June 2017

HOT VEE A concept born decades ago, but

rejuvenated of late is the hot-vee
configuration the ideal solution for
the modern performance vehicle?

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As demands on ECUs continue to increase, Mercedes-AMG GmbH chief executive, How are engineers combating the
how are suppliers and OEMs ensuring that Tobias Moers, explains how his brand adverse NVH effects of new tech
their latest technology can make the grade? continues to grow in size and stature designed to reduce CO2 emissions?

www.enginetechnologyinternational.com
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 CONTENTS

June 2017

JUNE 2017 HOT VEE A concept born

rejuvenated of decades ago, but
late is the hot-v
configuration ee
the
the modern perfoideal solution for
rmance vehic
le?

WHATS NEW? 28 ECU DEVELO

As demands
PMENT
on ECUs continue
how are suppliers to increase,
and OEMs ensuring
their latest technolog
y can make the
that
grade?
OEM INTERV
Mercedes-AMG

continues to
IEW
Tobias Moers,

www.enginetechn
GmbH chief
explains how
grow in size
executive,
his brand
and stature
ologyinte rnational
.com
NVH ENGINE
ERING
How are engineer
adverse NVH
designed to
s combating
effects of new
the
tech
reduce CO emission
2
s?

04. Power ranger

The second generation
of McLarens Super
Sport series gains a
new 4.0-liter V8 unit

09. Teed up
The first of two right-
sized all-new engines
comes from VW, as the
Golf is refreshed again

13. Flyweight fighter

while the second is
from Toyota, whose
new 1.5-liter powers
an all-new Yaris family

16. Diesel express

Bentleys Bentayga
gains an all-new COVER STORY
4.0-liter V8 diesel, 28. A new template?
with 48V assistance Increased thermal efficiency
with more performance,
20. Personality improved economy and
profile reduced emissions: is going
Ricardos Jason March hot with vee-configuration REGULARS
is the latest industry engines the way forward 54 18 Engines on test
figure to be profiled by for performance cars, or
22. Johnson
Engine Technology are the benefits suitable
24. Taylor
for all vehicle types?
124. Last word
FEATURES
36. Another layer
How Mercedes-AMG 54. Brain box
chief executive Tobias As emissions and
Moers has transformed performance demands
the performance brand continue to grow, we
into an essential part look at what is being
of the Mercedes family asked of the humble
engine control module
43. Filtered out
As a vital part of any
internal combustion
13 62. All shook up
As quality remains
engine, what does an important attribute
the future hold for of car design, how
lubricants?
36 are NVH levels being
kept under control?
46. Two become one
Giles Le Borgne, PSAs 70. The long
head of engineering, and short of it
outlines the groups Are variable geometry
vision for its latest intakes a dying tech,
acquisition: GMs forced out by increased
European Opel and turbocharging and
Vauxhall brands cheaper solutions?

Engine Technology International.com // June 2017 // 01

 CONTENTS

The word wizards

113
Editor in chief: Dean Slavnich

114 Editor: John OBrien

Production editor: Alex Bradley
Chief sub editor: Andrew Pickering
76. Plastic fantastic
Deputy production editor:
Away from ancillary Nick Shepherd
components, is there a Senior sub editor:
Christine Velarde
legitimate place for plastic Sub editor: Alasdair Morton
and composite material parts Contributors from all corners
in modern IC engines? Farah Alkhalisi, John Challen,
Brian Cowan, Matt Davis, John
Evans, Adam Gavine, Dan
82. Engine Expo 2017 Gilkes, Maurice Glover, Burkhard
Its that time of year once Goeschel, Graham Heeps, John
Kendall, Andrew Lee, Mike Magda,
again, where we begin the Max Mueller, Chris Pickering,
countdown to Engine Expo John Simister, Michael Taylor,
Karl Vadaszffy
2017, and take a peek at
The ones who make it look nice
what Stuttgart has in store Art director: Craig Marshall
Art editor: Ben White
88. The Future of
Transportation World 92 Design team: Louise Adams,
Andy Bass, Anna Davie,
Andrew Locke, James Sutcliffe,
Conference 2017 Nicola Turner, Julie Welby
UKi Media & Events latest
PRODUCTS AND SERVICES Production people
Head of production and logistics:
conference brings together 90. Siemens 108. MTF Ian Donovan
legislators, manufacturers
and creators to discuss
92. BorgWarner
94. ContiTech
106
109. IAG
110. SKF Industrie
Deputy production manager:
Cassie Inns
Production team: Carole Doran,
what shape future mobility Bethany Gill, George Spreckley,
96. Federal Mogul 111. Advanced Frank Millard
and transportation will take
98. Kirpart
100. EMAG
Propulsion Center
112. NORMA
112 Circulation manager:
Suzie Matthews
Commercial colleagues
Holding 113. Micro Epsilon Sales managers: Abu Tayub
102. Arkema 114. Buzuluk International sales: Damien de
Roche, Chris Richardson
105. Ogunmuyiwa 116. AVL
Those in charge
106. Critt M2A 117. Products & CEO: Tony Robinson
107. Ricardo Services roundup Managing director:
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One trivial thing that has been disproportionately infuriating Why do I say dead zones are dangerous? I speak from Subscriptions
me of late is the continual presence of dead zones at the top experience weve had a couple of cars in on test that have 80/US$104 for four
quarterly issues
of DBW accelerator pedals. Ive never been given a straight been fitted with automatic transmissions and have proved
answer from people Ive interviewed about why they exist, tricky to maneuver at low speeds in confined spaces, and Published by
UKi Media & Events, a division of
with answers varying from them being a simple characteristic several others that have made making progress out of UKIP Media & Events Ltd
of DBW setups, or that they reduce the risk of unintended junctions and overtaking nothing short of terrifying. Throttle
acceleration, or that they give the impression of more response is such an important part of a cars overall feel that it
Member of the
responsiveness in the vehicles mid-range, and other reasons. seems odd to have desensitized it completely to the point that Audit Bureau of
Running with that second point, Im looking squarely at the you feel truly disconnected. Add in the influence of electronic Circulations
USA for being responsible for this. Nowhere else in the world power steering systems, which in most mainstream cars have Average circulation per issue for
the period January 1, 2016, to
are unintended acceleration accidents as prevalent as they removed any form of surface feedback, increased platform December 31, 2016: 10,329.
are there. And guess what? When Tesla looked back over and engine sharing, and were left with a choice of soulless
The views expressed in the articles and
vehicle logs from its alleged accidents, it was the accelerator, boxes differentiated only by exterior styling and the number technical papers are those of the authors

not the brake, that was depressed 100%. In all cases. But the
USA is a country with a deeply entrenched culture for suing
someone else for your own shortcomings.
Applying this culture to the automotive industry has
resulted in multiple class action lawsuits and a generation
of cars that are presented to us journalists by engineers
who enthuse over the throttle mapping and engine design
details that deliver amazing throttle response. But in reality,
modern throttles all feel largely the same; that questionable
nothingness for the first centimeter or twos worth of pedal
travel, before lurching the car forward with gusto once you
pass through the no-fly zone. Its a mess. Its more dangerous
in my opinion, and above all its completely unnecessary.
If someone is too stupid to differentiate between three, and
in most cases just two, pedals, well, quite frankly, they should
not be allowed to operate two tons of hard metal capable of
killing soft, squishy humans without effort.
of toys shoehorned inside.
Ive driven Japanese Kei cars that, while being absolute
masterclasses in packaging, still have cramped footwells. Ive
raced a Caterham that not only had the smallest aperture to
squeeze two legs and feet into, but also came with the benefit
of having one of the best, and closest placed pedal boxes Ive
ever experienced. And not once have I ever struck the wrong
pedal in any of these cars. In a slightly narcissistic way, and
in using myself as a benchmark, it proves that unintended
acceleration is largely a user issue, but because we have to
walk as slowly as the slowest among us as a society, we are
left with the current frustrating situation.
Will things change? I doubt it. The random ranting of an
individual in his foreword are hardly going to topple decades
of legislation and regulation, but surely I cant be the only one
that is left infuriated by this?
John OBrien
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 TECH INSIDER McLAREN M840T V8

Return of the

Mac
WORDS BY
DEAN SLAVNICH

The time has come for McLaren Automotive to launch its second
generation of supercars starting with the 720S. Just how new
is its V8 turbo powertrain, and what has changed from the M838T?

04 // June 2017 // Engine Technology International.com

TECH INSIDER McLAREN M840T V8

VITAL STATISTICS:
McLAREN M840T
Layout: Longitudinal mid
Displacement: 3,994cc
Compression ratio: 9.20:1
Power: 720ps at 7,500rpm
Torque: 770Nm at 5,550rpm
Emissions (NEDC): 249g/km
0-100km/h (0-200km/h): 2.9 (7.8)
Maximum speed: 341km/h

Engine Technology International.com // June 2017 // 05

 TECH INSIDER McLAREN M840T V8

You know what were like once we start going,

we just have to continue! Fine words indeed from
the man that heads all-things engineering tech
special at McLaren Automotive, Mark Vinnels.
The 14-year McLaren veteran is on fine form,
sipping sparkling water with media ETi and our
sister title Automotive Testing Technology have
been given an exclusive one-to-one behind the
scenes at the Geneva Motor Show hours ahead
of the world debut of the all-new 720s. This is
Wokings very own Ferrari 488 chaser, armed
with an abundance of engineering goodness, a
new architecture and, perhaps most importantly,
a fresh eight-cylinder engine.
Code-named M840T, the twin-turbocharged
V8 no surprise there, both in terms of the use
of forced induction and the same V configuration
builds on the inroads made by M838T, but
increases power and efficiency by around 10%
compared with the 650S heart.
For its first appearance because, there will
be many, many more iterations of M840T the
mid-mounted eight-cylinder is good for 720ps
at 7,000rpm; and 770Nm from 5,500rpm to
6,500rpm. Those are impressive gains of 70ps
and 92Nm over the 3.8 in 650S, despite the
newbie increasing by only 195cc.
But dont be fooled into thinking this engine
is all about unbridled power. Its not. Its far more
sophisticated than that, as Vinnels is keen to The second-generation Super Sports
highlight: The performance is really impressive, McLaren draws on lessons learned
from its predecessor, with each area
but a lot of what weve tried to do is not just of the car gaining more performance
around delivering a brute force engine; its all
about the way the power is delivered to the driver
and the experience of the powertrain.
Torque delivery and the gradual build-up of
power is one such example, as Vinnels explains:
We didnt want to give all the torque at once.
We really wanted a slightly increasing curve to
encourage the driver to feel the acceleration and
the rate of change of acceleration. octopus because when piston-stroke thats
When we started with the 12C, because of the you look down at the intake increased by 3mm.
limitations of some of the engine componentry manifold, it looked like an Development
that we were using then, the rate of change of octopus. But we decided that of M840T began
RPM was only 20,000rpm per second, which it actually didnt make any around three years
limits you in terms of what you can do with sense, so we took four of ago, and the plan was
gearshifts. Weve made steady progress on this: them out and we now call it to always increase
for the LT we got up to 30,000rpm and now were a quadropus. So that provides capacity, says
hitting 41,000rpm per second. So, the gearshifts what I honestly feel is some Vinnels: We knew
are lightning fast now. As a result, 720S comes of the best engine intake sound we were going to stroke
with clutch-assisted downshifts and more inertia around, and then obviously weve the engine to get to 4 liters
push on the upshifts. tuned the exhaust quite extensively to because we needed to achieve
For McLarens head of engineering, engine literally harmonize it with the intake. That the power. But then what we wanted
sound is another case in point that M840Ts acoustic visceral experience is really important. to achieve with the driving experience drove so
development program was focused on much A sports exhaust with a unique tailpipe design and many more changes in addition to that increase.
more than just brute force: We take genuine an even louder and more emotive soundtrack is One of the biggest modifications has been
engine sound and plumb it into the cabin. So we available as an option. the turbochargers and intercoolers. Vinnels cant
have a new intake manifold; here we reduced the reveal the supplier of the turbos yet, but he does
height of the intake manifold and we reduced the How new is new? tell ETi its different to that of M838T, meaning
runner lengths to reduce the gas inertias so we So, theres more to McLarens 4.0 V8 than just MHI tech is no longer used.
have faster throttle response. those headline-grabbing performance figures. The ultra-low-inertia twin-scroll chargers
So weve taken the opportunity to really tune And thats certainly true when one looks to just are specified with lightweight turbines capable
this engine. We have unequal length runners how much of the engine is new theres been of 160,000rpm, while the wastegates and dump
within the manifold that are not there to supply a 41% change in components, and this covers valve are electronically controlled to actively
engine power but are there to provide tuned cast aluminum inlet plenum; lighter pistons, manage power build-up and torque. New port
length to the take-off point, which then takes connecting rod and crankshaft; twin-scroll fuel injectors double the number of injectors
sound right into the cabin. turbochargers with fast-spooling turbines to from eight to 16; this solution serves to improve
Its a fascinating if not complex piece of improve throttle response; and electronically fuel nebulization and improve combustion.
engineering. When we started off, we thought controlled wastegate and dump valve. All It would have been really straightforward just
wed have eight runners and we called that the this from an engine with unchanged bore, but to stick a bigger turbocharger on it and change

06 // June 2017 // Engine Technology International.com


a few components and stroke the engine and
say there you go done!. But thats not what its
about; we wanted to drive more change, again
its not just about power, explains Vinnels.
As with the first-gen V8, McLaren partnered
with long-term friend Ricardo to develop the
new V8, although that relationship has slightly
changed over time, Vinnels says.
Weve done a lot more of the design ourselves,
says the McLaren man. So what were doing for
the future weve now got powertrain teams of
around 80 people at MTC [McLaren Technology
Centre] is increasing capability internally.
But thats not to say Ricardo didnt play a vital
role for M840T development: Weve still got a
great relationship with Ricardo I wouldnt want
to say anything other than that. They did a lot of
the detailed design of some of the components
and development testing was carried out there.
And obviously they are key to us because they
continue to manufacture the engine.
Along with Ricardo, Oerlikon Graziano has also
been kept on board, providing the dual-clutch
gearbox with paddleshift controls. Theres not
actually much mechanical change with the
gearbox, states Vinnels, when asked why they
kept with Graziano for the transmission.
One of the few modifications was the gearbox
control softwares low-level and high-level
coding: Theyre our own now, he reveals. Its
TECH INSIDER McLAREN M840T V8
all in-house, which is one of the reasons weve
been able to increase the speed of gearshifts and it sends a bad sign. Resulting fuel efficiency of
the control of the clutches is much better.
A launch-control function delivers a 2.8-second
0-60mph run, which Vinnels says reflects the
overall experience of faster, sharper, gearchanges
quicker even than achieved by the 675LT.
Despite the added technology and increased
displacement, M840T is some 3kg lighter than
M838T, which weighed in at 198kg. Much of
this has come from the use of new materials
packaging, but things like the new intake manifold
being considerably smaller and lighter also helps.
The exhaust manifold is lighter as well and equal
runner lengths also help on the mass saving front.
From 3.8 to 4.0
McLaren was, of course, widely lauded when
it launched MP4 12C with a radically supercar-
downsized 3.8 twin-turbo engine that, at the time,
showed up much of the competition. In fact, it was
way ahead of the game. The thinking was that for
gen two, displacement would shrink further, but
instead its increased by 195cc to 4.0.
The move upward has mainly been to
accommodate the power hike, but does that send
the wrong signal with regard to caring for the
environment? Vinnels pauses, and then launches
into a defense: Emissions figures are better, its
249g/km in NEDC down from 275g/km, and it to do that.
Engine Technology International.com // June 2017 // 07
THE USUAL SUSPECTS
When it came to benchmarking, Vinnels
says, We had all the usual suspects. But
actually and this does sound arrogant
we assessed quite a lot of cars and in the
end we compared most closely against
650S and 675.
But thats not to say all side-by-side
testing was done with internal McLaren
products. We drove a 488, various
Porsches and Lamborghinis, we did
all that too, he admits.
Having driven the car, what does
Vinnels make of the Ferrari 488 and
its acclaimed, International Engine of
the Year-winning V8 powertrain? Its
a nice engine, throttle response is good.
Ferraris International Engine of the Year
Award-winning 3.8-liter was benchmarked
during the 720Ss development process
was important that we could do that. I dont think
the 720S is 10.7 l/100km (21.9mpg).
A decrease of 26g/km CO2 might be seen in
some circles as not doing enough on the eco front.
Which leads onto the obvious question: does
McLaren even care about efficiency, given the
amount of cars it actually produces?
Actually, it depends what you mean by
efficiency, responds Vinnels. Aerodynamic
efficiency? Absolutely. But what about mpg?
Fuel efficiency is important; its a factor for
us weve worked like hell to get the 249g/km
figure. Its a question of compromise and priorities
across the car. To me, efficiency is about the fact
that we didnt put loads of weight into the car.
Aerodynamically, we couldnt have designed
this car when we did 12C; we just didnt know
enough about CFD, we couldnt iterate models
quickly enough to keep up with the styling and
surface evolution. We can do that now and this
beautiful shape is the result of that, with design
and aerodynamics working in tandem.
In the same vein, M840T has not been created
for hybrid compatibility either, be that for power
or efficiency. What weve done with this car is
so optimized around the package that we have,
that to protect batteries or electric motors would
have just screwed us up. We just werent prepared
 Were moving millions
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 TECH INSIDER VOLKSWAGEN 1.5 EVO
Work in progress
Already one of the best engine architectures around, Volkswagens
EA211 is set to spawn the next-gen TSI offering a 1.5 four-cylinder
turbo unit, that is simply oozing with innovation and technologies
Despite being managed carefully and with a great
deal of sensitivity, the infamous Dieselgate fallout
still casts a long shadow across Volkswagen
HQ in Wolfsburg, Germany. Which is why, on
the tech powertrain front at least, the company
needs some good news.
First came an almighty renewed push on
all-things electrification, primarily with the
announcement of a new dedicated architecture
code-named MEB which has already rolled
out some intriguing concepts, such as the I.D.
and I.D. Buzz. The ultimate aim for MEB will not
be to replace the current MQB underpinnings, but
rather help Volkswagen Group oversee the sale
of one million EVs produced by the company per
year by 2025.
The second development, however, is far more
for the here and now, and just as importantly,
its IC motor-related: the creation of the all-new
1.5 TSI Evo engine.
Engine Technology International.com // June 2017 // 09
One of many all-new
rightsized engines, the
VW 1.5-liter Evo engine
packs 150ps and 250Nm,
as well as improvments to
economy and efficiency
Making its debut in the heavily revised seventh-
generation Golf the changes to the car are so
big, in fact, if this were a software or cell phone
upgrade, this could easily be called version
7.2 the latest generation of EA211 TSI comes
to market with the ability to develop 150ps from
5,000-6,000rpm and 250Nm from 1,500rpm
through to 3,500rpm. This is partly the result
of the new power unit featuring a turbocharger
with variable turbine geometry, which marks an
industry-first for a volume-produced SI unit.
But its the new petrol engines green creds
that VW is so eager to highlight. In NEDC, and in
conjunction with the 7-speed DSG, the Golf 1.5 in
150ps trim averages 4.9 l/100km while emitting
112g/km of CO2, on par (and this is the crucial
bit) with modern common-rail direct injection
motors. This represents a hugely impressive 10%
efficiency gain over certain derivatives of VWs
current (and still highly regarded) 1.4 TSI heart.
 TECH INSIDER VOLKSWAGEN 1.5 EVO
Intelligence inside
Along with the VGT, standout tech features of
the 1,498cc four-cylinder include the use of a
Miller combustion cycle with a high compression
ratio of 12.5:1; common-rail injection system
with up to 350 bar pressure; innovative thermal
management; VWs acclaimed cylinder
deactivation package; and APS-coated cylinder
liners in the aluminum crankcase.
For the latter atmospheric plasma spray
point, fine-grain spray powders combined with
a specifically optimized grinding process lead to
the creation of tiny lubrication pockets within the
1.5 base, which ensure that the piston rings glide
smoothly with low friction and little wear. Further
benefits of this solution are the increased heat
dissipation compared with cast iron, the resulting
improvement in anti-knock properties during
combustion, and improved corrosion resistance
in respect of poor-quality fuels on global markets.
Meanwhile, the cylinder head has been
extensively re-engineered and these upgrades
include optimization of the water jacket for
improved heat dissipation and adaptation of
ON A WORLD-FIRST CHARGE
Something that VW is particularly proud of when
it comes to TSI Evo is the use of an exhaust gas
turbocharger with electrically actuated variable
turbine geometry. This is relevant, says the
German engineering powerhouse, because, due
to the early intake valve closing in the Miller
combustion cycle, volumetric efficiency is lower
than for an engine with standard valve timing.
Under partial load, the resulting dethrottling
leads to a fuel-consumption benefit for the Evo
unit. Here, high charge pressure balances out
the effect of the inherently lower effective stroke
volume to create high low-end torque. At low
10 // June 2017 // Engine Technology International.com
the valve angle and combustion chamber for the
best possible execution of the Miller combustion
process. The proven concept of the exhaust
manifold integrated into the cylinder head has
been retained.
In contrast with the current EA211 units, the
intake camshaft is adjusted using a high-speed
hydraulic camshaft actuator with a central control
valve. The adjustment speed of up to 300 of
crank angle per second enhances the dynamics
of the cylinder-fill control.
Lifted from the 1.4 EA211 engine assembly
kit, the cylinder deactivation package has been
improved and is entering volume production with
TSI Evo, having only featured on the 1.4 TSI ACT
derivative previously. It boosts the new four-pots
efficiency by closing off the intake and exhaust
valves of cylinders two and three up to the mid-
load range, while at the same time deactivating
fuel injection.
The new map-controlled cooling module
provides the engine with added efficient thermal
management. Among other things, the module
ensures the water in the crankcase and the engine
engine speeds in particular, this places very high
demands on the turbocharging system. Through
adaptation of turbine flow characteristics to
match the operating points, an exhaust-gas
charger with VGT presents the opportunity to
provide very high turbine output and thus high
charge pressure from low engine speeds.
The increased accumulation effect on the VTG
turbine, in combination with a reduced moment of
inertia in the turbo, results in very spontaneous
response characteristics. So, compared with a
1.4 TSI offering, the step-change in load to the
maximum torque takes place some 35% faster.
Eighth-generation Golf
debuts the new engine,
which builds on the
outgoing EA211 cylinder
deactivation system, now
engaging up to mid-load
remains stationary during the warm-up phase.
The resulting rapid engine warming improves
heating in the cars interior and reduces engine
friction during the warm-up process. A further
benefit of the module is that the engine can be
cooled in close correlation with its requirements
across the entire operating range.
VW says the new engines improvement in
thermodynamic efficiency has been implemented
through four main development targets: a
general increase in the geometric compression
ratio to improve efficiency; reduction of the final
compression temperature through early intake
valve closing and resulting expansion cooling
in the intake stroke; optimization of the charge
motion in the interests of rapid flame propagation
to reduce knock tendencies at high specific
loads; and an increase in charge density through
efficient exhaust gas turbocharging.
TSI Evos indirect charge-air cooling system
has also been modified. In contrast to the
current EA211 engines, the cooler is located in
the pressure pipe, downstream of the compressor
outlet and before the throttle valve, meaning it,
too, is cooled. The new installation position made
it possible to increase the size and performance
of the cooler, while maintaining a compact overall
package. It is now able to reduce the temperature of
the charge air to 15K above that of the ambient air.
Another technical highlight is the injection
system, which is the first application of the fourth-
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leading to benefits such as a substantial
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for integration into the combustion chamber,
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 TECH INSIDER TOYOTA 1.5-LITER 2NR-FKE
Cycle
tricks
WORDS BY
JOHN OBRIEN
Another engine breaking the downsized trend,
Toyotas all-new 1.5-liter engine for the latest-
generation Yaris is clever too; by being able to
switch between both Otto and Atkinson cycles
As discussed in last months cover story ( Who
killed downsizing?, ETi, March 2017, p42) more
and more manufacturers are introducing new
engines with increased capacity, in anticipation
of new emissions and fuel economy testing.
Replacing its current 1.33-liter unit, Toyotas new
1.5-liter is the result of three years of development
and is said to offer more performance, improved
fuel economy and lower CO2 emissions.
We started in 2014, with the development
planning for the entire vehicle, explains Serkan
Karaman, senior project manager, Toyota Motor
Europe. TMC started development of the engine
alongside the car, with the majority of work being
done in Japan. But we co-worked with them as
the rest of the new Yaris is developed here, but the
majority of the engine was done by TMC.
Set to debut in the 2017 Yaris, the naturally
aspirated 1,496cc engine develops 110bhp and
Engine Technology International.com // June 2017 // 13
136Nm at 4,400rpm, which is up from 98bhp
and 125Nm that the 1.33 produced, while also
offering a 12% reduction in fuel economy over
the outgoing engine.
With the 1.5, we knew that the Euro 6c
regulations and RDE testing cycle were being
implemented, so we had to comply with the
new formats, states Karaman.We also wanted
to improve fuel economy and performance,
but we wanted to retain a naturally aspirated
engine for slow- to mid-speed responsiveness,
as B-segment cars spend the majority of their
time in urban environments. We garnered a lot
of technologies from our hybrid engines for the
new unit, such as the Atkinson cycle and the
high-compression ratio, together with the cooled
EGR system and manifold.
The party trick of the new NR-family 1.5-liter
is that it also features the Otto combustion
cycle, and thanks to an electronically controlled
variable valve timing operation (VVT-iE), the unit
can switch between the two combustion cycles
on demand, ensuring that pumping losses can
be negated at lower speeds, while higher load
 TECH INSIDER TOYOTA 1.5-LITER 2NR-FKE
performance can be comfortably dealt with too.
Electronic control over the closure of the intake
valve is delayed, reducing the compression
phase. The use of dual combustion cycles
has enabled Toyota to achieve a compression
ratio of 13.5:1, which, in combination with the
aforementioned technologies, has yielded a
class-leading thermal efficiency of 38.5%.
Another benefit of having the ability to alter the
combustion cycle means that when compared
with the outgoing 1.33-liter unit, the new 1.5-
liter is 0.8 seconds quicker to accelerate from
0-62mph (11.0 versus 11.8), while at overtaking
speed the improvement is more than a second,
with the in-gear 50-75mph run taking 17.6
seconds compared with 18.8.
Breath easy
In resisting the market trend to turbocharge
the new engine, Karaman states that this has
brought other immediate real-world benefits for
the end user. Under the new testing regulations,
the new engine is roughly 10% better than its
predecessor, he begins. But even under existing
test methods, with a naturally aspirated engine,
14 // June 2017 // Engine Technology International.com
VITAL STATISTICS:
TOYOTA 2NR-FKE
Layout: In-line four
Valvetrain: 16V DOHC with VVT-iE
Displacement: 1,496cc
Compression ratio: 13.5:1
Bore: 72.5mm
Stroke: 90.6mm
Max power: 110bhp at 6,000rpm
Max torque: 136Nm at 4,400rpm
the gap between lab and real-world conditions is
much smaller than it is with a turbocharged unit.
However, while the new engine appears to
have bested its predecessor in all areas, Karaman
admits that the adoption of new technologies has
had one negative on the all-new engine.
Its a little bit heavier than the outgoing
model, he admits. We needed to adopt some
new technologies on the engine to achieve the
required performance levels that we set, and
in doing so the new components added some
mass. Thats not necessarily to say that they
are heavy components individually, but it does
add up slightly.
Despite the marginal increase in engine weight,
Toyota states that the overall Yaris package is
slightly lighter than the 1.33-liter by around 10kg.
Given the similarities to the outgoing model,
Karaman states benchmarking of the new unit
took a similar path to the previous generation.
There were some downsized turbo engines
that we did benchmark against, he begins.
We even looked at the older unit, as we were
quite competitive in terms of power, performance,
torque and fuel efficiency.
As Toyota is the latest manufacturer to
introduce an upsized unit to its range, Karaman
is another who believes the ultra-small capacity
engine trend is over. I think the industry has
reached the limit with downsizing, and having
the right size is most important, he states.
Achieving the right performance with the right
economy for the class is obviously the aim and
we feel our approach is very reasonable. But I
do think the future for the IC engine will get more
severe. I think that for a certain period of time,
it will be possible to address the demands, but in
the long term there will be a switch to alternative
power, increasing electrification, and so on.
Hybrid is a good transition, but ultimately it will
be something like fuel cells or similar. For a while,
we have to find solutions for the IC.
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 TECH INSIDER BENTLEY V8 DIESEL
Lord of
the manor
Bentleys Bentayga has opened up the traditional British brand
to a number of new markets already, and the introduction of
an all-new, Audi-derived V8 diesel is set to take it further still
Bentleys Bentayga has split opinion since its
unveiling as the EXP9F concept in 2012, but
on the road theres little denying its physics-
bending performance and unrivaled road
presence. Building on the launch models sole
W12 engine option, Bentley has now introduced
a V8 diesel-powered model.
I think for an SUV its always a valid
question as to whether to go for a diesel or
not, says Rolf Frech, MoB for engineering at
Bentley Motors. We looked into the available
group technologies, and when we saw what is
available with the V8 we said lets go for it. This
engine has everything that makes a Bentley a
Bentley; high torque, and with the 48V electric
charger, you have the sort of response you
would expect from such a car.
Familiar basis
Developed in conjunction with Audi, the 90
V8 also features on Audis recently launched
SQ7 high-performance SUV, and uses two
variable-geometry, sequential twin-scroll
turbochargers supported by the 48V electrical
system to develop 435hp at 5,000rpm, and
900Nm at just 3,250rpm. But with the two
cars sharing such a vital component, how has
Bentley ensured that the car feels every bit as
special as the W12 variant?
You cant write down line 1, it has to be
this; line 2, it has to be that a car isnt defined
by any one element, states Frech. Thats,
perhaps, a way of saying its not really relevant
whether its a diesel or another engine. It just
has to feel like a Bentley.
16 // June 2017 // Engine Technology International.com
Passive Active
turbocharger turbocharger
We had to do a lot of work in regard to
NVH, Frech continues. What we didnt want
was to have the nature of the diesel engines
harshness. So we worked a lot on the engine
mounts that are now active, which has really
helped stop the usual roughness youd expect
of a diesel.
The 4.0-liter is arranged in a hot
configuration, with the intake side of the
engine on the outside of the block and the
exhaust manifold and turbos inside the
Vee. The inlet and exhaust camshafts
each have two cam contours
per valve. On the inlet side,
one cam contour supports
starting off in conjunction
with the EPC, while the
other optimizes cylinder
filling and thus power
at high engine speeds.
The AVS on the exhaust
side enables activation
of the second exhaust-
gas turbocharger.
The exhaust streams
from the two exhaust
valves are hermetically
separated, with each driving
one of the two turbochargers.
In the lower engine speed
range, one valve per cylinder
remains closed, so that the full
exhaust stream flows to the active
turbocharger. When load and engine speed The new V8 diesel features
increase, the AVS opens the second exhaust exclusively in the Bentayga
 TECH INSIDER BENTLEY V8 DIESEL
Passive channel
Active channel
3
Sliding cam
Passive channel
Active channel
valves. This directs flow to, and activates, the
second exhaust-gas turbocharger. Frech states
that the shorter gas paths aid the Bentayga in
terms of performance and emissions, as well as
helping from a vehicle packaging perspective.
The hot-vee arrangement is also
4 package driven you know how
tight engine compartments
are and you also have the
longitudinals that the turbo
Cam usually sits on, and with crash
AVS actuator
inlet valve safety you cant get around
the chassis requirements,
Cam
explains Frech. I think
AVS actuator in terms of engine length,
exhaust valve the W12 and V8 are
nearly the same. The
W12 is perhaps a little
shorter, but not much.
The most important
Switch exhaust valve thing, though, is that
for turbocharger when you start with a
sequencing
new concept for a new
car, you need to have in
mind what engines you
want to build in, in the future.
The 48V system provides up
to 13kW, to spin the 7kW EPC up
to its maximum rotational speed of
70,000rpm in just 250ms, effectively
eliminating any form of lag from the
larger traditional turbos.
With the 48V system, in regard to
overall car technology, it opens an additional
dimension, enthuses Frech. Until now,
Engine Technology International.com // June 2017 // 17
1. Switching of exhaust channels
2. Mono turbo mode position
3. Biturbo mode position
4. Valvelift system in the
4.0-liter V8 TDI Biturbo
we have been limited to hydraulic systems,
which require time to build up the pressure
and then operate. On an electric system, its
just available. And as I say, it opens up a new
dimension for the car; there are a lot of ideas
coming out right now, and be assured theres
a lot more to come.
Adding to the active engine mounts and
other technologies that achieve the cars
Bentleyness is a bespoke exhaust system
that aims to reduce internal cabin noise to
an absolute minimum.
How you hear the noise depends on where
you are standing or sitting, he says. Our
target was always that the customer doesnt
get this NVH impression. From the outside, sure
you can hear it as we didnt want to isolate it
completely. It is possible, but it doesnt make
sense as everyone knows its a diesel. But as
long as the customer inside the car doesnt feel
it We didnt want that, so we worked a lot on
isolation and the paths that the noise took to
make it into the cabin.
With Frech and Bentley clearly impressed
with the brands first diesel unit, and it being
sold on the premise of being able to drive from
London to Verbier, Bordeaux or the Scottish
Highlands on a single tank, is it likely to find
its way into any other models within the range?
We wanted to introduce a diesel with the
Bentayga as it fits with an SUV, concludes
Frech. We will see what the reaction is with
the wider market. To talk about a Continental
diesel, I cant really see a proper reason for
that, but Ive also learned never to say no
 ENGINES ON TEST
Hot-hatch welterweights
Renault Clio Trophy 220 M5M 1.6-liter
Renault Sport faced a wave of criticism when it introduced the fourth-
generation Clio, specifically the Clio Sport variant. The sub-branded
Clio Sport had built a solid, loyal fan base of buyers enamored
with lightweight, powerful hatchbacks that repeatedly set the class
benchmark. The fourth generation, however, aimed to soften and
mature that raw performance to open up the brand to new buyers.
Add in tighter emissions regulations, and the naturally aspirated
F4R 2.0-liter engine and 6-speed transmission
made way for a downsized Nissan MR-based
1.6-liter turbocharged unit and 6-speed
EDC transmission. All of these changes
have significantly altered the way the
Clio drives. Gone are the days of taking
every last available rev from the engine,
with the M5M seemingly running out of
steam long before the 6,500rpm red line.
Renault states that peak power is delivered
at 6,050, but in reality the Clio feels lacking
from 5,000rpm onward. The peak torque delivery
at 2,000rpm also contributes to the new approach to
B-road hooning. The low-down swell of torque enables you to get
on the power much earlier, without the need to shift down through
several ratios, making mid to corner exit perhaps the Clios strongest
attribute. In manual mode, the EDC transmission behaves like a
manual and remains in gear regardless of the engine speed, meaning
you dont get the awkward multigeared kick-down some DCTs insist
on doing when accelerating. Over the course of our test, the more
mature streak of the Clio had incredible appeal, particularly given
that it didnt take too much effort to wind the car back up to full-fat
levels of performance. Sadly, it was only on the last day of our test
loan that we discovered that the pedal map for throttle response was
user-defined, and had been set to Snow mode the entire time we
had the car. A short drive with the map set to Extreme overcame
our major reserve with the car, which was yet another over-zealous
deadzone at the top of the pedals travel. The 220 Trophy, despite
what is written in mainstream press, is still very much a Renault
Sport car. And as our test car was also fitted with an optional
US$1,200 Akrapovic sports exhaust, it sounds the part too.
Cylinders: Four Cubic capacity: 1,618cc
Bore/stroke (mm): 79.7 x 81.1 Compression ratio: 9.5:1
Power output: 223ps Torque output: 260Nm
18 // June 2017 // Engine Technology International.com
Ford Fiesta ST200 1.6-liter Ecoboost
Punching well above its weight in the hot-hatch segment is the
venerable, and often lauded, Fiesta ST. A long-standing benchmark
in consumer journalism group tests, it is difficult to sit in the Fiesta
for the first time without some preconceptions about its greatness.
And perhaps thats why it ultimately disappointed during its time
with us. In isolation, the special edition ST200 is a very well-rounded
car; the 1.6-liter turbocharged unit feels much livelier than that of
the Renault, and much more willing to rev at any point in the power
band. The all-aluminum unit keeps weight over the front axle to a
minimum, and it shows with the Fiesta displaying an eagerness to
its direction changes, offering up little to no understeer and, despite
the lack of LSD, encouraging earlier and earlier throttle application.
The manual transmission is reassuringly accurate in its movements
too, while the seating position and cabin ergonomics all encourage
the driver to press on more so than the sit up and beg position in
the Clio. On the road, and the Fiesta delivers its 290Nm at 4,200rpm,
meaning that despite the turbocharged configuration, you do have to
work the engine somewhat more than the Clio to extract the power,
which has two effects. Firstly, you feel more engaged with the Fiesta,
and secondly MPG is improved as you do have
the ability to putter around town and in traffic
off-boost as it were. The explosive nature of
the Fiestas mid-range acceleration is also
furthered through the use of the overboost
functionality, which delivers an additional
15Nm and 15ps in 20-second bursts. All
of which are accompanied by a decidedly
sporty exhaust note, and audible turbocharger
whistle as it builds speed, adding to the pocket
supercar demeanor. Two things that dont quite add
up in the Fiestas glowing report card, however, are an
unforgiving and harshly sprung ride at any speed, and the additional
price point the higher spec car carries over its lesser stablemates.
The ST200 costs an additional US$3,725 over the standard ST, but
Ford also offers a factory-approved Mountune parts kit that bumps
power of the standard car to similar levels for just US$750. When the
cost is taken into consideration, the appeal of the ST200 is tainted,
regardless of the new paint and tweaks to the cars steering and chassis.
Cylinders: Four Cubic capacity: 1,596cc
Bore/stroke (mm): 79 x 81.4 Compression ratio: 10.0:1
Power output: 200ps Torque output: 290Nm
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 PERSONALITY PROFILE
PROFILE: JASON MARCH
Job title: Director of powertrain systems
and McLaren programs
Company: Ricardo Performance
Products
Electric motors
for emissions control
Power density
Long lifetime
Dynamic
20 // June 2017 // Engine Technology International.com
What career did you want when you were
growing up, and what was your first job?
I always wanted to be an engineer and was
very interested in Formula 1 even at a young
age I tried to attend as many F1 events as
possible. Then that was transferred into
building go-karts out of lawn mower engines
and wooden frames which was very
dangerous learning the hard way about
materials and engines. I was sponsored
through university by Austin Rover and was
lucky enough to be involved in the concept
design for the K series engine, which was
applied in the Metro. We were also based
in the office area where the Issigonis was
developed, so I had two opportunities to work
on a state-of-the-art product of the time. That
fired my enthusiasm for being involved in new
engine development and thats why I came to
Ricardo, where I started in the NVH field.
Please can you describe a typical day.
On a typical day I would be looking at what
we achieved the previous day in terms of
engine deliveries, because we run a two-shift
manufacturing operation and I dont work both
Up to 10000 rpm
rotation speed
Torque
Position sensor up to 1.4 Nm
shifts myself. Then the day can be quite
mixed it could be meeting with McLaren or
a supplier from an operational or commercial
point of view, or working with the engineering
team on new products.
What are the best and worst elements
of your job?
My favorite part is that there is always a
challenge, usually created by something out
of my control. In a manufacturing environment
with a cycle time of 45 minutes you have to
respond very quickly to those challenges. Its
that constant element of surprise that is very
enjoyable and the fact that Ive learned a lot
about manufacturing but also have to apply
engineering skills. The worst is tasks that take
an extended period of time, such as getting
contracts in place. But its very enjoyable
when they are eventually signed.
What would be your dream engine
specification for todays eco-friendly world?
In todays world were almost always looking
at a hybrid powertrain, but we have to
recognize that what makes cars exciting
from mind to motion
www.sonceboz.com
 PERSONALITY PROFILE

