but now the international press “The turbocharger gives you another opportunity to
transitioning with the turbocharged engine, it was very 2. The F154CB has the boost power and to boost torque, but we were worried as
important for us to see how this technology is accepted highest specific torque and well,” admits Dini. “That early concern we cannot hide.
power output of any engine
by the industry and customers. I think these four awards in Ferrari’s 77-year history “We are linked to a tradition of naturally aspirated
prove that we’re headed in the right direction in terms of engines, very high revs and the emotional sound of the
technology and specification. The overall winner award engine, as well as how this type of engine responds to the
means so much, not just for the development engineers, accelerator pedal. Therefore when we thought we had to
but for everyone at Ferrari.” go to turbocharged engines we were naturally worried.
Yet as Dini alluded, the move away from a naturally We needed to think hard about this changeover.”
aspirated design – and especially replacing the now As a result, Dini and his team set in stone key
legendary 4.5 V8 in the 458, which collected the specifications, including peak performance, maximum
Performance and Above 4-liter trophies for fun in RPM, fast throttle response that totally eliminates turbo
recent years – to a turbocharged creation wasn’t easy. And lag, and a typically glorious Ferrari noise.
aside from the technical challenges related to going from It was the latter two goals that posed particular
atmo to charged, the job was made all the more difficult challenges: “For the new engine, we set the target of the

naturally aspirated engine for throttle response time and

we just continued to head in that direction,” recalls Dini.
Two IHI-sourced twin-scroll chargers help boost the
3.9 V8 with maximum power coming good at 8,000rpm
and peak torque at 3,000rpm. To reduce lag, Dini and
the team paid special attention to the turbochargers’
compressor wheels, and the sealing between the wheel
and the turbine housing, ensuring power delivery is
instant and linear.
The engine also features an ion-sensing system that
measures ionizing currents to control ignition timing
and adaptively predict misfires, as well as a multispark
function that enables spark advance to be maximized
at all revs.
But arguably the overriding signature to any Ferrari
engine is its aural appeal, as Dini confirms: “The sound
was also a key specification – it’s actually a DNA we had
to keep on this engine.” DESIGN RIGHT
Addressing the need to make the ‘right’ noise, at the
Making sure the new turbocharged worried about that – but we’ve won
engine’s heart is the iconic flat-plane crankshaft, while
V8 not only matched the outgoing the challenge. Now, we have a very
equal length exhaust headers and a restriction in torque atmo V8 for power, performance and good basis for further development.”
delivery in the first six gears ensures that the eight- character, but surpassed it too, fell Iotti’s opposite number, Poggio,
cylinder delivers that Ferrari howl. on the shoulders of Corrado Iotti and who is in charge of powertrain
Luca Poggio. development at Ferrari, sheds further
Beating McLaren and AMG Iotti, Ferrari powertrain design head, light on the program: “When it comes
The new Ferrari V8’s domination at this year’s awards recalls the initial turbo discussion, to development we always develop an
started with it taking the Performance Engine title. It then as the development program started. engine closely to the car. There’s a big
“At the beginning, the turbo integration program that links engine
strolled to victory in the New Engine race and by winning
was more of a constraint than an and car. We have two components:
its category class was given a shot at the overall award. opportunity. We had to start from the the engine and the vehicle and they’re
And while Performance and New Engine honors real basics – deeply understanding really closely matched to make sure
are very significant – especially the latter, which marks the turbo component and choosing the they get the best out of each other.”
the very best development in the last 12 months – it was best way to match it with the engine. And it’s this synergy that allows
the new Ferrari heart’s displacement grouping – the 3- “I really think we’ve done something Ferrari to sprinkle in that missing
to 4-liter division – that made very interesting reading with this turbo engine that’s not been ingredient that some of its rivals
in the build-up to voting. done before. We understood there’s long for: emotion.
It was a category oozing with performance, technology a big margin in optimizing this system “Making sure the driver feels
to get all the advantages while the performance, not just the sound,
and pure sporting pedigree – an embarrassment of riches
‘hiding’ the worst aspects. not just how the engine revs up,
from the likes of Porsche, Audi/Bentley, Nissan, Maserati, “So, in the end we could but the feeling he/she gets from
Mercedes-AMG and, of course, McLaren. downsize the engine, we gained the car is very, very important
Those latter two names are particularly noteworthy fuel consumption and packaging to us. If we’re not happy, we stop
given the half-century-long F1 rivalry, and the fact that advantages, including weight, and [development] and refocus our efforts
McLaren’s M838T powertrain for the past three years we increased performance. And the on what we need to change, starting
has remained undefeated in this world. sound is back too – we were really from scratch.”
So a close race was expected. But as the votes rolled in,
the Ferrari eight-cylinder effortlessly wrapped things up
nice and early. McLaren finished fifth with 122 points; “It’s actually immeasurable as to how proud we are to
AMG second with 206 points; Ferrari first with a huge be there, in first place,” he continues. “Also, in terms of
395-point tally. numbers, we are quite a small company compared with
“We took a photo of that scoreboard,” adds Dini, but some of the giants that are on that screen, so that gives
there’s no smugness or arrogance in his tone, only pride. us even more satisfaction.”
“The competition in this group was tough… very tough. Like any good engine architecture, life for the new
Ferrari V8 has only just started, coming first in the form
“At the beginning, the turbo was more of the F154BB for the California T and now the F154CB
in the 488.
of a constraint than an opportunity. We “We have this engine and now, of course, we’re going to
develop it,” Dini confirms. “So, looking back, the 458 was
had to start from the real basics – deeply a very successful car. It was at the top of the V8 cars we’ve
developed over time, so 355, then 360, 430 and then 458
understanding the turbo and choosing looked to be the peak – but it wasn’t the peak. The peak
is now 488 V8 and there’s more to come.”
the best way to match it with the engine” In a telling final comment, Dini leans forward and
softly reaffirms, “For turbocharging technology and for
Corrado Iotti, powertrain design head, Ferrari
us, this is just the start.”

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IEOTYA: OPINION
Give speed
a chance
Presenting the International Engine
of the Year for the 18th consecutive year,
I was acutely aware of the irony that was to unfold.
In reality, we all knew the impending issue from as long
ago as when I presented these Awards for the first time...
WORDS: TONY ROBINSON
1
M
ajestically this year Ferrari made 1. The wonderful F154CB creation from cameras. Yes, this fabulous winding road is limited to
off with an incredible five out of Ferrari collected no fewer than four 50km/h (31mph) with the occasional respite found in a
awards this year, including the overall
the 12 Awards and most notably International Engine of the Year Award 60km/h (37mph) stretch. I reflected back to the days 35
won the outright and overall years ago, when I might have enjoyed a blast up that hill
International Engine of the 2. Founder of the awards Tony Robinson in a Porsche 911 or an Alfa Romeo 2-liter GTV (I couldn’t
could sense the crowd tension before
Year Award for the first time. Certainly not announcing Ferrari had upset the odds
have afforded the Ferrari alternative then) when I would
newcomers to winning category awards, and won the overall International Engine have been pushing well into at least double or – if I could
in past years Ferrari has taken multiple of the Year Award for its 3.9 V8 creation – triple the speed allowed now.
Performance Engine and Above 4-liter In recent years we have seen Ford win the outright
victories, winning 12 awards in total since we 2 International Engine of the Year title three times in a row
started. In 2016 it took three categories with (2012/13/14) with its three-cylinder 1-liter turbo. We
the new 3.9-liter twin-turbo V8, winning the saw BMW scoop the award in 2015 with the i8 hybrid
New Engine, Performance Engine and 3-liter powertrain; a masterpiece of engineering excellence,
to 4-liter segments. It then scooped the Above which although highly fuel efficient is also entirely driver
4-liter for the V12 (as found in the F12 tdf). I focused. This year the judges, who all vote independently
could feel the tension among the audience as of each other, cast their votes unashamedly with their
I got to the finale, and there were a lot of smiles hearts and heaped points in favor of Ferrari. Will it be
even from car manufacturer competitors as the last time they do that? I don’t know the answer.
I finally awarded the overall winner of 2016 Elsewhere at the same venue, UKIP Media & Events,
to the Ferrari 3.9-liter twin-turbo powertrain. awards organizer and publisher of Engine Technology
The following day, I made my way from International, ran the second Autonomous Vehicle Test and
my hotel in Stuttgart’s city center back to the Development Symposium. I’m all in favor of the benefits
Stuttgart Messe. The road between the center that autonomous driving and advanced driver assistance
and the Messe is marvelous – a two-lane systems will bring, given the traffic density that now
road that winds its way uphill for three or affects the road I mentioned heading out of Stuttgart,
four miles. There is just one drawback: speed and I can reluctantly acknowledge that the imposed

IEOTYA: OPINION
“Majestically this year Ferrari made off with an

incredible five out of the 12 Awards and most
notably won the outright and overall International
Engine of the Year Award for the first time”
INTERNATIONAL ENGINE OF
THE YEAR 2016: FULL RESULTS
NEW ENGINE: Ferrari 3.9-liter twin-turbo V8
GREEN ENGINE: Tesla full-electric powertrain
PERFORMANCE ENGINE: Ferrari 3.9-liter twin-turbo V8
SUB 1-LITER: Ford 998cc three-cylinder turbo
1-LITER TO 1.4-LITER: PSA Peugeot Citroën 1.2-liter three-cylinder turbo
1.4-LITER TO 1.8-LITER: BMW 1.5-liter three-cylinder electric-gasoline hybrid
1.8-LITER TO 2-LITER: Mercedes-AMG 2-liter turbo
1
2-LITER TO 2.5-LITER: Audi 2.5-liter turbo
2.5-LITER TO 3-LITER: Porsche 3-liter six-cylinder turbo 1. The 488 is just at home
on winding, dynamic public
3-LITER TO 4-LITER: Ferrari 3.9-liter twin-turbo V8 roads as it is on the track
ABOVE 4-LITER: Ferrari 6.3-liter V12 2. Audi’s wonderful
INTERNATIONAL ENGINE OF THE YEAR AWARD: Ferrari 3.9-liter twin-turbo V8 2.5-liter five-cylinder
engine has claimed its
displacement category
every year since 2010
3. The forward-looking
ROLL CALL: 1999–2015 BMW i8 supercar, with
its high-performance
AWARDS WON BY MANUFACTURER hybrid powertrain, won
the overall title in 2015
BMW 59 Ford 9 McLaren 3
Volkswagen/Audi 34 BMW/PSA 8 PSA Peugeot Citroën 3 is no doubt. But where will our judges be
Toyota 22 Fiat 8 Tesla 3 looking in the future? This year, just to
Honda 22 Porsche 5 Subaru 2 underline the point, note that the awards
Ferrari 17 Mazda 4 were dominated by performance-oriented
engines: Porsche made off with the 2.5-liter
Daimler 13 GM 3
to 3-liter award for its new 911 3-liter
www.ukipme.com/engineoftheyear twin-turbo, and Audi took the 2-liter to
2.5-liter with its 396ps five-cylinder motor.
speed limits may be an unwanted necessity. But what of 2 I hope that somehow and somewhere, apart
the winning 333km/h (207mph) Ferrari? from race tracks, we can continue to search
It is an entirely brilliant machine, but to use the age-old out stretches of road where we can dare to
annoying adage ‘Where can I use it?’ Well, yes indeed, enjoy the thrill of driving in the sense that
where can I, exactly? most readers of this magazine will know it.
There are now only limited stretches of German I also do very much hope that our judges’
Autobahns that are not speed restricted, and throughout passion for the superlative experience of
the rest of Europe the maximum speed is largely 130km/h driving a highly involving and potent
(80mph). Though none of us who love cars want to believe powertrain will remain firmly in place.
3
that they can be involved in an accident, it’s fair to point The only lingering question among this
out that, in the UK at least, an accident involving a fatality will be: how fast does it need to go? Or could
at any speed above the limit will land the responsible we scrap that question and hope to see more
driver with a jail sentence regardless of to whom the in the way of trackday or closed high-speed
blame may be apportioned. toll road opportunities that will enable us to
So this does all lead to a conundrum. Ferrari will fully enjoy such technology more often and
continue to make masterpiece supercars, of that there far more accessibly?

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GM PERFORMANCE & RACING
Faster
than ever
The addition of GM’s Performance and
Racing group marks the final step in the
consolidation of powertrain development
at the flagship facility in Pontiac – and brings
new efficiencies in the development and
testing of high-performance engines
WORDS: GRAHAM HEEPS

O
n March 1, 2016, General Motors’s says. “Every time you save a step is more time you can
Performance and Racing group took up be working on something that’s critical to going faster
residence in the brand-new GM Propulsion and making a better product.”
Systems Performance and Racing Center The ‘designed for efficiency’ mantra becomes apparent
(GMPRC). The center occupies more than half on a tour of GMPRC. The public face of the facility is
of GM’s new US$200m Building E in Pontiac, Michigan; a striking, multistory, glass-fronted lobby with race
electric motor (see Electric expansion, page 68) and gear trophies and exhibits, a meeting room and a state-of-the-
test groups fill the rest. The Performance and Racing art video projection wall. It became available for hire
group’s four dynamometer cells bring the total number to outside groups in August this year. Adjacent to
across this vast 645,000ft 2 powertrain test and it at entrance level is the 40-person engineering and
development complex to around 120, including single- operations office.
cylinder development, climatic testing and tilt stands. Moving upstairs to the main operational level, the
Russ O’Blenes, senior manager for Performance and engine build area is the heart of GMPRC and related
Racing Engines, has spent most of his 25 years at GM operations such as cylinder head preparation and
on racing projects and established the Performance and flowbench testing feed into it from surrounding
Racing team at Wixom, Michigan, more than a decade workshops. Once built, an engine moves into the dyno
ago. With the move to Pontiac, he wanted to make the setup area next door, where it is mounted on a bedplate
most of the chance to streamline the workflow. using a standardized rail system. The bedplate is in
“We spent a lot of time on the layout and the fine turn moved across the hall and into the test cell on an air
details that make a place so much more efficient,” he cushion. This process cuts dyno downtime by simplifying

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literally roll a fixture in, hook up the ends
and begin running,” says O’Blenes.
All four GMPRC test cells are capable of
full track playback and are supplied by AVL,
in line with GM’s global standard, with AVL’s
Puma software used for data acquisition. Four
cameras per cell (two visual, two infrared)
monitor tests and complement the acquired
data. Other measurement techniques are
used, too, such as a Polytec laser vibrometer
to measure intake and exhaust valve
movement. 2
Cell A contains a new, electrically driven
driveline rig featuring a highly transient input
dyno capable of 12,000rpm and 1,000bhp,
and two absorber dynos of 850bhp apiece.
“For driveline durability and efficiency
“For the Daytona 24h, we now do a
testing at Wixom, we always had to run an full 30-hour durability run on the dyno
engine,” says O’Blenes. “The new cell enables
us to run an electric motor, whose output is in addition to our engine-only testing”
totally consistent. And we won’t be burning
fuel or using up US$100,000 race engines
to do driveline durability runs.” visit. It’s one of two such dynos whose jobs include
Cell B – a firing, engine-only engine durability testing. For one of O’Blenes’ Corvette
dynamometer cell moved from Wixom or Cadillac road-race engines, this might involve 30 hours
– was operating at the time of our of repeating a Daytona qualifying lap, which has one of
the highest duty cycles the motor will encounter during
a season. The run will include simulations of pit-in and
-out laps, and time stationary in the pits, so that any
CONCRETE CONUNDRUM temperature spikes caused by a pit stop aren’t missed.
Glen Santelices is now the A full-driveline durability run is the final step.
engineering lab manager for the “There is consistent correlation between having the
Performance and Racing group, but engine see the function of the shift in the driveline, and
in his previous role he oversaw the how long the engine will last,” he continues. “We got
construction of Pontiac’s Building E, the fooled a few times when we ran our durability work
latest in a long line of facilities projects in his
on our regular engine dyno, which would give you the
33 years with GM. He says that the building required
about six months for design, and a year each for transients but not the input back through the driveline
construction and commissioning. The build has mostly when you’re making shift-no-lifts. For the Daytona 24h,
gone smoothly and Automotive Testing was impressed we now do a full 30-hour durability run on the driveline
by the high standard of finish, but Santelices and the dyno in addition to our engine-only testing, just to
Global Facilities group have higher standards, and the make sure we don’t get bitten.” That paid off this year
building’s polished concrete floor failed to meet them. with Corvette Racing’s 1-2 finish win in the GTLM class.
“There were some defects that we were unhappy with,” Driveline efficiency testing has become a big activity
he explains. “From an engineering standpoint it was
for GM Racing in recent years, too. “We started out using
perfect, but the execution wasn’t. It delayed us about
6-8 weeks on the schedule; we had to coat it because
the engine-driven driveline dyno mostly for calibration
the finish was so bad. The engine build area, for work,” O’Blenes explains. “But we found that there
1. Electric Driveline dyno were big gains to be had from driveline efficiency testing,
example, has been coated with HooverWells Rezstone, control center
a five-part epoxy. We will be doing some more work to where we will have multiple load cells in the loop so
2. GM’s all-new facility
the floor in the lobby, too.” houses several new that you can measure losses across the transmission,
Hurco Machining tools the differential, at the hubs – all this stuff. At the Daytona

