Te c h n o lo g y - H ig h lig h ts a n d R &D Ac tiv itie s a t F E V Is s u e 4 6 , Ma r c h 2 0 1 1

Functional Safety

Summary
Functional Safety Euro 6 for Passenger Car Diesel Acoustics of Electric Vehicles Challenges New for Commercial Vehicle Engines TOPexpert TraCE Expansion of the FEV Durability Test Center Shows Transmission FEV Expertise at the CTI Symposium 1 4 5 6 7 8 8

In the automotive industry, electrical and electronic components are proving to be a key to the balancing act created between, on one hand, cost, emissions and fuel consumption reduction and, on the other hand, an improvement of driving pleasure, performance and safety. The vast majority of modern innovation is related to vehicle electronics and the number and complexity of distributed functions over many control units continues to increase. Functional safety, defined as the absence of unacceptable risks due to hazards caused by the malfunction behavior of electric or electronic systems, is quickly becoming a key factor in the development of modern vehicles. It is important to notice that functional safety is a vehicle property, rather than an application domain. Functional safety is applicable to every function implemented via any electric or electronic component, independent from

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www.fev.com

FEV SPECTRUM

Preface
Dear Readers, as the worldwide economy continues to improve, engine and vehicle manufacturers are challenged with continuing the advancement of conventional powertrains, while investing in new technologies, especially hybrid and battery electric vehicles. In response to customer requests, FEV is likewise investing in advanced electric propulsion technology, while remembering that there is still quite some potential to improve todays powertrains. On April 12-14, the 2011 SAE World Congress will take place in Detroit, where engine and vehicle manufacturers, suppliers, engineering development companies and academic researchers offer many glimpses of new technology. FEV is proud to be a major sponsor of the event with significant participation in the presentation of technical papers, moderating technical sessions and sponsoring the FEV Powertrain Innovation Forum. We will also introduce several new technologies in the FEV Exhibition Booth including: an extremely downsized, parallel hybrid electric powertrain featuring a newlydeveloped planetary gear-set automatic transmission; FEVs Advanced Turbulence-Assisted Combustion (ATAC) CNG light-duty engine with diesel-like efficiency; and FEVs High Efficiency Combustion System (HECS) light-duty diesel engine which demonstrates extremely low CO2 emissions and achieve 200 bar peak pressure coupled with a variable lift / variable swirl valvetrain. With customer approval, we will also exhibit examples of new production engines in which FEV played a significant development role. There is no doubt that the next decade will proceed at a historic pace in technology advancement related to engines and vehicles. We invite you to come by and visit us at the 2011 SAE World Congress to see for yourself what the future will hold in conventional powertrains and electric propulsion systems.
2.4 Management during complete safety lifecycle

the application domain. Functional safety goes far beyond just the scope of automotive safety-related functions, such as ABS, ESP and Inflatable Restraints. It also covers functionalities such as lighting, throttle control and active damping. ISO 26262 This important increase in functional safety-related issues has raised the need for the automotive industry to develop its own functional safety standard. This standard, which is known as ISO 26262 is based on IEC 61508. It is a stand-alone functional safety norm and the basis for many sector-specific norms. ISO 26262 addresses the specific needs of the automotive domain. Conversely, IEC 61508 originated in the process and automation industry and is not well-suited for the automotive industry. FEV has been growing its experience with ISO 26262 since early 2007, when the standard was in its working draft status, including all of its further modifications. The following hazards caused by the malfunctioning behavior of electric or electronic systems are taken into account as a part of the functional safety checks: Specification Implementation or realization errors Failure during operation period Reasonably foreseeable operational errors Reasonable foreseeable misuse

uality Management

FEV

Development Guidelines MISRA C ISO/IEC TR 15504 CMMI

1. Glossary 2. Management of functional safety
2.4 Management during complete safety lifecycle 2.5 Safety management during development 2.6 Safety management activities after SOP

