Engine Technology International - June 2019 PDF

JUNE 2019
NEW
HORIZON
FOR
DIESEL?
Can TDI technology ever
make a comeback?
www.enginetechnologyinternational.com
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CONTENTS
JUNE 2019
JUNE 2019 NEW

HORIZON
FOR
DIESEL?
TECH INSIDERS
04. Plug and play
Ahead of plans to ditch
28 Can TDI techn
make a come
www.enginetech
ology ever
back?
nologyinternation
al.com
the diesel engine, Jeep

has developed its first
PHEV drive system
09. Power up
The full development
story behind the Lexus
ES and the OEM’s fourth-
gen hybrid powertrain
13. Mix and match

The team at Hyundai Kia
is looking to bring mixed
mode combustion tech
into the mainstream
16. Back on track

Over 10 years after
its release, Nissan’s
GT-R gets an upgrade
for 2020, including a COVER STORY
reworked six-cylinder
28. Up in smoke
20. Personality profile Diesel’s stock has
never been lower, but
REGULARS
ETI talks to Mercedes-
AMG’s chief engineer, 16 can the future of TDI 18. Engines on test
Bertram Tschamon technology bring it 22. Johnson
back from the brink? 24. Taylor
72. Final word
FEATURES
36 36. Search engine
Mazda’s US powertrain
manager, Jay Chen,
discusses the OEM’s
commitment to the ICE
42. Get your coat

Can the next generation
of ICE coatings provide
an answer to the push
for greater performance,
reliability and efficiency?
48. Seal of approval

As the industry looks
to squeeze even more
power from the smallest
04 engines, advances in
sealing tech are more
important than ever
42
Engine Technology International.com // June 2019 // 01

CONTENTS
The word wizards

Editor in chief: Dean Slavnich
68 Deputy editor: Sam Petters
Production editor: Alex Bradley
Chief sub editor: Andrew Pickering
Deputy production editor:
64 Nick Shepherd
Sub editor: Alasdair Morton
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Lem Bingley, Joshua Dowling,
Rachel Evans, Max Mueller, Matt
Ross, Mike Magda, Bruce Newton,
Greg Offer, Chris Pickering, Leon
Poultney, John Simister, Michael
Taylor, John Thornton, Karl
Vadaszffy, Richard N Williams
The ones who make it look nice
Art director: Craig Marshall
Art editor: Ben White
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Expo media and magazine
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Circulation manager:
Suzie Matthews
Commercial colleagues
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EDITOR’S NOTE
Member of the
Audit Bureau of
You just have to hand it to those clever engine engineers the line US$1,991 (see what I did there?) to say M 139 will Circulations
over at Affalterbach. What they’ve done – what they’ve just be a performance engine all-night rave – popping, cracking Average circulation per issue for
the period January 1, 2018, to
created – is nothing short of remarkable. Welcome Mercedes- and banging all the way through the gears just like M 133 did. December 31, 2018: 10,708.
AMG engine M 139, the world’s most powerful turbocharged And let’s not for a moment forget what we’re actually
four-cylinder motor in series production. And the numbers are talking about here. This 2.0 turbocharged base, with all of The views expressed in the articles and
technical papers are those of the authors
astounding. Quite simply astounding. its four-cylinder and 160.5kg mass, will serve up 421hp and and are not endorsed by the publisher.
Let’s take a moment to appreciate sheer engineering 500Nm torque in its highest output guise from launch. That’s While every care has been taken during
production, the publisher does not accept
brilliance: little M 139, with its 1,991cc displacement, has 3.0 six-cylinder BMW M4 territory. It crashes past Audi’s 2.5 any liability for errors that may have
a V8 supercar-beating 211hp output per liter. That, for the five-cylinder in the RS3 and TT RS and is actually not far off
occurred. This publication is protected by
copyright ©2019. ISSN 1460-9509 (print);
record, is better than the Ferrari 488 GTB (169.4hp/liter), the V6 that powers the RS4 and the six-cylinder boxer in the ISSN 2397-6330 (online)
McLaren 720S (177.5hp), Porsche 911 GT2 RS (184.2hp), Ford Engine Technology International .
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GT (184.9hp) and Bugatti Chiron (187.5hp). Bravo baby AMG! Willenhall, West Midlands, WV13 3XT, UK.
Mercedes A45 AMG is a hatchback that you could, if you’d
It’s also better – night and day in fact – than the previous Engine Technology International USPS
like, take to the local garden center to get some plant pots
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not raising the bar, that’s smashing the bar with a wrecking I was really excited when Infiniti finally cracked the variable Airfreight and mailing in the USA by agent
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TECH INSIDER // JEEP PLUG-IN HYBRIDS
BRAVE NE
04 // June 2019 // Engine Technology International.com

W WORLD
Using GKN’s state-of-the-art e-axle
technology, Jeep’s first plug-in hybrids are
designed to go far beyond the urban jungle
WORDS:
ALEX GRANT

Having outlined plans to begin phasing out 1. The plug-in hybrid “It was very important when we started
diesel engines in Europe next year, Jeep is powertrain developed engineering these cars to make sure that it’s not
for the Jeep Renegade
undergoing final testing of its first plug-in hybrid and Compass will likely
just 4x4, it’s the best system for Jeep,” he states.
powertrain, launching in the Renegade and be key to development “So, the car always offers 4x4 capability. You
Compass SUVs. Supported by long-standing of other FCA vehicles want to use your plug-in hybrid for commuting
supplier relationships, its route to market has five days a week, and go to the middle of nowhere
been rapid, but not without room for brand- 2. Winter testing of the over the weekend. This can do both.”
new PHEV powertrain
specific characteristics to be engineered in.
in Arjeplog, Sweden
The first preproduction cars will phase into Supplier partnership
full production later this year ahead of a 2020 Jeep capitalized on its long-standing partnership
launch, and FCA has invested US$225m to with GKN Driveline for the hybrid system, known
modernize its factory in Melfi, Italy, and retrain as P4P1. The supplier was already familiar with
staff ready for the new technology. According FCA’s Small Wide Architecture having designed,
to Marco Pigozzi, an engineer connected with developed, manufactured and integrated
the project, customer expectations of Jeep Disconnect AWD systems into both the Jeep
capabilities meant the system had to be as Compass and Renegade, and used the latter
uniquely calibrated as its conventional four- to showcase its prototype eTwinsterX 2-speed
wheel-drive counterparts. electric vehicle transmission earlier this year.
In turn, this enabled efficient packaging of the
hybrid powertrain. The system adds just 100kg 0kg
heel-
(220 lb) to the weight of an equivalent all-wheel-
“The car always offers 4x4 capability. drive gasoline version, with minimal body
ng
alterations – an additional port for the charging
You want to use your plug-in hybrid socket, and sheet metal changes to the boot
floor. Because the platform was designed forr
for commuting five days a week, and sion
electrification, the independent rear suspension
layout allowed space for the electric axle.
go to the middle of nowhere over s,
“It required an adaptation of brake, chassis,
body and powertrain electronics,” continues
the weekend. This can do both” Pigozzi. “Development took place internally,,

2 and the software setup was been designed by

us. Electronic capabilities and system tuning are
unique to Jeep.”
The layout is identical between the two
Jeep products. It uses a space-efficient 182ps
1.3-liter, four-cylinder turbocharged gasoline
engine and 6-speed torque-converter automatic
transmission to drive the front wheels. This is
connected to the P1 generator, which does not
provide additional power. At the rear wheels, the
P4 electric axle adds an additional 60ps, four-
wheel-drive capability and battery-powered
driving, with no mechanical connection between
the axles.
Battery details have not yet been finalized,
but the pack is supplied by LG Chem and
features a capacity of “more than 10kWh”,
enabling a 50km (31-mile) electric range at up
to 130km/h (81mph). It uses empty space in the
transmission tunnel and underneath the rear
3 seats, although the battery control unit reduces
under-floor cargo capacity by around 15 liters.
Charging takes two hours via a Type 2 AC
connector, with the ability to take a 7kW/32A
charge, and Jeep is targeting sub-50g/km CO 2
emissions based on the NEDC Correlated data.
Conquering terrain
Throughout the development program, ensuring
vehicle off-road ability was as much of a priority
as overall fuel economy. As in the Disconnect
4 AWD versions, four-wheel drive automatically
engages when an ESC controller detects slip,
or via an adapted version of the SelectTerrain
system. Testing showed the electric axle offers
a better crawl ratio and torque control than an
IC engine and transmission, while the battery
management system automatically uses the
engine to maintain charge while driving in all-
terrain driving modes, ensuring four-wheel drive
is always available.
So this isn’t just a city car. Instead of only
being offered in road-focused versions, 4x4e will
also be available in the rugged Trailhawk guise.
This required the 4x4e system to be capable of
fording water up to 60cm (23in) deep, while the
battery is protected by a full-length under-body
shield, enabling it to go as far off the beaten track
as Trail Rated petrol or diesel derivatives.
Further FCA applications are very likely, as
the system is scalable. Jeep has previously said
a plug-in hybrid Cherokee is en route, which
3. GKN’s eTwinster features a suitable transverse-mounted engine
2-speed transmission suited to the P4P1 system, while Alfa Romeo’s
was used in the GTD19 Tonale concept car suggests it could also be
tech demonstrator vehicle tuned for performance-focused applications
4. The PHEV powertrain within the group. The technology might be a
layout features a 1.3-liter, latecomer among rivals, but it’s a significant
turbocharged petrol engine newcomer for FCA.

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TECH INSIDER // LEXUS FOURTH-GEN HYBRID
Building blocks
Hybrid technology might once have been considered an
add-on for an executive sedan – but for the new globally
focused Lexus ES, electrification was the starting point
WORDS: ALEX GRANT
Toyota made headlines last year when it confirmed

The new Lexus ES
was designed
that diesel would cease to be part of its European
from the start to line-up within months, but sister brand Lexus was
feature powertrain comfortably ahead of that curve. In 2018, its fifth
electrification consecutive year of growth in Europe, 95% of
technology. As its volume was hybrid powered, and heavy oil is
such, it combines
already a distant memory.
a 2.5 four-cylinder
Atkinson cycle IC Ironically, Europe is more familiar with hybrid
engine with an technology than it is with the ES nameplate.
AC synchronous, Replacing the GS in Western Europe, this latest
permanent magnet product version is vying for a bigger share of what
e-motor/generator is still a diesel-rich segment with hybrid tech
and NiMH battery
engineering designed to meet European tastes.
“It’s a mature hybrid system,” explains Stefan
Ramaekers, senior technical trainer at Toyota Motor
Europe. “We’ve been at it for a long time – our other
hybrid systems performed brilliantly but, in terms of
driveability, they sometimes left a bit to be desired.

TECH INSIDER // LEXUS FOURTH-GEN HYBRID
“These drivetrains feel like conventional Above: ES features the fourth-gen Lexus hybrid system,
automatic transmissions, but don’t have anywhere which is an ongoing development of the Prius powertrain
near the downsides.”
Left: The smooth 2.5 four-cylinder engine features
DOHC with VVT-iW (intake) and VVT-i (exhaust)
Hybrid standard
The fourth-generation Lexus hybrid system is an Below: Lexus says specific drivetrain characteristics
ongoing development of technology from the latest for the new ES sedan were tuned to European tastes
Prius. It’s designed for transverse front-wheel-drive
applications, as opposed to the higher-performance,
longitudinally mounted Multi-Stage Hybrid setup,
and it forms the backbone of the ES’s development,
design and dynamics.
“The ES really was designed for the hybrid
system,” explains Ramaekers. “If you take any
other variants you have to give in a little. In the
past, the hybrid would have been the deviating
car, but this time it’s the standard. That’s what we Pro Europe
wanted to build.” Drivetrain responses were tuned to European
Space-efficiency was key. The transaxle adopts tastes. Unlike the Prius, the ES uses a new
the same motor-generator layout as the Prius, A Series gasoline engine – a 2.5-liter Atkinson
placing the two units in parallel rather than on the cycle four-cylinder with a relatively long stroke to
same axis, while the power control unit is compact increase low-RPM torque, which changes how the
enough to be placed on top. This allows a lower, system behaves. MG2, which offers most of the
more aerodynamic hood line, reduced wiring and driving assistance, now uses the same segment
better pedestrian impact safety. coils as the Multi-Stage Hybrid system, producing
The hybrid set the baseline for the entire range. more power at higher RPM and reducing the need
The platform was designed to accommodate a to over-rev the engine under high loads.
battery pack under the rear bench, keeping the Ramaekers further explains: “In previous when it’s not under load, without regenerative
weight within the wheelbase and the center of generations, the power came from the engine and braking slowing it down. Lexus also developed
gravity as low as possible – gasoline versions have the torque came from the electric motors. But a three-layer fabric insulation for the firewall, used
an empty compartment in its place. Multi-Stage every time you needed power the engine would only on the hybrid, which blocks high-pitched
uses lithium-ion, while the ES continues to use rev up, giving that unsettling noise that people in whistling noises from the motor-generators and
nickel-metal hydride but with smaller, more energy- Europe specifically do not like. The new generation inverters. It’s something that even the LS doesn’t
dense cells and a space-optimized cooling system. of long-stroke engines creates more torque at have yet.
“The battery creates a better front/rear weight lower RPM, so we can drop the torque at low “Thanks to what we have discussed here in
balance than any other versions and, in terms of speeds from the motor, giving a sensation of the Europe, and the input we’ve had, the system is
center of gravity, the story is the same. The engine accelerating with the car.” evolving worldwide. Europe is the most difficult
[seating] position of the driver is close to the center Adding to that conventional driving experience, market in the world in terms of the customers, and
of gravity, which offers more of a connection with there are six stepped ‘ratios’ available via paddles if you can make something work here, it very likely
the vehicle.” on the steering column, and the system can ‘coast’ will be appreciated abroad,” states Ramaekers.

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TECH INSIDER // HYUNDAI MIXED-MODE
In the
mix
Hyundai Kia steps up development efforts on
the mixed-mode combustion technologies that
will enable smooth and economical transition
between spark and compression strategies
Aided by a new collaborative agreement from Hyundai says it will use the advanced engine
the Department of Energy (DOE), Hyundai technology to power future vehicles in both
engineers in the USA will intensify efforts to conventional ICE-only and hybrid (PHEV,
improve the total efficiency of a mixed-mode MHEV) configurations. The cooperative
engine that works with three combustion research will include Michigan Technological
strategies: spark ignition, compression ignition University and Phillips 66 petroleum company.
and low-temperature combustion. Overall, the DOE has awarded some US$80m
WORDS: “The challenge is to transition from mode to to a total of 42 projects to support advanced
MIKE MAGDA mode,” says John Juriga, director of powertrain vehicle technology.
for Hyundai Kia America. “Our challenge is not “Initially we will be building computer
only to develop a true compression-ignition models and co-optimizing the fuel and engine
engine, but to be able to transition from spark to combustion modes,” explains Phil Zoldak,
a compression engine so we have the advantages manager for engine development and testing
of both. And also do it very economically.” operations at the Hyundai Kia America Technical
The DOE project funding for Hyundai was Center. “Then we will actually design and build
announced at US$4.95m over three years an engine to run the combustion modes, and
and will leverage previous DOE-funded work. demonstrate that on a dyno.”