“We won’t be burning fuel or using

ELECTRIC EXPANSION
up US$100,000 race engines to As part of the GM Powertrain consolidation, GM’s
do driveline durability testing runs” various electric drive design, development and
analysis teams have been co-located from previous
bases in California, Indiana and Michigan to a new
facility in Pontiac that is now the company’s main
center for electric powertrain worldwide. “We wanted
2 500, half a horsepower can be the difference everybody under one roof to streamline communication,
between being on pole and in the teens for improve our fast-response capability and have a
qualifying. We’ve worked hard to develop strong understanding of the interrelationship of all
a testing process that can repeat within a our components,” says Matthew Laba, engineering
couple of tenths of a horsepower, so that development manager for electric driveline.
Among the expanded portfolio of test facilities on offer
when you make a change, you can turn
for components and systems are eight dynos dedicated
it on and off and make sure that it’s a real, to performance development – speed/torque curves,
repeatable change.” thermal efficiency and calibration, for example – and
Cells C and D – the second engine dyno 12 cells dedicated to around-the-clock durability testing.
and the firing driveline dyno – were both Environmental testing of power electronics ranges from
scheduled to begin their transfer to Pontiac -40°C to an underhood-like 125°C.
on March 1. By July 1, all four cells should Integration testing for full hybrid powertrains is
be operational, including some controls upgrades to the conducted in a different wing of the Pontiac facility,
while vehicle-level verification and calibration is still
three firing cells.
performed by a team at the Milford Proving Ground.
Engines for NHRA drag racing (COPO Camaro),
Corvette Racing in IMSA and WEC, and the Cadillac
GT3 will now be developed, built and tested at Pontiac.
Calibration and other tests for Chevrolet NASCAR and
IndyCar motors will also be carried out. The facility will
support more than racing, though. The Performance and
Racing group develops GM Performance Parts for the colleagues will enhance the existing flow of
aftermarket. Sometimes these can be combined with the information between the two. GM identifies
group’s early-stage support for future performance models areas like mass reduction, engine durability
for Chevrolet, Cadillac or Opel, as O’Blenes explains. and fuel efficiency as being as important to
“For me personally, the key is always to see how we can racing as they are to production vehicles.
get the most value out of racing,” he says. “We try to get “The [Cadillac] LF4.R, IndyCar 2.2-liter
[technology] packages onto the shelf that may or may not and [Corvette] C7.R race engines all use
have a specific, targeted use. If we take a four-cylinder direct-injection fuel systems and have
and develop a performance package that could be used many design similarities to production, if not
in the future on a production vehicle, on a parallel path exact production content,” he adds. “Design
we could be making Performance Parts that we can start and calibration strategies are shared back
selling right away. Combining all these roles into one and forth to optimize fuel economy and
1. GM’s Corvette C7.R
competition cars finish 1-2 group gives us that synergy.” performance. Many of the learnings can be
in the Rolex 24 at Daytona More generally, it’s expected that the Performance and used for future production product programs
2. A race engine build bay Racing group’s new-found proximity to its production as well as race-winning strategies.”

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EXPO PREVIEW: USA
October 25-27, 2016 / The Suburban Collection Showplace / Novi / MI / USA
Discover
inno
technolovgative
save fueiles that
a
increase nd
power!
Showtime!
The automotive industry’s leading powertrain fair returns to The
Suburban Collection Showplace in Novi, Michigan, October 25-27,
2016, with a wider range of exhibitors and visitors than ever before
T
his October, Engine Expo will return which features leading powertrain engineers
to Novi, Michigan, with the promise and engine development heads from around
of even more to see and more the world – from both the OEM and supplier Co-loca
technologies than ever before! sectors of the automotive industry. Automoti ting with
ve Testin
g Expo
130+
Staged alongside the Automotive The diverse nature of speakers at this
Testing Expo, Engine Expo has already year’s event includes Mike Hoyer, applications
become one of the most comprehensive engineer, HBM Test and Measurement, exhibito
and important gatherings for the worldwide USA, David Stamm, chief engineer, Pi rs
powertrain community, providing exhibitors Innovo, USA, Dr Jerry Song, technical
with a rare opportunity to meet those who specialist, BorgWarner Inc, USA, Bruce
matter; engineers and key decision makers Thomason, director of technology, SGS,
at OE and supplier level. USA and many more.
The show offers visitors the chance to With so much going on at Engine Expo,
inspect in person the very latest engine our helpful guide over the next four pages
breakthrough designs and technologies will enable you to find the essential attractions
setting the benchmarks within all aspects and the best people to see.
of powertrain development. For a full breakdown of the show, including
Running throughout the three days of the latest program of who is speaking about
!
E NOW
Engine Expo is the Open Technology Forum, what, visit: www.engine-expo.com/usa
NLIN
TER O
REGIS
70 // September 2016 // Engine Technology International.com www.engine-expo.com/usa ‹‹‹

EXPO PREVIEW: USA
Liquid metal injection-

molding can produce very
Waving the Liquidmetal
high-strength components
injection-molded flag
‘Revolutionary’ is a word often over-used to describe manufacturing techniques, but that
is certainly not the case with Liquidmetal Technologies’ liquid metal injection-molding
process. To prove it, the company has designed a unique Liquidmetal flag to show off the
capabilities of the process.
Originally developed at Caltech, Liquidmetal’s revolutionary technique enables high-
strength, precision parts to be molded in a single step. To demonstrate this, the Californian-
based company is bringing the unique two-part component to Engine Expo North
America 2016.
Using other common manufacturing methods, this item would require extensive post
processing to achieve its final shape, bringing with it added cost and time. With liquid
metal injection molding, the flag is manufactured in a single step, so the two-component
part is removed from the mold with all its final geometries and physical properties complete.
Liquidmetal Technologies says that as an amorphous alloy, components created this way
ce ss!
gh pro
boast twice the strength of titanium, achieve 53 Rockwell C hardness, nearly 2% elasticity,
k throu
Brea
and have a brilliant surface finish.
Liquidmetal Technologies – Stand E181
Ultraseal’s Rexeal 100

sealant is used to prevent
casting porosity Hatz off to international
supplier platform
Hatz Components, a division of the well-known German diesel
engine manufacturer Motorenfabrik Hatz, is at Engine Expo North
America to talk about its customized solution concepts, suitable
whatever the material or alloy required.
The producer of high-precision engine and drive elements, such
as conrods, crankshafts, casings, and rotating and control parts,
benefits from a purchasing organization with an international
supplier platform.
Hatz says this enables it to realize the procurement of all types
e your of materials and products, taking into account the economic
Reduc perspectives of engine manufacturers from different countries.
s!
costing
The company specializes in commercial vehicle production, and
pays special attention to quality and delivery reliability. Its zero-
defect strategy means it looks after its products throughout their
entire life.
Reducing environmental impact Hatz Components – Stand E154

with sealant recycling technology
Being green is something that most auto makers strive for, but costs
can often get in the way. However, Ultraseal America is intent on
showing auto makers how they can save money and reduce their
environmental impact with the company’s recycling porosity sealant,
Rexeal 100.
Used to prevent casting porosity, the microscopic pores that form
within a cast metal part, Rexeal 100 provides manufacturers with
pressure-tight powertrain components.
Ideal for engine blocks and cylinder heads, Ultraseal says casting
impregnation with Rexeal 100 is a reliable and permanent solution to
the problem of porosity. Effective at temperatures up to 220°C (428°F),
Rexeal 100 is also suitable for parts that undergo thermal cycling.
Best of all, used in conjunction with the company’s latest two-stage,
fully automated casting impregnation machine, the R-FL-Duplex Plus,
which recycles both sealant and water, auto makers can reduce costs
and environmental impact while being able to process up to 45 units
an hour.
Ultraseal America – Stand E199
www.engine-expo.com/usa ‹‹‹ Engine Technology International.com // September 2016 // 71

EXPO PREVIEW: USA
The world’s smallest multiple- Proto Manufacturing has been providing

instrumentation solutions for over 30 years
exposure goniometer
Measuring residual stress in engines has always been a challenge, especially
in locations with limited access, but Proto Manufacturing, with its 30 years of
experience in building advanced x-ray residual stress measurement systems, has
come to the rescue.
The MG15 is the world’s smallest multiple-exposure goniometer. The miniature
x-ray detector is designed to eliminate the need to section or cut parts, ensuring
the most accurate analysis of residual stress inside cylinder bores.
Combining a miniature version of Proto’s proprietary highly sensitive PSSD
x-ray detector and a 16mm x-ray tube, the MG15 can measure the inside of
an engine bore without difficulty.
As automotive components become more complex, with greater demands
being placed on the material, the ability to measure residual stress has never
been more important and the MG15 is only one of a number of highly specialized
x-ray sensors that Proto will be displaying at Engine Expo North America.
ee!
Proto Manufacturing – Stand E309 Must s
What are the biggest challenges?

The biggest challenge is weight reduction and material properties.
This challenge is forcing OEMs to consider all options to
reduce weight, such as combining product functions in one cast
component, material changes and lightweighting through thin-
wall applications. All these options are under consideration in the
early product design phase, with each presenting its own set of
challenges. Kyowa is in the position to work with its customers on
all options as well as some that are proprietary, such as thin-wall
aluminum casting to achieve lower weight. Improved mechanical
and metallurgical properties are major contributors to component
weight reduction. For example, higher strength and ductility
automatically enable the designer to reduce wall thickness up to
the limit of the process, so a 1mm process limit opens the door for
considerable weight reduction. Aluminum is currently the material
of choice in both extruded, sheet and cast forms. The properties
of cast aluminum are influenced by the solidification rate the
Exhibitor Q & A component experiences during manufacturing. Thin-wall designs

support and enhance solidification rates and therefore result
in improved metallurgical and mechanical properties.
Al Hetke, technical consultant, Kyowa How are you developing your technology to meet these challenges?
What are the biggest trends in your sector of the automotive Kyowa is constantly updating its machining capability and
industry at the moment? flexibility to stay abreast of the rapid technological changes
Kyowa is a precision machining company, which serves as a in digital machine control and cutting tool technologies. On the
one-stop shop for the automotive design engineering community machining side of the business, flexibility and rapid turnaround
in its early product design efforts through support in the design, are Kyowa trademarks, the focus of never-ending management
development and prototype phase right down to low-volume attention. The thin-wall sand-casting technology offers the single
production. The trend in the industry has been to reduce biggest opportunity for reducing casting weight, combined with the
development time and product weight at a lower cost while flexibility of sand casting, to produce highly complex components
maintaining quality. Currently intensifying, the trend is supported by at high production rates. This technology promises opportunities
Kyowa’s involvement from design concept to low-volume production for greater process efficiencies and conversion to a cost-effective,
using the latest computer technology and software to support its production-friendly casting process.
efforts. In addition, Kyowa is affiliated with a Japanese prototype
and low-volume aluminum casting company that has developed What technology will you be displaying at the show?
a proprietary aluminum sand-casting process for complex high Kyowa will be displaying examples of machined complex castings
value-added castings. It has achieved a 1mm wall thickness in with features not commonly seen in these components. In addition,
specified areas and a 2mm wall thickness as a rule, if appropriate. Kyowa will display castings exhibiting thin-wall cast sections
In other words the product is driving the process, not the other way demonstrating the weight reduction potential. The technical
around. The company considers powertrain, chassis and structural and sales staff will be on hand to answer any and all questions
components such as nodes to be its challenge and expertise. regarding the company.
Stand E107

EXPO PREVIEW: USA
Customer collaboration FIND

for over 100 years OUT
MORE!
Electronics are a critical part of any engine, which is why Wells
Vehicle Electronics has spent the last 113 years collaborating with
its customers to develop the ideal solution, however demanding
the requirements.
The manufacturer of engine management components, such as
voltage regulators, motor controls, ignition systems and sensors,
has a 700-strong staff that works alongside engineers and buyers
at some of the industry’s leading companies.
At Engine Expo 2016 its representatives will explain how Wells can
produce integrated solutions with more value and lower overall cost.
Wells Vehicle Electronics – Stand E198
d
Tailore
solutio
ns Exhibitor Q & A
Glen Eichhorn, VP OEM/ OES business unit,
Wells Vehicle Electronics
What are the biggest challenges in engine management
electronics at the moment?
Efficiency continues to be at the forefront. Customers are looking
for ways to reduce power consumption in all aspects of the
powertrain. One of our product lines is voltage regulators for
alternators. The efficiency of the alternator and voltage regulator
can have a measurable impact on fuel consumption and operating
cost on a medium- or heavy-duty truck. Even in recreational
eight vehicles, consumers are expecting greater efficiency. Using
Lightw brushless DC motors and closed loop control, we run the pump
nents only as needed rather than recirculating fuel. This translates
compo into fuel savings and less electrical demand on the alternator.
What are the biggest trends in engine management technology

at the moment?
Electric motor driven accessories. For example, the water pump
on an IC engine used to be mechanically driven by belts and
pulleys. Now it can be driven by a high-efficiency electric motor
that communicates with the ECU. When certain events occur, such
as high acceleration, the water pump can be turned off, reducing
New generation of wear-resistant electrical demand on the alternator, resulting in more power to
the wheels.
powdered aluminum alloys
As powertrains get smaller and more sophisticated, components still How are you developing your technology to meet these
challenges?
have to endure the same stresses as before, requiring new materials
such as Metal Powder Products’ (MPP) new generation of powdered We are taking a comprehensive approach to solving the
customer’s problems. Instead of just selling a component we
metal aluminum alloys.
are looking at the entire system – working with the customer’s
These new high-strength and wear-resistant alloys are designed to
engineering team to provide an integrated solution that offers
meet the increasing requirements of today’s automotive powertrains, more value and lower overall cost. This includes integrating
enabling smaller parts to cope with the physical stresses in modern controls and sensors.
engines.
MPP’s new powdered metal aluminum alloys have multiple What technology will you be displaying at the show?
applications, such as reducing wear in start-stop engines, replacing Wells is a manufacturer of sensors – camshaft, throttle, pressure,
stainless steel parts with lighter, less costly aluminum parts, temperature – voltage regulators, motor controls and ignition
and providing components that are more durable for OEMs. systems. We have a wide range of engine management offerings
While no single technology can solve every problem, MPP believes and since this is our first time at this show we will be prepared to
these wear-resistant and high-strength aluminum alloys can be an talk about all our engine management electronics technologies.
important part of the powdered metal parts solution for light-weight,
cost-effective products of the future.
Metal Powder Products – Stand E307 Stand E198
www.engine-expo.com/usa ‹‹‹ Engine Technology International.com // September 2016 // 73

EXPO PREVIEW: USA
g
cleanin Face-to-face engine
All-new
ues! tube consultations
techniq
Teknia Manufacturing Group, supplier of parts and
components for some of the biggest auto makers
around the globe, is offering visitors to Engine Expo
North America the chance to have a face-to-face
meeting with its leading professionals in the field
of engine tubes.
Learn about the latest innovations from the Teknia
Technologies team, the division that combines
engineering with research and development and
focuses on new designs, components, processes
and prototypes.
The team from Teknia Technologies’ Design and
Development Center, which currently focuses on
Plasma surface treatment the development of engine tubes, will be happy to

explain all the latest innovations in this exciting field.
helps Camaro engineers Teknia Manufacturing – Stand E215