3. Concept phase
3.4 Item definition 3.5 Initiation of safety lifecycle (modification and derivates) risk assessment

4. Product development system

4.4 Initiation of product development system

1. Glossary

4.10 Product release 4.9 Functional safety assessment

7. Production and operation

7.4 Production 7.5 Operation, service and decommissioning

2. Management of functional safety

2.5 Safety management during development

3.7 Functional phase 3. Conceptsafety concept

5. P 5. Product development H/w w

4. Product 5.4 H requirements analysis HW

development system development 6.4 Initiating SW

6.5 SW safety requirements 4.10 Product release s specification

6. Product development S/W /

5.5 W 5.5 HW 3.4 Item definition 2.6 Safety management activities after SOP4.4 Initiationarchitecture design of product

7. Production and operation

7.4 Production 7.5 Operation, service and decommissioning

3. Concept phase

4. Product development system

4.10 Product release 4.9 Functional safety assessment 4.8 Safety validation 4.7 Integration

3.5 Initiation of safety lifecycle (modification and derivates) 3.6 Hazard analysis and and operation risk assessment 3.77.4 Production concept Functional safety

7. Production

4.5 Specification avoidance 5.7 Measur for of technical Measures u safety concept and cont of systematic nd control n

5.6 Quan 6 Quantitative requirements a development system for random HW failures ran a HW failur W failures u

4.8 Safety validation

6 6.6 SW architecture and desig design

4.9 Functional safety assessment

3.4 Item definition 3.5 Initiation of safety lifecycle (modification and derivates) 3.6 Hazard analysis and risk assessment 3.7 Functional safety concept

4.4 Initiation of product development system 4.5 Specification of technical safety concept 4.6 System design

5. P 5. Product development H/w w

cation of a 5.4 5.9 Qualification o tsanalysis HW requirementsparts H and components arts mponen p n

5.8 Safety HW integration ety W t on n and verificat verification e a

6.8 SW unit test W 6. Product development S/W / 6.9 SW integra on and test integration

6.4 Initiating SW development specification

7.5 Operation, service and decommissioning

5.5 HW architecture design 5.5 5.10 Overall requirements W equirements t

Sincerely,

5. P 5. Product development H/w w

5.4 H requirements analysis HW 5.5 W 5.5 HW architecture design 5.6 Quan 6 Quantitative requirements a for random HW failures ran a 5.7 Measur for avoidance Measures u and cont of systematic nd control n HW failur W failures u 5.8 Safety HW integration ety W t on n e a and verificat verification 5.9 Qualification o parts cation of arts a mponents p n and components 5.10 Overall requirements equirements t W interface r c for HW-SW interfac

6. Product development S/W /

6.4 Initiating SW development 6.5 SW safety requirements s specification 6 6.6 SW architecture and desig design 6.7 SW implementation on 6.8 SW unit test W 6.9 SW integra on and test integration 6.10 SW safety acceptance test afety acc

8.4 Interfaces within distributed developments HW failur W failures u 8.5 Overall management of safety requirements 5.8 Safety HW integration ety W t on n 8.6 Configuration management and verificat verification e a 8.7 Change management 8.8 Safety analysis 5.9 Qualification o parts cation of arts a 8.9 Analysis of CCF, CMF, cascading failures mponents p n and components

8. 6 6.6 design 5.7 Measures for avoidanceSupporting processesSW architecture and desig Measur u and cont of systematic nd control n 8.10 Verification activities

Core processes

5.6 Quantitative requirements 6 Quan a for random HW failures ran a

W interface r c for HW-SW interfac

6.5 SW afety acc safety requirements s 6.10 SW safety acceptance test

8.11 Documentation 6.7 SW implementation on 8.12 Overall quality management 8.13 Qualification of software tools 6.8 SW unit test W 8.14 Qualification of software libraries 8.15 Proven in use argumentation

6.9 SW integra on and test integration

5.10 Overall requirements equirements t W interface r c for HW-SW interfac

9. Annexes

6.10 SW safety acceptance test afety acc

8. Supporting processes
8.10 Verification activities 8.11 Documentation 8.12 Overall quality management 8.13 Qualification of software tools 8.14 Qualification of software libraries 8.15 Proven in use argumentation

8.4 Interfaces within distributed developments 8.5 Overall management of safety requirements 8.6 Configuration management 8.7 Change management 8.8 Safety analysis 8.9 Analysis of CCF, CMF, cascading failures

9. Annexes

8. Supporting processes
8.4 Interfaces within distributed developments 8.5 Overall management of safety requirements 8.6 Configuration management 8.7 Change management 8.8 Safety analysis 8.9 Analysis of CCF, CMF, cascading failures 8.10 Verification activities 8.11 Documentation 8.12 Overall quality management 8.13 Qualification of software tools 8.14 Qualification of software libraries 8.15 Proven in use argumentation

9. Annexes

Fig. 1: FEV Safety Lifecycle

Gary Rogers Executive Vice President, FEV Motorentechnik GmbH President & CEO, FEV, Inc. 2

FEV has developed a safety lifecycle covering the whole project development lifecycle, supported by FEVs internal quality management rules, the CMMI development guidelines and the ISO 26262 safety lifecycle, as illustrated in Figure 1.