As part of the grant, Hyundai will develop

an operating demonstration engine, most likely
a turbocharged four-cylinder using the auto
maker’s valvetrain technologies, in addition to
new control technologies to transition between
the combustion modes.
“In a year’s time we should have a firing
engine, but that’s just the first go-round with this
technology,” says Juriga. “There will be a lot of
iterations based on the test data and analysis
being conducted. The following two years will
be optimization of that technology.”
Under the DOE guidelines, the technology
will be shared; however, only certain details
have to be made public.
“Proprietary technology that we’re bringing to
the table is retained, and there’s a certain level
of what we are allowed to disclose and what
we are not allowed to disclose,” says Zoldak. “There will be
“There will be public disclosures in terms of the
performance and the fuel economy we attain and a lot of iterations
the technology that went into it.”
based on the test
HCCI mode
The Hyundai engine will use a spark-ignition for
cold start, certain load conditions, and where
data and analysis
there are no benefits to the gasoline compression-
ignition mode.
being conducted”
“One of the modes we want to look at is John Juriga, director of powertrain,
low-temperature combustion, but other people Hyundai Kia America
have referred to it as HCCI [homogeneous charge
compression ignition],” says Zoldak. “That will
be in the low-load, part-load region of the
operating range. One of the enablers of that
is the variable valvetrain we have, and we
also employ a spark assist in that as well. It’s
a compression ignition, but sometimes we’ll use
a spark to help raise the temperature before we
do the compression ignition.
“Then there’s a third mode – gasoline

compression ignition. That is where we get into
multiple injections, later injections, and partially
premixing and compression igniting the fuel, as
opposed to homogeneous,” continues Zoldak.
“HCCI is more homogeneous early injection.
Partial premix is more late injection during the
compression stroke. That’s a huge research
area right now, because there are various
timings and modes you can create with late-
Spark ignition Compression ignition Low-temperature ignition injection strategies.”
(HCCI) “We have a variety of injection system
pressures that we’re looking at,” adds Juriga.
“Then there’s the design of the chamber and
the injector itself. That’s some of the CFD work
to define what systems we need to look at.
But even after we get that CFD work, we’ll be

1. The three piston cycles used during

the various combustion strategies
in a mixed-mode IC powertrain
2. Hyundai aims to have a firing

demonstration engine within a
year, with two subsequent years
spent on technology optimization
playing with hardware configurations, trying

to optimize them.”
The engine will be boosted with a single-
stage turbocharger to help keep costs efficient,
and EGR will also be a key factor to promote
the compression ignition mode. Officials won’t
confirm a working range for the static
compression ratio other than, “It’s definitely
higher than spark ignited.” As far as new
hardware that might be needed, Hyundai may
study GDI injectors capable of higher pressures.
“That could be something new,” says Juriga.
“It’s more the integration of all the technologies,
I think, and the control system. There’s a lot
of work needed in the mode switching of the
controls, and how to avoid a torque drop during
most switches. So we’ve spent quite a bit of time
trying to understand that area and have started
to develop our own algorithms in collaboration
with Michigan Tech.”
Playing a key role in the new technologies
will be Hyundai’s continuously variable valve
duration system, which can be employed
on both the intake and exhaust valves in
combination with cam phasers that permit
variable valve timing.
“We have the ability to control timing and
duration on both the intake and the exhaust
valves. We could run a conventional valve-
timing strategy, as in a spark ignited engine,
which is called a positive valve overlap,”
explains Zoldak. “That’s more for performance,
breathing and efficiency. And we can then run
2
a strategy we call negative valve overlap.
Basically, we trap residuals inside the engine
and that helps generate heat for compression
and auto ignition. So that’s an enabler for
controlling combustion. We use the valvetrain
to create the temperature and internal EGR
conditions to promote auto ignition.”
Finally, the team’s chosen strategy is to
“It’s a compression ignition, but generate boost with a turbocharger and not
a supercharger, as other auto makers are using
sometimes we’ll use a spark to help in similar multimode projects.
“We want to make sure the technology is very
raise the temperature before we economical so that we can mass-produce it,”
sums up Juriga. “I think that’s really where our
do the compression ignition” focus is, and the challenge is to be able to do
spark ignition as well as compression ignition,
Phil Zoldak, manager for engine development and testing operations, because both have strong values and benefits.
Hyundai Kia America Technical Center And do it at a low cost. We want to maximize
efficiency and minimize cost to provide the most
value for the customer.”

TECH INSIDER // REDEVELOPED NISSAN 3.8 V6
Turbo, recharged
The latest improvements to the VR38DETT focus on
driveability, as Nissan celebrates 50 years of the GT-R
When it first appeared at the Tokyo Motor Show “Fewer blades means less weight; 1969, include the adoption of new turbochargers
in 2007, the R35-generation Nissan GT-R was lightweight means lower inertia for the turbine; with abradable seal housings on non-Nismo
powered by a 3.8-liter, twin-turbo V6 that made lower inertia means better response,” Tamura models – previously seen only on Nismo and
487ps. More than a decade later, the R35 is still explains. “This would normally reduce the GT3 versions – that help increase the engine’s
going strong, but that VR38DETT motor now airflow capacity, but we found a better fin low-speed response thanks to tighter clearances
puts out some 573ps in the entry-level shape. We don’t have the areas of high and a 5% increase in efficiency. Blade numbers
offering and 608ps in Nismo form. pressure on the blades that we had remain unchanged at 12 on the compressor side
According to Hiroshi Tamura, before. The air is better distributed and 9 on the turbine side.
chief product specialist for the [across it], so it’s better [for the There’s also a change to the exhaust
Nissan GT-R, a power ceiling flow] after the air is released.” manifolds, which are now separated from the
has now been reached that turbochargers through flange attachment
poses some interesting Racing pedigree points. The goal is to make servicing easier and
questions about how to Originally developed for the open the door to aftermarket modifications.
improve the engine further. GT3 GT-R race car, the new “There’s a weight penalty because of the
“Total balance management turbine design involved flanges, but it’s much better for the aftermarket
is very important to me,” he multiple iterations of CFD because it’s easier to switch out the part,” says
says. “Some, very skilful, drivers analysis, as Tamura challenged Tamura enthusiastically. “People love to tune
might be able to access 700ps or his engineers to find more the GT-R and after five years they don’t have
800ps, but for me and the majority of performance for the 11-year-old to worry about the warranty!”
regular car enthusiasts, 600ps is good engine. The resulting optimized flow rate The only GT-R that will get a power increase
enough for the current state of tire technology is claimed to enhance acceleration response for 2020 will be the limited-run, distinctive-
and provides an appropriate safety net. by 20% without a loss of horsepower. looking GT-R50 model by Italdesign. Its
“Beyond that, what else can we do in the Other key engineering and technical changes 720ps IC engine will include forged pistons
pursuit of our philosophy of driving pleasure?” to the 2020 GT-Rs, one of which is a special and stronger connecting rods – “racing or
he questions. “The answer is response – making 50 th Anniversary Edition to commemorate the aftermarket tuning parts”, according
more of a connection between driver and car. Hakosuka-generation GT-R’s introduction in to Tamura.
You are the commander, and the car is an
extension of you. You hit the gas and it responds.”
Achieving better response from the VR38DETT
wasn’t simply a case of remapping the ECU.
Key among hardware changes for the 2020MY
GT-R Nismo was removing weight from the
turbine side of the twin-IHI turbochargers by
reducing the number of blades from 11 to 10
(12 blades remain on the compressor side).
WORDS:
GRAHAM HEEPS
It’s been more than 10 years

since the R35 was unveiled,
but both car and engine are
still going strong. Today, the
VR38DETT cranks out some
608ps for the GT-R Nismo

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ENGINES ON TEST
Volvo S60 2.0 four-cylinder T5

The thing about Volvo at the moment is that the company is on
such a roll that you’d be more surprised if it somehow created a bad
(or even average) product. Well, in breaking news that will shock
nobody, the new S60 is a mighty fine thing.
Two things immediately jump out from the third-generation of
Volvo’s premium mid-size sedan. It’s the first model to be built in
Volvo’s US manufacturing plant in Charleston, and (perhaps more
importantly for ETi readers) it’s the first modern
Volvo to be sold without a diesel offering.
Kia ProCeed 1.6 T-GDi So the powertrain options are the 250ps T5
engine and two gasoline-electric plug-in
Designed, developed and engineered in Europe – a project that hybrid variants: the T8 Twin with 395ps
started off at Kia’s development center in Frankfurt, Germany, and and the same powertrain but Polestar-
ends at its manufacturing plant in Zilina, Slovakia – the ProCeed is a engineered to chuck out some 410ps.
lovely-looking tourer that takes the form of a five-door shooting brake. Our S60 came with the T5 in the stylish
This might be a niche direction for Kia, but it’s an important one. R-Design Edition spec. As in other Volvo
The mainstream Ceed Sportwagon champions practicality, but applications, the 2.0 four-cylinder engine is
ProCeed, which is 5mm longer but around 5mm lower, is its cooler, smooth and provides the performance one
hipper younger brother, homing in on couples and young families expects from an exec sedan. It also adds a
that want wagon versatility with stylish design. sprinkle of green cred that fits perfectly with Volvo’s
And as has already been mentioned, ProCeed eco-friendly positioning. This is all summed up nicely with the
has fetching proportions and is a fine- numbers: there’s 250ps and 350Nm on offer, which ensures a
looking thing on the road, so that’s sprightly 0-62mph sprint of 6.5 seconds. Combine that with
the design box ticked. It also boasts emissions of 155g/km of CO2 and fuel economy that we logged
594 liters of luggage capacity, so that’s around 38mpg and you have a very competitive powertrain package.
the functionality needs met, too. The all-aluminum engine is paired with an 8-speed Aisin-Warner
Created on the same K2 platform as transmission that moves through the gears effortlessly, further
other Ceed models, ProCeed actually only making sure the drive is silky smooth. But this is no wafty motorway
shares the hood and front wings with the eater that lacks dynamism. Rolling off Volvo’s SPA platform, S60
Ceed five-door hatchback. The GT version was benefits from a double-wishbone front suspension with coil springs
engineered under the direction of development and an integral link rear axle with a composite transverse leaf
guru Albert Biermann, Hyundai-Kia’s R&D head, and spring, all of which allows some fun to be had when driving a little
in fact six months of additional testing was worked into the program harder. Combine all that with the S60’s stunning interior and you
to further enhance the car’s cornering agility and yaw behavior. And have a mid-size sedan that’s up there with the best of them.
that time paid off – the ProCeed GT is a really nice drive, responsive
and agile for a shooting brake, making the most of the stiffer front
and rear springs and increased body control to improve steering
input. Softer front and rear anti-roll bars help keep its wheels
gripping the road, even during ‘harsher’ cornering.
The ProCeed line-up features three engines, a new 1.4 T-GDi and
a 1.6 CRDi. But it was the 1.6 T-GDi in the ProCeed GT that charmed
editor in chief Dean Slavnich. With lovely, almost subtle pops and
bangs, the four-cylinder does its shooting brake job really well,
adding to the ride qualities of the GT and serving 203ps and 265Nm
torque. ProCeed GT also benefits from the introduction of Kia’s first
seven-speed DCT – another string to a fine shooting brake bow.
Cylinders: 4 Cubic capacity: 1,591cc Cylinders: 4 Cubic capacity: 1,969cc

Bore/stroke: 77 x 85.4mm Compression ratio: 9.5:1 Bore/stroke: 82 x 93.2mm Compression ratio: 10.8:1
Power output: 203ps Torque output: 265Nm Power output: 250ps Torque output: 350Nm

Mercedes CLS 450 3.0 in-line six turbo
There’s a lot of pressure on the Mercedes-Benz CLS. When going up
against the likes of the Audi A7 and Porsche Panamera there always
will be, but pair that with the engineering burden of being one of
the first applications to feature M-B’s EQ Boost
mild-hybrid technology and that weight of
expectation soon becomes real.
The lovely looking (and it really is a
beautiful, stylish car when you think it’s
‘only’ an exec sedan) CLS 450 features a
Ford Fiesta ST 1.5 three-cylinder turbo newly developed 3.0 six-cylinder twin-
turbo gasoline engine, a 48V integrated
The problem when you create something so good in the automotive starter-generator (ISG) and a lithium-ion
world is that one day you’ll need to replace that good thing with battery. The ISG, which is placed between
something even better. It’s the engineering challenge that comes with the IC unit and the nine-speed transmission,
setting the benchmark. And this was exactly the headache Ford acts as both a starter motor and a hybrid assist
engineers faced as the previous-gen Fiesta ST’s product cycle was motor, while also enabling kinetic energy recuperation.
ending and a new hot hatch was needed to fight off the competition. From a performance perspective, this means that the 2,999cc in-
It takes all of 20 minutes and an open road to realize that the new line six delivers 372ps and 500Nm of torque – a good offering for a
ST is a little firecracker that serves up total hot hatch realness. It car of this size. But there’s more: the EQ system chips in an additional
might be more sophisticated than the previous ST – there’s an 22ps and 250Nm, meaning that the CLS 450 is quick – 0-62mph in
optional Quaife LSD to be had, and it’s perhaps more grown up – 4.8 seconds quick. Top speed is capped at 155mph (250km/h).
but it hasn’t lost any of its blistering character. Mercedes argues that the EQ Boost system in the CLS – which
It might have lost a cylinder between shares much technology with the S-Class – makes possible fuel
generations, but the new ST’s 1.5-liter triple savings that were previously the exclusive domain of high-voltage
is core to everything that’s good about this hybrid technology. But while that may work on paper, during our
hot hatch. Providing 200ps at 6,000rpm time with the 450 we couldn’t achieve the claimed 36.2mpg
and 290Nm of torque from 1,600 to combined fuel consumption. Emissions, however, are at an
4,000rpm means there’s plenty of impressive 184g/km of CO2.
performance to be had, and – perhaps Perhaps the most telling thing about this powertrain is that 90%
just as importantly – even more grinning of the time most wouldn’t even realize that the 48V system is there.
from behind the wheel as the tires grip a The IC motor and ISG combine seamlessly. Even when the CLS is
tight corner and the exhaust pops and then sailing in eco mode, there isn’t an audible change in the engine
pops again. This car makes you giggle like the note. EQ Boost just quietly goes about its business, giving a power
teenage kid you once were. nudge to the CLS 450 when needed.
A bit on the EcoBoost engine: it’s really good. Much of that comes
down to the fact that Ford chucked a load of advanced tech at the
powertrain, including a new turbo that uses an optimized turbine
design to build boost-pressure faster and minimize lag, high-pressure
fuel injection (a combination of port fuel and direct fuel injection)
and twin-independent variable cam timing. And you know earlier
when we said new ST lost a cylinder? Well, in certain circumstances
its lost two, because the 1.5 has cylinder deactivation to make sure
efficiency isn’t sacrificed among all this hooting performance.
Mission accomplished by the clever Ford engineers then, because
new Fiesta ST is the must-have hot hatch in this class, just like the
outgoing one was for so long.
Cylinders: 3 Cubic capacity: 1,497cc Cylinders: 6 Cubic capacity: 2,999cc

Bore/stroke: 84 x 90mm Compression ratio: 9.7:1 Bore/stroke: 83 x 92.4mm Compression ratio: 10.5:1
Power output: 200ps Torque output: 290Nm Power output: 394ps Torque output: 500Nm