When slimming down engines, auto makers are commonly turning to lightweight
materials such as aluminum, but this frequently presents technical challenges
during other manufacturing processes, something that Plasmatreat is combating
with its innovative plasma cleaning.
Fixings
The technique has already proved its worth with GM’s iconic 50th anniversary Chevy
Camaro launched earlier this year. When engineers designed the 2016 Camaro, they
ion
revolut
slimmed down the 3.6-liter V6 engine for maximum performance, using an aluminum
alloy block for the engine and a cast-aluminum integral oil pan design.
However, this threw up issues with getting adhesives and sealants to adhere to
the surfaces, and since even a small leak could lead to engine failure, GM turned
to Plasmatreat’s open-air plasma technology to prevent these problems.
NTRY
Plasmatreat – Stand E157 FREE E
W!
TER NO
REGIS
Low RPM as well as continuous high
temperature turbocharger sensing
Few items under the hood of a vehicle undergo as much stress as the turbocharger,
so monitoring them is crucial. But it is often at low RPM and high temperatures that
most sensors struggle to diagnose problems, something that Jaquet Technology
Super bolt design
Group has overcome with the Apollo.
Aimed at a broad range of automotive applications, including passenger cars, for more torque
trucks, off-highway and motorsport vehicles, the Apollo combines hardware and
Phillips Screw Company will be featuring its successful
electronic integration into a plug-and-play solution for turbocharger manufacturers
and OEMs, enabling increased turbocharger performance and diagnostic capabilities.
new external Mortorq Super Bolt at this year’s Engine
One of its standout features is its ability to operate at continuous temperatures Expo North America, a new lightweight, high-strength
of 200°C, made possible by its innovative coil design and high temperature design that has gained a following from Formula 1 to
electronics. In addition, the Apollo reliably measures low RPM and detects low hybrid sedans.
conductive targets, such as titanium or nickel-plated aluminum compressor blades. The Mortorq’s unique shape provides full contact of the
driver over the recess wing, resulting in extremely high
Jaquet Technology Group – Stand E272 torque capabilities without risk of damage to the fastener,
tool or surrounding area, while its low-profile head helps
en reduce weight.
Jaquet Technology has Next-g And as a show special at Engine Expo, Phillips Screw
s!
sensor
over 95% market share of Company will be giving away a special edition fastener
turbocharger speed sensors drive system identification chart.
The handy digital or printed chart is a great way to help
quickly identify almost any fastener. It includes a picture
of all the most popular fastener drive systems and a brief
description of what industries they are used in, as well
as what problems they solve.
Phillips Screw Company – Stand E248

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PRODUCTS & SERVICES
New exhaust materials

Revolutionary powder metal materials for valve seat inserts offer
greatly improved machinability and increased wear resistance
Downsized, highly loaded

The FM-S17D PM material
engines and those using microstructure with water
alternative fuels run at increased atomized hard particles
temperatures and combustion
pressures, placing higher demands
on the valvetrain and particularly
on the valve seat insert (VSI).
For example, exhaust gas
temperature at the VSI is driven
up by downsizing, high levels of
turbocharging and reduced peak-
power fuel enrichment. At the
same time, the resulting increase in
peak combustion pressure causes
higher mechanical deflection,
while downspeeding and the
direct injection of fuels (especially
alternative blends such as E25)
create challenging tribological
boundary conditions.
A further cause of valve seat
wear in modern passenger car
diesel engines is the requirement
for better efficiency and reduced
emissions, which drives the use
of exhaust gas recirculation and
the reduction in exhaust soot
concentration, reducing the
lubricity of the exhaust gas stream.
The conventional approach to that make series production difficult, interrupted cut on a microscopic Powertrain to suit inlet and exhaust
increasing VSI durability in the face according to Denis Christopherson, scale,” he says. applications in diesel and gasoline
of these challenges is to increase Federal-Mogul Powertrain’s valve Federal-Mogul Powertrain engines. They share a common
the degree of alloying with hard, seats and guides group director of has eliminated this problem, principle of combining specially
wear-resistant particles, but this R&D. “Higher alloying and the use using advanced powder metallurgy developed hard particles that
can lead to machining problems of hard particles can potentially (PM) technology to create two provide wear resistance, with
result in catastrophic failure of the materials that combine a high a moderately alloyed matrix to
Comparison of FM-S14A with cutting tool by notching, chipping or level of wear resistance with ensure good machinability and
reference material showing
low tool wear under a wide fracture, as the particles present an excellent machinability that enables cost-effective manufacture. They
range of machining conditions faster throughput and improved differ in their use of two distinct
productivity on customers’ chemical approaches to create
engine cylinder head production the desired metallurgy.
lines. PM is recognized as The matrix is essentially the
an economically competitive major portion of the composite
green technology because of its material, which effectively binds the
highly automated near-net-shape overall composition together in the
production processes and use sintered product. The wear-resistant
of metallurgically optimized yet hard phase is evenly distributed
readily affordable ingredients. throughout the structure.
The new VSI materials, called FM-S14A is the latest PM material
FM-S14A and FM-S17D, were to use Federal-Mogul’s patented
developed by Federal-Mogul lean tool steel (LTS) hard particle

PRODUCTS & SERVICES
New powder metal materials for valve seat

inserts from Federal-Mogul Powertrain
offer improved corrosion resistance, higher
mechanical strength and reduced costs
compared with established cast materials
technology, while FM-S17D uses pearlitic matrix structures to obtain provided an excellent starting point best current materials and close
water atomized hard particle ‘tool-steel type’ durability while for a second iteration with the aim of to the tool steel baseline, but
(WAHP) technology, developed achieving high machinability and optimizing the machining properties. with much improved machinability.
for superior wear resistance in good manufacturing robustness. The final alloying and atomization The outstanding tool life compared
corrosive fuel environments. The excess carbon present of hard particle powders produced with conventional PM seat inserts
A unique high-carbon, water- is also available for diffusing the right characteristics for robust enables reduced machining costs
atomized hybrid steel, LTS was into one or more of the other and cost-effective production, while and the use of more environmentally
developed to meet the need for constituents of the composite, achieving the desired mechanical friendly machining concepts, with
higher specific wear resistance thus acting as a potential carbon strength and wear resistance. lower energy consumption.
than conventional tool steel reservoir during component Exhaustive testing of both FM-S14A is already in production
powders, which it achieves by sintering. This provides a secondary formulations included tribological with minimally lubricated machining,
means of a greatly increased advantage in limiting the need evaluation, multiple engine tests and and series manufacture has
carbide content of approximately for further graphite addition, which machinability trials in cooperation confirmed the encouraging
50%. Conventional tool steel alloys can lead to harmful segregation or with tool suppliers, using state-of- development test results. Based
typically contain only 15%. oversized porosity in the material. the-art in-house development labs. on the success of FM-S14A
This is achieved using a carbon FM-S17D uses a completely FM-S14A has been tested and FM-S17D, Federal-Mogul
content in excess of 3% during the different hard particle chemistry in both inlet and exhaust valve Powertrain is now investigating
atomization process, which reduces containing high levels of chrome seat applications in two engine additional formulations using LTS
the solubility of oxygen in the melt, and tungsten (20-30%), with configurations (multipoint injection and WAHP technologies, such as
lowering the oxygen content. As a moderate levels of cobalt and gasoline and turbo gasoline copper infiltration, as well as new
result, the alloying elements are not nickel (3-7%) and approximately direct injection) and with three applications that could include
tied up as oxides and are available 2% carbon. The hard phase is test programs (peak power, turbocharger components, where
to readily – and rapidly – form evenly distributed throughout a alternating load and city mode), wear and oxidation resistance
carbides in much greater quantity lower alloyed matrix that effectively using regular and E25 fuel. FM- are primary considerations.
during the subsequent component binds the overall composition S17D was tested on the intake
sintering process. By mixing with a together in the sintered product. and exhaust seats of a Euro 6 FREE READER INQUIRY SERVICE
moderately alloyed matrix (as in FM- It was developed in a two-stage diesel engine with a specific output To learn more about Federal-Mogul
S14A), it is possible to couple the process. The first AHP (atomized of 70kW/l. visit: www.ukipme.com/info/etm
high carbide content, martensitic, hard particle) concept led to several Test results for both materials INQUIRY NO. 501
hard particles with bainitic and encouraging engine tests and showed wear rates similar to the

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PRODUCTS & SERVICES
Pipes and hoses for EVs

Sophisticated thermal management increases the battery life and range of
electric vehicles and improves performance without compromising on comfort
Even though the conventional

Electric drive presents
internal combustion engine a slew of interesting
has by no means come to the future opportunities
end of the road and still has for mobility solutions
further development potential,
electromobility promises major
advances in transportation in the
future. It can make driving safer,
more efficient and more comfortable.
For example, electrically powered
vehicles have lower direct emissions,
and they enable electricity from
renewable energies to be used.
However, the success of new
mobility concepts depends to a
significant degree on the car drivers
themselves. “They have to accept
the basic concept and trust the
technology used,” emphasizes
Mike Eismann, head of R&D at
ContiTech’s mobile fluid systems
air-conditioning segment.
It is precisely this acceptance that
electric vehicles, which will play a
central role in the traffic concepts
of the future, are still lacking.
The reasons for this are the high
purchase costs and short ranges,
but also environmental aspects,
such as a high level of energy and
raw materials consumption during
the manufacture and disposal of the

batteries. For this reason, ContiTech
is developing solutions to increase
the efficiency, and thus the range
and service life, of the batteries.
“This requires a sophisticated
thermal management system,”
declares Eismann. An electric
car’s hose and pipe systems
are correspondingly complex.
ContiTech already supplies
solutions for the cooling system
which ensure that units such as the
electric vehicles’ power electronics
do not overheat, the batteries can
This 4m-long line for the battery achieve their maximum lifetime,
cooling system in hybrid and and the occupants do not have
electric cars is laid in the to forgo the comfort to which
vehicle’s underfloor section
they have become accustomed.

PRODUCTS & SERVICES
Continental’s 2015 mobility study found

that manufacturers still have work to
do on the image of electric vehicles
if wider acceptance is to be achieved
get far with a conventional electric

resistance heater. Since the heater
also draws its power from the
battery, the vehicle will sacrifice
almost half of its range. The heater
is switched on for 60% of all car
journeys in Germany. Heat pumps
represent an alternative. Here the
air-conditioning system serves as
a heater in winter by reversing the
direction of flow of the refrigerant.
That also eats into the range,
but substantially less than with
a resistance heater. Cars with a
heat pump can drive more than
50% further. And the heat pump
efficiency could be further increased
by using the natural refrigerant CO2.
“All our products and
developments are also driven
by weight-saving concepts,”
says Eismann. One trend, he
continues, is the targeted use
of plastics, which are replacing
elastomer components more and
more or reducing their proportion,
in order to improve electric cars’
range and performance.
ContiTech developments are
therefore providing the essential
conditions for minimizing the
disadvantages of today’s electric
Unlike conventional vehicles, the air-conditioning system’s that as little refrigerant as possible vehicles and thus increasing the
electric vehicles require two cooling coolant circuit. This provides has to be used. That reduces the acceptance of electromobility.
circuits. The water used as the additional cooling of the water to environmental impact and cuts Electric cars could also gain
cooling medium cools power the optimal working temperature. costs. In conjunction with the additional impetus from direct
components such as the motor “Most electric vehicles will have unprecedented length of the state incentives. It is these that
and electronics, on the one hand, an air-conditioning system,” explains cooling and air-conditioning lines have resulted in e-vehicles already
and the battery, on the other. Eismann. As efficiency in electric in electric vehicles – between 2m making up almost 20% of Norway’s
The battery achieves its maximum vehicles equates to range, the and 4m – the thin lines confront national car fleet. Germany, too,
service life at temperatures below air-conditioning system components the developers with the challenge is planning to offer purchase
50°C. To maintain this temperature also have to play their part. It is of using the right blend of rubber, incentives. If these were to be
level, the water upstream of the therefore important to minimize plastic and aluminum materials financed by increasing the price
battery has to be more than 10°C pressure losses, which ContiTech and a sophisticated line geometry of fossil fuels at the pump, electricity
colder. This cannot always be has managed to achieve with a to ensure that the system has an would once again be cheaper than
ensured everywhere in the summer newly developed connector. The adequate innate stability. What diesel and gasoline.
months. To guarantee that the weight of the new hose generation manufacturers want here are
battery reaches its service life has also been reduced. complete systems that permit FREE READER INQUIRY SERVICE
and full capacity, it therefore makes Smaller line cross-sections on easy installation. To learn more about ContiTech,
sense to supplement the water the high-pressure side and in the Electric vehicles also have to be visit: www.ukipme.com/info/etm
cooling at high thermal loads using battery cooling line help to ensure
INQUIRY NO. 502
heated. However the vehicle will not

PRODUCTS & SERVICES
Pre-swirl throttle
This advanced inlet swirl throttle enhances the EGR function by intake throttling and the
boosting function, through creating a beneficial pre-swirl for the turbocharger compressor
Modern passenger car

Figure 1: Due to its component
diesel engines make use design, IST can replace the
of a combination of low-pressure widely used butterfly valve
exhaust gas recirculation (LP EGR)
and exhaust gas turbochargers to
meet emissions legislation and the
need for CO2 reduction. BorgWarner
has combined its inlet swirl throttle
(IST) and turbocharger to improve
performance and engine emissions
while reducing costs.
BorgWarner’s IST is an innovative
component providing multiple
advantages and significantly
affecting the engine breathing
system as it is positioned
upstream close to the turbocharger
compressor. A previous study
has shown that the IST improves
steady-state fuel economy when
operated alongside a stock
turbocharger. To evaluate the new
component’s full benefits for the
engine, the boosting system of a
state-of-the-art 2.0-liter 100kW
diesel engine with dual-loop EGR
was modified by replacing the
butterfly exhaust throttle with a
further optimized IST. To form a
new boosting stage, BorgWarner
applied the latest turbine technology
for high turbine power at low connected to the ends of the vane positive pre-swirl is applied at low and high flow conditions (Figure
engine speeds and adapted the shaft. A specialized vane chamber the wheel inlet, the map is shifted 2). By using optimal vane angles,
compressor housing to integrate contour and symmetrical vane to the left-hand side due to the IST limits the negative impact of
the IST and compressor surge- profiles provide high aerodynamic minimization of the incidence added flow losses and increases
specific instrumentation. reliability and low pressure losses angle. One of the main effects efficiency by up to three points.
The IST is used as a throttle in the wide-open position. at the compressor inlet is the BorgWarner’s air system
valve, installed at the compressor Depending on the engine state, lower relative velocity, which controller for a dual-loop EGR
inlet and consists of several parts BorgWarner’s IST has three main can lead to increased efficiency diesel engine was modified to
with housing functionalities and operating modes. In part-load through reduced friction losses drive LP EGR using IST for intake
inner elements to drive the vanes operation, it acts as a throttle in the blade channel. throttling. Combined with the
(Figure 1). To provide compact and with vane angles greater than 70°. To facilitate comparison, a low- and high-pressure EGR valves,
robust actuation, a DC motor with During low-speed and high-load reference was set by equipping IST is able to reach the desired
a two-stage spur gear transmission, operation, the compressor is a prototype compressor with an total amount of EGR flow and split.
a failsafe spring mechanism and stabilized by a positive pre-swirl at ideal cone section instead of IST Assisted by the variable turbine
a non-contacting position feedback angles of up to 62°. In the area of to obtain a first individual map. geometry (VTG), it also meets the
sensor are located within the maximum turbocharger speed, mild Subsequently, an individual map of boost pressure and airflow targets.
inlet housing. Vane motion is negative angles of -20° are used to the IST configuration was generated The expanded controller enables
synchronized by a low-friction, increase the altitude reserve. from measurements using multiple IST to improve the surge margin and
low-play solution featuring an Pre-swirl affects both map size vane angle positions. The results increase charging efficiencies in the
actuation ring and individual levers and compressor efficiency. When show increased map width for both low-end torque (LET) region. At the

