March 2017

DOWNSIZING
DISASTER
With OEMs introducing new engines
that buck the downsizing trend, has it
peaked already? Or are there still some
tricks for manufacturers to learn from it?

POWER STRUGGLE PUTTIN ON THE FRITZ CAST ASIDE

How OEMs are bridging the gap between BMWs vice president of diesel engine On the surface, casting technology
OE-spec parts and the aftermarket tuning development explains why diesel, as hasnt evolved at the same rate as
industry with in-house performance parts a fuel source, has plenty of life in it yet other engine technologies. Or has it?

www.enginetechnologyinternational.com
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 CONTENTS

March 2017

DO W N SI ZI N
DI SA ST ER G
With OEMs introdu
that buck the cing new engine
downsizing s
peaked already trend, has it

MARCH 2017
?
tricks for manufaOr are there still some
cturers to learn
from it?

WHATS NEW? 42 POWER STRUG

How OEMs are
house tuning
performance
GLE
increasingly
using
brands to develop in-
parts for their high-
range models
PUTTIN ON
THE FRITZ
BMWs vice presiden
development
a fuel source,
t of diesel engine
explains why
has plenty of
diesel, as
life in it yet
CAST ASIDE
On the surface,
hasnt evolved
other engine

www.enginetechn
casting technolo
at the same
technologies.
gy
rate as
Or has it?
ologyinte rnational
.com

04. Family affair

The latest addition to
the Mercedes-Benz
modular OM series

08. Two out of three

Fords clever, multiple
award winning 1.0-liter
Ecoboost engine gains
even more technology

10. Sparking debate

Renault, in conjunction
with Continental, has
developed an all-new
48V diesel mild-hybrid

12. Mile muncher

How BMW has built on
the i3s range capability
COVER STORY
16. Personality 42. Down and out?
profile Is the industry trend for
Orth Hendrick, Kia using small-capacity
North Americas vice turbocharged engines
president of product coming to an end? If FEATURES
planning so, has the downsizing
24. Another layer
phenomenon been
successful, or has it just
helped engineers rip
30 How additive layer
manufacturing and 3D
printing are changing
through development
the prototype phases
budgets much faster?
of engine development
REGULARS
14. Engines on test 30. Factory speed
18. Johnson Graham Heeps looks
20. Taylor 36 into the growing trend
84. Last word of in-house tuning
brands to develop
unique performance
parts for an OEM

36. All star cast

Does the casting
industry lag behind
the rest of engine
development, or is it
just as technologically
advanced?

50. OEM Interview

24 What does the future

hold for BMWs range
of diesel IC engines,
amid increasing
external pressures?
50

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

 CONTENTS

The word wizards

Editor in chief: Dean Slavnich
Editor: John OBrien
Production editor: Alex Bradley
Chief sub editor: Andrew Pickering
Deputy production editor:
Nick Shepherd
Senior sub editor:
Christine Velarde
Sub editor: Alasdair Morton
Contributors from all corners
Farah Alkhalisi, John Challen,
Brian Cowan, Matt Davis, Adam
Gavine, Dan Gilkes, Max Glaskin,
69 Maurice Glover, Burkhard
Goeschel, James Gordon,
Graham Heeps, John Kendall,
Andrew Lee, Mike Magda, Jim
McCraw, Bruce Newton, Greg

60 Offer, John Simister, Michael

Taylor, Karl Vadaszffy
The ones who make it look nice
Art director: Craig Marshall
Art editor: Ben White
Design team: Louise Adams,

68 Andy Bass, Anna Davie,

PRODUCTS AND SERVICES
58. Federal Mogul
60. BorgWarner
62. Gomecsys
64. Siemens Industry
66. ContiTech
68. Thomas Magnete
69. Industrie Saleri
70. FEV
Andrew Locke, James Sutcliffe,
Nicola Turner, Julie Welby
Production people
Head of production & logistics:
Ian Donovan
Deputy production manager:
Cassie Inns
Production team: Carole Doran,
71. AVL
62 Bethany Gill, Frank Millard,
George Spreckley
Circulation manager:
72. Critt M2A Suzie Matthews
Commercial colleagues
73. Lubrizol Sales managers: Abu Tayub
74. Frenzelit Werke International sales:
Damien de Roche
76. Philips Screw
Those in charge
78. Ricardo CEO: Tony Robinson
Managing director:
82. CD Adapco Graham Johnson
83. SFC Koenig Editorial director: Anthony James
How to contact us
Engine Technology International
Abinger House, Church Street,
Dorking, Surrey, RH4 1DF, UK
+44 1306 743744
enginetech@ukipme.com
www.ukipme.com

EDITORS NOTE Subscriptions

Its odd how ideas and trends go full circle. It happens in
every walk of life, and the automotive industry is no different.
Ideas are touted, OEMs and consumers alike enthuse over
them, early adopters take them up before they then slowly
become commonplace and thus the status quo is set for
the foreseeable future. Rinse and repeat over and over.
Downsizing is one of the recent trends that Ive never really
understood, and with the introduction of several upsized
capacity engines over the past year or so, this issues cover
story is one that has been in the planning for some time. The
thought behind it, Im proud to say, was corroborated by VW
80/US$104 for four
quarterly issues
was, which was quite often. As by the time four friends,
Published by
and accompanying bags, were loaded into the car to drive UKIP Media & Events Ltd
to college it would easily have weighed over 1,000kg, taking
around 20ps from the power-to-weight ratio.
The justification for looking at larger capacity engines
aged 17, therefore, was absolutely nothing to do with common Member of the
room bragging rights at all, and more due to my concern Audit Bureau of
Circulations
about having to use excessive fuel to maintain momentum
Average circulation per issue for
in a sorely underpowered (when laden) car ahem. the period January 1, 2016, to
I stand by that semi-believable logic, as the vast majority December 31, 2016: 10,329.
of downsized engine cars we have had in on test have The views expressed in the articles and

chairman Dr Herbert Diess at the unveiling of the Groups all-
new 1.5-liter Evo engine, when he declared the downsizing
trend over from VWs perspective at least.
IC engine downsizing being declared sort of irrelevant is
something Ive wanted to look into and have been pondering
for a while. This harks back to when I had just passed my
driving test and was using my best man-math to justify why
proved, in the real world, that lab-based mpg testing is one
of the biggest, and most shameful, misrepresentations in
our industry. Not one has come even remotely close, and as
Im a firm subscriber to the notion that people lie, statistics
dont, it pleases me that the legitimacy of how those statistics
are gathered is increasingly being scrutinized. As increasing
numbers of people discover that most downsized engines
technical papers are those of the authors
and are not endorsed by the publisher.
While every care has been taken during
production, the publisher does not accept
any liability for errors that may have
occurred. This publication is protected by
copyright 2017. ISSN 1460-9509 (print)
ISSN 2397-6330 (online)
Engine Technology International .
Printed by William Gibbons & Sons Ltd,
Willenhall, West Midlands, WV13 3XT, UK.

I needed a 1.6-liter engined car instead of a 1.0-liter. I learned
to drive in a 1.1-liter Saxo L, kindly loaned by my sister, and
to keep pace with traffic and make real-world progress I had
to mash the accelerator into the carpet and hope that nothing
pulled out in front and forced me to brake, as getting it back
up to speed took quite some time.
Its not like the Saxo was a particularly heavy car, either.
It weighed just over 800kg, so even with the asthmatic 59ps,
acceleration shouldnt have been an issue. Except for when it
offer the choice of performance or economy, not both, it would
appear that time is slowly being called on downsizing.
Much as I said about diesel in the September 2016 issue, I
wont lament its passing particularly when the replacement
upsized units are more powerful, more efficient and more
economical. It does make you ask the question: What was the
point in it all?
John OBrien
Engine Technology International USPS
016-699 is published quarterly by UKIP
Media & Events Ltd, Abinger House, Church
Street, Dorking, Surrey, RH4 1DF, UK.
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02 // March 2017 // Engine Technology International.com

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 TECH INSIDER MERCEDES-BENZ OM656

OM656

Following the introduction of its all-new in-line four diesel,

Mercedes-Benz is adding to the family with an all-new six-
cylinder diesel as well as an all-new six-cylinder gasoline, all
of which feature the latest and most advanced technologies

Line em up
04 // March 2017 // Engine Technology International.com
 TECH INSIDER MERCEDES-BENZ OM656
Last June we reported on the all-new OM654
diesel in-line four from Mercedes-Benz. Much
like the workhorse OM651 diesel it replaced,
the new four pot will eventually make its way
into everything from the A-Class through to the
S-Class limousine. An impressive engine in itself,
Mercedes-Benz is now expanding the OM engine
The small turbo helps family to include an in-line six engine, based on
at low RPM up to
the same design principles.
3,000rpm and
increases initial The next step up in the modular family is
accelerative performance. referred to as the OM656, which as part of the
Beyond 3,000rpm, OM range shares the small engines stepped bowl
the larger wastegate steel pistons, aluminum block and head as well
charger takes over as Nanoslide cylinder linings and integrated, on
engine aftertreatment ancillaries. Being part of the
OM family also means that the six-cylinder engine
retains the 82mm x 92.4mm bore and stroke
configuration that yields a swept displacement
of 500cc, taking overall capacity to 3,000cc.
One of the most important points of this engine
family is that the aftertreatment is close-coupled
to the block, explains Christoph Koehlen, head
of powertrain project OM656. This speeds up the
time it takes such systems to reach their optimum
operating temperature The catalysts, Oxy-cat
and SCR-Cat all need to do this.
One area that differs from the four-cylinder
diesel is the switch to Piezo, hydraulic fuel
injection operating at 2,500 bar, up from the
2050 bar of the OM654. The use of the new
injectors is paired with the introduction of
Mercedes-Benzs Camtronic, which controls
the engines outlet temperature. These small
changes, and the use of two-stage turbocharging,
all result in the OM656 developing the type of
performance statistics that any cross-continental
cruiser should.
The use of a dual-turbocharger has enabled
us to achieve over 650Nm, explains Koehlen.
Engine Technology International.com // March 2017 // 05
The six-cylinder
engine retains the
82mm x 92.4mm bore
and stroke configuration
that yields a swept
displacement of 500cc,
taking overall capacity
to 3,000cc
There is a small variable-geometry turbocharger,
and a large wastegate charger. The small one
really helps at low RPM, up to 3,000rpm, and
increases initial accelerative performance.
Beyond 3,000rpm the larger wastegate charger
takes over.
The similarities between the OM654 and 656
are quite extensive, with Koehlen stating that
there are around 40% components in common.
Our strategy is to work with in-line engines only.
Its primarily a question of production; it gives
us a lot of flexibility and the chance to use a lot
of common components, he adds.
Real-world efficiency
The new engines ensure that the OEM is well
placed ahead of the introduction of RDE test
methodology later in 2017, with Koehlen stating
that the arrangement and packaging of the engine
and its aftertreatment components are leading
the charge.
The biggest move forward with this engine
is the close-coupled aftertreatment system,
as without it you wont conform to future
emissions ratios, and can therefore no longer
sell your vehicles, he enthuses. With the V6,
packaging was an issue due to its width, so by
switching to an in-line configuration we have
freed up more space.
Due to the use of twin turbochargers, the
engine is equipped with a dual EGR system,
splitting operation over low- and high-pressure
periods. The use of a split system is Mercedes-
Benzs response to increasing the operating range
of the EGR device, to ensure it covers as broad
a range as possible.
Before it goes into the aftertreatment system,
the gas is taken out of the engine and passes
through the EGR cooler on the way to the inlet,
 TECH INSIDER MERCEDES-BENZ OM656
Above: The M256 uses a gasoline particulate filter to help
achieve Euro 6 compliancy and will be offered in a variety
of Mercedes-Benz cars, including the E-Class range (below)
06 // March 2017 // Engine Technology International.com
explains Koehlen. The low-pressure system
takes from after the particulate filter, which
passes through a separate cooler, before it returns
to the inlet system. Much like the turbocharger,
crossover is around 3,000rpm. The cooling
system for both is the same, operating at
about 20C, but our eventual goal is to develop
a system that increases the working area of the
EGR system compared with our current and
former systems.
As the Mercedes range is an eternally
expanding one and the OM656 will be offered
in a variety of tunes, how does the OM modular
portfolio fit in to the wider brand portfolio?
The first application of the six-cylinder will
be the S-Class in June, then the E-Class and its
variants, then M-Class and G-Class, confirms
Koehlen. There will be a 183kW version for
Russia for their regulations, a 210kW version
and a 230kW top version of the engine.
Of course we will continue developing this
engine over the next decade, but this family of
diesel engines is now complete. There wont be
any other capacities joining the line-up. We have
a different engine family originating from our
collaboration with Renault-Nissan, which will
go on, but the OM family will remain as it is.
Gasoline partner
In addition to the new six-cylinder diesel,
Mercedes-Benz has also introduced an all-new
VITAL
STATISTICS
Engine code: OM656
Displacement: 2,927cc
Bore: 82.0mm
Stroke: 92.4mm
Compression ratio: 15.5:1
Power: 317ps
Torque: Over 650Nm
six-cylinder gasoline that has distinctively similar
properties to the diesel units and M264 gasoline
inline four. The M256 gasoline engine also uses
the 500cc per cylinder displacement, and also
keeps its aftertreatment ancillaries tucked in close
to the block.
Where the M256 does differ from the diesel
engines, however, is that the gasoline unit is the
first engine from Mercedes-Benz to have been
designed specifically for electrification from the
outset. What this translates into is an electrical
auxiliary compressor (eZV) and an integrated
starter-alternator (ISG) complementing the power
delivery of the IC engine and providing 48V
mild-hybrid functionality. At lower rpm it helps
us bridge the turbo lag, explains Koehlen. It
operates depending on where the engine is in its
map, and where the throttle is. Usually for a start,
the initial charge comes from the ISG as that is
driven by the crank, so it can react very quickly
and has a lot of torque available from 0rpm.
Providing an additional 15kW of power to the
engine under hard acceleration, the ISG can spin
up to 70,000rpm in 0.3 seconds and allows the
load point of the engine to be moved to a more
favorable area of the engine map, ultimately
reducing consumption. Mercedes-Benz also
states that the M256 has been developed to offer
similar dynamic performance to a traditional V8
engine, and as a result produces over 408hp and
more than 500Nm.
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 TECH INSIDER FORD FOX 1.0-LITER
Little
things
Downsized, turbocharged and
now with cylinder deactivation,
Fords popular and widely used
1.0-liter Fox EcoBoost engine
can perhaps be regarded as the
template for other OEMs and
their small capacity engines
1. The 1.0-liter EcoBoost
engine has been fitted to a
wide range of Ford models
2. With added cylinder
deactivation, the Fox
engine is one of the most
advanced three cylinders
2
08 // March 2017 // Engine Technology International.com
A three-time winner of the International
Engine of the Year award, and five-time
consecutive sub 1.0-liter category winner,
Fords deeply impressive 1.0-liter EcoBoost
engine is like an old friend to us here at ETI .
Its no stranger to the general public either,
with one in five Ford vehicles sold in Europe in
2016 equipped with the unit.
For 2018, and to keep the Fox EcoBoost
engine on top of its game, Ford has undertaken
a joint development with Schaeffler, which
will see the petrol engine gain an innovative
cylinder deactivation system. The claimed
worlds first system will enable the three-
cylinder unit to drop to two at engine speeds
of up to 4,500rpm, resulting in a claimed fuel
consumption reduction of 4-6%.
During development, Ford and Schaeffler
explored the plausibility of both fixed cylinder
and rolling deactivation methods, the latter
effectively shutting down each cylinder
individually after every combustion cycle and
reopening it before the next up to 40 times per
second. The module set for series production,
however, deactivates cylinder number one
only and is controlled by the engines oil
pressure. In turn, the fluctuating pressure
operates a rocker arm, which interrupts the
connection between the camshaft and cylinder
ones valves at an operating speed of 14ms.
Once deactivated, the valves trap exhaust
gases within the cylinder, which Ford says
provides a spring effect that balances internal
forces across the engine. An additional
benefit of the trapped gas is from a thermal
management perspective, in that it allows
engine temperature to be retained in the
deactivated cylinder, aiding overall
fuel consumption and transition
when the deactivated cylinder
comes back online.
During development of the
system, engineers outlined
that it is likely to be used for
only a matter of seconds at
a time in nearly all driving
1
scenarios, so a seamless and rapid transition
was required between the two operating modes.
Fast responses
The continual switching between two
and three cylinders in the name of efficiency
has required Ford to engineer a number of
solutions to counter the increased NVH issues.
The standard Fox engine made use of an offset
crankshaft and deliberately unbalanced
flywheel and pulley, which counteracted the
engines vibrations. The 2018 version of the
engine will also gain a dual-mass flywheel and
a vibration-damping clutch disc, which negate
oscillations when on
two cylinders.
To accommodate the additional hardware
within the cylinder head, Ford turned to its
recently launched 2.0-liter EcoBlue diesel and
integrated a similarly designed single-piece
camshaft module. Ford says that using the
tightly packaged single-piece component, space
has been opened up to integrate the new oil
flow channels, and rocker arm and associated
components.
Other necessary revisions to the Fox engine
include revised engine mounts, driveshafts and
suspension bushes that have all been retuned
to accommodate the increased vibrations, while
the camshaft chain and valve rockers are now
constructed using metal injection molding.
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 TECH INSIDER RENAULT DIESEL HYBRID
Spark and
charge
Continental has developed a compact hybrid
drive unit that will be implemented in new diesel
variants of both the Renault Scnic and Grand
Scnic models the first application of the
Tier 1 suppliers 48V hybrid assist technology
in production vehicles.
Continental engineers worked in close
collaboration with Renault personnel on the
development of the hybrid drive, which is said
to be cost-efficient to produce, making it an
attractive option for mid-sized cars.
Instead of the conventional starter generator,
the highly efficient system uses a water-cooled
electric motor with a continuous output of 6kW
(10kW temporary), which drives the engine
crankshaft via a belt.
With the new system, Renault hopes to
achieve a combined fuel consumption level
of 3.5 l/100km (80.7mpg) for the Scnic.
Meanwhile, the partnership aims to reduce
the MPVs CO 2 emissions to 92g/km a new
benchmark in this class.
This figure is made possible thanks to the
electric motor operating as a generator to
convert a large proportion of braking energy.
10 // March 2017 // Engine Technology International.com
Supplier lead
Just when you thought diesel-hybrid tech
was on the wane, Renault and Continental
have co-created an all-new 48V powertrain
Development for the system took around three
years and was predominantly carried out at
two Continental locations: electronics work
was conducted in Regensburg, Germany, while
advancement of the motor was done in Berlin.
According to Dr Carsten Gtte, who
is responsible for 48V development
in the hybrid and electric vehicle
business unit within Continental,
the short timescale of the
project placed huge demands
on the engineering team.
The timing was a particular
challenge, he says.
Further unforeseen
challenges arose as a result
of the tough timescale,
however the very transparent
and constructive working style
between both companies was the
key to solving issues quickly with
positive results.
Packaging was a particular focus during
the program, to ensure the compact size of the
Compact, lightweight 48V
mild-hybrid system can
be packaged in to existing
IC architectures with ease
VITAL STATISTICS
Engine code: K9K 846
Configuration: I4
Displacement: 1,461cc
Bore: 76mm
Stroke: 80.5mm
Maximum power (ps):
110 at 4,000rpm
Maximum torque (Nm):
260 at 1,750rpm
Compression ratio: 15.2:1
system and enabling it to be easily combined
with pre-existing IC engines. As such, the
hybrid drive occupies the same space as
a conventional starter motor unit.
Gtte notes, Both project teams worked
hard to optimize the mounting space and find
the best solution. We exchanged packaging
data at the start of the project and
discussed this issue regularly.
Mechanical integration of the
belt starter generator [BSG]
was also a challenge.
The systems compact
dimensions have been
achieved thanks to the high
power-to-size ratio of the
electric motor, which also
does not contain rare earth
materials. Helping matters
further is the use of water-
cooling of the stator and the high
efficiency levels of the induction
motor. Space is further saved by having
the inverter integrated into the housing lid of
the e-motor package.
The team also developed an optimized
operation strategy with engine systems, based
on virtual simulation and physical analysis
conducted using both Conti and Renault test
vehicles featuring different types and sizes
of IC motors. Regular exchange of data and
experiences from the tests throughout the
project ensured matching of the BSG to the
combustion engine, adds Gtte.
In addition to designing and developing the
48V hybrid drive system for the crankshaft of
the diesel engine in Renault applications,
Continental also worked on other
areas of application. For example,
the electric motor can also be
placed between the IC engine and
transmission, as Gtte further
explains: The current solution
is a P0 configuration BSG, which
connects the crankshaft via a
belt to the BSG. In engineering
collaboration with Schaeffler,
we have developed a prototype
module named P2-BSG with
a 48V BSG and integrated belt
drive, which is constructed for
side-mounting between the IC
engine and the transmission.
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 TECH INSIDER BMW i3 94AH
Range finder
It could be argued that BMWs i sub-brand
helped introduce e-mobility to a new, wider
demographic. Unashamedly embracing
electrification as the future, the i3 and
i8 models cut distinctly different shapes to
rivals, appealing to technophiles and the style-
conscious alike. For its 2017 model year, the
i3 has undergone a number of changes that
increase both battery power and range to yet
again open up new consumer markets.
The driving range the battery can generate
remains one of the biggest hurdles with BEVs,
explains Heinrich Schwackhfer, product
manager for the BMW i3. On the one hand,
we have learned that our customers typically
drive 40-50km (25-31 miles) per day, which
the 60Ah version comfortably covers. However,
we want to grow the i3s appeal and there are
a lot of customers who need more than what
the 60Ah can offer.
Development of the new i3 began shortly
after the originals introduction in 2013, and
focused on improving the range that the eight-
module lithium-ion cell setup offered without
encroaching on existing architecture.
What we have is an evolutionary
development of the Li-ion cells, which has
revised cell-internal packages with more
electrolyte, and an adapted active material,
explains Schwackhfer. As a result, weve
increased the cell density of the pack, even
though it is still in the same sized package.
12 // March 2017 // Engine Technology International.com
The latest revisions to the
i3s battery pack see driving
range extended by over 50%
and charging times slashed
thanks to new, advanced
three-phase technology
The density of the cells has improved by over
50%, which means the NEDC cycle operating
range is up from 118 miles to more than
186 miles, while real-world driving range is
increased to around 125 miles, maybe a little
bit more. Were hoping that with this, range
anxiety should become a thing of the past.
The underlying fear of range anxiety is
something that BMW addressed at a consumer
level. During development of the 94Ah, BMW
turned to its existing 60Ah customer base, who
provided feedback on areas of concern.
The update was also to address the charging
power, says Schwackhfer. Charging time
is the same, despite the new capacity. Weve
done this by switching from AC 7kW to 11kW,
and introducing three-phase charging. In doing
so, weve kept charge time below three hours.
With a more powerful
battery and supporting
IC-engine located on the
rear axle, the i3 delivers
a range of over 125 miles
Charging forward
Changes in regulations across Europe also
influenced BMWs decision to introduce
the higher charging capacity: There were
regulations in a lot of countries that outlawed
the use of the full 7kW charging capacity
that we have now, explains Schwackhfer.
In Germany, for example, where we have a
three-phase grid, we couldnt use a high-power
single-phase charge; we had to distribute
it across all three phases. We lobbied for a
change, and being able to go to 11kW from just
7kW will make a big change in charging times.
The introduction of the new i3, Schwackhfer
believes, is the start of a widely increased EV/
BEV product range. In addition to the unveiling
of the all-new EV offering, a range-extender
option was introduced at the same time. The
installation of a small 650cc two-cylinder
gasoline engine on the rear axle delivers 38ps
to power an onboard generator that ensures
the battery never depletes below 6.5%.
We still see potential to build on the capacity
of the 94Ah battery, even when using the same
type of cells, concludes Schwackhfer. Its
not been decided on, but its something that
were thinking of. I think thats the strength of
this concept we have a Li-ion battery pack
of 96 cells that we can easily exchange with
new technologies, so we can do updates quite
easily with the same type of cells on the same
architecture, meaning we stay competitive.
Combustion for performance, fuel
economy and reduced emissions
Ricardo has extensive experience in developing combustion systems for
use in all types of engines, from high-performance gasoline engines to the
largest marine diesel and gas engines.
Sophisticated tools, particularly computational fluid dynamics (CFD), are used to optimize the development
process, yielding the highest quality results over shorter timeframes.

