September 2017

www.EngineTechnologyInternational.com SEPTEMBER 2017

20
th
ANNIVERSARY
SPECIAL
ISSUE
UKi Media & Events

RETROSPECTIVE FOCUS OEM INTERVIEWS VR IN ENGINEERING

In our 20th anniversary issue, we take a Another 20th birthday treat: major interviews How will advances in virtual reality
look back over some of the biggest and with Ferrari, Faraday Future, Ford and software and hardware revolutionize
best moments, features and interviews GM, which all outline their future visions engineering in the automotive industry?

www.enginetechnologyinternational.com
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 CONTENTS

Septemb er 2017

ANN
20th
IVERSARY
SPECIAL
ISSUE

SEPTEMBER 2017

WHATS NEW? 40 RETROS PECTIV

In our 20th anniversa
look back over
best moments
E FOCUS
ry issue, we take
some of the biggest
, features and
interviews
a
and
OEM INTERV
Another 20
IEWS
th
with Ferrari,
GM, which all

www.enginetechn
birthday treat:
Faraday Future,
outline their
major interview
Ford and
future visions
ologyinte rnational
.com
s
VR IN ENGINE
ERING
How will advances
software and
engineering
in virtual reality
hardware revolutio
in the automoti nize
ve industry?

08. Number One

AMG is set to redefine
the supercar class
with its F1 derived
Project One concept

12. Superlatives
Ferraris ultimate
version of its V12 finds
a home in an all-new
car: the 812 Superfast

16. Demon days

Enough power to make
the car lift its front end
22
during acceleration is
just one ridiculous fact
about the 2018 Demon

18. Race ready

Hondas Type-R may
be more rounded, but
its still a rip-snorting

Cover Illustration: Sean Rodwell

hot hatch under it all

22. Personality
profile REGULARS
Fords Leah Bruce 20. Engines on test
is the latest industry 24. Johnson
figure to be profiled 26. Taylor
by Engine Technology
160. Last word
RETROSPECTIVE COVER STORY
30. Best of Setright 40-50. On our 20th
A look over the best birthday, we take a 46. Crystal ball
works of outspoken retrospective look back The best responses
former ETi columnist over the best interviews from 20 years of asking
LJK Setright and Personality Profiles 52 engineers to predict
what will power a typical
gathered from the
34. Calling time future family sedan
depths of our archives!
We gather 20 of
the most prominent 52. One to rule all
topics, technologies Weve asked a
and arguments that collection of IEOTYA
the ICE will have to 16 judges, columnists
overcome to survive and contributors what is
the greatest engine ever
40. Good chat
A thorough look back 70. Left of field
through some of the Reviving one of ETis
best, and the most former regular features,
intriguing stories, we take a look at one
interviews, reveals of the most unusual IC
and scoops from 20 engines of the past few
years of ETi decades

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

 CONTENTS

FEATURES The word wizards

Editor in chief: Dean Slavnich
Editor: John OBrien
58. Up the voltage
As 48V systems start to 76 Production editor: Alex Bradley
Chief sub editor: Andrew Pickering
Deputy production editor:
become more common Nick Shepherd
throughout the Senior sub editor:
Christine Velarde
automotive industry, Sub editors: Alasdair Morton,
we look at what the Tara Craig
tech means for ICEs Contributors from all corners
Brian Cowan, Matt Davis, Adam
Gavine, Dan Gilkes, Max Glaskin,
64. Virtual Reality Graham Heeps, John Kendall,
Will advances in Andrew Lee, Mike Magda, Michael
Taylor, Karl Vadaszffy
computing technology
The ones who make it look nice
allow for a more Art director: Craig Marshall
widespread application Art editor: Ben White
of VR in engineering? Design team: Andy Bass,
Anna Davie, Louise Green,
Andrew Locke, Nicola Turner,
76. Horsing around Production people
Vittorio Dini, head of Head of production and logistics:
Ian Donovan
powertrain at Ferrari, Deputy production manager:
discusses all things Robyn Skalsky
Production team: Carole Doran,
IC and the future Bethany Gill, Frank Millard,
according to Italians
112
George Spreckley
Circulation manager:
Suzie Matthews
82. Newcomers
Commercial colleagues
Tech startup Faraday
Future gives an insight 64 Sales Director:
Aboobaker Tayub
[email protected]
into its ambitious plans Publication Manager:
for the auto industry Jerry Dawson
[email protected]

88. Mr EcoBoost Those in charge

CEO: Tony Robinson
Ford chats all things Managing director:
EcoBoost and the Graham Johnson
Editorial director: Anthony James
brands small engine
How to contact us
plans heading forward PRODUCTS AND SERVICES Engine Technology International
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02 // September 2017 // Engine Technology International.com

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 EDITORS NOTE

MANY HAPPY RETURNS...