PERSONALITY PROFILE
How does it feel to have won the 450PS to Is there a powertrain that has particularly
550PS category in the 2019 International inspired you?
Engine + Powertrain of the Year Awards? In my opinion, the transaxle powertrain is
I was a little surprised but happy to learn very good because it gives a good weight
of the award-win because we last won in distribution between the engine at the front
2017 with our four-cylinder, which has been and the gearbox at the back – as you see on
on the market for some time now, and has the GT-R for example. This car drives pretty
been honored four times in total (2014-2017). well. It’s almost the best you can get from this
We’re very proud of this fact – all our awards type of layout currently.
are up on display in the office!
What is the biggest challenge for Mercedes-
What career did you want when you were AMG at the moment?
growing up? The biggest challenge for every automotive
When I was younger I wanted to work as manufacturer at the moment is the ongoing
an engineer in Formula 1, so I studied transformation from the internal combustion
Mechanical Engineering at the University engine to a hybrid engine to an electric engine.
of Graz in Germany. It was there that The challenge is knowing when is the right
I first had the opportunity to work in the time to make the switch and with what
BERTRAM TSCHAMON automotive industry. I started my career products, and deciding which ones will remain
Job title: Chief engineer at AVL and then I moved to Stuttgart, on the market. Added to that there are new
where I began working for Mercedes-Benz competitors continually entering the market.
Company: Mercedes-AMG – first for the Formula 1 team and then Times are really changing. We’re focusing
I joined the AMG team later. I’ve been our efforts and it is challenging, but our new
at AMG for 14 years now and I’ve been boss at Daimler, Ola Källenius, is extremely
privileged to work on many different straightforward when telling us which
projects during this time. direction to go in.
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PERSONALITY PROFILE
The variety of powertrains will be much wider, but I believe none of

them will vanish completely from the market. In 200 years’ time,
I can imagine that we will be traveling more by air in flying cars
Are there any OEMs that you have particular Do you think a single propulsion type will shorter too, and we’re doing more up-front in
engineering respect for? dominate the industry in the coming years? simulation – a lot more than we did 10 years
I would have to say all the German car In the past, there were combustion engines, ago. When we’re developing a part – such as
manufacturers – BMW, Porsche and Audi – including diesel and gasoline engines and an engine – or assessing the driveability of a
which are direct competitors of AMG. They Wankel engines. In the future, there will be vehicle, we can drive the whole car virtually in
make brilliant engines, and brilliant cars, but more types of powertrain – diesel-electric simulation before we even build anything. This
it’s fun to compete with them. It’s good to have hybrid engines, gasoline-electric hybrid enables us to work much faster and this trend
that challenge and to think about what we can engines, purely electric, and fuel cell engines, will only continue in future.
do better than them; how we can make so the variety [of powertrains] will be much
quicker, more powerful engines. wider, but I believe none of those will vanish Do you think there will ever be a time when
completely from the market. In 200 years’ Mercedes-AMG will develop a complete
Do legislators help or hinder your work? time, I can imagine that we will be traveling powertrain purely in simulation?
Legislation is just an additional element we more by air in flying cars. If we are talking about an internal combustion
have to deal with. If you take Formula 1, for engine then no, I don’t think so. But for an
example, there is only one direction, which is How has Mercedes-AMG had to adapt its electric powertrain, then I can imagine it,
to get more power out of the engine. But our development processes for engineering hybrid because the behavior of an electric engine is
challenge is to get more power and to develop and electric powertrains? reproducible. What I mean by this is that an
a clean engine. It’s not a handicap for us; we The overall vehicle development process electric motor always does the same thing,
are focused on both performance and being is getting shorter, so as a result, engine whereas a combustion engine does not
competitive in terms of meeting legislation. development timeframes are becoming always do the same.
.&"463&Û$"-*#3"5&Û%&7&-01Û015*.*;&Û46$$&&%
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OPINION
It’s a reasonable assumption that no one enjoys

paying tax, but thankfully most of us accept that
we have to pay our dues in order to keep our country of
residence functioning. It’s also a reasonable assumption
that all of us will not accept paying an unfair tax, and yet
we all do. Each and every one of us readily accept paying The creati
on
vehicles’ ov of tr ue-e misSion-rati
ridiculous taxes on our cars based on tailpipe emissions. eralL ecolog ngs
ical foOtpri for
Ridiculous? Well, no government in the world taxes nt is neEde
d
vehicles based on the entire lifespan of our two-, four- or
more-wheeled friends. Instead, we dyno-‘drive’ a vehicle on
a completely unrealistic drive cycle and measure what comes
out of the exhaust. If there’s no exhaust, we declare the sand-based material sourced responsibly? Next – and this
vehicle clean, or rather – and this is laughable – non-polluting. one is rather important in a vehicle’s overall eco-credentials
The UK government, like many others, is currently mildly – we need to look at the manufacturing processes used to
obsessed with us all driving electric vehicles. It talks of build the components and assemble the vehicle. Has any
banning fossil-fueled vehicles from city centers, thus waste in the process of a car’s creation been disposed of
ensuring what it calls ‘clean air’ for all residents. Meanwhile, carefully? We know that some countries aren’t as strict with
work continues at the quarry mining their environmental legislation when it
the rare earth materials for the huge comes to making things. And there’s
number of batteries required to power far more damage done to planet Earth
these so-called ‘green’ cars… Then
If there’s no exhaust, during the manufacturing process of a
we come to the lungs of the residents
living near electric-generating,
we declare the car than there is from that tailpipe!
Then comes the painting process.
coal-fed power plants. And then those
living near the manufacturing plants
vehicle clean, Water-based, yes, but truly ecologically
sound? And I’ve not even mentioned
making steel, plastics, glass, carbon or rather – and this factors such as how the vehicles and
fiber and much more. Oh, but don’t components are transported! (As I’ve
worry, because our cities are is laughable – said before: when the tree-huggers
apparently clean! finally spot how polluting ships are,
What needs to happen – and non-polluting they are going to row their way into
happen fast – is the universal creation a blockade faster than you can say
of true-emission-ratings for a vehicle’s ‘I don’t shave’.) Only now do we
overall ecological footprint. This rating should include measure tailpipe emissions!
factors such as what materials have been used in the But there’s more, because afterlife needs to be considered
vehicle’s construction, from windows and the bodywork, to too; we need to score a vehicle’s recyclability. What can be
the powertrain and tires. Now to reused without going through more environment-damaging
look at where these materials processes? If it can’t be reused, what is biodegradable?
came from. Have the materials Once all these factors have been taken into account,
been ecologically gathered? we can then apply a fair tax. As it happens, should such
Have trees been replanted a rating be applied, I’ll wager that electric cars will rather
in the case of anything quickly be seen as the enemy of the planet because
wood-based, for the batteries alone – both in terms of their creation and
example? Was disposal – are surely enough to condemn EVs to the history
the sand for any books before they ever truly got popular.

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OPINION
If you look very carefully, deep down in a modern

car’s engine bay, you may catch a glimpse of an
actual engine.
Oh, don’t take my word for it. Go talk to some engineers,
or some mechanics, even.
It’ll be there, but it’ll be like trying to locate the drunk
making all that noise in the middle of the night. Just
knowing it’s there isn’t enough. Nothing to
seE: the en
And it’s frightening. I’m sitting here thinking about it and filLed with gine bay of
plastic co modern cars
vers and vi is
I can’t remember the last time I saw an actual camshaft bration dead
ening
cover in a new car. And I’ve been doing this for a very,
very long time.
There was a time when engines were topped by
magnificent pieces of casting, sculptures on an industrial
scale, from the likes of BMW and, well, mostly from cute women (or men!) in broken-down cars by the side of
BMW, actually. the road. And honestly, just what’s the point in a lifetime
I mean, the low-volume sports car guys still like to of skinned knuckles?
show off the exotic metal bits of their engines, but that’s I lifted up a bonnet the other day expecting to behold
a throwback link to what the a glorious Mercedes-Benz return to a noble-looking
marketing and comms witch straight-six work of art and instead
doctors call ‘brand halos’. I was affronted by a huge slab
In the volume production The Bavarians once of black (or gray!) plastic, complete
automotive world, though, the engine with squishy vibration deadening
has gone. Vanished. Disappeared made engines so very underneath.
from sight altogether. It’s actually the same everywhere
Even Fiat’s characterful two- beautiful to look at in the automotive industry, and BMW
cylinder engines, or the Ford and
Volkswagen three-pot motors no
that lifting the bonnet even has the gall to make its own
huge slab of plastic look exactly like
longer want you to glimpse them.
There’s a lot of space alongside them,
was like an unveiling its actual metallic engine tops looked
like back when it made actual metallic
for sure, but there isn’t any actual
‘them’ to speak of.
of its very own engine tops you could see.
The Bavarians once made engines
I can remember seeing grass or so very beautiful to look at that lifting
tarmac through the engine bays! the bonnet was like an unveiling of its very own, revealing
Now they’re tightly sealed off for aerodynamic something so exquisite that you knew the fine engineers
efficiency or just because they’re full of had enjoyed making that bit as much as making a four-
expensive exhaust scrubbers that take up cylinder motor that smacked around the bigger sixes of
huge amounts of space. rival car makers.
There was a time when a dropped You can’t even see BMW blocks anymore, much less the
bolt or nut could be found on the heads or other such parts. Even if you undid the gubbins
ground beneath the engine bay. that hold all that Tupperware on top of the engine (I’m not
Now you just have to go confirming it was me that did that on a press launch, even
back to the toolbox for a if I was in the general vicinity), you still can’t see the actual
replacement and then you IC motor. That’s because BMW wraps them up in little
hope a pothole rattles the blankets nowadays, because it gets cold in Bavaria. Or
escapee free at some point. something like that.
It’s gotten so bad, in But I reckon BMW’s external design malaise is only the
fact, that people with any easily visible symptom of its general design problems. I
mechanical nous can don’t care how well they work (well, I do a bit) – I want to
no longer show it off to see the engines!

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IS DIESEL DEAD?
Last chance
saloon
IS DIESEL DEAD?
Facing political pressure,

rising emissions-compliance
costs and huge consumer
uncertainty, can the diesel engine
ever make a comeback?
ETi takes a look at what’s on
the horizon for TDI tech
WORDS:
ALEX GR ANT

IS DIESEL DEAD?
S
eptember 18, 2015, will likely be recorded as
a turning point for the automotive industry.
The US Environmental Protection Agency’s
notice that the Volkswagen Group had used
illegal defeat devices on almost half a million
cars in the USA helped shine an unfavorable spotlight on
‘real world’ emissions and made headlines worldwide.
Subsequent negative media coverage, high-profile lawsuits
and knee-jerk political action have all since contributed
to an ongoing undermining of confidence in diesel among
consumers, and some manufacturers abandoning the
fuel completely.
So the market, post-Dieselgate, has changed rapidly.
According to the Diesel Technology Forum, the
Volkswagen Group sold 100,000 diesel vehicles in the 1
USA in 2014; last year it sold around 4,500. In Europe,
where diesel was tax-incentivized during the early 2000s
to reduce average CO2 emissions, JATO Dynamics
data shows a 36% market share in 2018. That’s a 19
percentage-point drop since its 2011 sales peak, and also
“The electric motor can
the lowest uptake since that peak. While there’s clearly
an ongoing role for combustion engines in light-duty
specifically increase the load
vehicles, the lifespan for diesel has become much harder on the combustion engine to
to predict when looking at passenger car applications.
Nick Molden, founder and CEO of independent test achieve the exhaust gas temperature
specialist Emissions Analytics, says this variation of
opinion was a catalyst for change. “Dieselgate was the necessary for regeneration”
key event,” he asserts. Torsten Eder, vice president, powertrain, Daimler AG
“The balance of power was with manufacturers, not the
European Commission. Dieselgate gave negotiating power
to the Commission, which is why we got tougher Real But, he says, the timing is ironic: “Certain manufacturers
Driving Emissions [RDE] standards more quickly and invested early in good technology and now have it
than we would have done.” deployed across their fleets, while others are playing
catch-up. The best-performing latest diesels are now as
clean as petrols, while keeping the CO2 advantage. There’s
no case any more for regulating fuels differently.”
2 1. The Mercedes-Benz
C 300 de combines plug-in
hybrid technology with the Improve not ban
OM 654 2.0 four-cylinder Daimler, a long-term advocate of diesel, certainly sees
diesel engine. Additional
engineering highlights
improvements ahead. With a belief that it’s better to
include a new lithium-ion improve the technology than to ban it, the car maker
battery capable of storing recently invested US$3.34bn into new Euro 6d/RDE2-
13.5kWh of energy and
the latest-gen 9G-Tronic
compliant diesel engines. They feature high-precision
9-speed transmission 2,500-bar injectors, pistons with a ‘stepped’ combustion
bowl to reduce particulates and fuel consumption, and
2. Some market analysts aftertreatment close to the engine for faster warm-up. Its
have blamed VW and goal is 30mg/km on-road NOX emissions by 2020 –
the Dieselgate fallout for
the current plight of diesel comfortably below the 80mg/km Euro 6 laboratory limit,
passenger car engines let alone the RDE requirements.
However, progressively tighter on-road limits effectively
mandate more advanced aftertreatment systems. Delphi is
predicting a 20-fold rise in demand for selective catalytic

IS DIESEL DEAD?
NOT CREATED EQUAL

Despite Euro standards being
widely used to underpin fleet
procurement strategies and
‘clean air’ zones in cities, there’s
a growing awareness that they
reduction (SCR) dosers between 2014 and 2020 – to some are not always an appropriate
11 million units – and is developing a new generation of environmental benchmark. RDE
SCR technology. This uses a doser derived from its port testing addresses some of this
fuel injectors, designed to improve atomization and disparity, offering consumers and good energy efficiency” for
reduce the droplet size of the urea solution, in turn some assurance of low emissions gasoline and diesel cars. Lifetime
enabling a higher rate of NOX conversion to ammonia. in real-world use, but even this emissions data, which is expected
offers no differentiation between to reduce the advantage that this
“SCR is one of diesel’s most important solutions,” the best- and worst-performing grading offers to electric vehicles,
states Mary Gustanski, senior vice president and chief compliant vehicles. will be added shortly.
technology officer at Delphi Technologies. “This new Independent testing could The AIR index, which also
technology can reduce tailpipe NOX by up to 80% in play a role, as it goes further launched in February of this
real-world driving, including cold-start, and up to 100% than setting a legal target. year, is designed primarily for
when the engine is warm.” Green NCAP, which launched policymakers. It ranks vehicles’
Better calibration also helps. Bosch cited more accurate in February, is a consumer- emissions on an A to E scale,
portable emissions measurement systems (PEMS) data as focused 5-star rating system that using independently produced
assesses fuel (or electricity) real-world driving data. The aim
a catalyst for a “six figure” project using existing technology
consumption and pollutant is the targeted removal of the
to target the conditions of peak NOX output. Patented last emissions based on most polluting vehicles from
April, the resulting system features a more responsive independent testing. the roads – not always diesels
turbocharger to optimize airflow, and high- and Early results, the – and to avoid blanket bans too.
low-pressure exhaust gas recirculation to minimize organization says, It also includes information on
NOX spikes under fast acceleration – both technologies show a “trade- pre-RDE vehicles, which are
help mitigate the effects of driving style on emissions. off between sometimes cleaner than their
Exhaust temperatures are then regulated to keep pollutant control later counterparts.
control systems – active and passive SCR – at 200°C
“Exhaust gas aftertreatment is more complex for diesel engines

– that’s an additional cost driver. We expect diesel engines with
a displacement of less than 2.0 liters to disappear from the
market in a purely non-hybrid powertrain due to this”
Dr Andreas Pfeifer, vice president for product development, engine systems and components, Mahle

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IS DIESEL DEAD?
“The PHEV system has a partial burning-off strategy,

in which the particulate load trapped in the DPF can
be burned off in portions when conditions are suitable,”
explains Torsten Eder, vice president of powertrain at
Daimler AG. “In this case, the electric motor can specifically
increase the load on the combustion engine to achieve the
exhaust gas temperature necessary for regeneration. The
electricity generated in this process charges the high-
voltage battery for the next bout of emission-free driving.”
Of course, the downside of this is the combining of
expensive plug-in hybrid technology with increasingly
“We have had three or expensive, and almost Europe-specific, diesel engine
four years of bashing diesel, technology. For ‘mainstream’ manufacturers, it’s likely
that cheaper mild-hybrid solutions will deliver more of
and it will take time to the near-term improvements in diesel efficiency, and again
this can be complementary.
communicate that it Continental’s Super Clean Electrified Diesel (SCED)
system, for example, uses mild-hybrid technology to
is not the problem” mitigate spikes in NOX emissions. The 48V electrical
Michael Winkler, head of powertrain, Kia Motors Europe system allows a heater element in the first of two SCR
catalysts, which, combined with extra fuel being injected
after combustion, enables it to reach its operating
temperature more quickly after startup. A compact
electric motor then assists the diesel engine when
(392°F) or higher for optimum performance, even in Hyundai-Kia has

stop-and-go traffic. Bosch is claiming NOX emissions introduced a mild-hybrid
48V diesel offering. The
as low as 13mg/km under RDE conditions – almost new powertrain features in
90% lower than the RDE2 limit – without requiring the Kia Sportage as well
any additional hardware. as the Hyundai Tucson
Hybrid hope
Emissions compliance could progressively narrow the
market for diesel, according Dr Andreas Pfeifer, vice
president for product development, engine systems and
components at Mahle: “Exhaust gas aftertreatment is more
complex for diesel engines – that’s an additional cost
driver. We expect diesel engines with a displacement
of less than 2.0 liters to disappear from the market in
a purely non-hybrid powertrain due to this,” he says.
However, Pfeifer sees electrification as complementary
rather than competitive: “Diesel engines in hybrid
powertrains have great potential, but their success or
failure will be closely linked to legislation and public
acceptance of the diesel technology itself. Especially for
heavy cars, like large SUVs, there is a good chance we
will see diesel hybrids in the future. System cost is not as
crucial as with compact cars, the electric drive will allow
inner-city operation with zero local emissions and,
outside the city, the diesel engine is the best propulsion
unit when high torque and long range count the most.”
For now, though, the diesel-electric product offer
is limited. PSA, Volvo and Audi have all offered diesel
hybrids and since discontinued them in favor of petrol-
electric alternatives. Daimler, however, is about to add
diesel plug-in hybrids to the C-Class and E-Class ranges,
offering a 50km (31-mile) electric range with the backup
of the four-cylinder OM 654 2.0 diesel engine for longer,
typically highway, journeys. Electrification not only
enables electric urban driving, but it can also curb
emissions when the diesel engine is running.