Core processes

4.6 System design

6.7 Integration on 4.7 SW implementation

Core processes

1. Glossary

2.4 Management during and 3.6 Hazard analysis complete safety lifecycle

4.5 Specification of technical 2. Management safety concept

4.8 Safety validation 2.5 Safety management duringIntegration 4.6 System design 4.7 development

of functional safety

2.6 Safety management activities after SOP

FEV SPECTRUM

Risk-Based Approach For liability reasons, the ISO 26262 followed the same risk-based approach as the IEC 61508. During the concept phase, the risk of the individual functions is assessed as a combination of the probability of occurrence and severity of risk. The risks for each hazard are assessed by determining three factors (Exposure, Controllability and Severity) and then combining them according to the table provided in Figure 2.

to avoid specification, implementation or realization errors. This is tremendously important in the automotive industry because of the complex division of work between the OEM and its suppliers. At FEV, the necessary supporting processes, as defined by ISO 26262, are based on our experience with the CMMI development model and our CMMI Level 2 certification. FEVs Portfolio for Functional Safety Thanks to its early adoption of the ISO 26262 standard, FEV has developed management tools to provide the smooth implementation of the necessary safety life cycle activities in the overall project life cycle. The (safety) manager is then aware of the necessary processes required to implement in the project and the documents that are needed for each project in order to compile the necessary safety case that will show evidence that the safety of the function has been ensured. FEV has acquired the necessary experience in assessing the risks of different safety-related functionalities. FEV has also defined safety concepts and written safety-related technical specifications for different application domains, such as gearbox automation, electric vehicle battery management systems, and hybrid electric vehicle torque management. The FEV Quality Management business units also have experience in the development of Failure Modes and Effect Analyzes (FMEA), which are extensively used in the automotive (safety) industry both to help define technical specifications and as a design validation measures. FEV can also act as an independent third party, conducting functional safety assessments or audits. FEV has developed a question catalogue to conduct functional safety assessments according to ISO 26262 for both the OEM and the suppliers. Both the functional safety management issues (project independent and project dependant) and the technical issues can be assessed and the results are then summarized in reports. ogrzewalla@fev.com

F = Exposure x Controllability
Source: ISO-26262

1 QM
ASIL B

10-1 10-2 QM
ASIL A

10-3 QM QM

10-4 QM QM

10-5 QM QM

S0-No Injuries S1-Slight and Moderate Injuries

QM QM

Severity

S2-Serious, Including Lifethreatening, ASIL C ASIL B ASIL A Injuries, Survival Probable S3-Life-Threatening Injuries (Survival Uncertain) or Fatal Injuries

QM

QM

QM

ASIL D

ASIL C ASIL B

ASIL A

QM

QM

Fig. 2: Automotive Safety Integrity Level

This ASIL describes one of four possible classifications and specifies the quality of the necessary security requirements to fall below safety standards to an acceptable residual risk, where D is the highest and A the lowest possible classification of security-related functions. All normal sections of the ISO 26262 analysis have an ASIL dependency. The aim of implementing the ASIL is to introduce measures for sufficient avoidance of systematic failures and implement sufficient measures to mitigate risks from random hardware failures to acceptable levels. As a subjective methodology, this risk assessment step requires some expertise so the end result is not an over-dimensioned safety specification and to keep a level of standardization in functionalities common to many different vehicles (often provided by the same supplier). FEVs experience in moderating these risk analysis sessions makes it one of the best partners for this crucial step in the development of safety related functionalities. Supporting Processes The introduction of measures to sufficiently avoid systematic failures raises the need to define supporting processes. The aim of these supporting processes is

FEV SPECTRUM

Fuel Consumption Potential for Passenger Car Diesel Engines beyond EURO 6
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Fig. 1: Overview aboutCycleFuelChassis Dyno) the (on Saving Potential of a Semi-Official Test Comprehensive Diesel Engine Concept with Real World On-Road Cycle Integrated Hybrid Functionalities

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FEV Scatterband (for 1360 - 1590 kg) IWC FEV HECS Gen. 1 Results (IWC 1700kg) NEDC Target (2020) in 1470 kg IWC
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(Weight, Resistances,.)