I
ts a great honor to find myself at the helm of Engine What exactly do they think we do as car and HGV owners? Just
Technology International on its 20th anniversary. Its a title that amble aimlessly, wasting fuel, circling for the fun of it?
has garnered great respect within the industry, as characterized EVs also require charging. The vast, vast majority of electricity
by the popularity and importance of the International Engine of produced in the western world originates from natural gas and
the Year Awards ceremonies. coal-fired power stations. As long as power grids remain dirty,
But despite our celebrating its best achievements for two we are ignoring the bigger polluter. Yet the same environmentalists
decades, it would be remiss not to acknowledge that these are that bemoan the ICE also turn their noses up at the idea of nuclear
hugely uncertain times for the internal combustion engine. EVs power (typified in the protests against the UKs Hinkley Point
are increasing in popularity spurred by legislation to the point C installation) for fears of a repeat of Three Mile Island at best,
where two OEMs have stated, with some level of vagueness, Chernobyl at worst. Wind power? And ruin the view from their
that their ranges will all be built around some form of electrical living room window? Dont be absurd! Were simply doing what
assistance by 2019. we do best in the West, moving the problem out of our direct line
I would argue, rightly or wrongly, that the ICE has never faced of sight and hoping it will merely dissipate overnight.
a greater challenge than it does now. It has been spoken about This is before we begin to factor in the surprisingly untold impact
previously, usually by overzealous environmentalists and political of mining the rare earths that are found in the electric motors that
non-entities putting out sound bites in the run up to elections, but drive EVs. Theres a clue to the difficulties involved in procuring
never before has any government put an official date on effectively rare earths in their name; they arent the easiest to come by,
banning ICE passenger vehicles as we know them today. Now, or turn into usable material. It has been documented that in the
however, we have several examples of just that. Norway and the Jiangxi rare earth mine in China, workers pour ammonium sulfate
Netherlands have earmarked 2025; the UK and France 2040. into the sandy clay earth before washing the extracted material
And there are more sharks circling by the day. in various acid baths and then baking it in a kiln. Its a damaging
The automotive industry achieves exceptional things on a enough process in itself, but the fact that just 0.2% of the mined
daily basis, which largely go unrecognized; it is negativity that earth is usable, and the other 99.8% of contaminated material
inevitably grabs the occasional headline. And lingers. For all is simply dumped back into the ground, adds insult to injury. As
the continued advances in efficiencies, and reductions in losses, does the lack of media coverage.
that result in an extra 2 or 3mpg here, and a few less g/km of On top of all of this, the recent barrage of hatred toward diesel,
CO2 there, it is the underhand tactics of some OEMs that have and the proposed necessary taxation on the fuel source as a
dominated the headlines and have potentially killed off the ICE. result, have both now been proved to be largely ill-founded. The
Particularly diesel. most recent scientific reports show that the latest generation
In this anniversary issue, weve blended retrospective pieces diesels, with DPFs, EGRs, DEFs and a number of other acronymed
with forward-thinking articles, looking at the very best elements technologies are cleaner than their gasoline equivalents in regard
of this industry. In researching through back issues, I was fortunate to pollutants the whole point behind the early 2000s Paris
enough to read through all of former columnist LJK Setrights Agreement, which saw us flock to diesel. But once again, this
work. In an extract on page 32 of this issue he makes the point amazing achievement is being overlooked, and we are now seeing
that there is a lemming-esque mentality that blights this industry, hundreds of thousands, if not millions, of new and as yet unbuilt
which inevitably happens as a result of political misguidedness diesel engine cars destined for the scrap heap over the next two
and one OEM presenting its solution to the new standard. decades. Because of misguided legislation.
Its now some 20 years later, and it scares me how eerily If we take a step back, clear our heads of the nonsense and look
accurate some of his predictions have been. Multiple OEMs at the bigger picture, how can anyone not see it for the absolutely
are now signing up to Formula E as the motorsport of the future, ridiculous mess it is? As the lemmings are already shuffling toward
and electricity is broadly being pushed as the correct alternative the cliff edge of widespread outright EV implementation, I feel it
to diesel and gasoline in legislation, despite there being some may already be too late, but I live in hope that the noise can be
worrying statistics continually omitted from the anti-IC engine reduced enough to enable us to see the truly important message
lobby. But hey, why let the facts get in the way of a good story? underneath. The automotive industry needs to stop being the
Facts such as The 15 largest ships produce more pollution than scapegoat for this planets problems.
all the cars in the world. Fifteen. Its a depressingly small number, Im not dismissing political pressure; efficiency is what
which, given the sums of money involved in scrapping and essentially drives this industry and we should never stop striving
disposing of, in an environmentally conscious manner, all existing to achieve the incredible. And there are certain scenarios, such as
IC engined cars; the R&D that will be involved in developing their driving in city centers, where electrical and even autonomous
replacements; the cost of building an all-new infrastructure to mobility makes far more sense. But there are many, many sources
support them; and the governmental subsidies that will help of pollution in this world, and one of the most efficient and refined
encourage the new movement, makes me wonder if it wouldnt mobility solutions should not be held up as the shining example of
be better to spend far less money developing cleaner propulsion doing it wrong. Long may it live the internal combustion engined
methods for those 15 ships? And if one more person attempts passenger vehicle.
to rebut this argument with the fact that ships help deliver
commerce and keep the business world turning, I may scream. John OBrien, editor

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

 FORMER EDITORS NOTE

LONG LIVE THE IC...