IS DIESEL DEAD?
accelerating – another condition where NOX

emissions rise – and allows an engine-off
coasting mode to save fuel.
Because the heater element and motor are
powered by recuperated energy, there’s no
additional load on the diesel unit. Continental
claims a 4% reduction in CO2, and a 60%
reduction in NOX, down to 40mg/km within
8km of a cold-start, with an on-cost of less “The balance of power was with
than €1,000 (US$1,100) for the entire system.
But independent testing shows technology manufacturers, not the European
perhaps isn’t the biggest hurdle any more. In
February of this year German motoring Commission. Dieselgate gave negotiating
association ADAC published real-world test
data for 13 Euro 6c and Euro 6d-Temp diesel
power to the Commission, which is why
vehicles. It found all of them easily complied
with the 114mg/km RDE2 limit, effective
we got tougher Real Driving Emissions
from January 2021, and only one exceeded
the 80mg/km lab limit on the road. The
standards more quickly than
cleanest – a Mercedes-Benz C 220 d we would have done”
9G-Tronic – emitted just 13mg/km. Nick Molden, founder and CEO, Emissions Analytics
Consumer confidence
Michael Winkler, head of powertrain at Kia
Motors Europe, believes the biggest challenge and it will take time to communicate that it is not the
is restoring consumer confidence, which problem,” he says. “OEMs can’t do that alone – if the
makes impartial test data invaluable: “We consumer doesn’t trust it, then they will not buy it. So
have had three or four years of bashing diesel, it helps that we now see consumer organizations such as
ADAC measuring on the road and publishing results that
are not from the OEM. I think that is quite relevant.”
Molden at Emissions Analytics is similarly optimistic:
“I don’t think diesel will reach the height of more than
50% of new car sales, but it had gone too far.
The Continental 48V “Diesel had been put into the small car segment
heated catalyst. The because of financial incentives – it should never have
German Tier 1 says that
the technology reduces
existed in that class, because it makes no sense. So that
catalyst cooling during part of the market will cease but, from the mid-size
no-load phases, has the upward, there’s a definite chance that diesel could regain
potential for precious metal
reduction, and improves
consumer acceptance as long as it can credibly demonstrate
low-temperature SCR that it is clean.
“It’s the pragmatic solution and buys Europe the right
amount of time to develop alternative propulsion systems,
with very low CO2.”
THE BEST DIESELS EVER?

Editor-in-chief Dean Slavnich has been known to eulogize about diesel engines (when done right!).
Do you agree with his list of favorite TDI motors?
VW 5-liter V10 in BMW 3-liter twin- Audi 6-liter twin- Mercedes-Benz BMW 3-liter VW 2-liter biturbo Audi 4-liter
the Touareg and turbo in the 535d turbo V12 in 2.1-liter in the tri-turbo in the in the Passat tri-turbo in the
Phaeton (2004) (2006) the Q7 (2008) C-Class (2013) X5 and X6 (2014) (2016) SQ7 (2017)

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OEM INTERVIEW: MAZDA
World

Chen says that

Skyactiv-X was
developed as a
global engine
Mazda continues to
resist the EV bandwagon,
focusing instead on further
improving its combustion
engines. US powertrain
manager Jay Chen
explains the thinking
WORDS: GR AHAM HEEPS

Mazda claims that in the new Skyactiv-X, compression ignition

enables a super lean burn that improves engine efficiency
by 20-30% over the current Skyactiv-G, and by 35-45% over
Mazda’s 2008 gasoline engine of the same displacement
“Mazda as a company doesn’t

just think about regulations. If you
built cars strictly for regulations, it
wouldn’t be a very pretty picture”
W
hile other car makers pulled in the
crowds at the 2018 LA Auto Show with
their very latest electric cars, SUVs and
even a pickup truck, Mazda used the
Californian stage to reveal the resolutely
combustion-engined 2019 Mazda3.
The all-new compact has just hit the market with an
update to the familiar Skyactiv-G motors, but will also
receive the much-anticipated Skyactiv-X compression- “If you look at the balance of total cars
ignition gasoline engine and, in certain markets, a diesel, too. sold versus CO2 emitted, that will have had
Having signed an agreement in 2017 to work with Toyota a much bigger impact than companies that
on electrified vehicles, Mazda is on track to show its first have sold a lot of hybrids and plug-in hybrids, but
EV in 2020, reports suggest. The vehicles’ deployment is only as a small proportion of their total sales. We took
to be prioritized in regions that use a high ratio of clean 23% of CO2 emissions out of all of our cars. Our strategy
energy for power generation, or that restrict combustion- is to make a large impact globally while still playing
engined vehicles to reduce air pollution. within the regulatory requirements.”
But for now, the company is targeting further emissions
reductions and fuel-efficiency improvements from its ICEs. Well-to-wheel thinking
That initiative is spearheaded by the all-new 3, the first of The strategy is called Sustainable Zoom-Zoom 2030.
Mazda’s seventh-generation models. Revealed in 2017, its goal is to reduce corporate average
“We set out to drastically reduce CO2 emissions with well-to-wheel CO2 emissions to 50% of 2010 levels by
the first generation of Skyactiv engines,” says Jay Chen, 2030, and to achieve a 90% reduction by 2050.
manager of powertrain performance for Mazda North In the short term that means focusing on further ICE
American Operations R&D. “We reduced the amount by efficiencies and “measures for cleaner emissions that
23% from the previous-generation engine. apply in the real world”, in Mazda’s words.

FUEL FOR THOUGHT

Jay Chen’s California- because the compression
based team looks at Mazda is so high, the fuels in
powertrains from a North different regions – including
American perspective, different seasonal fuels –
with a particular focus on play into the equation. The
early requirements setting calibration changes from
and final tuning. In the region to region because
case of the 2019 Mazda3, compression-ignition can
this has included refining be so fickle, it’s right on
throttle mapping, automatic the edge. There’s a lot of
transmission shift patterns tuning work to make it much
and AWD performance, more robust.
but also the complex “It’s not just the octane
task of ensuring that the but different additives in the
forthcoming Skyactiv-X fuel that make it different,”
engine will work well in he expands.
North America. “Skyactiv-X can use
“We want to make normal combustion,
sure that the driveability compression ignition and
meets our requirements,” lean compression; all three
he explains. “Weather, modes have to work with
elevation and humidity various types of gasoline.
all play into how the There are many levers we
combustion works, but can play with in the tuning
so do different gas types. to make it work, it’s just
“The fuels are one that there are a lot more
element that you can’t variables than in the good
replicate in Japan. And old days of fuel and spark!”
In Skyactiv-X, a combustion method

called Spark Controlled Compression
Ignition is said to maximize the zone in
which compression ignition is possible
and achieves a seamless transition
between compression and spark ignition
90%
reduction in CO2
emissions by 2050
“It’s primarily consumers in developed countries who Chen acknowledges that it can be a challenge to balance
can afford PHEVs and the like,” notes Chen, “but we sell this big-picture thinking with the pressures of local
in Africa and throughout Asia. If we make all our engines regulations and market forces, not all of which will pull
20% more efficient, then we will make a huge dent across in the same direction at the same time.
the world. “Mazda as a company doesn’t just think about regulations,”
“Well-to-wheel is another Mazda perspective,” he adds. he says. “If you built cars strictly for regulations, it wouldn’t
“Clean sources exist, but when you look at the global be a very pretty picture. We want to look at the total
picture, right now it costs us more CO2 to generate electric global footprint. Markets in Africa, South America or
power for mobility than to use an internal-combustion India, for example, aren’t going to electrify any time soon,
engine. In the USA for instance, more than 50% of power and those places will be booming car markets. They need
generation is still from fossil fuels. We’re better off cleaning internal-combustion engines that are as clean as possible.
up that power, keeping it for stationary applications “It’s a challenge to close the gap between the ideal goal
and continuing to refine the ICE. When electric power of reducing CO2 and the legislative requirements put in
production generates less CO2 for mobility than an ICE, place to do it,” he explains. “Europe has CO2 requirements,
the time is right to fully switch to electrification.” the USA has CAFE, everybody has a different way of

2018
Mazda obtained
certification for the
2.2 Skyactiv-D
each region will depend on local needs

and regulatory requirements. Right now,
Europe is the region with the most need
for Skyactiv-X. There, it’s all about CO2 –
diesel and Skyactiv-X will be big players in
The 2.5 Skyactiv-G its reduction. Here, we’re all about mpg.”
engine delivers Mazda has led the way in North
188ps at 6,000rpm
and 252Nm of America for corporate average mpg –
torque at 4,000rpm 29.6mpg (USA) in 2016 – although recent
reports suggest that Honda was poised to
overtake in 2017.
Diesel could yet join Skyactiv-X
in helping to shore up Mazda’s mpg
leadership position. In 2018, Mazda
doing it. But market forces also push back. For example, finally obtained certification for the 2.2-liter Skyactiv-D.
regulators in China want people to go to EVs and are According to Chen, “We’re not quite ready to make the
making it very easy for them to do so, but the market next step, but the news is coming very soon – within
doesn’t necessarily want that. Here in North America, a few months – on what the diesel strategy will be for
fuel prices are not so high, people like power and we have North America.”
a lot of space. We have to abide by what market forces are Improved ICEs tend to be a cheaper way of delivering
telling us. Market forces will overcome regulatory forces.” lower consumption and emissions than plug-in or full-EV
Incremental steps will therefore remain the order of alternatives, but they still come with a cost premium.
the day. In North America, the new Mazda3 debuts with It’s a point not lost on Chen, who concludes that, “At some
a reworked version of the proven Skyactiv-G, 2.5-liter point we will have to make the choice: We want to reduce
direct-injection engine. According to Chen, “The changes CO2 emissions, but some of that cost will be passed on to
won’t show up in the numbers, but they will show up the customer. Will the customer be accepting of that?
in the feel.” Skyactiv-X is ramping up as a technology and mass
deployment will take time. But eventually, with enough
Compression ignition breakthrough volume, the unit cost will come down.”
The next step for Mazda in achieving its
sustainability goals is the release of
the Skyactiv-X engine and its
trailblazing compression-ignition
technology (see Bright Spark, “If we make all of our engines 20%
January 2019 issue, p56-60).
“It will be in more than the more efficient, then we will make
Mazda3 moving forward and will
be unique to customers in North
America who want diesel or a new,
a huge dent across the world”
advanced version of internal
combustion,” says Chen. “Mazda’s
position is that we want more
options for our consumers – not
everybody will want the Skyactiv-G.
“Skyactiv-X was developed as a With high efficiency across
a wide range of RPMs and
global engine,” he continues. “It will engine loads, Skyactiv-X
become one of the tools in our bag to is claimed to provide much
help meet the requirements of each more latitude in the selection
of gear ratios, unlocking both
region until market forces start superior fuel economy
balancing that out. Its roll-out in and driving performance
xx //// September
40 June 2019 2017
// Engine
// Engine
Technology
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COATINGS TECHNOLOGY
FULL
JACK ET
COATINGS TECHNOLOGY
From DLCs to TBCs, coatings have

come a long way in the last
decade. What does the future
hold – and are developers really
working on a self-healing solution?
WORDS:
MICHAEL DONLEVY

COATINGS TECHNOLOGY
T
he extreme pressure and heat that skirt geometry and clearances for minimum
occurs when moving metal parts friction. Engineered TBCs applied to piston
interact in IC engines causes crowns are also important because the
immense energy consumption and technology enhances system integration
hardware degradation, and in this such as waste heat recovery, which enables
key engineering area coatings have played an further efficiency improvements.”
important role in improving overall reliability, Markus Rülicke, head of construction for
efficiency and usable performance. That role inline engines at BMW Group, agrees: “We
is now set to grow as engine manufacturers use different sorts of coatings primarily to
come under increasing pressure to improve reduce wear or to reduce weight,” he says.
economy levels and meet stringent new “For example, we use DLC on piston pins,
emissions targets. fuel injector components and high-pressure
“There are several types of engine coatings pump components, plus PVD [physical vapor
being used right now, chief among them the deposition] on piston rings and LDS [laser-
diamond-like carbon [DLC] coatings that have wire spraying] for our cylinder bore instead
emerged in recent years,” outlines Ali Erdemir, of a liner insert. For that, we use a patented
program lead in materials for harsh conditions metal-based wire tailor-made for our purpose.
at the Applied Materials Division of the “The focus is on robustness without adding
Argonne National Laboratory in Illinois, USA. weight,” he continues. “The piston ring coatings
“Chromium nitride is used in piston rings, help to further reduce oil consumption, plus
but this is a fairly old technology – DLC has in fuel system components we can avoid
lately become the most preferred for friction deposits caused by poor fuel quality.”
and wear control. And this is a key engineering issue. Erdemir,
“There are a variety of thermal barrier who also works with engine and component
coatings [TBC] used on piston heads to reduce manufacturers on the development and
heat dissipation and to protect pistons against implementation of new technologies at Argonne,
overheating, especially in diesel engines,” he adds, “I think this situation will be further
adds. “But there are also coatings produced exacerbated by the increased use of ultra-low
by a plasma transferred wire-arc process that viscosity engine oils, where the lubricant film
can be applied on piston rings and liners. The thickness will be further reduced and hence
result is that coatings are now used in many the surfaces will become very vulnerable to
types of engine components and subsystems.” friction and wear-related problems.
It’s fair to say that a decade ago coatings “Certain DLCs provide lower friction under
were being trumpeted for the effect they boundary conditions, but the contribution
had on engine performance. One test by of boundary friction to overall efficiency is
Swain Tech Coatings in 2010 increased minimal. The biggest benefit from coatings is
the performance of a Chevy Late Model really the ability to switch to or be able to use
Sportsman powertrain from 322ps at ultra-low-viscosity oils.”
6,500rpm to 328ps, with an increase
in peak torque of 5%. But downsizing IC Fancy and too expensive
units, without compromising power and The pressure on car manufacturers to keep
performance, created much harsher operating lowering emissions will make coatings even
conditions for ordinary engine materials, so
today coatings are employed primarily to
lengthen component and subsystem life.
“Efficiency is the focus,” states Gian Maria
Olivetti, chief technology officer at Tier 1
supplier Federal-Mogul Powertrain. “Suitable
piston skirt coatings allow the use of optimum
“About a quarter of
the power obtained
from combustion is
wasted as friction in the
mechanical components”
Gian Maria Olivetti, CTO, Federal-Mogul Powertrain