In a manufacturing environment with a cycle time of 45 minutes

you have to respond very quickly to those challenges. Its that
constant element of surprise that is very enjoyable
is their engines, particularly in the supercar
segment. For me thats the challenge
developing high-revving, exciting hearts of
the machine powertrains, surrounded by
complex electrical systems that play an
equal part in the experience of the driver.
In your opinion, what is the greatest engine
that has ever been produced?
First of all its a Ferrari flat-12 engine from
the 1980s. I remember as a teenager going
to Brands Hatch and experiencing the sheer
sense of performance and ear popping
when the car drove past. That spurred my
enthusiasm, in the same way that I hope F1
engines do today for young engineers. Then
I would say the Honda VTEC engine family,
particularly the 2-liter with balancer shafts.
Its a very high-revving, sophisticated engine
for its time and oozes fantastic performance.
Lastly I must say that my respect for engine
engineering and manufacturing continues to
grow, and the fact that we can build in a short
period of time something that goes from being
an inanimate object to one that produces the
power of a McLaren engine still stuns me
every day. So theres place in my heart for
that engine, too.
What car do you currently drive?
A Volkswagen Phaeton, which is very rare
in the UK, but I do a lot of commuting on
motorways and its perfect for smooth
luxury. I do also get my hands on the keys
to Ricardos McLaren every now and again!
Which OEMs do you have an engineering
respect for?
I joined the automotive industry when it was
probably at its worst point in the UK, so my
respect goes to the entire UK industry and
UK OEMs for how they clawed it back.
What will be powering a typical family sedan
in 2030?
With quite an aggressive look forward into that
period of time, we see about 30% of vehicles
in the segment being fully electric vehicles
with the infrastructure and range that will
be developed over the next 10 years and
then the biggest C segment market will be
a downsized gasoline engine, maybe a 1.5-
liter with high efficiency both in cycle and
off-cycle. Technologies such as Miller cycle
operation will be applied. Vehicles will also
take advantage of connected and autonomous
driving, which means they will be much
more aware of the traffic conditions and the
environment in order to raise that efficiency
to the next level.

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Engine Technology International.com // June 2017 // 21

 OPINION
It has been said that you are not a proper car guy
until you have owned at least one Alfa Romeo, so as
a car guy I bought one of the Italian cars a few years back
and sold it two weeks later! Why did I sell it? Because I
am a car guy! The car in question was a Mito hatchback
and it did most things pretty averagely, and some things
bloody dreadfully (such as the behavior of its hesitant and
semi-auto box). I hated that Alfa, and my wife hated it too.
So why is it that Alfa Romeo has such a great reputation
as a maker of cars for enthusiasts? Its vehicles are
undeniably pretty, but at the time I bought that Mito,
the marques brand consisted of the aforementioned and
the unremarkable Giulietta family hatch. (The admittedly
desirable Giulia was probably still in the mental black
stuff of its creator.) Ill tell you why Alfa
has the reputation as the enthusiasts
choice: because the marketing
department created that reputation
Why is it that Alfa
decades ago. Its the same for
Maserati, another Italian company
Romeo has such a
thought of as producing drivers cars great reputation as
because of marketing activity from
three or more generations ago. a maker of cars for
The fact is that if you think of Alfa
or Maserati, you think of track-based enthusiasts?
success, yet youll probably struggle
to think of what track and in which
category. I, for example, know Alfa dabbled as a
constructor rather unsuccessfully in Formula 1 in the late
1970s and early 1980s, and I know there was F1 activity
long before I was born in 1974, but I couldnt tell you how
successful it was and I bet you
dont know the answer either!
No, the reason Alfa Romeo
and similar are seen as
drivers cars and the pick
for anyone who loves
motoring first and
foremost is because
a clever marketing
22 // June 2017 // Engine Technology International.com
Is it a natu
ral progre
like you to ssion? Alfa
believe th
at the bloo
s PR team wo
uld
dline is th
ere
team told the world that was the case and continues to link
its modern cars to its old racing pedigree. If you repeat
something as fact enough times, it becomes fact.
And so you may ask yourself, if the marketing
department can create good reputations, why bother
searching for engineering excellence? Indeed, because
reputations stick, why bother updating anything? Just
wheel out the same product in modern clothes. Itll save a
fortune; boost profitability. Spend the
money on marketing, not engineering.
But there is hope that engineering
excellence can be as effective a
marketing tool as a badge on a race
car or a poster by the side of the road.
Take Ford. While the American
company still has a whiff of Model
T-everyman about its products,
engineering innovation is very slowly
reversing that reputation. The continued
and deserved International Engine of
the Year Awards success for its 1-liter
triple chips away at long-standing stereotypes better than
any marketing board can achieve. Now were seeing the
company become bolder and braver with its engineering
know-how, with the announcement of a 1.5-liter triple with
cylinder deactivation. And this innovation is from a company
that put its 1.3-liter four-cylinder engine to use for decades.
Furthermore, developing cars that have set handling and
ride benchmarks for almost two decades has finally started
to have the man on the street state that Fords are fun to drive.
Its taken two decades to get to where the company is,
though. (The original Focus was launched to worldwide
dynamic acclaim in 1998.) I wonder if clever marketing
could have turned around its reputation faster!
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 OPINION
The bits inside an internal-combustion engine
will keep going fizz, whiz and bang for as long
as Ill be around, I suspect.
Theres not much point in calling the things internal
combustion engines if stuff doesnt combust inside them
anymore. Itd be like having a scripted reality television show
or Cadbury Dairy Milk chocolate with almost no milk and
almost no chocolate, or a Formula 1 championship with
contrived overtaking. It just wouldnt be authentic.
So, as far as I can tell from the engineers around the world
I talk to, that bit inside is safe. Nobodys talking about square
or oval cylinders, nobodys talking (much) about rotary valves
and nobody (outside a certain asylum in Hiroshima) talks
about rotary engines saving the planet.
It might be that someone comes up with a bore liner even
slipperier than nanoslide, or that therell be some wacky
piston design come out or an even wackier conrod concept,
but the basics of a chamber where stuff ignites and pushes
something arent open to negotiation. Everything else is,
though. And one thing we might be saying goodbye to is
the fanbelt. Fanbelts once played a proud and noble role,
dignified in their single-plane of operation, to simply keep
the engine brimming with freshly cooled
thermal bait.
They were heady days for the fanbelt.
It feels like late-1960s
Everybody, from the most Luddite
executive to the most domesticated of
rock-and-roll all over
housewives, knew what a fanbelt was
and everybody knew where to find a new
again, that phase
one when the things inevitably failed. when everybody went
My dad always carried a spare fanbelt
(and spare spark plugs, a points file, a electric while Johnny
distributor rotor and, and, and), and so
did any right-minded family patriarch. For Cash was in prison
all their fame, it was amazing how often
they failed. The only reason it made sense to me, though,
was because nobody was much into belt-driven bicycles
or motorbikes in the 1970s.
Any trip into the Outback meant at least two
or three spare fanbelts. Ive seen my own father
adopt the mythical method of using womens
pantyhose as a replacement. Dad said they
were there for just such an emergency,
but I was never convinced
Aside from being just a bit
weird, the other thing about
the pantyhose trick they dont
tell you is that it only works for
about 5km. Where I lived, 5km
only got you further away from
the middle of nothing, so it
wasnt much help.
24 // June 2017 // Engine Technology International.com
Is the end
nigh for th
increased us e hu mble fa
e of electr nbelt? The
ic pu mps wo
uld say so..
.
Dad even experimented, on long drives, with taking the
fan off altogether, relying on the sustained airflow to keep
things going. He did this because someone (never knew
who, but even to a kid it seemed a dim concept) told him
it would improve his fuel economy,
what with the fanbelt driving both
the water circuit and the fan. Surely
just one would do. Didnt end either
well or badly, surprisingly, but the
fuel economy benefits were as
obvious as wheel alignments on
shopping carts.
Then fanbelts went all serpentine
and lost their spiritual purity. Lost
their simplicity, too, and good luck
finding any average guy capable
of negotiating lingerie around
the ludicrous array of pulleys on a late-1980s Ford Falcon,
with air-conditioning and power steering.
It feels like late-1960s rock-and-roll all over again, that
phase where everybody went electric while Johnny Cash
was in prison (as a guest, not as a guest ), thereby inventing
modern country music. Or something like that.
On most top-end cars (and therefore, soon, the rest),
the water pump, the main job of the fanbelt, has gone electric.
The fan itself has gone electric. The oil pumps are electric
and on demand, and so are the power-steering pump and
air-conditioning compressor. Benzs new in-line six has
the integrated starter/generator, so thats another thing
that doesnt need crank power to be spun.
Its really kind of sad. And whenever I see a pair of
pantyhose in dads car, I cant look him in the eye anymore,
because unless hes robbing a bank (and most robbers
move with more haste than him), hes all out of excuses
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 HOT-VEE ENGINES

boxing

28 // June 2017 // Engine Technology International.com

 HOT-VEE ENGINES

The popularity of hot-vee performance

engines has exploded. Heres why
they started, why theyre the future,
and why there are still naysayers
WORDS BY
MIKE TAYLOR

Engine Technology International.com // June 2017 // 29

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N
obody had a hot-vee motor a decade ago.
Literally, nobody. Now they seem to be
everywhere, with Audi, Porsche and
Mercedes-AMG also on the bandwagon.
It all started with BMWs M division,
which wanted something new for its F10-series
M5, a full generation lifecycle ago.
The M5s then-current engine was a naturally
aspirated V10 that was at once one of the worlds
sweetest spinning motors and almost comically
lacking in torque in normal conditions. It was a
wonder between 6,000 and 8,000rpm, but labored
through 6,000rpm of its range to taste its sweet spot.
People loved it, or they hated it. Some did both,
depending on which bit of the rev range they were
in. Of course, the main competition was 6.2 liters of
naturally aspirated AMG V8, whose lower-revving
nature meant it didnt have the M5s quirky nature.
But M knew it had a looming problem. The
replacement for the odd-firing S85 V10 engine in
the E60 M5 would have to power not just the M5
and M6, but the high-rise X5 and X6 as well. The
extra 300kg of the crossover SUVs would train a
cruel magnifying glass onto the V10s torque cavern.
The manifold offers major benefits
in terms of turbocharger response, at the
same time as ensuring better, more uniform
charging of the cylinders with fresh air
The new S63 4.4-liter motor was Ms first turbocharged
car when it went on sale in 2011, but simply forcing
air into it wasnt going to be enough. It thought
and experimented long and hard, but the only way
it could deliver low-end turbo torque and retain
anything like its traditional naturally aspirated
throttle response was to use the hot-vee layout.
The result was an engine gracelessly named
the S63B44T, which claimed a 31% fuel
consumption improvement over the V10 on
the NEDC cycle (at 9.9 l/100km, and
conveniently beneath the 10-liter barrier).
The idea was simple, and didnt initially involve
thinking hot vee. M decided it needed cross-bank
manifolds to shorten up all the engines turbo-related
responses, and putting the turbos inside the vee was the
only way it could get what it wanted to deliver, according
to M Divisions vice-president of engineering, Dirk Haecker.
We opted for it because the manifold offers major
benefits in terms of turbocharger response, at the same
time as ensuring better, more uniform charging of the
cylinders with fresh air, Haecker explains.
The layout had to enable the cylinders to be grouped
together with equal firing intervals. This gave rise to the
idea of having a cross-bank exhaust manifold, which can
only be achieved with a hot-vee layout. A further benefit
of this arrangement is the compact packaging.
HOT-VEE ENGINES
The S85
V10 delivered
373kW
of power at 7,750rpm
and 520Nm of
torque at
6,100rpm
But while some of the technology from their rivals
might have been newer, none of the successors went
to Ms initial hardware engineering extremes, and
nobody else has stepped toward cross-bank exhaust
manifolds. Haecker wont speculate on why that is,
but he does admit it isnt an easy thing to deliver.
Cooling the manifolds and turbochargers in
the hot-vee is more complex than with external
turbochargers. Other components in the hot-
vee are also at risk if cooling is insufficient,
he explains.
The cross-bank manifold can only be
implemented using a hot-vee arrangement, and
besides the extra thermal stress, it is also subject to
far greater mechanical strain than a bank-selective
exhaust manifold. The reason for this is the relative
movement between the cylinder banks.
The specifications of the turbochargers themselves
are no different from those in conventional locations,
Haecker insists, and they are under no greater strain,
provided they are adequately cooled.
Top: The sonorous S85 In X6M guise, where its perhaps at its most impressive
unit won many fans for its
noise and performance, but for the disdain with which it treats the weight its tasked
also alienated others due with moving, it delivers 423kW of power and 750Nm of
to a narrow torque delivery torque the latter from just 2,200rpm. It even stretches
Above: The increasing to 441kW in the M5s Competition Package setup, along
popularity of SUVs led to
BMW pursuing a hot-vee
with 700Nm of torque.
configuration engine to Besides low-end performance, the big win was fuel
replace the S85 NA V10 consumption, both in the lab and in the real world,
especially helped by the capacity coming down from
5.0 liters to 4.4.
Engine Technology International.com // June 2017 // 31
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Follow the leader
That got Audis attention first, and AMGs second.
A year after the M5 debuted, Audi followed suit,
delivering an even smaller engine (4.0 liters) with
a pair of turbochargers nestled inside the vee. AMG
waited until 2015 to come out with its own 4.0-liter
hot-vee motor, the M178.
The C7 editions of the RS6 and RS7 are not Audi
Sports first shots at twin-turbo V8 power. Back when
Audi Sport was still Quattro GmbH, it had a brute of a
C5 RS6 in both sedan and wagon form. While it was only
on sale for three years from 2002, the RS6 used a BCY077
4.2-liter twin-turbo V8 to thump out 331kW and 580Nm
of torque, but the turbos were mounted outside the
engines mass.
The subsequent C6 generation took the unlikely step of
slapping two turbochargers on the 5.0-liter V10 from the
Lamborghini Gallardo (a job made easier by Audi owning
Lamborghini and casting the engines in Gyor, Hungary,
in the first place).
That delivered 426kW of power and 650Nm of torque
and destroyed the naturally aspirated competition in 2008
for sheer performance, though it proved heavy, complex,
prohibitively expensive and, with 333g/km of CO2 on the
NEDC cycle, not terribly socially aware.
Despite having only four liters of capacity, the hot-vee
layout helps the current C7 generation of the RS6/RS7 to
412kW and 700Nm in stock trim (or 445kW and 750Nm
in Performance form) and costs Audi Sport a whole lot
less to build. Besides being cheaper, its lighter, shorter
and pulled the NEDC data down to 8.8 l/100km
and 229g of CO2.
Efficiency first ...
Its hard to imagine a less coherent development history
than AMGs mainstream motors. It favored a 6.0-liter
V8 in the 1990s, and moved to a supercharged 5.4-liter
M113 V8 until 2008, when it cut across to the M156
6.2-liter naturally aspirated V8. That survived until a new
SQ7 V8 TDi
NEDC data:
7.4 l/100km
and 194g
of CO2
Despite having only four liters of capacity,
the hot-vee layout helps the current RS6/
RS7 C7 generation to 412kW and 700Nm
Above: Audis ventures in
to hot-vee configurations
have led it to introduce a
hot-vee diesel in the SQ7
Below: The AMG GT
makes use of the M178,
and thanks to running no
oil pan, sits low enough to
clear the low bonnet line
Engine Technology International.com // June 2017 // 33
HOT-VEE ENGINES
5.5-liter twin-turbo V8, code-named the
M157, arrived in 2011 and started cycling
through AMGs models as they came up for
facelifts or new generations.
And now that capacity has shrunk further,
with the current M178 V8 down to four
liters (like Audi), thanks largely to hot-vee
architecture, though it has all the while
badged the V8 cars as 63.
Jurgen Hirsch, from AMGs development
team, explained that the 4.0-liter engine
would never have happened without the
hot-vee layout.
Its funny when the same trends appear at
the same time from different manufacturers,
he explained. For us it was about developing
an efficient motor. The hoses are short and we
can avoid massive pressure losses this way.
If the exhaust waste inside the motor [in
the vee] and the turbocharger take the fresh
air from the front the layout in the GT was
perfect for such short hoses.
All the hoses are very short. With all
the benefits the naturally aspirated motor
had, most people talked of the response,
but the secret is that this has the response
of a naturally aspirated car, especially with
the small hose length from the turbocharger
to the intercooler and back again.
Theres no hot side on the bearing so
thats another advantage. Also, its the exhaust
 HOT-VEE ENGINES

manifold and how its designed that underlines

the response of the car.
Besides the point of responsiveness that
hot-vee endorsers come back to time and
again, particularly throttle response, there
are other, hidden benefits, as Hirsch explains.
It also works beautifully in the crash test.
Its really fun engineering to be involved in.
Yet if hot-vee layouts were perfect, surely
other car makers would have jumped on
them before now, but they havent. So whats
the compromise?
The one downside is that the turbocharger
is not down so close to the fresh air, AMGs
Hirsch admits. Another is that it slightly

A hot-vee on V6, V10

or V12 engines makes
sense because it enables
more compact packaging.
In a V8, however, using
a hot-vee arrangement
does not improve
responsiveness or
cylinder charging
raises the center of gravity, but on the GT
we have no oil pan, so the engine is mounted
so deep that its not a problem for us.
Benefits for all?
Haecker also knows where the engineering is
hard and where its impractical and not worth
the benefit.
A hot-vee on V6, V10 or V12 engines
makes sense because it enables more compact
packaging. In a V8, however, using a hot-vee
arrangement for these engines when fitted
with twin turbochargers does not improve
responsiveness or cylinder charging, the M
division vice-president explains.
Cost benefits are possible, however, as
these engines can only be fitted with a single
turbocharger by using a hot-vee layout. An
engine with a hot-vee would also work in a
mid-engined layout.
However, cooling the hot-vee and the
components in the immediate vicinity would
be even more challenging than in a front-
mounted engine.
HOT AND COLD
Last years International Engine of
the Year was a biturbo V8 performance
motor, from one of the worlds most
famous engine builders; a company
whose founder famously prioritized
engines over everything else. But yet,
it doesnt have a hot-vee layout.
The Ferrari 488 was a breakthrough
in so many ways for the Italian supercar
maker, delivering turbo power for the
(well heeled) masses for the first time,
and pulling its emissions levels down
from ludicrous to simply significant.
It also altered the very core of the
character of Ferrari sports cars, which
used to deliver soaring sonatas whose
rising vocal intensity matched the linear
rise of the naturally aspirated engines
power delivery.
Now Ferrari drivers can leave their
cars at 3,000rpm, punch on in the turbo-
fattened torque curve and still have
an engine that bursts to 7,500rpm but
they cant have hot-vee turbochargers.
Ferrari sticks with the traditional turbo
layout, hanging low and to the side of
each bank of four cylinders, though it
adheres to the naturally aspirated layout
for its flagship V12 offerings.
Our V8 has enough technology,
but no hot-vee, Ferrari GTC4Lusso T
powertrain integration engineer Atillio
Pietroni explains. There is not a closed
answer for hot vees. The need is specific
for each application. It depends on the
application and the specific elements
and its not true that a shorter hose
gives a better response; it depends
on the overall layout. When we put the
turbocharger in the vee, you switch up
the position of the intercooler. It depends
on the intercooler location and design,
and on the design of the manifolds and
the rear pipes.
Why do you choose a V8 and not a
V12? Its the same question. If you have
a vee with a structure angle, like a 60
vee, its too narrow to do a hot-vee. If
we look only at the engine there is no
answer you need to look at the entire
car. Its a very complex question, but
thats where you find the answer.
Unlike the German performance hot
vees, Ferraris biturbo V8 needs to work
in front and mid-engined layouts, which
adds complexity for lower volumes than
Audi Sport, BMW M, Mercedes-AMG and
Porsche, so the cost-benefit equation is
very different for the Italian brand.
When we started to think about
turbocharging the engine it was more
or less 2008. Two or three years later
we started to design this family of V8s.
When we do the architecture, we start
to define the engine and then we consider
what the engine can be used for, he says.