W
hile MD Graham Johnson launched this fine publication I understand that Dieselgate was a shot in the foot for the
20 years ago, its actually me thats had the longest stint powertrain community. Hell, it was probably even more, but as Ive
on ETi as editor (take that, MD!). And I can honestly say said before, the punishment dished out really didnt fit the crime
its been one of the most fascinating, interesting, challenging and when you think about other corporate scandals in the last 20
rewarding parts of my career so far. years. Libor, anyone? The biggest victim of Dieselgate is the diesel
What a brilliant industry to report on but more so, what an engine itself because, as BMW has proved, its a truly remarkable
amazingly brilliant sector within that industry to be involved in. piece of technology, a wonderful wagon-shifter, SUV-mover, that
Design, these days, might be king, but the engine or now the satisfied so many people across Europe. One of my favorite engines
powertrain will always be the heart of a vehicle. Just ask BMW. of all time, actually, is Bavarias tri-charged six-cylinder d.
The last two decades have played host to the most wonderful, But as Infiniti and Mazda have shown, there is plenty of life left
intriguing, mind-boggling period in engine engineering, and you in the unassuming IC motor. And it really is unassuming. So often
fine people continue to push boundaries, meet tough legislative the thing that gets hit the hardest by legislators, mass-market
requirements, and give us car consumers products that meet media, politicians and eco-lobbyists, the ICE is what has kept
our needs, whether thats an economical, frugal three-cylinder us moving for over 100 years. And its the reciprocating engine,
or a heart-thumping pulse-firing V pusher. generation after generation, thats made the most advances in
And the innovation! The innovation is truly remarkable. And realizing efficiency and emissions reduction. I mean, shall we even
Im not even thinking about the creations that lie outside the IC discuss empty low-cost carrier flights to say Madrid or Cancun?
engine realm. The humble IC motor has come on more in the last Or how about huge ocean tankers that are still powered by engine
10 years than its managed in the previous 80. And thats purely technology thats older than this very magazine!
down to the exceptional minds working within this part of the But I digress. Politicians might say their respective countries and
automotive world. cities will ban the IC engine by 2040 (and in some cases even earlier),
I wont look back too much we all know what technological but Ill stick my neck on the line here: as this publication gears up
masterpieces Im talking about here, but even in the last 12 months to the life begins at 40 mantra, the ICE will still be around, itll still
weve had real breakthrough developments. First Infiniti, currently be strong and itll still be the main mover of passenger cars.
fine-tuning its variable compression ratio concept that should be So keep up the good work, you wonderful bunch of engineers,
ready for production within two years. And most recently Mazda, and thank you for making our jobs so fascinating. And, John OBrien,
which has developed a supercharged gasoline engine family that Johnson might have launched it, and I might have had the longest
uses homogeneous charge compression ignition to give it diesel- stint on it, but theres no doubt youve got the most intriguing timeline
like economy. It seems both companies have cracked two Holy ahead as editor of this fine publication. Happy birthday ETi!
Grails of powertrain engineering. Dean Slavnich, editor in chief and former editor

GOOD TIMES...

I
was just 23 years old when I was the launch editor A particular highlight of editing ETi was being the
of ETi. Id been a journalist for three years by the time I launch chairman of the International Engine of the Year
persuaded our now-CEO Tony Robinson to let me manage Awards. I had six weeks to put together the first shortlist,
the then-new automotive title. I vividly remember having the the jury and then promote the results. Today, the Awards are
pages of that first issue covering every inch of my bedroom floor among the most influential accolades in the industry and Im
in my rented apartment and combing through each word at 11pm immensely proud of what current chair Dean Slavnich continues to
hoping that Id found all the typos before the title went to press achieve with the Awards. Were still helping shape not only what
the following day. I remember feeling rather helpless operating technologies auto makers invest in, but also what consumers buy.
without the safety net of an editor. I was the safety net and I Indeed, another highlight during my tenure was going to a random
didnt have a clue! Mazda dealer in Detroit in 2003 to pick up one of the International
Well, 20 years on and the magazine is doing better than ever Engine of the Year Awards magazine reprints that were being
and these days I get to call myself managing director of the very handed out to each and every potential RX-8 customer (its rotary
same company that still publishes it, so I guess I did something engine won the overall title that year).
right in my bedroom that night! And finally, I enjoyed and continue to enjoy watching the
Standout moments during my eight years as editor of ETi ? internal combustion engine thrive. Im not a fossil-fuel dinosaur
One was when I got the then-president of a Japanese car (in fact I own three electric cars), but a great oil-burner provides
company to admit that he hated diesel engines at the launch of an aural thrill that few other things in life can deliver. And while I
his companys very first diesel. A fun memory was when the late enjoy the instant power delivery of an electric car, the engineering
Michael Scarlett a journalist hero of mine as a child and I drove genius that keeps IC engines as the most relevant source of
far too fast in pouring rain on a car launch in France (he didnt automotive power continues to fascinate me. Its inventions such
lift, so neither did I!). Two career highs while editing ETi were a) as mechanical variable valve timing, electric turbochargers, and
breaking the story that Jaguar was launching a front-wheel-drive ever-downsized engines with sometimes hardly believable high
X-Type and the fact that another journalist from a different title power outputs, that make the IC engine something that deserves
refused to believe me, so he ran a counter story in his magazine (I its own publication. Heres to the next 20 years!
guess he got that one wrong!); and b) breaking the story that BMW
was going to power its 2004 M5 with a V10 engine. Graham Johnson, managing director and former editor

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

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 TECH INSIDER AMG PROJECT ONE

THE
AND ONLY
ONE WORDS:
MIKE TAYLOR

08 // September 2017 // Engine Technology International.com

 TECH INSIDER AMG PROJECT ONE

A Formula 1 car for the road has been attempted many times
before with little success. AMG, however, has chosen its multiple
F1 championship-winning powertrain to power its new hypercar

S
upercars and modern hypercars have So it fell to Mercedes-AMG to carry the whole
always been about drama, shapes show, which it promises to do with its Project
and exclusivity, all painstakingly One, derived directly from the W08 EQ Power+
draped over a bedrock of astonishing F1 that is the chariot of choice for Lewis Hamilton
performance and, almost above all else, evocative and Valtteri Bottas.
noise. Thats partly why people decried the AMG boss Tobias Moers insists the
complexity, the cost, the technology and mostly 1,000hp hypercar will use a detuned F1
the noise when Formula 1 moved to its current powertrain, complete with the eight-speed,
hybrid formula. computer-controlled manual gearbox, the split
Unlike every previous era of Formula 1, more turbocharger, the two electric hybrid systems
of the technology transfer went from production and the jewel-like 1.6-liter V6 engine.
cars to the racing cars than the other way around Unlike the F1 car, though, the Project One
and, even so, the costs of development were will use a pair of electric motors sitting on the
astronomical, especially when Mercedes-AMG front-axle line to make it an all-wheel-drive car.
effectively reinvented the turbocharger. Its also capable of running as a zero-emissions
So even when Red Bull Racing sponsor Aston electric car for 25km, because its ABC-supplied
Martin decided to build a hypercar with the race lithium-ion battery runs the same chemistry as
teams technical help, they also asked Cosworth the F1 battery, but with four times the capacity.
to custom-build a V12. Ferrari hasnt bothered Also unlike the F1 racer, the componentry
with one at all, and whod buy a current Honda inside the Project One will be lifed to 50,000km
hypercar based around its F1 car? (31,070 miles), which Moers insists is enough,