LP-EGR V3 IC 4 T2 DPF V2 LP-TC IC 1 HP-TC IC 2

T1 V1 IC 3 HP-EGR

The key element in a successful strategy to simultaneously meet challenging CO2 targets and increasingly strict emission limits is an intense focus within the relevant operational area towards manageable and beneficial operating points. Regarding the combustion process, the essential aspects for realizing this parallel strategy are load point shifting (e.g. by downsizing and downspeeding) and the implementation of electric propulsion assistance. Optimized fuel consumption and emission performance of the base engine, requires combined optimization steps in engine mechanics and thermodynamics, together with targeted integrated thermal management to reduce the losses during the warm-up phase. Additionally, an optimized layout and arrangement of the exhaust aftertreatment components is mandatory to improve the actual real-life fuel consumption. This avoids costly heating measures to improve the conversion efficiency. Regarding the additional hybridization, a prior fine-tuning of the operational strategies, which considers the engine emission characteristics is inevitable. This includes the utilization of modern development tools and is based on detailed knowledge and experience with existing engine concepts and aftertreatment systems (Fig. 2).

Vehicles Measures

Today, the modern passenger car Diesel engine provides a vehicle propulsion system that affords the highest efficiency and lowest CO2 emissions for passenger vehicles and offers an advantageous basis to achieve future stringent legislation requirements.

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Diesel-Hybrid Demo

FEV 7H-AMT Integrated Transmission

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CO C O 22 RRee d u ct t io n : uu p t t o 22 5 % d u c io n : p o 5 %

TToo t al l C O 22 RRee d u ct t io n : > 44 0 % ta C O d u c io n : > 0 %

Fig. 2: Combined Strategy for Realization of Challenging CO2-Targets

The potential of such integrated hybrid diesel engine concepts has been investigated by FEV for current and potential future drive cycles. FEVs HECS (Highly Efficient Combustion System) diesel engine concept already accomplishes very competitive emission levels for a vehicle in the 1700 kg IWC (Inertia Weight Class), with 95 g/km CO2. This undercuts representative CO2 emissions for vehicles in the 1360 to 1590 kg IWC and provides the potential to meet 2020 CO2 emission limits with the appropriate technology upgrades (Fig. 1). koerfer@fev.com

FEV SPECTRUM

Acoustics of Electric Vehicles

6.

Liiondrive LiiON DRIVE Volllast, 2. Gang Full Load, 2nd Gear

Full load

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V Scatterband (for 1360 - 1590 kg) IWC

V HECS Gen. 1 Results (IWC 1700kg)

DC Target (2020) in 1470 kg IWC

3.

numerous Radordnungen wheel orders

Fig. 1: Interior Noise of LiiON DRIVE at Full Load Acceleration

Electrification of the powertrain will change the noise pattern of future vehicles. While electric drives produce less noise than combustion engines, the noise generated by electric vehicles is far from ideal. The electric components often cause high-frequency noise levels, which are perceived as uncomfortable or annoying. In addition, the masking effects of the combustion engine are missing, so that auxiliary units, rolling and wind noise appear more pronounced. The interior noise levels of the electric Fiat 500 LiiON DRIVE prototype, developed by FEV, were examined. The noise levels were then traced back to the individual responsible components (Fig. 1). The comparison with its combustion engine powered base model shows that this vehicle produces 12 dB(A) less at full load, but doesnt leave an equally dynamic impression. A subjective evaluation of a variety of electric vehicle noises, which were virtually modified in the acoustics laboratory, demonstrated that the reduction of the high-frequency noise levels of the electric motor and transmission, in particular, produces a more agreeable noise impression. One option for the sports car market segment is the improvement of the dynamic impression through the addition of load-dependent low-frequency electric motor orders, e. g. through active systems. The limited driving range of electric vehicles can be expanded significantly through the installation of a range extender, which is a combination of a combustion engine and a generator. The noise contribution of this module should stay below the level of the purely speed-dependent electric vehicle noise. This can be achieved through the selection of an appropriate engine concept, such as a Wankel engine combined with suitable mounts and encapsulation. The operational strategy of the range extender yields further degrees of freedom for the NVH optimization.