34 // June 2017 // Engine Technology International.com

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 OEM INTERVIEW: AMG

36 // June 2017 // Engine Technology International.com

 OEM INTERVIEW: AMG

ETi talks to Tobias Moers, chief executive of AMG,

about steering the expansion of the once-independent
tuner into the high-performance arm of Mercedes
WORDS BY
MARC NOORDELOOS

R
ewind back to 1967. Former Mercedes-Benz
engineers Hans-Verner Aufrecht and Erhard
Melcher started a small company in Germany
focused on developing and producing racing
engines. The name AMG comes from the first
letter of the two founders surnames and the name of their
village, Groaspach. Competition on the track progressed
into the development of performance parts for Mercedes
road cars through the 1970s and 1980s. An official
relationship with Mercedes began in 1990, coming to
fruition in 1995 with the launch of the Mercedes-Benz
C36 AMG. The legendary AMG finally fully fell under
the Mercedes-Benz umbrella in 2005. Fifty years after the
inception of AMG, ETi sat down for a chat with the chief
executive of Mercedes-AMG GmbH, Tobias Moers.
What we did in the past 10 or 15 years is the most
important thing, says Moers. Before that, I think
AMG was well known for high torque and high
power. Good at straight-line performance, but

Engine Technology International.com // June 2017 // 37

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Theres a total different mapping of
the engine and transmission. You
can feel the AMG spirit in every car
if a corner was coming it would be a bit different! Its
now all about the package the driving dynamics and
innovative products. Weve changed it again in the past
three years, now being the performance and sports car
brand of Mercedes-Benz. We tripled our volume in the
last three years and 2016 was the third year in a row with
over 40% growth.
Moers stepped in to his current executive role in
October 2013, having joined Mercedes back in 1994.
He took over responsibility for the main AMG models in
1999 and began overseeing the complete AMG automobile
development program in 2002.
Branching out
Rapid growth can bring controversy, and its no different
at Mercedes-AMG. A greater offering of AMG-badged
models is a key reason for the sales expansion. AMG
once proudly touted the One Man. One Engine slogan,
signifying that a single engineer built the niche brands
powerplants from start to finish. Sporting Mercedes
models that werent technically full-AMG automobiles
and didnt feature a hand-built engine carried the
Left: The biturbo Mercedes
AMG GT-R engine is an
in-house unit, developed
solely in Affalterbach
2016 was the
third year in
a row with over
40% growth
those cars will drive in a very dynamic way
Engine Technology International.com // June 2017 // 39
OEM INTERVIEW: AMG
AMG Sport or AMG Line nomenclature. That
recently changed, with certain V6-powered
models like the Mercedes-AMG C43 using a
more conventional production process for the
engine. To be honest, theyre 100% AMG,
says Moers. They have an AMG-engineering
front axle and different steering. Everything
is done by us. On the C43, the suspension
and kinematics are different from the C400.
Theres a total different mapping of the engine
and transmission. You can feel the AMG spirit
in every car. My biggest passion is to make
sure that every AMG product is a true AMG.
Yes, we had a little bit of a misunderstanding
in the beginning [with the names]. It was
confusing for everybody. Marketing wanted to
be a little bit careful about AMG putting the
name on there. These same people came back
after driving the cars and they said, Its a real
AMG. Put AMG on it.
SUVs and crossovers are another key area
of growth for Mercedes-AMG. Its important
to Moers that theres more to these products
than just a powerful engine: AMG has
influence over the next-generation [base]
vehicles, he notes. We have to make sure
a competitive way. We recently brought the
 OEM INTERVIEW: AMG
[AMG] GLC43 to the market, as a coupe
and an SUV. The rumor that there will be
a [AMG] GLC63 is not wrong.
Yet another area of expansion is Mercedes-
AMGs involvement with Aston Martin
Lagonda Ltd. A partnership was announced
in July 2013, and the details finalized five
months later. Mercedes-Benz supplies
electronics and electrical components to
Aston Martin, starting with the recently
launched DB11. Additionally, Mercedes-AMG
is developing an all-new, bespoke V8 engine
for the British companys upcoming sports
cars. Aston Martins press release describes
Mercedes (Daimlers) resulting stake in the
company: Daimler will receive up to 5%
non-voting shares in Aston Martin without
cash consideration. At the same time, the
company will receive an observer status on
the Aston Martin Holdings board.
We ask Moers if anything has changed
since the deal was signed more than three
years ago. Its still the same, he says. Well
supply the [V8] engine. Mercedes supplies
the electronics platform architecture. For
AMG, its only the engine at least for now.
Mercedes-AMG isnt stopping there. In
2015, the Mercedes-AMG GT sports car
replaced the SLS AMG. The 2010 SLS AMG
marked the first time a Mercedes road car
was wholly developed and built by AMG.
Now the company is embarking on a far
more exclusive project a street-legal
hypercar featuring Formula 1 technology.
It will cost two-point-something million
xx //// June
40 2017 //// Engine
June 2017 Engine Technology
Technology International.com
International.com
PROJECT 1
The Project 1 will have over 1,000hp of total Performance Powertrains (HPP) in
output from the F1 hybrid powerplant, along Northamptonshire, England], says
with all-wheel drive via an all-electric front Moers. They are our Formula 1 [engine]
axle. Its about AMG future performance. people. They know everything about the
We take a lot of care to ensure that every engine and powertrain. We work together
car we bring to the market is more efficient with HPP on many things, like electric
than its predecessor, says Moers. The turbocharging. The Formula 1 engine is
future is going to be electrified powertrains. using a split turbo an electric motor
I know. We know. Its up to us to ensure that between the compressor and the turbine.
AMG has a future. Thats what well apply for Project 1, as
Electrified powertrains give us we call it. Were working together with
opportunities for extra power and extra HPP on several tasks for the future.
efficiency. Beyond 2020, thats going to One mission with the hypercar is the
be the path. The hypercar is going to be image of having a hypercar, which is very
about true performance, but its going to good for the brand, Moers continues.
be a hybrid with 25km of [electric] range. But again, we also want to open the door
It will give you an as far as our definition
understanding of how
wed like to define the The future is going of future performance
goes. Performance
future of performance.
Mercedes-AMG is to be electrified hybrid what is our
understanding of
electrified powertrain
tapping in to two of
its companies in the powertrains. I know. in the performance
UK for the development car segment? Were
of the new hypercar. We know. Its up working together
Regarding the with HPP on ideas,
powertrain, everything to us to ensure that technologies, etc. Its
takes place in Brixworth all about driveability,
[Mercedes-AMG High AMG has a future and things like that.
euros, before tax, says Moers. Talking about a
benchmark or a competitive set in that segment is a little
bit complicated. To be honest, there is no benchmark.
Its our idea to have a car that is different. There is no
sense in us having another V8- or V12-powered supercar.
Thats why we thought it would be a clever idea to have a
Formula 1 powertrain in a street-legal hypercar. So, now
we will do that.
Common goal
Its clear Moers is extremely happy at Mercedes-AMG
and that the company has no plans to stop pushing
boundaries and growing in the future. But what exactly
is it that keeps the 23-year veteran of Mercedes going
The M178 Hot-Vee to work each and every day? The team, he says. Its the
combines AMGs enthusiasm at the company, which, at this point, is 1,600
knowledge with the
latest technologies people. Its working with the team and driving a prototype
every night, and meeting the team for driving dynamics
and engineering a minimum of once a month on a test
track or racetrack. Its not a bad job.
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 NEXT-GENERATION LUBRICANTS AND OILS

Essential oils
While engine oil viscosity may have evolved over the years, the
insertion and removal of the fluid to and from the engine hasnt.
BP Castol has addressed this with the introduction of its Nexcel
oil cell concept that simplifies the process to just
two steps: lift and replace
WORDS BY
JOHN OBRIEN

The fundamental role of engine oil hasnt

changed since the inception of the internal
combustion engine: to lubricate and protect
internal components. As a result, the way
of storing and replacing oil in the vehicle
hasnt really evolved either. But as design
language, legislation and market trends
place more demands on vehicle packaging,
CO2 output and vehicle usage, has the
traditional methodology had its time called?
Nexcel believes so and that its oil-cell
system is a simple solution to all of the
aforementioned problems, and more. Already
in service in the Aston Martin Vulcan hypercar,
Nexcel is now developing a wet sump system
for mass-market application.
There were only 24 Vulcans, but it was a
very important showcase for our future vision,
explains Steve Goodier, program director and
founder of Nexcel. That particular fitment is
a dry sump system, but the big advantage of
Nexcel on a dry sump is the actual oil change
process. The dry sump system is a very
quick process around 20 seconds which is
considerably less than typical supercar setup.
But dry sump engine systems tend to reside in
supercars, so we are now developing a wet sump
version for mass-market application.
Sharing most of its architecture with the
original dry sump system, the wet sump variant
once again electronically controls the amount of
lubrication the engine receives. Contained within
a lightweight cell that has been sealed at factory,
the units contain the cars specific required
lubricant, associated filter, and sensors to monitor
fluid levels and quality. The benefits of having
a self-contained entity for the storage of oil are
huge, explains Goodier.
From an engine designers perspective, the
main benefit is faster warm-up, he begins.
People often forget that oil is one of the most
thermally dense materials in an engine with a
thermal capacity several times higher than that of
aluminum or iron. When youre heating an engine,
a lot of the energy that you need is actually
disappearing through the oil. You need faster
warm-up, as journey times are getting much

Engine Technology International.com // June 2017 // 43

 NEXT-GENERATION LUBRICANTS AND OILS
shorter now typically two-thirds of the WLTP.
And even on the WLTP cycle, for over half of that,
the engine isnt warm. If you can warm the engine
up more quickly, then you can reduce emissions
in the real world and in regard to the WLTP.
In terms of savings, Nexcel quotes CO2 savings
of 1-2% through the reduced warm-up times. The
point of merely separating the oil away from the
engine brings an additional 0.5-1%, as shown
in our testing, adds Goodier. So there is the
potential for 3% savings on CO2. That works as we
can control the amount of lubricant needed during
the drive cycle.
Single cell
The compact units have found their way into
several test and development vehicles at present,
with the unit usually being placed in lieu of the
battery a response to questions about packaging
and integrating the technology into existing
architectures. Goodier states that at present,
work is ongoing to ensure that the technology
reaches the desired weight.
One of our targets with the system, including
the additional ancillaries, is to be mass-neutral
against a traditional sump system, he confirms.
At the moment, were tens of grams slightly mass-
positive, but the target is to get that to neutral.
In addition to the benefits of helping achieve
WLTP targets, Goodier highlights that by ensuring
the required oil levels are right-sized to the block,
sump size and weight can be reduced.
44 // June 2017 // Engine Technology International.com
TESTED TO DESTRUCTION
While the headline Aston Martin Vulcan
involvement may be the first application of the
technology, the system has been tested on a
wide range of engines from city cars to racing
engines. During testing, the cell was subjected
to braking forces up to 1.8g, the equivalent of
a vehicle traveling at 100km/h stopping dead
in 1.6 seconds. Additionally, the flow rate has
been tested up to 600 liters/min 10 to 20
times greater than conventional car engines.
The only reason theres so much oil in an
engine is to catch the exceptions. If youre starting
on a slope in a car with a wet sump, the pick-up
needs to be covered; if you drive it hard then you
need a lot of oil, as with a wet sump there is a lot
of aeration, which reduces the oils viscosity,
Goodier explains. By taking electronic control of
the lubrication system, you only need as much
oil in the actual sump as the engine needs. It
Early development
vehicles often replace
the standard battery
with the Nexcel system,
alleviating any potential
packaging concerns
doesnt require the extra, as in those extreme
circumstances the cell feeds more as required.
Despite being in the early stages of its
development, Goodier is keen to highlight that
the wet sump application has piqued the interest
of several manufacturers.
We are currently on five programs, four with
automotive OEMs and one with an off-highway
manufacturer and the start of production is set
for 2019 for the off-highway, he states. On the
mass-market vehicles, were talking 2024. Weve
got a lot of test and development work to do,
but our vision is that this is the way that internal
combustion engines will be lubricated. We feel its
perfect for hybridization, especially plug-ins.
But while progress is being made, Goodier is
not underestimating the work involved in ensuring
the product is suitable for its mass-market
application debut, scheduled for 2024.
Between now and then, theres dealing with
the volume side of things. Going from 24 units
in total to over 100,000 per year thats a big
step up, he states. But before then, weve got
a lot of work to do in terms of proof of concept.
We are testing heavily to understand the critical
performance factors that the cell has to withstand;
everything from crash, to aeration characteristics,
to dealer reaction, the logistical side of things
all of that has to be in place by 2024. Luckily
were not alone and weve carefully selected
development partners that will enable us to meet
the demands.
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 Q&A: PSA

COLLID
WHEN
WORLDS
Set to become the second-largest car maker in Europe, PSA and its deal with Opel
had most of the automotive world talking. ETi gets the exclusive inside track
WORDS BY
DEAN SLAVNICH

H
aving tried and failed to purchase GMs
European operations once already, PSA Peugeot
Citron finally got the deal over the line for
Opel/Vauxhall just days before the Geneva
Motor Show, taking the automotive industry
and business world by surprise. In a sensational exclusive,
ETi had a candid and open 30 minutes at the 2017 show
with the French car makers head of quality and engineering,
Gilles Le Borgne, who mapped out the future of what will
be Europes second-largest car maker.

46 // June 2017 // Engine Technology International.com

 Q&A: PSA

DE
Engine Technology International.com // June 2017 // 47
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 Q&A: PSA
1

1. The three-cylinder
PureTech engine could
appear in future Opels
and Vauxhalls
2. The 3008 diesel-hybrid
powertrain was something
of a commercial disaster
for PSA, despite an initial
investment of US$524m
3. The DS7 Crossback
shares some components
with existing Opel vehicles

Despite all the new concepts and all the

new cars on show here today, theres
only one thing to talk about: your
company! From an engineering
perspective, how excited are you
by your new portfolio?
Opel, you mean? Well for us its a huge
challenge, of course. But let me go back
almost five years ago, when we already
announced three major joint programs
with GM Opel. These three programs are
on our current platform they are using our
architecture, our modules, our powertrains,
our axles, and much more. We are now very 2
close to launching these cars on the market,
one of them being over there, on the Opel
stand, called Crossland X. This vehicle is Is that the most important thing youre not
within the global program that also includes starting this relationship from scratch? Especially
the Peugeot 3008, the new DS SUV shown when you think how long it takes to integrate
today [DS 7 Crossback], and then a future platforms, powertrains and technology. Volvo, for
Citron SUV too. Now, the Crossland X example, only stopped using Ford engines last year!
has been fully developed by engineers Absolutely, because it all takes time, so much time, and
in Russelsheim, Germany, using our money, not just adapting the technologies and platforms,
technology. The other two have been but regulations that you need to fulfill too. Of course,
developed by the team in Sochaux, our strategy will be progressive we will switch to PSA
France. So were fully integrated in technology for Opel but, like I said, not starting from
that sense. Then, the final program, point zero. Come 2019, 20% of Opel cars will be on PSA
announced in 2012, is focused on technology. Its exciting, its challenging, but we know
LCV, and this vehicle has also been where were going to stand and how were going to do it.
developed by my team, but together
with Opel input. Youre also working with GM on hybrid gasoline
So this shows that by 2019, with powertrains will you get access to that technology?
those three joint programs, we are going Actually, were not really. In 2012, they bought the IP for
to have almost 20% of total volume of Opel our PureTech engine, but currently, as far as I know, theyve
already on PSA technology. Were not starting 3 not developed anything with that IP. So, today, we are
from zero and thats something that must be currently developing our own technology, but of course
understood. we will use that technology in future Opel applications.

Engine Technology International.com // June 2017 // 49

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The level of R&D will be about 7-8% of the total
revenue of the new company. Thats about 3bn.
And when you add Opel, we get another 1bn
Do you get the battery-electric and hydrogen fuel
cell technology from GM as part of the deal?
Yes, thats right, and thats part of our global agreement.
So, in certain conditions, we have access to the Ampera
vehicle the technology, underpinnings, powertrain
and we can re-badge or do a re-skin of the Ampera. But
thats still yet to be decided. We also have access to fuel
cell technology that GM is developing in the USA with
Honda, but thats only to a certain extent. So for both
Ampera and FCEV it is an open discussion, but
there are real possibilities for us.
Thats quite the added sweetener
to the deal, because is it fair to say that
on the BEV and FCEV front you have
been behind rival car makers?
Thats not totally true. Weve been
working for both. In fact in 2005 we did
a fuel cell stack with 100kW and we put
that in several cars. Testing was going very
well, but you know, in the past year or so,
this hasnt been the number one priority for
development. There are still many hurdles to
overcome, which is why weve still worked on
this technology, but have focused more on other
areas. From a PSA perspective, we do think fuel cells will
come, but from high-end, premium brands first and then
the rest will follow.
1. The French acquisition of
GMs European arms has
opened up huge potential
for all brands involved be the beginning of the end for this powertrain?
2. PSA and Opels previous
dealings have seen PSAs
PureTech engines used
in various Opel models
2
Q&A: PSA
Is diesel dead? Theres behind-the-scenes talk that
even Paris will ban diesel cars, which would surely
No, thats not true Paris is going to ban older diesel cars.
But thats a slippery slope first older diesels, then
a different type of diesel, and eventually all diesels
full-stop. Do you agree?
Okay, so this discussion needs to be based on facts and
figures. If I may: is the diesel decreasing in terms of
market share? Well, thats a yes. So for us, diesels
were 63% of sales in Europe in 2015 that went
down to 60% in 2016. But in France, were actually
operating below that, with a 52% rate.
Thats surprising why is that?
Because of diesel bashing and thats the only
explanation. But to go back to your point: is diesel
decreasing in market share? Yes. So our reaction
is simple: we want to have a large bench of
technologies, including IC engines with gasoline
and diesel power. Thats the start we will introduce
a new generation of diesel later this year to meet new
regulations. In fact, the aim is to decrease fuel consumption
by 5-7% for both our gasoline and diesel cars. On the
other hand, were also working hard on PHEV, which well
introduce in 2019 on the EMP2 platform, as well as battery
electric vehicles later that same year on CMP platform.
Engine Technology International.com // June 2017 // 51
 Q&A: PSA
Do you blame Volkswagen for the decline of diesel
at present?
I cant comment on my competitors. My view is seen
from PSAs perspective, and that is, we were always
ahead of regulations. We were the first to introduce the
particulate filter back in 2000! We have also introduced
SCR technology across the line-up that was big. You
know, when we took those decisions, especially the SCR
commitment five years ago, it wasnt easy for us, because
it added extra cost something like 100 to 200
[US$110 to US$218]. So can you imagine how difficult
it was for a company, which to be honest wasnt in good
shape at the time, to make this decision? Let me tell
you, it wasnt a piece of cake. So I can say we dont feel
that were in the same basket as Volkswagen. Of course,
the moment you mention cheating, I must say, we
have nothing to do with that. But if were talking
about regulation, thats another topic. We need to
have more regulation thats very close to the car usage
of our customers in the real world. For that reason, were
working closely with Transport and Environment on a
new initiative the first of its kind that will allow us
to be crystal clear with our customers when it comes
to emissions and fuel consumption.
Our strategy will be
progressive - we will
switch to PSA technology
for Opel, but not starting from
point zero. Come 2019, 20% of
Opel cars will be on PSA tech
52 // June 2017 // Engine Technology International.com
1
1. Since its substantial
investment in Hybrid4,
PSA has been quiet on the
hybrid development front
2. Future iterations will be
petrol-electric combinations
and could build on the Opel
Ampera platform/basis
theres actually far more opportunities. The level of
I think so, I really think so.
2
Peugeots Hybrid4 project cost a lot of money and
didnt break the market. How do you feel about that?
I was responsible for that platform at the time. It cost us
490m (US$524m) in total. Why did we choose diesel?
Because it was a full hybrid, but had a low content of
energy it was 1kW per hour then. As soon as we change
to plug-in, the level of energy will be up to 12.5kW per
hour a big increase. Now, with this level of energy, the
type of engine isnt as important as before because in
urban conditions you use electric. And as for the switch
to gasoline for PHEV? Its because its more global.
Might we eventually see a diesel-hybrid
PHEV from PSA?
No. Today, and for our 2019 plans, itll be a gasoline
because of that high level of energy. It just doesnt
make sense to do diesel because most of the time when
commuting, the powertrain will be using zero emissions
energy so electric mode. As soon as you hit the motorway
diesel is better, but the gap between diesel and gasoline
is less now.
By becoming Europes second-largest car maker, it
will give you so much more engineering power, right?
Well yes, thats true! But like when I said theres risk,
R&D will be about 7-8% of the total revenue of the new
company. Thats about 3bn [US$3.2bn]. And then when
you add Opel to that mix, we get another 1bn [US$1.1bn].
So, for us, its an opportunity to develop even more
exciting technologies.
You got a good deal, didnt you?
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 ECU DEVELOPMENT

54 // June 2017 // Engine Technology International.com

 ECU DEVELOPMENT

Thought
process WORDS BY
CHRIS PICKERING

As one of the most vital components in any engine, the development

rate, power and complexity of control units shows no sign of stopping

Engine Technology International.com // June 2017 // 55

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I
n computing, theres a principle known
as Moores law. It states that the number
of transistors inside a chip roughly
proportional to its processing power
doubles every two years. And despite signs
that it may now be coming to an end, this
has held firm for the last half a century or
so when it comes to desktop computers.
If anything, the pace of change in engine
control units (ECU) has been even more
impressive. A decade ago, an automotive ECU
would typically have used a single 40MHz
processor with up to 2Mb of external flash
memory; now the same application could
well have a multicore processor running at
up to 300MHz with as much as 8Mb of flash
memory on board the microcontroller itself.
To put that into perspective: if engine power
outputs had progressed at a similar pace,
the typical family saloon would now come
with 1,500bhp.
The driving factor behind this meteoric
rise in computing power is the sheer number
of calibration parameters that now need
to be processed. There can be 60,000 in a
high-end passenger car ECU, covering control
If its a very small injection say 2mg -
the dynamic range of the injector is
such that it operates in a ballistic mode
Top: A Delphi ECU
undergoing testing
on the test bench
Above: The Delphi
DCM Light Duty
Diesel Engine
Controller Series
ECU DEVELOPMENT
functions that in some cases simply didnt exist
a decade ago.
On the spark ignition side, gasoline direct
injection (GDI), multiple injection events,
variable valve control and turbocharging
have all gone from relative rarities to virtual
necessities. This has led to a marked convergence
between the technology of diesel and gasoline
ECUs, to the point where they can now use
the same fundamental architecture.
A decade ago, the port injection systems
used in most gasoline engines were practically
an on/off switch. Its now a far more complex
system with much greater control requirements,
notes Harry Husted, director of product engineering,
electrification and electronics for Delphi Powertrain
Systems. If its a very small injection say 2mg the
dynamic range of the injector is such that it operates
in a ballistic mode and never really hits the top. Its still
on its way up when its closed back down. That takes a
lot of precision.
Throughout the powertrain, additional functions and
increased monitoring requirements are springing up at
Engine Technology International.com // June 2017 // 57
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 ECU DEVELOPMENT

package more than 350 pins on a connector;

a seemingly exponential rate. In many cases, this is
prompting OEMs and ECU manufacturers to move toward
the use of model-based strategies. These are still in their
relative infancy, but they pose several key advantages.
First and foremost, a model-based strategy should
simplify the calibration process. Instead of manually
calibrating all possible scenarios (over what could be
8-10DOF), a mathematical model can be used with a small
number of critical measurement points. This opens up
the possibility of carrying out a lot more of the calibration
work on engine dynamometers, or even in simulation.
One of the big benefits you get when you go model-
based is that you can simulate that code with a virtual
engine model, which means you can test the code on the
desk, says Husted. Thats potentially a huge benefit and
we see a lot of people moving in that direction, but theres
still more to come.
At present, the key obstacle is computing power (and
hence cost). Model-based strategies offer a more efficient
use of memory than covering a similarly broad range of
data with a traditional map-based approach, but they
require much greater processing power to execute in real
time. For this reason we can be sure to see the demand
for computing power continue to rise, even if the number
of features begins to plateau.
Top: Continentals EMS 3
engine management
system is suitable for
both gasoline and diesel
Its not easy to package more than 350
pins on a connector; similarly you have
to think about the wiring to the systems
similarly you have to think about the wiring
out to all the systems if theyre controlled by
a single ECU in one place.
Powertrain ECUs are often designed to
be used in the engine bay, so they have to
be engineered to withstand quite high
temperatures. You dont need such high
temperature resistance to control some of the
other functions, so it could be an expensive
way to control them by an ECU, he points
out. Similarly, the transmission functions
sometimes need very close links to current-
controlled actuators. That means you cant
use very long wiring harnesses due to the
control precision and EMC considerations.
In the end, the number of ECUs will be
determined by the optimum balance of
wiring, distance and functions which need
to run on them.
Another factor to consider is the use of
centralized vehicle control units (VCU). These
can be powertrain-agnostic to a large extent;
taking fundamental inputs such as pedal
positions and vehicle speed and translating
those into a torque demand. These help
to maintain a consistent feel and operation
when a vehicle range covers multiple
powertrain options.
By introducing the concept of a central
VCU you can disconnect the various
development cycles, across the vehicle and

Integration
The number of ECUs on the vehicle is harder to call.
In recent years theres been a trend toward greater
integration, with functions such as aftertreatment
control brought on board the main powertrain ECU.
More complex combustion engines require more
sophisticated ECUs, but that has already been achieved
to a certain extent, comments Claus Baumgartner, head
of electronic engineering for the engine systems business
unit at Continentals powertrain division. Today, the
challenge is more about combining or even integrating
the combustion engines ECU with the transmission or
hybrid systems.
In terms of computing power, theres no reason why
ECUs shouldnt continue to evolve in this direction, but
there are practical constraints.
You reach a point where you cannot physically add any
more connections, notes Baumgartner. Its not easy to Above: Continentals Connected Energy Management graphic

Engine Technology International.com // June 2017 // 59

 ECU DEVELOPMENT

across the various powertrain options,

comments Baumgartner. The development
cycle for a car line is maybe 18 months or
two years maximum, but an engine line is
still six years. If you want to update an ECU
because of car-driven functions, you have to
revalidate potentially everything. This way
you can separate the two.
This concept is particularly relevant to
hybrid architectures, where the VCU can
handle the torque split between the two
sides of the powertrain. In effect, it means
hybridizing a powertrain neednt alter the
requirements for the engine ECU (and the
VCU could even be shared across full electric
or plug-in variants).