Our development processes include: Coupled 1D/3D simulation for manifold

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1D gas-dynamics simulation Single-cylinder engine development
Spray characterisation Endoscopic and optical-access engine studies
In-cylinder 3-D combustion CFD Multi-cylinder engine development
Port-flow CFD

Find out how Ricardo can help your product development.

Email: info@ricardo.com Tel: (UK) +44 (0)1273 455611
Copyright Ricardo plc | V1 17B U

Delivering Excellence Through Innovation & Technology www.ricardo.com

 ENGINES ON TEST
Little and large
Bentley Bentayga W12 Twin-Turbo
Based on the Volkswagen MLB platform, the four-door, four-seat
Bentley Bentayga SUV is the first and only MLB car to feature the
all-new 6.0-liter twin-turbo W12 TSI powerplant. While it may be
heavily clichd to enforce the word powerplant in the literal sense,
once you press the Bentaygas accelerator, you begin to understand
labored soundbites such as that. Any vehicle that measures 5,140mm
in length, 2,224mm wide, 1,742mm high and tips the scales at 2,440kg
should not be able to dispatch the 0-60mph sprint
in four seconds flat. The second-generation
W12 also gains technologies garnered from
elsewhere in the VW Group. Bentley states
that by implementing a derivative of the
Groups FSI direct-injection technology,
alongside its own TMPI multipoint
injection, emissions are greatly reduced
while efficiency and power are greatly
increased. The W12 also gains individual
cylinder bank deactivation, meaning the
engine can run as a six-cylinder, and stop/start
the latter being surprisingly obvious in its operation.
Twin-scroll turbochargers help the Bentayga produce a 900Nm wall of
torque that is available from little over idle through to 4,500rpm, while
the accompanying peak 608ps is generated from 5,000rpm through to
the red-line at 6,000rpm, all of which does go some way to explaining
the cars physics-bending acceleration. The slow-reacting ZF 8-speed
gearbox, however, is a big disappointment and sits at odds with the
ultra-refined interior and general ambience of the Bentayga. Left in
Auto mode, as any cross-continental cruiser should be, stabbing the
accelerator to initiate an overtake results in a momentary pause, before
a solitary downshift, a second pause, then another downshift. This
then places you right at the bottom of that huge torque curve, meaning
the very first overtake is utterly terrifying before becoming a novelty.
However, once that wears off it doesnt feel particularly dignified, and
given the broad spread of the torque curve, to shift down through two
gears seems rather unnecessary. Add to this immense delivery a numb
Bosch drive-by-wire throttle system, and the cars tendency to launch
for the horizon makes for nervous slow-speed maneuvering. That said,
they are but minor niggles on a deeply impressive powertrain.
Cylinders: 12 Cubic capacity: 5,950cc
Bore/stroke (mm): 84 x 89.5 Compression ratio: 10.5:1
Power output: 608ps Torque output: 900Nm
14 // March 2017 // Engine Technology International.com
Volkswagen Up 1.0-liter Turbo
Another VW Group car making use of turbocharging, and TFSI
technology, is the diminutive Up. In for its test at the same time as the
Bentayga, parking the city car side-by-side with the SUV made for a
hilarious real-world comparison in terms of dimensions. Nevertheless,
and despite being at the complete polar opposite of the VW Group
spectrum, the Up is a very interesting vehicle. Since launch, the car
has been available with a 1.0-liter engine in a number of tunes, but
the addition of the singular turbocharger has helped boost headline
performance statistics to 90ps and 160Nm, and has transformed the
driving experience. It isnt a revolutionary change however, more a
ticking of the final check box, giving the Up a flexibility that it never
really had when normally aspirated. And while it hasnt transformed
the Up in to a fire-breathing racer, the new engine has allowed the city
car to slash over 3.5 seconds from its 0-60mph time, in comparison
to the outgoing 74ps model. The addition of the turbocharger doesnt
restrict the engine too much either as it remains willing to rev freely,
albeit noticeably less so than the normally aspirated version. In situ
in the lightweight city car though, and with little weight over the front
axle, the three-cylinder unit makes making progress
in the Up a joy, be it on B-roads or around town,
all accompanied by that unique three-cylinder
off-beat thrum that strangely, sounds rather
appealing inside the Ups cabin. Internally,
the engine retains the fundamental
principals of the normally aspirated EA211
version, with bore and stroke untouched
at 74.5 x 76.4mm respectively as well as
the 82mm cylinder spacing. The 5-speed
transmission and lowly power output do
leave the car exposed on faster A-roads and dual
carriageways. However, the free-revving nature and
slick nature of the gearbox a well-weighted gear throw and clutch
combined with an ergonomic stick do counter the cars tendency
to run out of steam at higher speeds. While the Bentaygas 6.0-liter
W12 may make it exceptionally easy to cover huge distances in great
comfort, the ability to comfortably drive the Up at 8/10th and remain
on the right side of the legal speed limit means that you can have just
as much fun on the road, at 1/18th the price of the Bentley.
Cylinders: 3 Cubic capacity: 999cc
Bore/stroke (mm): 74.5 x 85.8 Compression ratio: 13.0:1
Power output: 131ps Torque output: 150Nm
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 PERSONALITY PROFILE
What career did you want when you were
growing up, and what was your first job?
I wanted to be a car designer, so engineering
seemed the logical path. I was really
enamored with GM I grew up in New Mexico
so I didnt have a lot of exposure to imported
cars and I figured out that GMI was where I
really wanted to go. But it was fairly political,
so I went into petroleum engineering.
What was your career path to the position
you currently hold?
I got a job out of school with Chevron, but that
summer I took off and ended up driving cars
off the boat for Toyota in Long Beach. I worked
for Chevron as an engineer for three years and
I hated it. But I made contacts when I worked
PROFILE: ORTH HEDRICK with some Toyota engineers on a synthetic
oils program, and when they said they
Job title: Vice president, enjoyed working with me, I asked them to get
product planning me a job. I worked as an engineer for Toyota
in California, but I figured out engineers in the
Company: Kia Motors America States work on cars that are already here
vehicles that have something wrong with
them, such as clogged injectors or whatever
and that wasnt fun. The product planning
Libralato Rotary Hybrid Engine
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@ Engine Expo 2017 stand 3426
16 // March 2017 // Engine Technology International.com
group is where you put things together, so I
found a path to that sector. I got an opportunity
at Nissan and joined them at their low point
before Carlos Ghosn joined the company
so I got to ride that wave up. During the
recession they put seven programs on my
desk I had five guys working for me and
it was literally 7:00am to 10:00pm. I was
glad I didnt get laid off, but it was around
that time that I realized I wasnt having fun.
A headhunter called and I got this job in 2009
and Ive been here ever since.
What are the best and worst elements
of your job?
The thing I enjoy most is design reviews
and going over to our engineering center
in Namyang, working on stuff in the cars
what materials, what size engine should go
in. Putting together concept papers is really
cool its the essence of the car business; its
like being an architect. The not-so-fun part is
cost-reduction exercises. Every manufacturer
does them for every program. After a car goes
into production the plant its usually driven
by the plant, or by purchasing gives you a
 PERSONALITY PROFILE

[Legislators] need to work a bit closer together. Theyre pushing EV

but dont do anything about charging stations were screaming at
them for at-work or multiple-dwelling stations, but theres no solution
list of things it wants to take out of the car. Its
really painful. The first year is the best, and
then you see how they try to pull stuff out.
One of the main benefits of working for Kia is
that were a challenger brand, so were trying
to change peoples perceptions. We over-build
and over-deliver on features, spend what we
need to spend, hire whoever we need to make
the cars good.
What would be your dream engine
specification for todays eco-friendly world?
For me, a small V6 for the smoothness, with
turbos and hybridization. I think that would be
neat combination. Straight sixes are inherently
smooth. Fours have that resonance that you
always hear. Hybrids are the perfect solution,
I think. You dont have range anxiety, so
until the cost-per-kilowatt comes down on
batteries, its the perfect solution.
In your opinion, what is the greatest engine
that has ever been produced?
The GM small block is an amazing engine,
and the fact that theyre still using the original
recipe Ive got a 2014 Sierra on my driveway
is incredible. Its an amazing pushrod engine,
and when you pop the hood its so compact.
Ive had four or five vehicles with that engine.
What car do you currently drive?
During the week I drive a Rio, believe it or not.
I like it because its small and so light. I like
that light feeling. I dont think I could roll up to
work in an original Mini, which I love.
Which OEMs do you have an engineering
respect for?
Mazda. The SkyActiv technology was just
amazing. I think that was one of the reasons
that Toyota was so interested in working
with them. And they look at cars holistically,
which I think is really clever. And also
Mercedes, because they are so fastidious on
every little detail its almost like an F1 car.
What could legislators do to make your
working life easier?
They push us. Their effort is progressing the
industry, but theyre so misaligned with what
consumers want and they have this notion
that pushing car makers who say they cant do
something can lead to things like the catalytic
convertor. Their stuff is political and not really
aligned with what people want. They need to
work a bit closer together. Theyre pushing EV
but dont do anything about charging stations
were screaming at them for at-work
or multiple-dwelling stations, but theres
no solution. They could do stuff to the
infrastructure that one company cant do.

Engine Technology International.com // March 2017 // 17

 OPINION

I write from Denver, Colorado,

on the eve of Donald Trumps
inauguration, having just spent the
best part of a month off-and-on in
Florida.
As I type from the airport lounge,
Trumps rhetor
a Hispanic man sits next to me and ic on National
implications ism has far re
a girl of Nigerian descent has just for the global ac
automotive in hing
served my lunch. A man born in dustry
Syria drove me to the airport. Earlier
today I was looking at an exhibition
venue in downtown Denver, and
my guide was a product of the
Vietnam War (his father was a GI;
his mother Vietnamese). He also
happened to be gay and the Turns out she loves
father of an adopted white
daughter. He is most definitely Trump. Loves him.
not a Trump fan and talked of how
he wouldnt be upset if a plane And shes very vocal
carrying Trump and his deputy
Pence hit the ground hard. about her love for
Two nights ago I inadvertently
sparked a fight while in Tampa,
Florida, when I asked a local girl
him and his policies
who had a-more-than-is-healthy
number of drinks inside her what
she thought of Trump and what he can do for the worlds bringing a black man to the White House, now seemingly
most powerful and influential country. Turns out she loves has no middle ground.
Trump. Loves him. And shes very vocal about her love for Im not getting political I wont share my personal views
him and his policies. The man visiting from Minnesota in on Trumps policies with you but this national divide is a
the same bar clearly didnt agree and it wasnt long until global issue, regardless of where you live or your DNA chain.
the drinks went flying! By the time you read this, Trump will have been using the
And so America today White House wi-fi to send his tweets for a few months. I hope
January 19, 2017 is a for all our sakes, his first and foremost action is to recognize
country divided. With drink that the people he now serves need to reunite. As I can often
involved, its a country be heard to say in my office, You dont have to like each
at war. This nation, a other, but you do need to work with each other.
nation that eight years This country is called the United States. Lets hope it still
ago was united in lives up to that billing 12 months from now.

18 // March 2017 // Engine Technology International.com

 GA RT, GE R MANY
E 2 0 1 7 S TUT T
20, 21, 22 J U N

REGISTER UR
NOW FOR YO
FREE P ASS !
ia li s t e n g in e technologies,
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eir
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w w w. e n g i n e - e x p o. c o m
 OPINION
There are people out there, believe it or not, who dont
believe the manual gearbox is dead.
There are the good engineering folks at Schaeffler, who
want to use an automatic clutch to side-step the need for
an automatic unit, and there is Magneti Marelli, which wants
to hybridize the whole thing.
But then theres the other end of the car world, and that
leads us to the Porsche 911 R.
Depending on exactly where you were when you walked
into a Porsche dealership, you could have picked up one of
the 991 versions of the 911 R for US$184,900 in the USA,
136,901 in the UK or A$455,000 in Australia.
The cars werent even all delivered and they were already
trading for 1m in English specialist dealerships and
US$1.25m in the USA. I mean, seriously!
Now, why is that? Its not the fastest
911 and thats by a long shot. The
911 GT3 RS is quicker and the 911 R Its almost the best
is actually based around the RSs
engine and the (slightly) lesser GT3s
single piece of
body and other such bits.
The biggest difference between
engineering
those two Porsches and the 911 R is Porsche has ever
that its designed to be the 911 that
feels and absorbs and immerses and put into a car
absolutely saturates drivers in its sheer
emotional 911-ness.
And to do that, it got a
manual gearbox. Except it didnt get the
somewhat curious Porsche 7-speed manual, it
got a 6-speed. And it took a lot of convincing
to get Getrag to do it for them.
And then Porsche only convinced
them to do a little bit to an existing
box, then a bit more, then a bit
more again and, finally, there
was this thing of beauty.
Its a very short-throw
gearbox design that does
everything it can to be fast
and isnt remotely concerned
20 // March 2017 // Engine Technology International.com
The 911 R ha
s
over excite got Porsche enthusia
d. Why? The
use of a ve
sts the worl
d
ry goo d manu
al
with the likes of fuel economy levels, CO2 numbers or
cruising. Even fifth gear is under-driven and sixth is only
down to 0.88 to one and Porsche Motorsport insists
6-speed creations are fine for fun and, besides, dumping
the overdriven seventh gear saved a kilogram.
Now, the thing is that the 911 R has some 500ps of
power at 8,250rpm and screams out all the way to
8,800rpm and somehow thats all
overshadowed by this wonderfully
slick, snicking, buttery thing that only
one of your hands can ever enjoy.
Its almost the best single piece
of engineering Porsche has ever put
into a car. And given the brilliance of
some of Porsches gearboxes (the
current Cayman/Boxster 6-speed
manual leaps to mind) thats really
saying something.
You use it time and time again,
just for giggles when shifts arent
strictly necessary. Or even remotely
necessary or recommended.
Its throws are short and precise and its as though every
scrap of metallic movement and sound in it are there on
purpose. Its absolutely sublime.
The market, so far, seems to agree with me. At some
level, there are people out there who love Porsches and
who are telling Porsche that it can chase the pure track
speed of the GT3 RS all it likes, but not to ignore those who
just want to soak up their 911s emotion.
And so far, theyre telling Porsche that a simple, relatively
low-tech 6-speed gearbox is worth US$800,000 to them.
No matter which way you look at it, that says so much for
the trusty manual.
 e
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SE d
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 3D PRINTING/ ALM

ADDED I
WORDS:
CHRIS PICKERING

O
utwardly theres more than a hint of
science fiction to the concept of additive
manufacturing. The fertile imagination of an
engineer comes up with a new world-beating
concept and moments later a functioning
part is taking shape in front of their very eyes. In reality,
of course, things arent quite that straightforward, but
there is a growing consensus that additive parts will
begin to find their way into production powertrains
relatively soon.
Depending on your definition, you might argue that
they already have. Formula 1 teams have been using laser
sintering processes to produce complex shapes such as
exhaust collectors in titanium for some time. Meanwhile
Koenigsegg uses similar technology for a variety of parts
on its limited-run hypercars, including variable geometry
turbine housings, complete with moving parts printed
into the design.