A noticeable operation of the range extender below 30 km/h should be avoided. The adaptation of the range extender speed to the vehicle speed above 30 km/h can make maximum use of the masking effects caused by rolling and wind noise and also contributes to a more dynamic noise impression (Fig. 2).
80 75

Scatterband Interior Noise vs. Speed

Sound Pressure Level in dB[A]

70 65 60 55 50 45 40 0 20 40 60 80 100 120 140

Scatterband Electric Vehicle

Target Range Extender

Speed in km/h Fig. 2: Target Band for Range Extender Interior Noise Level

During previous projects FEV was able to gather a wealth of experience with the acoustic development of electric vehicles, which we can now apply to our clients projects in the field of electric mobility. eisele@fev.com

FEV SPECTRUM

New Challenges for Commercial Vehicle Engines

Future commercial vehicle engine concepts will demand contradicting development goals. Together with minimal fuel consumption and low emissions, long-term reliability and excellent driveability in combination with high comfort must be obtained at competitive prices. The lowest emission standards in combination with the highest desired reliability value for the different markets can therefore only be reached through robust engine design. This process requires the achievement of high specific power in the earliest possible (concept) phase as well as proper selection of the exhaust gas aftertreatment system. FEV, with its global presence and awareness of individual market demands, provides first class expertise in the development of commercial engines from the initial design and CAE, to engine bench testing and vehicle integration and calibration. Emissions and Exhaust Aftertreatment Current exhaust emission standards under the European Union and the US EPA already pose significant challenges for powertrain developers. However, upcoming emission standards, with a further reduction in tailpipe emission levels, will increase the efficiency requirements and add to the burden of exhaust aftertreatment systems. Modern aftertreatment systems must incorporate closed loop controls and detailed diagnostics to maintain high levels of emission control over the lifetime of the vehicle. The introduction of efficient emission control systems describes a new chapter in the evolution of heavy-duty diesel engines. In addition to the demand for achieving the highest possible efficiency, the durability and reliability of the typical heavy-duty diesel engine must be maintained despite the addition of advanced exhaust aftertreatment technology.
6

Truck development is mainly driven by fuel consumption, emissions, reliability and costs. The initial steps to reduce emissions were realized through internal engine measures, such as with four-valve technology, turbocharging and intercooling, increased injection pressure and adapted bowl geometry, tailored charge motion and a precise, electronically controlled EGR system. Covering the lifetime of the engines reliability, in terms of functionality, for all these parts and complex systems often contradicts the aspect of cost optimization. With regard to these requirements, FEV is able to utilize special measurement techniques to minimize risk during engine development and customer usage. Motivated by the demands for sound damping, that will also be relevant for future trucks, FEV has solid technical knowledge and experience regarding sound and vibration in commercial vehicles, including CAE techniques, test benches and in-truck vehicle measurements. Special Measurement Technique and NVH Special measurement techniques can be utilized for nearly all engine components. If troubleshooting is required, a workshop at the clients facilities are conducted, using experienced FEV engineers to conduct a root cause analysis and take action. Afterwards, special measurements are taken on components under fired engine conditions. The results are then evaluated and critical issues that require design changes or additional steps are presented. In addition to legislative needs for exterior noise, interior NVH/comfort is gaining importance. The entire vehicle has to be taken into account to achieve a well-balanced sound and vibration behavior. kuesters@fev.com

FEV SPECTRUM

TOPexpert TraCE: Transmission Calibration Expert

A Sample Analysis of the Up- and Down Shiftmaps in the Shiftline Calibration Module of TraCE

FEVs calibration tool suite TOPexpert is well known and established by calibration engineers worldwide as a means of efficient calibration support. A major revision of the suite successfully used for over seven years has been performed based on positive feedback from numerous calibration engineers (see Spectrum 45). This has led to an open approach for supporting easy and flexible integration and adaptation of calculation routines, simulation models, workflows, scripts and Matlab-code. Introducing this open and flexible approach, while keeping the established calibration knowledge within the tool suite, allows new calibration tools to be provided much faster. In addition to the already existing tools for diesel, gasoline and hybrid calibration, a new tool for transmission calibration called TraCE (Transmission Calibration Expert) has been established. A preliminary version of a shift line calibration tool has become much more flexible, user friendly and has been augmented by online capabilities. Furthermore, a new shift quality assessment module has been introduced that provides objective metrics. The new flexible architecture of TOPexpert has also proven to be beneficial, since this tool could be set up and used in an initial customer project in less than six months.