Communications
For the time being, the CANbus remains the
communications channel of choice between
the various modules on the car. The CAN FD
system, which provides increased bandwidth
thanks to its flexible data rate, is already
being adopted by some OEMs. FlexRay
and Ethernet connections are also becoming
more popular.
Depending on the communications
demand, youll see different links,
Baumgartner predicts. The VCU might use
Ethernet, whereas the other modules could
communicate internally with CAN FD or
FlexRay. All the demands are going up, which
is why were seeing these more sophisticated
communications protocols.
The next step is to connect the powertrain
to the outside world. Were already seeing
this to a certain extent with virtual horizon
systems like the BMW Groups Predictive
Gear Shift Technology, which uses GPS
data to optimize its shift points. Delphi
and Continental are among the suppliers
working on this technology, and it only
looks to become more widespread as car
manufacturers move toward the adoption
of autonomy.
If you combine GPS mapping with
real-time data such as traffic light phasing
and traffic density, then you can feed that
into the powertrain control and optimize
the power consumption, comments
Baumgartner. Say, for instance, you have
Top: Delphis E80 ECM a hybrid vehicle and you know you will have to recharge
and MT92 ECM (above)
for gasoline direct-injection
applications allow greater
flexibility over emissions
control and mapping
into the powertrain control domain, comments Husted.
the battery soon. If theres a red traffic light over the brow
of the next hill, then you know you can harvest the energy
through regenerative braking.
Connectivity also raises the prospect of new or
improved functionality being deployed to the vehicle
via over-the-air updates. With any external link,
however, comes the need for additional security.
We see functional safety and cybersecurity moving
On multicore processors we run a lockstep core, which
runs identical code in parallel to ensure the execution
of the main core is safe and on target. Were also rolling
hardware security modules into the next generation of
microcontrollers.
The concept of employing onboard hardware and
software measures to protect the ECU is by no means
new, but its likely to grow in importance as the degree
of connectivity increases. Elsewhere, we can expect to see
an evolutionary approach that builds on the model-based
strategies and advanced control solutions that are already
entering the market. Whether the current pace of change
can be sustained remains to be seen, but theres no doubt
that ECUs are set to continue getting smarter.

60 // June 2017 // Engine Technology International.com

 VIBRATION ENGINEERING

Movers and

In recent times, numerous new engine technologies have been

implemented to both reduce CO2, and improve fuel economy.
But what influence do they have on a drivetrains refinement?
WORDS BY
MIKE MAGDA

62 // June 2017 // Engine Technology International.com

 VIBRATION ENGINEERING

Engine Technology International.com // June 2017 // 63

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W
ith stricter CO2 requirements driving
powertrain strategies in the USA, NVH
engineers are challenged with calming
down and quieting smaller yet more
powerful engines.
The challenges have changed dramatically because
weve doubled the power, reduced the weight and added
more active devices, says Joseph Stout of the engine NVH
and CAE group at Ford. Were trying to reduce the noise
and vibration level at the same time.
The new technologies have made the job quite exciting,
adds John Alexander, director of powertrain development
and NVH lead at Fiat Chrysler Automobiles (FCA).
Downsized engines with their high-revving
predispositions especially those that are boosted
is one of the trends that concern engineers.
Other issues include the inherent torsional
vibrations associated with three- and
four-cylinder engines, troublesome noises
generated by fuel injectors and new but
displeasing sounds from fuel-mileage
technologies like regenerative systems for
hybrid vehicles. NVH engineers then have
to keep an eye on mass and costs while
addressing these issues in addition to meeting
deadlines and customer expectations.
The biggest challenge in the past decade
was basically compression of the timelines,
says Marcus Hartwig, manager for current
and advanced NVH at FCA. Instead of
working a lot with hardware during the
development process, we are intensively using
predictive tools, virtual tools to simulate what
were going to get later on.
Considered approach
Many of our CO2 or fuel economy improvement items
are directly controlled or limited by customer-perceivable
noise and vibration, adds Thom Timmons, director of
propulsion NVH at General Motors. Theres some risk
that as fuel economy increases in importance, refinement
might take a backseat. What that has done is put the NVH
engineer right in the middle of our CO2 initiatives. Like
active fuel management, its directly limited by N&V
performance for the customer.
Identifying and analyzing noises has become easier
with advanced diagnostic equipment, particularly acoustic
1
2
1. Three-cylinder engines,
and even four, can cause
issues for engineers
2. Active engine mounts
are becoming increasingly
popular, particularly in
performance applications
Engine Technology International.com // June 2017 // 65
VIBRATION ENGINEERING
cameras that can be used in the dyno cell
or with the engine in the vehicle.
You point the screen at what you want
to see and it overlays a noise contour on the
picture, says Stout. I can pinpoint certain
frequency ranges and tell where theyre
radiating from.
In the past it would be more of an iterative
attempt to try and find where the noise is
coming from, adds Alexander.
Previously we would put on a lot of
accelerometers or poke it with stethoscopes,
echoes Stout, who says the new tools helped
engineers discover some unexpected sources
of noise. Weve seen large radiating surfaces
not coming from the engine but from
secondary parts of the powertrain, like the
exhaust, heat shields and catalysts, which
become prime radiators in high-frequency
noise. So were taking much more care in
designing those components now.
GM relies on LMS data acquisition
equipment in addition to acoustic cameras.
What is new and different is much more
work on torsional controls, and much more
work in sound-quality type methodology and
measurement, says Timmons. From a true
facility perspective, were carrying out far
more torsional input to our transmission
devices than we have in the past. We used
to just spin them and listen.
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The other main tools helping NVH engineers are
advanced simulation and modeling capabilities, aided
in recent years by significant advances in what the
programs can do.
CAE is used more as an iterative process, and its
used more as an A/B testing: Would technology A or
technology B be best as a solution? And you look at
the deltas between them, says Alexander. As we learn
something from a prototype, well put that information
back into CAE, and you gradually improve the model
and what its capable of.
There are aspects where the CAE virtual capabilities
are very good, and there are aspects where theres still
a lot of development ongoing, adds Hartwig. There
are stochastic noises like wind and tire noises. Theyre
inherently difficult to predict, but there are new
methodologies that use novel approaches to predict
these kinds of noises.
Most of our learning is done virtually pre-hardware,
continues Timmons. Our tools for chain noise, for
acoustic prediction from all our surfaces whether
its on a transmission, engine or hybrid system
contribute to our ability to predict piston noise with
fully dynamic modeling. Probably 75% of our NVH
learning is done in math.
VIBRATION ENGINEERING
There are stochastic noises like wind and
tire noises. Theyre inherently difficult to
predict, but there are new methodologies
3 & 4. Porsche is a An increasing issue
long-time user of adaptive The continued strength of diesel engines
mounts in its vehicles
in the heavy-duty consumer pickup market
5. Auto stop-start
functionality may improve
is also presenting new challenges to the NVH
CO2 emissions, but it does engineers. Ten years ago the truck customer
also introduce vibrations to accepted diesel noise as part of the vehicles
a vehicles drivetrain
character. Recently, however, the hottest
luxury segment in the USA vehicles priced
at US$50,000 or higher is pickup trucks
with a premium upscale trim package.
Getting rid of the classic diesel crackle
has been a big task, says Stout. Youve got
to get the fuel injection just right to not have
the in-cylinder burn be so fast that you create
that objectionable noise. Its a frequency
between 1kHz and 2kHz. So we design
the structures to be less sensitive to that
frequency range and do our best efforts on
the large radiating surfaces the front cover,
the oil pan, the block, the cam covers.
Most of the potential for diesel engines
is in the combustion system, in the fuel-
delivery system, the high-pressure fuel
5 pump and the injectors, concurs Hartwig.
Even smaller diesel engines can
be problematic, such as the 2.8-liter
inline-four that was introduced in the
midsized Chevrolet Colorado pickup.
Engine Technology International.com // June 2017 // 67
 VIBRATION ENGINEERING

Engineers are always faced with a dilemma

of trade-offs with the other engineering groups.
A noise may be effectively muffled with body
materials, but that then adds overall weight

As you get into four-cylinder high-torque However, totally eliminating noise or

output you get huge torque isolation items vibration may not be in the best interest
that are a factor of downsize boosted, states of the vehicle.
Timmons. We get a lot of punch from a Its a balance of customer perceivables,
diesel engine and we had to put a great deal knowing that the customer demands a level of
of effort into our driveline isolation to ensure refinement and they desire sound character,
that the second-order contribution from our says Timmons. So we work very hard to give
firing order of the XLDE [code name for the the customer perceivables on refinement and
engine] was properly isolated. That and then sound character balanced with cost and mass
the overall NVH aspects, coupled with what and the things that are not as customer-facing
I think is a very robust acoustic system and as they would think, like noise and vibration.
a properly targeted combustion noise level, 6
And in the case of the all-new, 2017 Dodge
has really given us a package that I think is Demon, with its 840hp V8, NVH engineers
more reminiscent of a gasoline engine than were told to leave the supercharger alone.
a true diesel engine. Its funny because during some of the
NVH discussions, and even early on during
Strong foundations 6. Increased uptake [707hp] Hellcat development, we knew
of downsized turbo
One of the more promising solutions to three-cylinders is helping that drivers want to hear the supercharger.
absorbing engine vibrations is the active advance NVH technology I remember one of the executives saying,
engine mount. Honda and Porsche have used 7. Not all vibrations are Id like my friend to ask me what that whine
this technology, and all three US auto makers bad. Dodge told engineers is, so I can tell him about the supercharger.
not to soften the influence
have it on their radar along with improved of the all-new Demons Its a matter of balancing how much is there
hydromounts. However, the powertrain 2.4-liter Supercharger versus how much you suppress.
engineers will defer to the overall vehicle
engineers for those questions. 7
Those future applications are driven
primarily by downsized, boosted engines and
higher penetration of three-cylinder engines,
says Timmons. But were not there yet. We
dont have a lot of those in the field today.
Regardless of the challenge, engineers are
always faced with a dilemma of trade-offs
with the other engineering groups. A noise
may be effectively muffled with body
materials, but that adds weight. And
when costs start mounting it may no longer
make economic sense to continue pouring
technology into reducing a noise at its source.
We do look at trade-offs between engine
covers and maybe hood liners and dash
panels, says Stout, who advocates a new
foam material that looks better than a
traditional plastic engine cover. Its getting the
appearance that our styling partners require.
Everything we do for NVH has an impact
somewhere else, says Hartwig. Every
solution is a compromise, absolutely.

68 // June 2017 // Engine Technology International.com

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 VARIABLE GEOMETRY

ad
e h?
D ec
t
Has full time been called on variable geometry intakes
complicated pieces of technology in their own right
thanks to the advances being made with turbochargers?
WORDS BY
JOHN EVANS

I
n 2010, delegates at the Shanghai Plastic Intake Manifold
conference heard about the challenges facing variable-
length intake manifold systems. The adoption of variable
engine control devices such as variable valve timing, and
lift and spark timing control, together with plastic intake
manifold concepts, meant it was getting difficult to develop
variable geometry manifolds properly, and to meet all goals.
Ferrari clearly wasnt listening. Its F12tdf as launched in
2015, to wide-reaching acclaim, used a large displacement,
normally aspirated V12 engine. The secret of the F12tdfs
V12 powerplant? Among other things, its race-inspired
variable geometry intake trumpets, which boost volumetric
efficiency at high revs.

70 // June 2017 // Engine Technology International.com

 VARIABLE GEOMETRY

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 VARIABLE GEOMETRY

Continued development Future alternative

Two years later, and Ferrari is continuing to develop The Volkswagen Groups wide application of electronic
its variable intake know-how. The new 812 Superfast, turbochargers could potentially provide forced induction
unveiled at the 2017 Geneva Motor Show, is powered flexibility, while retaining the driveability of a normally
by a 6.5-liter V12 producing 800ps at 8,500rpm. Its aspirated unit. While electronically powered and
the most powerful engine Ferrari has produced for a controlled turbochargers are the future for charged
range model. Thanks partly to its continuously variable- engines, variable intakes are perfect for our naturally
length inlet ducts, 80% of its maximum 718Nm torque aspirated engines, counters Dini.
is available from just 3,500rpm. Unlike some systems And Ferrari isnt alone in using variable intake systems
that use flaps to alter between predetermined flow paths, either: Porsche does, too, in a variety of models including
Ferraris system has the ability to be infinitely adjustable. the 911 GT3. However, as emissions regulations continue
The system on the LaFerrari, F12tdf and 812 Superfast to push OEMs down the forced induction route, the
is a hydraulic system that moves the intake trumpets Below: Ferraris 6.5-liter naturally aspirated engine continues to dwindle in
V12 uses a variable length
according to mapped lengths optimized to maximum intake runner (above) numbers. As a result, the heyday of variable intake
volumetric efficiency, explains Vittorio Dini, head of to vary the volume of systems was perhaps the 1990s when, among others,
powertrain at Ferrari. For naturally aspirated engines, air, ensuring 80% of BMW used its differentiated variable air intake (DIVA)
its maximum torque
there is still a lot of potential and development mileage is available from as on V8 7 Series engines, and Audi a variable-length system
in such systems, to further maximize engine torque low as 3,500rpm on its 4.2 V8.
and power.
Be it Ferraris continuously variable intake runner
system, or other variable-length intake manifolds or
variable geometry systems whatever the name, the result
is the same: an improvement in the shape of the engines
torque curve over a wider operating range. Generally
speaking, the longer intake improves torque at low engine
speeds, and the shorter one, power at higher speeds.
On naturally aspirated engines, this type of system
improves the volumetric efficiency as an add-on to any
other system, continues Dini. For example, variable
valve timing systems, tuned exhaust manifolds and
gasoline direct injection.
Turbocharged engines, however, often give a 30% gain
in performance over the equivalent naturally aspirated
engine. With a naturally aspirated engine sporting
a variable geometry system, the gains are likely to be
around 10% over a fixed geometry system plus a wider
spread of torque, although nothing like what could be
achieved by adding a turbo.
But while a modern turbo gives good torque at low
speeds, and reasonably good response and good power
at high speeds, what it lacks is the variable intakes
crisper responses.

Engine Technology International.com // June 2017 // 73

 VARIABLE GEOMETRY

Above left: Ferraris F12tdf

In the late 1990s, Jaguar developed its first V6 engine. is an extreme example of highly responsive, high-revving engines that variable
Destined to go under the hoods of the S Type and Lincoln of the use of variable geometry systems enable. On the other hand, have people
LS, the new 3.0-liter powerplant featured a variable geometry intakes been so conditioned to the torque delivery of turbodiesels
geometry intake system and variable camshaft phasing Above right: Coventry that they will want the same from petrol engines?
University Department of
to produce 90% of its peak torque from 2,500rpm Engineerings extensive Barraclough believes were unlikely to see variable
to 6,000rpm. research laboratory geometry systems on city cars. Typically, theyre powered
The engine is neither peaky nor temperamental, by a small capacity three-cylinder engine with an
claimed its designers at the time of its launch. One emphasis on providing lots of torque, low down in the
of those designers was Steve Barraclough, today founder engine speed range. A variable system is not necessary
and owner of Expansion Engines, a mechanical and and, in any case, too expensive in a sector where prices
simulation modeling specialist for the automotive are cut to the bone.
industry. He is also a consultant in the Faculty of Pairing a variable geometry system with a turbocharger
Engineering and Computing at Coventry University. is probably a waste of time, too, since, according to
He spent 10 years with Jaguar and eight with Barraclough, by the time youve added the extra cost
Lotus, working on both companies variable of the turbo, adding the cost of the intake system
intake programs. He says interest in the technology makes the engine too expensive, as well as inefficient.
has plateaued of late. With a turbo youre always trying to minimize
the throttle volume downstream of the compressor,
Dead technology? he says. If you start putting more plenums and pipes
I would say variable geometry systems have in there, you increase the volume downstream, thus
had their day for the moment. The widespread reducing the responsiveness of the engine.
use of turbodiesel engines with common-rail So what are the upsides of variable geometry
direct injection has meant theres been less systems? According to Barraclough, the shift to plastic
requirement for naturally manifolds could really benefit
aspirated gasoline engines with them, improving packaging and
variable geometry manifolds. With a turbo, youre always trying allowing them to be more
However, a lot depends on
what happens to the future of to minimize the throttle volume sophisticated in design.
Todays inlet manifolds on
diesel engines. If we go back
to gasoline, there may well be a
downstream of the compressor naturally aspirated engines are
plastic, so its an easy next step
resurgence of interest in the kind Steve Barraclough, owner, Expansion Engines to have multiple plenums or an
opening into the inlet runners
from the plenum, he explains. These can be opened
THE CASE FOR VARIABLE GEOMETRY INTAKES and closed, enabling you to run with a short intake
runner at high engine speeds and a long intake runner
Steve Barraclough of Expansion Really, it would be better to have
at lower speeds.
Engines believes a naturally a total shake-up in how emissions
aspirated engine with a variable are handled and use the benefits
If naturally aspirated gasoline engines using variable
intake system could be cleaner of common-rail and direct-injection geometry systems do ever make a serious comeback,
and more efficient than todays gasoline systems to improve Barraclough says people will be astonished by what
small capacity turbo engines: With emissions. You could use a variable theyve been missing.
turbochargers and close-coupled geometry system to restore some If youre used to driving a turbodiesel and then drive
catalytic converters, we have to of the lost torque following the a naturally aspirated gasoline car with a well-designed
add a lot of excess fuel to control removal of the turbo, and with variable geometry system, and if you have any sporty
temperatures. So at high loads, the higher exhaust temperatures, driving pretensions, youll notice a world of difference,
engines are running very rich. liberate more power.
he asserts. People just dont realize how good a naturally
aspirated engine feels.

74 // June 2017 // Engine Technology International.com

 COATING TECHNOLOGY

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76 // June 2017 // Engine Technology International.com


Plastic
fantastic
Polymers and composites are now more durable than
ever. Does the relentless clamor for lower weight mean
plastic is the new metal when it comes to engine design?
WORDS BY
MAX MUELLER
T
he interior of an automotive engine
is a harsh environment. Extreme
temperatures, high pressure,
aggressive chemicals and abrasion
have made metal the material of
choice for most stressed components. Even
after decades of research into lightweight
construction, plastics and composites are still
occupying only niches in powertrain design.
But is there a radical change on the horizon?
At Solvay, experts are cautiously optimistic.
The chemical and plastics company was
founded in the 1860s by Belgian brothers
Ernest and Alfred Solvay, who made their
fortunes producing soda ash and went on
to have an industrial town in New York state
named after them for their troubles. Today, its
developers see themselves as lightweighting
enablers and their latest polymers are set
to make many metal applications redundant.
One potential breakthrough is replacing
metal gears in variable cam timing systems,
COMPOSITE PARTS
says Brian Baleno, global automotive business development
manager at Solvay Specialty Polymers USA. There
are now materials out there that will withstand the
temperatures and RPMs required. Another advance within
the past six months has been the substitution of metal
in positive crankshaft ventilation and coolant lines
with thermoplastics.
For Baleno, the key lies in the combination of high
chemical and heat resistance with low weight. One
of the issues for some sealing materials like ACM
[acrylic elastomer] and HNBR [hydrogenated nitrile
butadiene rubber] is vulnerability to exhaust gas. This
is where our Tecnoflon FKM fluoroelastomers and PFR
FFKM perfluoroelastomers offer a solution. Solvay claims
the PFR FFKM can withstand nearly every class of
chemical, with some grades withstanding temperatures
ranging from -55C to over 300C.
Another important area is the increasing use of
electronic water and oil pumps. The big difference
compared with mechanical pumps lies in the much
lower loads, Baleno explains. Youre delivering fluid
on demand, as opposed to wasting all that mechanical
Engine Technology International.com // June 2017 // 77
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energy. This also offers potential for a lot of plastic-for-
metal replacement in components such as the housing,
impeller, stator and some of the bearings, he concludes.
Other companies are pushing the metal replacement
concept even further. Where the need for performance
outweighs cost concerns, engineers tend to look to
carbon fiber and Lamborghini is no exception. Based
in Seattle, the companys Advanced Composite Structures
Laboratory (ACSL) is working with Japanese plastic
specialist Uchida to produce carbon-fiber connecting rods
for its V12 Aventador engine. Prototypes using vinyl ester
as the matrix resin are said to weigh a mere 203g less
than half the weight of their steel counterparts. Multiplied
by 12, weight savings would add up to more than 3kg a
significant amount in this market and the reduced mass
would also improve acceleration. The new conrods are
said to be cured in an autoclave in 10-minute cycles, and
incorporate metal rings and other metal components held
in place with a heat-resistant adhesive. Encouraged by
these results, the head of ACSL, Luciano De Oto, sees
a potential for other composite engine parts as well.
Carters, brackets and exhaust pipes are already
feasible. In the future, extreme temperatures, parts
made from mixed materials and high production
rates will present different challenges, but composite
additive manufacturing will allow us to achieve complex
geometries such as hollow sections, he says.
You might see a composite
range extender block first,
but the technology has to be
marketed by a prominent Tier 1
Matti Holtzberg, Polimotor Research
COMPOSITE PARTS
RACE PROVEN
The use of plastics in high-performance engines is not
a recent idea. As far back as 1969, a young engineer
from New Jersey experimented with polymer pistons
that he tested in a friends Austin Mini. Undeterred
by catastrophic meltdown after only 20 minutes,
Matti Holtzberg fitted the pistons with aluminum
crowns and sold them to racing outfits in the 1970s.
His company, Polimotor Research, would go on to
build a polymer engine based on Fords 2.3-liter
Pinto motor that weighed 69kg, outclassing its 188kg
cast-iron counterpart. It was designed to produce
318hp at 9,200rpm (compared with the Pintos 88)
with the only metal parts being the cylinder sleeves,
combustion chamber tops, piston crowns, bearings,
Lolas T616 competed
valves and seats, and a stock Pinto crankshaft. Nearly for two seasons with a
everything else in the engine, including the block, Cosworth BDA and YP
rods and piston skirts, were made of glass-reinforced series-based Polimotor
polyamide thermoplastics.
An advanced version of Holtzbergs
Polimotor weighed 76kg, again less
than half the weight of its metal
original, and was based on the
Cosworth BDA and YP series engines.
It proved its durability in a Lola T616
over two racing seasons, competing in
the IMSA Camel GT Championship in
1984 and 1985. The car earned several
Top 5 finishes including a podium at
the 1985 Lime Rock 2 Hours. The only
failure at the time was said to be a
broken connecting rod, a part bought
from an outside supplier.
Polimotor 2 project
Polimotor Researchs advances in polymer
engine components (see sidebar above) were
largely ignored at the time, with the 1980s
favoring large displacement V8 engines. Just
how far the concept was ahead of its time is
shown by a recent revival of Matti Holzbergs
company brought about by the introduction
of Polimotor 2, a project run in partnership
with Solvay. The concept aims to replace 10
metal components with plastic, including the
water and oil pumps, water inlets and outlets,
throttle body, fuel rail and cam sprockets.
With parts made from seven of Solvays
high-performance thermoplastics, it aims
for a weight reduction of over 40%.
According to its inventor, the original
Polimotor 1 concept survived pretty much
3D-printed valves are examples of
components being created from new
composite materials, which are able
intact: Everything in the engine is the same
except the sump now incorporates the main
to withstand performance demands
caps, Holtzberg says. You would expect the
inventor of the original plastic motor to be
wildly optimistic about future composite
engines, but he advises caution. You might
see a composite range extender block first,
Engine Technology International.com // June 2017 // 79
 COMPOSITE PARTS
2

Fraunhofer has created 1

multiple components in
composite material, such
as these cylinder casings
(1) and cylinder head (2)
3. BMWs i3 engine
is surrounded by a
heat-insulating jacket

but the technology has to be marketed by

a prominent Tier 1, he concludes.
Holtzbergs idea seems to have struck a
chord with researchers at the forefront of
engine design and recently another plastic
engine concept has appeared and seemingly
not just for the weight advantages. In 2015,
Germanys Fraunhofer Institute for Chemical
Technology partnered up with Sumitomo
Bakelite in Japan to design a composite
single-cylinder research engine based on
phenolic resin rather than thermoplastics.
The cylinder casing the heaviest part of
any engine weighs around 20% less than
the equivalent aluminum component, at a The cylinder casing the heaviest
comparable cost, says Dr Lars-Fredrik Berg,
project leader and manager of the institutes part of any engine weighs around
Lightweight Powertrain Design unit.
But for Berg, its some of the materials
20% less than the equivalent aluminum
other qualities that make it even more
attractive. Some OEMs have shown an
component, at a comparable cost
even bigger interest in the thermal insulation Dr Lars-Fredrik Berg, project leader and manager, Fraunhofer Institute for Chemical Technology
properties of our motor than in the
lightweight potential, Berg continues. Some areas of the cylinder were lower. This is especially
European companies make thermal shielding important near the timing chain, which produces
that produces the same effect that our a lot of mechanical noise.
material possesses inherently the BMW His final point addresses one particular weakness
i3 engine, for instance, is packaged in of plastics in engine design material cost. In terms
an insulating jacket. Thermal insulation of price, the composites cant compete with recycled
means engines warm up more quickly in aluminum as theyre about double the price. But the big
the winter, achieving their emission targets, advantage lies in the casting. Your typical Golf engine
and producing heat for passenger comfort. block mold costs around 1m [US$1.1m] and lasts for
During testing, we also saw good acoustic 80,000-100,000 shots at most. For our 55% reinforced
damping properties, he continues. At higher phenolic composite, the die makers can guarantee over
frequencies, acoustic emissions in certain 300,000 shots. Taking into account high automation, less
mess, low energy costs and minimal need for finishing, we
were able to prove significantly lower production costs.
3 Asked about the timeline for the concept to go into
production, Berg is optimistic. Id say three to five years.
Weve had a lot of interest from component producers
as well as from OEMs of two- as well as four-wheelers.
Based on our preliminary work, the next Jaguar V12
wont necessarily be a composite engine, but we are
certainly seeing manufacturers opening their minds
to our ideas.

80 // June 2017 // Engine Technology International.com

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 ENGINE EXPO PREVIEW
JUNE 20-22, 2017, MESSE STUT TGART, GERMANY

SHOW
BUSINESS
The right exhibitors to help you achieve ever tightening targets

T
he 2017 Engine Expo continues
the reputation of previous shows;
encapsulating the latest and most
relevant market trends of rightsizing,
emissions control and improved
efficiency. With a wide range of handpicked
exhibitors showcasing the very latest in
materials science and components engineering,
the show will be invaluable to everyone involved
in the design and manufacturing process. If
you are looking to achieve enhanced reliability
and performance, and surpass regulations, you
cant miss this!
Now in its 19th year, Engine Expo is a firmly
established global industry occasion. It will
provide visitors with an ideal platform to
meet some of the worlds leading companies as
they exhibit their latest engine and powertrain
breakthroughs. These will include state-of-
the-art designs; cutting-edge components
and subsystems; innovative materials,
manufacturing technologies and bespoke
services; and concepts that will shape
tomorrows powertrain R&D.
A key element of Engine Expo is the
adjoining Automotive Testing Expo Europe,
where around 70 companies will be displaying
the latest engine test and validation
technologies, with dynamometers, emission
testing and electric and hybrid powertrain test
rigs all featuring strongly. In combination,
there are over 150 companies to meet with to
discuss and review your engine building, test
and development processes.