Engine Technology International.com // September 2017 // 09

 TECH INSIDER AMG PROJECT ONE

1. Beyond select teaser 2

after which its powertrain will either be refreshed images, Mercedes-AMG
or replaced. has yet to reveal much of
the Project Ones exterior
Race car with license plates
Revealing the technical layout of the car at the 2. A 1.6-liter V6 will be a
Nrburgring 24h race in June this year, Moers stressed member within
the Project Ones chassis
insisted the performance of the 275 Project Ones
he plans to build will be unparalleled outside the
worlds racetracks.
It shifts up the boundaries of what is
technically feasible, Moers explains. We
are the first to make pure-bred F1 technology
roadworthy. Our objective is not speed, but to
be the benchmark. The redline is at 11,000 and it has a high-tech
We have a strategy and we are moving into turbo driven by an 80kW electric motor. We have
a new era of [hybrid-boosted] performance at reached thermal efficiency of 43%. Nobody else
AMG, so perhaps its good to have something that has managed anything like that, street legal.
opens the door to that new era in a very authentic By comparison, AMGs 4.0-liter biturbo V8
way and this is it. Plug-in hybrid is going to be has a thermal efficiency of around 25%.
the future for AMG. We get more performance and The two-seat, US$2.54m coupe follows
more efficiency and whats wrong with that? standard Formula 1 practice by basing the entire
Project One wont be the first road car to use car on a central core of a carbon-fiber chassis tub,
F1 technology beneath the skin, though. Ferrari and stressed engine, gearbox and differential.
did it as recently as 1995, with the V12-powered Even though the first deliveries of the car are
F50 supercar. due late next year, Moers is pushing to finish its
We are talking about a high-performance production run before 2021 kicks off and AMG
hybrid, with one combustion engine and already has one mule prototype running to
four electric motors. The combustion engine help with initial verification of the powertrain
comes from Brixworth, the same people who and chassis concept.
delivered three consecutive Formula 1 World But the key part of the technology is the Project
Championships for drivers and manufacturers. Ones powertrain itself, which AMG insists it
pulled direct from its Formula 1 program.
The idle speed is 1,100rpm and in F1 its
3,800 or 4,000. It revs to 11,000rpm, but in
F1 its 13,500rpm.
We have to move the combustion ratio, for
example, thats what changes. In F1 they run a
Lambda value thats way more than one, but we
cant because of emissions. We have the same
cylinder head, the same crank housing but a
different crankshaft.

Turnkey ready
For all that, though, Moers insists customers
wont need the usual array of Formula 1 race
engineers and laptop computers to start the
engine up for the first time.
Prospective buyers have been asking if they
will require a support crew or dedicated lubricants
3 to run it. My answer is always no. It will be a
street car. You keep it plugged in at home. You
3. The high-performance fill it with 98 RON fuel.
powertrain is a direct The trickier parts of the powertrain will be
descendent of the the way it combines its electrified and internal-
multiple-title winning combustion power.
W0X family of F1 engines The AMG V6 stunned F1 by splitting its single
large turbocharger, with the exhaust turbine
moved to the back of the engine to be closer

10 // September 2017 // Engine Technology International.com

 TECH INSIDER AMG PROJECT ONE

4. Electrical assistance 5. Unlike the Formula 1 car,

will offer an HEV mode, starting up the Project One
in addition to boosting doesnt require a complete
performance and range race team and a series of
high-end computers

to the exhaust system, while the compressor

wheel sits at the front of the engine where the
cooler air is. A shaft runs through the engines
vee angle to join them together.
AMG wont talk about the power output
from the tiny 1.6-liter V6, but back-of-a-napkin
calculations put it somewhere around 350kW.
Then it also has a 100kW electric motor
the MGU-K, for kinetic in F1-speak directly
attached to the engines crankshaft. Another
80kW electric motor the MGU-H for heat
spins up the turbocharger, helping to eliminate
turbo lag.
The 80kW from the MGU-H is not so
important to rev the turbocharger compressor
up, but its important for regeneration, Moers
insists. It could be a lot smaller to rev and still
spin it up.
Any excess energy harvested by the MGU-H
can be sent direct to the MGU-K to punch more
electric torque directly into the crankshaft.
Then there is a 120kW electric motor for each
front wheel. They use essentially the same
construction and design as the MGU-K, but in
different housings and connected to their own
individual gearboxes.
While Moers would not be drawn on the cars
target weight, he did confirm that even with a
100kg (221 lb) lithium-ion battery, the entire
powertrain would weigh about 420kg (925lb).
What makes the Project One particularly
complicated is that all its electric motors also
act as generators to recharge the fast-discharge
battery, which has a 800V to 12V converter sitting
on top of its housing.
The all-wheel-drive Project One hypercar has
fine torque vectoring at both ends, and eliminates
the packaging difficulties of anti-roll bars via five-
link suspension systems at both ends.
AMG has separated the vertical bump and roll
tasks in the suspension with two springs in the
series sharing a single damper, while what looks
like the longest rear pushrod in the car world is
mounted direct to the upright and in large part
defines the cars aerodynamic package.
It will use a variable ride height and a variable
aerodynamic package to get the best from its
custom-developed Michelin Pilot Sport Cup
5 285/35 19 front and 335/30 20 rear tires,
which ride on center-lock wheels.
The transmission, too, will be similar to the
Formula 1 cars eight-speed unit, strengthened for
longevity, and using the electric motors to fill in
any acceleration holes during gear changes.
Moers says the car will have different driving
modes, ranging from the zero-emission front-drive
BEV mode to one so aggressive it will be similar
to a Grand Prix qualifying setup.