TraCE consists of two different modules. The first module is a model-based tool for the calibration of shift lines that analyzes important values like acceleration performance, free wheel torque or shift point hysteresis, according to the actual dataset. Therefore, TraCE uses models for the vehicle and powertrain that can be adapted to the vehicle application and can be rapidly calibrated. In different views, all of the information generated from the analyzed driving situation is displayed online for the calibration engineer to facilitate fast and efficient calibration work. In the second module, FEVs shift quality calibration process is supported by generating objective values that represent the quality of a shift event based on measured online or offline data. These values can be adapted to the customers needs and are very flexible in terms of being automatically sorted on a shift quality rating sheet and compared to target values. Unacceptable and acceptable shifts are marked for the engineer immediately, using different colors and further analyses about the different phases of the shift are displayed. In comparison with the normal methods for shift quality calibration, the calibration engineer now has clear targets for work, which significantly accelerates the whole project. schlosser@fev.com kirschstein@fev.com

FEV SPECTRUM

FEV Exhibition Booth at the CTI Symposium, Berlin 2010

trampert@fev.com

Visit our Exhibition Booth at 32nd International Vienna

FEV will expand the durability testing center based on this comprehensive experience by adding another four engine test benches. The commissioning of these new test benches is planned for the fourth quarter 2011.

Additional exhibits addressed FEVs competence in the field of transmission development. A BMW Mini was displayed, which featured an automatic transmission that highlights FEVs experience in regular production calibration projects. In this project, more than 20 different vehicle variants were successfully calibrated.
FEV Durability Test Center, Brehna

Contacts
Visit our Exhibition Booth at
FEV Motorentechnik GmbH Neuenhofstrae 181 52078 Aachen Germany Telephone +49 241 5689-0 Fax +49 241 5689-119 E-Mail marketing@fev.com FEV, Inc. 4554 Glenmeade Lane Auburn Hills, MI 48326-1766 USA Telephone +1 248 373-6000 Fax +1 248 373-8084 E-Mail marketing@fev-et.com FEV China Co., Ltd. No. 35 Xinda Street Qixianling High Tech Zone 116023 Dalian China Telephone +86 411 8482-1688 Fax +86 411 8482-1600 E-Mail fev-china@fev.com FEV India Pvt, Ldt. Technical Center India A-21, Talegaon MIDC Tal Maval District Pune-410 507 India Telephone +91 2114 666 - 000 E-Mail fev-india@fev.com

SAE 2011 World Congress

hamm@fev.com

and

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Detroit, April 12nd-14th, 2011

Vienna, May 5th/6th, 2011

FEV presented two of its own developments for hybrid vehicle transmission concepts. The automated manual transmission, 7H-AMT is based on efficient, cost-effective technology and allows gear shifting without interrupting torque. The HICEPS hybrid powertrain provides this feature as well and utilizes a new type of interconnected planetary gear sets and an integrated electric motor.

Motorensymposium

Globally different legal considerations, country-specific fuels, new fuel saving technologies, cost reduction programs and the resulting powertrain variants require new tests and more refined test methods. Specifically, new tests and refined test methods will be needed for the examination of different start/stop systems.

Experts discussed the latest developments concerning transmissions and drive systems at the 9th International CTI Symposium Innovative Automotive Transmissions, which took place in Berlin from 29th November to 2nd December 2010. Presentations and reports of recent innovations in the field of conventional and electrified drives were the main topics of discussion. For the first time, FEVs participation in the event included an exhibition stand, which generated extraordinary interest from attendees at the event.

are registered Trade Marks of FEV Motorentechnik GmbH in the States of the European Community and the United States of America.

The fully continuous operating mode allows for efficient planning of the testing programs, yields quick development results and offers short project durations. During this period, the testing technology, the organizational prerequisites and the processes (for example, a sophisticated monitoring to protection of the test objects) were continuously developed and adapted to new and sometimes contradictory requirements.

1/2011 FEV -- all rights reserved

FEV has been operating 31 engine and powertrain durability test benches for more than two years at the Brehna test center near Leipzig. During this time, several hundred test programs of different types have been run, and several powertrain types have been released for production.

Editor: A. Wittstamm Layout: FEV

Expansion of the FEV Durability Test Center

FEV Shows Transmission Expertise at the CTI Symposium