82 // June 2017 // Engine Technology International.com

 ENGINE EXPO PREVIEW
REGISTER NOW FOR YOUR FR EE PASS! w w w.engine-expo.com

WHAT YOU WILL SEE AT THE EXPO...

Peering into the depths Single supply Extensive
of ferrous and
When you need to see into those small, hard-to-reach places,
you have two choices: take the component apart or reach for a in-house
videoscope. Rotburgs KBL series of videoscopes are a modular facilities
design, enabling the swapping of various probes, ranging from
10mm down to 0.5mm for those truly hard-to-reach spots. A high- non-ferrous castings

E
intensity LED light source makes the KBL series ideal for the visual
inspection of motor block cavities, but the company also produces xtensive in-house
custom videoscopes to suit individual requirements as well as manufacturing facilities
fiberscopes and borescopes for UV inspections. enable Ascent Castings
Technologies to provide
Rotburg Stand 3502 a single source supply
for both ferrous and non-ferrous
manufacturing, rapid prototyping,
tool-less sand sintering, an
in-house proto foundry plant,
spectrographic metal analysis
of castings, mechanical testing
of materials, and fully equipped

Friction coating for lower castings. Ascents portfolio of

products and services includes
the latest 3D casting simulation
multi-axis CNC machines.
Ascent Castings Technologies

costs and simpler assembly software, pattern/tooling Booth 3022

F Libralatos revolutionary
riction has always added
weight. Friction shims
and friction discs
also make component
assemblies more
complicated than they need to be,
but Miba has found a way around
this. The friction increasing
particles of Gripcoat mean
traditional methods of adding
friction to components such as
engine, transmission, chassis
or suspension can be negated.
Gripcoat high-friction
coating can reduce the
complexity of assemblies
This means parts can be
made lighter and smaller, and in
some cases removes the need for
additional components altogether.
This is particularly relevant when
increasing transmissible torque, as
the highly achievable friction factor
of Gripcoat leads to the efficient
transfer of high torque while
reducing operating vibrations.
Miba Stand 3110
rotary hybrid engine
A compelling new concept
for engine architecture and
thermodynamic cycle, the
Libralato rotary hybrid engine,
solves the problems of the better
known Wankel rotary engine
(poor combustion, overheating
and sealing wear) through the
exchange of gases between
three dynamic chambers and its
non-contact, long-escape path
sealing. Designed by Dr Ruggero
Libralato over the course of 30
years, the company claims it Libralatos
can be as efficient as a diesel compact
engine using gasoline, but 50% rotary engine
smaller and 30% less costly. With design
exceptionally high, asymmetric
compression and expansion hybrid (PHEV) systems to fit
ratios and its integrated exhaust cost competitively into standard
gas recirculation (<30% EGR) engine bay apertures.
for ultra-low emissions, the
Libralato also enables plug-in Libralato Stand 3426

New name in aluminum die-casting Keeping cool

Engine Expo is the right platform for companies across the
automotive value chain to display their technical capabilities,
and Rockman is participating for the first time to showcase its
competence as a supplier of aluminum die-casting, and machined
and painted assemblies, to the leading automotive OEMs and Tier 1s.
With a state-of-the-art facility, the company has a presence in five
locations in India and has a capacity to process more than 65,000
tons of aluminum alloy every year.
Rockman Industries Stand 3304
W
ith the drive to improve fuel consumption and keep
emissions down, in particular CO2, one potential yield
area that can get overlooked is engine cooling. But Saleri
knows just how important engine cooling can be in
driving down emissions and boosting economy. This
knowledge is why it has spent the past few years focusing its research
and development on just that area. At Engine Expo 2017, its engineers
will be on hand to discuss individual cooling needs and to help plan
the best proposal that maximizes efficiency in automotive applications.
Saleri Stand 3518

Engine Technology International.com // June 2017 // 83

 ENGINE EXPO PREVIEW
Aluminum cylinder
head 66% lighter
Additive manufacturing has
revolutionized the production of
complex components, and none more
so than in the automotive industry.
Components that used to be cast
or assembled from multiple parts
can now be produced whole and
more efficiently. Perhaps the best
New
benchmark
for engine
analysis
H
ow a new engine
performs on paper can
often differ from how
it performs in the real
world, and no engine
designer likes surprises. Over
the past 15 years, A2MAC1 has
established a reputation in the
automotive industry with its
engine data capture and storage.
A2MAC1s experts collect
comprehensive data on the engine
by applying a standard process of
data collection on the system using
its meticulous teardown, metrology
and 3D scan technology.
The company is also capable of
measuring static and dynamic
stiffness of engine mounts,
torsional vibration, and NVH
performance.
A2MAC1 Stand 3016
84 // June 2017 // Engine Technology International.com
JUNE 20-22, 2017, MESSE STUT TGART, GERMANY
example is the aluminum cylinder
head on display at Engine Expo 2017
by FIT. With topologically optimized
microstructures, it weighs 66%
less than the original and has
a 12-times larger cooling surface.
FIT Stand 3302
ALM is allowing
highly efficient
volumes to be
realised
Casting away
the sand
It is no secret that the expected
development time for new drive
technologies in the automotive industry
has shortened considerably in recent
years. Up to now, sand casting was the
only way to manufacture comparable
prototypes parts quickly, but Heck +
Becker is attempting to change that. Its
K1 prototyping revolutionizes component
development. The K1 competence platform
allows the company to analyze and
optimize the practicability of components
in the die-casting process at a very early
development stage. This removes the need
for sand casting completely, saving time
and allowing initial trials to be conducted
earlier in the development process.
Heck + Becker Stand 3114
Heck +
Beckers K1
prototyping
is changing
prototyping
processes
Reducing NOX in
downsized engines
T
hough downsizing by means of air charging was
successful in reducing CO2, it increased the mass
flow of N2. Ogunmuyiwa Motorentechnik believes
it has a solution. The Ogunmuyiwa Engine Cycle
enables combustion to occur during the
compression stroke without
damaging the engine and
therefore reducing the admission
of N2 into the downsized engine
and yet still maintaining the CO2
reduction benefits of downsizing.
This delivers a more complete
combustion, enabling higher
New,
power densities, higher thermal
low Co2
efficiencies and lower raw HC and NoX
and CO emissions. combustion
cycle
Ogunmuyiwa Motorentechnik Stand 3314
Cutting-edge
component solutions
Automotive and motorcycle
manufacturers would be
wise to visit Advantech at
Engine Expo 2017 if they
are looking for component
solutions. The company,
established over 60 years
ago, provides cutting-edge
manufacturing techniques
including precision cold
forming; light-weight,
high-pressure, weldable timing systems, including
aluminum die-casting; friction chains, tensioners,
hot forging; and custom and guides as well as
flat-wire edge-wound camshaft sprockets.
windings. It also develops
components for engine Advantech Stand 3422
Keeping out the heat
Fire barriers and heatshields are not something that
automotive manufacturers can afford to get wrong,
especially with the increasing application of new
technologies such as lithium-ion batteries. As well as
its well-known high-temperature insulation for exhaust
systems end engine bays, HKO Heat Protection Group
has developed fire barriers for high-voltage battery
packs, protecting against fire caused by thermal
runaway in lithium-ion batteries. Due to its electrical
resistance value, this fire-retardant multilayer
construction also protects against electrical shock
during normal operation, and compared with standard
electrical insulation it is up to 12 times lighter at a
6mm thickness.
HKO Heat Protection Group Booth 3406
 ENGINE EXPO PREVIEW
REGISTER NOW FOR YOUR FR EE PASS! w w w.engine-expo.com

Marking and traceability The Awards...

laser range
When you need accurate marking and complete traceability, the Fiber,
Hybrid, Green and CO 2 series laser solutions from Gravotech could just
be the ideal solution. Its 3D module offers very high amplitude while the
auto-focus is perfect for marking in all conditions. Thanks to the multilevel
and inclined surfaces system, it adapts marking to different levels without
adjustment, and the instantaneous marking control, Vision Manager,
ensures complete traceability thanks to its integrated camera.
Gravotech Stand 3414
To find out who makes the greatest engines in the world, be
sure to attend the International Engine of the Year Awards
2017 trophy presentation, which will take place at 2:00pm
on June 21 at Engine Expo. The awards, now in their 19th
year, celebrate the very best of powertrain engineering,
design and innovation by presenting 12 trophies, covering
eight capacity classes, as well as Green Engine of the
Year, New Engine of the Year and Performance Engine of
the Year. The winners of the eight capacity classes and
the Green Engine award are then shortlisted, with one
powertrain eventually becoming the International Engine
of the Year for 2017. Ferrari bucked the trend of small
capacity, ecologically minded engines last year, with the
phenomenal Tipo F142M 3.8-liter V8 twin-turbo. Can the
high-performance unit retain its crown? Be sure to make a
note in your diary to attend the International Engine of the
Year award 2017 trophy presentation.

2016
belonged to
Ferrari, who will
win this year?

Gravotechs 3D module adapts to different markings without adjustment

Tailor-made turbo solutions

T
urbochargers can affect an
entire powertrain and the
influence of design on the
units performance can make
a huge difference. While
many turbocharger producers focus
on high volume production, Van der
Lee Turbo Systems is different. Its
high-end technical solutions for
matching, designing, development,
testing and manufacturing turbo
systems are focused on tailor made
solutions, providing flexibility and
innovation for its customers, ensuring
the turbocharger offers optimal quality
and performance.
Van der Lee Turbo Systems Stand 3520
CELEBRATING THE VERY BEST
OF POWERTRAIN ENGINEERING,
DESIGN AND INNOVATION

Piston pin protection

Recent high-profile investigations have led to increased
scrutiny of the engine and emission testing industry.
As a result, new solutions and concepts are entering
the market to help engine manufacturers drive down
emissions, but often these result in higher thermal and
mechanical constraints on different engine components,
such as piston pins. Hef Groups ta-C coatings have
been designed with new surface properties to secure the
durability of piston pins undergoing increased stresses.
This is complemented by recent investment in new in-
house testing tools, including piston pin test rigs.
HEF Durferrit Stand 3616
Small batch runs of turbochargers are Van der Lees specialty

Engine Technology International.com // June 2017 // 85

 ENGINE EXPO PREVIEW
Casting
capacity
Cast metal still provides
the heart and soul of many
automobiles: steel forgings for
connecting rods, crankshafts,
wheel hubs and axle ends;
cast iron for cylinder blocks,
bearing caps, bed plates,
exhaust manifolds and
crankshafts; and aluminum for
cylinder heads. So capacity is
crucial for cast-metal hungry
manufacturers. Brazil-based
WHB has a total capacity
of 250,000 tons per year
of iron castings, 6,500 tons
per year of aluminum castings
and 10,000 tons per year
of steel forgings. No wonder
the company is so popular
with current automotive
manufacturers.
WHB Stand 3608
REGISTER
NOW FOR
YOUR FREE
PASS!
w w w.engine-expo.com
Super alloy
specialist
R
epresentatives
from Hitchiner
Manufacturing
Co. Inc. will
be on hand at
Engine Expo 2017, to discuss
the comprehensive range
of castings that the company
offers. Using its counter gravity,
low-pressure, inert-atmosphere
(CLI) patented casting process,
Hitchiner specializes in
the design and manufacture
of high-volume superalloy
engine components, such as
turbocharger turbine wheels
and waste gates, all using
refractory alloys like IN713,
Mar-M 246, and Nimonic 90.
Stop by its booth to see what
it can do for you.
Hitchiner Manufacturing Stand 3312
86 // June 2017 // Engine Technology International.com
JUNE 20-22, 2017, MESSE STUT TGART, GERMANY
Hot pipes
E
Unique fibers
help withstand
xhaust systems endure extreme temperatures, especially
high engine
in high-performance vehicles. Nipass has embraced this temps
challenge with its range of exhaust systems and innovative
exhaust insulating materials. Nipass insulates its exhaust
systems to withstand temperatures of up to 1,000C, and
for special applications it uses ceramic fibers that provide thermal
protection up to 1,300C. The company even provides a microporous
insulation material that is seven times thinner than other exhaust
insulation materials, allowing it to be used to insulate places where
space is minimal.
Nipass Stand 3628
Streparava moves into Ceramic
connecting rods and fuel core and
injection components soluble wax
Not satisfied with its already
extensive range of powertrain
a range of OEM and automotive
manufacturers as its customer
technology
I
components, including base, including CNH, Fiat
crankshafts, camshafts, rocker powertrain technologies, FCA, nvestment casting is the only
arms, and complete valve-
train and engine brake solutions,
Volvo, MAN, Mercedes, AMG,
Ducati, Liebherr, Magneti Marelli,
way to make many complex
and vital engine components.
Italy-based Streparava is now Lamborghini and SDF. From EGR components for
manufacturing connecting rods
Streparava Stand 3514 coolers, to valve housing,
and high-precision fuel-injection
exhaust manifolds, turbine
components. The company
says it has invested heavily in
a fully automated production
housing and flanges, many
automotive components require
line for high-pressure pump the process. Vulcan Industrys
bodies and has a capacity of specially developed ceramic
one million pieces per year. As a core and soluble wax technology
result, Streparava has amassed
allows products to be created
from stainless steel, heat-
resistant stainless steel,
carbon steel, high-nickel alloys
and carbon steels, and has seen
the company become a chosen
Streparava has expanded its range Tier 1 customer in the USA,
of high-strength components Japan, Korea and Europe.
Vulcan Industry Booth 3300
Free-to-attend Forum
Complementing Engine Expos high level of technical and
engineering content this year is a three-day, free-to-attend Open
Technology Forum that will feature presentations on the latest
technologies, concepts and breakthrough theories from many of
the worlds leading experts in powertrain design, development,
manufacturing and marketing.
Visit www.engine-expo.com to see the full speaker line-up! New casting techniques from Vulcan
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 THE FUTURE OF TRANSPORTATION

The Future
of Transportation
From autonomous vehicles, to viably getting personal use vehicles
off the ground safely, the mobility discussion is going back to the
future: The Future of Transportation World Conference is the place to
discuss a multitude of ideas that could revolutionize how we commute

W
hen the next generation is
spoken about, engineers
usually in corporate speak
are referring to the short
term. That is, the coming
five to 10 years that will see incremental steps
taken to achieve the next set of legislation,
or regulation. But what about beyond that?
What are the big ideas that will revolutionize
the very concept of transportation?
The Future of Transportation is a study
and conference on the subject of what comes
next. One of the core themes of the event
is Getting transport off the ground, which
will examine how quickly personal airborne
transportation systems will become viable
mass transportation solutions. The futuristic
vision of skyscrapers surrounded by
airborne transport for mass commuting
could be just a few years away, but is the
world ready for the change? Will todays
automotive companies and brands be lost
to history or will they as, for example,
Mercedes has long stated be part of the
new transport solution?
The Future of Transportation World
Conference 2017 will bring together world
transportation leaders from OEMs and their
suppliers, transportation authorities and
city planners, rail and public transportation
technology firms and operators, technology
and software giants, drone and personal air
transportation solution companies, freight
and logistics companies, mass-transit solution
providers, business consultants and inventors
of global mobility solutions all with the
common goal of devising better solutions
for the increasingly demanding challenge
of providing safe, efficient, sustainable
vehicles. Held from July 5-6, 2017, in
Cologne, Germany, the two-day event is
already attracting a variety of major names
from a number of industries. With eight
streams covering topics as diverse as the
legal and technical issues facing autonomous
vehicles, infrastructure and project funding
(see opposite for a flavor of what to expect,
and www.thefutureoftransport.com for more
information on speakers and streams), there
truly is something for engineers from all
walks of life. Book your delegate pass now!

88 // June 2017 // Engine Technology International.com


KLN MESSE, GERMANY
JULY 5-6, 2017
conference
streams!
STREAM 2: LEGAL AND TECHNICAL
ISSUES OF AUTONOMOUS VEHICLES
Simone Ruth Schumacher LLM, research assistant
automated driving, Research Institute of Public and Private
Security, Institute for Safety and Security Research (FPS
Berlin), Germany
Vehicle type approval: interrelationship of national,
Photo: Wire Collective LTD
European and international law
Constructive requirements for vehicle type approval
today are dominated by European law and increasingly
influenced by international law, whereas national law
plays a rather inferior role. The presentation aims to set
out what this three-level regulatory framework promotes
and what hinders automated and autonomous driving.
160+
speakers!
THE FUTURE OF TRANSPORTATION
STREAM 4: VISION ZERO
Richard Cuerden, chief scientist, engineering and
technology, TRL, UK
Future of vehicle safety what are the casualty
reduction priorities?
The presentation considers the likely benefits that will
be realized if proposed changes to the EUs passenger
car type-approval requirements, namely updates to the
General Safety Regulation (EC 661/2009 published
2009) and Pedestrian Safety Regulation (EC 78/2009
published 2009) are adopted. The additional measures,
which could become mandatory, include ADAS features
such as AEB, ISA, LKA, driver distraction and drowsiness
technologies and secondary safety measures designed
to protect occupants and pedestrians in the event of a
collision. Vision Zero requires a Safe System approach
and it is important to quantify what emerging
technologies are going to deliver with respect to collision
prevention and injury mitigation in the next five to 10 BOOK YOUR
years. This will provide an understanding of future
casualty prevention priorities and lead to the
DELEGATE
development of strategies that will include vehicle safety PASS NOW!
design and performance criteria requirements for the
next generation of connected and autonomous vehicles. www.thefutureoftransport.com
STREAM 6: ENVIRONMENTAL SUSTAINABILITY
Nick Molden, founder and CEO, Emissions Analytics, UK
Does the internal combustion engine have a viable future?
Concentrating on emissions, this presentation will look at proprietary data
from more than 1,300 vehicles and discuss whether the ICE can meet the
demands of ever-increasing emissions standards. It will also consider the
impact autonomous vehicles may have on emissions, using data from a
study with Imperial College London, which examined how pollutants can
be reduced when driving decisions are automated.
STREAM 7: CHANGING L ANDSCAPE
FOR CAR MANUFACTURERS
Stefan Deix, director, EUCAR, Belgium
Key challenges for the automotive industry
Digitalization, automation and connectivity are certainly
dominating trends in the first quarter of the 21st century.
They modify the way we think about future mobility.
Together with the need for decarbonization and the societal
need for transportation, automotive innovation is happening
at an accelerated pace. For these reasons, EUCAR, the
European Council for Automotive R&D, decided to launch
a major strategic review process with the main objective
being the identification of key challenges for the automotive
industry until 2030. EUCAR is the research association of
major car and truck manufacturers in Europe.
Engine Technology International.com // June 2017 // 89
 PRODUCTS & SERVICES

Transmission judder
Experts have analyzed the torque converter and the lock-up clutch at an early design
stage using 1D simulation models in order to reduce judder in automatic transmissions

To improve fuel economy, car

manufacturers and suppliers
often use downsizing strategies.
These can create higher torques
at lower engine speeds, which as
a result, affects the performance
of transmissions. During the
engagement of the lock-up
clutch in automatic transmissions,
judder may occur. Predicting the
occurrence of this phenomenon
is essential in the development
process of a new transmission.
In addition to traditional test-
based diagnosis methods, such
as transfer path analysis (TPA) and
operational deflection shapes (ODS)
analysis, experts at Siemens can
develop 1D simulation models with
load-predictive capabilities to better
understand the reasons behind
judder. As a result, judder no longer
occurs in these transmissions and
design decisions are frontloaded to
optimize vehicle NVH performance.
Engaging the clutch can cause
drivetrain oscillations. When the
clutch is engaged, torsional Automatic transmissions are prone to judder when the lock-up clutch is engaged
vibrations are transmitted via
suspension and engine mounts, state of a vehicle. Traditional NVH a run-up simulation. An accurate it is attached to the lock-up
creating vibrations of the vehicle data is acquired simultaneously with inertia representation is required in damper, which has features that
body, which can be felt by the detailed measurements of torque, order to ascertain the powertrains are particularly crucial for the
driver. These clutch-induced rotations-per-minute fluctuations, modal behavior. judder analysis. It is important to
drivetrain oscillations are called and combustion pressure. The For modeling the torque precisely model these damping
clutch judder. Depending on latter enables engineers to define converter, two typical curves characteristics (hysteresis, viscous
how it is caused, judder is generally the input and validation signals display the torque ratio (TR) damping, etc) because this
classified as self-excited on the for the simulation models. and the capacity factor (K) as component can provide the positive
one hand, and forced excited on By using 1D software, functions of the speed ratio (SR) damping that is needed to counter
the other. Self-excited vibrations engineering experts create a virtual to determine the torque converters the negative damping caused by
typically occur in systems in which transmission model. The essential characteristics. For the judder the friction characteristics.
considerable forces are transferred parts that need to be modeled analysis, the capacity factor Even if the clutch is designed
through friction, as is the case for simulating judder are: internal particularly plays an important perfectly, poor control software
with clutches. transmission parts, torque role as it determines the torque or hardware design can still cause
A typical process for analyzing converter, lock-up clutch, and converters equivalent damping, instability. In this case, so-called
the use of the torque converter the lock-up clutch control. which depends to a considerable control judder occurs. Designing
and the lock-up clutch at an early When modeling the internal degree on temperature. an anti-judder control is an option
stage begins with data acquisition. transmission parts, emphasis is The lock-up clutch is, by here. However, this task is not
NVH-related measurement data is put on the correct implementation definition, the most important always feasible, especially at higher
acquired in order to conduct TPA of the gear stages using clutches factor for lock-up judder. This is frequencies. There will certainly be
and ODS analyses. These will give and brakes. Such a focus enables not only the case due to its friction considerable delays in the hydraulic
an accurate description of the as-is simulation of the gearshifts during characteristics, but also because system when the transmission fluid

90 // June 2017 // Engine Technology International.com


Example of a transmission simulation model
is cold, thus limiting the controllers
practical bandwidth.
All models that have been
described previously enable
accurate transmission simulation.
When the transmission has
not caused any judder on the test
bench, it can still occur once the
transmission has been installed
in the vehicle. The vehicles
characteristics, such as driveshaft
stiffness or tire damping, also
determine the powertrains
resonance frequencies and
damping. In order to forestall
potential judder problems at an
early development stage, full-
vehicle simulations are absolutely
necessary. In order to do that, the
transmission model is extended
to an engine model and a vehicle
Example of a transmission simulation model
model. This gives the transmission
manufacturer the opportunity
to prevent potential transmission
judder problems in different types
Engine Technology International.com // June 2017 // 91
PRODUCTS & SERVICES
of cars as early as possible in the
design cycle.
The 1D engine model for
analyzing judder is typically
comprises a map characterizing
the torque as a function of engine
speed and throttle. That is sufficient
to perform several drive-cycle
simulations. For self-excited judder,
there is no particular need to
accurately describe the torque
fluctuations. The negative system
damping will induce the judder,
so there is no need for the use
of external excitations such as
the engine harmonics.
The vehicle model has to
supply the correct impedance and
damping to the transmission. The
impedance is typically determined
by the driveshafts stiffness. Other
important parameters include wheel
inertia, tire stiffness and damping.
Last but not least, a sensitivity
study is performed to pinpoint
the powertrain mode that is likely
to cause judder, as well as the
component that contributes
most to the modal damping.
This component will be first in line to
be adapted to increase the stability
margin. Since it is a full-system
analysis, the transmission OEM is
able to check on other components
that may cause judder (for example,
driveshafts and tires).
Transmission manufacturers
need to be able to forestall judder
problems as early as possible
in the development phase. This
approach helps engineers to
focus immediately on the relevant
parts when troubleshooting is
required. Additionally, it enables
manufacturers to frontload
decisions and optimize performance
and reduce losses of future
adaptations or models. Keeping
the right balance between detail
and accuracy, a similar scalable
model-based solution can also be
applied to balance NVH, driveability,
ride comfort and fuel economy.
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Future turbochargers
To accommodate a growing range of engine concepts, turbocharging
system suppliers are steadily expanding the scope of their technical solutions

With innovative technologies,

such as the eBooster
electrically driven compressor,
ball bearing systems and VTG
turbochargers for gasoline engines,
BorgWarner is leading the way
toward new, powerful and efficient
turbocharging systems for cars of
the future.
Using its many years of
product leadership in turbocharger
development, BorgWarners
eBooster electrically driven
compressor (Figure 1) provides
optimal performance and efficiency,
as well as excellent NVH behavior.
This state-of-the-art solution is
equipped with a permanent magnet
motor for minimal torque fluctuation
and thus greatly reduced noise
generation while running. In
addition, this type of drive, with its
electrical efficiency of over 95%, is
particularly efficient when compared
with other electric motor designs
such as switched reluctance
motors. When it comes to engines,
space is always critical. Compared
with other electrically driven
compressors, BorgWarners
eBooster technology is compact,
balancing the footprint of motor,
compressor and electronics to
achieve a homogeneous package.
Furthermore, the power and
control electronics required were
integrated into the package. Finally,
BorgWarner leveraged its expertise
to optimally match the eBooster
electrically driven compressor
and the turbocharger.
While the first series application
of the eBooster technology will
be a relatively large gasoline engine
featuring a 48V unit, BorgWarner
is also developing 12V eBooster
variants that are appropriate for
smaller engines. The use of 48V
power supplies is an enabler for
more power as the companys 48V
eBooster technology can generate
Figure 1: BorgWarners eBooster
electrically driven compressor is
matched to the turbocharger to
improve the fuel efficiency of vehicles
using 12V or 48V power supplies
up to 6kW of electric drive power,
whereas a 12V eBooster electrically
driven compressor generates
around 2.5kW. However, boosting
is currently limited to short bursts
of up to around 20 seconds. This
is likely to change to continuous
operation for both variants in the
future, with 3kW permanently
available from the 48V eBooster
technology and around 1.5kW
from its 12V counterpart.
Longer boost times of between
30 seconds and two minutes
have shown benefits in a range of
driving situations, for instance with
a heavy vehicle traveling uphill. For
the electronics system, this is very
similar to permanent boosting.
Even longer boost times also open
up new potential applications for
BorgWarners leading technology,
such as even more engine
downsizing or more economical
gear shift strategies. In addition
to improving low-end torque and
helping naturally aspirated engines
without a turbocharger to achieve
a well-rounded torque curve,
other possible applications of
the eBooster system include
performance boosting at higher
engine speeds.
BorgWarners eBooster
technology achieves 90% of
its maximum torque after just
230ms. Providing the high level
of responsiveness of a mechanical
supercharger while being partly
powered with regenerative
electricity, the eBooster electrically
driven compressor will place
mechanically supercharged engines
under additional pressure. With the
quick response time and boosting
capabilities even into the medium
Figure 2: The companys ball bearing
system reduces friction for improved
turbocharger response and efficiency
engine speed range, it will greatly
help to keep engine responsiveness
despite the elimination of a
scavenging gas exchange.
In addition to developing
innovative technologies for
electrified powertrains, BorgWarner
is actively developing technologies
to improve the efficiency of modern
hybrid and combustion engines. As
a result, the company is able to offer
high-performance solutions such
as a ball bearing system and VTG
turbochargers for gasoline engines,
which are ready for mass marketing.
The advanced ball bearing
system (Figure 2) features a
sophisticated design and high-
performance materials to offer
reduced bearing friction and rotor
dynamics better than conventional
journal bearings. By enabling the
gap between compressor housing
and wheel to be minimized, the
new ball bearing provides another
major benefit compared with journal
bearings, where certain tolerances

92 // June 2017 // Engine Technology International.com


Figure 3: Based on a modular system, which enables
tailored solutions for a range of specifications, BorgWarners
gasoline VTG turbochargers for the mass market improve
transient response, emissions and fuel efficiency
Figure 4: BorgWarners advanced 48V
eTurbo is a combination of an ultra-high-
speed electric motor and a turbocharger.
It provides boost assist or converts
exhaust gas flow into electrical energy
have to be allowed in order
to avoid rubbing. As a result,
thermodynamic efficiency is
increased, and this contributes
to enhanced turbocharger and
subsequently engine performance.
Tests conducted by BorgWarner
revealed considerable efficiency
benefits, with reductions in fuel
consumption of 2-3%.
Since 2006, BorgWarner
has been applying its VTG
turbochargers in a German
premium sports car
manufacturers gasoline engines,
capable of high exhaust gas
temperatures using sophisticated
materials. However, modern
engines with Miller combustion
cycles are ideal applications
for VTG turbochargers: they
are capable of supplying the
required boost pressures, and, as
temperatures are lower, reaching
900-950C instead of 1,050C,
less sophisticated materials can
be used. On the basis of the
companys extensive know-how
and experience, BorgWarner has
designed modular, cost-efficient
and robust VTG turbochargers
(Figure 3) for various gasoline
engines. To provide solutions
tailor-made for a variety of
applications, these highly
modular components can be
produced using different materials
depending on the customer
requirements. Due to the systems
high modularity, BorgWarner can
leave the production process and
the underlying modular concept
largely untouched.
BorgWarner is also currently
developing next-generation
innovative technology to support
its customers with advanced
products for future propulsion
systems. Following a drive
concept similar to the eBooster
electrically driven compressor,
Engine Technology International.com // June 2017 // 93
PRODUCTS & SERVICES
BorgWarners eTurbo (Figure 4)
is the next stage in turbocharger
development. This electrically
assisted turbocharger is a
single-shaft solution that consists
of an ultra-high-speed electric
motor attached to a turbocharger,
and it enables electrical energy
to flow bidirectionally. The
eBooster technology and the
eTurbo both enhance time to torque
and enable engine downsizing
and downspeeding. However, the
eBooster system does that a little
better for lower engine speeds, and
the eTurbo excels at that for medium
to high engine speeds. In addition,
the eTurbo offers both functions
in one, albeit slightly larger,
component, whereas the eBooster
electrically driven compressor is an
additional component, although
flexible with regard to packaging. As
a result, packaging considerations
might also play an important role
in selection of technologies. The
eTurbo can either use the electric
motor as a drive to add power to the
shaft and thus assist turbocharging,
or work as a generator recuperating
electrical energy from the exhaust
gas flow when more turbine power
than required is available. This is
especially attractive for long-haul,
heavy-duty applications.
As auto makers continue
on the path toward powertrain
electrification and the introduction
of 48V power supplies,
turbocharging is set to go on
playing a crucial role in modern
gasoline engines, significantly
improving transient response and
enhancing the driving experience,
while improving fuel efficiency and
reducing emissions.
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Efficient electromobility
One supplier is developing new solutions that increase the efficiency,
and thus the range and durability, of the batteries in electric vehicles

ContiTech has developed

hoselines for a customer, for
battery tempering using oil instead
of the more common water-glycol
cooling mixture. This has created
completely new requirements
for the hoses and hoselines used
in e-vehicles. At the same time,
however, it opens up completely
new opportunities.
The batteries in electric vehicles
work at their most efficient at
temperatures between 10C and
30C. This spectrum enables long
ranges, extends battery life and
enables the batteries to work more
efficiently. For that reason, the
batteries have to be either cooled
or heated, depending on the
outside temperature. Some
manufacturers are now increasingly
relying on oil as the relevant medium
or are immersing batteries directly
in the oil. Manufacturers expect a
considerable extension in range for
their e-vehicles if an oil bath is used.
Until now tempering has largely
been achieved by means of water
cooling. Classic heating and cooling
lines have carried the relevant
media. However, this system
also brings risks: in the event of
a leak, the battery could come into
contact with the water, which in the
worst-case scenario could cause a
short-circuit, resulting in total failure
of the battery. Costly precautions
have to be taken to exclude this risk.
The situation is different with
oil as it does not have any charge
carriers and therefore does not
conduct electricity. This even means
that the battery can be completely
immersed in oil. This insulating
effect reduces the impact of the
outside temperature and thus the
need for regulation.
One challenge faced by the hose
developers was the specification
to cut weight by up to 25% while
the requirements for under- and
The line for the battery cooling
system in hybrid and electric
cars is almost 4m long, laid
in the cars underfloor section
overpressure resistance were
increased by 50%. The tight
bending radii in vehicle apertures
with restricted space also had to
be taken into account. ContiTech
addresses this using special, harder
compounds with reduced wall
thicknesses so that the hoses do
not lose the flexibility that is required
in the tight spaces. On the other
hand, the hoses for this application
are not subject to the same high
pressures as classic oil hoses,
which allows the developers to
contemplate the use of completely
new materials. After all, completely
different requirements in terms
of pressure, temperature and
acoustics are applicable here.
The connecting systems
represent another challenge as
the developers cannot use the
classic VDA connectors in the
tight package spaces available ContiTech is already developing
in electric vehicles. A new, much a range of appropriate solutions
more compact solution therefore for tomorrows electric vehicles.
Image: nadla iStockphoto.com
also had to be found.