PRODUCTS & SERVICES
Figure 2:
Compressor map
comparison with
IST vane angle
positions and
Total Pressure Ratio [-]

Total Pressure Ratio [-]
efficiency impact
Reduced Mass Flow [kg/s] Reduced Mass Flow [kg/s]
Figure 3:
Evaluation results
for applied IST
vane angles
and FTP 75
fuel economy
same time, it delivers similar boost a baseline stock turbocharger. stability could be maintained BorgWarner provides a multi-
pressure levels and mass flow. The second setup used the new at 1,375rpm and up to 21 bar, benefit solution outside the context
In addition, IST enhances LP turbine technology and the base effectively increasing LET by 30%. of component optimization by
EGR mixing while throttling for LP compressor, while IST was added Compared with setup one, full-load applying the IST and integrating
EGR. The engine state is constantly in the third setup. During full-load brake specific fuel consumption it appropriately into the boosting
monitored by a selection logic that investigations, differences between (BSFC) was reduced in setups two stage. This new way of optimizing
manages the benefits and allows the setups occurred in the LET area. and three, while exhaust lambda the air path offers benefits in terms
safe engine operation by adjusting For setup one, maximum torque never dropped below 1.25. By of CO2 emissions and engine
the IST to a suitable operation mode. was reached at 1,750rpm. Due to improving compressor efficiency performance. Compared with
Integrated into the controller the near-closed state of the VTG in the LET area, the IST provided exhaust throttling, using IST also
layout and calibrated for high at low speed and full load, LET an additional BSFC benefit of leads to improved fuel efficiency.
performance during a certification could not be increased. The 1.5%. In all setups, rated power As widened compressor maps
cycle, the IST operates within its optimized turbine applied in setup was reached at 4,000rpm and full are even more attractive for
throttling range and continuously two provided substantially more load. Neither exhaust backpressure gasoline engines due to scavenging
achieves boost pressure and total power, which could be used to drive levels nor exhaust temperatures limitations for Real Driving Emissions
EGR flow during FTP 75. the compressor to a higher pressure exceeded the defined limits. compliance, application of IST in
To evaluate the impact of IST and ratio and thus deliver increased LET. During FTP 75 testing, IST this engine type is being considered
the adapted turbine independently, Compressor stability was no provided an additional 1.4% for future analysis.
BorgWarner conducted steady- longer an issue in setup three, fuel efficiency gain on top of the
state tests and FTP 75 cycles as sufficient pre-swirl levels were 1.1% achieved by turbocharger FREE READER INQUIRY SERVICE
on an engine dynamometer and applied appropriately by IST to optimization, resulting in a total To learn more about BorgWarner, visit:
tested three different turbocharger prevent fluctuations. By using fuel efficiency improvement of www.ukipme.com/info/etm
setups. The first setup featured 2.5% within the cycle (Figure 3).
INQUIRY NO. 503
a vane angle of 62°, compressor

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d E re M
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AACHEN COLLOQUIUM CHINA y 欧
汽洲最
技车和知
汽车和发动机技术源
术发名
会动的
议机
Automobile and Engine Technology 融
自
德
入国
2016年11月9日至11日
中
中国，北京燕莎中心，凯宾斯基饭店国
Nov 9th - Nov 11th, 2016 KEMPINSKI HOTEL Beijing Lufthansa Center, China
♦ More than 40 international technical presentations showcasing latest developments and

innovations in automobile and engine technology
来自全球的演讲者们, 将进行超过40场技术讲演, 展示汽车和发动机技术
领域的最新进展和创新成果
♦ Technical exhibition of vehicle and engine manufacturers, suppliers and engineering
consultants
汽车和发动机制造商, 供应商及工程咨询顾问企业将进行技术展示
♦ Meet & Greet on November 9th and Banquet on November 10th
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Quality manufacture
Having the right fastener footprint is critical in multi-material joints
to ensure the lowest potential for damage during a component’s life
The pursuit of high-

Low-profile heads with large
performance lightweight under head areas eliminate
engines often means the adoption washers and save weight
of cutting-edge materials and
innovative designs. Relying on
old-fashioned fasteners can be
the downfall of true weight savings,
as well as compromising easy
assembly and serviceability. Engine
designers are rapidly embracing
new materials in an effort to reduce
the weight of engines and improve
efficiency. Carbon fiber reinforced
plastics (CFRP) have taken a strong
hold in the aerospace world and
are now moving quickly into the
automotive realm. The adoption of
these and other high-performance
materials presents some unique
challenges for the design of joints
where traditional metals and new
materials come together. Adhesives
are a good choice if the joint is
never required to be reopened,
but if service, replacement or
recycling is a consideration, create points where moisture fiber fracture, which can lead to
then a non-traditional fastener absorption and corrosion can delamination. This can be achieved
design can be of great benefit. occur. Choosing a fastener that by adding washers to the traditional
The need to maintain clamp load can handle these factors is critical cap screw or bolt, but at the
does not change when the materials to a secure joint and robust design. expense of adding weight. A better
change. The joint must still have Increasing the footprint of solution is to design a low-profile
structural integrity and the ability Full contact in large the fastener under head contact fastener head with a large outer
to withstand the stresses of curved wings ensures area can mitigate the potential for diameter that spreads the load over
pressure, temperature and vibration. torque transfer and cracking the CFRP and the resulting a large area of composite but still
minimizes head height
Traditional metallic structures are ensures a tight and robust joint.
rigid, with similar material strength Traditional recess drive systems
levels as the joined components. require considerable depth of
A simple hex or bi-hex (12 point) penetration in the fastener head
bolt is sufficient to provide the load and should be replaced with newer
needed to keep the joint intact as designs that require less depth.
pressure and temperature varies. The Mortorq Super spiral
The joint paradigm changes drive is an industrial version of
considerably when one material a shallow drive system originally
is metal and the other has different developed for aerospace composite
mechanical properties and handling applications. The unique geometry
requirements. CFRPs are a mixture of the drive allows very low head
of fibers and resins that often heights, while providing maximum
require loads to be more widely torque transmission for solid
dispersed to avoid fracture and CFRP-to-metal joints. A low-profile
fatigue. Additionally, the exposure pancake head using the new drive
of fibers within the composite can system spreads the clamp load

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Shallow high-performance recess

in the thread end prevents torque
transmitted fracture of composites
Lower head height fasteners allow reduced

material thickness, saving assembly weight
over a large area while minimizing composite member and then protruding thread length, ensuring
fastener head protrusion. The fasten it to the metallic structure the lowest weight per fastener.
result is a lightweight joint that with a nut. Often a large ‘web’ is The final area for consideration
is robust and resistant to stress- attached to the end of the stud to is a high-strength bolted joint,
induced damage. maximize adhesion to, or within, where the CFRP is reinforced
This same system can be applied the composite. This system can with a bonded insert to provide
to traditional fastener head designs work very well but can be prone the necessary strength to handle
such as the socket head cap screw to inadvertent rotation of the stud the elevated clamp load. In these
to yield additional weight savings and joined webbing within the structures the insert takes on much
and improved performance. composite when higher torque of the clamp load, transmitting it
The large contact surfaces of the is applied to the mating nut. direct to the bonded composite.
design provide superior torque This can result in fracturing in Here again, a light bolt design
transmission compared with the the composite, again providing minimizes the total assembly
lines of contact that the traditional the potential for corrosion and weight and offsets the added
hex socket provides at the edges delamination. A solution to this is weight of the bonded insert.
of the hex tool. The larger contact to provide a recess in the end of Applying the recess geometry
area minimizes stress in the tool the bonded stud. As the nut is to an external wrenching system
and fastener head, minimizing run down on the stud, a tool is provides optimal socket engagement
the potential for damage and tool inserted in the recess, preventing on a lower head profile. Overall
breakage. Because the contact the stud from inadvertently rotating joint weight is still reduced, while
area is larger, the height of the and damaging the composite providing increased clamping force
head of the fastener can be substructure. Here again, a shallow for heavily loaded joints.
reduced, yielding greater weight recess design provides optimal The new bolt design provides
savings not only in the fastener, stabilization of the stud without much greater wrenching surface
but also in the joined components, weakening the thread area. The engagement that transmits optimal
where material thickness can be shallow recess also minimizes force to the enlarged flange face,
reduced as well as the clearance ensuring that the insert is evenly
with other components. The Metallic inserts bonded to the loaded and does not over-stress the
reduced head height allows a composite structure enable secure surrounding composite. Advanced
clamp loads without damage
shallower countersink depth in the materials require innovative
mating materials and as a result the tightening strategies and better
overall material thickness can be fastener designs to achieve their
reduced, further saving weight. This true potential and provide minimal
can be very advantageous when weight and optimum efficiency.
joining metal to composite, where
the thickness of the heavier metal FREE READER INQUIRY SERVICE
component can be minimized. To learn more about Phillips Screw
An alternative method of joining visit: www.ukipme.com/info/etm
is to embed a threaded stud in the
INQUIRY NO. 504

September 12 - 14, 2017
Novi, Michigan, USA
CONTACT
US TODAY
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YOUR BOOTH
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2017
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Compact gear production

Complex gearbox configurations pose enormous challenges for component quality.
One supplier offers unique solutions to meet these stringent production requirements
Five-speed transmissions EMAG’s modular series are now

The company’s
were for many years the in their fifth year of development VL 4 H is designed
mainstay of automotive design, and have experienced considerable to handle wheel-
but the number of speeds available growth in the various types of shaped workpieces
with diameters
has grown rapidly over the past machine since their introduction. up to 200mm
decade. Nowadays nine- and In addition to the vertical pick-up
10-speed transmissions have turning centers for shaft and
become standard in the premium chucked parts, EMAG offers
segment. This presents major the entire range of chip-making
production challenges. A very wide machining techniques with
range of gears need to be produced this innovative machine solution:
in the millions, at top quality. EMAG turning, milling, drilling, hobbing,
offers a way to handle this task with deburring, grinding, hard turning,
ease with its new solution, which scroll-free turning, etc.
is one of the most compact on The basic structure of the
the market for gear manufacturing. machines always remains the
This production line for gear same, with one common machine
manufacturing consists of just three base made from low-vibration
machines, all from EMAG’s flexible Mineralit polymer concrete, where
and high-performance modular the compound slide rest for the
series. The newly-introduced VL 3 pick-up spindle is fastened. There
Duo, a dual-spindle vertical turning is also an integrated parts storage
machine; the VL 4 H, the vertical unit, from which the spindle
hobbing machine from EMAG automatically loads and unloads
Koepfer; and the chamfering and itself, as well as a tool turret with
deburring machine VLC 100 RC are 12 tool positions, or appropriate
examples of EMAG’s manufacturing tool systems for the other
solutions that take up very little manufacturing techniques. This
space and also offer maximum has created a family of products
performance. The TrackMotion that are perfectly coordinated
automation solution from EMAG and whose machines can be
provides a manufacturing system easily interlinked with TrackMotion
from a single source. to form complete production lines.
The TrackMotion automation this tunnel for an NC gripper,

system is the logical progression which transports the parts to
of the modular machine principle. their destinations. As each of
The TrackMotion automation the modular machines has its
system works in a kind of symbiosis own pick-up automation system,
with the modular machines, the TrackMotion only transports
with the individual components the parts between the parts storage
working together so perfectly units in the individual machines.
that the interlinked production The gripper system also features
line is more like one single large a z-axis, allowing the parts to be
The TrackMotion machine than a system of separate picked up and placed on stacker
system doesn’t
just transport machines plus automation. pallets. This three-dimensional
the parts, it also The modular machines feature a parts storage makes it possible
acts as a turnover tunnel directly behind the work area, to house 400 raw and finished
unit between made by separating off the energy parts in a very small space. This
the operations
container. A track is laid through automation system also turns the

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The VL 3 Duo
machine is shown
here combined with
an EMAG parts
storage unit and
the TrackMotion
automation system
parts over between operations. This company is the gear-cutting

The designers of this system really specialist of the EMAG Group, and
have thought of everything. with the VL 4 H it has developed
These modular machines a hobbing machine that can
are not only extremely versatile, be configured for a multitude of
but also highly productive, as applications. The high-performance
the technologies, automation drives in the working spindle
and timing are all coordinated and hob provide high speeds
perfectly. However, sometimes and torques to ensure fast, precise
even more is required, so EMAG and cost-optimized gear production.
has developed the VL 3 Duo to The machine enables dry hobbing
boost productivity even further. As of workpieces with diameters up to
the name suggests, it houses two 200mm (7.9in) and module 4 – ideal
full work areas in one machine, each for gear manufacturing.
with its own working spindle and As is the case after every gear-
EMAG’s proven tool turret. The cutting operation, hobbing on the
machine is ideal for machining VL 4 H presents the challenge of
gear blanks for the manufacture how to chamfer the tooth profile
of transmissions, a fact proved with the highest contour accuracy.
The VL 3 Duo has two work areas, by its ability to handle parts up The vertical VLC 100 RC chamfering
each equipped with 12-post tool
to a diameter of 150mm (5.9in). machine can be equipped with
turrets providing room for twin tools
When combined with the the relevant technology to suit
TrackMotion automation system every requirement, and perfectly
and the parts storage unit with completes the manufacturing line
stacker pallets, fully automatic for gears.
machining of both sides of a gear This manufacturing system
blank can be performed on just might look inconspicuous with
one machine in no time. Thanks its minimal footprint, but that just
to the pick-up automation system, makes its huge output volumes
there is virtually no idle time, and and high machining quality even
the 12-post tool turret provides more impressive – a perfect union
enough room for twin tools, of modular machines and the
ensuring continuous operation TrackMotion automation system.
and high availability.
As soon as the gear blank is FREE READER INQUIRY SERVICE
produced on the VL 3 Duo, it is To learn more about EMAG, visit:
immediately transported to EMAG www.ukipme.com/info/etm
Koepfer’s VL 4 H hobbing machine.
INQUIRY NO. 505

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Acoustic behavior of EVs

Detailed vibroacoustic simulation enables engineers to consider all influences
on NVH in electric motors and drive units, early in the vehicle design process
In response to legislation
Figure 1: The main components of
and changing customer electric machines: a) cap; b) rotor
preferences for efficient and and shaft; c) stator and windings;
ecological transportation, an d) cooling jacket; and e) housing
increasing number of drivetrains
are being electrified. Market
projections for hybrid and fully
electrified vehicle sales strongly
suggest an increase in adoption of
this technology in future auto fleets.
Electric motor designers typically
tackle NVH issues by exclusively
focusing on reducing torque ripple
(tangential forces). However, there
is an additional influence of radial
force on noise signature. A detailed
vibroacoustic simulation approach
in the early design stages enables
electric motor/drive engineers
to better understand all physical
phenomena involved. In this way, Electric motors have a number machinery are usually evaluated
they can minimize or even avoid of components in common, in a run-up test. Resulting physical
excessive vibrations and negative as illustrated in Figure 1. These magnitudes can be plotted as a
noise perception. components, along with others, can function of the linearly increasing
contribute in one way or another to rotational speed – for example,
Figure 2: noise. Some common sources are: in a waterfall diagram. Figure 2
Measurement electromagnetic (EM) excitation of shows an example of such a test
analysis of a SRM
noise signature
the structure; aerodynamics – from for an SRM.
the relative motion between rotor Two dominant phenomena
and stator; bearings – mostly can be observed in this figure
associated with bearing defects (highlighted in Figure 2 as yellow
and poor design; and misalignment gradient lines and a red vertical line).
and imbalance due to assemblage. The gradient lines are motor
Noise issues generated by EM order lines. At any stationary
excitation of the structure need to rotational speed, any response
be addressed in the design stage. spectrum will show discrete
Literature studies show that peaks at fundamental frequencies,
focusing on reducing torque ripple corresponding to the harmonics
to decrease electric motor noise and sub-harmonics of the
radiation is common practice. But motor’s operation. As these
torque ripple is not the only root peak frequencies shift linearly
cause of NVH issues. This research with changing rotational speed,
shows that structural resonances, they can be observed as straight
particularly radially excited planar gradient lines in the waterfall display.
modes, are crucial aspects to take That corresponds exactly to the
into consideration when studying number of electric poles.
electric motor noise. Unfortunately, The vertical lines are totally
they cannot easily and directly be independent from the rotational
related to torque ripple. speed and correspond to structural
Acoustic and structural resonances. These can be studied
responses related to rotating using modal analysis. Testing this