24 // March 2017 // Engine Technology International.com

 3D PRINTING/ ALM

The benefits of additive layer manufacturing are becoming

increasingly well known. Though the technology is still in its
infancy, its potential for the automotive industry is massive

INSPIRATION

Engine Technology International.com // March 2017 // 25

 UP TO 40% Compression
Variable REDUCTION IN FUEL RatioCONSUMPTION
Crankshaft
AND CO2 EMISSIONS
Up to 25% reduction in Fuel consumption and CO2 emissions
Variable Compression Ratio Crankshaft
The High Tech Low Cost GoEngine VCR Technology
UP TOupwhen
Variable
shows 40% REDUCTION
Compression
to 40% reduction IN FUEL
in fuel consumption and CO2 CONSUMPTION
Ratio Crankshaft
Up to 10% reduction in Fuel consumption and
emission combined with downsizing. CO2 emissions
AND CO2 EMISSIONS
Up to 25% reduction in Fuel consumption and CO2 emissions
Bacause of the reduced friction and pumping losses the GoEngine
VCR technology even reduces fuel consumptionand CO2
emission with 18% in the NEDC without any downsizing
The High Tech Low Cost GoEngine VCR Technology
shows up to 40% reduction in fuel consumption and CO2
emission when combined with downsizing.

Bacause of the reduced friction and pumping losses the GoEngine

VCR technology even reduces fuel consumptionand CO2
emission with 18% in the NEDC without any downsizing

- 6% CO2 reduction in the WLTC

- The Gomecsys VCR system is a continuously variable system
Reduced intake stroke and pumping losses in part load
- No impact on existing engine architecture (the complete
Automatic internal EGR due to unique engine cycle
system is on the crankshaft)
Also suited for diesel applications
- Additional advantages to VCR (overexpansion, internal EGR)
Low cost VCR technology for all engine types
- Zero additional reciprocating mass
With the Gomecsys VCR technology you can upgrade any - Zero additional friction
No increased friction compared to normal engines
existing engine to a VCR engine by just replacing the crankshaft.
With the Gomecsys technology you can upgrade any existing Reduced intake stroke and pumping losses in part load
- Very fast actuation speed (full CR sweep in 0,15 seconds)
With Compression Ratios up to 18:1 in part load and 8:1 for
engine to a VCR engine by just replacing the crankshaft.
The GoEngine GEN III technology Automatic internal EGR due to unique engine cycle
- Low additional cost
full load.
The crankshaft is now a one part, the eccentrics are produced
is halves
in two nowandavailable
assembled onfor licensing
the crankpin. Also suited for diesel applications
Actuation from 18:1 to 8:1 in only 0,2 seconds.
With compression ratio upto 16:1 in part load and 8:1 in full Low cost VCR technology for all engine types
Synergy with downsizing
Gomecsys is ready to support engine manufacturers in any
With the Gomecsys VCR technology you can upgrade any
load.
engine demo- or production project from 1 to 12 cylinder No increased friction compared to normal engines
existing engine to a VCR engine by just replacing the crankshaft.
Synergy with stratified direct injection
Several OEM projects are ongoing.
engines.
With Compression Ratios up to 18:1 in part load and 8:1 for
Synergy with HCCI
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From a 100 bhpGEN III technology
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Boxer, to a 3000cc V4 with 600 bhp to replace V8 and V12
is now available for licensing
Actuation from 18:1 to 8:1 in only 0,2 seconds.
engines.
Synergy with downsizing
Gomecsys is ready to support engine manufacturers in any
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Synergy with stratified direct injection
WWW.GOMECSYS.COM INFO@GOMECSYS.COM
engines.
Synergy with HCCI
From a 100 bhp 2-inline orV-twin, an up to 300bhp 4-inline or
 3D PRINTING/ ALM

1 2

1. Renaults dti5
engine uses 3D-
printed components
to introduce several
new forms to the
traditional IC engine
2. Cylinder heads
and valves have
been produced
by WMG using
ALM techniques

Its this potential to think outside the component quality and it simplifies I think well see additive manufacturing
box thats driving the interest in additive some aspects of the production process. used in production powertrain parts within
manufacturing, as Damien Lemasson, project It also allows sensors to be embedded the next 10 years, comments Dr Greg
manager for advanced engineering at Renault into previously inaccessible locations Gibbons, who leads the research into additive
Trucks, explains: Additive manufacturing or potentially even printed as an integral manufacturing at Warwick Manufacturing
allows you to think very creatively. Its a great part of the component. Group (WMG). The first examples are likely
opportunity to optimize the design of parts to to be reciprocating components in large
minimize weight and integrate new functions. Think big engines, such as those found in trucks
But its also a process like any other with its Of course, some parts lend themselves to and marine applications.
own benefits and constraints. additive manufacturing more than others. Eventually even large parts such as blocks
Lemasson led the team that carried out Small components with complex geometry and cylinder heads may be economical to
a design study on a 3D printed version of are likely to be the first to make the leap into produce with additive techniques. Australian
Renaults four-cylinder DTI5 engine. Freed series production in powertrain applications. firm Spee3D won the Bosch Venture Award
from the constraints of conventional Cost still tends to be a major constraint in 2015 for its gas cold dynamic spraying
manufacturing processes, they were able particularly for metal sintering processes and (GCDS) process, which it claims is up to
to use topological optimization to redesign larger parts but that may be set to change. 1,000 times faster than conventional metal
parts with complex internal lattice structures. printing, and potentially fast enough to
The result was a predicted 125kg of weight challenge traditional techniques like casting.
saving from a mid-size truck engine with Meanwhile, the Fraunhofer Institute for
200 fewer parts. Manufacturing Technology and Advanced
A selection of components, including Materials (IFAM) is understood to be
rocker arms and camshaft bearing caps, working on a high speed SLM process that
were manufactured in steel using selective uses a bed of diode lasers to scan a large area
laser melting (SLM). They were then very quickly.
successfully tested for 600 hours in These processes are an order of magnitude
an existing Euro 6 engine. quicker than current powder bed laser
The whole purpose of the project technologies you can actually watch the
was to demonstrate that 3D printed part taking shape in front of you,
parts can match the performance of comments Dr Gibbons.
conventional components in things
like stiffness and durability, while
These processes are an order Another active area of
development is so-called
reducing the weight, comments
Lemasson.
of magnitude quicker than current hybrid manufacturing, where
additive techniques are paired
Other potential benefits include powder bed laser technologies simultaneously with CNC
eliminating the fixings and seals machining. In this instance
required to join pieces together you can actually watch the part a powder or wire feedstock is
where additive techniques allow
them to be created as one part. taking shape in front of you deposited using an energy source
such as a laser, an electron beam
In theory this could improve Dr Greg Gibbons, Warwick Manufacturing Group gun or a welding system. This can

Engine Technology International.com // March 2017 // 27

 3D PRINTING/ ALM
put down large quantities of material
relatively quickly, while the in-process
machining provides the necessary
dimensional accuracy and surface finish.
The aerospace industry is looking at
this technique for large aircraft structures
such as spars, but it may also have
automotive applications, notes Dr
Gibbons. It also means you can modify
blanks that are common across a range
of parts into individual applications. That
allows you to modularize the components
and employ just-in-time principles.
Means to an end
A number of established CNC providers,
including Mazak and DMG Mori, already
produce hybrid manufacturing systems.
At present they use very high-quality,
high-power lasers, which means theyre
relatively costly. However, the beauty
of in-process machining is that it allows
cheaper, lower-resolution technologies such
as welding to be used without any detriment
to the finished part.
These hybrid processes take care of
virtually everything needed to produce
a finished aerospace-grade part, but they
neednt be especially expensive.
Weve produced flight-worthy parts
using a low-cost plasma transfer arc welding
system, Dr Gibbons says. That only adds
a few tens of thousands to the cost of a CNC
system and its actually very efficient. You
only liquefy what you need and you only
machine off something like 5% of that
material.
As ever, these processes will need to strike
a balance between cost and functionality
to win over manufacturers. Whats more,
everyone we spoke to agreed that a change
28 // March 2017 // Engine Technology International.com
1 1. Stratasys created 3D-printed air vents for Prodrives
WRC-specification Mini race car
2. Stratasyss Fortus 450mc is a popular 3D printer
in design philosophy will be required to get
the best out of them.
The true benefit of additive manufacturing
comes to the fore when you can unleash
the creativity of the designer rather than
applying the same principles you would on
a traditional part, comments Jim Vurpillat,
program director for automotive at Stratasys.
Were starting to see that in aerospace,
and if you extrapolate that into the sort
of volumes you see in automotive it could
have a tremendous impact.
This is by no means a simple topic, and
Vurpillat argues its important to educate
the next generation of engineers in the
complexities of designing for additive
manufacturing. It also comes down to refining
the CAE tools, which are mainly evolving
out of general purpose FEA codes.
For now, prototyping undoubtedly
The true benefit of additive remains the biggest use of additive
manufacturing comes to the processes. When it comes to polymer
materials, the build trays on large 3D
fore when you can unleash printers are now more than capable
of producing a space model for a
the creativity of the designer, passenger car crankcase or cylinder
head. Its often these large castings
rather than applying the that have the longest lead times, so a
number of OEMs have taken to using
same principles you would 3D printers to create surrogate parts
on a traditional part during prototype builds. Meanwhile,
thermoplastics such as Stratasyss
Jim Vurpillat, program director for automotive at Stratasys ULTEM 1010 have evolved to the
point where they can now be used
for functional prototypes in a lot of
engine bay parts, with good resistance to
heat and chemicals.
The other major area is tooling. Additive
manufacturing provides a fast and convenient
2
means of creating jigs and guides. Plus, as
they are lighter the tools are often easier to
handle, while 3D printing offers an almost
limitless scope for design freedom. Audi is
understood to be one manufacturer looking
into this via its partnership with 3D printing
specialist EOS.
Ultimately, though, its the use of additive
techniques for production parts that stands
to create the biggest impact. Vurpillat says
he expects to see this happening with
thermoplastics within the engine bay
in three-to-five years, at least in niche
applications such as luxury cars. Elsewhere
things may take a little longer, but theres
an additive process for just about every
application you can think of. The
complexities are not to be underestimated,
but the era of print-on-demand parts might
not be so far away after all.
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Brushless DC motor
Power density

Torque up to 0.7 Nm

Robustness

High speed

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 IN-HOUSE TUNING

Special
delivery
Between OE-spec parts and aftermarket modifications
lies a third way; performance parts offered by the
vehicle manufacturers to amateur and professional
racers, tuners, restorers and modifiers

30 // March 2017 // Engine Technology International.com

 IN-HOUSE TUNING

I
n North America the OE performance parts sector is
big business and at the 2016 SEMA Show in Las Vegas,
Nevada, the worlds largest aftermarket showcase,
General Motors and Fiat Chrysler Automobiles unveiled
their latest projects in powertrain performance parts.
Although these two projects were very different, both
showed that thorough testing and a customer-centric
approach not to mention some creative and enthusiastic
engineers are as important in the aftermarket as they
are in the OEM business.
In order to offer a program of appropriate, progressive
upgrades for Camaro SS amateur drag racers, GM
Performance engineers decided to put themselves in
the customers shoes and modify the SS themselves.
For amateur drag racers like GM development engineer
Tom Gardner, it was something of a labor of love.
Any day at the racetrack is better than a day at the
office, says Gardner. But our production cars are not

Engine Technology International.com // March 2017 // 31

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race cars, and the production team cant spend a lot of time
at the drag strip. Our small team was formed to focus on
going to the strip, really beating these cars up and seeing
what we needed to do to improve them.
Performance pair
Two Gen-6 Camaros were modified as part of the Camaro
SS Drag Race Development Program. The first was what
Gardner describes as a skunkworks project, designed
to push driveline components beyond the limit in
combination with a sticky drag strip and even stickier
drag racing slick tires.
Your fuse is the contact patch and how much stiction
you generate, he says. Most guys on the street wont have
a problem because they just spin the tires. But if you go to
a track, a prepped surface, with a good tire, you can break
a prop or an axle shaft.
Gardner adds that the first car has close to 700bhp
but declines to go into specifics on the one-off prototype
motor. In combination with drag racing slicks up to size
28x10, that was enough to break the propshaft during test
runs at Mid-Michigan Raceway Park, so the beefier Gen-6
ZL1 prop was installed instead.
Also needed to handle the extra power was the
Gravedigger differential from the Gen-5 ZL1. That
required a modified cradle and custom prototype drive
axles because the interface is different. Were working
out the intricacies of it. If we wanted to put it into
production, wed have to figure it out.
The second SEMA-bound Camaro incorporates the
learnings from the first car in a production-friendly
package of modifications. It has a new head and cam kit
developed for the aftermarket by GMs Global Propulsion
Group. It is based on a ported LT1 head with a little
more lift and duration on the camshaft. A Chevrolet
Performance airbox and inlet/exhaust system is also fitted,
as is the Gen-6 ZL1 propshaft, ZL1 half-shafts and Gen-6
differential modified with a 3.73 final drive ratio, as
opposed to the standard 2.77.
Having identified where a wannabe John Force might
upgrade their SS to lower the ET, Gardners immediate
objective has been achieved, as have times in the
10-second range for the highly modified test car, but
the racer in him is already focusing on a new goal.
I knew the car could run 10-second times based on the
data we were looking at, but it was still a pretty big day for
me when we did. When we pull the front wheels off the
IN-HOUSE TUNING
3
ground Ill be even happier, but that is going to take a lot
of power!
New meets old
Mopars big SEMA reveal was more street focused than
track oriented, and aimed at filling a major gap in the
market. When Ed Hessell joined Mopar as performance
parts manager in 2014, he knew from experience that
FCA was missing a trick by not offering an easy way
to retrofit a modern Hemi to pre-1975 vehicles.
Id supported a lot of car builders in my previous job
and it seemed that every custom car or restomod that we
supported had a competitor engine in it, because they had
a pretty complete program, Hessell observes. It seemed
sacrilegious and a bit sad to see people fitting a Chevy LS
motor to their 68 Cuda! After 12 years, the Hemi platform
1. Exploded 6.4-liter Hemi
highlights the contents of
had grown into a very mature product. This was a market
the MOPAR 392 parts kit we could enter that shouldnt be that complex.
2. MOPARs parts list Hessell saw the Hemi Crate Engine Kit which consists
extends in to heavy-duty of a power distribution center, a powertrain control
half-shafts for the ZL1
module (PCM), engine and chassis wiring harnesses, an
3. Other parts developed
for track use include a CNC
accelerator pedal, O2 sensors, a ground jumper, a charge
ported head, and hot-cam air temperature sensor, and installation instructions as
combination for the LT1 the natural culmination to a number of other projects that
4. SEMA were already going on. For example, Mopar was supplying
Hemis to King of the Hammers off-road racers, but
without a wiring harness.
They left the people building the truck to figure out
what to use for a harness, Hessell explains. Digging
deeper into it, we realized that there was no good solution
in the aftermarket that was cost-effective. Some of the
connectors on the injectors and the coil packs are unique
to FCA so its been hard for an aftermarket company to
compete, or for an owner, customer or enthusiast to do
this as cheaply and effectively as our competitors. We felt
we could use our production capacity and engineering
resources to pull this together.
Mopar was also preparing for the launch of the Scat
Pack Stage 1-3 Kits for the 5.7-liter L-cars (Charger and
Challenger; 300). Their calibration was done by a
third-party PCM modifier, Arrow Racing Engines. Theres
no mass airflow sensor involved, so a speed density
system is used instead. The base calibration is based on
the Challengers, but changes can be made by a tuner.
Using a speed density system for engine control
results in a less complicated and less restrictive induction
system, says Hessell. It allows for more flow and
Engine Technology International.com // March 2017 // 33
 IN-HOUSE TUNING
Customer satisfaction was the
number-one priority and drove a lot
of the extra testing running engines
on dynos and working through the fault
table array, unplugging each sensor
one at a time to see what it would do
Ed Hessell, performance parts manager, Mopar
flexibility with the induction hardware and means that
the PCM calibration is optimized specifically to the
engine, vehicle weight and gear ratio. Changes such as
camshaft swap, a less restrictive exhaust, etc, require a
new calibration to match the configuration, as with the
Scat Pack kits, which each employ a unique calibration
to optimize the engine package.
The work with Arrow was done with the full
supervision of Mopar quality control and engineers
however, with proper durability testing performed, a
full diagnostics capability provided and a factory warranty
offered with the packages. This became something of
a template for how the Crate Engine Kits, which are
offered with a two-year, unlimited-mile warranty,
would come into being.
Wed already taken the long haul on creating
an aftermarket control module and calibration with
factory support, says Hessell. In developing the
Scat Pack and a new Mopar Drag Pak, we had been
through the struggle of finding harnesses, connectors
and other components, and creating a calibration. The
endgame in my mind was to offer the Crate Engine kits
once we were through this learning period.
Numbers game
Once the go-ahead for the kits to be created had been
given, it took around 18 months before the two versions
were launched in late 2016: a 345 featuring the 5.7-liter
motor (383bhp); and a 6.4-liter, 485bhp, 392 option.
The engines themselves were the easy bit: the crate
motors are sourced from the Saltillo, Mexico, production
line in the same way that a warranty replacement engine
34 // March 2017 // Engine Technology International.com
would be. The production wiring harness is removed
and heat tabs are applied for warranty tracking.
Even with the work already completed for other
programs, developing a new wiring harness was the
longest-lead item in bringing the crate kit to market.
Mopars 345 crate kit for We had to create a virtual car behind the PCM with
the 5.7-liter and 6.4-liter the wires that turn on the fans, the fuel pump and other
Hemi engines allows them
to be easily installed in ancillaries, says Hessell. Even once we had the first
earlier vehicles harness complete, there was an extensive testing program
that focused on durability and reliability. Customer
satisfaction was the number-one priority and drove a
lot of the extra testing running engines on dynos and
working through the fault table array, unplugging each
sensor one at a time to see what it would do.
The Mopar Powertrain Performance Group is close
knit, he continues. We sat down together and went
line by line to get consensus on which fault codes we
needed [to support]. We wanted the car to be able
to tell the owner it has a misfire in cylinder one.
We didnt need to tell them its not communicating
with the radio [because there might not be one]. We
made sure all the codes that we wanted worked, and
turned off the ones we could do nothing about in a
non-native vehicle.
Hessell is pleased with the feedback received so
far, and with the kits selling as projected, we can expect
more Mopar to fill more holes in the aftermarket soon.
I cant give specifics but we know what our competitors
are doing and thats our benchmark, he says. We need
to get there and we know that, because were late to the
game, there isnt a whole lot of aftermarket support thats
cost-effective for the owner. We need to step up for them.
Longer term, the credibility that Mopar has gained
within FCA for delivering the kits could lead to closer
cooperation with the production car brands, especially
Dodge. Hessell, meanwhile, is mulling the idea of
plugging a modern Hemi into a 70s wagon...
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 CASTING TECHNOLOGY