94 // June 2017 // Engine Technology International.com


The hose developers succeeded in
reducing the weight of the oil cooling
line by 25% while improving its under-
and overpressure resistance by 50%
ContiTech supplies solutions for
the cooling system that enable long
ranges, extend battery life and enable
the batteries to work more efficiently
The search for new solutions
is aided by the fact that the
type of customer involved in the
field of e-mobility is completely
new. Specifications as usually
encountered with traditional vehicle
manufacturers are generally a thing
of the past here, replaced instead
by a bold readiness to try something
new. These customers are looking
for flexible suppliers who will
develop the perfect solutions for
and with them generally before the
series-production order is placed.
Only a company with extensive
material and development expertise
and willingness to think outside the
box can deliver this performance.
ContiTechs water cooling
solutions also require a sophisticated
thermal management system, with
complex hose and pipe systems.
The company supplies cooling
solutions that manufacturers can
install easily to ensure that units do
not overheat, the batteries achieve
their maximum life, and the
occupants do not have to forgo the
level of warmth to which they have
become accustomed.
Unlike conventional vehicles,
electric vehicles require two cooling
circuits. Water, which is the most
commonly used medium, is used
to cool power components such
as the motor and electronics as
well as the battery. It makes sense
to supplement the water or oil
cooling system at high thermal
loads using the air-conditioning
systems refrigerant circuit. A new
connector enables ContiTech to
minimize pressure losses in this
process. The weight of the new
generation of hoses has also been
reduced. Smaller line cross-sections
on the high-pressure side and in the
battery cooling line help to ensure
that as little refrigerant as possible
has to be used. The right mixture
of rubber, plastic and aluminum
materials and an ingenious line
geometry ensure the system has
adequate stability.
Engine Technology International.com // June 2017 // 95
PRODUCTS & SERVICES
ContiTech will also benefit
from developments in the field of
electromobility because electric
cars have to be lighter than gasoline
and diesel vehicles. The company
already has the appropriate
solutions for this, starting with
Benecke-Kalikos light surface
materials and continuing with plastic
components from Vibration Control.
In the case of hybrid vehicles, a
trend toward switchable bearings
can also already be seen. ContiTech
is developing this technology in
conjunction with two prestigious
manufacturers. High-performance
hoses will also play an increasingly
important role in battery tempering
an issue that is demanding a
great deal of ContiTechs product
development expertise and that
will lastingly change products.
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Dynamic seal design

These next-generation crankshaft seals, which employ an innovative new engineering
approach, combine reliable sealing with lower friction and higher vacuum capability

Todays fuel-efficient engines

place unprecedented
demands on dynamic shaft
seals, such as crankshaft seals.
Minimizing CO2 emissions and fuel
consumption requires low parasitic
friction, while low-emission
crankcase ventilation strategies
subject the seals to increased levels
of vacuum in the crankcase. These
demands conflict with each other,
and with the need to provide
prolonged durability and reliable
sealing under a broad range of
operating conditions.
An innovative dynamic seal
design from Federal-Mogul
Powertrain, called MicroTorq, uses
a new engineering approach based
on lower contact pressures and
novel geometry to satisfy the
challenges presented by modern
engines. Applicable to both the front
and rear of the crankshaft, in tests
the seal has reduced friction by up
to 80% compared with conventional
seals, equivalent to cutting CO2
emissions by up to 1.5g/km. In
the case of a 2-liter diesel engine
running at 2,000rpm, friction was The MicroTorq HD seal in a unitized configuration with patented Flat-Install
reduced by 125W, equivalent to an technology, featuring non-contacting lips and wear sleeve for superior
engine efficiency improvement of contaminant exclusion, protection during installation, and reduced shaft finishing
0.31% at this operating point.
Conventional dynamic seals rely conditions without high contact primarily to prevent dust from the MicroTorq design also handles
on a relatively high level of radial pressures. The hinge enables the reaching the main functional higher levels of crankcase vacuum
pressure acting on the sealing lips seal to accommodate both static sealing area. The seal material is a than alternative low-torque seal
in contact with the shaft, which and dynamic runout between the high-performance peroxide-cured designs. The increased vacuum
generates a corresponding level shaft and the housing bore, while fluoro-elastomer compound, directly results from active crankcase
of friction. Lower levels of radial the planar band, which lies flat bonded to a steel carrier ring. ventilation, frequently incorporated
pressure were not previously on the shaft surface, incorporates The small axial dimensions of the to collect blow-by gas and separate
considered a viable means to a molded spiral thread to actively seal help it to package conveniently the oil mist within it before the
reduce friction because of the risk of pump oil back into the crankcase in todays increasingly compact cleaned crankcase gas with its
impaired sealing over their lifetime. as the shaft rotates. engines, requiring less than 6mm hydrocarbon (HC) content is fed
By changing the sealing The design ensures that a of axial space, where a conventional back to the intake. As emission
geometry from a conventional constant number of threads always seal typically occupies between limits get stricter, crankcase
elastomer laydown lip to a remain in contact with the shaft 7mm and 10mm. In many cases, ventilation and oil mist separation
dual-hinge flex section supporting surface, irrespective of changing this facilitates a new application have become increasingly important
a band of contacting functional operating conditions. An additional without changes to the adjacent to avoid HC emissions and any
sealing elements, the MicroTorq auxiliary lip is attached to the outer engine components. contamination of the intake, and
seal maintains robust sealing over end of the main lip to establish a Although the primary development ultimately the combustion chamber,
a wide range of load and pressure circumferential seal to the outside, goal was to reduce friction losses, with engine oil.

96 // June 2017 // Engine Technology International.com


Because a laydown-lip seal is
defeated by even modest vacuum
levels, some manufacturers have
reverted to PTFE sealing rings
in order to accommodate the
increased vacuum, leading to
greater losses from parasitic
friction another illustration of the
conflicting requirements placed
on crankshaft seals. The MicroTorq
seal maintains an even contact load
under both positive pressure and
vacuum conditions because of
the compensating effect of the
dual-hinge feature. When there
is a vacuum in the crankcase, the
ambient pressure inside the pocket
between the hinge arms acts in
all directions including toward
the shaft.
Current requirements for gasoline
engines specify sealing at vacuum
levels of up to 7kPa, and for diesel
engines up to 3.5kPa. Tests at
various crankcase pressure ratios
have shown that MicroTorq can
handle up to 14kPa vacuum without
impacting the sealing function,
which ensures provision of a
substantial safety margin.
The MicroTorq design also
contributes to improved protection
against dirt ingress without incurring
the usual friction penalty. A
conventional elastomer laydown-lip
seal incorporates a separate lip to
MicroTorq features lower contact
pressures and novel geometry,
addressing modern engine
sealing and friction challenges
The innovative MicroTorq seal with
dual-hinge feature maintains even
contact loads under both positive
pressure and vacuum conditions
keep dirt out by approaching the
shaft surface at an acute angle. The
design and radial pressure of this lip
account for up to 60% of the friction
losses if in contact with the shaft
under extreme conditions.
The dust exclusion lip of a
MicroTorq seal is attached to
the evenly contacting main lip and
therefore follows the shaft motion
with perfect synchronization. The
radial load resulting from the dust
lip is just as low as that of the main
lip because both maintain their
even contact with the shaft under
changing operating conditions.
Installation of the MicroTorq seal
has been simplified by the inclusion
of an integral stabilizing lip, which
makes the first contact as the shaft
enters the seal. This prevents the
dual-hinge from folding and ensures
correct positioning of the functional
sealing elements without damage,
allowing straightforward insertion
without special tools or guides.
Engine Technology International.com // June 2017 // 97
PRODUCTS & SERVICES
The standard lead chamfer that
is normally specified on the shaft
is sufficient.
Federal-Mogul Powertrain
has already implemented over 14
passenger car engine applications
globally since MicroTorqs market
introduction. The vacuum handling
capabilities, together with the
installation-friendly design, has
resulted in a rapid acceptance
of the technology in passenger
car engine platforms. The company
is now working with a major global
engine manufacturer on a number
of on- and off-highway applications
for MicroTorq technology in
heavy-duty diesel engines.
Heavy-duty engines have
larger shaft sizes and increased
constraints that the seal must
accommodate and also often
have to operate in extremely
severe environments, with increased
exposure to contaminants. These
factors have led to the development
of MicroTorq HD, which has been
optimized specifically for the
heavy-duty sector, and combined
with an existing complementary
technology, Flat-Install.
Flat-Install incorporates a
labyrinth of non-contacting lips
that block contaminants from
reaching and breaking down the
main sealing surface, dramatically
extending seal life in dirty conditions
such as off-highway operation.
The combination of MicroTorq HD
with Flat-Install creates a hybrid
sealing solution that has the
potential to reduce friction by up to
55% compared with the PTFE seals
typically used, and extends the time
between costly overhauls.
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Wax-based actuator
Changing the vessel design of a wax-based actuator to optimize the
shape of the wax plug results in greatly improved response times

The only way to maintain

engine temperature at an
optimum level is to implement
an efficient cooling system. A
well-known economical solution
is a wax-based actuator, which is
based on a simple concept. Such
actuators make use of the property
of wax whereby its volume changes
considerably with changes in
temperature. The disadvantage of
this technology is the length of time
it takes to respond to a temperature
change. It is, however, the most
reliable and economical solution
currently available.
Engineers at Kirpart have
developed a new thermoactuator
with quick response capability,
which is fundamentally a
conventional wax-based
thermoactuator with an innovative
vessel design. This concept has a
response time that is almost three
times quicker than in a conventional
cylindrical vessel.
In such a conventional actuator,
a plug of heat-sensitive wax
compound is inserted into a
cylindrical vessel. This compound Above: Wax-based actuators
expands or shrinks according to ensure quicker engine warm
the temperature and triggers the up, resulting in improved
performance in IC engines
thermoactuator. To achieve the full
effect of volume change of the wax
plug, all the wax should reach the
same temperature. It takes some Left: The companys
time to heat or cool all the wax extensive production and
compound to initiate the expansion testing facilities use the
latest technologies to
or shrinkages.
ensure uniformity and
The wax plug is heated through high-performance across
its outer surface, where it is in all of its product ranges
contact with the metal vessel,
and heat is transferred to the
center of the plug. The time
taken for the centre of the wax
compound to reach the activation
temperature is directly proportional
to the diameter of the cylindrical
vessel, or in other words, the wall
thickness of the wax plug. It is
therefore clear that shaping the

98 // June 2017 // Engine Technology International.com


Figure 1: Temperature-time curve for different types of vessels
Figure 1
wax plug inside the vessel to
be a thin layer will decrease the
response time.
The wax compound used in
conventional wax-based thermal
actuators has a very low coefficient
of thermal conductivity. This has a
negative influence on the response
time and the open time of the
thermal actuator. The distance
for the transmission of heat from
the outside to the center of the wax
compound has been identified as
the root cause of this, which implies
that shortening this distance will
improve the heat transfer. Kirpart
Figure 2: As found in the study, a vessel measuring Figure 3 29mm has a 2mm
designed and simulated different
wax wall thickness and a 25m vessel has a 2mm wax wall thickness
vessels in order to minimize the
wax wall thickness.
Figure 1
A cylindrical vessel is state-of-
the-art and holds the optimum
29 mm vessels have 2mm wax wall thickness and 25 mm vessel has 2mm wax wall thickness
volume of wax compound. In the
simulation, five different thermal
actuators were thermally stabilized
Figure 2
in an 80C medium, whose
temperature was suddenly raised
to 100C. The time taken to reach
100C was different for each type
of thermal actuator, according to
the vessels shapes and material
composition.
The graph (Figure 1) shows the
time taken to reach 100C for the
different thermal actuators.
29 mm vessels have 2mm wax wall thickness and 25 mm vessel has 2mm wax wall thickness
The results of the study can be
Figure 3: Different types of vessel designs currently under development at Kirpart
Figure 2 described as follows:
Engine Technology International.com // June 2017 // 99
PRODUCTS & SERVICES
1. Cylindrical brass vessel = 90.4
seconds.
2. Cylindrical stainless steel vessel
= 91.5 seconds.
3. Cross-shape stainless steel
vessel with 2.5mm wax wall
thickness = 42.6 seconds.
4. Cross-shape brass vessel with
2.5mm wax wall thickness = 40.9
seconds.
5. Cross-shape stainless steel
vessel with 2mm wax wall thickness
= 32.3 seconds.
It is clear that a stainless steel
vessel with 2mm wax wall thickness
has a 65% quicker response time
than a cylindrical stainless steel
vessel. More detailed analyses
show that the thinner the wall, the
quicker the response. As shown
in Figure 2, the center of the cross-
shape stainless steel vessel with
a 2mm wax wall thickness reaches
100C first. This shows that the wall
thickness of the wax compound
should be decreased to achieve
an optimal vessel length that
can be reliably mass produced.
Kirpart is currently developing this
patent pending concept with various
designs as shown in Figure 3.
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Sprocket production
Modular machinery has revolutionized the production of parts, which was historically
a complex task, broken down into sub-processes executed by different manufacturers

EMAGs new line can create

Until a few years ago,
production steps were broken
down into sub-processes and
production lines were implemented
with different tool manufacturers.
Now, complete manufacturing
solutions are in greater demand
than ever, but machine tool
suppliers can consider themselves
lucky if they have a wide enough
technological basis to meet
the demand for such solutions
in-house. EMAG, based in Salach,
Germany, is a manufacturer
specialized in implementing
solutions for the entire process
chain. No other company has
mastered the separation of complex
production processes into easily
manageable sub-processes. This
is made possible thanks to EMAGs
new line of modular machines,
which enable the construction of
an entire production line with these
modular building blocks.
Sprockets are found in every
engine and need to be produced
by the millions to the highest quality.
This precision is important to keep
the wear of parts to a minimum,
EMAGs separator allows for easy
loading with cutoff raw parts (above)
TrackMotion system in use ( right )
as essential components such as
camshafts depend on their function.
High productivity and high quality
are no longer incompatible, as
demonstrated by the sprocket
production system, which is built
entirely from modular machines.
We have separated the
machining process for sprockets
into four easily manageable
sub-processes, says Bjrn Svatek,
sales and marketing director for
modular solutions at EMAG. In
OP 10 and OP 20 we use the VL
3 Duo dual-spindle vertical turning
center to machine both sides of
the sprocket blanks. In OP 30 we
do the gear milling on our VL 4 H
finished sprockets from raw
parts in less than 40 seconds
gear hobbing machine. The final
deburring of the finished sprocket
in OP 40 is done on our VL 2 RC
chamfering and deburring machine.
The fact that we can run the entire
machining process on modular
machines from our modular
solutions line demonstrates
the outstanding flexibility and
performance of this series,
adds Svatek.
In addition to the modular
machines, EMAG also uses the
TrackMotion automation system,
designed specifically for this type
of machine.
With TrackMotion we can
interlink modular machines in a
very simple and efficient way. It
includes the TransLift, a workpiece
gripper that runs on a rail system
immediately behind the machining
area, practically right through the
machines, and enables efficient
and direct parts transport between
the machines. It flips over the
parts between operations and
then places them on the stackers,
which are pallets for the finished

100 // June 2017 // Engine Technology International.com

 PRODUCTS & SERVICES

Left: EMAG
Koepfers VL 4
H gear hobbing
unit provides high
torques and a fast
gearing process

Below: Induction
hardening of
sintered sprockets
on an EMAG eldec
Mind 750 machine

parts. This enables us to fit a very
large number of finished parts
in a very small space, Svatek
explains. A compact and simple
design, combined with maximum
productivity, was our goal during
the design of this production line,
and the high satisfaction of our
customers proves to us that we
have more than achieved our
ambitious objectives.
Ease of handling was a priority for
the system developers. This begins
with the loading of the production
system, where there is a separator
that the blanks, in the form of
cutoffs, are simply dumped
into. From there they move to the
integrated part magazine of the VL
3 Duo dual-spindle vertical turning
center. These integrated part
magazines are part of the pick-up
automation system, a feature of all
EMAGs modular machines, which
are also fully automatic.
The working spindle loads itself
from the integrated part magazine,
moves to the machining area to
perform the operation, and deposits
the machined workpiece back to
the part magazine, where the next
piece is waiting to be processed.
From there, the TrackMotion
automation system picks up
the piece and deposits it on the
integrated part magazine of the next
machine. That way there is virtually
no idle time as the transportation
of parts between machines runs
simultaneously to the machining
operation and therefore has no
effect on cycle times. It takes only
a few seconds to load and unload
the working spindle.
The machining technology also
ensures high productivity in the
production line. For example, the VL
3 Duo machines feature powerful
18kW working spindles with a
torque of 77Nm. In combination
with 12-post tool turrets (choice
of VDI or BMT interface), optionally
equipped with driven tools and
y-axis, the results are fast and
precise machining made possible
by the direct drive (torque motors).
The vertical gear hobbing
machine and the vertical chamfering
and deburring machine feature
proven technology developed by
EMAG Koepfer, a gear specialist
in the EMAG Group. The powerful
milling unit of the VL 4 H provides
rapid feed rates, and matches
its modular sibling machines
in productivity. For chamfering
and deburring of the sprocket,
a choice is available between
press deburring or the chamfer
cut procedure. Which method is
used depends on the workpiece
geometry and customer preference.
With this sprocket production
system, EMAG demonstrates once
again the flexibility and performance
of its modular product range. With
this system we produce sprockets
in less than 40 seconds using our
modular machines, notes Svatek.
For our customers this means
that the production system is
available at very short notice
and at an extremely attractive
price point.
Never has it been easier to
build production lines than with our
modular solutions, in combination
with our TrackMotion automation
system. I am convinced that
those who witness these machines
in operation will be thoroughly
impressed with what they see.
Meanwhile, for induction
hardening of sintered sprockets
EMAGs eldec Mind 750 hardening
machine provides maximum
output and consistent quality. Cycle
times are between four and eight
seconds, depending on the type
of workpiece. This fully automatic
system is also equipped with
a quenching system in line with
the cycle time. The energy source
is either an SDF generator or a
high-frequency generator. The
required strength of the sintered
sprockets is achieved through
high-precision energy penetration
during induction hardening, the
annealing that follows, and the
cooling process.
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Engine Technology International.com // June 2017 // 101

 PRODUCTS & SERVICES

Flexible polyamides
It is now possible to replace metal and rubber hoses with flexible polyamide
solutions that are able to withstand the harshest thermochemical conditions

It is no surprise that
development in the
automotive industry is driven by a
need to lower costs and improve
technology. The fundamental
drivers are a complex mixture of
regulatory mandates and wide-
ranging customer needs. The
ultimate goal is to provide a driving
experience that is loved by the
driver but reduces the impact of the
vehicle on the planet. More than 60
years ago, Citron introduced the
worlds first polyamide fuel line on
its brand new DS (1956). The Rilsan
polyamide 11 polymer that was
used at that time is still widely used
today, particularly by leading car
manufacturers Toyota and BMW.
The long life story of this polymer,
which celebrates 70 years in
application this year, is fascinating
and the most exciting chapters Rilsan HT flexible PPA are 70% bio
have yet to be written. and can be used in engine cooling
Advances in extrusion and lines for up to 135C continuous use
thermoforming processes have
made the processing of polyamide
11 easier and more efficient. The Vautier, global market manager in terms of their chemical and However, solutions now exist for
plastic material can also replace for automotive. Improvements in thermal resistance, such as fuel use in the most extreme conditions
labor-intensive (and heavy) metals fuel economy, achieved through lines and degassing lines for engine up to 175C in air with acids,
in many demanding applications. a reduction in component weight, cooling circuits. At the time of the and 135C in water-based fluids
Simultaneously, evolutions in the are driven by ever more stringent Citron DS, gasoline did not contain such as coolant and AdBlue, so
chemistry of polyamide 11 have customer requirements and ethanol, and diesel contained little that even with more aggressive
enabled the replacement of metal mandated CO2 regulations or no aggressive bio content. But chemicals, such as blow-by and
components in high temperature worldwide. This weight reduction 60 years later, fuel line development EGR condensates, engineers can
applications such as closer to should be coupled with a smaller presented new challenges for now consider switching to plastic
the engine or exhaust manifold. external diameter, as space around plastics, such as a need for solutions whatever the hose design.
Similarly, metal-rubber components the engine is extremely precious. resistance to bio-fuel attack, With smooth tubes up to 80mm
have been systematically replaced Last but not least, metal-rubber requirements for lower permeability, in diameter and corrugated up
for the same reasons ease of assemblies tend to require many higher temperature performance to 40mm, Rilperm solutions can
processing, reductions in weight, connections, which may also be and lower oligomer content (if not be adapted to the most complex
and a need for an improved detrimental to component cost and clean fuel). routes and needs.
carbon footprint. part quality another very important Rilperm multilayer constructions As challenges become more
There are several examples consideration in the industry. based on the Rilsan bio-based complex, car manufacturers need
where weve seen weight savings However substituting metal and polyamides family are used to work with suppliers that are
of up to 70% or 80%, but we also rubber with plastic presents many worldwide to meet some of the on the cutting-edge of plastics
have witnessed component cost technical challenges. Historically, toughest specifications. Traditionally technology. Instead of selecting a
decreases of up to 50%. Its a lines that were changed to plastic the main challenges for polyamide standard rubber or metal solution,
virtuous circle for both car makers were those with a smaller diameter flexible hose solutions have been suppliers can develop advanced
and suppliers, says Sbastien and less demanding requirements thermal and chemical resistance. customized polyamide solutions.