Engine Technology International.com // September 2017 // 11

 TECH INSIDER FERRARI 812 SUPERFAST

Number
cruncher The 812 Superfast is more than just a happy 70th
birthday present to Ferrari from Ferrari. Its Maranellos
most powerful and fastest road-going car yet, with a
radically re-engineered V12 atmo engine at its core
WORDS BY
DEAN SLAVNICH

Youd be forgiven for thinking the latest 12-cylinder The evolution of the V12 for the 812 meant key
creation from Ferrari, the menacingly named powertrain changes were made across the board.
812 Superfast, uses more or less the same V12 With displacement shooting up from 6,262cc
powerplant as the F12 Berlinetta and tdf. Except from the Berlinetta to 6,496cc, Ferrari engineers
it doesnt. Not only has there been a jump in focused efforts on optimizing the intake system
displacement from 6.2 to 6.5 liters, but the latest and combustion efficiency to hit those giddy
Prancing Horse atmo heart features 75% new performance and all-important efficiency targets.
parts and subsystems. As a result, for the first time on a spark-ignition
Landing on Ferraris 70th anniversary it all engine, a 350-bar direct injection system is used,
started back in 1947 with the 12-cylinder 125 S developed by Bosch, bettering the Berlinettas
the 812 Superfast is Maranellos most powerful offering by some 150 bar.
and fastest road-going car yet, if you dont include Its a brilliant piece of technology. We pushed
the mid-rear-engined limited-series specials, of Bosch a lot to meet our goals, says Andrea
course. This means output has been boosted by Napolitano, powertrain development director,
60ps compared with the F12 Berlinetta, allowing talking enthusiastically about the breakthrough
the 812 to drop some 800ps at 8,900rpm, 200 technology. The fact that the system has such
revs more than what the 6.2 engine tops out at. high capability meant that smaller injectors could
An evolved transaxle architecture that matches be used. There are also new high-pressure pumps
the front-mounted engine to a rear-mounted Getrag and pressure sensors.
transmission, which has had its internals heavily On the efficiency front, this all means far better
modified by Ferrari, allows the 812 to make full nebulization of the injected fuel, thus dramatically
use of the huge power available and guarantee reducing the amount of particulates emitted
an optimal weight distribution. when the catalytic converter is warming up.

12 // September 2017 // Engine Technology International.com

TECH INSIDER FERRARI 812 SUPERFAST

VITAL
STATISTICS
Displacement: 6,496cc
Bore and stroke: 94 x 78mm
Compression ratio: 13.6:1
Max. power: 800ps at 8,500rpm
Max. torque: 718Nm at 7,000rpm
Max. engine speed: 8,900rpm
Transmission:
4WS/7-speed F1 DCT/E-Diff3
Dry weight: 1,525kg
Weight distribution: 47% front; 53% rear
Max. speed: 340km/h
0-100km/h: 2.9s
0-200km/h: 7.9s
Fuel consumption: 14.9 l/100km
Emissions: 340g of CO2/km

Engine Technology International.com // September 2017 // 13

 TECH INSIDER FERRARI 812 SUPERFAST

For the first time on a spark-ignition engine,

a 350-bar direct injection system has been
implemented just another technological
powertrain delight from the 812s V12

That, along with stop/start capability, means naturally aspirated F1 engines, is a further evolution
a reduction in CO2 of 20g/km has been made in its application on the special limited-series F12tdf.
over the V12 Berlinetta, with the official 812 The continuously variable length inlet ducts
NEDC rating being 340g/km of CO2. are electronically controlled, with a response
The intake system, meanwhile, has been time of 120ms. Powered by engine oil, this
designed to ensure optimized plenum, wider advanced piece of design is a product of full
throttle valves, an increased air inlet line diameter Ferrari in-house manufacturing know-how
and reduced air losses. with a dedicated assembly line.
With the increase to 6,496cc, the new V12s
stroke has gone up to 78mm compared with Make some noise
the 6.2s 75.2mm. The bore remains at 94mm. While Ferrari readily admits that most of the
Theres a slight change in compression ratio, development targets for this new engine were
from 13.5:1 to 13.6:1. based on pure power performance lets not
But perhaps more noteworthy, the larger forget the 718Nm torque at 7,000rpm, bettering
displacement means that a new crankshaft, Berlinettas 690Nm at 6,000rpm, with some
con-rods and piston design have all been added. 80% of max torque now available at 3,500rpm
The higher loads have resulted in improved in true Prancing Horse form, sound quality was an
crankcase robustness. The 812 heart also gets equally important thread throughout the project.
a new cylinder head with increased permeability Here, the exhaust geometry system has been
and, as a result, new camshaft profiles and a further developed to increase and balance
new inlet and exhaust runner design have been the sound from the engine compartment and
implemented. The control system for the variable tailpipes, with a six-in-one equal-length pipes
geometry inlet tracts, initially developed on exhaust manifold. (Having spent a whole day
with the 812 in the hills of Maranello, editor-in-
chief Dean Slavnich is says this is one of the best
sounding engines out there, with a wonderful and
unique Ferrari 12-cylinder atmo howl).
A substantially redesigned V12 with huge
power delivery meant engineering attention
was also needed on Ferraris F1 DCT, which has
been further evolved to meet the 812s screaming
8,900rpm redline.
Landing on Ferraris 70th The ratios on all the gears of the Getrag
anniversary, the 812 unit have been shortened by an average of 6%
Superfast has a new to exploit the 812s brute power. There was a
V12 heart that features particular focus on calibrating gearshift strategy
some 75% new parts
and subsystems
in-house at Ferrari, and the result of such hard
compared with the work means upshift and downshift transition time
F12s atmo 12-cylinder has been reduced by 30%.