COATINGS TECHNOLOGY
“We use different sorts

of coatings primarily to
reduce wear or weight”
Markus Rülicke, head of construction for inline engines, BMW
more important in the years ahead. “They may

1 also help displace some of the anti-friction
and anti-wear additives that adversely impact
the performance of aftertreatment catalysts in
1. During application exhaust systems,” says Erdemir.
of Daimler’s NanoSlide This will reduce overall fuel consumption,
technology, the melted
material is sprayed and therefore emissions, but by how much
onto the cylinder wall exactly? “It’s hard to make direct comparisons,”
says Olivetti, “because so many aspects of
2. Coatings are a key
part of BMW’s technology engine design have evolved together over the
toolkit as the OEM looks to past 20 years. About a quarter of the power
design new engines that obtained from combustion is wasted as friction
meet demanding targets
in the mechanical components and, of this,
the piston and rings together account for
around a third, which equates to 8% of
fuel consumption.
“This means a 10% cut in the friction of the
piston and ring pack reduces fuel consumption
by 0.8% – a figure that’s of interest to vehicle
manufacturers. We’ve seen examples of
greater reductions, up to 2% in the fuel
consumption of a commercial vehicle, derived
from piston and ring pack developments.”
But there are important challenges ahead.
“Coatings are still considered very fancy and
expensive, so there is a lot of room for bringing
the cost down without compromising on
2
performance,” admits Erdemir.
“Future engine designs can certainly benefit
from coatings as they can be enablers on all
fronts, but there’s only so much DLC coatings
can do. Under these more challenging and
demanding conditions, much more durable
and functional coatings may be necessary.
One example is a catalytically active
nanocomposite coating that we’ve developed
that produces its own DLC boundary film
directly from the lubricant molecules.”
Self-healing properties
One major technical drawback of all coatings
is their finite thickness, hence finite life. Even
industry-standard coatings will eventually
wear out, especially under increasingly harsh
operating conditions in the future. Erdemir
further explains: “The next generation of hard

COATINGS TECHNOLOGY
coatings that can generate their own tribofilms

– this catalytic coating – in a self-healing or
TIME TO HEAL continuous manner will be a big step [see
The coating that heals itself could be a game-changer for extending the life of Time to heal, left].
engine components and subsystems. “Efficiency can further be improved if entire
Researchers at the Argonne National Laboratory have developed a self-renewing engine blocks are made from lightweight
hard and slick coating for metal parts that has the potential to revolutionize friction
and wear protection. The nanocomposite coating uses metal alloys including
materials, removing or replacing all heavy
copper, nickel, palladium and platinum, which are catalytically active at the cast-iron or steel-based components,”
temperatures at which coatings are used in engines. Structurally, the tribofilm continues Erdemir. “Coatings can play a
formed during the use of the coatings is similar to diamond-like carbon, which major role in enabling such a possibility.”
already provides lower friction than industry-standard tribofilm. “The ability to self-generate a DLC film in
The coatings interact with oil molecules to create the situ during engine operation is very exciting,”
DLC film that adheres to metal surfaces. But in this Olivetti adds, “but there are complications.
new technology, when the tribofilm is worn away the It requires a compatible lubricating oil, which
catalyst is re-exposed to the oil, kick-starting catalysis
may lead to compromises in other aspects
and developing new layers of tribofilm.
“This particular coating might leapfrog current
of performance. If it can be perfected, and
developments,” predicts Argonne’s Ali Erdemir (left). developed commercially, it could become
“It might enable base or marginally additized engine very significant.”
oils to provide not only the fluid film, but also the solid One short-term issue is cost. Research,
boundary film lubrication in a self-healing manner.” development and the subsequent introduction
of a catalytically active nanocomposite coating
won’t be cheap, given that coatings are already
1. As engines are expected expensive to produce and time-consuming
to meet increasingly to apply. “It’s certainly not cheap,” Erdemir
stringent performance and
emissions targets, coatings reaffirms. “But there are already very large
play a fundamental role coating systems in existence in which tens
of thousands of parts can be coated in one
2. Federal-Mogul’s
EcoTough piston skirt single run, so the cost per piece is acceptable.
coatings are designed to I think the benefits certainly outweigh the
provide durability under cost issue in the long run – especially the cost
increased thermal and
mechanical loads
of reliability-related problems in engines.”
Olivetti agrees, despite sounding a note of
1 caution: “I think IC engines are such a mature
technology that we’re witnessing diminishing
returns, but there’ll continue to be incremental
improvements in response to global pressures
and natural market competition.
“I doubt we will ever reach the point at
which further improvement is impossible,
and currently we’re seeing a shift toward
a system design approach in which
2
a more expensive coating process
is often recognized as being
the most cost-effective
solution overall.”
BMW’s Rülicke is
circumspect: “I would not go
so far as to say that we have
an extraordinary important
phase in the development
of coatings overall. But we
develop all our engines based
on clear targets for customer-
relevant improvements, and coatings
are certainly an important resource in
our technology toolkit. We’re scanning the
technology field of coatings closely and they
will help achieve our demanding targets.”
Erdemir agrees with his BMW counterpart:
“There will be further improvements in the
coating technology side – especially if the
robustness of coating systems is increased
and the cost is brought down.”

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SEALING TECHNOLOGY
Those at the forefront of engine sealing technology

have never been under so much pressure to realize
tough targets set by the car makers
WORDS: MICHAEL DONLEVY
he drive for smaller, lighter and more Freudenberg’s Levitex mechanical face seal
T efficient engines is unrelenting, and

that puts added pressure – both
literal and figurative – on powertrain
components and subsystems, and the
engineers that are developing the technology.
And with evermore stringent emissions
regulations in force now and in the pipeline
functions with a cushion of air that reduces
both fuel consumption and CO2 emissions. A
shaft seal produces friction with every engine
rotation, but Levitex operates with two
interacting surfaces containing high-precision
micro-structures, which generate a stable gas
film that prevents oil leakage. The low viscosity
for the future, nowhere is that pressure felt in the gas film leads to a friction close to zero.
more than in the sealings that keep IC motors “That offers a saving of between 0.5g and
running efficiently. 1g of CO2 per kilometer compared with the
The emissions regulations themselves crankshaft seals currently used,” Bock adds.
present different challenges, one of which “And there’s even greater emissions-saving
is vastly reducing friction. potential with Levitas transmission ring seals.
“The big development here is increased Their hydrodynamic surface also reduces
use of gas-lubricated seals, which operate friction and can save a further 0.5g of CO2
without contact and are almost frictionless,” per kilometer.”
says Prof. Eberhard Bock, director of strategic Fellow German manufacturer KACO is
product development at Freudenberg Sealing also alert to the benefits of gas-lubricated
Technologies. sealing technology.

SEALING TECHNOLOGY
“We’ve developed a gas-lubricated sealing

system called Evolift,” outlines Andreas
Genesius, vice president of research and 1. The demand for smaller,
development at KACO. “This system can lighter and more efficient
engines has a domino effect
reduce the friction losses below values that for sealing developers
can be achieved with lip seals, and is ready
to launch.” 2. Freudenberg Sealing
Technologies’ Levitas
transmission seal can save
Plugging the leaks 0.5g of CO2 per kilometer
Another important engineering challenge is
3. Freudenberg’s Levitex
porosity, says Gary Lloyd, managing director mechanical face seal can
of UltraSeal International Group. “It’s widely reduce fuel consumption
accepted that porosity is almost impossible and CO2 emissions
to prevent during the casting production 4. Increasingly complex
process. Variables such as molten material castings mean sealing
volume, flow, pressure, trapped gases and the development is vital to
new powertrain design
presence of die release agents all contribute
1
to the creation of porosities at varying times
throughout the casting process.
“If the porosity forms a leak path, fluids
or gases leak from the component, which can
lead to efficiency losses or even component
failure,” he adds. “Leaking parts are rejected
during the manufacturing process, increasing
costs and reducing output.”
The solution involves stepping back to the
very beginning of the production process. “It
comes from a vacuum-impregnation process
that uses a thermally and chemically resistant
polymer,” explains Lloyd.
“Commonly affected ICE components
include cylinder heads, engine blocks and
transmission cases. For best results, the CHEMICAL WORLD
impregnation process is increasingly
integrated within the production facility, or Looking ahead, the use of high- always kept at the right temperature
even in line with the manufacturing process.” precision casting is set to play a requires a cooling system, typically
Managing heat is also a challenge. “Modern pivotal role in the growing electric using refrigerant or water glycol.
engines have to be more thermally efficient and hybrid vehicle sectors of the “In some next-generation battery
than ever before, leading to more complex automotive market. cases, batteries are immersed in a
“Electronic drive units will typically fluid to control them, using pressure-
and sophisticated casting design,” says Lloyd.
be housed within a cast unit that tight structures. There will be the
“Higher-quality castings are demanded incorporates cooling system risk of porosity within these typically
by the automotive industry to ensure fatigue technology,” says UltraSeal’s Gary cast aluminum structures and a
life is acceptable despite smaller, thinner- Lloyd. “Battery housings are another requirement to ensure component
walled, more highly loaded components. potential area of interest for porosity performance by sealing porosity
However, the fundamentals of the design and sealing. Ensuring batteries are through casting impregnation.”
the requirements for the casting of cylinder
heads, blocks and transmission components
haven’t changed.”
In other words, it’s down to sealing
manufacturers to ensure minimal porosity 2
in complex castings as manufacturers push
the boundaries of IC engine casting design
and volume production.
Those same fundamentals apply to another
industry trend: downsizing. “This has no
direct impact on us as long as the crankshaft
is part of the system and needs to be
dynamically sealed with low friction,” states
Genesius. “What we can see in the global
market is a trend toward electric water pumps,
as they can also reduce energy consumption
in ICEs – you only switch them on when
needed, so they’re not running all the time.

SEALING TECHNOLOGY
3 From our point of view, this is also heading

toward e-mobility, because engine and battery
cooling is a very important topic there.”
Dreaming electric
“Electric motors are changing the face of
sealing,” asserts Bock. “There are dry motors,
but there are also wet-running motors
lubricated by an oil mist that remove the
need for a seal between the motor and the
transmission. Which is a pity!
“Permanent magnet synchronous motors
have higher efficiency – less heat loss and
more efficient cooling,” he continues.
“Asynchronous motors require greater
cooling, which means the shaft is often
hollow in higher-powered e-motors.
“The cooling system is
“There’s clearly still complicated, and requires a
mechanical face seal to do the
an important place for same as a water pump seal
in an internal combustion
casting in future vehicle engine. The shaft diameter
is four times bigger, the shaft
design and development” speed is at least double – too
Gary Lloyd, managing director, UltraSeal International Group much for a standard radial shaft
sealing ring. So a low-friction
mechanical face seal is the only
option here.
“I don’t think there is much more room for
4 improvement, in this case,” Bock concludes.
“A 100kW motor is 96-97% efficient. We
won’t have a motor that’s 99% efficient.”
Lloyd believes the issue of cooling remains
complicated no matter what type of engine
you’re dealing with. “There are also areas of

SEALING TECHNOLOGY
SENSORY PERCEPTION
Sealing manufacturers can’t afford to
stand still, and KACO has an interesting
new system in the works. “Based on our
trigger wheel technology, where we use
magnetized rubber that is filled with ferrites
to generate a signal, we are currently
developing a new kind of sensor,” hints
R&D VP Andreas Genesius.
“This system has a higher resolution
than a Hall sensor and might therefore
help in the future to further optimize the
engine management.
“The concept will be suitable to be
directly designed into a crankshaft flange,
for instance, but we also see many other
fields of usage for that system, even
ooutside
u tss id
d e thee aautomotive
u too m o tivee iindustry.”
industry.
ndu
u s trr y..
electric and hybrid vehicle design that require

the same considerations as more traditionally
cast components,” he says, although he does
1
agree with Bock that electrification also
presents its own engineering challenges.
“Hybrid and electric drivelines typically
incorporate aluminum castings for housing “There is no big difference for us if our standards out of what was technically new
electric motors and electric drive units,” he customers demand more performance,” says some months ago.”
adds. “Optimizing the performance of the Genesius confidently. “Intelligent products Lloyd believes the industry has to focus
electric motor is dependent on maintaining are multi-usable. Our venting cap is a pure on the tools at its disposal: “There’s clearly
temperature control, meaning that the castings rubber part enabling any gearbox for high- still an important place for casting in future
will often contain complex cooling systems. or low-performance ICEs, as well as for all vehicle design and development, but it’s
“These aluminum castings will be affected reductor transmissions for new energy vehicles. considerably more evolved with evermore
by porosity in the same way as castings “In other words, we try to fix problems complex and sophisticated castings than
for ICEs. The manufacturers of electric with robust standard parts that can be used before. This means there will continue to
powertrains will increasingly require sealing in different drivetrain architectures. But we be a role for sealing expertise to support
expertise to minimize porosity and provide also offer specific solutions when off-the-shelf the powertrain casting sector for many
impregnation technology tailored to individual isn’t working. We try to generate new years to come.”
production processing requirements.”
On the matter of castings, Genesius sees
another way to increase efficiency in IC
motors: “Reducing weight contributes to 2
lower emissions. For example, we have plastic
crankshaft flanges with directly bonded
sealing lips, which reduce weight compared
with a traditional aluminum solution.
“We even launched a bioplastic flange in
the last generation of engines where, besides
significant weight reduction, the material
itself has a greener footprint.” 1. Companies such as
UltraSeal must ensure
minimal porosity in
More of the same, but different complex engine designs
Looking to the future, not even a push for
greater ICE performance alongside reduced 2. For sealing developers,
the focus is on creating
emissions seems to faze this sector of the products that are suitable
automotive industry. for multiple applications

FROM THE PUBLISHER OF ENGINE TECHNOLOGY INTERNATIONAL MAGAZINE
NON
POLITICAL
GLOBAL
THINKING
December 10 & 11, 2019

VIENNA, AUSTRIA
“IMAGINING THE UNIMAGINABLE –

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FROM THE PUBLISHER OF ENGINE TECHNOLOGY INTERNATIONAL MAGAZINE
December 10 & 11, 2019

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PRODUCTS & SERVICES
Dynamic simulation tool

Accurate prediction of piston and ring pack behavior eliminates multiple development
iterations through earlier design optimization, enabling faster component introduction
Vehicle manufacturers face

continual pressure to shorten
product introduction times while
meeting unprecedented consumer
expectation levels and legislative
regulation. To remain competitive,
many have turned to mathematical
modeling and simulation to shorten
the traditionally expensive and
time-consuming process of using
physical prototypes to optimize key
design parameters.
Control of the interaction between
parts specific to engine combustion
and fuel consumption scenarios,
with emission regulation targets in
mind, is one of the biggest possible
challenges in ‘right first time’ piston,
ring pack and cylinder bore design.
Until recently, effective simulation
of piston and ring pack behavior in
a running engine was not practical.
The first obstacle was to solve the
physics of compressible fluid flow
in the clearances of the piston and
the closed gaps of the piston rings
under the conditions of subsonic
engine gas flow. This had previously
never been solved in a powertrain
system due to the narrow piston
clearance in proportion to its length,
the effects of gas friction, and the
temperature exchange between the
groove flanks and the gas flow in The PRiME 3D simulation tool
allows prediction of piston and
such narrow clearances. Calculation ring pack performance at an
Tenneco’s Powertrain division has to cut development time for engine
of gas flow and pressure gradients early stage of the development overcome these system challenges cylinder components by up to 70%.
is fundamental for predicting real process, enabling a reduction in to develop a simulation tool called Simultaneous optimization of
engine behavior when firing. emissions and fuel consumption PRiME 3D, which enables complete these characteristics using more
The second challenge was the optimization of piston and piston traditional methods can be difficult
ability to specify the state of the gas ring performance with an accuracy because design changes meant to
pressure over the full length of the close to 95%. Incorporating 20 years improve one function can impact
piston groove clearance. This value of cumulative engine experience and negatively on others, as Dr Steffen
is decisively responsible for the know-how, the proprietary tool has Hoppe, director of technology,
reaction forces, and either twisting already been used to support engine global rings and liners, Tenneco
and arching of the piston ring. The manufacturers in more than 450 Powertrain, explains: “A common
resulting ring position and the twist projects, showing reductions of up approach for friction reduction is
of the components directly influence to 70% in blow-by, 20% in friction, decreasing piston ring pre-load
the clearance geometry and, vice 40% in oil consumption and 70% forces, but it is often ineffective and
versa, the clearance geometry can in particulate emissions. In addition, may pose risks for various areas of
influence piston ring deformation. use of the software has been shown the engine performance map.