CAST
IN A
NEW
LIGHT
36 // March 2017 // Engine Technology International.com
 CASTING TECHNOLOGY

On the surface, the casting of engine blocks appears to be

a traditional part of the automotive industry, but much
like the rest of the sector, advanced technology is deeply
entrenched and crucial to its future evolution
WORDS BY
CR AIG THOMAS

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

 CASTING TECHNOLOGY

We can now virtually engineer

and design using CAD. We can
produce tooling or produce sand

T
he automotive industrys
response to emissions cores direct from digital data sets
legislation and consumer Keith Denholm engineering and technology director, Grainger & Worrall
expectations has resulted
in considerable changes in engine technology
in recent years. Lightweighting and downsizing have
led to smaller and more efficient engines, returning fuel
economy and emissions figures that have plummeted in
the past decade. Throw into the mix the use of CAD
software for the design of engines and were truly in
high-tech territory.
However, one area of the engine-making process
engine casting on the surface still seems very traditional.
The use of sand cores, for example, seems to place engine
castings firmly in the 20th century, but that is deceptive.
We can now virtually engineer and design using
CAD. We can produce tooling and sand cores direct from
digital data sets, states Keith Denholm, engineering and
technology director at Grainger & Worrall. We can make
castings in the classical way, but we can then take those
parts and put them through very capable technologies
such as CT, optical scanning and laser scanning. We
have all those technologies, which enable us to do the
verification and certification processes very quickly.
Having engines that can be smaller, shorter, etc,
requires that materials be more predictable in their
delivery, processing and manufacture, and ability to be
modeled. Engineers no longer need to just hope for the
best, because they now have data with which to design
more aggressively.
CAD has also contributed to the design of castings,
as Edmund Burton, senior design engineer at Ilmor
Main image: Grainger &
Worrall have implemented
the latest technologies in
its casting for Aston Martin
Below: Casting processes
remain a blend of both old
and all-new technologies
Engineering, explains: When
I started in the industry, most
castings were drawn, so you had
to work out in your brain what
you wanted to show on paper. You thought in 3D and
displayed it in 2D for the pattern makers, who then had
to convert it into 3D pattern equipment. So there were
two levels of translation.
Now with 3D CAD you can easily show your 3D model
on screen, so its easy to get a 3D form of what you want to
produce. And with all the pattern makers now using CAD,
they can take your model and put it directly into the
pattern equipment. Nothing is lost in translation.
Software also helps in the analysis of the casting
process itself, as Ken Miller, vice president of Hitchiner
Manufacturing in the USA, tells us: The big thing were
really using is a lot of engineering evaluation tools. Weve
got tools that can analyze our casting process and help
us understand where defects might occur. This process
has really come a long way. We have fewer cycles in
prototypes, so we dont have to physically make parts
to prove them out. We can prove out a lot of this type
of development early on.
Were using a tool that models the solidification
of the molten metal. Another were using analyzes the
turbulence of flow.
These new technologies are leading to greater
tolerances. Denholm says, Things like strength and
porosity are subject to variability in the process. Our
task is to narrow those tolerances. That comes down to
controls on the shop floor: having appropriate controls
of metal control, metal temperature and chemistry

Engine Technology International.com // March 2017 // 39

 CASTING TECHNOLOGY
compositional checks. We deploy spectrometry, which
is quite familiar as a technology, with every melt
preparation. We understand the chemistry before we
cast and we are able to check gas levels as well.
There are other things we have to control, which
require thermal analysis during the process, continues
Denholm. This allows us to ensure that we have the right
microstructure at the point we pour the metal into the
mold. All these things are intended to ensure that, in the
long-term tests on material performance and consistency,
the tolerances are narrow.
Casting, as an industry, might be seen as fire
and brimstone, smoky rooms and things like that,
but actually thats not the case. Castings are very
high-tech. They require high-tech processes to
make them work and, when you do, you get a very
high-tech product at the other end. The market
we operate in prototyping, motorsport and
prestige or niche marques such as sports car
manufacturers exemplifies the opportunities
that are here today and will continue for some
time, in terms of helping push forward various
castings technologies.
The use of new technologies and techniques is
benefiting everyone from casting companies to
the OEMs and Tier 1 suppliers they work with to
end consumers as continual improvements are
achieved with the internal combustion engine.
We can make the fine, very detailed and very precise
castings that our customers engineers need to make
new devices that can enhance the performance of their
engines, says Miller. There is a clear demand for fuel
economy and people are willing to pay for it. We can
deliver what is needed thinner walls and lighter weight.
We do a lot of lightweighting. We compete against forging
and we can be more precise and put metal where it needs to
be to provide the strength. That has a big benefit, because
we can get equivalent or better strength with less metal,
and it helps save costs.
Technology hasnt totally eradicated more traditional
ways of working, however, as Denholm explains: A lot
of the castings we are producing have to be machined into
a finished product. In a powertrain, most of the parts have
to be machined. The tolerances, the limits of the fit, the
40 // March 2017 // Engine Technology International.com
Above left: Advances in
technology, such as the
use of a CT scanner, are
helping advance the
casting industry
Above right: Keith
Denholm, the head of
engineering at Grainger &
Worrall, with a sand-and-
resin printed component
Castings are
very high-tech.
They require high-
tech processes to
make them work
Keith Denholm engineering and technology
director, Grainger & Worrall
the core and then you merely shake it out from the loose
bearings, the joints, the functional surfaces cant
be made using CAD. Those processes, while there
are technological advances in machining, remain
fairly familiar. Were still deploying a lot of machining
70-80% of our sold product is machined. The
technology were employing is improving, in terms
of its capability and accuracy, but its still the same
approach. Its still subtractive manufacturing, where
you start off with a raw part and cut bits off.
For a while that will remain the way, because its very
reliable, relatively easy to define in terms of capacities,
and relatively low cost because of those factors.
This method will be challenged in time. There
will come a time when additive manufacturing
will negate the need for a lot of machining. There
are some fabulous technologies being developed,
but they havent been scaled yet to be economically
or practically available to support the industry.
But in 50 years a lot of the subtractive
manufacturing technologies, which are wasteful,
will be replaced by additive manufacture, where
you build a part with the precision that will
enable some of them to remain unmachined.
Those processes are still expensive for larger-
scale manufacturing, but in the motorsport
sector, where Ilmor operates, that future is now.
Quite often you can print the cores a bit like
rapid prototyping. You send your model to the foundry,
which has a big vat of sand and resin in it, says Burton.
The resin is activated by a laser, so where you focus the
laser the resin will set. The laser traces out the shape of
sand and youre left with this printed, solid core. It hasnt
required any pattern equipment to make it, so it can be
built straight into your core pack and used. If someone
was primed, you could send them a model one day, print
it the next day and create the casting the following day.
It never works like that, but theoretically it could take
weeks out of the process.
Fire and brimstone and smoky rooms might still
be what we associate with the casting industry, but
technology has in no way passed it by. Additive layer
manufacturing will force further changes in the decades
to come, making processes easier and more automated.
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 END OF DOWNSIZING?
ENDING DOWNSIZING

Who killed

42 // March 2017 // Engine Technology International.com

 END OF DOWNSIZING?
ENDING DOWNSIZING

WORDS BY
MICHAEL TAYLOR

Has the move toward real-world-based emissions

testing killed off the downsized engine trend?

T
iny engines with four, three and even two
cylinders had dominated the International
Engine of the Year Awards for a decade when
the worm turned last year and the extravagant,
fevered biturbo V8 from the Ferrari 488 GTB
screamed past them all.
But was it an outlier, removed from the bell curve, or
was the bell curve moving? Was the Ferrari engine such
a step change in a narrowly focused area of engineering
that it could outstrip the combined impetus of a horde
of shrinking powerplants? Or has the downsizing flood
simply run its course?

The times they are a-changin

The car industry is an unforgiving, evolutionary business
and bubbles rarely pop. They drift away because change
comes about in increments. Some companies still make
diesel-electric hybrids, for example. They wont pop, but
theyll surely just fade away quietly as their cycles conclude.
At car launches all over the world, engineers have
stopped talking about downsizing and are instead talking
about cylinder-on-demand, electrification, 48V systems,
integrated starter generators, customer satisfaction and
looming real-world test cycles.
The Volkswagen Group is the first major car maker
to come out and confirm that it has downsized its last
engine. Although the public might not consider it to be
a paragon of internal-combustion ethics, the Volkswagen
Group is the worlds largest car maker, so when it says its
done with downsizing, thats more of a wave that will pass
through the industry than a ripple.
We stopped this [downsizing] at Volkswagen, the
German car makers development head, Dr Frank Welsch,
insisted. What we have reached now is fine. There is not
heavy downsizing anymore. Some are calling it rightsizing,
but thats not really right, either. We will not go lower
than 1.0 liters in a three-cylinder or below 1.5 in a four.

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

 END OF DOWNSIZING?
The Polo will go to a small four-cylinder
engine, not a three.
But while Volkswagen is vocal about
it, Mercedes-Benz and BMW have both
effectively confirmed the same thing with
their moves to modular, in-line layouts
based around a preference for 500cc single
cylinders, expensively engineered to contain
turbocharging, variable valve timing and lift
and direct fuel injection.
Infamously, Mercedes-Benz preferred the
word rightsizing to downsizing because
it played better to the customer base while
it explored a variety of ways to shrink its
NEDC numbers.
Rightsizing was most prevalent in the
smallest models on MFA front-drive
architecture, which shrunk the engines down
to 1.6-liter, Renault-sourced four-cylinder
engines. But that was it. Talk of a three-
cylinder engine for smaller cars faded away,
replaced by a plan for common-component
modular petrol and diesel in-line engines, all
based around a 500cc cylinder.
In line with this, even the AMG V8 moved
from 6.2 liters of naturally aspirated mayhem
to 5.5 liters of turbocharged ferocity and now
its eight-cylinder engine is just 4.0 liters.
We prefer the word rightsizing, i.e.
tailoring the engine to the needs of the
customer, now-retired Daimler development
board member Dr Thomas Weber said late
last year.
44 // March 2017 // Engine Technology International.com
Instead of trimming the number of cylinders from the
outset, thereby foregoing refinement and output, there are
much more intelligent solutions.
For example, our new V8 biturbo petrol engine M 176
uses cylinder shut-off. At part load up to 3,600rpm, it is
an especially efficient four-cylinder engine. Then, within
milliseconds and imperceptibly for the vehicle occupants,
cylinders two, three, five and eight cut in. This transforms
the engine into a supremely refined V8.
Japanese Kei cars kept the little-engine fires burning
for decades, but Volkswagen and smart were riding their
own three-cylinder surges long before the layout was
rediscovered by the likes of BMW, with the 1.5-liter
B37 and B38 petrol and diesel engines, and Ford, with
its 1.0-liter EcoBoost.
For both Smart and Volkswagen, their affection for
the triple was less about fuel consumption than having
simple, sturdy in-line threes that
were a cheap, light, reliable
2
entry option.
Not suitable for all
That was not the case
1. The 2016 International
Engine of the Year Award- with the subsequent
winning Ferrari 488 GTB wave of small engines,
2. Ferrari proved that many of which found
smaller capacity and
turbocharged engines their ways into some
arent exclusive to city cars surprisingly big cars
1
 END OF DOWNSIZING?

to pull down their New European Driving Cycle (NEDC)

consumption and emissions numbers in the lab.
The Ford EcoBoost is found in eight Blue Oval models,
including the hefty Grand C-Max and the Mondeo.
BMWs modular 1.5-liter triple is in everything from the
Mini Cooper to the far chunkier Countryman. The Fiat
two-cylinder TwinAir two-cylinder engine also opens the
efforts for Alfa Romeo, FCAs sporty premium brand, in
the MiTo hatch. Opel puts its 1.0-liter triple in the Adam,
the Corsa and the Astra; Renault stretches its 900cc unit
up to the Captur and the Clio.
Volvo has gone for 2.0-liter, four-cylinder engines
across the board, even on the giant XC90 SUV in
supercharged and turbocharged form. There is a 2.0-liter,
four-cylinder option for Cadillacs giant CT6 limousine,
while small four-cylinder diesels drive big SUVs from
3 Mercedes-Benz and BMW.
And this collection of tiddlers, and more, were
mostly well mannered and well considered, especially if
driven with a lighter foot. Fiats TwinAir won the overall
International Engine of the Year title in 2011 and Fords
brilliant 1.0-liter, three-cylinder engine was still winning
What we have reached now the thing three years after it launched. In 2015, the trophy
went to a high-performance, three-cylinder engine from
is fine. There is not heavy BMW, all proving the allocation of investment and
resources had been well spent on small engines.
downsizing anymore. Some
Reality shock
are calling it rightsizing, but But the last wave of small engines doing big-engine work
had a weak spot: the real world. The benefits of smaller
thats not really right either engines in laboratory testing rarely carried over into the
Dr Frank Welsch, head of development, Volkswagen Group
real world, especially among more enthusiastic drivers
and especially on European test cycles.
The real-world emissions tests in the EQUA
4 initiative from Emissions Analytics showed the
differences between NEDC and real-world
consumption were particularly large in
downsized engines.
The 10 models with the highest
percentage difference in the EQUA test
all used downsized engines, including
the Fiat and Alfa Romeo Twin Air, the
Mini One three-cylinder engine and the
smart range of 0.6-liter, three-cylinder
turbocharged engines.
The Emissions Analytics test of more
than 500 cars in real-world testing found
that by far the biggest variance over the claimed

3. BMWs 1.5-liter engine

shows one of the 10 highest
percentage differences in
consumption between lab
and real-world testing
4. FCAs Twin Air engine is
another that scored poorly
under EQUA testing
5. Fiats 500 TwinAir has
long had complaints of
disparity between its
official and real-world MPG

Engine Technology International.com // March 2017 // 45

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1
consumption figures came from engines
below 1.0 liter.
Rather than downsized engines, the
UK-based test found that the best real-world
fuel economy came from engines between
1.0 and 2.0 liters (46.7mpg).
The real shock came in the finding that
even the 2.0- to 3.0-liter engine range had
better real-world economy (45mpg) than
the sub-1.0 liter cars (38.6mpg).
In fact, the true real-world economy of
engines between 3.0 and 4.0 liters (35.7mpg)
even approached the figures returned by
the tiddlers. While their consumption was
typically higher, engines over 5.0 liters in
capacity varied from their NEDC figures by
less than 1%.
Not surprisingly, the variance between
claimed NEDC and real-world consumption
figures tended to shrink as engine capacities
rose, but a 36% variance for the sub-1.0 liter
cars would still have come as something of
a shock to owners.
Downsizing worked for us but maybe,
in some cases, the approach was too strong,
Volkswagens Dr Welsch admitted. The
extreme of it was too much. Remember what
we tried in three-cylinder diesel? Reliability
was as expected, but turned out not to be that
positive [to owners].
The 1.4-liter three-cylinder did not work
out in the end for us. People expected too
END OF DOWNSIZING?
2
Downsizing can have a negative effect
on emissions, particularly when a tiny
engine is expected to drive a heavy car
and so is running on the turbo all the
time. The smaller the engine, the larger
the penalty acceleration has on MPG
Jane Thomas, business manager at Emissions Analytics
1. Even Mercedes-AMGs much from that engine, so we moved back to 1.6- and
range of cars make use 2.0-liter engines.
of smaller, turbocharged
engines to deliver very Volkswagen has introduced a new 1.5-liter, in-line
high-performance thrills four-cylinder petrol engine, codenamed EA 211 Evo, which
2. Mercedes-Benz is will eventually take over from the existing, cheaper 1.4-liter
boosting its IC engines
with electric assistance motor. A rumored 1.5-liter turbodiesel has been killed off,
3. Volvos XC90 utilizes and soon Volkswagen wont make a diesel smaller than
a downsized, compound 1.6 liters. Even that will be killed off after the Golf Mk8.
charged 2.0-liter engine
The EA 211 Evo was already deep in development when
Volkswagen brand boss Herbert Diess arrived from BMW,
where he espoused loudly and proudly that the ideal
capacity for any internal combustion engine was 500cc
per cylinder. However, evidently, its not the ideal capacity
at Volkswagen.
Still the turbocharged engine gets cylinder-on-demand
to turn itself into a two-cylinder motor when torque
3 demand is low, while the Eco versions can turn the engine
into a glorified air pump, coasting along using no fuel
whatsoever.
The key drivers in the motors development, according
to Welsch, were to get its real-world consumption and
emissions data closer to what Volkswagen claimed for it
in lab testing. After all, Volkswagen has a reputation to
rebuild.
That meant doing two things: pulling back on all the
tolerances it was claiming for its NEDC numbers, and
addressing the key failing of all the downsized engines
acceleration.
Engine Technology International.com // March 2017 // 47
 END OF DOWNSIZING?
In search of a solution
Turbocharging meant small engines could punch harder
than most people expected, often as hard as the larger,
non-turbo motors they often replaced, but it cost them
a lot to do it.
Downsizing can have a negative effect on emissions,
particularly when a tiny engine is expected to drive a
heavy car and so is running on the turbo all the time,
confirms Jane Thomas, business manager at Emissions
Analytics.
The smaller the engine, the larger the penalty
acceleration has on MPG, an Emissions Analytics study
summarizes. And because the NEDC test has relatively
few episodes of acceleration, and those that it does have are
of a gentle nature, these small engines appear to perform
well and receive a high MPG result. That is, until they are
taken on the road and driven by real drivers, when every
rev suddenly burns through the fuel, the study concludes.
The USA is at a much earlier
stage in the trend toward downsizing
than Europe, evidenced by the
fact that we have tested no
vehicles below 1.0 liter
Jane Thomas, business manager at Emissions Analytics
1
48 // March 2017 // Engine Technology International.com
1. Volkswagens Mk8 Golf Tellingly, the new M 256 in-line, six-cylinder petrol
debuts the all-new EA 288
Evo engine (2), which bucks
engine is the first engine Mercedes-Benz had ever
the downsizing trend, with engineered to be electrified from day one, complete with
an increase to 1.5 liters an Integrated Starter-Generator and a piggyback 48V
electrical system, which will roll out through its next
generation of four-cylinder engines, too. Electrification,
Dr Weber insisted, would take the load off turbochargers,
allowing better economy from a given capacity.
For all its benefits in delivering repeatable, sanitized
data, the NEDC is far from perfect, as the extreme
differences between lab and real-world figures in the
Emissions Analytics data suggest.
The acceleration in the NEDC test is relatively light and
the speed is relatively low, giving car makers little payback
for better aerodynamics that help more at higher speeds.
Its also far from a globally accepted test, with the USA,
Canada and Japan having their own tests, while China
takes the NEDC and adds more procedures on top of it.
The US Environmental Protection Agencys five-test
cycle is much more realistic than the NEDC, according
to the Emissions Analytics test. Tested on the US cycle,
1.0- to 2.0-liter cars had a real-world mileage of 34.1mpg,
which was actually 2% better than the claimed figure. The
28.2mpg real-world figure for 2.0- to 3.0-liter cars was
just 1% worse than the claimed number.
In fact, the USA is at a much earlier stage in the trend
toward downsizing than Europe, evidenced by the fact
that so far we have tested no vehicles in the category
below 1.0 liter, the Emissions Analytics study says.
Perhaps the more strenuous EPA tests will put a limit
on such downsizing or, at least, downsizing without
down-weighting.
2 The plans to give European customers a fuel-
economy figure closer to reality are near fruition,
but at least one car maker has pulled back on all
of its allowable NEDC tolerances to give a more
realistic figure. Surprisingly, thats Volkswagen.
It launched its Golf Mk7 with a 1.6-liter TDI
that emitted 87g of CO2/km. It doesnt claim
that anymore and its upcoming next-generation
2.0-liter EA 288 turbodiesel should sneak
beneath the 90g/km for CO2 emissions.
The EA 288 Evo will get down enormously in
CO2. Thats where we will invest and we will start
selling that in 18 months to two years.
But below 80g is not possible. Just having the new
generation of this may bring it down by 7-8g. Maybe we
get it back to 89g, but it will be closer to a real-life 89g.
But today we are using smaller tolerances so we have
slightly higher CO2 values. We think the customers will
see this as a positive and see it as a better engine because
they can achieve the claimed figures.
 38 International Vienna
Motor Symposium
27 - 28 April 2017, Hofburg Vienna