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Figure 3: Transfer
function between
the tangential
(red) and radial
(green) force
component and
an outer surface
acceleration
Figure 4a: Run-up

experimental and
simulation from
0 to 1,000rpm
specific motor structure showed power. The radial component
an ovalization mode around is absorbed in the rotor and the
1,390Hz, which perfectly matches stator, which is then transformed
the frequency of the vertical line in an elastic deformation.
in Figure 2b. The attraction force on one
Acoustic responses are highest of the stator teeth can be split
for combinations in which both into a tangential component and
phenomena coincide. This is a radial component. Plotting these
where order lines and resonance as a function of mechanical angles
lines intersect. In these cases the for a motor that has a single pole
energy, which is introduced by the symmetry shows that radial forces
harmonic electromagnetic force, have much higher amplitudes than
is reinforced largely because of tangential forces. Consequently,
the low mechanical impedance of they have the potential to be the
the structure at these frequencies. main sources of vibration and Combining these two When issues with the final
In other words, both source and related noise. observations, one can conclude electromagnetic design arise, they
energy transfers are maximal. On top of that, engineers that the noise signature of an can be addressed by either altering
Accurately predicting this interaction can investigate how the structure electric motor will be primarily the EM properties (selection of
requires multiphysical simulation. dynamically responds to that defined by the fluctuation of radial different materials, different control
Electromagnetic forces are force input. By considering the forces rather than tangential forces. strategy, etc) or by redefining/
generated when rotor and stator contribution of each individual When addressing NVH issues changing the geometry and
are unaligned. These have a force component to accelerations in electrified systems, engineers topology of the motor. Additionally,
radial and tangential component. on the outer surface, they can have to consider this without NVH performance can be improved
For operational purposes, the calculate the corresponding transfer discarding the possible effect of by comparing the final simulated
tangential component is the most functions. Figure 3 shows that tangential forces and torque ripple acoustic signature with specific
interesting one, as it produces the planar modes dominate the as they can cause rattle noise in targets, and applying corrections to
structural response, and that the transmission. the structural properties and motor
the radial force components play The NVH analysis begins with geometry, or by reshaping the force
Figure 4b: EM the most important role in exciting electromagnetic calculations to profiles applied to the structure.
analysis to find
forces of the stator such modes. find the forces on the stator. These Essential to this process is having
forces are calculated as shown powerful simulation tools for EM
in Figure 4b. The resulting forces are and vibroacoustic predictions,
transferred onto a structural finite such as JMAG simulation
element model. In this case, LMS software and LMS Virtual.Lab.
Virtual.Lab software was used. The For vibroacoustic analysis, LMS
vibrating modes of the stator are Virtual.Lab software provides
calculated, followed by a modal- abundant prediction capabilities,
based forced response simulation and can be seamlessly integrated
of the structure as specified in within a multiphysical process.
Figure 4a. Next, the resulting
displacement of the stator is FREE READER INQUIRY SERVICE
mapped to an acoustic mesh and To learn more about Siemens visit:
is used as a boundary condition for www.ukipme.com/info/etm
INQUIRY NO. 506
the vibroacoustic radiation problem.

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Mechatronic systems
The benefits delivered by mechatronics used in vehicle systems have enabled
a major reduction in CO 2 emissions and improvements in engine efficiency
When optimizing the energy consumption, space, weight, contribution to efficiency, helping From an aerodynamics
powertrain to reduce and more. Ultimately mechatronics OEMs to meet the upcoming perspective, electrically controlled
emissions and improve driving is used to increase the functionality WLTP and RDE legislations. cooling air vents reduce flow
comfort, mechatronics has a of a combination of components Meanwhile the change in the resistance levels and aerodynamic
butterfly effect because each and to remove the complexity framework of the Euro 6 standard drag (value Cx), and reduce CO2
small element has a large impact. of the system architecture. with regard to auxiliary generator emissions by as much as 2-4%.
This relatively new scientific One onboard mechatronic sets has enabled a reduction Variable settings of electrically
discipline is opening up new solution in a vehicle can have an of up to 10% in CO2 emissions. controlled valves, variable valve
possibilities in controlling flows impact on its wider environment – This is thanks to finer control lift (VVL) and variable valve timing
and positioning objects. in other words, an improvement in of air, oil and fluid circuits, (VVT) systems are well known.
With its definition formalized its ecological footprint by reducing which in turn has a more precise A suitable VVL layout at various
at the end of the last century, NOx or CO2 emissions. More than effect on the system’s thermal levels enables cylinder deactivation,
mechatronics takes into ever, close cooperation between characteristics and all stages which can, for example, use
consideration the separate automobile manufacturers, motor of the combustion cycle. new-generation bistable electric
and shared interactions between set manufacturers and drive system Mechatronic drive systems actuators. The introduction
mechanical, electronic, computing suppliers will lead to the most are increasingly being used to of variable compression ratio
and communication network efficient technology that is best control supplementary thermostatic (VCR) has also made it possible
technologies. By optimizing suited to each application in terms circuits, variable water pumps, to achieve a reduction in CO2
their respective capacities of signal processing, mechanical gearbox oil preheating and thermal emissions of up to 4%.
and their modular integration interfaces, control and diagnosis loss recovery. Old reactive thermal Mechatronics also offers
in a subassembly, mechatronics loop. At the same time, reliability, control methods are therefore advantages in supercharging.
can provide an even more compactness, robustness and replaced by a proactive and A compressor driven by the
imaginative and customized precision will be improved. dynamic system, improving the motor’s rotation via a mechanical
solution to modern issues in By electrifying aggregates, flexibility and controllability of link provides a pressure that is
automobile design concerning mechatronics makes a great the water circuit. independent of the motor speed,
so a higher effective compression
rate is achieved. Whether it relates
to variable turbine geometry, a
wastegate valve, or a compressor
bypass valve, the compressor
requires the variability made
possible by the flexibility of
controlling electric motors.
Independent of the application,
most engine systems now require
electric actuators that are precise,
robust and multipurpose, such
as brushless DC (BLDC) drive
systems, stepping motors and linear
stepping motors. Thanks to their
contactless magnetic structure,
these technologies intrinsically
provide a long service life and a
high level of reliability compared with
alternative drive system solutions.
Brushless motors applied in With versions for rotating and
engines can reduce systems’
CO 2 emissions. The green linear movements, with a failsafe
components highlighted here function and integrated sensors,
have the biggest impact on these lightweight actuators that can
CO 2 emissions, followed by be positioned extremely precisely
the yellow, then the orange
and easily integrated mechanically

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Mechatronics when applied in

engines, has a butterfly effect
and offers new possibilities
for reducing CO 2 emissions
into the engine compartment. speed, dynamics, positioning densities in the order of 100kW The complete failsafe function
Furthermore they are resistant precision and maximum torque per kilogram of magnetic mass remains assured.
to temperatures up to 160°C are retained. for high-speed applications (up Another research focus into
and to vibrations up to 40g. Future challenges will include to 300,000rpm). It hopes to launch BLDC motors is looking at the
Certain permanent magnetic some trade-offs between subjects these products within the next production of current in energy
motor designs also provide of advanced research. At Sonceboz, 10 years. recovery systems, with an output
high levels of flexibility: the same in addition to its projects focused Sonceboz is also developing greater than 95%.
stator rotor can be designed in on weight reduction and new on/off actuators, which only Meanwhile EasyPlug control
a circle (flat) or cigar (extended) types of magnets, the company consume impulse currents for technology, which is suitable
shape, while the power adjustment is also developing electromagnetic movement; no current is used to for BLDC motors that are 100%
and various parameters such as structures with even higher power hold the actuator in its final position. compatible with the standard
H bridges, will provide benefits
in numerous motor control
applications without integrated
electronics, such as the control
stage found in the computer.
Thanks to this simplification of the
system’s architecture, this innovative
technology is opening up new
paradigms for actuators used in
controlling motor sets in vehicles.
FREE READER INQUIRY SERVICE

To learn more about Sonceboz, visit:
Sonceboz’s compact power-density www.ukipme.com/info/etm
motors for variable valve actuation INQUIRY NO. 507

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Innovative hybrid concept

One supplier is currently testing the performance capabilities of its revolutionary 48V
hybrid architecture in a number of vehicles co-developed with Ford and Continental
The future of vehicles will be

determined by the ongoing
electrification of the drivetrain and
continuous digitalization, which
provide more energy efficiency
and environmental friendliness.
However considering the speed
at which powertrain development
is advancing, gasoline and diesel
engines will continue to dominate
in the coming 15 years. The internal
combustion engine is therefore
set to remain key to reducing fuel
consumption and CO2 emissions. The 48V onboard electric subsystem
Innovative solutions for increasing uses a lithium-ion battery as its energy
efficiency are in demand. store. It is connected via a voltage
transformer to the 12V onboard
Schaeffler offers a range of electric system, which powers most
products and solutions to drive of the electric components, from
forward future developments. headlights to seat adjustment systems
These include the UniAir system for
electrohydraulic valve control, which Its drive is based on an electrified
enables the valve lift to be varied rear axle that complements
to almost any position; the thermal the internal combustion engine
management module, which acting on the front axle. Another
controls the temperature conditions component is a belt-driven starter
in the engine precisely and in Schaeffler offers a range of products generator, which is connected
an energy-efficient manner; and for variability in the valvetrain. Tailor- to the internal combustion engine
the electromechanical camshaft made operating strategies, such as and also operates with 48V.
cylinder deactivation or special valve
phasing unit, which adjusts the Hybrid modules are another stroke curved, can also be developed To support these developments
camshaft faster and more precisely important technology. When it with groundbreaking technologies,
according to the relevant operating comes to increasing efficiency, Schaeffler will increase the number
conditions of the engine. hybrid solutions do exactly what of employees working in the fields of
internal combustion engines don’t motor is installed in the conventional electric mobility and mechatronics
do – they enable the recovery of belt drive. The next step is to focus to 2,400 over the next five years.
braking energy. on P2 and P4 solutions, which Today the company offers a
While current hybrid vehicles are located between the internal wide portfolio of electric mobility
operate with high voltages of over combustion engine and the products. The company’s products,
300V, Schaeffler also uses 48V transmission, and subsequently ranging from hybrid modules and
systems with a power output of to focus on electrically assisted the electric axle through to the
25kW to make all-electric driving 48V axles. Schaeffler’s hybrid wheel hub drive, can be integrated
possible at low speeds. For module in a P2 arrangement can into hybrid vehicles and all-electric
the driver, this means not only be matched to a large number of cars. These solutions are available
considerable fuel savings, but also drive concepts on a modular basis. to the auto sector for managing
greater driving pleasure despite The P2 hybrid module, with its high the change that is taking place
Schaeffler’s electromechanical moderate additional costs. level of variability and wide torque in the sector, and include 48V
camshaft phasing unit adjusts the Ten years from now, it is range, can be used in both 48V and high-voltage systems.
camshaft more quickly and accurately
to the engine’s current operating likely that every third vehicle architectures and very high-
conditions. The electromechanics to come off the production line performance drive concepts. FREE READER INQUIRY SERVICE
make it possible to phase the will have a 48V hybrid system. Schaeffler has already developed To learn more about Schaeffler, visit:
camshaft at speeds of up to 600 Schaeffler is currently launching the Schaeffler System 48V concept www.ukipme.com/info/etm
crank angle degrees per second
a P0 hybrid, in which the electric
INQUIRY NO. 508
vehicle using an Audi TT as a basis.

2017
September 12 - 14, 2017

Novi, Michigan, USA
CONTACT
US TODAY
TO SECURE
YOUR BOOTH
Co-located with
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Performance materials
Newer fluorosilicone rubber elastomers compare favorably with the performance
of fluorocarbons for usage in hot, harsh and turbocharged automotive applications
Key design trends shaping

FSR elastomers from Dow Corning
smarter, safer, cleaner can be fabricated in combination
and more energy-efficient vehicle with high-consistency silicone rubber
technologies in today’s automotive for turbocharger hoses that exhibit
stronger interlayer adhesion than
industry require supplier-driven HCR-FKM elastomer combinations
innovation as well as continuous
improvement of proven materials
to meet ever-changing technical
challenges. Traditional materials
are being tasked with delivering
ever-higher levels of performance,
and newer fluorosilicone rubber
(FVMQ) engineered elastomers
have been developed, offering
several advantages when compared
with fluorocarbon rubber (FKM).
Closely collaborating with
automotive OEMs and their
suppliers, Dow Corning – a global
leader in silicones, silicon-based
technology and innovation – has
upgraded performance capabilities
of its Silastic brand fluorosilicone
rubber (FSR) to meet current
and emerging vehicle-design
requirements. The newer, more
advanced FSR materials can
provide higher-temperature temperature (>200°C) applications a fluorocarbon such as FKM. additives to minimize degradation
capabilities, greater property that previously favored the selection This advanced fluorosilicone in severe environments, and
stability, lower density for of FKM compounds. rubber technology is specifically improved initial and heat-aged
weight savings, and enhanced Two of the new fluorosilicone engineered to handle the much adhesion to silicone rubber in
processing for applications such rubber bases offer a choice higher operating temperatures turbocharger hose applications.
as turbocharger hoses, seals, of durometer hardness to help now being seen with smaller and With in-depth industry
o-rings and gaskets, diaphragms, optimize sealing performance, more powerful engines, increased experience, materials creativity
membranes and flexible valves. and they provide easier processing exhaust-gas recirculation, advanced and problem-solving collaboration,
The company has developed and more process versatility than emissions controls, and more elastomer development scientists
improved FVMQ technology, fluorinated organic elastomers underhood content with less and application engineers at
resulting from a focus on market such as FKM. These newer, airflow. The high-temperature Dow Corning are generating major
needs. It offers better durability enhanced FVMQs feature extremely FVMQ formulation can be custom- breakthroughs in fluorosilicone
with higher continuous and peak low compression set and high compounded for automotive rubber capabilities. These
temperatures; increased fluid resilience for dynamic sealing components that must withstand improvements forecast increasing
resistance with less swelling; applications, combined with very continuous operating temperatures use of proven, effective FVMQ
better compression set for improved good resistance to fuels, oils and up to 220°C and limited-time peak technology for durable automotive
sealing; stronger VMQ to FVMQ solvents. They can be custom- temperatures as high as 250°C. components exposed to aggressive
adhesion for hoses; and other compounded, pigmented, blended This extends the application range fluids and very hot or very cold
attributes such as processing ease, and modified with additives for of FVMQ to uses typically requiring operating environments.
faster cure rates and less weight. specific application needs. fluorocarbons such as FKM.
These updated FSR technologies Another key development Other notable improvements FREE READER INQUIRY SERVICE
can be custom-compounded is a more heat-resistant FVMQ in fluorosilicone rubber technology To learn more about Dow Corning,
according to requirements, and for extreme high-temperature involve excellent property stability visit: www.ukipme.com/info/etm
INQUIRY NO. 509
they are well-suited for high- applications that typically required with long-term heat-aging, special

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Future engine solutions

Comprehensive R&D facilities and a team of dedicated experts provide
a solid platform for the creation of advanced powertrain technologies
Mahindra Group, a US$17.8bn