PRODUCTS & SERVICES
Tenneco Powertrain’s software

can help to eliminate the need
“Tenneco Powertrain’s PRiME 3D Another integral part of the engine “With the significant increase in
for multiple design iterations,
addresses all the interactions under prototypes and physical testing simulation process is providing the thermal and mechanical loads over
real engine conditions. The result is means to completely understand recent years, it is becoming more
a clear understanding of the effect and readily review the complex common for piston and ring systems
of each design change, leading to data that has been generated by to become unstable during dynamic
optimized part development.” the software; dynamic calculations conditions, meaning that for a short
The software tool can enable from a single cycle of a fired engine time it is possible for the engine to
the creation of a physically realistic can sometimes produce up to 300 produce anything up to a 300%
virtual model of the power cylinder billion individual results. To this end, increase in blow-by and oil flow,”
unit in a running combustion engine. Tenneco Powertrain has chosen to says Hoppe. “On testbeds, extreme
This means both emissions and fuel incorporate powerful animations blow-by peaks are visible, but the
consumption reductions can be that combine 2D and 3D results to engine is still functional. However,
achieved via the early optimization produce easily interpreted output, identification of the phenomenon
of piston and piston ring design enabling more rapid identification that triggered the peak is not
under realistic operating conditions. of potential design improvements possible using test routines or
“To give an example, if an engine and therefore easier involvement of conventional software tools.
manufacturer wanted to optimize non-expert stakeholders in decision “With PRiME 3D, the challenging
combustion timing during the making processes. physics is solved mathematically
development process for greater To streamline interaction with and it is possible to predict the
fuel efficiency, using traditional the simulation software, PRiME 3D instabilities and identify what is
methods it would require weeks has been developed by Tenneco necessary for an effective product
of engine testing to fully understand Powertrain as a web-based server design change. The software allows
the influence on blow-by and oil solution, providing all users with for a more accurate and immediate
consumption, which can also impact secure worldwide access to their assessment of the effects of those
emission values,” explains Richard own development projects and design changes on emissions and
Mittler, Tenneco Powertrain’s senior enabling communication between fuel consumption without requiring
expert for pre-development and global locations. multiple iterations of physical
analysis, global rings and liners. Additionally, PRiME 3D features prototypes, helping customers gain
“With PRiME 3D it is possible to a performance map tool that helps early confidence that new designs
investigate the reactions to all to investigate engine performance will produce optimum results under
these values and obtain results automatically over the full driving all relevant driving cycles.”
in just a few hours.” cycle. This integrated tool supports
Input data for the simulation is the deduction of load and RPM FREE READER INQUIRY SERVICE
able to be transferred quickly and points from situations such as full To learn more about
accurately from design drawings load conditions, which provides a Tenneco Powertrain, visit:
using a drag-and-drop function clearer picture for WLTP or other www.ukimediaevents.com/info/etm
INQUIRY NO. 501
provided by the PRiME 3D Wizard. driving cycles.

PRODUCTS & SERVICES
CFD-based rate shaping

Optimization of multipulse injection strategies delivers a cost-efficient methodology
to cope with the complexity of future gasoline direct-injection combustion systems
In order to stay competitive

against emerging alternative
powertrain solutions, the gasoline
engine needs to undergo further
PTWYV]LTLU[ZPU[OLYTHSLѝJPLUJ`
and the reduction of particulate
matter emissions.
Yet any measure to meet these
development goals comes at the
penalty of increasing complexity
of the combustion system, implying
a direct increase of development
cost and time-to-market. Thus, a
key to modern GDI development is
the ability to virtually explore more
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operating strategies, building fewer
physical prototypes, and reducing
the corresponding cost-intensive
physical testing.
Among the various high-potential
TLHZ\YLZ[VZPNUPÄJHU[S`PTWYV]L
GDI fuel economy as well as reduce
emissions is the use of multipulse
injection strategies aimed at ideal Above: CFD image of fuel injection event
fuel distribution and turbulence for a GDI central injector configuration
conditions for optimum combustion. Below: The trade-off between turbulent
However, reliable virtual shaping kinetic energy and fuel distribution and capable design exploration The derived targets to achieve
VMPUQLJ[PVUYH[LWYVÄSLZYLX\PYLZ homogeneity in the engine combustion tool, catering for the automated this goal were to maximize the
chamber at ignition timing for the 80
OPNOS`HJJ\YH[LOPNOÄKLSP[`*-+ intelligent search of better strategies turbulent kinetic energy and fuel
multipulse injection strategies studied
simulation technology and a robust in a very complex and constrained distribution homogeneity in the
design space. combustion chamber at ignition
230
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200 candidate for design exploration. in the chamber at ignition timing,
Turbulent kinetic energy (J/kg)
Based on that, engineers at assuming they are a major

190 Siemens PLM established a fully contributor to particle emissions.
PU[LNYH[LK*-+IHZLKKLZPNU A generic fuel injection pulse
180 L_WSVYH[PVUTL[OVKVSVN`[VÄUK train was parametrized, enabling
improved injection strategies. any number between one and
170
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injection strategies that optimize durations and intervals between
160
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gasoline engine operated under full -VYLHJOVM[OLZ[YH[LNPLZH
150
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Equivalence ratio uniformity index (-) charge conditions at 4,000rpm. mixture preparation from intake

PRODUCTS & SERVICES
The injection rate

profile of the reference
strategy and two high-
performing strategies.
The unfeasible strategy
can be included if a
Injection rate (a.u.)

compromise is made
on acceptable levels of
fuel in the port, in return
delivering benefits
regarding turbulence,
residual liquid fuel and
greater fuel uniformity
350 400 450 500 550 600 650 700

Crank angle (degree)
directly boost late turbulence levels strategies stand out: a three-pulse

at the cost of decreased mixing strategy, where the intake port fuel
time. Very late pulses result in non- and liquid fuel present at spark
vaporized fuel in the chamber and timing are reduced by 80% and
non-ideal timing may cause fuel to 60% respectively, at a slight cost
be recirculated into the intake-port of reduced turbulent kinetic energy;
K\YPUNHIHJRÅV^WOHZLYPNO[ and another strategy consisting of
before intake valve closure. two pulses to improve vaporized
>OPSLTHU`VM[OLZLLќLJ[ZHYL fuel in the gasoline engine, levels
to be qualitatively expected from of turbulent kinetic energy and fuel
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compromise solutions among IHJRÅV^[V[OLPU[HRLWVY[
numerous competing objectives. Which one might be the ‘right’
Despite the strict requirements choice remains an engineering
on valid solutions, several feasible challenge that typically cannot
strategies were found using the be answered by any algorithm.
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The performance metrics of all studied CFD gives a deep insight into how high-performing strategies in
injection strategies. Both reference [OLZWYH`HќLJ[Z[OLPU[HRLQL[HUK a highly complex design space,
and interesting candidate strategies are
highlighted by bold lines. Bright red fuel distribution with the various combined with the engineer’s
through compression up to ignition lines denote the infeasibility regions injection timings. The big data unbeaten experience-based
timing was carried out using fully for constrained performance factors analysis reveals how outstanding ÄUHSHZZLZZTLU[VMIL[[LYYH[LK
automatic in-cylinder simulation. strategies manage to boost the fuel options, that adds value to the
Covered physics include moving Consequently, no optimization uniformity and tumble with ideally engine-optimization process.
pistons and valves, spray injection expertise was required to conduct timed early intake-phased pulses, While this study has proved
and vaporization, the droplet-wall the study and the only input needed thereby improving turbulence as the potential of CFD-based rate
interaction and wall wetting, as well for the optimizer was the number of the tumble breaks down and at the shaping for GDI engines, Siemens
HZ[OLZ`Z[LT»Z[\YI\SLU[ÅV^HUK injection strategies to be assessed. same time ensuring ignitability and engineers see it as only a starting
air-fuel mixing. This means that over the course further boosting turbulence with a point. Thanks to a fully embedded
A tool-embedded optimization of the study 80 injection strategies perfectly timed late pulse. All this H\[VTH[LK^VYRÅV^L_[LUZPVUZ
algorithm was used, characterized were studied fully autonomously on while simultaneously mitigating to spray targeting, valve timing and
by its hybrid and adaptive nature. a high-performance computational fuel-related constraint violations. piston shape optimization are now
That is, it automatically used a blend cluster system. Based on these insights from WVZZPISLVќLYPUNH[VVSZL[[VZOHWL
of state-of-the-art optimization (ZHYLZ\S[HKPZ[PUJ[[YHKLVќ the automated design exploration, UV[VUS`M\[\YLPUQLJ[PVUWYVÄSLZI\[
algorithms combining local and between the engine’s turbulent the engineers were able to choose also the complete GDI system.
global search strategies and tuned kinetic energy and fuel homogeneity from a series of better performing
itself to the design space during became obvious. Early pulses tend Z[YH[LNPLZLHJOVMÔPJOVќLYLK FREE READER INQUIRY SERVICE
the search. This strategy was very to lead to better air-fuel mixing with \UPX\LILULÄ[Z To learn more about Siemens PLM, visit:
JVZ[LќLJ[P]LPUJVTWSL_HZ^LSSHZ UVKPYLJ[LќLJ[VU[\YI\SLUJLH[ In comparison with the four-pulse www.ukimediaevents.com/info/etm
simple problems. ignition, whereas later pulses may reference strategy, two further INQUIRY NO. 502

PRODUCTS & SERVICES
Reduced SAPS lubricants

A new generation of lubricants, designed to work with the latest advanced aftertreatment
technologies, can help reduce particulate matter emissions in diesel and gasoline engines
Barely a week goes by when for gasoline engine systems. It is 700°C. Unlike diesel engines, GPFs particulate filters. These lubricants
quality of air and airborne this global emissions legislation rarely need active regeneration. are sometimes referred to as lower
pollutants are not in the news, and that is driving the use of gasoline The exhaust is much hotter than a SAPS (sulfated ash, phosphorus
very often vehicle emissions are particulate filters. diesel exhaust and therefore soot and sulfur) oils.
the primary focus of the headline. When looking at the operation is being continuously burned off. In formulating this generation
Emissions standards introduced of a gasoline particulate filter, it is Coupled with the fact that GDi of lubricants, attention was given
around the world have undoubtedly important to consider the exhaust particulates are up to 30 times to the detergent components,
had a major impact on reducing gas itself, which contains oxides smaller than diesel particulates, it is which are generally calcium and
vehicular pollutants. However, it is of nitrogen, polynuclear aromatic therefore of little consequence that magnesium compounds, as well
widely acknowledged that there hydrocarbons and various other the GPF substrate capacity is only as the anti-wear package, which
is more to be done in the drive to gaseous products of combustion. around 1g/l, compared to a diesel commonly uses zinc, phosphorus
further reduce harmful gases and It is also important to consider filter which is able to accommodate and sulfur in various molecular
particulates: further ICE vehicle particulate matter such as soot. It up to 10g/l. forms. Formulating lower SAPS
hardware changes, the expansion is the primary function of the GPF The third product to consider lubricants is a significant challenge.
of current technologies and the to filter out these carbonaceous during GPF operation is ash. The Engine component protection and
introduction of new hardware are products of incomplete combustion. effect of ash on diesel particulate durability have to be maintained
among the options that are currently However, over time, soot builds up filters, often formed as a result of throughout the life of the oil drain.
being explored. in the filter, which can eventually lubricant combustion, is very well However, using more traditional,
Diesel particulate filters (DPFs) are result in increased backpressure. understood. In 2004, an entire well-established components is
now commonplace in markets such The soot is usually removed via category of engine lubricants was restricted, given the components’
as Europe, where diesel-powered a process known as regeneration, introduced by ACEA, specified propensity to form ash and other
passenger cars constitute a notable burning it off in the presence of for use in vehicles with exhaust compounds harmful to exhaust
percentage of the vehicles on the oxygen at temperatures in excess of aftertreatment devices, including aftertreatment devices. This forces
road. DPFs have been shown to be
effective in reducing particulates,
exhibiting over 90% efficiency in
some vehicles.
With gasoline engines, which are
by far the most common powertrain
in dominant markets such as China
and North America, the global drive
to lower emissions is increasing
demand for gasoline direct injection
(GDi) technology. When coupled
with a turbocharger (TGDi), this can
increase power, notably improve
efficiency, and thereby reduce the
level of greenhouse gas emissions.
One of the challenges for GDi
and TGDi engines is the increase
in fine exhaust particles (PM2.5).
The World Health Organization has
stated that there is a strengthened
link between cardiovascular and
respiratory ill health and PM2.5.
The response from legislators
worldwide has been a tightening of
tailpipe emissions limits, with a real
focus on both particulate matter
The tightening of legislative regulations worldwide suggests that the use of gasoline particulate filters is likely to continue to increase
(PM) and particulate number (PN)

PRODUCTS & SERVICES
the formulator to use alternative

chemistries that are quite often
expensive and more challenging to
produce. However, despite all the
challenges, laboratory testing and
many years of field experience have
demonstrated the importance and
Left: Gasoline particulate
benefits of lower SAPS lubricants filters rarely need active
in protecting vehicles fitted with regeneration as soot is
exhaust aftertreatment devices. continuously burned off
in the exhaust system
The reduction in metallic elements
in the lubricant formulation means
a lower potential for ash build-up in Below left: As gasoline
particulate filters are a
the particulate filter, thus avoiding more recent introduction,
an increase in backpressure from studies on the effects of
the filter to the engine. The resulting ash build-up are ongoing
benefit to the vehicle operator is no
loss in efficiency and any associated less soot than diesel emissions,
fuel economy penalty. ash accumulation can be relatively
GPF technology is a more recent more important in the operation of
introduction, and studies in terms a GPF. Studies have shown that ash
of ash accumulation are ongoing. does penetrate the GPF wall over
However, as GDi emissions include the life of the filter and by definition,
ash is an incombustible material
and therefore has the potential to
As OEMs introduce more diesel and stay in the GPF for life, giving rise
gasoline particulate filter technology
the need for compatible lubricant to associated backpressure and
technology is increasingly apparent efficiency concerns.
In addition, when choosing a
lubricant, consideration should
be given to protection of the filter-
coated TWC catalyst. Components
such as anti-wear systems, which
often contain zinc and phosphorus,
can have negative effects on TWC
performance and durability. This
again emphasizes the importance
of selecting a lower SAPS oil that
is specifically formulated to avoid
damage to the catalyst.
The extensive use of particulate
filters on diesel cars has shown that
a lower SAPS lubricant is the key
enabler in maintaining operation of
these critical components.
FREE READER INQUIRY SERVICE