102 // June 2017 // Engine Technology International.com

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A unique combination of flexibility and outstanding thermochemical resistance, Rilsan long-chain

polyamides and Rilperm multilayer constructions enable efficient metal/rubber substitution

Recently there has been a huge
increase in research covered by
many publications and conference
papers that has shown that
replacement of metal and rubber
by plastic is possible. For fuel lines,
several OEMs with metal under-
chassis lines have introduced
plastic solutions. In cooling,
beyond low-temperature lines,
high-temperature engine cooling
lines are now commonly substituted
for plastic championed by
European (in particular German)
OEMs. For the air intake, the use
of plastic for turbo inlet hoses or
intercooler outlet hoses is now fairly
common. In certain architectures,
plastic solutions are close to market
even for very challenging, high-
temperature turbo outlet hoses.
This requires a unique combination
of flexibility and mechanical
performance, together with
outstanding long-term aging
resistance in air and chemicals.
Even some air-conditioning lines
are now produced as full plastic
solutions. These are only high-
pressure liquid lines at present,
which mean they have the lowest
thermal and mechanical properties.
Polyamides are not new as the
materials of choice for flexible fluid
transfer lines, but over several
decades they have evolved for
solving new problems brought
by todays drive for improved
performance and compliance.
Sustainability has become one
of the most important global drivers
particularly in the automotive
industry. The number of cars on
the road has increased from 50
million after World War II to over
one billion today and is expected
www.ukimediaevents.com/info/etm
to reach two billion in just 20 years.
Meanwhile, emissions of nitrogen Visit our website
oxides, carbon monoxide and
hydrocarbons have been reduced
to request
by 75-90% at a relatively small cost exclusive and
to consumers.
Long-chain polyamide fluid
rapid information
transfer lines contribute to this about the latest
sustainable revolution thanks to
their light weight, which decreases
technologies and
CO2 emissions. Their ease of services featured
processing and high chemical and
mechanical performance enable in this issue
affordable new exhaust emission
control lines and lower permeation
of automotive fluid gases, while
the bio content enables positive
whole-life analysis.
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Engine Technology International.com // June 2017 // 103

 2017
September 12 -14, 2017 Novi, Michigan, USA

The leading event for electric

& hybrid vehicle technology

REGISTER
FOR YOUR
FREE EXPO
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www.evtechexpo.com info@evtechexpo.com

Novel engine cycle
This unique engine cycle presents a novel approach
to NOX reduction by downsizing without air charging
Since the Euro 5 emissions
regulations came into effect,
turbocharging has become a
standard application in gasoline
engines and had already been
applied as standard to diesel
engines. Downsizing by means
of air charging has been the key
strategy that has enabled engine
manufacturers to successfully
achieve the required levels of CO2
reduction for fulfilling the Euro 5
and Euro 6 emissions targets.
To effectively implement air
charging into a downsizing
application, it is necessary to
achieve the highest possible
boost pressure within the prevailing
constraints of the knock limits,
the calibration strategy and the
strength and weight of the engines
components. The admission
of carbon into the engine, which
forms the basis for the downsized
CO2 emissions, is then minimized
by optimizing the fuel injection
P-V diagram of the Ogunmuyiwa engine cycle
Pressure
Volume
and calibration strategy for
the downsized engine.
However, to maintain the desired
level of engine performance,
boost pressures of two-bar and
above have become common in
downsizing applications where the
engine capacity has been halved,
thus doubling the mass airflow in
the downsized engine and bringing
it back to the levels in the engines
prior to downsizing. It is pertinent to
note that downsizing by air charging
does not contribute to a net
reduction of NOX emissions. Indeed
where high boost pressures are
applied, they can actually have
the negative effect of contributing
to increased NOX emissions by
proportionally increasing the mass
flow of N2 in downsized engines.
A strategy of downsizing without
the use of air charging is currently
being developed by applying the
high-efficiency Ogunmuyiwa engine
cycle to planetary reciprocating
piston engines. The Ogunmuyiwa
planetary reciprocating piston
engine converts the normal force
at the crankpin into additional
torque, which improves the thermal
efficiency of the engine and gives
a downsizing effect. The innovative
Ogunmuyiwa engine cycle carries
out the combustion in these engines
during their compression stroke,
without damaging the engine. This
enables robust combustion across
the engines operating range.
Ogunmuyiwas planetary
reciprocating piston engine
concept can also yield good
NOX reductions on normally
aspirated engine configurations
Engine Technology International.com // June 2017 // 105
PRODUCTS & SERVICES
Pressure/volume diagram illustrating
the shifts during the Ogunmuyiwa
engine cycle, which also creates
robust combustion performance across
the entire operating range of the engine
By applying the Ogunmuyiwa
engine cycle to a normally
aspirated Ogunmuyiwa planetary
reciprocating piston engine, not
only would the CO2 emissions
be reduced by downsizing the
engine capacity, but the admission
of N2 would also be reduced
correspondingly as the uncharged
air would be admitted in the
downsized engine. This approach
would form the basis for improved
NOX reduction in normally aspirated
engine types.
Furthermore, the robust
combustion performance of
the Ogunmuyiwa engine cycle
enables innovative calibration
strategies for further NOX reduction
to be developed. The combination
of these approaches is expected
to deliver major NOX reductions
across the operating range in
these engines.
Prototypes of these engines
are currently being developed
and results of this unique approach
to NOX reduction are expected
by the end of 2017.
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 PRODUCTS & SERVICES

Advanced test center

As evolution of powertrain technologies and concepts continues apace, new,
more sophisticated test facilities are required in research and development

Critt M2A is a major

independent research
center offering services in testing
and R&D. It focuses on four key
areas: engine, NVH, turbocharger
and electric vehicle development,
offering its expertise and test
technology. The company has
developed strong skills that
are recognized in France and
worldwide, and has formed many
public and academic partnerships.
Critt M2A can provide a
comprehensive range of testing
services for engines with its seven
engine testbeds that are able
to run with all kinds of fuel. Highly
skilled engineers and technicians
can run specific tests such as
exhaust gas emissions analysis
and standard driving cycles. NVH
expertise complements this service
offering the company has a 17dB
full anechoic powertrain bench,
which can be used for acoustic
testing on engines and gearboxes.
Critt M2A is also considered
by its customers to be one of the
leading turbocharger testing centers
in Europe and worldwide. It has five
Critt M2As extensive range of testing facilities, at its headquarters in France, are capable of testing a number of drivetrain types
high-standard gas stands, which
can cover a mass flow up to 1kg/
sec and a temperature of more than (including specific chemistry). These methods can be combined of confidentiality; each test cell
1,250C for running a large range The center is composed of power with spectroscopy impedance is independent and secured with
of tests on turbochargers for many equipment in a climate-controlled measurements as well as ripple restricted access, thus providing
industrial actors (turbocharger environment (from -40C to +90C) simulation, so as to more accurately private workshops and offices.
suppliers and OEMs). Mass flow, with 96 single-cell test channels characterize the behavior of Critt M2A can adapt to customer
temperature and pressure can (from 2kW to 4kW) and five battery energy storage systems. In the requests in terms of planning
be precisely adjusted to simulate modules (50kW). This equipment second phase of the project, the constraints and also when
any turbochargers performance. is used to test batteries in the facility will be equipped with a full conducting non-standard tests.
Turbochargers can be tested automotive, rail and aeronautical 4WD vehicle testbed, compatible The company, which will
alone or associated with upstream/ industries. The results of the first with all propulsion systems, celebrate its 10th anniversary
downstream parts through tests have confirmed the high an e-turbo test bench in a fully in June 2017, will be exhibiting
complete mapping of turbo performance of the test procedures anechoic room and battery pack at Automotive Testing Expo from
systems or assessment and in terms of dynamics and regulatory benches, to meet customers June 20-22 where experts will be on
technological comparison. accuracy. This is enabling vehicle needs and stay at the cutting hand to provide impartial advice.
Elsewhere, with the first phase manufacturers to optimize battery edge of technology.
of Critt M2As new electric testing behaviors and increase the Running 80% of its tests for FREE READER INQUIRY SERVICE
center in operation, engineers autonomy, as well as apply customers based in locations To learn more about Critt M2A, visit:
can now test and characterize the more competitive prices and www.ukimediaevents.com/info/etm
outside of France, Critt M2A
INQUIRY NO. 509
behavior of energy storage systems give a second life to batteries. always works to the highest level

106 // June 2017 // Engine Technology International.com

 PRODUCTS & SERVICES

Virtual development
Integrated modeling enables development in a virtual environment, to optimize specification
and performance of the system architecture, while increasing efficiency and cost savings

Engine powertrain solutions

are becoming ever more Ricardos IMBD capability and virtual
environment support technology
complex to achieve the combined selection and optimization, ensuring
goals of reduced emissions and that increasingly complex powertrains
improved fuel consumption. This achieve their maximum potential for
fuel economy and emission control
is seen through increased engine,
aftertreatment, transmission and
electrification technology and it is
critical that system optimization is
achieved to extract the maximum
performance alongside the
competing requirement to
minimize development time and
cost to support product lifecycles.
To reach these goals, Ricardo
utilizes an integrated model-based
development (IMBD) approach that
can combine each element of a
powertrain in a virtual environment
to assess and optimize a system
architecture and the detailed
interactions of each subsystem.
This toolset and methodology
enables right-first-time hardware
specification, along with the
associated reduced development
time and hardware costs.
IMBD is a highly flexible platform
in which a range of elements can be
combined to support each step of a powertrain system. The controller to ensure that the optimum a first step for control and calibration
virtual development process. Often itself can be integrated into specification and modes of development for the system
the first reason to use IMBD is for the model to combine with the operation are found. Looking in question. This feeds into
high-level concept specification, powertrain systems to judge how specifically at an example of further steps through the virtual
where few inputs are available sensor readings will feedback an advanced diesel engine with development path, using multiple
and often the use of benchmarking round the loop. Increasingly the mild hybridization, the interaction road and driver scenarios to assess
information and existing knowledge consequences of a connected between engine emissions, real-world performance, along with
is essential. This enables a vehicle have to be considered, aftertreatment performance and the more detailed technology screening
high-level system architecture to and the impact of harnessing electric modes creates a particular and calibration activities.
be defined that can be developed these additional inputs can also challenge for exhaust temperature Overall the objective of achieving
further. As the process continues, be judged. critical to emissions reduction. the maximum performance from
more inputs and data become A key area for future powertrains To quantify and resolve this conflict increasingly complex powertrains is
available, and additional elements is electrification, and in the form the IMBD environment enables possible through the use of Ricardo
can be combined and the of hybridization this brings a new each element to be modeled, IMBD. This is critically important to
performance over legislative cycles level of complexity to optimizing the and then thousands of different minimize development time and
and real driving scenarios can potential modes of operation. To operating strategies can be costs, whatever the direction for
be judged. effectively judge different system exercised using design of future automotive powertrains.
These steps also contribute architectures such as position of experiment methodology to
to definition of the control system the electric machine, battery rating, find the best-performing approach. FREE READER INQUIRY SERVICE
requirements that play a key role in engine on/off switching points The resulting optimized To learn more about Ricardo, visit:
enabling the maximum performance and how to manage the battery configurations not only enable www.ukimediaevents.com/info/etm
INQUIRY NO. 510
to be extracted from a particular state-of-charge it is critical system selection, but also act as

Engine Technology International.com // June 2017 // 107

 PRODUCTS & SERVICES
Component manufacture
Components such as camshafts, balance shafts, ball rods or prismatic parts can be
machined to tight tolerances under pressurized timescales using CNC technology
MFT Motoren und
Fahrzeugtechnik is an expert
in the production and machining
of shaft and vehicle components.
It can deliver results under
ever-increasing demands for shorter
project implementation periods,
tighter tolerances and better
component performance.
In the field of mechanical
processing of complex shafts
for drivetrains, MFT Motoren und
Fahrzeugtechnik is a Tier 1 supplier.
It produces parts in-house with high
precision in measures of less than
1m and delivers on time, according
to customer requirements.
Whether it is camshafts, balance
shafts, ball rods or prismatic
components, for example housing
parts, the companys employees
use their extensive know-how of
more than 40 years in the realization
of highly sophisticated products.
We support our customers with
our experience of more than 500
successfully completed projects,
says sales manager, Patrick Rudolf.
A team of specialists along the
entire supply chain is on hand, as
Rudolf notes: We usually kick off a
project with the first prototype and
then transfer it to serial production.
With our in-house prototype
construction capabilities,
we are able to produce small
series efficiently and to identify
optimization potential for further
serial production. More than 30
different types of camshaft can
be machined using the latest
CNC technology.
In addition to the complete
production of camshafts made of
cast iron, forged raw parts or rod
material, including the required heat
treatment, the company offers its
services in grinding and finishing
work of camshafts and assembly
of complex modules.
108 // June 2017 // Engine Technology International.com
The size and diversity of the
companys 7,000m2 machine park
also enables short-term increases
in delivery capacities in many cases.
In addition to the production of
parts, MFTs diverse range of
services includes the assembly
of complex components, as well
as the design and manufacture
of product-specific equipment
and devices.
In its 60+ year history, knowledge
and experience is passed on
to successive generations of
young specialists. The team
of experienced and motivated,
well-trained young people
offers unique added value;
experts are able to implement
tricky components with tact.
We always look forward to
new challenges. Our focus is on
MFT's range of services
includes the creation of
small batch components
and prototypes, which are
based on over 40 years
of industry experience
delivering precisely and accurately
manufactured components,
comments Guido Glinski, managing
director of the company. At the
moment the spare-parts market is
becoming more and more important
to us, because we are able to
deliver high-quality components
in OEM quality. MFT continuously
keeps an eye on the entire
production chain in order to
guarantee final quality. The
machining process also includes
production of the required surface
quality, for example using stream-
finish or polishing.
MFT is also prepared to face
the challenges of the future. Today
it already manufactures battery
housings and stabilizing elements
for mild hybrid applications. MFT
is also ready for the development
of new concepts, such as electric
vehicles and autonomous driving
cars, with complete in-house
production chains and transfer
of entire production processes
from automotive manufacturers.
The company will be exhibiting
at Booth 3208 at the Global
Automotive Components and
Suppliers Expo, June 20-22 in
Stuttgart, Germany.
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 PRODUCTS & SERVICES

Exhaust gas analysis

Within an exhaust analysis system, careful gas flow ensures
detection of components that are typically hard to measure

IAG Test Cell Technology is systems. Precise closed-loop

one of the leading suppliers
of exhaust analysis systems used
in the development of engines.
In this segment IAG designs
measuring systems, including its
cutting-edge FTIR technology, for
many international customers. IAG
develops the technique to ensure
precise and repeatable measuring
results, fast response times, simple
and safe use, as well as quick and
cost-effective maintenance of units.
At the 2017 Automotive Testing
Expo in Stuttgart, IAG will present
its latest FTIR analysis system,
versa06, which is said to set new
standards with its extremely small
amount of dead space, its high
dynamics and its extremely
user-friendly operator interface.
In addition to its fast reaction
time, versa06 uses a precise
measuring technique, comes with
an EPA-ready gas cell as standard,
as well as all functions and options
needed for conducting measuring
tasks in the development of
engines and exhaust aftertreatment
control of the pressure in the gas
cell ensures precise and repeatable
analysis of the gas components in
the engine exhaust gas. For ease
of maintenance, the unit features
a simple design that provides easy
access from all sides. When the
top cover is lifted, the sidewalls can
simply be released easily without
any other tool. The front and the
back door can be opened as well,
enabling access from five sides.
Even maintenance on the FTIR can
be carried out without taking the
spectrometer out of the cabinet.
Exchange of filters and seals can
be done within a few minutes due
to the clever design of the unit and
the shared components concept.
Furthermore, wear and tear
of parts and maintenance costs
are reduced thanks to the systems
robust design. Automatic refill
of nitrogen guarantees smooth
operation over the weekend and
makes use of the systems easy
for the responsible technicians The Versa06 FTIR system is said
and engineers. Meanwhile to set new standards in regard to
packaging and user-friendliness

automatic flushing of the systems NMS is produced and delivered

in case of power outage prevents
unnecessary contamination.
For the measurement of NH3,
IAG offers its NMS analysis system.
Based on diode laser technology,
the NMS provides extremely
dynamic and simple operation with
a measuring range up to 2,000ppm.
Customers will find the ease of
calibration extremely beneficial.
This is the ammonia analysis
system we had been waiting for,
IAGs high-performance NMS analysis system is based on diode laser technology
one customer commented. The
in series. It is already integrated
in many automotive test facilities.
For both the versa06 and
NMS test units, IAG offers
EPA1065-compliant software
test functions for linearity, tightness
and cross interferences.
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visit:
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Engine Technology International.com // June 2017 // 109

 PRODUCTS & SERVICES
Friction management
To meet evermore challenging emissions targets, car makers are looking for new
ways to decrease engine and transmission losses through further friction reduction
Every moving part within an
engine is subject to friction,
and every watt lost to friction
means lower efficiency, higher
CO2 emissions and increased wear.
As car makers plot their road maps
to compliance with demanding
emissions targets, those lost
watts are needed.
SKF was founded by Sven
Wingqvist, who invented the
self-aligning ball bearing, an
innovation that has been reducing
friction in automotive applications
since 1907. Today, SKF offers
a range of solutions designed to
meet the industrys current need
for longer-lasting, more efficient
rotating components that can
handle increasingly demanding
operating conditions. The secret
to the companys success lies in its
relentless attention to the smallest
details of design, materials and
manufacturing execution.
Take SKF cam follower units
and rocker arm bearings for fuel
injection and valvetrain systems,
for example. They use rollers with
a special logarithmic profile that
reduces contact pressure with the
cam by 20% and metal-to-metal
contact by 60% compared with
standard crown profiles. That
change increases the fatigue
life of the roller by 2.5 times. For
demanding applications, SKF
has developed solutions that
use an optimized coating material
diamond-like carbon (DLC).
Applied in a layer only 1-3m thick
on the interfacing sliding surface
of the roller, DLC reduces the
friction even further, while improving
wear resistance.
Todays SKF cam follower
units are designed to operate
for 300,000km in passenger
car applications, and 1.5 million
kilometers in trucks, coping with
temperatures of between -40C
110 // June 2017 // Engine Technology International.com
This close-up CFD simulation
shows cam followers in oil flow
and 150C and tolerating starved
lubrication conditions. Future engine
design trends, such as the expected
rise in fuel pressure potentially
up to 600 bar in gasoline engines
will place even greater demands
on these units. The company is
ready to face this challenge.
SKF has also developed a
portfolio of bearing products for
cam and balancing shafts, including
deep-groove ball bearings, single-
or double-row ball bearings for idler
gears, and needle roller bearings
for intermediate shaft support.
Compared with the journal bearings
often used on balancing shafts,
SKF rolling bearings cut friction
by up to 50%. That can translate
into a reduction in overall fuel
SKFs CFD work is helping to greatly
advance this area of engine design
consumption of around 1%, thanks
in part to the lower oil consumption
requirement. The bearings are
designed to operate for the life
of the engine, even with polluted
oil. A patented split cage simplifies
assembly, while a high-strength
outer ring provides a secure press
fit into the engine block, offering
great dimensional stability, even
at high operating temperatures.
Current and future generations
of smaller, more efficient engines
rely on turbocharging to deliver the
right combination of performance,
economy and driver experience.
Rotating at up to 280,000rpm
and working at temperatures of
up to 300C, a turbocharger places
stringent demands on its bearings.
SKF bearings embedded in an
engines balancing shaft are helping
reduce NVH levels and thermal losses
To meet those demands, SKF
has developed a unique bearing
cartridge design, using high-
temperature raceways made of
ultra-clean steel, ceramic balls and
cages made with high-technology
coated steel or, depending on
the application conditions, a
high-performance engineered
polymer such as PEEK. The bearing
cartridge also integrates an oil
squeeze film damper to reduce
vibrations. Extensive computer
simulation has been applied to
optimize the performance of the
new units and their response
to wear, vibration and changes
in operating temperature. The
design has now been fully validated
by major turbo manufacturers
for truck engine applications, and
the friction reductions achieved
by replacing plain bearings with
SKF bearing cartridges have been
shown to cut fuel consumption by
around 1-2%.
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Innovation center
A UK R&D facility brings together leading technical experts from across the industry
to develop and produce next-generation, low-carbon propulsion systems
Europes OEMs are facing an
almost impossible task. They
must meet increasingly stringent
CO2 emissions and fuel-economy
targets while tackling air pollution
and facing tougher real-world
testing, including the WLTP and
RDE standards, which will be
mandatory for new models in
Europe from September this year.
To meet these demands while
remaining cost-competitive, OEMs
need suppliers that can be more
innovative than ever.
Powertrain researchers and
suppliers in the UK are well
positioned to help engine
manufacturers meet these
demands. The UK has a long
history of engineering innovation
and is home to three out of the
worlds top 10 universities,
according to the Times Higher
Education World University
Rankings 2016-17.
This innovative tradition is backed
by the UK government, which
is highly supportive of research,
innovation and development in the
automotive industry. For example,
additional funding for driverless
vehicle system research was
announced in Marchs Budget,
following up on the 390m
(US$475m) to boost the
development of low-emission
and autonomous vehicles already
pledged in November 2016.
Organizations such as Innovate
UK and the Advanced Propulsion
Centre (APC), whose role is
to position the UK as a center
of excellence for low-carbon
propulsion development and
production, bring together and
nurture innovation in the UK
auto industry.
The UK has solutions to current
challenges faced by Europes
OEMs. These include solutions
that are designed to make ICEs
more efficient through the use
of pioneering technology. The
liquid-nitrogen-powered Dearman
Engine, for example, uses
conventional ICE manufacturing
processes but emits no NOX or
particulate matter, and delivers
considerable CO2, savings
compared with diesel.
The first application of the
technology is a zero-emissions
alternative to diesel-powered
transport refrigeration units (TRU),
which are undergoing advanced
road trials with UK supermarket
chain Sainsburys. Enlarging
Dearmans R&D center in Croydon,
south London, will enable the
company to better support an
expanded trial program, as well
as to develop other technologies
such as the fuel-saving heat hybrid,
which is claimed to efficiently
convert low-grade waste heat
from a diesel ICE into shaft power.
The UK is also innovating in
the electric vehicle (EV) sector.
Oxford-based ZapGo is developing
carbon-ion battery technology that
Above and right: Dearmans novel
piston engine driven by the expansion
of liquid nitrogen or liquid air, to
produce clean cold and power
will ultimately enable EVs to be
recharged in around five minutes
matching the time it takes
to fuel conventional vehicles.
Having recently debuted at the
Consumer Electronics Show, the
revolutionary, ultra-fast charging
cells badged Zap & Go will
appear in commercialized products
such as cordless power tools,
robot cleaners and electric bikes
in late 2017.
Thermal storage specialist
Sunamp is another company
breaking new ground in the EV
arena. Sunamp developed a novel
phase-change material with the
University of Edinburgh, originally
with domestic applications in mind.
Now, however, its automotive heat
battery is being used to store heat
in the vehicle for interior heating,
thereby improving the range offered
by the vehicles traction battery.
Sunamp is supported by APCs
Technology Developer Accelerator
Programme, which supports
companies with low carbon
propulsion technology that
Engine Technology International.com // June 2017 // 111
PRODUCTS & SERVICES
can be applied direct to the
automotive sector.
Fellow exhibitor RML Group has
expanded its EV capabilities in a
10,000ft2 facility in Wellingborough
in the UKs Midlands. The factory
is capable of designing and
manufacturing pouch cell and
cylindrical cell-based batteries
for use in the motorsport and
automotive sectors. Meanwhile
another British company,
Equipmake, has expertise in the
development of power electronics
and high-performance electric
motors. It has worked with AIM
Japan on the development of the
APM 120R, a class-leading motor
for EV applications. It achieves
its high power density through a
combination of direct oil cooling of
the stator, and forced rotor cooling.
The innovations described here
and many more can be seen at
the UK Pavilion at Engine Expo
Europe 2017 in Stuttgart, June
20-22. The Pavilion is being run
by the APC, which brings together
and supports those that have
innovative technologies and those
that can bring them to market as
commercial products.
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 PRODUCTS & SERVICES

Quick connectors
Robust plastic quick connectors are an ideal means to connect
media carrying lines, as well as ventilation and exhaust lines

Global megatrends have

been a driving force behind
reductions in several powertrain
areas including emissions,
leakages, weight and size. To meet
the challenges of these demands,
innovative products are required.
With over 60 years experience,
the Norma Group, a global
market leader in engineered
joining technology, always strives
to find the optimum solution for
customer application needs.
In selecting Norma Group as
a development partner, OEMs can
benefit from international sharing of
know-how, knowledge of legislative
requirements and market insight
from an international database of
thousands of projects, applications
and design methods, as well as
the companys years of experience
The V2-XC can be used for air intake and
across a wide range of applications. crankcase ventilation. Made of fiberglass-
Every employee at Norma Group reinforced plastic, the connector reliably
is a specialist in their own field. maintains a temperature of up to 150C
The company has recently
introduced the new V2-XC quick
connector developed to deal
with the increasing demands
in heavy-duty applications (for
example, commercial vehicles,
passenger vehicles, agricultural and
off-road equipment) and extended
lifetime requirements. The more
robust locking/unlocking concept
makes it a pioneering innovation
on the market. Tighter emissions
legislation calls for reduced fuel The V2-XC (X-treme Conditions) is capable of withstanding particularly high temperatures, vibrations and pressures
consumption and improved vehicle
efficiency. In addition to meeting
these tough demands, heavy-duty following benefits: fast assembly versions are made from Polyamide The Norma Group supports
vehicles are also expected to deliver without tools therefore reduced 6 with 30% glass fiber content or vehicle manufacturers throughout
high levels of driving performance. costs in assembly lines; a long Polyamide 12 with 20% glass fiber the entire development process
This means heavier engine loads, lifetime thanks to its robust design; content. The O-rings are made from concept to delivery with a
which in turn means increased resistance to high temperatures; of NBR, HNBR, FPM, EPDM as portfolio worth more than the sum
temperatures and pressures in a compact design; and an integrated standard equipment. In addition, of its parts.
media-carrying lines. The new seal, which can be visually checked. a number of alternative options,
V2-XC quick connector was made to The Norma Group V2-XC including PA6-GF30 (housing), FREE READER INQUIRY SERVICE
withstand these extreme conditions. quick connectors are made from PA66-GF30 (housing), PA12-GF20 To learn more about Norma, visit:
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product group, the V2-XC offers the low permeation values. Standard (Locking Ring) are also available.

112 // June 2017 // Engine Technology International.com

 PRODUCTS & SERVICES

Eddy current sensors

In high pressures, extreme temperatures or under shock and vibration, these eddy
current sensors are proven to remain reliable in the most demanding environments

Eddy current sensors from

Micro-Epsilon measure
displacement, distance, position,
oscillations and vibrations.
Non-contact eddy current sensors
from Micro-Epsilon provide
extremely precise measurement
and are used where micron
accuracies are required.
Manufacturers of combustion
engines require reliable data in order
to determine the exact position of
the piston, the piston rings and also
of the existing pressure conditions.
Using simulation tools, this data
is primarily used to make realistic
predictions about wear, friction
and oil consumption, for example.
Furthermore, as well as design
improvements, failure analyses can
also be developed. The eddyNCDT
eddy current sensor measures the
piston ring and piston secondary
movements with great accuracy.
In collaboration with the Chair of
Internal Combustion Engines at
the Technical University of Munich,
these investigations were carried
out for a well-known German engine
manufacturer. The challenge in
this measurement task is that
the measuring ranges from 0mm
to 0.5mm are very small and the
resolution required is below 1m.
Furthermore, the measurements
have to be performed with high
speed. The sensors are installed
in confined installation spaces
and high temperature stability
is required. When measuring the
position of the piston, the piston
rings and the pressure conditions
surrounded by temperatures up to
180C and higher for a short time,
other influences such as pressure,
vibration, oil, fuels, combustion
gases and mechanical movements
come into play.
Eddy current sensors are
perfectly suitable for measurements
in harsh industrial environments
Determination of the exact position
of the piston, the piston rings
and also of the existing pressure
conditions in combustion engines
even when pressure, dirt or
temperature fluctuations occur.
The physical measuring principle
of eddy current sensors enables
them to measure through non-
conductive materials. For this
reason, dust, dirt and oil do not
affect measurement performance.
This, combined with the sensors
robust, temperature-compensated
design, enables high-precision
measurements in harsh industrial
environments. In order to ensure
high measurement accuracy
even with fluctuating temperatures,
Micro-Epsilons sensors are
temperature-compensated.
Ambient temperature fluctuations
are one of the critical factors
that influence the accuracy of
measurement results. In particular,
the measurement results of
displacement sensors that work
at resolutions in the micrometer
range are affected by temperature
fluctuations. Numerous displacement
sensors from Micro-Epsilon
thus actively compensate for
temperature, therefore providing
a high signal stability even in
fluctuating temperatures.
In terms of temperature
fluctuations, there are two
basic factors that influence the
measurement signal. These are
mechanical changes, where the
geometric dimensions of the sensor
and the target change in the form of
extension or contraction. However,
there are electrical influences
that have a larger impact than
Active temperature
compensation ensures
maximum signal stability
mechanical changes. In this case,
the electromagnetic characteristics
also change. Micro-Epsilon uses
active temperature compensation
to improve temperature stability.
In complex processes, the effects
of temperature fluctuations are
accounted for. When used in
ambient temperatures from
-40C to more than 200C,
the eddyNCDT eddy current
displacement sensors are robust
against temperature fluctuations.
Technical specifications from
some manufacturers often do
not show if their systems are
temperature compensated.
They only provide indications of
temperature ranges for operation
and/or storage. It is important,
therefore, to always consider
temperature compensation.
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Engine Technology International.com // June 2017 // 113