14 // September 2017 // Engine Technology International.com

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 TECH INSIDER DODGE DEMON

Speed
demon In a day and age dominated by talk of downsizing,
emissions efficiency and, ultimately, the demise of
separate sources: the 45.2in 2 air grabber
hood, a matching air-catcher headlight
replacement intake and a discreet intake in
the wheel liner. All in, the Demon is capable
the IC engine, the Dodge Demon perhaps represents of inhaling air at a rate of 1,150ft 3 per minute.
one final hurrah for petrolheads. And what a hurrah... The additional apertures on the car, and the
revised mechanical components, give it intake
temperatures more than 30F lower than those
of the Hellcat.
Using motorsport as a marketing ploy is nothing The engine behind those numbers is a To maintain an optimum temperature for the
new. Perhaps because Engine Technology heavily reworked version of the already Demon when used on a drag strip, Dodge has
International is UK-based, European special formidable 392 Hemi, a 6.2-liter V8 found in created a system it calls the SRT Air Chiller.
editions tend to be influenced by GT and the regular Challenger Hellcat. Retaining just Another claimed production car first, the
Formula type circuit cars. 38% of the Hemi, the Demon gains a bespoke system diverts air-conditioner refrigerant from
In the USA, however, drag racing is serious block, as well as a new crankshaft, pistons, the cars interior to a chiller unit mounted by the
business and it should be no surprise that the connecting rods, valves, fuel injection system low-temperature circuit coolant pump. This in
2018 Dodge Demon is being heavily publicized and a 2.7-liter supercharger. turn cools charge air that has already passed
for its quarter-mile abilities. Viral marketed The marketing material for the Demon is through the cars radiator and is then fed to the
around its 851ps and 1,044Nm (on 100 octane a heady combination of huge figures, often supercharger. This system, in conjunction with
fuel) performance statistics, the Demon also described as industry leading, and claims the engine cooling fan, continues to run after
lays claim to being the most powerful muscle of industry firsts. Take, for example, the the engine is shut down, helping reduce the
car ever built. cars air intake system, which is fed by three supercharger and air cooler temperatures

16 // September 2017 // Engine Technology International.com

 TECH INSIDER DODGE DEMON

Right: The 6.2-liter engine

is force fed by a 2.7-liter
twin-screw supercharger
Below: Intake is fed by
VITAL STATISTICS: three separate sources

HEMI 392
Engine type: 90 V8
Displacement: 6,166cc
Bore: 103.9mm
Stroke: 90.9mm
Compression ratio: 9.5:1
Power: 851ps at 6,300rpm
Torque: 1,045Nm at 4,500rpm
0-60: 2.3s
Standing mile: 9.65s

HAWK EYES
The Demon isnt the only high-output, Devil in the detail
large displacement car from FCA. All revised parts have been redesigned to
The TrackHawk is the range topping operate under the extremes of repeated quarter-
variant of Jeeps Grand Cherokee mile runs. The larger supercharger features
range, and utilizes a mildly modified twin-screw rotors that are 1.1in longer than the
version of the Dodge Hellcats 6.2-liter Hellcats and operate at 14.5psi boost pressure,
supercharged V8. Unlike the Demon, while the fuel injection system features two
the Trackhawks variant of the 392 dual-stage fuel pumps, larger injectors and
Hemi is largely unchanged from higher-grade fuel lines. The revisions to the
its Hellcat applications. Uprated valvetrain include new spring designs and a
and bespoke cooling and air intake 33% increase in oiling for the valve springs and
systems join strengthened half- and rocker tips. The valve stems now also feature a
driveshafts, while the TorqueFlite single-groove collet for improved stability under
eight-speed transmission has also increased pressures.
been strengthened to deal with the The bulked power is transferred through a
707bhp and 874Nm power outputs. ZF-sourced 8HP90 8-speed torque-converter
automatic transmission. Uprated for application
in the Demon, it too features revised performance
statistics, with stall speed increased by 11% and
torque multiplication by 18%. When operating in
drag mode, the transmission minimizes torque
cut, delivering gear changes in just 400ms.
Thanks to an upgraded limited-slip differential,
a 3.09 final drive, larger diameter driveshafts,
an in-built TransBrake line lock, and Nitto drag
radial tires the Demon is capable of launching
with almost 2 g of force, hitting 48km/h
(30mph) in one second, 97km/h (60mph) in
2.3 seconds and dispatching the mile in just
over nine seconds.
The Demon is so fast that the USAs drag
racing governing body has banned the car from
performing in showroom trim, unless drivers
install a roll cage and take a race license test.
With a continuing nod to its drag capabilities,
each Demon is sold with just a drivers seat,
although the passenger and rear bench seats
are available as options for just US$1. The cars
also come with Demon Crates that contain a
number of drag-specific components, such as
narrower front tires, tools, and other parts, all
matched to the cars VIN and serial number.