To learn more about Lubrizol, visit:
INQUIRY NO. 503

PRODUCTS & SERVICES
Two-stage turbo actuators

Developed to enhance two-stage turbocharging, new electric linear actuators increase
engine performance, enable greater efficiency and improve the driving experience
Since the 1960s, engineers

1
have relied on turbochargers
to improve engine performance and
efficiency. Today’s turbocharger
manufacturers are now developing
increasingly advanced turbo layouts
and strategies to improve engine
performance further and reduce
greenhouse gas emissions. This is 1. The inner workings of a turbocharger.
particularly important in the current Turbocharger systems are becoming
climate, with increasingly ambitious increasingly complex as OEMs push for
mandatory emissions standards. significantly improved efficiency levels
The turbomachines used in a 2. A typical compressor map, showing
turbocharger, on the compressor the volume flow rate and pressure ratio.
as well as the turbine side, have A red line shows the compressor surge
efficiencies that are dependent on
3. A typical two-stage turbocharger
the mass flows and pressure ratios system combines one small turbo that
shown in Figure 2. In the engine- spools quickly at low engine speeds
turbo matching process, engineers with a larger turbo that can handle
higher levels of pressure and airflow
aim to achieve a turbo layout able to
cover the relevant engine operating
points with the highest possible efficiency over a significantly wider engineers were able to develop a mass flows and providing boost at
turbocharger efficiencies. operational range. turbocharger specifically designed low speed operating points. In dual-
By adding a control mechanism This technological innovation led for operation at low engine speeds. turbocharger systems (two-stage
to a conventional fixed-geometry to the development of the very first A relatively small turbocharger turbochargers), this is often called
turbocharger system, it is possible multiple-turbocharger systems in with low inertia was designed to the primary turbocharger.
to better match the airflow through the early 1990s. Using the lessons spool quickly at low engine speeds, Simultaneously, engineers placed
the turbine and compressor to the learned from the development of moving the compressor surge line a second turbocharger downstream
engine’s needs, to improve overall single turbocharger layouts, turbo (red line in Figure 2) toward lower (in relation to the hot side) of the
first one. This secondary – typically
larger – turbocharger was designed
2 3 to handle higher pressure levels and
airflow, enabling the best possible
working points at high engine speed
and load.
Two-stage turbos introduced
new challenges, mainly in terms of
managing the airflow split between
the primary and the secondary
turbocharger. Different approaches
to two-stage turbo systems, such as
sequential, staged or multiple-outlet
configurations, further complicated
airflow management.
A key challenge in designing a
two-stage turbocharger system
with serial layout is tuning the
airflow hand-off from the primary
to the secondary turbocharger. A
valve that enables airflow to bypass

PRODUCTS & SERVICES
4 5
stator package (Figure 7) that offers
outstanding levels of torque density.
Months of engineering effort and
prototyping went into achieving a
balanced magnetic structure to fit
inside the smallest possible volume.
Sonceboz developed the first
non-smart electronic controller
to drive a BLDC (brushless DC)
system with a simple PWM (pulse
width modulation) signal. This allows
customers and OEMs to benefit from
the robustness of a BLDC actuator
solution with an existing ECU
H-bridge and control-loop strategy.
6
7 Recognizing the need for highly
linear positional feedback, engineers
additionally used newly developed,
patented, sinusoidal magnetization
on the position sensor. This state-
of-the-art innovation can provide
customers with much better linearity
and improved positional accuracy.
Finally, to keep up with more
demanding customer applications,
Sonceboz refined the electronics
of the motor to handle a wide range
of ambient temperatures. The 8481
actuator is validated for ambient
temperatures ranging from -40°C to
160°C (-40°F to 320°F) – meaning
the primary turbocharger is placed Sonceboz addressed and has 4. An engine map showing torque and temperatures of 170°C (338°F) or
directly on the exhaust manifold overcome many of the challenges speed of the engine. In operating sector higher at component level.
very close to the exhaust valve, that are posed by modern complex 1 the turbine bypass valve is closed, in This level of performance required
sector 2 the valve is controlled, and in
facing extremely high temperatures, turbocharger systems. The company not only the right components, but
sectors 3 and 4 the bypass valve is open
including gas temperatures greater has also developed and produced more than 1,000 hours of testing at
than 800°C (1,470°F) in diesel an e-VTG actuator for passenger 5. The 8481 linear turbo actuator from 150°C (AEC Q100/Grade 0) with a
engines (Figure 3). The actuator cars, with a dynamic direct-drive Sonceboz was designed to meet high comprehensive understanding of real
temperature levels and force demands
must withstand the heat radiated system driven with an H-bridge, as component limits. Additionally, the
from the manifold itself, the warm well as a high-torque e-WG actuator 6. The force from the actuator versus tech company’s engineers precisely
air surrounding the engine, and the for commercial vehicles, with smart pulse width modulation positioned the components to try
self-heating of the electric power of electronics, a CAN interface and and limit any potential mechanical
7. A patented BLDC design has been
the actuator. long operational life. developed by the team at Sonceboz and electrical stress.
This so-called bypass function But none of these solutions were The 8481 linear actuator has been
is very demanding for the driving able to fit into the space between developed to enable suppliers to
mechanism, as demonstrated in both turbos and meet the portfolio achieve better packaging and OEMs
sector 2 of Figure 4. Cycling gas of new requirements. Therefore, achieve better integration, and vastly
pressures result in high forces on Sonceboz developed a brand new improve the controllability of the
the poppet or flap valve, requiring 8481 linear actuator (Figure 5) – entire turbocharger system’s various
high actuator forces throughout the a notably reliable device that offers working points. Additionally, thanks
range of engine speed and torque. improved capabilities for both the to advanced two-stage turbocharger
High forces and frequent cycling of system supplier and the OEM. systems, end-customers can see
the actuator to achieve a controlled This new 8481 linear actuator better response in acceleration as
bypass function have resulted in an solution was specifically developed well as significantly reduced CO2
actuator design that provides very to meet the significantly high force exhaust emissions.
high dynamic force as well as high and temperature demands of two-
stiffness in any position. Swiss stage turbos at a wide range of FREE READER INQUIRY SERVICE
mechatronics company Sonceboz actuator stroke positions (Figure 6). To learn more about Sonceboz, visit:
has developed an actuator solution With the 8481, Sonceboz has INQUIRY NO. 504
for this purpose. developed a compact BLDC rotor/

PRODUCTS & SERVICES
Fuel tank venting system

An electronically controlled vapor venting system that can be optimized for any vehicle
platform eliminates the need for auto makers to develop unique system designs
Eaton’s eVaptive electronically Deve

Developed for application in
controlled fuel tank vapor any vehicle, the eVaptive fuel
venting system offers engineers tank venting system can be
programmed for any platform
prog
who design automotive fuel systems
a great degree of flexibility.
Developing a vehicle’s fuel- and
vapor-venting system is a complex
process, despite the fact that much
of the technology involved is not
overly technical. But in today’s
automotive industry, where new
vehicles are now introduced at an
increasingly fast pace, designing
new fuel and venting systems can
lead to far greater costs, time and
complexity. Add in the varying and
evolving global emission standards,
and eVaptive’s adaptability to many vapor flow can be managed from the spillover that sometimes occurs the ability to purge the canister of
platforms illustrates its advantage these positions by eVaptive. Any when filling a vehicle’s fuel tank vapor on fuel tank applications.
over competitive systems. liquid fuel that enters the vent tubes right to the top. The eVaptive tank system includes
Current in-tank fuel systems are is routed to its central liquid trap, The controlled venting enabled an over-pressure relief valve for a
composed of commodity parts. The where it is pumped back into the by eVaptive can also assist highly power-off or any other emergencies.
technology used in eVaptive seeks fuel tank. Once the vapor and the boosted engines, as the natural The system is useful in hybrid
to replace those more antiquated errant fuel are separated into the vacuum used to purge the charcoal electric vehicle applications, where
systems and componentry with liquid trap, the vapor is routed to a canister – present in a traditional it can replace the current fuel tank
software-controlled actuators not charcoal canister for adsorption. internal combustion engine – may isolation valve (FTIV), used to plug
presently found in most automotive The actuator system is controlled no longer be available. the fuel tank on HEVs when the
fuel tanks. by an algorithm that removes fuel eVaptive’s smart software can be electric motor is operating, thereby
When designing a fuel tank, the carryover from the interior liquid optimized for all driving situations, reducing cost and complexity.
most optimal venting positions are trap, in all situations, and controls as well as stationary and refueling Furthermore, Eaton’s eVaptive
determined in the vapor space at the fuel level during refueling. The modes, and its hardware is a one- enhances onboard diagnostics II
the top of the tank. All venting and system can also be used to mitigate size-fits-all unit that can fit any (OBDII) leak detection to ensure no
vehicle platform once programmed. hydrocarbons are escaping into the
The eVaptive system also boasts atmosphere and enables a more
many other benefits, including the detailed system check, all the way
ability to reduce complexity and down to separate subsystems.
cost by allowing customers to use eVaptive has been presented
one set of hardware across all at multiple industry conferences in
vehicle lines and tank variants, the USA, Germany and China, and
which can reduce validation cycles has garnered interest and feedback
and development time, as well as from multiple global OEMs and fuel
enabling OEMs to design a system tank suppliers.
with fewer vent points. Efforts are underway to design a
The system also prevents the production version and determine
liquid from leaving the tank in all possible pricing configurations.
conditions while still venting vapor.
Additionally, it can include a liquid FREE READER INQUIRY SERVICE
trap depository and may be used To learn more about Eaton, visit:
to block the flow of vapor to the www.ukimediaevents.com/info/etm
The eVaptive system looks to replace antiquated components with intelligent actuators INQUIRY NO. 505
charcoal canister, which improves

ngre ss
19th International VDI Congress e's l a r gest co d
an
Europ owertrain
Dritev – Drivetrain for Vehicles for p
trans
missio n
July 10 and 11, 2019, Bonn, Germany
Topics in 2019:
+ OEM solutions for the electrified powertrain Dritev Interactive
DritevLab
+ Different approaches of how to increase power density Round Tables
Speakers Corner
Design Thinking Workshop
+ Innovative 4-wheel-drive systems
Dritev Summer Night
Car Presentation
+ New ways to achieve NVH reduction
+ Multi-gear transmissions in electrified powertrains

www.dritevv.coom
+ Development optimization by improving simulation methods #VDI_Drive
INDEX TO ADS
ATI France SAS .............................................................................21 IAG- Industrie................................................................................35
Automotive Testing Expo 2019, Novi, Michigan ......................26 PCB Piezotronics Inc ..................................................................... 8
AVL List .............................................................. Inside Front Cover Professional MotorSport World Expo 2019 .............................. 47
Busch Clean Air SA......................................................................20 Renishaw........................................................................................ 17
Chemour ......................................................................................... 41 Rotor Clip Company Inc...............................................................23
SFC Koenig ...................................................................................23

Dana Corporation ...........................................................................11
Siemens Industry Software NV .................................................... 3

Eaton Corporation ......................................................................... 12
Sonceboz ......................................................................................25
Engine Technology International
Online Reader Inquiry Service .................................................... 41 The Future of Transportation World Conference 2019 .... 53, 54
Federal-Mogul Holding VBN Components AB ..................................................................25
Deutschland GmbH ........................................ Outside Back Cover VDI Wissensforum GmbH ....................................................35, 65
Hanon Systems USA LLC ................................ Inside Back Cover www.enginetechnologyinternational.com......................... 32, 67
PRODUCTS & SERVICES
Metal-to-metal sealing
With over three billion parts installed and failure rates of less than one part per million,
expansion-style sealing solutions provide reliable sealing in engine applications
In advanced manufacturing
environments precision is
often critical, but flexibility can be
just as important. This is increasingly
the case in the sealing of fluid ports.
Expansion-style plugs are replacing
traditional sealing methods – such
as cup, pin and ball plugs – in many
production environments.
“With more than three billion
parts installed and failure rates at
less than one part per million, we Above: Cup-style plugs rely on sealant,
which can often break down or cause
know that our reliability and flexible contamination, eventually leading to
tolerance allowances can provide failure. Koenig Expander plugs have
enormous value in today’s high- been developed to ensure a secure
speed production environments,” metal-to-metal seal without sealant
notes Tom Ryan, head of product
management at SFC Koenig. “Our
customers don’t have to implement
as many process controls, and the
cumulative effect of our parts is Above: Push plugs support tolerances
of ±0.1mm and pull-style plugs support
greater reliability, reduced costs
tolerances of ±0.12mm, which can
and lower risk.” increase flexibility and savings for OEMs
Larger tolerance allowances are
greatly valuable in part installation. Right: Koenig Expander plugs have
been designed to support the same
Misalignment is a common problem tolerances across the range, which is
for many common seal types, which maintained on parts as small as 3mm most pin plugs, which
can either lead to system failure or require the assembly of two
the need to remove and completely pieces in their installation, Koenig
reinstall incorrectly seated plugs. Expander plugs are faster, more
Even slightly miscalibrated cup seal reliable and less prone to the errors
or ball plug installation can result in diameter, so a ±0.1mm or ±0.12mm smoother finishes can negatively associated with plug assembly.
labor-intensive fixes. These errors tolerance flexibility is supported impact pressure limits in harder Even in modern, CNC-controlled
also increase scrap rates, further across the entire expansion plug materials. Koenig Expander seals manufacturing environments,
adding to costs. range, even on sealing components require zero additional reaming, advanced operations benefit from
Ball plugs require tight tolerances as small as 3mm. The company’s further increasing total value. liberal bore tolerances and product
by design, as only a small area – the advanced manufacturing processes Some sealing plugs use chemical flexibility. While every production
outer diameter – of the component precisely control production, reliably sealants to increase their tolerance step requires high control levels –
makes contact with the bore wall. maintaining tolerance allowances allowance. However, this method from forming the raw material, to
A smaller contact area means a far across large run volumes. This poses significant risks, including precision machinery, to the speed
smaller sealing surface, and thus flexible tolerance can prove to be contamination, and even eventual at which the line can run – by using
increases the difficultly of properly extremely valuable when sealing breakdown of the seal barrier over a sealing solution that offers flexible
mating the ball and the base. As small fluid ports. time when exposed to heat and tolerances, engine manufacturers
the risk of seal failure increases, it Many seals – such as cup, ball, vibration. Koenig Expander plugs are able to both reduce costs and
directly correlates to an increase in pin and other expansion-style plugs create a secure, metal-to-metal improve results.
the risk of system damage, safety – will require additional machining seal, with no sealants or additives.
concern and warranty costs. processes, such as reaming, to Additionally, one-piece seals – FREE READER INQUIRY SERVICE
Notably, in the case of the Koenig properly prepare the hole. This such as the Koenig Expander – are To learn more about SFC Koenig, visit:
Expander, tolerance allowances are additionally requirement adds to able to provide added value beyond www.ukimediaevents.com/info/etm
INQUIRY NO. 506
not related to the size of the plug process and labor costs. In addition, seating and sealing. Compared with