Lectures in the Plenary: A General Survey

+ Rupert Stadler, AUDI AG,
on the topic Piloted, Emission-Free, Connected: Transformation of a
Premium Brand to a Digital Car Company
+ Toshihiro Hirai, Nissan Motor Co., Ltd.,
on the topic Strategic Future: Powertrain Vision for Tomorrow
+ Rolf Bulander, Robert Bosch GmbH,
on the topic Contribution of Powertrain Concepts to Reach Ambitious
Climate Targets
+ Stefan Sommer, Friedrichshafen AG,
on the topic The Powertrain of the Future
In Context of New Vehicle Concepts and Regulatory Requirements
+ Wolf-Henning Scheider, MAHLE GmbH,
on the topic MAHLEs Contribution to Efficient Internal Combustion
Engines and Electric Powertrains of the Future
+ Hirohisa Kishi, Toyota Motor Corporation,
on the topic Towards Sustainability Toyotas Way to Develop the Next
Generation Vehicles
+ Matthias Mller, Volkswagen AG,
on the topic From Carmaker to Mobility Provider:
A Look at the Future of the Volkswagen Group
In-depth Technical Lectures on
Otto and Diesel Engines for the Future
Electromobility / Batteries
Hybrid
Fuel Cells
Thermal Management
Cylinder Deactivation
Gas Engines
Exhaust Emission Control
Real Driving Emissions (RDE)
Engine Components
View to the Future Powertrain, Vehicle and (Individual) Mobility
Comprehensive Technical Exhibition and Social Programme
For details see www.vienna-motorsymposium.com
The volumes containing the technical papers will be available
from May 2017 onwards
Austrian Society of Automotive Engineers (VK)
Elisabethstrasse 26/24, 1010 Vienna
Tel.: +43/1/585 27 41/0
Fax: +43/1/585 27 41/99
E-Mail: info@oevk.at
Chairman: Univ.-Prof. Dr. H. P. Lenz, Univ.-Prof. Dr. B. Geringer
 FUEL
OEM CELLS
INTERVIEW: BMW

50 // March 2017 // Engine Technology International.com

 OEM INTERVIEW: BMW

support
ETi sat down with Fritz Steinparzer, BMWs vice
president of diesel engine development, who
insists it is game on not game over for the
trusty tried-and-tested turbo-diesel engine

WORDS BY
DEAN SL AVNICH

Engine Technology International.com // March 2017 // 51

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I
t hasnt been the easiest of times for diesel
engines of late. Despite hugely impressive
leaps forward in technology and design,
the combination of ever-tightening
emissions legislation and a growing
anti-ICE lobby brigade, along with the
blossoming e-powertrain movement, has
meant the immediate to mid-term future for
the trusty TDi motor has a certain bleakness
surrounding it. And thats without starting
to look ahead to the real longer term, post
2030/2035.
But add to that toxic mix Volkswagens
recent Dieselgate scandal, and the ramifications
of Europes biggest car maker implementing
cheat software to make its engines seem
cleaner than they actually are, along with
the likes of FCA and Renault now also being
investigated for similar shady matters, and
it would seem unofficially at least that
the diesel engine is running on empty.
As one exec for a Japanese car maker said
recently off the record: Thats probably the
final nail for diesel. Thankfully we didnt do
a diesel-hybrid!
But not everybody agrees with that
sentiment. Dieselgate might have put VW on
a fast-track EV development path the newly
formed MEB architecture will soon start
spawning all kinds of electric goodness, with
TDi products very much on the back burner
OEM INTERVIEW: BMW
1. The 730Ld M Sport,
is perhaps the flagship
diesel for the brand
2. At the other end
of the scale is its
three-cylinder diesel
3. i3 with range-extender
now within Wolfsburg but German rival 2
BMW, master of the IC engine for so long,
isnt even close to giving up the cause.
The last year was a difficult year for diesel
technology and diesel engineers, readily
admits Fritz Steinparzer, vice president for
diesel engine development at BMW. There
have been issues, especially from one of our
competitors. And following that, there have
been so many discussions within society
about how clean diesels are. Thats what
has been taking place on the one hand.
On the other, we actually didnt
see any changes in the behavior of
our customers. Diesel volumes for
us in most markets are still at the
same level as before. Production 3
volume [for 2017] will be higher
than 2016. Theres no drop-off.
But what about public
perception, especially as four
major cities Paris, Madrid,
Athens and Mexico City are
all set to announce the banning
of diesel cars by 2025?
I think public as well as
some media discussions about
diesel exhaust issues are not really
truthful; its not fair. I understand
some organizations are not
satisfied with whats happened
Engine Technology International.com // March 2017 // 53
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CA ST AS IDE
E FR ITZ gy
PU TT IN ON TH On the surface,
casting technolo
engine same rate as
PO W ER ST RU GGLE BMWs vice pre
sident of diesel hasnt evo lve d at the
it?
p between s wh y diesel, as hnologies. Or has
bridging the ga developme nt exp lain other engine tec
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OE-spec parts an rmance parts olo gyint ernation
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 OEM INTERVIEW: BMW

of late, but in context, this was one

manufacturer, and all other manufacturers
especially BMW are in a good position
regarding diesel technology.
Steinparzer points to tests that have taken
place around the world over the past 18
months that prove BMWs diesel technology
in light of the VW fallout, with the Bavarian
OEM passing such tough assessments with
flying colors. In fact, we always came out
very positively in these tests. In most of them,
we were actually at the top, he states. Soon,
well face all-new emissions legislation, but
most of our cars today have the technical
capacity to fulfill this [the upcoming laws]
already its a case of further application
work and homologation but well fulfill
these requirements.
After that time, in my opinion the
discussion on diesel will calm down, he 1
continues. In two or three years, there will
be a normalization in the discussion on diesel 1. The in-line six-cylinder onset of pulling power that continues right 2. The 330es drivetrain
engines and their future. arrangement lends up into the higher rev range. That translates is an example of BMWs
itself to advanced hybrid development
Steinparzer wont be specifically drawn turbocharging, and to outputs of 405ps and 760Nm, meaning on program, cleverly blending
in the VW affair I cant discuss this in too also permits the the road the exec sedan hits 100km/h from a 2.0-liter engine with a
much detail, he says. But one thing is clear: close-coupling of standstill in just 4.6 seconds. For the record: Li-ion battery to improve
aftertreatment parts range and performance
there are no long-term concerns for diesel peak torque arrives from 3,000rpm, whereas
within BMW. I think in the next decade max ps is generated at 4,400rpm.
well see many powertrains in parallel. But packing together four multistage
Well see more and more petrol-electrics, but blowers all BorgWarner designs wasnt
at the opposite end, theres still progression easy: It was a challenge, for sure, says
available for conventional engines both Steinparzer. I must say, however, the in-line
six layout is the best concept for advanced
turbocharging technology. In using a V6
configuration, you cant do this its hard to
We didnt see any changes in use two-stage turbocharging, let alone four.
So being a long engine, the in-line six is a
our customers. Diesel volumes good concept for this design.
On the other hand, we also looked for an
for us in most markets are still engine base configuration that allows for a lot

at the same level as before of free space on the exhaust side.

Essentially, adds Steinparzer, wholesale
design changes have allowed his team to
place all auxiliaries at the front-left side of
diesel and gasoline. In my opinion, in the engine. So the right side of the engine
the next 10 years we wont be able to is 100% free for turbocharging and
solve all the issues concerning electrics,
2
like infrastructure and range. So diesel
engines still make a lot of sense going
forward.

Steadfast support
And that almost unwavering steadfast
support of the technology is encapsulated
by BMWs latest diesel product: a 3.0
six-cylinder, quad-turbo powerhouse.
Commenting on the high-end development,
Steinparzer jokes, I will not stop until we
have an equal number of turbochargers to
cylinders!
A derivative of the B57 base, the 3-liter unit
will debut in the 750d XDrive model and has
been created primarily to ensure an early

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

 OEM INTERVIEW: BMW

exhaust aftertreatment thats the important

point, he explains.
Four conventional blowers make for quite
a powertrain package and it differs from
1
Audis new halo diesel product that puts
together two turbochargers with an electric
compressor for a V8 debuting in the Bentley
Bentayga. But thats not to say BMW is not
also looking at e-compressor tech.
Were monitoring this technology very
closely, confirms Steinparzer. But let me
say: if I can choose between an additional
turbocharger or an additional electric-driven
charger, Ill always prefer the exhaust-driven
turbocharger because this solution can
supply, say, 30-50kW to compress the air
because theres a lot of energy in the exhaust.
With an electric-driven charger, you
can only get, say, 5-7kW additionally. So
the performance of the exhaust-driven PSA, Volvo, Mercedes-Benz that either have 2
turbocharger is much, much greater. (or have had in PSAs case) a diesel-electric
Yet despite those huge power outputs, on the market. And BMW has no plans to
the new quad turbo diesel engine has some join Volvo and M-B at this very exclusive
impressive green credits: fuel consumption is gathering: For us, the first important step
around 5.7 l/100km (49.5mpg) and emissions was to offer plug-in hybrids all over the world
between 154g/km of CO2 and 149g/km of and diesel is mainly a European story. So, a
CO2. Some of that added greenness is down gasoline plug-in hybrid is one technology that
to the adoption of a particulate filter, NOX we can sell in the USA and China as well as
catalytic converter and an SCR with urea Europe.
injection. If plug-in hybrids in the future become
very successful especially in Europe well
Diesel hybrids then answer the question about the possibility 1. The latest-generation 3
But nothing quite says total, 100% support of of diesel hybrids, especially for an application 5-Series achieves 3.9
l/100km and 102g/km CO2
TDi tech like a diesel-hybrid creation, either a like the 7 Series or X5. 2. Solenoid valve/Piezo
powertrain for the 3 Series or perhaps even an In the USA, BMW sells diesel-engined injector for diesel engines
i3 derivative. models in the X5, X3, 7 Series and 3 Series 3. BMW TwinPower Turbo
four-cylinder diesel engine
At present, BMWs hybrids, be that i brand ranges, albeit in small numbers. Bringing it 4. The i8 introduced a new
or otherwise, are all gasoline-based, and so back to where the interview started VWs approach to powertrain
far there is only a handful of car makers Dieselgate chapter. Is diesel finally finished development for BMW
in the auto industrys
second-largest

If I can choose between market? Steinparzer

is unsure.

an additional turbocharger Diesels do have a

future in the USA in
or an additional electric some car segments,
the BMW VP
charger, Ill always prefer the counters, after
considering the
exhaust-driven turbocharger question for some
time. So perhaps not
sedans and passenger
cars, but in SUVs like the X3 and X5 there
will be a lot of diesel options.
He concludes, In the past, with the X5,
weve achieved a 30% market share with
diesel in the USA. Following the [VW]
issue, its dropped down, especially after
US regulators looked deeply into all diesels,
which impacted the 2017MY certification for
everyone, but we are now the first company
to get that certification for all our diesel cars
4 over there.

56 // March 2017 // Engine Technology International.com

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58 // March 2017 // Engine Technology International.com
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loss of the APS coating assumed
to be conditionally corrosion-
resistant was considerably lower
at 10mg/cm2. Those surfaces with
high oxide content displayed a
reduction in mass loss as the alloy
content increased, but the influence
of the alloy was substantially lower
than that of the oxide content.
For the surfaces with low
oxide content, there was a marked
improvement in corrosion behavior
for alloys containing between 13%
and 17% Cr. However, a further
increase in the Cr content did not
result in further improvement to
the corrosion resistance under
the conditions tested.
In addition, the surfaces were
examined using a scanning electron
microscope (SEM) to characterize
the nature of the corrosion attack.

While both reference samples
and a high-oxide, wire-arc spray
material demonstrated substantial
corrosion with a notable change to
the surface, the original surface was
still recognizable on the low-oxide
sample. The SEM study revealed
that the oxidic constituents were
released preferentially from the
surface, therefore explaining the
relationship between oxide content
and mass loss experienced by the
test samples.
Potentiodynamic polarization
scans confirmed the results of
the immersion tests, showing that
the oxide content has a significant
influence on the corrosion resistance
of an applied coating. The levels
of current density reached for the
high-oxide materials were around
an order of magnitude higher than
those for the low-oxide surfaces,
indicating a considerably greater
corrosion attack.
Having pioneered the use of
immersion tests, electrochemical
tests and metallographic tests
in combination, to assess the
corrosion behavior of materials
for cylinder bore surfaces, the next
step for the company is to apply the
techniques to future liner programs.
The repeatable process established
means the most corrosion-resistant
liner material can be selected
for specific fuels and operating
conditions by using test solutions
(such as sulfur condensate or EGR
condensate) that precisely represent
PRODUCTS & SERVICES
This new method for the
evaluation of corrosion
resistance of bore
surfaces will enable
the development of
new materials to meet
upcoming durability and
emission requirements
the target application.
Diesel engine makers will, in the
future, be able to take advantage
of liners with corrosion-resistant
materials and coatings developed
through this process, supplied
as either finished or semi-finished
components. Working closely with
customers from the start of a project,
Federal-Mogul Powertrain believes
that optimum material properties
can be engineered to meet the
challenges of the application.
FREE READER INQUIRY SERVICE
To learn more about Federal Mogul
Powertrain visit:
www.ukipme.com/info/etm The unique thermal spray process
INQUIRY NO. 501 builds up material around a mandrel
Engine Technology International.com // March 2017 // 59
 PRODUCTS & SERVICES
Improved efficiency
This new ball bearing system features advanced technology that improves an
engines responsiveness and fuel economy by increasing turbocharger efficiency
Downsizing of engines,
development of new
combustion processes and
hybridization of vehicles continues
to gather pace, driven by emissions
regulations and market demands
for improved fuel efficiency and
performance. As a result, the
demand for improvements in
turbocharger efficiency is also
high. To that end, it is necessary
to develop and improve the bearing
system, as well as the aerodynamic
components of the turbocharger,
such as the turbine wheel.
BorgWarner recently developed
a new ball bearing system that had
to meet numerous requirements,
including stable stop/start, low
levels of NVH, and robustness
against solid and liquid oil
contamination, even when
used with biofuels. Additionally,
a significant reduction of friction
losses compared with journal
bearings of the same size was
important to increase turbocharger
efficiency (Figure 1).
Figure 2: Compared with a reference
turbocharger featuring a journal
bearing, the new solution contributes
to enhanced low-end torque figures
60 // March 2017 // Engine Technology International.com
Particularly at low engine speeds, Figure 1: The advanced ball
ball bearings have advantages over bearing system for mass
plain bearings and have already production greatly increases
turbocharger efficiency
been used in early turbochargers.
For additional improvements to the
technologys design, BorgWarner
embedded the ball bearings outer
ring in a floating arrangement by
using angular contact ball bearings
in a cartridge design to control
the components rotor dynamics
and noise behavior (Figure 3).
The companys advanced solution
makes use of high-performance
AISI M50 materials for the raceways
and silicon nitride balls to offer
optimal performance and robustness
even at high limit temperatures.
As ball bearings are in principle
adversely affected, compared with
plain bearings, by the absence of a
damping inner oil layer, BorgWarner
conducted intensive rotor dynamics
simulations to achieve good
vibration decoupling for improved
transmission behavior. As a
solution, BorgWarner developed
metallic decoupling rings placed
at the outer edge of the cartridges.
Using a spring function, the
cartridge is centered in the housing squeeze film damper that also the oil pressure and with it the
and stabilized in spite of a soft minimizes the transmission of churning loss inside the bearing.
vibrations to the outside after the In addition, the cooling of the outer
motor has stopped. The rings seal ring and bearing housing enhances
the pressurized oil chamber toward compressor efficiency.
the shaft ends too, thus minimizing Tests of the new ball bearing
the oil foam and supporting the system design showed excellent
stability of the damping at high stability of the rotor, even when
rotational speeds as no gas is future lubricating oils with very
able to enter the suction area of low viscosity are used. The
the damper. Additionally, a fixation simulation results also revealed
plate bonded into the groove of that increasing the size of the
the cartridge stably intercepts turbine and compressor wheel
axial thrust loads and prevents further improves stability.
co-rotation of the cartridge. Extensive tests conducted by
In order to minimize oil churning BorgWarner have shown numerous
inside the bearing, the oil flow is advantages of ball bearings under
divided into branches using an a range of operating conditions
application-specific calibration hole compared with conventional
and the oil flows simultaneously into journal bearings. At low speeds
and around the cartridge. This limits with cold oil, friction is reduced

by up to 50%, and by up to 40%
with oil at operating temperature.
In addition, as axial load and
pressure ratio increase during
operation, the friction of journal
bearings increases more rapidly
compared with ball bearings.
Thanks to its advanced design,
BorgWarners ball bearing system
increases turbocharger efficiency,
which has a significant influence on
the engines transient behavior. This
for instance improves driveability
by facilitating a more rapid boost
pressure build-up in the low rev
band (Figure 2). Simultaneously, the
improved turbocharger efficiency
results in fuel consumption and CO2
emissions that are about 2% lower
in the consumption-relevant part-
load range.
Operating under severe
conditions with high speeds
and dynamic load changes,
turbocharger bearings are often
subjected to rapid temperature
changes, external vibrations
and both liquid as well as solid
contaminants in lubricants. The
initial oil filling of the motor often
carries hard particles and chips
from machining tools into the
bearings. After the first oil change,
contaminants may include iron
and bearing metal debris and
soot and fuel residues.
In order to evaluate the
robustness of its new ball bearing
system, BorgWarner carried out
time lapse tests during which
turbochargers were operated
at high loads with lubricants.
Lubricants featuring a 200-fold
increased, filterable share of
corundum and iron chips were
used. While the companys new ball
bearing remained functional after
the procedure, the axial bearing of
a reference turbocharger featuring a
journal bearing became inoperable.
Additional high-temperature time
lapse and resonance endurance
tests confirmed the robustness
of the new system.
As NVH behavior is a key
factor for customer acceptance,
BorgWarner has specifically
optimized its advanced ball bearing
technology to achieve a satisfactory
noise level across a wide range
of operating conditions. The
effectiveness of these enhancements
was confirmed through a series of
Engine Technology International.com // March 2017 // 61
PRODUCTS & SERVICES
Figure 3: BorgWarners
ball bearing design
features an outer ring that
is embedded in a floating
arrangement to control the
components rotor dynamics
and the noise behavior
on-vehicle and endurance tests.
Additionally, the tests revealed
that, due to different transfer
structures, application-specific
housing geometry optimizations
must be carried out to avoid
conspicuous noise.
By improving turbocharger
efficiency by 4%, the new solution
greatly enhances responsiveness
while simultaneously reducing CO2
emissions by up to 2%. Following
the systems launch at the end of
2016, ball bearing systems using
the same principle will be developed
for use in all sizes of car.
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 PRODUCTS & SERVICES