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

 TECH INSIDER HONDA K20C1

VITAL STATISTICS:
HONDA K20C1
Engine code: K20C1
Displacement: 1,996cc
Bore: 86.0mm
Stroke: 85.9mm
Compression ratio: 9.8:1
Power: 320ps
Torque: 400Nm
Fuel economy: 7.3 liters/100km
Emissions: 170g/km

Not so silent
evolution
The FK2 Honda Civic Type R wasnt long for this world,
entering the market just before its model life ended.
Its replacement, the FK8, builds on every aspect, for
a more rounded and useable driving experience
With the possible exception of the CH1- One of the biggest contributors in addressing
generation Accord, subtlety has never really this, and delivering a more refined driving
been a forte of Hondas Type R brand. The characteristic, is a heavily revised and
latest generation Civic Type Rs have certainly reworked exhaust system. While visually
solidified this feeling of rebellious styling, with contributing toward the Type Rs flashiness, ECU and throttle map have smoothed out the
a strong focus on aerodynamic performance the three-exit, center-mounted exhaust has pedal response, removing the laggy sensation
resulting in wings, winglets, vents, skirts and been designed to contribute toward a better of its predecessor. This is complemented
diffusers sprouting from the family-sized hatch. cabin ambience, as criticism of the previous by an all-new single-mass flywheel, which
The one area where Honda has shown any generation focused largely on the cars droning has been chosen to help improve engine
degree of subtlety is in the revisions to the cars exhaust note while cruising. responsiveness and has reduced clutch inertia
powertrain between generations, evolving and The two outer pipes expel the engines weight by a claimed 25%. The 6-speed manual
rounding the 2.0-liter turbocharged engine into a gasses, while the central pipe has a dual transmissions ratios have also been reduced,
much more usable machine. purpose. Under heavy acceleration it adds to with the final some 7% lower, further enhancing
the outer two, giving the Type R a louder and the cars acceleration figures.
Exhaustive measures more aggressive exhaust note to the tune of an Other thermal management techniques in
The FK8 retains the previous-generations additional 2dB. When the engine is under mid- the Type R include the use of a high-capacity
K20C1 2.0-liter VTEC turbocharged engine. load however, while cruising for example, the air-to-air intercooler, sodium-filled exhaust
Producing 316bhp and 400Nm, the car is central pipe no longer functions as an exhaust. valves, and a complex, two-piece water-cooled
placed firmly among the most powerful cars The pressure within the system becomes manifold to lower exhaust gas and combustion
in its category, but unlike its mainly Germanic negative, inhaling ambient air. The net result chamber temperatures.
rivals, the Type R is offered with FWD and a of this is a decrease in exhaust boom, and The K20C1s core architecture largely
manual gearbox only two ingredients Honda improved NVH characteristics. remains unchanged between generations.
is adamant are fundamental to a car being The freer flowing bore and design of the The block, crank and forged connecting rods
considered a hot hatch in the first place. exhaust routing has improved flow rate by are all carried over to the new model. Perhaps
Rather than ripping up what the previous 10% in comparison with its predecessor and the biggest change to the powertrain between
generation achieved, Honda has focused on has helped contribute to the 10bhp increase generations, however, is the switch to a
overall refinement and driveability during the over the FK2. drive-by-wire throttle system that replaces
FK8s development. The previous generations the conventional throttle cable. Honda is keen
powertrain, while potent, came under fire for Further refinement to highlight the benefits of such as system,
being both laggy and boomy, according to The list of revisions to the FK8s powertrain such as its lower component weight as well as
certain sections of the consumer press. extends well into the IC engine itself. A new quicker and more accurate throttle actuation.

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

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 ENGINES ON TEST
Reimagined icons

Aston Martin DB11 AE31 5.2-liter Honda NSX 3.5-liter biturbo

The DB11 is a hugely important car for Aston Martin and the AE31 The long-awaited replacement for Hondas NSX supercar has been
engine that sits beneath the DB11s long, sculpted hood is even more a long time coming, but it has finally arrived. Powered by the
important. The 5.2-liter 60 V12 is the heart of Aston Martins second- 2017 Engine of the Year Awards New Engine category-winning,
century strategic plan for expansion, according to CEO Andy Palmer. longitudinally mounted, 3.5L twin-turbo V6 engine, supplemented
And quite impressive it is too. The downsized 5.2-liter engine retains by dual front electric motors and a rear electric motor, the car is a
the previous AE28 6.0-liters 21.5mm bore offset, 89mm bore and stark departure from the original early 1990s model of the same name.
vee-angle bank to aid production, but everything else is all-new. The In developing 627hp and 646Nm from as little as 2,000rpm, the car
reduction in capacity has been brought about by is a far cry from the modest, gentlemans agreement limited 286bhp
a much shorter 69.7mm stroke, down from original. Breaking the new cars figures down further, the IC develops
79.5mm, but perhaps the biggest change the bulk of the power, generating its peak 507hp in the last 1,000rpm
between generations is the addition of two before the redline and its 550Nm from 2,000rpm. The rear-mounted
twin-scroll turbochargers. Supplied by electric motor adds an additional 48hp and 148Nm, while the two front
Mitsubishi Heavy Industries, the two motors contribute a further 37hp and 74Nm each.
units spool from exceptionally low The fundamental principles of that all-new, all-aluminum engine
revs to help the V12 deliver its peak increased strength and lower weight are mirrored throughout the
700Nm of torque at just 1,500rpm. The drivetrain, with conscious decisions on materials made apparent in
AE31 is capable of sustaining this through the entire package.
to 5,000rpm, with peak power of 600bhp What this all translates to is an exceptionally well-rounded car,
arriving just 1,000rpm later. At the engines much like the original. At low speeds, the NSX can be
unveiling, chief engineer Dr Brian Fitzsimons shifted into quiet mode transferring drive direct
explained that though the turbochargers may add a small amount to the front electric motors. In Sport+ mode,
of lag, at least there is 5.2 liters of naturally aspirated performance to and with the motors acting as torque-fill to
fall back on. Quite. On the road, this translates to the torque having the 3.5-liter IC engine, acceleration has the
a constant presence, which largely dictates the driving experience. blisteringly fast response of a pure EV,
The well-matched ZF 8HP means the car can amble along at around yet is accompanied by a deep, resonating
the UK speed limit in fifth gear at just 1,000rpm, or a little over idle. bellow and the faintest of turbo spool
Any sizeable prod of the accelerator means that the car is instantly at whistles and pops as the turbos
peak torque and makes overtaking truly effortless. As is often the case wastegates open and close behind your head.
between naturally aspirated and turbocharged engines though, the The switch to Sport+ only serves to amplify this
AE31 has a more muted tone, which found no favors in some corners of further. The motors give the impression that you
the ETi office. Others, however, argued that this was more in keeping are constantly on the crest of the torque wave and allow
with the cosseting interior and despite the lack of a cracking, burbling you to almost ignore what gear you are in, shoving you along with
and snorting exhaust bark at initial fire it still conveyed a sporting tone equal measure be it in second or seventh gear.
when worked through the revs. The cars neutral weight distribution of The DCT that the power is transferred through flicks through its
51/49 is a mirror image of the DB9, and has been achieved by the newly nine ratios at an alarming rate, with the electric motors allowing overall
designed block, exhaust manifold casting and crankshaft which helped speed to continue building mid-shift. It is a very different approach to
shave 20kg back in return, leaving a net gain of 15kg. the ground-breaking NSX of the 1990s, but it has delivered the same
Its a hugely impressive car. So much so, you can even forgive the outcome an extremely flexible, enjoyable and usable car that still has
steering wheel being inspired by Austins 1973 Allegro the ability to outperform its on paper stats.