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PRODUCTS & SERVICES
Performance bearings
Development of a new generation of automotive bearing solutions is helping
automotive OEMs reduce friction and therefore improve engine efficiency
The automotive powertrain is Left: Advanced proprietary simulation

in a state of flux. While OEM software is used to optimize the bearing
component design for the application
engineering teams rush to develop
new EV and hybrid architectures, Below: A carbonitride-treated thin-section
they must continue to squeeze every bearing solution was developed by SKF
in collaboration with a renowned OEM
ounce of efficiency from ICE and
transmission designs. This multilane
development strategy has many
miles left to run.
Although governments around
the world are announcing plans
to phase out gasoline and diesel
engines over the coming decades,
combustion engines – combined
with different levels of hybridization
– are still expected to account for
over 90% of the global passenger
car market until at least the middle
of the next decade.
SKF has been involved in the
design of bearings and other parts solutions that can reduce friction, impacting the packaging too much.
for automotive applications since to improve engine efficiency, fuel In collaboration with SKF, the OEM
the first automotive revolution. consumption and emissions. In was able to replace its existing
Today, the company continues to particular, recent work has focused bearing solution with a thin-section
invest heavily in technology and on novel solutions addressing ball bearing. Again, a carbonitriding
product development, as well as customer needs in camshaft and surface treatment was used on the
application support in the sector, balancing shaft applications. bearings to improve surface fatigue
helping OEMs and their suppliers Working with a major European characteristics in the operating
solve the most pressing engineering OEM, SKF helped to create a new environment, which required the
challenges today. bearing package that reduces bearings to run in oil-polluted soot
Traditional IC powertrains remain losses generated from friction in from the engine. using physical tests to determine
a major focus of SKF’s work in the a balancing shaft application. The The new solution allowed the bearing life under varying lubrication
automotive sector. The company is solution allowed the manufacturer OEM to greatly reduce the friction and contamination conditions,
now developing and testing all-new to replace its traditional journal losses generated by axial load on friction and NVH characteristics.
bearings with SKF rolling bearings. the shaft. This change helped it The coming years may just be
SKF continues to invest in all-new That change reduced powertrain meet the latest European standards the most dynamic and challenging
bearing technologies for the ICE that
can improve friction and efficiency
friction and cut CO2 emissions by for CO2 and emissions. period in decades for automotive
more than 1%. An important part of SKF’s powertrain engineering. But with
SKF also helps manufacturers development work in applications renowned expertise in materials
to optimize component packaging like these is its use of advanced science, analysis, design and
and assembly processes. In this proprietary simulation software component testing, SKF is working
application, carbonitriding heat to optimize bearing component with companies across the sector
treatment was used to increase design. The company continues to to solve problems, develop solutions
the subsurface fatigue resistance develop computational approaches and push the limits of performance,
of the bearings, allowing a longer for the estimation of bearing life efficiency and reliability.
operating life without any increase and advanced dynamic simulation
in bearing size. to predict bearing components’ FREE READER INQUIRY SERVICE
Another OEM was looking for behavior inside powertrain systems. To learn more about SKF, visit:
ways to improve efficiency of its During the development process, www.ukimediaevents.com/info/etm
INQUIRY NO. 507
camshaft architecture without solutions can also be validated

PRODUCTS & SERVICES
Diesel ICE hybridization

Electrification of the diesel internal combustion engine, in a P2 hybrid format,
can provide a drivetrain solution that offers near-zero emission impact
The future of powertrains and long-distance travel a diesel

will not solely be determined hybrid is the most effective option
by electrification. A vehicle powered and the recommended choice.
by a diesel engine can prove to be The target vision is a diesel
a very sensible and clean solution powertrain with near-zero
– both for long distances and for impact on air quality.
drives into the city. Upward of a Therefore, the NOX
certain vehicle class, a diesel car emissions of the diesel
not only makes sense – especially powertrain need to be
in Europe – but it is imperative if reduced to a negligible level of
low-emission fleet values are going contribution to ambient NO2 air
to be achieved. quality. This requires limiting the AVL’s hybrid diesel concept can enable improved emission stability and engine response
The powertrain specialists at dynamics of the internal combustion
AVL are dedicated to finding the engine, reducing gross emissions
right drive system solution for each of the engine and, in combination for the future vision of a negligible Transient emission peaks can be
need. In cities, an electric vehicle is with refined control strategies, an emissions impact, and the first mild avoided by load point shifting and
advisable, for long distances clearly extended exhaust aftertreatment hybrids are being introduced to the reduction. Regenerations are more
a diesel, and for combined urban system. Hybridization is the enabler market as a cost-effective solution. safely initiated and more reliably
Based on a 48V architecture in completed, which is also beneficial
P0 arrangement (belt integrated in view of oil dilution and the exhaust
A diesel engine, in combination with
48V P2 hybrid technology from
10kW e-motor), you can technically system’s durability. Additionally, the
AVL, could enable implement a mild hybrid system 48V mild hybrid P2 configuration
near-zero impact without having to make any major enables extended functionalities
on air quality changes to the base engine and such as pure electric drive, improved
the vehicle. driveability and a notable reduction
In order to meet future CO2 and in fuel consumption.
emission requirements in a stable In fact, in the next few years there
manner, AVL will be moving toward will be a broad technology mix. It
a modular, space-optimized P2 is crucial to map and fully evaluate
concept covering a wide range of concepts accurately at a very early
applications, enabling installation stage of development.
of significantly more powerful high- AVL achieves very high process
speed e-machines on a 48V base. reliability for series applications, a
The use of hybrid architecture decisive factor when it comes to
with extended electric drive options the diesel engine, which, despite its
– as would be the case with P2 or complexity, has a promising future.
P0/P4 designs – makes it possible AVL is confident that the excellent
to largely avoid the temperature- emissions values, along with notably
critical light-load range and support enhanced driving pleasure due to
advanced temperature management improved engine response, and
with 48V heating catalyst for faster cost-efficient implementation of
light-off. In combination with dual- hybridization for the larger diesel
urea dosing, the target NOX can be passenger vehicle segment and
reduced in high load operation at vans, is an attractive market
high temperatures and improved solution for future mobility.
emission stability can be achieved.
But apart from further enhanced FREE READER INQUIRY SERVICE
emission stability, even under aged To learn more about AVL, visit:
conditions, combining diesel and INQUIRY NO. 508
hybridization has other advantages.

PRODUCTS & SERVICES
Hybrid carbide
For a few months now, it Within 3D-printing, it has long
has been possible to develop been a wish to produce alloys
completely new components in with high carbide content, and
cemented carbide. It was Swedish now VBN Components has proven
company VBN Components that that it is a leading company in
released the patented, 3D printed this technology. The company’s
material named Vibenite 480. Vibenite 480 has a carbide content
The material, which has been of approximately 65%, making it
developed for industrial tools and tougher than regular cemented
components, can be formed in a carbide and therefore suitable
shape of the customer’s choice for more complex components.
without sintering and cutting This 3D-printed material enables
and with minimal material waste. easier component production and
The new material combines the therefore easier testing, as well as
toughness of powder metallurgy allowing for upgrades to existing
high-speed steels with the heat parts with new geometries or better
resistance of cemented carbides, properties. And thanks to minimal
which is why it has been named environmental impact during the
hybrid carbide. Vibenite 480 is production process, Vibenite alloys
based on metal powder produced can offer greater sustainability and
through large-scale industrial enable companies to comply with
gas atomization. new demands.
This minimizes both cost and Process control
environmental impact. Long-term FREE READER INQUIRY SERVICE
heat resistance is 750°C and the To learn more about Equator gauging systems, developed by Renishaw, have an
alloy is corrosion-resistant, as well VBN Components, visit: extensive presence in the European, American and Asian automotive
as extremely wear-resistant. www.ukimediaevents.com/info/etm markets. Significant investment in research and an increase
INQUIRY NO. 509 in production of EVs has led to a new generation of inspection
challenges. To meet this challenge, Equator systems can gauge a
wide range of EV and hybrid engine and transmission components.
This is backed up by a network of experienced applications engineers
and served by software and hardware options tailored to the needs
of each type of process.
EV motors, generators, transmission gears and casings are all
examples of parts where production lines and cells now rely on
the process control capabilities delivered by the Equator gauging
system at the point of manufacture. Motor stators, for example, need
the high-speed scanning ability of the SP25 measurement probe
used by Equator systems, coupled with the powerful capability of
Renishaw’s Modus programing software. The technology is ideal for
assessing the demanding size, position and geometric tolerances on
the ID and concentricity of an assembled EV stator, something that
is critical to the efficiency of the motor.
The range of Equator gauging systems is not just a set of proven
inspection machines, it now includes software options that have
been developed with help from a large number of end users across
many industries. Intelligent process control (IPC) software, an
optional feature available on all Equator systems, is now compatible
with a wider range of machining centers and turning centers than
ever before. IPC allows for constant monitoring and automatic
adjustment of a machining operation, keeping part dimensions close
to nominal and well within process control limits. The correction of
process drift improves part quality and manufacturing capability,
thereby reducing scrap.

To learn more about Renishaw, visit:
INQUIRY NO. 510

PRODUCTS & SERVICES
Propulsion system development

e-mobility, hybridization, and
At the 40 th International Vienna fuel cell technology, as well as
Motor Symposium, which took innovations in synthetic fuels,
place on May 15 – 17, 2019, exhaust aftertreatment, and for
the focus was on the latest the first time, autonomous driving.
developments in propulsion Keynote speeches were held
systems with an emphasis on – among others – by Volkmar
greenhouse gas reduction. More Denner, chairman, management
than 1,000 automotive experts board of Robert Bosch, who
participated, including high-level discussed ‘Below the hood –
management from within the rethinking mobility’; Keiji Kaita,
automobile industry, engineers and field general manager of Toyota
scientists from around the world. Motor Corporation, who addressed
The Symposium was organized by ‘Diversified electrification – the key
the professors Lenz and Geringer of for Toyota’s challenge toward a The conference proceedings
the Austrian Society of Automotive sustainable society’; Henrik Green, of the 40 th International Vienna
To learn more about ÖVK , visit:
Engineers (ÖVK) and the Institute senior vice president for research Motor Symposium are contained
for Powertrains and Automotive and development at Volvo Car in the VDI Progress Reports, series INQUIRY NO. 511
Technology (IFA) at the Vienna Group, who presented ‘Volvo Cars 12, number 811X, volumes 1 and
University of Technology. – attractive cars for a changing 2. The 41 st International Vienna
In total, 46 lectures were society’; and Hubertus Troska, Motor Symposium will be held on
scheduled for the program. Key management board member at April 22-24, 2020, in the Hofburg
themes were spark ignition engines, Daimler and responsible for greater Vienna Congress Center. Lecture
compression ignition engines, China, who analyzed ‘The dynamic proposals with brief abstracts can
heavy-duty vehicle engines, China market’. be submitted now.
Electrified vehicle systems
Designing a propulsion system for

an electrified vehicle is a complicated
task. As government regulations,
consumer demand, and other factors
drive the need for alternative propulsion
solutions, the market has expanded to
encompass a variety of vehicle types
and propulsion designs made to perform
across a range of applications in diverse
environments. From fully integrated
e-axles and direct drive systems to
electrified transmissions, determining
which configuration will deliver the
right efficiency and power for a given
application can be challenging, as it
depends on a wide range of factors.
Understanding a vehicle’s duty cycle FREE READER INQUIRY SERVICE
is crucial to guiding engineering and To learn more about Dana, visit:
design decisions such as battery pack www.ukimediaevents.com/info/etm
size and motor topology. Automotive INQUIRY NO. 512
engineers must uncover answers to
questions such as: Will an electric knowing all of them, it’s impossible the performance needs of the vehicle
motor deliver the power required of to accurately design a suitable as closely as possible. Otherwise,
a work truck? Or can a delivery van, propulsion system. Additional factors engineers risk creating systems
which will see use in heavy stop-and- such as region, vehicle end market, that don’t work for the application.
go traffic, use a 100% battery-powered cost, public interest and the charging Dana, a leading propulsion systems
electric motor? infrastructure will also influence the provider, has been partnering with
Characteristics such as vehicle level of electrification – and ultimately original equipment manufacturers
weight, size and aerodynamics directly the vehicle’s configuration. for decades, helping to guide electric
impact the power, speed and torque In every case, it’s important to select vehicle architecture for seamless
the electric motor will need. Without a propulsion system that will match integration and maximum efficiency.

FINAL WORD
Direct line
In 1989 Audi presented
the 100 TDI – the first
five-cylinder turbo diesel
with direct injection
for a production car,
producing 121ps
and 265Nm torque
Thirty years on from Audi’s very first turbocharged direct-injection diesel engine,
the German OEM remains committed to the much-maligned fuel type
WORDS: SAM PETTERS
There was a time when diesel direct- also tested. In the end, Audi chose the more Audi TDI-powered vehicles have claimed top
injection was at the forefront of engine traditional IC five-cylinder with a distributor- spot at the legendary race eight times.
technology. Hailed for previously unseen fuel type injection pump that sprayed the fuel into Despite the suffering reputation of diesel
economy, diesel had a bright future both in the combustion chambers. in more recent years, the brand has always
passenger cars and on the track. Fast forward Headed by the then member of the board maintained its commitment to TDI. Unveiled
to 2019, and there are significantly fewer of management for technical development, in 2014, the Audi RS 5 TDI concept marked
OEMs looking to be at the vanguard of Dr Ferdinand Piëch, the team had produced the first time that a diesel engine had powered
technical development for the fuel type. one of Audi’s most important innovations. a high-performance RS model. Developed to
Audi is one of those few remaining auto But it was Richard van Basshuysen who showcase the possibilities of TDI technology
makers. Yet, remarkably, it is now 30 years first identified the technology’s potential in in the future, the combination of a V6 TDI
since the famous TDI badge made its debut 1973, when the then head of development twin-turbo with an additional e-turbocharger
for the Ingolstadt brand. It was in autumn for premium class vehicles and engine and meant the concept was able to develop
1989, at the Frankfurt International Motor transmission development at Audi encouraged 390ps and up to 750Nm of torque.
Show, that Audi presented the 100, which was R&D of electronically controlled diesel Today, that commitment to TDI remains
fitted with a direct-injection-equipped 2.5-liter engines featuring TDI. unwavering. As recently announced, the
five-cylinder engine. And at the time of the Audi 100’s release, latest Audi performance models – the S5,
Following over 13 years of development the 2.5-liter five-cylinder set new standards S6 and S7 – will all have a 3-liter V6 diesel
work, the Audi technicians had succeeded in for efficiency at 5.7 l/100km, while generating TDI engine at their heart. Paired to 48V mild
applying diesel direct injection – previously 121ps and 265Nm peak torque to push the hybrid electrical system with an electric
only seen among trucks – to a passenger sedan to a top speed of 200km/h (125mph). compressor, the six-cylinder powertrain
diesel engine. Used in combination with an The success of the 100 meant that it wasn’t – now the most powerful diesel drive system
exhaust turbocharger, the German OEM had long before TDI engines spread throughout in use at Audi – shares certain similarities
achieved an extremely low-loss combustion the Audi line-up. But it isn’t just on the road with the RS TDI concept that was built just
process, meaning significant improvements where the technology made an impact. The five years earlier.
in fuel consumption. TDI diesel engine also gave the Ingolstadt- Dieselgate has, perhaps unfairly, left the
While the outcome was groundbreaking based auto maker success on track. diesel engine in freefall, and as sales decline
levels of efficiency, the path to get there In 2006, the Audi R10 V12 twin-turbo TDI and more and more auto makers turn their
wasn’t easy. During the development process became the first-ever diesel-powered car to attention to alternative fuel types, the future
a number of possibilities for the format of the compete at the Le Mans 24 Hours, and won of diesel is in the balance and it will be left
engine were looked at, including two-stroke the endurance race three times before it was to the likes of Audi and its 30 years of TDI
and rotary. A variety of injection types were replaced by the R15 TDI in 2009. In total, experience to tip the scales.

BACK TO BACK!
2017
and
2018
SUPPLIER
of the
YEAR
HanonSystems.com
info@HanonSystems.com
We are writing
a new chapter.
Joining forces to develop new technologies
for cleaner power around the globe.
is now the Global Powertrain division of
tenneco.com

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JUNE 2019

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