VCR crankshaft
Almost any four-stroke engine can be upgraded to a VCR engine
by simply replacing the normal crankshaft by a VCR crankshaft

An important advantage of
the Gomecsys VCR system
is the ease of integration into an
existing engine configuration. The
annotated image to the right shows
a detailed layout of the companys
revolutionary VCR crankshaft that
replaces the original. 3A
The Gomecsys VCR system
uses split eccentrics (2), which
are assembled on each crankpin
of a one part crankshaft (1). In this
example an in-line four layout is
shown, however the same layout
would apply to a one, two or three
in-line engine.
The eccentrics are all driven by
using a dedicated gear mechanism,
which has to fulfill two functions.
First, it has to drive all the eccentrics
at half the crankshaft speed;
second, it adjusts the position Image shows the components of the
of the eccentrics in TDC firing to Gomecsys VCR crankshaft. To realize
a variation in the top dead center of
achieve the optimum CR position the piston, Gomecsys has added an 3B
at all times and as fast as needed. eccentric (2) between the crankpin
An actuation shaft (3a) with and the big end of each conrod
3
a pressed on actuator gear (3b)
enters the crankshaft at the front. The low speed of both these
The actuation shaft assembly (3) is bearings is extremely important 2B
only rotated to adjust CR, that is, to to limit the friction of the additional 4
adjust the eccentric position in TDC VCR parts. 2A
firing. When going from maximum The transfer shafts (5a) with
CR to minimum CR, the actuation transfer gears (5b) on both sides 2
shaft has to be rotated by 300. are used to connect the eccentrics,
The eccentrics will then be rotated ensure they stay in their correct
150 (from +90 to -60). This is position and are all driven at half
because the eccentric gear (2b) the crankshaft speed. The transfer 2C
pitch diameter is half that of the shafts (5) run in two needle bearings
actuation gear (3b). When the which are placed in a central hole of
actuation shaft is in a fixed position, the crankshaft.
the eccentrics are always driven The split eccentrics are
at half the crankshaft speed. assembled on the crankpin
An intermediate gear (4) is used and hold together with specially
to achieve the desired rotation developed clamps (2c), called dog
direction of the eccentrics. To bones. These are pressed in the
minimize friction, the eccentrics eccentric from the side while they
are driven in such a way that are on the outside of the crankshaft,
both the eccentric and conrod the eccentric has to be turned
big end bearing are running on the crankshaft before the dog
at half the crankshaft speed. bones on the opposite side of the

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


5B
All engine types can be upgraded
to a VCR engine, from one cylinder
units to V8s, simply by replacing the
original crankshaft with this new one
eccentric can be pressed in. For
NVH reasons the gear clearance
5A
has to be controlled, which is
accomplished by using gradients
for the transfer gears (5b).
Advantages of the Gomecsys
VCR system are the ease of
integration in almost any existing
engine; fully variable and fast
actuation within 0.2 seconds
with low actuation torque demand
(average power in the WLTC is 5W);
minimal additional friction 0%
up to 1,500rpm to about 0.05 bar
FMEP at 4,000rpm; and minimal
additional production cost.
The experts at Gomecsys
have a strong passion for
combustion engines. The
companys mission is to
develop technologies that
greatly improve the efficiency of
combustion engines and to make a
significant contribution to the global
reduction of CO2 emissions.
More than a billion cars are
driven worldwide and are still
equipped with combustion engines
that only use about 20% of the
fuel energy, the remaining 80% is
lost as heat into the atmosphere.
Gomecsys believes that this can
be greatly improved.
5 1 It sees a growing market
share for hybrid and full electric
cars, however a realistic view on
well-to-wheel CO2 emissions must
be taken. Gomecsys is convinced
Engine Technology International.com // March 2017 // 63
PRODUCTS & SERVICES
that combustion engines in cars
will have an important share of the
market for many years to come.
Improving the efficiency of the
combustion engine will play
an important role in global CO2
emissions reduction over the
next 30 years.
Since the company was
established it has continuously
optimized its VCR design, making
substantial improvements. Thanks
to many years of development,
engineers have gained detailed
knowledge in all areas of the
Gomecsys VCR technology and
are ready to develop prototype
VCR crankshafts for new customers.
Development is ongoing with
several prototype engines already
being tested on the in-house dyno
and in a demo car.
The relative low-impact
integration process enables
OEMs to reduce investment and
achieve a high carry-over rate,
which translates to a cost-efficient
VCR solution. The Gomecsys
VCR technology has been tested
extensively in cooperation with
Groupe PSA and has matured
to provide a competitive solution
to interested customers.
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INQUIRY NO. 503
 PRODUCTS & SERVICES

Simulation made easy

An innovative, new hybrid sportscar was designed using a model-based systems
engineering process, which enabled much quicker, more efficient testing cycles

With more than 100 years

of experience in vehicle
production and a broad range of
services, Magna Steyr Engineering
is one of the leading engineering
and manufacturing partners of
OEMs. Given the complexity of new
and more efficient technologies,
most automotive companies have
been forced to change the way
they conceive their vehicles, their
processes and their design and
testing procedures.
It is now a fact that having higher
CO2 emissions increases a vehicles
cost. Companies must take into
account production CO2 certificates,
recycling rates and environmental
taxes of cities. For example, in
2020, the penalty in Europe for
exceeding emissions limits will be
95 per gram, a significant amount
of money that needs to be taken
into consideration.
Magna Steyr Engineering has not
seen these challenges as obstacles.
Instead it sees opportunities to The Mila Plus was designed
develop brand-new and innovative and tested in LMS Amesim
solutions. The company has
had to find cost-efficient ways the validation phase of model
to achieve fleet consumption simulation, but it also streamlined
targets. To overcome this challenge, the creation process. LMS
Magna Steyr Engineering recently Amesim was first used to assess
implemented model-based systems the general energy management
engineering (MBSE) in its energy of vehicles and perform sensitivity
management and driveability analyses of several parameters such
department to develop a simulation as aerodynamics, tires, powertrain,
environment for the evaluation shifting strategies and gear ratio
of fuel consumption and vehicle selection, among others.
driving performance. LMS Amesim has notably
LMS Imagine.Lab Amesim reduced simulation analysis
software from the Simcenter effort, says Michael Martin, system
portfolio a simulation solution simulation manager for driving
from product lifecycle management performance and fuel efficiency at
(PLM) specialist Siemens PLM Magna Steyr Engineering. Enabling
Software was selected to improve seamless cost reduction and time
Plus is claimed
Magna Steyr Engineerings virtual savings, LMS Amesim is now being to have an all-
development processes and used to address more projects. electric range
implement predictive engineering As Magna Steyr Engineering saw of approximately
75km and weighs
analytics. It not only helped to the potential of hybrid vehicles, LMS around 1,520kg
improve the accuracy during Amesim became a trusted tool for

64 // March 2017 // Engine Technology International.com


the development of operating
strategies, including power
limitations, state-of-charge (SOC)
balance, electric driving, thermal
engine driving, recuperation and
load point shifting and charging.
To manage system design
of a hybrid vehicle, a general
architecture over a single test
cycle must be defined. This
enables several architectures and
parameters to be easily tested, such
as location and size of the electric
motor and the size of the battery.
In the second phase, design
optimization of the chosen system
architecture across a wider range
of test cycles and situations must
be performed using a much more
detailed model. In this phase, batch
simulations are needed, as well
as some design exploration tools,
PRODUCTS & SERVICES
both of which are available via the
LMS Amesim software.
The type of automobiles that
mix regular vehicle capacities with
electrical vehicle capacity are not
quite as easy to model, simulate The LMS Amesim package can be
and analyze. For a conventional used to simulate charge depletion
vehicle, only a single driving cycle and sustainability in hybrid vehicles
simulation is needed to study
the overall energy consumption
performance. For hybrid vehicles,
up to six or more simulation cycles
are needed, depending on the local
regulations and the electric driving
range of a hybrid vehicle. The first
five cycles are dedicated to battery
depletion and the final cycle to
charge sustainment.
This simulation effort benefits
most from the accuracy and
performance of LMS Amesim,
which enables its users to obtain
valid results and determine electric
driving range, electric consumption
and fuel consumption. The
customization capabilities of LMS It also enables customizable modeling
Amesim have enabled the engineers and variable parametrization for
at Magna Steyr Engineering to different hybrid configurations
develop scripts in order to run,
analyze and summarize simulation What we like most about LMS intelligent, alternative drive
cycles in a highly efficient way. Amesim is the fast support, says technology to produce maximum
In addition, the focus of hybrid Martin. If a problem comes up, performance as well as eco-
vehicle simulation during serial the support service is more than friendliness. With an all-electric
development is in the functional capable of solving it. Some other range of 75km and a vehicle
test of the operating strategy itself. characteristics that impressed weight of 1,520kg, using the NEDC
In this case, LMS Amesim is used Magna Steyr Engineering in the ECE-R 101, LMS Amesim has
to provide the plant model for the Siemens PLM Software technology helped Magna Steyr Engineering
vehicle, which is possible thanks to were the comprehensive library of reduce CO2 emissions by 32g/km
a co-simulation using the MATLAB validated models, well-documented in the Mila Plus.
and Simulink environments, which and open components, and the Magna Steyr Engineering plans
provide the controller configuration ability to perform thermal and to continue using LMS Amesim
for optimal results. energy management simulation to deliver new, intelligent and
As a complement to the solution, in one tool. innovative solutions, contributing
Magna Steyr Engineering employs One of the latest creations of to the development of cleaner and
the LMS Amesim submodel Magna Steyr Engineering is its more efficient technologies.
editing tool, which enables users to Mila Plus hybrid vehicle, which was
develop their own components as designed and tested with the help FREE READER INQUIRY SERVICE
well as use LMS Test.Lab software, of LMS Amesim. Mila Plus is an To learn more about Siemens PLM
also from the Simcenter portfolio, innovative, two-seat hybrid sports Software visit:
to generate validation data to better car that combines sophisticated, www.ukipme.com/info/etm
INQUIRY NO. 504
calibrate the numerical models. lightweight construction with
Engine Technology International.com // March 2017 // 65
 PRODUCTS & SERVICES
Fluid transfer systems
This series of SCR plastic lines has been further developed to provide
higher temperature resistance for even greater efficiency and reliability
SCR (selective catalytic
reduction) technology is
making a significant contribution
to efficiently reducing nitrogen
oxides in diesel vehicles, to meet
the applicable emissions standards.
ContiTech quickly established itself
as a leader in the introduction of
this technology and has constantly
developed its heatable lines for the
urea solution used in the process.
ContiTech has further developed
its existing SCR plastic line for a
continuous temperature of up to
160C. Until now the upper limit
has been 125C. The reason for the
tougher requirements in relation to
the continuous temperature is that
the injection point in the exhaust
pipe has shifted from the underbody
area to a position close to the
engine. The temperatures are higher
here, so the efficiency of the NOX
scrubbing process is enhanced.
The materials used for the SCR lines
have been modified accordingly.
An EPDM outer lining with a
butyl inner lining ensures that
the elastomer hose, developed
by ContiTech primarily for use in
trucks, is highly non-permeable
66 // March 2017 // Engine Technology International.com
ContiTech has
further developed
the existing SCR
plastic line for
a continuous
temperature
of up to 160C
The design and materials
have been adapted to the new
requirements to achieve the
higher temperature resistance;
the lines inner lining now consists
of the synthetic material PPA
(polyphthalamide). Not only is this
more temperature-resistant than
the previous polyamide-based
pipes, but it also offers better
media resistance and higher tensile
strength and rigidity. Following
this modification, the connecting
technology is also being converted
to PPA to guarantee a reliable
welded joint between the pipe
and the quick connector. The
new product has already been
tested for compliance with
customer specifications.
Fundamentally, diesel
engines, particularly those with
turbochargers, generate much
more harmful nitrogen oxides than
gasoline engines as a result of the
high air excess during combustion An EPDM outer skin with a is much tighter for the urea tank,
and the high engine temperatures. butyl inner lining ensures that the other parts of the system and
The high proportion of air during the elastomer hose, developed the necessary lines. One technical
the combustion process in diesel by ContiTech primarily for trucks, challenge in cars lies in ensuring
engines also prevents the use of is highly non-permeable. Using that the lines between the AdBlue
three-way catalytic converters, special long-hose assemblies, tank, the pump, and the injector
as commonly used in gasoline ContiTech also enables tanks are configured in an extremely
engines, where they also reduce NOX located in extremely difficult tight space, generally parallel to
emissions. In diesel engines, SCR positions to be integrated into the fuel lines. This requires the use
technology now converts the NOX to the system. And because they of molded hoses, which enable the
harmless nitrogen and water vapor expand with the medium, thanks specified geometric requirements
with the aid of a urea solution, and to their elasticity, the elastomer with sometimes tight bending radii.
reduces fuel consumption at the hoses do not require any retractive In the case of the plastic pipes
same time. However, the aqueous suction to drain the lines if they are predominantly used, the relevant
urea solution would quickly freeze at no longer heated when the engine configuration is produced using
low temperatures (-11C and lower) is switched off. the thermofixing process. This
if it were not for the heatable SCR Compared with trucks, the SCR guarantees that it also fits into the
lines and quick connectors from systems used in cars have become tight package spaces. The heater
ContiTech, which prevent this. even more demanding since space filaments that prevent the urea

solution from freezing when the
engine is running are attached
to the plastic pipe and are also
protected with an outer lining.
The heater filaments are custom-
developed for each application so
that the same heating performance
is always guaranteed despite
the variations in hose and plastic
pipe length. In a further step,
the SCR lines are fitted with quick
connectors that are also heated.
The plastic lines are
significantly lighter and cheaper
than ContiTechs proven elastomer
lines and meet all the requirements
of todays SCR systems. After the
engine is switched off, however,
they have to be partially drained by
suction if the car is parked.
Because the lines are then no
longer heated, the urea solution
could otherwise still freeze. And
the resulting high pressures in
the relatively inelastic plastic line
could destroy attachments.
The more affordable plastic lines
help reduce the cost advantage
of the lean NOX trap, which is still
often used as an SCR alternative
despite its lower efficiency. This NOX
reduction method also becomes
more inefficient with increasing
engine size and results in significant
rises in fuel consumption even with
small engines. The reason for this
is that the catalytic converter in
similar fashion to a diesel particulate
filter has to temporarily shift from
optimal combustion conditions. It
is also cleaned using fuel and the
smaller it is, the more often that is
necessary. SCR systems, on the
other hand, enable the engine to
be operated more fuel efficiently.
Despite its disadvantages,
however, the lean NOX trap can
meaningfully complement the
SCR system. If the high exhaust
temperatures required by the
SCR catalytic converter for
urban driving, for example,
are occasionally not reached,
nitrogen oxides are retained in
the lean NOX trap. However, this
solution is so complex, expensive
and demanding in terms of package
Engine Technology International.com // March 2017 // 67
PRODUCTS & SERVICES
Using special long-hose
assemblies, ContiTech also
enables tanks located in
extremely difficult positions to
be integrated into the system
space that it is hardly used in
Europe. In the USA, on the other
hand, with its more stringent
limits, some manufacturers offer
this twin-track solution. But even
when operating in isolation, SCR
technology impresses thanks
to its efficiency. Emissions of
environmentally harmful nitrogen
oxides and hydrocarbons can
be reduced by up to 80%, while
carbon particulate emissions, which
are similarly unwanted, also fall by
up to 40%.
FREE READER INQUIRY SERVICE
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INQUIRY NO. 505
 PRODUCTS & SERVICES

Clean diesel care

A new robust, compact dosing unit can supply liquids independent
of the engine to make diesels clean even under cold conditions

Although dirty diesel cars

The new metering pump has
and trucks are becoming minimal leakage and provides
relegated to history, todays precise delivery of AdBlue,
engineers working with diesels which ensures exact metering
and simplifies the onboard
still face the challenge of choosing diagnostics process over
the right systems. Environmental, a wide operating range
legal and performance requirements
can be contradictory, but they
must be brought into line. High
torque, low CO2 emissions and
clean exhaust gas at the same time
is no coincidence. It is a result of
complex mechatronic systems.
Similar principles apply to the
transport industry and mobile
machinery sector, where diesel-
powered units are the norm. Among
the harmful pollutants associated
with diesels are nitrogen oxides and
particles of soot. By applying SCR,
nitrogen oxides are converted to
non-harmful nitrogen and water.
This requires precise dosing of
reactants, such as diesel exhaust
fluid (AdBlue) directly into the exhaust
gas. This ensures a very effective
overall exhaust gas aftertreatment
system and avoids unwanted
chemicals in the exhaust gas.
German engineering specialist
Thomas develops and produces
a wide range of metering units
and pumps used in this field of In addition it has undergone as much fuel as needed. Hence lifetime. Compared with systems
application. Drawing on more endurance tests to fulfill the these systems ensure a fully that separate the tasks of metering
than 50 years experience in the requirements of a long service life working exhaust aftertreatment and delivery, this highly integrated
area of electromagnets and more associated with trucks achieving system even under cold ambient unit can be operated without the
than 30 years expertise in metering a consistently high quality in terms temperatures and cold start need for additional components
pumps, the family-run company in of metering accuracy. The P1300 conditions, which has to be proved such as sensors, valves, and
Herdorf has now introduced a new pump is available in various designs in new test driving cycles. By injectors. As a result, the number
generation of innovative metering with a range of hydraulic and using engine independent dosing of electrical and hydraulic interfaces
systems, the P1300. These units electrical connections, which of fuels into the exhaust, no energy can be greatly reduced, which helps
are capable of measuring and makes it the perfect choice for is wasted and the overall vehicle to scale down the overall system
delivering the required quantity a host of applications. fuel consumption is reduced. costs. The innovative P1300 is
of liquids with pinpoint accuracy. In addition to AdBlue, Thomass Thomas offers a highly integrated an ideal base for improving the
What is more, these pumps metering pumps are also capable product with the metering unit, performance of diesel engines
can operate in extreme conditions of supplying fuels. Therefore they which not only delivers the fuel, and ensuring clean exhaust gas.
without the risk of damage. The are particularly suited to systems but also generates the required
new generation of metering pumps used in thermal management of operating pressure. Furthermore, FREE READER INQUIRY SERVICE
has been thoroughly tested to the exhaust system. These systems the metering unit is extremely To learn more about Thomas Magnete,
ensure full functionality in all also call for precision metering, the reliable as it is designed to prevent visit: www.ukipme.com/info/etm
INQUIRY NO. 506
possible working conditions. prime objective being to use only uncontrolled flow over the complete