Mahindra
multinational group with more
Powertrain’s
than 200,000 employees in over technology
100 countries, has recently entered can be found in
into the powertrain business. passenger cars,
SUVs and vans
The Mahindra Powertrain
Division was formed to leverage
Mahindra’s engineering excellence
to deliver world-class powertrain
solutions for global OEMs catering
for the automotive, agriculture,
power generation and industrial
equipment sectors. The division
develops products that reflect
innovation-led technology,
with a focus on its customer-
first philosophy, which is the
foundation of the company.
Mahindra has wide range
of engines, from 0.6-9.3-liter The company, based in India, also
diesel and gasoline engines, to designs and develops tractor engines
powertrains up to 320Nm. The
Mahindra Powertrain Division has specialists and more than 2,000 and it has product offerings from it has expanded its footprint span
the capacity to manufacture over vehicle integration teams help 15hp to 120hp. in India, Southeast Asia, the Middle
750,000 engines and 450,000 to create world-class products. The company implements East and African countries.
transmissions per year at 11 The center is equipped with modern manufacturing practices Founded in 1945, Mahindra
state-of-the-art manufacturing state-of-the-art chassis dynos, such as Lean, Kaizen and entered automotive manufacturing
plants across multiple locations vehicle testing tools and noise Poka-yoke, while its well-trained in 1947 to bring the iconic Willys
in India. Its well-connected, testing labs, to develop some experts ensure defect-free quality Jeep onto Indian roads. Over the
local vendor base means it is of the world’s most powerful products. MRV co-creates products years, the company has diversified
competitive in the global market. and capable powertrain systems. with its customers to excel in into many new business segments.
Mahindra Powertrain’s R&D Mahindra Powertrain has product innovation, advanced Mahindra follows a unique business
center, Mahindra Research Valley developed powertrain solutions technology solutions and cost model of creating empowered
(MRV), is spread over 50ha in capable of complying with the latest leadership, thereby accelerating companies that enjoy the best
Chennai, India. Over 500 powertrain Euro 6 norms for vehicle engines. time-to-market of the product. of entrepreneurial independence
Mahindra Powertrain has supplied Mahindra Powertrain uses its and group-wide synergies.
Its wide portfolio also includes drive more than 10,000 engines for extensive expertise not only in the Today its operations span
systems for construction equipment, tractor applications complying to design and supply of cutting-edge 18 key industries. Mahindra’s
pick-ups and trucks, and transmissions
Tier IV final emission regulations powertrains, but it also supports federated structure enables each
in customizing powertrains to suit business to chart its own future
multiple applications. and simultaneously leverage
The company also develops synergies across the entire group’s
diesel generators under the competencies. In this way, the
Mahindra Powerol brand, which diversity of its expertise enables
is one of the leading Genset it to bring its customers the best
manufacturers in India for ranges in many fields.
from 5kVA to 200kVA. Trusted
by all the telecoms majors in India, FREE READER INQUIRY SERVICE
Mahindra Powerol is known for its To learn more about Mahindra visit:
fuel efficiency and quick customer www.ukipme.com/info/etm
INQUIRY NO. 510
response. In a little over a decade

PRODUCTS & SERVICES
Simulation capabilities
Recent advancements in CFD methodology and computer hardware are making full
3D system simulation a reality, helping it break down the barriers to virtual testing
Global regulations for fuel This enables engineers to spot

economy, coupled with US potential problems, assess a large
Environmental Protection Agency number of design candidates in
emission standards, are pressuring a very short amount of time, and
engine manufacturers to produce make design improvements from
more efficient engines. While the the earliest stages of the engine
growing adoption of electric vehicles development process.
will certainly help car manufacturers The digital twin also allows for
increase the efficiency of their design studies to be completed that
fleets, internal combustion engines let engineers look at hundreds of
are still predicted to be the main different possibilities to find better
power source for both commercial designs. Using hybrid optimization
and passenger vehicles over algorithms such as SHERPA from
the next 20 years. Consequently, Red Cedar, trade-off studies can
engine manufacturers will face a be made between different design
considerable challenge in meeting parameters, therefore minimizing SHERPA helps port designers to
the dual demands of customers computational needs for design Other benefits include reduced assess multiple design variables
for high-performance engines and space exploration. SHERPA allows turnaround times and lower to find improved tumble and swirl
the ever more stringent demands for a large number of parameters to expense of early hardware builds.
of government regulation. be studied using less computational One example of component
Increasingly, OEMs are resources than ever before. simulation is the in-cylinder design, the optimization tool can
turning to the digital world in This process of design combustion process. While work out which design parameters
order to design better engines, exploration allows engineers to much attention has been given to allow peak temperatures to be
at a faster pace than ever before, select the best-possible design achieving good prediction of basic kept below critical thresholds,
by constructing a ‘digital twin’ of configuration long before the first thermodynamic quantities – cylinder and minimize variations between
their prospective engine designs physical prototype is built. This pressure, temperature, etc – and cylinders. Either a parameterized
(and relevant auxiliary equipment). has the added advantage of NOx and soot mass emissions, CAD representation of the port
Constructed from CAD data, the making the first physical prototype more recently the size of soot geometry, or a morphing of the
digital twin is a complete virtual a verification and validation step, particles has become a regulated port local region, are used to find
prototype representation of the confirming the design decisions emission standard in some parts the design that delivers the best
real engine that can be subjected made through simulation and of the world, creating challenges possible tumble/swirl.
to a range of real-world usage ensuring that the final engine for many manufacturers of gasoline Optimizing design components is
scenarios and operating conditions. satisfies the design specifications. engines. Detailed modeling of one aspect of the digital prototype.
the soot size distribution is now Another important goal is to be able
possible within STAR-CD, and to repeat real-world tests digitally.
this is starting to be used to better This means simulating the engine
understand the effect of engine operating on a dynamometer, as
design variables on this important well as operating in a vehicle during
emission quantity. Using SHERPA, transient drive cycle tests. Using
the piston bowl can automatically STAR-CCM+, co-simulation
be adjusted to determine the best between the solid/fluid paths allows
trade-off between NOx and soot. for long thermal transients to be
Other examples include simulated and for the long thermal
optimization of the coolant flow response times of solid components
to hot portions of the engine or the to be solved alongside the more
tumble and swirl generated by the rapid fluid time scales.
intake port. The coolant distribution
can be controlled by carefully FREE READER INQUIRY SERVICE
Co-simulation of combustion, oil flow, choosing the size and location of To learn more about CD-adapco, visit:
and coolant helps powertrain designers the gasket holes between the head www.ukipme.com/info/etm
determine the heat load on the engine INQUIRY NO. 511
and the block. As with piston bowl

PRODUCTS & SERVICES
Tribological coatings
One supplier is seeing an increasing demand in China for its PVD and PACVD coatings,
which are applied on components to help meet stricter engine emissions regulations
Tribological coatings can Dry friction coefficient

Graph 1: Dry friction
make a big difference in the coefficient of DLC coated DLC coated versus non coated HSS materials
reduction of wear and friction, which material versus non- 1
is key to saving fuel and reducing coated HSS material

0,9
CO2 emissions. IHI Hauzer Techno Uncoated
Coating, a tribological coating 0,8
expert from the Netherlands, has 0,7
noticed an increasing demand in Friction coefficient

0,6
China. “The heavy pollution in China
is a large driver for the application 0,5
of our innovations,” says Geert-Jan 0,4
Fransen, product manager for

0,3
tribological coatings at Hauzer.
Many components, such as 0,2
DLC coated
turbodiesel injection systems, piston 0,1
rings, valvetrain components, piston

0
pins, bearings and gears are being
0,00
0,03
0,06
0,10
0,13
0,16
0,19
0,22
0,26
0,29
0,32
0,35
0,38
0,42
0,45
0,48
0,51
0,54
0,58
0,61
0,64
0,67
0,70
coated to reduce wear and friction. Distance [km]
As Fransen notes, car makers and
Tier 1 suppliers are always looking coated and tests done to optimize under lubricated conditions. In the injection pressures go up
for ways to improve fuel economy. the coatings in accordance with the both cases, it is very clear that to at least 1,600 bars,” Fransen
One way of doing that is through geometry and structure (function) the coated components show continues. “We see that Chinese
the use of tribological coatings. of the components. “Our proven a substantial reduction of friction. local manufacturers of fuel injection
The main types of coatings used for technology shows the clear And this message has now also systems want to comply with global
tribology are chrome nitride (CrN) advantages of coated components reached the Chinese local car standards and invest in PVD coating
and different types of diamond-like as compared with uncoated and component manufacturers.” machines. But it is not all about
carbon (DLC) coatings. These are steel,” says Fransen. “In Graph In China the automotive market diesel. In gasoline, the trend is
deposited with either physical vapor 1 a comparison of dry friction is is growing steadily, by an estimated to develop small capacity engines
deposition (PVD) or via plasma- shown between uncoated and 3.5% per year until 2020. In 2015, with high output. This means that
assisted chemical vapor deposition coated components. In Graph 2 China fully complied with the the tappets, piston rings, piston
(PACVD) technology. the same comparison is shown national standard 4, the equivalent pins and plungers also need to be
In Shanghai, Hauzer operates a of Euro 4, which specifies NOx coated to withstand these increased
fully equipped competence center Graph 2: Friction coefficient under emissions of less than 0.25g/km. working conditions and achieve
where many samples are being lubricated condition DLC coated The next step, national standard a long lifetime.
versus non-coated HSS materials
5, comparable to Euro 5, has to “With such a rapid growth of
Friction coefficient under lubricated condition be achieved by the end of 2018, the automotive market and the
DLC coated versus non coated HSS materials
0,2
which means NOx emissions need to fight pollution, China wants
of less than 0.18g/km. In 2020, to use state-of-the-art technology,”
0,18
the estimates are that China Fransen concludes. “Since
0,16
Uncoated
will produce 30 million cars and, the 1990s, Chinese car makers
0,14 driven by government subsidies have cooperated with European
Friction coefficient
0,12 and advantages in the license suppliers. This means all technology
0,1
system, approximately one million for cleaner cars is already available
of those will be hybrid cars.” in the country. The difference is that
0,08
DLC coated According to the China the government is supporting OEMs

0,06
Association of Automobile to actually use it now.”
0,04
Manufacturers, China produced
0,02 a total of 24.5 million vehicles in FREE READER INQUIRY SERVICE
0 2015, of which 2.5 million were To learn more about Hauzer, visit:
diesel cars. “Diesel engines need www.ukipme.com/info/etm
0,00
0,03
0,06
0,10
0,13
0,16
0,19
0,22
0,26
0,29
0,32
0,35
0,38
0,42
0,45
0,48
0,51
0,54
0,58
0,61
0,64
0,67
0,70
Distance [km] INQUIRY NO. 512

PVD and PACVD coatings, because

PRODUCTS & SERVICES
Automated impregnation
Sealant impregnation fills the micoporosity in various materials without altering external
dimensions. Filling microporosity within a cast metal component ensures it is leak-free
Since 1908, when Ettori

Ultraseal’s cutting-
Bugatti built his famous Type edge two-stage
10 racer in aluminum, it has been R-FL-Duplex Plus
the material of choice for automotive is fully automated
with robotics
designers who wish to keep their
vehicles’ weight to a minimum. For
the best part of a century its use
was mostly restricted to racing cars
and then luxury vehicles because of
its expense, however more recently
the use of aluminum alloys has
extended to everyday vehicles.
In the continuous drive to reduce
weight to improve fuel efficiency
(rather than increase speed as with
race cars), parts are increasingly
being made out of aluminum alloys
rather than steel.
“The thinner the walls and
the more complicated the casting,
the more likely it is that there will “However if they are open to “Manufacturers may want lighter Some automotive components
be serious problems as a result the surface – which is more likely vehicles but they don’t want to are challenging for companies to
of porosity in casting,” explains the thinner the part – it can lead run the risk of facing claims under pressure test. For example, engine
Stephen Hynes, marketing to numerous problems. The most extended warranties because vital blocks contain many cavities and
director of Ultraseal International. serious is causing a leak path to parts have failed. Nor do they want by their very size are harder to
“Porosity is a universal form, which can cause parts to to have a product recall.” pressure test quickly. Similarly,
phenomenon in die casting: malfunction or fail. The trend toward routine vacuum transmission cases have a variety
it occurs during the casting “More OEMs are turning to impregnation is most marked in of oil holes and vertical faces that
process and is almost impossible vacuum impregnation with porosity the manufacture of powertrain require careful attention to detail
to eliminate. Small holes form sealants as a routine quality components, especially engine during pressure testing.
as the metal cools down in the enhancement, for a reliable and blocks, transmissions, cylinder Ultraseal International has been
die and sometimes they do not permanent solution to preventing blocks and cylinder heads. a leading supplier in the field of
cause problems. leak paths forming due to porosity. A host of other parts can benefit vacuum impregnation with porosity
from vacuum impregnation: cam sealants for decades. Its most
Cylinder block Cylinder head Casting carriers; cam covers; clutch cases; recent recycling sealant, Rexeal
impregnation
Throttle body has a wide range of fuel pumps; fuel rails; inlet and fuel 100, is effective at temperatures
benefits and can be system components; oil pans; oil of up to 220°C (428°F).
used on numerous sumps; thermostat housings; timing Modern vacuum impregnation
engine components
chain covers; torque converter case/ lines can be easily incorporated
bell housings and water pumps. into just-in-time production
Routinely vacuum impregnating lines and Ultraseal International
an entire production run with has also been at the forefront of
a porosity sealant, rather than developments in equipment, with
impregnating only those parts a rotational wash system and a fully
that fail a pressure test, can be automatic front-loading machine
highly cost-effective. The cost among its innovations.
of impregnating an engine block,
for example, is around 90% less FREE READER INQUIRY SERVICE
expensive than scrapping a fully To learn more about Ultraseal,
machined engine block that has visit: www.ukipme.com/info/etm
Thermostat housing Bed plate Oil sump INQUIRY NO. 513
failed a pressure test.

PRODUCTS & SERVICES
Diesel exhaust refinement

A system approach to developing new and aged exhausts can help meet the specifications
of the SULEV30 emissions regulation through optimization of the aftertreatment system
The diesel engine has

Comparison
gained a high market share of the exhaust Production layout
in Europe, and thus contributes aftertreatment
considerably to CO2 reduction. layouts (production
versus the new
With its inherent efficiency, this AVL layout)
engine plays an important role in the
improvement of fleet fuel economy.
However, there are still some
challenges in achieving market
acceptance of this technology.
Currently the SULEV legislation
is the most stringent emission
regulation worldwide. AVL AVL SULEV30 layout
has shown that the ambitious
emission targets of SULEV30 can
be achieved with both new and
aged exhaust systems, tried and
tested in a demonstration vehicle.
In addition to optimizing
the combustion system itself,
optimization of the aftertreatment
(EAS) and its layout are key
for emissions compliance.
To comply with the SULEV30 Emitec, E-cat (1kW heating power); The demonstrator
emission limit, different EAS LNT (Lean NOx Trap) from Emitec, vehicle which was
used to analyze
layouts were considered. The NSK (volume 1.9-liter); an SCR-
both new and aged
two main targets were to position coated diesel particle filter, SDPF exhaust systems
the EAS component as close to (volume 2.7-liter); zone-coated
the engine as possible to achieve ammonia slip catalyst, ASC
a fast light-off and to ensure the (volume 1.9-liter).
best NH3 distribution without an The base vehicle was provided
increase of exhaust backpressure. by BMW and was a Tier 2 Bin 5
This resulted in the development Vehicle (BMW 328xd all-wheel drive
of the EAS layout shown above: with a 2.0-liter four-cylinder engine The first stage included a For future production applications,
an electrically-heated catalyst from and a rated power of 135kW). The system aging (entire EAS) on further measures and improvements
production exhaust system for this the engine testbed. The second need to be carried out to allow
model includes an LNT/DPF and stage consisted of a hydrothermal for production tolerances and
underfloor SCR system. aging of the SDPF in an oven. This additional engine aging phenomena,
For the LEVIII legislation, an aged additional aging stage was intended thus ensuring a greater safety
exhaust aftertreatment system had to simulate the thermal damage margin to the legal limit.
to be considered, as the emissions during active DPF regeneration. The SULEV30 emission
must meet the SULEV30 limits To evaluate the performance of concept approach will enable
even with end-of-life parts. For the LNT and SDPF after each OEMs to meet the forthcoming
this purpose it was necessary to aging stage, special measurements European RDE requirements and
bring the exhaust aftertreatment were carried out on the test bench. will be implemented in current
hardware to an aged state – Furthermore, the fuel development programs.
(OBD target 150,000 miles in consumption is positively influenced
vehicle). To generate the aged with the introduction of a hybrid FREE READER INQUIRY SERVICE
EAS components within a short EGR system with cooled LP EGR To learn more about AVL List GmbH,
The final EAS design was established timeframe, a rapid aging procedure in addition to the existing cooled visit: www.ukipme.com/info/etm
after extensive CFD optimization work
with several stages was developed.
INQUIRY NO. 514
high-pressure EGR system.