 PRODUCTS & SERVICES
Piston ring expertise
A reduction in piston ring friction enables higher efficiency, lower
fuel consumption and reduced emissions in modern powertrains
Buzuluk, a supplier of piston
rings and sealing rings,
conducts extensive R&D and is
able to meet special requirements
of niche market customers. It is
one of the oldest companies in
the Czech Republic, which has
a history of over 555 years of
iron production in Komarov,
50km west of the capital, Prague.
The companys history can
also be tracked back to the
15th century, when the ironworks
were established in the Komarov
area. The current portfolio was
developed in the 20th century
with the introduction of piston
ring production in 1932 and
through the acquisition of rubber
processing machinery from Svit
Gottwaldov in 1952.
Buzuluk is an engineering and
manufacturing expert with a rubber
and plastics machinery division.
It has in-house development and
servicing capabilities. It supplies
systems worldwide and is known
for the quality of its calendering
and mixing lines. The piston ring
and special castings division
develops, manufactures and
delivers piston and sealing rings
to major global customers and
not just in the automotive industry.
It provides high quantity series
production for these industries
and is able to produce about 25
milion pieces of piston rings a year.
Meanwhile the plastics
machinery division focuses on
more sophisticated individual
systems for manufacturing in
the rubber and plastic industries.
Due to its focus on different
manufacturing sectors, a few
changes to enable both divisions
to become more independent are
to be implemented in the coming
months. This is a logical step
in further development of the
company as it is concerned with
114 // June 2017 // Engine Technology International.com
Buzuluk is a supplier of
steel nitrided piston rings
which feature PVD coatings
The high-precision production process of drilling the holes to oil control ring
two completely different disciplines
and therefore focuses on other
areas of the market at this time.
More independence of both
divisions will result in better
customer care and solutions for
individual requirements. Thanks
to these changes, both divisions
will be able to focus on their
own market sectors, which will
ultimately lead to a higher success
in achieving project objectives.
Based on a good reference
given by Skoda for piston ring
production for the companys
auto 1.3-liter engine, Buzuluks
first major customer from Western
Europe was Kolbenschmidt, a
renowned producer of pistons and
other components. Kolbenschmidt
is still one of Buzuluks biggest
customers for piston rings.
Thanks to investments in
new technology, more resources
in R&D, the building of a new
testing facility for engines and
compressors and implementation
of new methods of production and
quality management, Buzuluk has
been able to supply piston rings
to many customers worldwide. Its
main customer in the small engine
segment is well-known company
Stihl. Audi, ZMZ (Russia) and
ZAZ (Ukraine) are its main OE
customers in the gasoline engine
segment. In the OE segment of
diesel engines, Buzuluk supplies
Kohler (Lombardini), Czech tractor
producer Zetor, truck manufacturer
Tatra and others. The winner of the
2017 Dakar race, Kamaz, also used
piston rings made by Buzuluk.
Elsewhere Buzuluk saw an
opportunity in another niche
market in the development of
new rings for the hydraulic valve
variable timing (VVT) systems of
combustion engines. The first
rings developed were designed
for VW engines, including type
VR5 and VR6 and derivatives
W8 and W12. That followed with
supplies for VVT systems for
the Audi R4, V6 and V8, Porsche,
Bentley and AMG. The last
successful serial application
of the VVT ring was in the new
Volvo VEP4 engine.
Today, Buzuluk produces piston
rings with diameters from 25mm
to 140mm, manufactured from
more than 10 types of material
including cast iron, nodular cast
iron, alloyed cast iron, various
steels and more. A chromium

A close-up, detailed
image of a steel piston
ring, which features
Buzuluks PVD coating
coating is necessary to improve
the durability of a ring. Chromium
ceramic coating has found various
applications in diesel engines in
this niche market.
This technology was developed
by Buzuluk. To further improve
nodular cast rings, the company
has developed a high durability
coating called BDG (Buzuluk
diamond graphite).
To improve the durability,
particularly of steel compression
rings, Buzuluk has installed
nitriding furniture to supply steel
and alloyed cast iron nitrided rings.
To decrease friction, Buzuluk
offers newly developed PVD and
DLC coatings that can be applied
to steel nitride rings as well as
to cast iron rings. Friction can
be further decreased thanks to
the super finish of the PVD surface
of the rings.
However, coatings are not
the only method of achieving
low friction; the geometry and
tangential force are also important
factors to consider. To decrease
the top ring friction, low axial rings
with an optimized asymmetric
working surface profile can be
produced. Low oil consumption
with a low tangential force can
be achieved with oil control rings
with extremely narrow lands.
The latest development in oil
control rings is a combination of
extremely narrow lands with the
PVD coatings, and in the case
of cast iron or nodular cast iron,
with drilled oil holes. These rings
can fulfill all the requirements for
low friction, low oil consumption
and durability. In addition,
the companys rings for piston
compressors in automotive
applications are also technically
very interesting, where the oil
consumption requirements are
ten times lower than in the
combustion engine.
Buzuluk works in close
collaboration with Wabco.
Together the two have developed
a special compressor testing
rig, which has greatly enhanced
the development of new rings.
Thanks to its extensive
experience in the production of
rings for VVT systems, Buzuluk
can also support the development
of the whole assembly, an area
in which its capabilities have
been widely praised by customers
in this market. Buzuluk believes
its success is not only due to its
supply of high-quality parts but
because of its competence in
all areas, including technical
development and servicing.
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INDEX TO ADVERTISERS
AB SKF................................................................................... 38
Adcole Corporation................................................................ 12
Arkema..........................................................Inside Back Cover
Autocraft Drivetrain Solutions Ltd......................................... 66
AVL List GmbH............................................. Inside Front Cover
BASF SE................................................................................. 35
BorgWarner GmbH.................................................................. 8
BRP-Rotax GmbH & Co KG.................................................... 56
Busch Clean Air..................................................................... 21
Buzuluk AS............................................................................. 48
Cambustion Ltd...................................................................... 45
Contitech AG............................................................................ 3
Critt M2A................................................................................ 75
CTI (Car Training Institute).................................................... 61
Dana Corporation................................................................... 11
Electric & Hybrid Vehicle Technology
Expo North America 2017................................................ 104
EMAG Holding GmbH............................................................. 42
Engine Expo Europe 2017...........................................23, 25, 26
Engine Technology International
Online Reader Inquiry Service......................................... 103
ETC TESTING & SIMULATION SYSTEMS............................... 61
Federal Mogul Holding
Deutschland GmbH................................ Outside Back Cover
Frenzelit Werke GmbH........................................................... 56
GETRAG International GmbH (Magna).................................. 32
GKN Sinter Metals Engineering GmbH................................. 41
Global Automotive Components and Suppliers Expo 2017... 64
Goodridge Ltd........................................................................ 72
Hitchiner Manufacturing Co Inc............................................ 81
IAG- Industrie......................................................................... 58
Kirpart AS.............................................................................. 58
Micro-Epsilon Messtechnik GmbH.................................. 72, 87
Motoren und Fahrzeugtechnik GmbH................................... 48
NORMA Sweden AB............................................................... 41
Nostrum Energy LLC............................................................. 50
Oerlikon Balzers Coating AG................................................. 50
Ogunmuyiwa Motorentechnik GmbH..................................... 69
Phillips Screw Co................................................................... 81
Ricardo UK............................................................................. 30
Rotor Clip Company Inc......................................................... 87
Rototest International AB...................................................... 38
SFC Koenig............................................................................. 64
Siemens Industry Software NV.............................................. 19
Sonceboz SA........................................................................... 20
Stresstech Oy......................................................................... 78
STS Srl................................................................................... 75
The Advanced Propulsion Centre UK Ltd.............................. 15
The Future of Transportation World Expo 2017...119, 121, 122
VDI Wissensforum GmbH...................................................... 53
Vulcan Industry...................................................................... 78
Engine Technology International.com // June 2017 // 115
 PRODUCTS & SERVICES

Future engine concept

New regulations in regard to CO 2 and NOX emissions are forcing modifications
to commercial heavy-duty base engines, such as higher peak cylinder pressure

Upcoming legislation on
GHG and criteria for pollutant
emissions has created
new challenges for the
commercial vehicle
industry. The second phase
of the GHG regulation in North
America, which was recently
implemented, demands a GHG
reduction of up to 27% on trucks
for model year 2027, depending
on the individual application. This
regulation includes a dedicated
reduction of CO2 emissions from
engines, for example in the
magnitude of 5% for heavy-duty
tractor applications. At the same
time, the California Air Resources
Board (CARB) announced plans
to introduce a 90% reduction of
nitrogen oxide (NOx) emissions
compared with current levels
(EPA10). Engine and vehicle
manufacturers need to investigate
possible approaches to be able
to fulfill these strict regulations, as
well as to be competitive in those
two major markets.
To fulfill future requirements,
base engines need to be optimized
for individual boundaries and
requirements in view of gas
exchange, combustion, friction,
operating strategy and temperature
management. AVL has investigated
possible adaptations to the
base engine in order to meet the
aforementioned challenges. Some
major components are described
here, including a complete engine
concept developed by AVL.
In order to enable further
reduction of fuel consumption,
higher peak cylinder pressure is
necessary. The disadvantage of
higher peak firing pressure (PFP) is
the fulfillment of a stiffer crankcase
structure, which adds weight.
AVL investigated and patented
a new lightweight crankcase
made of compact graphite iron
and aluminum to decrease
the weight. In combination with
a bottom stop liner and thin wall
casting technology, the weight
of the block could be reduced
by more than 25%. This concept
could also be beneficial in terms of
modularity because the crankcase
component size is reduced
by half, and either the cast iron
or the aluminum parts can be
modified independently for different
applications without a significant
amount of effort.
For the cylinder head, a SOHC
design with skewed valve pattern
can work up to 260 bar cylinder
pressure with compact graphite
iron (CGI) material. A clear need
for a DOHC with a parallel valve
pattern has not been identified,
but it is simpler to achieve.
One major change is the
necessity to use variable valvetrains
to realize alternative combustion,
for example Miller, temperature
management and increased engine
brake power. Therefore, the AVL
variable valve actuation (VVA)
system is
used. An
additional important feature is
required for long-haul trucks the
engine brake. An engine brake with
high power density can increase
a trucks average transport speed
considerably. A compression
release system has been added
to the AVL VVA system in order to
achieve increased power density
of the engine brake.
Further innovative technologies
have been implemented in
this engine to meet the future
requirement for GHG reduction
as well as lower pollutant levels.
These include the following: roller
bearings in the geartrain; split
cooling; a low-pressure EGR
system in combination with a
Multiple technical features
on AVLs concept block help
achieve higher pressures
high-pressure EGR
system, which can
be easily removed
for markets with
less severe emission
legislation; and an exhaust
throttle flap (AVL patent),
enabling higher EGR flow.
To meet the impending
regulations, it might not be enough
to simply improve the engine
alone. Thanks to in-house R&D
and its work on customer projects,
AVL continuously expands its
knowledge on single powertrain
components including the engine,
transmission, rear axle and
electrification solutions. The
company has developed a
vehicle and powertrain optimizer
for optimum interaction of all
systems. Simulation tools such as
AVL Cruise M assist in this task.
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116 // June 2017 // Engine Technology International.com


High-peformance sealing
Frenzelit has been active in the
insulation and sealing business for
more than 100 years. It is able to tackle
challenges in the fast and constantly
changing automotive industry, through
the development of solutions that help
its customers to reduce noise, emissions
and weight, increase fuel efficiency, and
provide reliability and safety.
In doing so, Frenzelits automotive
gaskets division works hand-in-hand with
leading OEMs and system suppliers that
are setting standards in terms of vehicle
thermal management, powertrain and
driveline design, fluid management,
exhaust gas treatment and e-mobility.
Frenzelits project and application
engineering specialists adopt a
comprehensive systems approach
to identify additional functions and
improvements that can be integrated
into its sealing systems, such as heat
transfer, thermal insulation, anti-friction/
decoupling, filtering and purification,
and fast and easy assembly capabilities.
Both standardized components and
application-specific solutions can be
supplied by the company.
The material and process engineering
teams ensure that each part is
compliant with requirements in
Efficient 48V solutions
To meet target values for vehicle CO 2
emissions of no more than 95g/km by 2021,
the automotive industry is turning to electrification
and hybridization of powertrains, reducing
traction resistance and optimizing new vehicle
architectures. The introduction of the 48V
onboard power supply offers great potential,
in the first instance for cost-effective electrification
of auxiliary units, which can be operated in fuel-
efficient on-demand mode.
In the field of engine development,
Magna focuses heavily on optimizing thermal
management and the air path, as shown by the
current market launch of a 48V main water pump
with a power range of 1kW, and the development
of an electric compressor with 5-7kW for
performance enhancement through engine
supercharging. Other components currently
made suitable for 48V by Magna include electronic
radiator fans and transmission oil pumps, which
are also used for lubrication and cooling of electric
axle drives.
terms of form, fit and function, and
cost and standardization. In order to
find the right solution for the application,
Frenzelit uses not only standard
materials but also high-performance
materials such as graphite, mica and
silicone foam.
At Engine Expo Europe 2017 in
Germany, Frenzelit will present its
capabilities and technologies in sealing
and insulation systems for developers
and manufacturers of engines and the
associated sub- and auxiliary systems.
FREE READER INQUIRY SERVICE
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INQUIRY NO. 519
An electric rear axle equipped
with an innovative high-speed
concept completes Magnas
growing portfolio of 48V
components. Using typical
hybrid functions, including
boosting, recuperation
and fully electric coasting,
a substantial reduction
in CO 2 can be achieved,
particularly in metropolitan
areas with heavy traffic and
often high air pollution.
In the field of transmissions,
Getrag offers several 48V hybrid
transmissions, for example a dual-clutch
transmission fitted with a 25kW 48V
electric motor.
All of the solutions can contribute to fuel
consumption reduction individually, however
combined they maximize the benefits of 48V
electrification and hybridization.
PRODUCTS & SERVICES
Coating technologies
Oerlikon Balzers works to provide the best
surface solutions for customers. This includes solving
existing problems or pushing the limits of current
and already powerful units. With its involvement
in the motorsport industry over more than 22 years,
the companys passion and ambition shine through.
Changes in regulations allow the company to push the
limits in collaboration with its customers, developing
customized coatings according to requirements.
Oerlikon Balzers portfolio covers a wide range of
applications, from high-temperature resistant coatings
for exhaust valves (Balinit Valdura) and highly loaded
components (Balinit DLC family) to coatings that
provide extremely high performance
in combination with specific oils and additives.
Oerlikon Balzers has been active in the automotive
market for many years and coats several millions
of parts annually. In combination with its experience
and successes in racing, the company is now able
to provide state-of-the-art solutions to high-end car
manufacturers and the motorcycle industry, offering
high-performance coatings at affordable prices.
Oerlikon Balzers can support customers through
all stages of development, from sampling to mass
production, or in improving the performance of an
existing system.
FREE READER INQUIRY SERVICE
To learn more about Oerlikon Balzers,
visit:
www.ukimediaevents.com/info/etm
INQUIRY NO. 520
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www.ukimediaevents.com/info/etm
INQUIRY NO. 521
Engine Technology International.com // June 2017 // 117
 PRODUCTS & SERVICES
Metal-to-metal seals
SFC Koenig recently worked with a customer to
analyze and solve performance and warranty issues
of an aluminum block engine.
During the assessment, engineers had identified
contaminant in the oil as a major source of problems.
SFC Koenig focused on the threaded pipe plugs
used to seal oil journal holes as the issue. The plugs
required the port to be tapped, a machining process
that creates debris. In some instances, this debris
was not properly cleared away and created micro-
size particle contaminants. Additionally, the pipe
plugs required sealing compound to improve seal
integrity. This sealant was often applied to excess
and then circulated in the oil, affecting lubricant
integrity and leading to a build-up of debris.
Engineers noted that failure rates increased when
production capacity was at higher levels. It was
realized that installation equipment and personnel
could not maintain pipe plug alignment consistency
at high speeds, resulting in cross-threaded plugs,
leakage and expensive rework.
Revised architecture
Libralatos rotary
engine architecture
dispenses with
reciprocating pistons,
cylinders, con rods,
crankshafts, valvetrains,
camshafts, throttle bodies
and forced induction. Unlike the
Wankel engine, the rotors in Libralatos engine do
not have narrow apex seals and their associated
long escape path, and sealing surfaces do not
touch the periphery of the housing, thereby
reducing friction losses.
Two interlocking rotors on separate axes, with
different diameters of orbit, create an expansion
volume (ER <21:1) greater than the compression
volume (CR <16:1) for higher efficiency and
exchange of gases between three dynamic
chambers in nine phases. The maximum intake
volume is three times greater than the second
(working) compression volume and the first
compression only serves to scavenge and cool
the combustion and expansion chambers.
The design avoids engine knock and high
NOX emissions, due to high combustion chamber
tumble, cool air scavenge, inherent EGR (<30%
EGR) and stratified charge GDI. Therefore the
fuel is fully atomized, the combustion chamber
temperature is lowered, the fuel-air ratio is diluted
with EGR for lean burn, and peak combustion
temperatures and NOX are reduced, all without
the need for SCR, LNT or GPF aftertreatment.
FREE READER INQUIRY SERVICE
To learn more about Libralato, visit:
www.ukipme.com/info/etm
INQUIRY NO. 523
118 // June 2017 // Engine Technology International.com
Custom water injection
The Koenig Expander LK950 series 10mm plugs
replaced the threaded seals. The LK950 plugs use Advances in engine control,
a metal-to-metal expansion design that does not with improvements in spray
require machining, tapping or sealing compound, targeting and atomization,
and was able to easily withstand the greater than now make it possible for water
100psi pressures. injection to play a greater role
As systems become more advanced, old sealing in engine operation.
solutions have become less effective, says Tom Third-party testing of a
Ryan, head of product management at SFC Koenig. high-efficiency, four-cylinder
Our high-performance products are more reliable turbocharged SI engine
than other seals, and when total costs are evaluated, showed that the addition of
they are often the best solution. With its one-piece the Nostrum system resulted
design and a variety of SFC Koenig installation in a 34% improvement in peak
equipment, the customer quickly integrated the efficiency and a 7% increase
Koenig Expander into the automated environment in engine output at baseline
and immediately realized an improvement. boost pressures. This was
achieved on stock hardware
FREE READER INQUIRY SERVICE with 87AKI fuel, using
To learn more about SFC Koenig, visit: Nostrum water injectors that
www.ukipme.com/info/etm enabled full time Lambda-1
INQUIRY NO. 522 MBT operation.
Introducing water into the
combustion chamber brings
an almost eight-fold increase
Non-destructive analysis in latent heat compared with
gasoline, reducing end of
Barkhausen noise analysis (BNA) is a recognized, compression and combustion
trusted, non-destructive technique for materials temperatures. Unlike EGR
characterization and defect detection. or fuel enrichment, water
Barkhausen noise is directly affected by two benefits gamma and brings
important material characteristics. The first is the less of a pumping work
presence and distribution of residual (and applied) penalty. Engines show more
stresses. In most commonly used steels the tolerance to water than other
Barkhausen signal will increase with the presence knock suppression strategies,
of tensile residual stress and decrease under making water injection a more
compressive stress. The method is not only sensitive effective method across the
to stress magnitudes but direction as well. entire operating range.
Barkhausen noise is also affected by changes in Nostrums patented
material microstructure. This effect can be broadly Kinetic Water Injectors (KiWi)
described as material hardness, where hardened bring port, and direct water
microstructures result in lower measured values. injection to the forefront
Conversely, soft or tempered microstructures result of next-generation engine
in high Barkhausen noise intensities. technologies. These injectors
In most instances the analysis of the Barkhausen rely on a particle break-up
noise signal can be represented as a single value, mechanism that splits the
typically referred to as the magnetoelastic parameter. liquid into several jets, which
Measurements commonly require a small sensor then collide at a focal point
to come into contact with, or very near to, the to produce instantaneous
sample surface. Acquisition and processing of the breakup of the spray. The
signal can be completed in real time, resulting in resultant plume shows
immediate feedback and the ability to meet high- reduced liquid length and
throughput scenarios. droplet sizes, which can
Common applications of the technique include be specifically targeted,
the detection of grinding damage (burn) in bare and practically eliminating surface
plated components as well as process verification impingement and addressing
and defect detection in heat-treated parts. More many of the traditional
recently the method has been shown to provide challenges associated
accurate, non-destructive case depth analysis. with water injection.
FREE READER INQUIRY SERVICE FREE READER INQUIRY SERVICE
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www.ukimediaevents.com/info/etm www.ukipme.com/info/etm
INQUIRY NO. 524 INQUIRY NO. 525
 FROM THE PUBLISHER OF ENGINE TECHNOLOGY INTERNATIONAL MAGAZINE

INSIGHT ON
CHANGE FROM

160
SPEAKERS!

Changing The 5-6 JULY 2017

Way The World COLOGNE, GERMANY
Thinks!

WWW.THEFUTUREOFTRANSPORT.COM
 PRODUCTS & SERVICES

Hot topics
The opening session of the 38 th The measurement of real driving
International Vienna Motor Symposium, emissions (RDE), which will soon be
organized by the Austrian Society of part of type approval, is an area that
Automotive Engineers (VK), focused on represents a great challenge for European
general powertrain technologies piloted, emissions legislation and was also
emission-free and networked. In addition, discussed in detail at the symposium,
powertrain visions for the future, alternative which took place April 27-28.
drive concepts designed to meet challenging In the final plenary session, three
environmental goals while fulfilling worldwide leading lecturers presented
new regulatory requirements, were also a view to the future on the basis of their
presented and discussed on the basis of profound knowledge of current trends
expert knowledge. and developments: Wolf-Henning Scheider,
The desire of governments to have one chairman of the board and CEO, Mahle
million electric vehicles on the roads by GmbH; Hirohisa Kishi, executive vice
2020, as is frequently proposed, means president, Power Train Company, managing
that sales of electric vehicles will have to officer, Toyota Motor Corporation; and
skyrocket. However, without governmental Matthias Mller, chief executive officer
subsidies no major consumer demand for of Volkswagen.
these vehicles is to be expected. Topics
and debate also focused on how internal FREE READER INQUIRY SERVICE
combustion engines will be further improved To learn more about sterreichischer,
and electrified, and therefore remain the visit:
Repeat performance testing www.ukimediaevents.com/info/etm
main power source of road vehicles for the
next 20 years. INQUIRY NO. 526
ETC supplies quality test equipment,
including its Combustion Air Supply (CAS)
system, drive-in vehicle test chambers
and altitude simulation systems. The CAS Adaptive air/oil separation
unit delivers air at a precisely controlled
temperature, humidity, flow rate and barometric Turbocharged engines are becoming Since the MultiTwister separator
pressure to internal combustion engines during more commonplace in North America relies only on changes in blow-by
dyno testing. This approach enables simulated as emissions standards continue to gas pressure for operation, it is fully
drafting conditions and ambient conditions for become more stringent. As such, adaptable to engine specifications
a specific race track location to be realized, advanced technologies that create or in response to driving conditions.
improving test accuracy and repeatability. It is cleaner crankcase gases and address Additional benefits include increased
also used for emissions certification testing. engine power densities are a growing life of engine components such as
ETC works closely with OEMs and the EPA priority for OEMs. Dana has created a the catalytic converter, inlet valves,
and is currently developing a Dynamic Pressure solution that incorporates the Multi- intercooler, air mass sensor, carbon
Control (DPC) system to allow tighter transient Twister passive-adaptive air/oil separator particulate filter and engine oil.
pressure control. This will enable throttle into the companys Victor Reinz cylinder-
changes during closed track simulation to be head cover. FREE READER INQUIRY SERVICE
followed more precisely and safely. The DPC Dana is the first manufacturer to To learn more about Dana, visit:
device is a modular intelligent aerodynamic bring a passive-adaptive, cost-effective www.ukimediaevents.com/info/etm
valve system that redirects airflow and controls solution to the North American light- INQUIRY NO. 528
the barometric pressure at which air is delivered vehicle, gasoline-engine market with its
to the engine inlet during dynamic testing. MultiTwister separator. By separating fine
This modulation is controlled in accordance oil particles from engine blow-by gas, the
with engine loading and throttle changes, separator cleans up crankcase gases and
resulting in a stabilization of the desired engine improves crankcase ventilation to offset
inlet pressure while maintaining a constant added combustion pressure caused by
airflow through the conditioning section of engine downsizing.
the CAS system. In addition, ETC uses a feed- By cleaning crankcase gases, the
forward control architecture to maximize separator eliminates excess oil from the
pressure control stability and offers various combustion process, greatly reducing
communications interfaces including ASCII, oil consumption. This also extends
Ethernet I/P, Modbus TCP and CANbus. engine oil life by supplying clean gas
back into the crankcase, which increases
FREE READER INQUIRY SERVICE the oil change interval. As a result, the
To learn more about ETC, visit: amount of used oil sent to be recycled
www.ukimediaevents.com/info/etm is less, further reducing the systems
INQUIRY NO. 527 environmental impact.

120 // June 2017 // Engine Technology International.com

 FROM THE PUBLISHER OF ENGINE TECHNOLOGY INTERNATIONAL MAGAZINE

NON-
POLITICAL
GLOBAL
THINKING

Imagining The 5-6 JULY 2017

Unimaginable COLOGNE, GERMANY
How It Will
Happen Soon

WWW.THEFUTUREOFTRANSPORT.COM
 FROM THE PUBLISHER OF ENGINE TECHNOLOGY INTERNATIONAL MAGAZINE

5-6 JULY 2017

COLOGNE, GERMANY

Eight streams, over 160 speakers, live technology

demonstrations, PLUS meet the companies shaping
the future of transportation in our exhibitor zone!

PLP Architecture Lilium GmbH

 A ND BE YOND...

Disruptive Change at Multiple Levels

STREAMS
Legal & Technical Issues of Autonomous Vehicles How to build a pan-
European set of rules and laws governing autonomous and driverless cars, and what
changes are necessary in current regulations. 10%
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Changing Landscape for Car Manufacturers Who will manufacture the vehicle DISCOUNT!
of the future and what opportunities are there for ride-sharing platforms and fleets of
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Environmental Sustainability How highways of the future will need to evolve into
highly automated and intelligent super-fast transportation networks.

Vision Zero Is the zero vision a reality on the surface and in the air?
Quantum Shifts Remarkably simple changes that would radically transform
surface congestion.

The Challenge for Rail How the rail industry can survive the challenge from new
forms of transport, including high-speed (platooning) autonomous vehicles and PATS.

Infrastructure & Project Funding Where will the investment for the future of
transport come from and what business opportunities will new mobility solutions create?

Getting Transportation Off the Ground We will be looking at the technologies

and enablers of PATS and at how PATS will fit into the urban landscape.

...GO ONLINE FOR THE FULL SPEAKER LINE-UP AND TO REGISTER!

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 LAST WORD
BY
DEAN SLAVNICH
FCA will say otherwise, Im sure, but theres no real
high-level engineering sophistication here, just pure
brute force by way of a large-displacement V8
For some time now, FCA has been cooking up
something quite remarkable over in Detroit. Not quite
the rebirth of Hemi power, but rather the rejuvenation. And
that, powertrain friends, peaked very recently at Aprils
New York Auto Show with not one but two extreme 6.2
supercharged V8 show cars that dont subtly turn their
backs on the eco-friendly EV movement, but rather punch
any notion of the industry needing to cut emissions right
through our already holey atmosphere.
Oh, and when I said that these were two show cars,
I meant production cars these vehicles will be built by
FCA, one under the Jeep brand, the other Dodge.
So, welcome, petrolheads, the Jeep Grand Cherokee
Trackhawk and the Dodge Challenger SRT Demon. The
former, for the record, is now the most powerful and
quickest SUV ever; the latter, quite frankly, has so many
amazing performance claims that its difficult to know
where to start, but heres a flavor: highest horsepower
V8 production car engine ever produced; highest
g-force acceleration of any production car at 1.8g; and
the worlds fastest 0-60mph production car sprint time
of 2.3 seconds.
Theres a real throwback, huge-American-V8-block-
with-old-school-swashbuckling-power sense of feeling
with these two developments. FCA will say otherwise,
Im sure, but theres no real high-level engineering
sophistication here, just pure brute force by way of
large-displacement V8 goodness and, okay, some
other impressive trickery too. But hell, theres not even
an advanced twin-scroll turbo or two in sight!
And I love it. In fact, I love it so much that I actually dislike
myself for admitting this because, after all, Im a guy whos
a real fan of the electric powertrain movement my own
124 // June 2017 // Engine Technology International.com
wheels are, in fact, a BMW i3 range-extender, which really is
greener than green. And my favorite concept in recent years
is the upcoming Jaguar I-Pace BEV.
But as I discussed in my last column, Ive simply had
enough of EV startups essentially willy-waving with their
0-100km/h claims. Okay, okay, we get that with your instant
torque and stupidly huge e-power outputs your prototype is
fast but 2.39 seconds fast as in the case of FF 91?! Really,
Faraday is that even relevant for an EV? Should that part of
the industry not be focusing on IC-beating driving range?
Well, via the Trackhawk and Demon, what we seem to
have is a little balance adjustment, showcasing what the IC
engine can do in return when it comes to pure performance,
although admittedly without the FF 91s (or any other
e-powertrain, for that matter) quite unbeatable efficiency
capabilities and I really do understand the importance of
that last point.
But anyway, back to Hemi. Not only do I find it refreshing
that FCA big chiefs signed off these ideas seriously, can
you think of any other car maker in the world that would have
the courage to okay this? but I also think its important, in
general, that large-displacement engines are allowed to live
on, albeit in very small numbers, of course. There are
generations of drivers out there who soon wont even know
what an atmo engine feels like, let alone a manual box. To
have something like the Demon around serves as a reminder.
The drive to efficiency is an important one for us in the
automotive world, and cars like the BMW i8 and Honda
NSX, and even Tesla Model S show that green doesnt
mean boring. But there are many roads to driving pleasure
and large-displacement V8 power is one of them.
In a strange, roundabout way and this coming from
me of all people long may that continue!
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