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


Improved CAE
Use of a powerful design optimization tool is providing impressive
results in performance improvement of various engine components
Founded in 1942, Saleri
is an expert in the design
and production of a wide range of
cooling systems for the automotive
industry (mechanical, electrical and
adjustable water pumps). In recent
years, the companys research and
development focus has been on
reducing vehicle CO2 emissions
and fuel consumption.
The crowning glory of the
R&D department at Saleri, which
employs more than 50 engineers
and technicians, is the CAE
department. Working teams are
assigned the responsibility of
optimizing the design of each
component and identifying
imperceptible yet critical changes
through new technical solutions.
Thanks to the work performed
by the CAE department, extremely
Total pressure of the best centrifugal
pump design after the optimization
PRODUCTS & SERVICES
high precision and quality can be
met in the design of components,
while time and costs are reduced,
says Marco Pedersoli, MD of
R&D at Saleri. Working on virtual
prototypes, there are no limits
to the number of tests and
simulations possible. These are
performed in very short timescales,
enabling engineers to perform
quick, valid evaluations.
Saleri has continued to invest
in its technical experts. Also, it
has not only increased its in-house
knowledge and CAE capabilities,
but combined hardware capabilities
with open-source tools, enabling
the available software to be fully
exploited without software licenses.
Furthermore, by modifying the
source code, CAE engineers can
tailor the open-source software
to the real application. 3D simulation
In one case study, CAE engineer small space they occupy. The of the original
Remo De Donno optimized the efficiency and the pressure ratio of impeller unit
design of a turbopump impeller. a centrifugal pump greatly depend
The impeller is the core of the fluid on the shape of the impeller and
dynamic behavior of centrifugal the flow passage between the hub
pumps. This method shows the and shroud. Design techniques for existing ones. The efficiency
potential offered by open-source used to achieve the optimal and pressure ratio of the turbopump
software in turbopump impeller geometry for a given working impeller are evaluated through CFD,
shape optimization to improve point are usually too expensive in which is therefore the link between
turbopump design with minimal terms of both money and time. geometry and performance. The
software license cost. In this case study, the newly optimization strategy uses single
Turbopumps are used widely in developed optimization method objective, genetic algorithms
the automotive industry due to the is applied to a turbopump impeller, and surrogate models to achieve
to achieve an automatic, robust a global optimum.
and optimum design. The design optimization
The impeller geometry chosen for tool described here has shown
validating the method is well known huge performance improvement
in the industry. The geometry is in results. Meanwhile further
expressed using datapoints and developments are also planned
must be re-expressed in terms of in order to consider other important
analytic functions to define the input phenomena in centrifugal pumps,
variables for the optimization. The such as cavitation, as well as
analytic functions chosen for this other pump components.
Detail of blade
pressure, a side work are Bezier polynomials. Using
comparison analytic functions to represent FREE READER INQUIRY SERVICE
with original existing impellers makes the To learn more about Industrie Saleri
impeller (black visit: www.ukipme.com/info/etm
wireframe) optimization possible not only
INQUIRY NO. 507
for new geometries, but also
Engine Technology International.com // March 2017 // 69
 PRODUCTS & SERVICES
Virtual dynamics
Model-based systems engineering using open architecture software provides a deep
understanding of the complex subsystems and interactions in modern powertrains
Virtual Engine is an advanced
simulation software package
for dynamic analysis of complete
powertrains, drivelines and their
components. It provides all the
building blocks needed to create
dynamic models of conventional
and electric and hybrid powertrains,
including the cranktrain, valvetrain,
piston and rings, bearings, timing
and accessory drive, geartrain,
electric motor, BSG system,
transmission and driveline. Virtual
Engine uses the core technology
of the well-known multibody-
simulation software, MSC Adams,
including the numerical integrator,
and pre- and post-processing
features. The template-based
architecture ideally combines
the advantages of single-purpose
software ease of use and
multipurpose capabilities
with unlimitation extendibility.
Virtual Engine is a truly open
system it features a powerful
scripting language for automation
of tasks, the ability to customize the
user interface, support for in-house
solver routines, and the modeling
component library can be extended
with unique user-defined elements.
Wizards automate and accelerate
the creation of complex models,
such as crank and drivetrains.
Models and corresponding
data are organized in databases,
improving data management, even
for global scale companies. The
advanced generic 3D contacts,
FEV Virtual Engine
is based on Adams
from MSC Software
70 // March 2017 // Engine Technology International.com
3D gear TEHD bearings, plus
fast analytical approaches for
powertrain-specific contacts,
ensure a vast scope of application.
With its advanced simulation
tool, Virtual Engine, FEV enables
high-quality, low-cost powertrain
development in a quicker time.
Based on the high-tech GUI,
solver and post-processing
technologies of MSC Adams,
Virtual Engine is easy to use
in model setup and simulation,
as well as in post-processing
and creation of reports.
Virtual Engine is intuitive in
workflows, and designed according
to powertrain engineers needs.
It is easy to integrate into existing
processes with a one-for-all
environment for all types of
dynamics analysis and for all
phases of development.
Virtual Engine provides a
modular modeling approach.
Users can build and analyze
The system is
efficient and easy
to use for virtual
development
of complete
powertrains and
sub-systems
The unique communicator
technology and template-
based architecture enable
the use of modular modeling
individual subsystems, which
may consist of one component
only or more. Virtual Engine is a
so-called template-based product:
every subsystem comes from a
template, which acts as a blueprint
for the subsystem and defines
its topology. Subsystems can be
adjusted and refined to different
fidelities as appropriate for the
desired analysis. The unique
communicator technology and
the template-based architecture
enable both modular and scalable
modeling in accordance with both
the users experience and functional
simulation demands. Using the
communicator technology, a
complete powertrain can be
built with the subsystems and
run as a fully coupled model.
Virtual Engine and Adams
Car share the template-based
architecture, so Virtual Engines
powertrain model can be directly
coupled to Adams Cars vehicle
model and this complete powertrain
and vehicle system level model can
be simulated dynamically.
FREE READER INQUIRY SERVICE
To learn more about FEV, visit:
www.ukipme.com/info/etm
INQUIRY NO. 508

Mild hybrid technology
Powertrain optimization through system simulation is enabling a more
efficient, streamlined development process and a faster time-to-market
Legislation concerning
the reduction of CO2 or
GHG of commercial vehicles has
already been implemented or is
in preparation in all major markets.
Phase 2 of the GHG reduction
regulation in North America, which
was recently finalized, stipulates a
reduction of up to 27% for 2027 MY
vehicles depending on the individual
application. This is currently a
main driver for the development
of new technologies to further
increase fuel efficiency.
Key areas of potential
improvement in the conventional
powertrain have been identified,
while high-voltage hybrid systems
have been developed, offering
low fuel consumption and limited
zero-emissions driving. A key
challenge associated with full
hybrid concepts is still the high
system cost created by costly
components such as high-capacity
batteries, power electronics and
high-power e-motors, resulting
in an unattractively high total cost
of ownership.
Thus the commercial vehicle
industry is currently developing
mild hybrid systems with the aim
of maximizing engine fuel efficiency
at minimal cost.
Stop/start systems and
electrification of the engine
auxiliaries are the first level of
mild hybridization. This technology
is enabling minimal losses,
energy-optimum operation of
the auxiliaries and generation of
electric power by recuperation.
To handle the necessary torque
and power requirements, the high
power consumers are operated
at a voltage level of 48V.
As well as a notable improvement
in fuel efficiency, electrification of
the engine auxiliaries also enables a
beltless engine. Currently, HD trucks
are equipped with as many as two
The AVL
modeling
approach
enables low
development
costs when
compared with
a conventional
development
methodology
belts. As belts have limited durability
and reliability, mild hybrid systems
minimize maintenance and improve
packaging in the engine front end.
Electrification of the power
steering pump enables real
vehicle sailing with shut-off of
the combustion engine another
method of improving fuel efficiency.
In a second level of mild hybrid
systems, an electrically assisted
turbocharger can be applied to
achieve alternative combustion
concepts as well as downspeeding
with narrow-banded engine
characteristics. Furthermore,
additional electrical energy can
be recuperated by implementing
an electrically assisted turbo.
Finally, a mild hybrid system
facilitates the integration of an
electrical Rankine cycle-based
waste heat recovery system in
a third level.
The aforementioned mild hybrid
systems, depending on the layout of
the system, the components used
and the application, can greatly
increase vehicle fuel economy.
AVL Cruise can
be used to model
any powertrain
configuration. It
can also be used
to manage several
configurations
within one model
An optimum operating strategy and
advanced predictive vehicle energy
management systems are key to
maximizing the fuel economy gains.
In order to use the full potential of
mild hybrid systems in commercial
vehicles, an integrated system
simulation platform is required.
Real-time capable engine models,
vehicle cooling circuit models,
transmission and driveline models
and models of the electrical
components and board nets
need to be integrated into the
vehicle models.
With its model-based
development platform, AVL is
able to support its customers in
developing and optimizing mild
Engine Technology International.com // March 2017 // 71
PRODUCTS & SERVICES
hybrid systems. Thanks to the
use of real-time engine and
aftertreatment models, the impact
on the engine performance (fuel
consumption and emissions) during
real-world driving cycles can be
analyzed in an early development
stage, too. This unique approach
of a virtual vehicle demonstrator
enables AVL to lay out mild hybrid
systems for the application, define
the operating strategy and develop
control functions very early in the
development process.
FREE READER INQUIRY SERVICE
To learn more about AVL, visit:
www.ukipme.com/info/etm
INQUIRY NO. 509
 PRODUCTS & SERVICES

Advanced test center

A global R&D facility in France offers both suppliers and OEMs state-of-the-art equipment
and expertise to test new turbocharger designs and future powertrains for hybrids and EVs

Critt M2A is a leading

independent research
center providing testing and R&D
services to the automotive industry.
Organized into four key areas
engine, NVH, turbocharger and
electric it offers its expertise and
guidance as well as cutting-edge
test equipment to the automotive
and other industries. Through its
R&D activities, Critt M2A has
developed strong skills recognized
in France and worldwide and has
formed many public and academic
partnerships of excellence.
The company can provide a
comprehensive range of testing
services for engines with its seven
engine testbeds that are able to
run with all kinds of fuel. Highly
skilled engineers and technicians
can run the tests for customers,
such as exhaust gas emissions
analysis or standard driving cycles.
The companys NVH expertise
Clockwise from top left: research and development facilities at Critt M2A include an acoustic test bed housed in a fully anechoic
complements engine R&D. It has, cell; two static test machines; and four static test benches designed for durability testing and analysis of complete powertrains
for instance, a 17dB fully anechoic
powertrain bench, which can be
used to conduct acoustics tests With the first phase of its new batteries, apply more competitive of confidentiality and each test
on engines and gearboxes. electric testing center now open, prices, and give the batteries a cell is independent and secure
Critt M2A is also considered Critt M2A can test and characterize second life. with restricted access to enable
by its customers as one of the the behavior of energy-storage These highly dynamic test its customers to have private
leading turbocharger testing systems (including specific facilities can be combined workshop and offices.
centers in Europe and worldwide. chemistry). The center houses with spectroscopy impedance Thanks to its impressive testing
The company has five standard power equipment in a climate measurements as well as ripple capabilities and the dedication of its
gas stands, which can cover a controlled environment (from simulation, in order to more employees, Critt M2A is flexible and
mass flow up to 1kg/sec and a -40C to +90C), 96 single cell accurately characterize the behavior can adapt to customer requests in
temperature of more than 1,250C test channels (from 2kW to 4kW of energy-storage systems. In the terms of planning constraints and
to run a large range of tests on ratings) and five battery modules second phase of the project, the conducting of non-standard tests.
turbochargers for suppliers and (each 50kW). This equipment is facility will be equipped with a full The company will be exhibiting
OEMs. Mass flow, temperature and already used to test batteries in 4WD testbed compatible with all at Automotive Testing Expo Europe
pressure can be precisely adjusted the automotive, rail and aeronautic propulsion systems, an e-turbo on June 20-22 and plans to formally
to simulate the performance of any industries. The results of the first test bench in a fully anechoic celebrate its 10th anniversary as an
turbocharger. Engineers can either tests have confirmed the high room, and battery pack benches independent center in June 2017
conduct tests of turbochargers performance of test methods to meet customer needs and stay (date to be confirmed).
alone or with their associated in terms of dynamics and also at the cutting edge of technology.
upstream/downstream parts regulation accuracy. Around 80% of tests carried FREE READER INQUIRY SERVICE
through complete mapping of Car makers can conduct out by Critt M2A are conducted To learn more about Critt M2A, visit:
www.ukipme.com/info/etm
turbo systems or for assessment research to optimize the behavior for worldwide customers. The INQUIRY NO. 510
and technological comparison. and increase the autonomy of company works to the highest level

72 // March 2017 // Engine Technology International.com


Heavy-duty engine oils
As the push to reduce GHGs and improve fuel efficiency continues to intensify, lower
high-temperature, high-shear viscosity engine oil is becoming an ever-important enabler
Reduced emissions and
increased fuel economy
continues to force changes in
engine hardware design across the
world. Changes in heavy-duty diesel
engine technology and operating
conditions have resulted in engine
downsizing, downspeeding, higher
oil temperatures and start/stop
technology to name a few. At the
same time, advances in heavy-duty
diesel engine oils have played a vital
role in enabling these improvements.
It is generally accepted that
utilizing lower viscosity grades
moving from SAE 15W-40 to
10W-30 and 5W-30 viscosity
grades delivers increased fuel
economy and reduced GHG.
Meanwhile, it has been proved
through stringent testing that
hardware protection is not sacrificed.
A typical method of measuring
the viscosity of an engine lubricant
is kinematic viscosity (KV) the
time taken for a fixed volume of oil
to flow through a tube under the
force of gravity. However, in an
operating engine, oil is exposed
to more than just gravity, notably
where it has to run in hotter and
more severe operating conditions.
The lubricant is required to lubricate
and protect areas such as the
bearings and the camshaft, as
well as the piston rings and liners,
under high shear conditions at high
operating temperatures.
High-temperature, high-shear
(HTHS) dynamic viscosity is the
current industry standard that
best predicts fluid behavior in
these more representative operating
conditions. HTHS measures the
temporary viscosity loss of an
engine oil under high shear at
elevated temperatures. The number
measures the resistance to flow
of the oil, simulating the narrow
tolerances and high speeds
between moving parts in a
Greater efficiency
in heavy-duty
engines is being
supported by
advances in low
HTHS viscosity oils
hot engine. As the HTHS viscosity
reduces, the predicted fuel
efficiency increases. It is imperative
to ensure that oils do not shear
down at high temperatures and
shear rates, ensuring the film
strength remains acceptable
for component longevity at all
times during the oil drain interval.
Traditionally heavy-duty diesel
engine oils have had minimum
HTHS viscosity rates of 3.5mPas
also commonly referred to as
centipoise (cP). Lower HTHS
viscosity is actively being pursued
by an increasing number of
heavy-duty OEMs, enabling
efficiency improvements in engine
technology as well as directly
delivering the fuel-efficiency benefits
that properly formulated lower
viscosity oils can provide. This
focus covers both factory fill
applications for new and future
engine designs and considers the
use of low HTHS viscosity oils in
specified engines dating back
several years.
Industry specifications are
also being rolled out to reflect the
needs of engine manufacturers. The
American Petroleum Institute (API)
saw first licensing of its first split
category of API CK-4 and API FA-4
in December 2016, with new API
FA-4 oils offering fuel efficiency
benefits through lower HTHS
viscosities between 3.2cP and
2.9cP. The European Automobile
Manufacturers Association
(ACEA) is likely to follow with a
new sequence at similar HTHS
viscosity rates in the next upgrade
following the recently updated
ACEA 2016 Oil Sequences.
Keith Corkwell, global business
manager for Lubrizols heavy-duty
diesel engine additives segment,
comments, The move to low HTHS
heavy-duty engine oils presents
opportunities and challenges. In
order to assure continued durability
and protection under reduced
high-temperature, high-shear
environments, new additive
technology is essential to enable
Engine Technology International.com // March 2017 // 73
PRODUCTS & SERVICES
the move to low HTHS engine
lubricants. When moving to low
HTHS viscosity solutions, the
additive and performance polymer
have a more significant role to play
in the overall finished oil formulation.
Lubrizol has many years of
proven experience in developing
and commercializing low HTHS
technology. In heavy-duty diesel
engines, this includes the North
American introduction of the new
low HTHS category API FA-4. With
over 80,000,000km of real world
driving (and still counting), Lubrizol
has developed the knowledge and
know-how in moving to low HTHS
solutions and is ready to engage
with its partners to exploit the full
benefits and opportunities low
HTHS heavy-duty diesel lubricants
have to offer, both today and in the
years to come.
FREE READER INQUIRY SERVICE
To learn more about Lubrizol visit:
www.ukipme.com/info/etm
INQUIRY NO. 511
 PRODUCTS & SERVICES
Heat-resistant fabric
Specially engineered materials can provide high levels of thermal and acoustic
insulation in various vehicle locations, under challenging operational conditions
Technical progress in the
automotive industry relies
greatly upon development in
material technology. Engineers
and designers face the challenge
of pushing performance limits
further in the interests of safety
and consumption optimization.
Increasingly compact structures,
consisting of less and less material,
are central to this. Here the motto
is, better performance with less
material. Innovative suppliers
such as Frenzelit, a leading
manufacturer of technical textiles,
gasket materials and insulation,
work in close collaboration with
development departments across
the automotive industry.
Frenzelits materials, for example
its highly temperature resistant
needlemats and woven fabrics,
can be found in many different
places in cars. Where precision
is required, the company can
offer materials for thermal and
acoustic insulation in the engine
compartment, for emission control
and undersealing applications.
Gert Bunda, key account
manager in the Frenzelit technical
textiles division, says, Frenzelit
provides the automotive industry
74 // March 2017 // Engine Technology International.com
with both customized and
3D parts made
standardized solutions for a range from Frenzelits
of requirements and technical new, innovative
textile applications in automotive isoTHERM SG
manufacturing. Our materials are
used where component and system
reliability is vital.
Frenzelits materials can be
found in vehicles produced by
almost every German manufacturer,
such as the isoGLAS needlemat
product lines made from glass and
silicate fibers that are resistant to
high temperatures of up to 550C.
The line also includes isoTHERM
800 CG (resistant up to 750C),
isoTHERM1000 (resistant up to
850C), isoTHERM S (resistant
up to 1,050C) and isoTHERM
BCT (resistant up to 1,100C).
Depending on the requirements,
these needlemats and woven
fabrics, which consist of lengthened
fibers with a constant fiber diameter
of more than 6m, are used, for
example, as thermal and/or acoustic
insulation under the hood, in heat
shields and at the front end of the
engine compartment. Products
such as the companys 3D-shaped
parts, can be found as insulators in Through its continuous R&D, are already in their final (sewn)
the manifold, the turbocharger and the company has also developed shape and are ready for immediate
the catalytic converter. its composite metal/textile material installation. It supplies individually
Mtex, in which insulating textile customized items as well as
Mtex aluminum-coated substrate materials made from products on large-scale production
isoGLAS fabric for use in inorganic and organic fibers just-in-time, if required. According
heat-shielding systems are coated directly with metals to the company, it has been
primarily aluminum in an demonstrated on repeated
innovative process, without any occasions through long-term trials
additional bonding agents. This at vehicle manufacturer engine
makes Mtex ideal for applications testing facilities, that Frenzelit
where the demands of thermal insulation materials offer superior
insulation are particularly stringent levels of performance in continuous
and includes fire-protection service compared with the ceramic
properties. This is ideal, for instance, fiber solutions previously used and
as a textile heat-shielding system they are harmless to health, too.
in the engine compartment.
Frenzelit does not just supply FREE READER INQUIRY SERVICE
materials for further processing; To learn more about Frenzelit visit:
on request it also produces textile www.ukipme.com/info/etm
INQUIRY NO. 512
heat shields and sewn parts that
 Small Changes=Big Dividends!
Changing the bolt that holds the
seat in place:
Eliminated Five Tool Changes!
Lowered Total Seat Weight!
Eliminated Costly Rework!
MORTORQ Super Saved Time and Money!
spiral drive
Contact automotive@phillips-screw.com
and see what a small change
can do for you!
 PRODUCTS & SERVICES