PRODUCTS & SERVICES
Eddy current sensors

Working in high pressures, extreme temperatures, immersed in liquids or under high
shock and vibration, eddy current sensors are proven to remain reliable and stable
Eddy current sensors from

Micro-Epsilon’s
Micro-Epsilon measure sensors provide
displacement, distance, position, maximum signal
oscillations and vibrations. They are stability thanks to
active temperature
perfectly suited for measurement in compensation
harsh industrial environments, even
where pressure, dirt or temperature
fluctuations occur. Measurements
are performed at high speed up
to 100kHz. With several designs
available, engineers can select
the optimal sensor for their accuracy of measurement results.
particular application. In particular, the measurement
Non-contact eddy current results of displacement sensors
sensors from Micro-Epsilon provide that work at resolutions in the
extremely precise measurements micrometer range are affected
and are used where micron by temperature fluctuations.
accuracies are required. The Numerous displacement sensors
physical measuring principle of available from Micro-Epsilon
these systems enables them to thus actively compensate for
measure through non-conductive temperature, therefore providing Micro-Epsilon uses active Furthermore, failure analyses
materials. For this reason, a high signal stability even in temperature compensation can also be developed.
dust, dirt and oil do not affect fluctuating temperature scenarios. in order to improve temperature The eddyNCDT eddy current
measurement performance. In these conditions there are stability. In complex processes, the sensor measures the so-called
This, combined with the robust, two factors that can influence effects of temperature fluctuations piston ring and piston secondary
temperature-compensated design the measurement signal. These are accounted for. Being used movements at high accuracies.
of these sensors, also enables are mechanical changes, where in ambient temperatures from Here, the advantages of eddy
high-precision measurements the geometric dimensions of the -40°C to more than 200°C, current sensors – which are
in harsh, industrial environments. sensor and the target change in the eddyNCDT eddy current resistant to high temperatures in
To ensure the best possible the form of extension or contraction. displacement sensors are robust combustion engines (up to 180°C
measurement accuracy even in Alternatively, there are electrical against temperature fluctuations. and even higher for a short period
fluctuating temperatures, Micro- influences that have a greater However, technical specifications of time) – are apparent. Prevailing
Epsilon’s sensors are temperature- impact than mechanical changes. of many of these systems from vibrations, pressure, oil, fuel and
compensated. Ambient temperature In this case, the electromagnetic different manufacturers, do combustion gas, or continuous
fluctuations can greatly influence the characteristics also change. not indicate whether they are mechanical movement, do
temperature compensated. not influence the precision of
Specs only provide indications of results. In addition, eddyNCDT
The EU05/65
subminiature temperature ranges for operation sensors offer fast measurement
displacement and/or storage. It is therefore speeds with small measuring
sensor, shown important to consider temperature ranges (0-0.5mm) and extremely
here in the engine
compartment, can
compensation and, if necessary, to high resolution (less than 1µm).
be integrated even ask the sensor supplier for details. They are also suitable for installation
in the most arduous The exact position of the in restricted spaces, where extreme
of conditions piston, the piston rings and temperatures and temperature
the existing pressure conditions fluctuations occur, and will have
are essential information for no influence on the periphery.
manufacturers of combustion
engines. Using simulation tools, FREE READER INQUIRY SERVICE
this data is primarily used to make To learn more about Micro-Epsilon,
reliable predictions about wear, visit: www.ukipme.com/info/etm
INQUIRY NO. 515
friction and oil consumption.

PRODUCTS & SERVICES
High-quality lubricants
The demands made by emissions regulations continue to drive innovations in vehicle
hardware and lubricants. ACEA’s latest revision to its oil sequences reflects this vision
The days when the only

function of an engine lubricant
was to stop moving components
coming into direct contact with
each other are long gone. The
technological advances in engine
design have been dramatic over
the past 25 years and continue
to progress at an increasing pace.
While there are numerous reasons
for this accelerating development,
among them materials, systems
and design innovation, increasingly
stringent emission regulations
have arguably been the ‘mother
of invention’ that has given
increased focus to OEMs.
As a consequence of the need
to reduce exhaust gas pollutants,
coupled with a desire to improve Lubrizol’s comprehensive product reduced considerably to 124g/km it can result in premature thickening
fuel economy and vehicle efficiency line of performance additives can help and, despite an unchanged oil of the oil and increased wear
while also reducing running costs, OEMs meet regulations and address drain interval, the lubricant grade from highly abrasive soot particles.
geographical market differences
lubricants have become an essential was now 5W30. While this can be countered by
component in engine design. Reduced emissions, however, certain engine oil additives, one
So what changes have influenced are not just a function of engine of the most common anti-wear
additive chemistry and lubricant efficiency. Post-combustion additives, ZDDP, contains
formulation? To answer this, it’s exhaust treatment systems, phosphorous, which is subject
necessary to look at the evolution including exhaust gas recirculation to restrictions with catalysts.
of emissions regulations and the of the accelerated development (EGR), selective catalytic reduction, Additionally, post-combustion
steps taken by engine designers of power outputs, emission levels, diesel particulate filters (DPF) by-products such as sulphated ash,
to meet them. lubricant grades and oil drain and three-way catalysts are phosphorous and sulphur (SAPS)
In 1993 a new set of Europe-wide intervals. It is based on figures now commonplace. To reduce are created when oil is burnt and
guidelines was introduced, aimed at for the same model of vehicle emissions and improve driving can block DPF systems. Modern
lowering exhaust gas emissions to over 20-year intervals from 1974. quality, the exhaust is monitored low SAPS oils work in harmony with
reduce tailpipe pollutants such as In 1974 the car had a power while driving and the fuel/air mixture exhaust filtration systems to improve
NOx, CO and particulate matter. output density per liter of 37kW/l, and injection/ignition timing are efficiency and extend engine life.
Consequently the Euro 1 legislation CO2 emissions of 191g/km, and an adjusted accordingly. Not only do oils need to deal
was formed. oil drain interval of 7,500km using Furthermore the use of these with higher temperatures and
The reduction in emissions 15W-40 oil. By 1994 the power systems has also had an effect increased stresses, with higher
went hand-in-hand with the density had marginally increased on the additive chemistry used power outputs from smaller
market requirement to improve to 39.6kW/l, CO2 had reduced in engine oil formulations. For capacity engines, lubricant
power output and fuel economy, slightly to 189g/km, and the oil example, as EGR reintroduces formulations are also dictated by
which led to the development drain interval had doubled to exhaust gases back into the the demand for lower viscosities
and refinement of new hardware 15,000km using a 10W40 lubricant. engine, it reduces the peak to reduce oil pumping losses,
technologies. Multipoint fuel Between 1994 and 2014 the temperature of combustion increase fuel economy and maintain
injection, turbochargers and combined effects of stricter global and decreases tailpipe NOx after-treatment compatibility.
higher compression ratios have environmental legislation and emissions. However, the associated
enabled increased power densities increasing fuel prices had a injection timing changes result FREE READER INQUIRY SERVICE
and lower fuel consumption. considerable effect on these in increased soot production. To learn more about Lubrizol, visit:
A comparison by Lubrizol parameters. Power output density If soot enters the lubricant by www.ukipme.com/info/etm
provides an interesting illustration more than doubled to 79kW/l, CO2 being blown past the piston rings,
INQUIRY NO. 516

5th International Congress and Expo
CTI Symposium China

Automotive Transmissions, HEV and EV Drives
21 – 23 September 2016, Shanghai
www.transmission-symposium.com/china
P2300444br_EN_Anzeige_183x115mm_Engine_Technology_DD.indd 1 29.06.2016 09:48:42
AAC 2016
Development and Research in
AUTOMOTIVE ACOUSTICS
November 21 – 23, 2016
Pullman Aachen Quellenhof, Germany
Topics
Sound Quality, Trouble-Shooting, Sound Design
NVH Measurement, Analysis, Measurement Technology
Acoustics of Engine, Powertrain, Gearbox
Numerical Methods, Simulation, Virtual Reality
Acoustics of Alternative Drives
www.aachen-acoustics-colloquium.com
www.aachener-akustik-kolloquium.de
PRODUCTS & SERVICES
Innovative design methodology FTIR analysis system

Valcon Design supports design, engineers should be IAG Test Cell Technology is
companies with its proprietary able to predict how a solution a leader in the development of
Six Theta design methodology, will perform in tests and in the exhaust analysis systems for
which enables unambiguous hands of the end user. the development of engines.
engineering design of products In addition to teaching engineers IAG designs measuring systems
and components. Enabling robust how to design better solutions, including FTIR technology
design, Six Theta introduces Six Theta design enables a for international customers.
an operational, tangible and comparison of design quality Its systems provide precise,
scalable way for organizations of different solution concepts in repeatable results, fast reaction
to develop products with an objective, quantifiable way, times, and are simple and safe
predictable performance. thereby eliminating the use of ‘gut to use. Maintenance is also quick
The advantages of Six feeling’ when designing products. and cost-effective.
Theta design include reduced By implementing Six Theta, At Automotive Testing Expo
development time, more companies will save time in North America 2016, IAG will
innovation and reduced production development processes with present its latest developments;
costs. In addition, in-market fewer design and prototype in particular it will highlight
performance of products will be iterations. Furthermore, demands the sixth generation of its FTIR Automatic flushing of the system
much less influenced by changes for tolerances and the complexity analysis systems. The amount in case of power outage prevents
in ambient conditions. of measurements on drawings of dead space in the highly unnecessary contamination.
Six Theta design offers concrete will be greatly reduced. This dynamic versa06 unit has been Visitors will also be able to
tools and methods, building on results in reduced complexity in greatly reduced. Meanwhile it learn about IAG’s NH 3 analysis
physical principles, that help the manufacturing processes, a is equipped with a user-friendly system, which offers excellent
engineers improve the quality of quicker production ramp-up and operator interface. It also offers value for money, advanced
their mechanical designs, both in lower quality assurance costs. fast reaction times, employs a prefilter systems, gas switches
regards to the overall conceptual precise measuring technique, an and pressure governors,which
design architecture and the FREE READER INQUIRY SERVICE EPA-ready gas cell as standard, are extremely small and
smallest component details. To learn more about Valcon Design, and all functions and options lightweight and also have
At Valcon Design the mindset is visit: www.ukipme.com/info/etm needed for measuring tasks for a reduced dead space.
thus that before going into detailed
INQUIRY NO. 517 the development of engines and
exhaust aftertreatment. FREE READER INQUIRY SERVICE
Eutomatic refill of nitrogen To learn more about IAG, visit:
Eliminating turbocharger whistle guarantees smooth operation www.ukipme.com/info/etm
and effective means of holding over the weekend and ease of use. INQUIRY NO. 518
the silencer ring into position.
Rotor Clip’s low-profile
ring design prevents rubbing
From road to desk
or interaction with other parts. In engine control development, This leaves zero-dimensional,
A constant section ring will not models must provide sufficient physics-based models that
damage the bore housing thanks accuracy to pass as a surrogate are designed to emulate
to its rounded corner radii, and for the real engine. A model the event-driven combustion
its design also ensures that the suitable for control design should characteristics of an engine,
For those who’ve enjoyed ring sits properly in the groove operate within the simulation yet limit computational expense
that extra kick a turbocharger can with zero play. Flaking is not an framework (for example Simulink), by adopting regression-based
give an engine, they’ve probably issue with constant section rings be accurate across the operating heat-release models. These
heard the whistle sound that because the ring is only slightly envelope, and be amenable to simplifications are prerequisites
accompanies such a boost. To oiled rather than plated, which interactive control algorithm for real-time execution.
some purists, this sound is a ensures that no stray particles development and debugging. It is absolutely critical that the
mandatory part of the whole interfere in the functioning of There are several commercial models closely match the engine
turbocharger experience and they the turbocharger. models that match some of these performance with respect to
relish the sight of turned heads as Rotor Clip’s manufacturing criteria, but there are very few engine breathing characteristics
they shift into turbo mode while process allows for the highest- that match all of them. and torque generation across the
cruising down the highway. standard final product meeting Mean-value models for entire engine operating envelope.
However, for those who find the ISO/TS 16949 standards. Rotor example, do not emulate cyclic As a corollary, it is critical that
noise too distracting or a means Clip rings are stress-relieved effects that influence engine the models are conveniently
of attracting unwanted attention, eliminating the risk of long-term operation stability. parametrized so that model
there is a way to eliminate this breaking or distortions as a result Wave propagation models, while tuning with respect to empirical
sound. Turbochargers often come of stresses that build up during the highly accurate, do not execute in engine performance data can be
with an optional silencer ring, ring-forming process. real time. As a consequence, they achieved in an automated fashion.
which is a metal baffle inserted are ill-suited for interactive engine
into the turbocharger inlet to FREE READER INQUIRY SERVICE control design, which is a crucial FREE READER INQUIRY SERVICE
reduce the annoying whistling To learn more about Rotor Clip, visit: aspect of efficiently debugging new To learn more about SimuQuest, visit:
sound. A Rotor Clip constant www.ukipme.com/info/etm control algorithms under various www.ukipme.com/info/etm
INQUIRY NO. 519 INQUIRY NO. 520
section retaining ring is a simple engine operating scenarios.