Spiral drive system

Poor tool-to-fastener engagement is the primary bottleneck in effective automation
of the engine assembly process, while corrosion can be a technicians worst enemy

Recent advances in
fastener design have
considerably improved both
automation compatibility and the
prevention of long-term corrosion.
Fast and efficient tool engagement
is a critical component for successful
automation of engine assembly.
Often the most critical interface
is between the installation driver
and the head of the fastener.
Heavy organic plating is great
for mitigating corrosion, but the
build-up of excess material on
the fastener can prevent proper
tool engagement and hinder the
efficiency of automated installation
operations. Recent advances in
fastener drive system design have
addressed this issue successfully.
In tests performed to measure
the engagement of the driving
tool in fasteners coated with heavy
organic plating, the Mortorq Super
spiral drive provided unmatched
capability. The large clearance
designed in the spiral drive
system between the tool and
recess provides enough room
for thick plating build-up during
the application process without
hindering tool engagement during
fastener installation. Side-by-side
tests in M6 pan head fasteners with
both the six lobe (hexlobular) and
spiral drive recess showed that the
spiral drive gave 100% engagement,
while the six-lobe system had
significant problems with plating
filling the lobes of the recess, thus
preventing proper tool insertion.
Damage of this type not only
hinders the automation efficiency,
but the removal of the excess
plating also provides a bare site
where corrosion can take hold.
An alternative is to provide
drainage channels for the plating
in alternating lobes of the six-lobe
recess, but this weakens the
fastener head and increases
The large clearance
that is between
the tool and recess
of the spiral drive
enables heavy
plating as well
as fast assembly
the difficulty in making the parts,
ultimately raising the fastener cost.
The large clearance of
the spiral drive system not only
accommodates the plating build-up,
but also allows the automated or
handheld assembly tool to be
spinning when the tool is engaged.
In tests where the tool is spinning
before the fastener is engaged,
the spiral drive allowed 100%
The deep six
lobe recess traps
plating while the
shallow spiral drive
accommodates
build-up without
losing contact area
engagement up to more than
1,400rpm, while the six-lobe
system began failing at speeds
as low as 350rpm.
Faster speed means faster
assembly, but only if the tool
engagement is efficient and
successful. One alternative is
to put ramps on the tops of the
six-lobe recess lobes that provide
better entry of the spinning tool.
This improves the performance of
the system for entry of the tool, but
the resulting decrease in removal
wall surface area can compromise
servicing and removal of the
fastener for maintenance.
The spiral drive addresses this
problem with the larger clearance
between the tool and driver, while
adding greater surface contact area
on the removal walls of the recess
and tool that optimizes servicing
and maintenance operations. The
benefit of using the spiral drive for
the engine builder is more efficient
assembly combined with a much
lower incidence of corrosion over
the lifetime of the vehicle.
FREE READER INQUIRY SERVICE
To learn more about Phillips Screw
Company visit:
www.ukipme.com/info/etm
INQUIRY NO. 513

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

 FROM THE PUBLISHER OF ENGINE TECHNOLOGY INTERNATIONAL MAGAZINE

INSIGHT ON
CHANGE FROM

160
SPEAKERS!

Changing The 5-6 JULY 2017

Way The World COLOGNE, GERMANY
Thinks!

WWW.THEFUTUREOFTRANSPORT.COM
 PRODUCTS & SERVICES
Novel engine concept
By combining a high compression ratio and advanced valve-timing strategy with downsizing
and boosting, groundbreaking levels of efficiency and performance could be made possible
With 80% of the worlds
light vehicle market using
gasoline as a fuel, improvements
in gasoline engines stand to deliver
the biggest global reductions in
emissions especially if those
enhancements are of moderate
cost and easy to implement in
production vehicles.
Ricardo has a strong track record
in delivering engineering advances
that bring step changes in efficiency
and low emissions. Now it is the
turn of Magma, which distils the
thinking of many previous projects
and goes a vital step further in
offering a sizeable jump in economy.
In the drive to reduce CO2
emissions, two main technology
solutions have evolved in production
gasoline engines in recent years:
high-efficiency naturally aspirated
engines using high compression
ratio, modified inlet valve closing
strategies, and/or cooled exhaust
gas recirculation; and highly
boosted, downsized engines
with relatively high specific rating.
If a high compression ratio and
advanced valve-timing strategy
could be combined with downsizing
and boosting, it may be possible
78 // March 2017 // Engine Technology International.com
to obtain the efficiency benefits
Ricardos Magma concept comprises a high compression ratio, central injector
of both approaches. The Ricardo combustion system employed in a downsized direct-injection gasoline engine
Magma concept seeks to deliver
these part-load fuel-efficiency
benefits, while maintaining full-
load specific performance.
Key elements of the Magma
engine are a central direct-
injector combustion system,
high compression ratio, and Miller
cycle inlet valve closing strategy.
It can be described as a deeper
application of existing Miller
cycle concepts, using the high
boost pressure to further enable
increased compression ratio and
more extreme valve events at higher
loads. The compression ratio was
chosen to deliver maximum benefit
from increased expansion work,
before the negative effects of heat
loss via increased surface-to-
volume ratio begin to dominate.
The concept has been developed
and validated using a Ricardo Hydra
single-cylinder research engine with
a cylinder head, piston and cam Careful design of in-cylinder air on the WLTC and 16.4% on the
profiles specifically designed for the motion is required to preserve FTP-75 drive cycles. These figures
Magma project. Early intake-valve acceptable combustion parameters demonstrate the high potential
closing (EIVC) has been shown to with an EIVC strategy. A net IMEP of the Magma concept in terms of
be effective both in mitigating knock equivalent to almost 24 bar BMEP fuel consumption improvements.
and improving fuel consumption. on a multi-cylinder engine has The cost-benefit analysis
been achieved with a geometric continues to be refined, but the
An advanced compression ratio of 13:1. position in terms of cost per g/km
boosting system Part-load key-point fuel of CO2 appears to favor a Magma
and Miller cycle
consumption benefits between solution over a number of other
intake-valve
closing strategies 1.8% and 9.4% have been achieved options. Part of the benefit again
are used to control at equivalent BMEP levels. However, arises from the downsizing enabled
combustion knock the power and torque levels by the higher specific rating. The
while maintaining
specific powertrain achieved with the Magma engine reduction in base engine cost
performance allow further downsizing compared offsets some of the additional air
with current and future mainstream handling equipment. An additional
gasoline engines. A 2.0-liter benefit of the Magma concept is
four-cylinder 140kW direct-injection that it is a combination of proven
turbocharged gasoline engine in individual components, arranged
a D segment vehicle could be in an innovative system.
replaced with a 1.5-liter Magma
engine with the same performance. FREE READER INQUIRY SERVICE
In a D segment vehicle the To learn more about Ricardo visit:
www.ukipme.com/info/etm
resulting drive cycle benefits for INQUIRY NO. 514
this comparison are striking 12.5%
 FROM THE PUBLISHER OF ENGINE TECHNOLOGY INTERNATIONAL MAGAZINE

NON-
POLITICAL
GLOBAL
THINKING

Imagining The 5-6 JULY 2017

Unimaginable COLOGNE, GERMANY
How It Will
Happen Soon

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

5-6 JULY 2017

COLOGNE, GERMANY

Eight streams, over 160 speakers, live technology

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

PLP Architecture Lilium GmbH

 A ND BE YOND...

Disruptive Change at Multiple Levels

STREAMS
Legal & Technical Issues of Autonomous Vehicles How to build a pan-
European set of rules and laws governing autonomous and driverless cars, and what
changes are necessary in current regulations. 10%
EARLY BOOKING
Changing Landscape for Car Manufacturers Who will manufacture the vehicle DISCOUNT!
of the future and what opportunities are there for ride-sharing platforms and fleets of
autonomous vehicles?

Environmental Sustainability How highways of the future will need to evolve into
highly automated and intelligent super-fast transportation networks.

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

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

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

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

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

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

WWW.THEFUTUREOFTRANSPORT.COM
 PRODUCTS & SERVICES
Improved efficiency
Simulation and analysis of complex components and engine systems is a crucial part of the
design and development process, helping to ensure optimal performance and efficiency gains
In November 2016, more than
190 countries approved the
Paris Agreement with the intent of
reversing and mitigating the trend
for rising greenhouse emissions.
This is an ambitious undertaking
and, if successful, would aid in
reducing global warming.
About a quarter of those
emissions come from the transport
industry. Without changes in
transportation, reversing this trend
would not be possible. Additionally,
improving the emissions signature
of conventional combustion engines
alone will not be enough to achieve
the required reduction in pollution,
at least not beyond the proposed
2020 level. Instead, automotive
manufacturers need to implement
new and innovative ideas in order
to achieve the toughest emissions
standards. Consequently these
companies will live or die depending
on how well they adapt to these
rapidly changing times. In the words
of Elon Musk, Any company that
stays stationary will be passed
up by its competitors.
One of the most disruptive trends
is vehicle electrification, which could
have a significant impact on vehicle
emissions. But bringing in new
innovative ideas like electrification,
engineers need to balance trade-off
between system performance and
driving range, and cabin comfort
and battery cooling. As well as
considering the impact of these
systems on fuel economy and
emissions, manufacturers are also
operating in a hyper-competitive
market, so technology has to be
delivered in a cost-effective manner.
By exploring the performance
of the systems using virtual
simulation on a digital twin of
the whole vehicle, OEMs (and
their suppliers) can optimize the
overall performance of the vehicle,
minimize the emissions, and reduce
82 // March 2017 // Engine Technology International.com
the cost and time-to-market of
the whole vehicle program. The
digital twin can simulate real-world
operating conditions in a virtual
environment to ensure that the
first physical prototypes are highly
engineered representations of
a near final product.
To determine trade-off
between driving range and reduced
emissions, today OEMs have
access to complex model-based
systems tools, such as the Siemens
Imagine.Lab Amesim product.
Early in the design process, these
tools allow engineers to rapidly
investigate many different design
configurations and operating
scenarios. This can include type/
size of battery packs, electric
drives, or the impact the systems
have during simulation of extreme
driving conditions.
Once the overall design of the
system has been set, detailed
analysis of the subsystems begins
using tools such as STAR-CCM+
(also part of Siemens Simcenter
portfolio) that simulate the
performance of individual
subsystems in higher fidelity.
For example, engine designers
are simulating a vehicles engine
operating under extreme driving
These software
tools enable
balancing of
performance with
passenger comfort
conditions (for example, towing a
trailer up a hill on a hot day). This
includes predicting temperatures
within the engine, including the heat
load from the combustion chamber,
to the coolant stream, all the way
to the radiator that rejects the heat
from the coolant.
These models also include the
oil network, which simulates the
oil sloshing in the oil pan, the oil
pump, and even drains back into
Historical trends
of passenger car
C0 2 emissions
and future targets
the crankcase. Engineers use
this modeling to simulate the oil
injection used to cool the piston
during engine operation to ensure
oil is brought to the critical surfaces.
As the design matures, information
from the 3D analysis can be fed
back into the model-based system
simulation for more accurate drive
range prediction.
Not only does Siemens provide
the software tools to design new
vehicles, it also provides top-quality
services support to its customers,
assisting with simulation runs and
often performing work at the sites
of its customers. Jeff Schlautman,
head of airflow and combustion
analysis at General Motors, says,
In times of high volumes of analysis
requests, Siemenss engineers have
been outstanding in providing timely
on- and off-site CFD support.
FREE READER INQUIRY SERVICE
To learn more about Siemens PLM
Software visit:
www.ukipme.com/info/etm
INQUIRY NO. 515
 PRODUCTS & SERVICES

Flow controlling products

Unlike many companies in the
sealing and flow control industry,
SFC Koenig offers a unique
suite of installation equipment
for its products. Manual and
hydropneumatic solutions are
available that allow customers to
easily, efficiently and accurately
integrate SFC Koenig components
into assembly lines and high-
volume production environments.
SFC Koenig components
include the Koenig Expander,
an engineered metal-to-metal
expander seal; the Koenig
Restrictor, for precise fluid flow
control; and the Koenig Check
Valve, for forward and reverse
flow control applications.
The companys installation
solutions help to ensure
correct positioning and optimal
performance. In addition to
a variety of manual devices,
equipment includes ExTool
hand tool models, used for
the installation of pull-type
Koenig Expander plugs, and the
ExPress table press, used for the
installation of push-type plugs
and flow control products. Both
the ExTool and the ExPress utilize
a hydropneumatic system and
control installation force and
distance.
Based on customer input, our
engineers developed solutions
that make our parts fast and
easy to install reducing errors
for safety-critical applications,
says Tom Ryan, head of product
management, SFC Koenig. While
our sealing and flow control
products are recognized for best-
in-class performance, with our
installation equipment, we are able
to provide a much more complete
solution for its customers.
SFC Koenig installation
equipment was designed based on
customer feedback and a review of
common production environments.
Process control can be integrated.
Additionally, these sensors offer
high isolation resistance for low
noise operation, resulting in an
improved signal-to-noise ratio.
UHT-12 sensors solve the
common problem of pyroelectric
noise occurring with sensors that
use ceramic or tourmaline crystals,
by
eliminating
the sharp spikes in
the output data after
experiencing large
temperature changes.
UHT-12 crystals have
greater insulation
resistance compared
with ceramic and
tourmaline, which helps
reduce system noise, and
results in better signal quality.
Their low capacitance and
higher insulation resistance
enables low noise operation
with a differential charge amplifier.
Unlike ceramic crystals, UHT-12
crystals do not require oxygen at
high temperatures and a vent or
window as other accelerometers
do, and are truly hermetically
sealed.
FREE READER INQUIRY SERVICE
To learn more about SFC Koenig, visit:
www.ukipme.com/info/etm
INQUIRY NO. 516

INDEX TO ADVERTISERS
Autocraft Drivetrain Solutions Ltd.. ....................11
AVL List GmbH.. .......................Inside Front Cover
BorgWarner GmbH.............................................. 9
Busch Clean Air SA...........................................46
CD-adapco..........................................................35
Contitech AG........................................................ 3
Critt M2A............................................................. 17
Electric & Hybrid Vehicle Technology
Expo Europe 2017.............................................. 57
Engine EXPO 2017................................ 19, 21, 22
Engine Technology International Online Reader
Inquiry Service. . ................................................. 54
Federal Mogul....................... Outside Back Cover
FEV GmbH..........................................................29
Frenzelit Werke GmbH....................................... 41
Gomecsys...........................................................26
Industrie Saleri Italo SpA.................................. 32
International Vienna Motor Symposium 2017.49 Valcon Design A/S............................................. 41
Libralato Engines Ltd.........................................16
Lubrizol.. .............................................................46
Mahindra Powerol.. ............................................38
Micro-Epsilon Messtechnik GmbH & Co KG
.................................................. Inside Back Cover
Ovako AB.. ...........................................................15
Phillips Screw Co.. ............................................. 75
Ricardo UK..........................................................13
Rotor Clip Company Inc.................................... 52
SFC Koenig. . ....................................................... 52
Siemens Industry Software NV.......................... 7
Sonceboz SA......................................................29
The Future of Transportation
world conference 2017.. ....................... 77, 79, 80
Thomas Magnete GmbH................................... 32
Turbo Energy Ltd............................................... 75

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

 LAST WORD
WORDS
DEAN SLAVNICH
Speed matters. One of the (many!) things that get
people so excited about cars is speed. Theres no
denying that and I hope it will never change, especially
for you engineers who work so hard on creating cars and
engines that get our hearts thumping. In fact, for some cars,
the 0-100km/h (62mph) Holy Grail and/or the Nrburgring
lap time is all that matters. Car makers might be getting a
little overly obsessed with the latter, but in general, I get
all of that.
What I dont get and whats really beginning to grate,
and I even hate the fact that it is grating on me is all these
new EV startups essentially willy-
waving with their 0-100km/h claims.
Okay, okay, we get that with your
instant torque and stupidly huge Perhaps the good
e-power outputs your prototype is
fast, but 2.39 seconds fast?! Really
engineers at FF would
is that even relevant?
That latter reference is of course
have been wiser to
what Faraday Future claims its FF focus on delivering
91 family car yes, family car can
do. Thats utterly crazy and thats a truly outstanding
crazy not in a cool, wow-look-at-that
kinda way. I mean, 2.39! Perhaps the range, way beyond
good engineers at FF would have
been wiser to focus on delivering a the claimed 700km
truly outstanding range, way beyond
the claimed 700km (435 miles).
But then its probably not the engineers behind this, but rather
FFs secret top-tier management. Id gladly swap, say, 3.5
seconds of sprint time for an extra 90km (56 miles) on range!
Before you start thinking about my motives here, Im not
an EV hater. My daily drive is a BMW i3 range-extender
and I absolutely love it. Its one of the finest moments of the
e-powertrain movement to date, a tech revolution I fully support.
But back to that silly willy-waving contest. Of course what
started all this was Tesla, and in the Model S it had to show
Faraday FF91; because
nothing bonds a family
like supercar performance
84 // March 2017 // Engine Technology International.com
that electric didnt mean slow, boring, sedate. Again, I get that,
especially from a brand-building perspective. But we now
know electric cars can be quick, super-quick, so 2.39 is really
unnecessary. The point is lost.
Prior to FFs build-up to CES 2017, where the 91 was showcased
glitches and all came the rather better-looking (to my eyes)
Lucid Motors Air. With 1,013ps, this sedan takes a whole 2.5
seconds to reach 96km/h (60mph) from rest. I mean yawn!
Oh, and theres 640ish km (400 miles) on one charge, but
nobody really seems to care about that anymore.
From a BEV startup perspective, what NextEV is trying to
do makes more sense: its NIO EP9
supercar is hypercar-like crazy, and
this time I do mean crazy in a wow-
look-at-that kinda way. A few things
to ponder here: 1,360ps, 0-200km/h
(124mph) in 7.1 seconds, 313km/h
(195mph) top speed and the fastest
Nrburgring EV lap time, achieving
7min 5.12sec. But the most important
thing to ponder about NIO? This is
a supercar, something thats been
designed to mix it with, say, Ferrari
and McLaren. This is not an exec
sedan or crossover-type MPV.
And anyway, heres probably the
most controversial thing Ill write on
this subject: somehow, achieving a
quick snap acceleration with an IC-engined car is so much more
satisfying than with an EV. Foot down and off you go in the
latter. The former? It makes you work for it, going through the
rev range, especially if a good 5/6-speed manual is involved.
So, EV startups, lets back away from this arms race, and
focus on range, more range, yet more range, and then driving
dynamics, interior tech and amazing styling. Because its on
these grounds that youll beat the established names, not on
crazy speed or unrealistic and unusable acceleration.
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