PRODUCTS & SERVICES
Active oil system management EGR cooling and control

Shorter real-world journey times Nexcel’s system allows the Hanon Systems offers its
emphasize the need for fast engine engine to heat only the oil it expertise in the design and
warm-up, not just for reducing needs, keeping the heat where integration of exhaust gas
emissions but also for factors it is needed to accelerate warm- recirculation (EGR) systems.
that will engage users, such as up and reduce CO 2 . The patented drive mechanism
improved fuel economy and faster The system uses a self- and flow optimized design of
cabin heating. Castrol’s research contained, sealed cell containing Hanon’s EGR valves provide
shows that it can take 19 minutes the correct grade of oil for precise control accuracy of additional advantages for engine
to bring a typical 0W-40 lubricant a particular engine design. exhaust flow combined with operating conditions compared
from 20°C to operating temperature Installation can be anywhere minimum leakage and response with standard on/off bypass
at 80°C. During this period, which in the engine bay and operation time, and outstanding lifetime technology.
is a significant proportion of the new is managed by a dedicated endurance with proven robustness. Hanon has also developed
WLTP test cycle, friction is higher electronic control unit. An electric EGR valves are available as solutions that enable high
and efficiency is lower. pump controls the flow of oil standalone drop-in systems for low- EGR rates at high temperatures,
Nexcel’s active oil management between the engine sump and and high-temperature applications, enabling the engine to be cooled
system addresses this challenge the remote cell, and an oil analysis with special material selection and sufficiently. Hanon’s innovative
by removing significant thermal capability can be integrated. water-cooling integration for high- S-type EGR cooler delivers
capacity from the engine during performance engines. Valves can extremely high heat exchanger
the warm-up phase. Heating 3.0 FREE READER INQUIRY SERVICE also be integrated into modular efficiencies at higher gas
liters of lubricating oil requires To learn more about Nexcel, visit: EGR solutions with bypass valves mass flow rates compared
as much energy as heating 12kg www.ukipme.com/info/etm and coolers. with competitive concepts.
INQUIRY NO. 521
of iron or 6.4kg of aluminum. To address more strict leakage To create the S-type cooler,
requirements, Hanon offers a new type of gas tube was
tailored poppet-style valves developed that guides the
Measurement service lab accredited with newly developed pneumatic flow in an ‘s’ shape direction
Stresstech Oy’s measurement actuators for EGR systems. to enable a wide heat exchange
service testing laboratory has Hanon actuators, with contactless surface area and to maximize
been awarded the first ISO/IEC position control feedback, combine the local heat transfer coefficient.
17025 accreditation for residual proven reliability with continuous
stress and retained austenite proportional flow control for FREE READER INQUIRY SERVICE
measurements via the x-ray the optimization of the exhaust To learn more about Hanon Systems,
diffraction method in Finland. temperature profile and system visit: www.ukipme.com/info/etm
Accreditation was granted by pressure loss, which provides INQUIRY NO. 522
FINAS, the Finnish Accreditation
Service, (a member of IAF and
ILAC) with a FINAS Accreditation Lighter cooling lines
Code T294. Lab accreditation is and structures. In addition to Thermal management, and more extrusion and injection to design
a procedure that is based on the the x-ray diffraction method, specifically heat-loss reduction, comprehensive products, with or
international criteria. Accreditation Stresstech’s measurement has become an important matter for without filled connectors. These
requirement was standard ISO/ service laboratory also uses automotive manufacturers. Making make it an exceptional material for
IEC 17025. The standard ISO/IEC methods based on Barkhausen innovative cooling materials is key. technical end-use applications.
17025 is in many ways based on noise and hole-drilling for A cooling system sends a liquid Rilsan HT also provides
ISO 9000, but is more specific measuring residual stresses. coolant through the engine block environmental benefits: it is made
in requirements for laboratory These methods support each and head, which heat it up. The with up to 70% renewable non-food
practices, and applied more directly other and expand Stresstech’s heated fluid then makes its way crop resources and helps to lower
to organizations that produce measuring capability to non- through a hose to the radiator in the CO 2 emissions compared with
testing and calibration results. metallic components as well. front of the car. As it flows through heavier materials such as metal
The assessment process makes Stresstech Oy also tubes in the radiator, the hot liquid and rubber. This makes
sure that the operator fulfills the manufactures and sells is cooled by an air stream. Once it a natural fit for eco-design
requirements for the presented measurement instruments the fluid is cooled, it returns to the concepts for new vehicles. It
scope of the accreditation and systems globally for quality engine to absorb more heat. can also withstand working
requirements. It must be possible control and manufacturing These applications require temperatures up to 135°C.
to prove the correctness and process control, mainly in tubing with very high chemical and Rilsan HT is an innovative
comparability of the results. For the transportation industry. temperature resistance. Rilsan HT solution for all engine cooling lines,
customers, officials and operators, The Stresstech Group has is claimed to be the first and only blow-by and low pressure EGR. It
accreditation communicates subsidiaries in Germany, the polyphthalamide (PPA) to combine provides an ideal solution to meet
competent operations, credibility USA and India, and a worldwide the flexibility and high temperature the demands for components that
and reliability. representative network. resistance needed for degassing are lightweight and low in cost.
Stresstech’s measurement
lines or radiator in/outlets.
service has served customers FREE READER INQUIRY SERVICE FREE READER INQUIRY SERVICE
To learn more about Stresstech Oy, Rilsan HT can be easily
globally since 1992. Methods used To learn more about Arkema, visit:
visit: www.ukipme.com/info/etm manufactured with standard
are suitable for controlling the www.ukipme.com/info/etm
manufacturing equipment.
quality and safety of components INQUIRY NO. 523 INQUIRY NO. 524
Arkema provides grades for both

PRODUCTS & SERVICES
Sensing in temperature variations No more EGR and fuel enrichment

PCB’s UHT-12 sensors enable environments present a multitude With almost eight times the
test engineers to make accurate of measurement challenges. In heat capacity of gasoline, the
measurements in extreme these applications, the sensors introduction of water into the
environments and are designed must provide high levels of combustion chamber enables
to survive in high temperatures accuracy, stability and reliability. large drops in temperatures. Unlike
operating up to 650ºC (1,200ºF). In response, PCB has developed EGR and fuel enrichment, water
Accelerometers and pressure ultra-high-temperature (UHT- carries lower pumping losses and
sensors with UHT-12 crystals 12) sensors that have significant benefits to gamma, ultimately
make measurements with better advantages in extreme high- netting an increase in efficiency.
accuracy and lower noise during temperature environments, such Engines have more tolerance to
large temperature variations. as a wide operating frequency water as opposed to other knock-
Accelerometers and pressure range and no pyroelectric output. suppression strategies, allowing
sensors for measurement in Additionally, these sensors offer more dilution and delivering
certain automotive test systems high isolation resistance for low- more effective knock-suppression cylinder turbocharged SI engine
require special consideration noise operation, resulting in an across the entire operating range. demonstrated a peak efficiency
in the manufacturing and improved signal-to-noise ratio. Nostrum’s solution has resulted gain of 34% and an increase in
design processes. Specialized UHT-12 sensors solve the in a substantial increase in both engine output of 5.1% at baseline
applications frequently require common problem of pyroelectric engine output and efficiency gains. boost pressures. In stock factory
systems that are designed to noise occurring with sensors that Application of Nostrum’s form, the engine originally used
withstand very high-temperature use ceramic or tourmaline crystals, kinetic water injectors (KiWI) a combination of fuel enrichment
environments, while providing by eliminating the sharp spikes in enables control of in-cylinder and spark timing retard for full load
accurate, low-noise data during the output data after experiencing temperatures under challenging knock-suppression on 91 octane
large temperature variations. large temperature changes. UHT- conditions including high cylinder fuel. The 34% efficiency and 5.1%
The measurements made during 12 crystals have greater insulation pressures with low-octane fuels. output gains were achieved with
these tests are the most accurate resistance compared with ceramic The key innovation utilizes a stock hardware retrofitted with
when pyroelectric spikes are and tourmaline, which helps novel kinetic particle break-up Nostrum KiWIs, Lambda 1 and
absent and the sensors’ sensitivity reduce system noise, and results mechanism to address liquid MBT calibration at full load,
remains constant during these in better signal quality. Their low length, particle size, and plume while on 87AKI pump gas.
temperature variations. capacitance and higher insulation shape, issues typically associated Nostrum continues developing
Typical applications include resistance enables low noise with other water injection this high-efficiency, high-load
turbocharger, exhaust and operation with a differential charge technologies. Nostrum’s colliding water-injected engine, and is
catalytic converter testing. These amplifier. Unlike ceramic crystals, jet injectors target and shape the seeking collaboration with Tier 1/
UHT-12 crystals do not require plume for maximum effectiveness, OEMs for vehicle demonstration
oxygen at high temperatures water utilization, water vaporization trials. The next stage of results
and a vent or window as other rates, and practically eliminate demonstrating 50 bar BMEP will
accelerometers do, and are truly surface impingement. be presented at the Engine Expo
hermetically sealed. The KiWI brings both port in Novi, Michigan, in October 2016.
water injection and direct water
FREE READER INQUIRY SERVICE injection into the next generation FREE READER INQUIRY SERVICE
To learn more about PCB, visit: of engine technologies. To learn more about Nostrum, visit:
www.ukipme.com/info/etm Recently conducted work with www.ukipme.com/info/etm
INQUIRY NO. 525 a modern high-efficiency four- INQUIRY NO. 526
INDEX TO ADVERTISERS
Adcole Corporation.......................................................... 79 EMAG GmbH & Co. KG....................................................47 Nostrum Energy, LLC...................................................... 38
Ansys Inc.......................................................................... 35 Engine Expo USA 2016...................................... 19, 21, 22 PCB Piezotronics, Inc..................................................... 76
Arbomex........................................................................... 32 Engine Technology International Phillips Screw Co.............................................................69
Arkema Innovative Chemistry.......................................66 Online Reader Inquiry Service ..................................... 50 Proventia Emission Control Oy..................................... 32
Autocraft Drivetrain Solutions Ltd.................................. 15 Federal Mogul.................................... Outside Back Cover Rotor Clip Company, Inc.................................................63
AVL List GmbH...................................... Inside Front Cover Hanon Systems................................................................ 41 RWTH Aachen University......................................84, 104
Borg Warner BERU Systems GmbH.... Inside Back Cover Hitchiner Manufacturing Co Inc..................................... 76 Schaeffler Technologies GmbH & Co. KG.................... 13
BP Nexcel................................................................... 43,45 IAG- Industrie................................................................... 84 Siemens Industry Software NV....................................... 11
Busch Clean Air S.A..........................................................17 IHI Hauzer Techno Coating B.V..................................... 50 SimuQuest, Inc................................................................ 79
Car Training Institute......................................................104 Ionbond AG.......................................................................63 Sonceboz SA....................................................................60
Computational Dynamics Ltd........................................ 53 Lubrizol.............................................................................. 16 Stresstech Oy...................................................................60
Contitech GmbH.................................................................3 Mahindra Powerol........................................................... 59 The Battery Show............................................................ 87
Dow Corning Corporation................................................. 9 Micro-Epsilon Messtechnik GmbH & Co KG...............69 Ultraseal International....................................................66
Electric & Hybrid Vehicle Technology Expo................95 NEMAK Monterrey.......................................................... 75 Valcon Design A/S.......................................................... 38

LAST WORD
BY DEAN SLAVNICH
“As expected, Biermann was full of good stories

on stuff he’s learned during his short time in
Korea, many off-the-record, and a few on”
It seems like such an obvious thing to state, but man,

Hyundai-Kia is going places. Already one of the world’s
largest car manufacturers, the foundations of this automotive
engineering powerhouse are very much based on absolute
and total reliability. “Can I tempt you with a seven-year,
100,000km warranty with that purchase?” says the Kia sales
person confidently as he/ she closes in on yet another deal.
Sprinkle into that mix impressive fuel economy, ever low
emissions, safety, comfort and affordability, and you’ve really
got a winning automotive formula. And now Hyundai-Kia is
not just taking on the established Japanese car makers – and
winning – it’s also bringing the fight to much-loved European
brands, like Ford and Volkswagen.
But for that to happen, Hyundai-Kia cars need to score
just as highly on driveability, ride and handling as they do on
frugality, durability and safety, etc. And that’s easier said than
done. So, after years of building up the product and brands,
deservedly winning market share around the world based on “We want to deliver Kia vehicles to our European customers
all those really good engineering principles mentioned earlier, that match our sporty, dynamic looks,” says the German. “The
the Korean car maker has started looking at the next phase: way we’re moving forward for Kia in Europe is to focus on the
the move upmarket. fun, sporty side of driving.”
This probably comes in part because – and nobody at As expected, Biermann was full of good stories on stuff he’s
Hyundai-Kia will officially admit to this – they’re worried the learned during his short time in Korea, many off-the-record,
Chinese will do to them what they’ve done to the Japanese: and a few on. Here is one of the good ones I can reveal: “I
provide better value for a product that’s at least as good. But had one of my first business trips last year in May, traveling
this shift is also partly because Hyundai-Kia has deep, deep to Germany to visit some suppliers,” he recalls. “Kia gave me
pockets and now’s the time for a new challenge. a car to drive in Germany and it was the new Optima. I drove
Welcome, then, Hyundai’s N sub-brand, Kia’s GT badge it to the supplier meeting, had the meeting, and after that I had
and the group’s luxury Genesis marque. We’ve been promised to drive back to Frankfurt for a meeting with Kia.
sporting, performance and dynamic products and, to be frank, “There, at that internal meeting, they were presenting
I have no reason to doubt that we’ll get that – and more. information about the Optima GT. At that point, in that meeting,
The good engineering folk at Namyang, where the group’s I found out the car I was driving was the Optima GT. My reply
vast and high-tech R&D facility is located, understand that when they told me that? ‘I don’t think so!’ So we stopped the
while they have all the expertise in the world to create solid, whole thing and postponed it, and started development again.
reliable vehicles, they perhaps lack in experience what it It was just the Optima with a stronger engine. It was no GT.”
takes to build a hot hatch to chase the likes of a Ford Focus Biermann says the issue wasn’t a lack of engine power with
RS or a sports car that can compete with, say, an Audi or BMW. the Optima he drove, just the fact that the overall package wasn’t
So an ambitious engineering recruitment drive is in full right. “The engineers didn’t know what a GT is, what it stands
swing, and headlining the headhunt is none other than Albert for. It was a lack of communication. I got back to Korea and
Biermann, the former BMW M VP, who swapped Bavaria for we started working on a solution.”
Seoul some 18 months ago. It’s that sort of leadership – having the confidence and
Now essentially in charge of developing performance courage to halt a development program and start again – that
models at the R&D base in Namyang, Biermann is a likable, makes me think Hyundai and Kia are on the right track when
approachable and open engineer, who talks a lot of sense. it comes to their next engineering phase.

Innovative electrification. We know how.
Inspiration
Innovation
Hybrid and electric powertrains use less fuel and emit lower
emissions. But drivers want more mileage and better perfor-
mance. BorgWarner knows how to improve efficiency, reduce
weight and boost performance for the fun-to-drive experience
drivers crave. As a leading automotive supplier of powertrain
solutions, we support your engine and drivetrain designers to
meet specific challenges and optimize systems. For powertrain
innovations that deliver results, partner with BorgWarner.
borgwarner.com feel good about driving

The Heartbeat of Powertrains, Big and Small.
Life has never been tougher for the internal combustion engine. Higher temperatures,
increased cylinder pressures and tighter tolerances drive the need for improved efficiency.
When you are facing challenges like these, you need an expert partner. A company that
understands engines like no other. Whether it is power-cylinder, sealing, bearing or systems
protection components, Federal-Mogul Powertrain has a highly engineered solution for the
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For more information on how our technologies meet the requirements of your engines, deliver
improved fuel economy, reduce emissions and enhance durability, visit www.federalmogul.com.
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The Preferred Powertrain Solutions Provider

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September 2016

VIRTUALLY REAL LICENSE TO THRILL FORZO ROSSO

• Serious and objective comparison to competitors by an independent partner

AVL. Your Engineering Partner for Innovative Powertrain Solutions

VIRTUA LLY REAL

08. Italian passion

10. New tricks

48. Virtual testing

54. Winning formula

Engine Technology International.com // September 2016 // 01

The word wizards

Production editor: Alex Bradley

products set to be on 90. Siemens 103. Lubrizol Production people

02 // September 2016 // Engine Technology International.com

ContiTech Fluid Technology. The connecting force.

Mobile Fluid Systems

Aston Martin’s all-new DB11 is the first in a new generation

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Engine Technology International.com // September 2016 // 05

Although the MHI turbochargers help deliver 1. Positioning of the MHI 1

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Engine Technology International.com // September 2016 // 07

08 // September 2016 // Engine Technology International.com

Dow is a registered trademark of The Dow Chemical Company.

The Kappa engine is

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Master systems engineering

Under pressure to reach ever-increasing performance

Siemens-LMS-IL-ad-215x275.indd 1 20/01/16 16:55

Road and track

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900276_Mobilitaet_215x275_US.indd 1 27.07.2016 14:18:22

Lamborghini Huracán LP610-4 Porsche Boxster S B4

Cylinders: 10 Cubic capacity: 5,204cc Cylinders: Four Cubic capacity: 2,497cc

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Your Partner for

We integrate the measurement and verification

Autocraft Drivetrain Solutions Limited

© 2016 The Lubrizol Corporation.

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Compressor Technology for

Compressors for all applications in automotive industry.

Use our extensive know-how for your success.

Engine Technology International.com // September 2016 // 17

I’ve always found it odd that we humans seemingly all

18 // September 2016 // Engine Technology International.com

NORTH AMERICA’S DEDICATED INTERNATIONAL TRADE FAIR

Midway through a marathon Powerpoint presentation,

20 // September 2016 // Engine Technology International.com

Engine Expo Novi is a truly exceptional environment in which to evaluate new

SEE 50+ automotive powertrain design,

SEE 50+ automotive powertrain design, production, components

October 25-27, 2016

24 // September 2016 // Engine Technology International.com

The great diesel

WORDS: JOHN O’BRIEN

Engine Technology International.com // September 2016 // 25

Lead by example vehicles will be available on the market

26 // September 2016 // Engine Technology International.com

“We’re pleased to have found

Engine Technology International.com // September 2016 // 27

28 // September 2016 // Engine Technology International.com

market share dropping to 67% in the first four

Engine Technology International.com // September 2016 // 29