Cylinders: 12 Cubic capacity: 5,204cc Cylinders: Four Cubic capacity: 3,493cc

Bore/stroke (mm): 89.0 x 69.7 Compression ratio: 9.2:1 Bore/stroke (mm): 91.4 x 88.9 Compression ratio: 10.0:1
Power output: 600bhp Torque output: 700Nm Power output: 573bhp Torque output: 645Nm

20 // September 2017 // Engine Technology International.com

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 PERSONALITY PROFILE

What career did you want when you were with many different people around the globe
growing up, and what was your first job? at varying levels, which I work hard at. This
I never really knew what I wanted to do, other role gives me such wonderful opportunities to
than be in an office, working for a big company learn more about the changing world and the
and wearing a suit with big shoulder pads! It different cultures within it.
was the 1980s! As to what I would do in that The worst bit of my job is planning so far
suit, I didnt really know. ahead, which means it takes so long to see the
results. I am currently working on programs
Describe a typical day. that will hit the market onward of 2022.
I dont have a typical day to be fair. No two
days are ever the same, which is one of the How important is it to highlight and promote
aspects I really like about this industry. I can women in what is a male-dominated industry?
be on a call with teams in Australia before Women can be, and are, extremely successful
7:00am one day and working late with the in the automotive industry however we dont
teams in the USA another. I will do a lot of data talk about it. Women dont like to talk about
analysis one day, or lots of meetings another, their successes as men do. We generally dont
or come in having planned my day, only for like to draw attention to ourselves. Yet, only
PROFILE: LEAH BRUCE that to all change. What is constant, therefore, by highlighting the successes and changing
is being flexible and adaptable. the image of the industry will we start to make
Job title: Diesel manufacturing strategy it an industry of choice. I am very proud to
manager What are the best and worst elements say that I work for Ford Motor Company, a
of your job? household name, and even more proud of the
Company: Ford Motor Company The bit I enjoy the most is the people I work fact that my department is 100% female. We
with, without a doubt. It is important to make are a small manufacturing department, but we
connections and have a far-reaching network, are 100% female and it is wonderful that this
which this role provides in abundance. I work does not draw attention. It is simply accepted.

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22 // September 2017 // Engine Technology International.com

 PERSONALITY PROFILE

Manufacturing is certainly not a job that is seen as sexy or attractive. We

have to lose the dirty, boring image people have as it so far from the truth.
You can have any job imaginable in this industry, yet it is not an industry
of choice, and certainly not for women. We need to change this
What can be done to encourage more women we change the issues surrounding our In your opinion, what does the future hold for
into the automotive industry? industry. Flexible working, job sharing, diesel as a fuel source?
Manufacturing is certainly not a job that is working from home are all possible in I think there is definitely a future for diesel
seen as sexy or attractive. We have to lose the automotive industry. as a fuel source and not just for Ford Motor
the dirty, boring image people have, as it is so Actions speak louder than words and as an Company.
far from the truth. You can pretty much have industry we have to start communicating that At Ford, we believe in offering a powertrain
any kind of job imaginable in this industry, we are changing with the times, are forward of choice for our customers and particularly
yet it is not an industry of choice, and certainly thinking and adaptable, and that there has with diesel being very strong for us in the
not for women. We have to change this. never been a more exciting time to be involved commercial vehicle market, this type of
Only by making this industry attractive and in the automotive sector. As we do with our powertrain will continue to be an important
exciting to all will we be able to ensure that products, we all need to create a positive part of our line-up going forward.
we can truly get the right person for the job. brand for the automotive industry.
As such, it is important that we all do our bit What will be powering a typical family sedan
to highlight the benefits, the possibilities and Which OEMs do you have an engineering in 2030?
the joy, at all levels. respect for? We are living in such exciting times, and
I believe we all need to do our bit to break I joined the automotive industry when it was technology is changing so rapidly in every
down these barriers and only by making probably at its worst point in the UK, so my aspect of our lives, which means we will see
everyone understand the endless exciting respect encompasses the entire UK industry a complete change in transportation services.
possibilities of innovation, invention and and UK OEMs for the way in which they I think the choice will therefore be immense
technological development that exist will clawed it back. in 2030 far greater than today.

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Engine Technology International.com // September 2017 // 23

 OPINION

Freedom of speech is dangerous. Censorship

is necessary. Perhaps those are odd words for a The spin on
Minis 2009
exam ple of redundanci
publisher to write, but irresponsible journalism and the western me
dia scarem
es is a prim
e
ability to be able to write whatever one desires without a
ongering
thought for the consequences cant be good. Indeed, I truly
believe that the 2008 economic snowball was in no small
part caused by the press. To be fair, the BBC isnt alone. I see careless, thoughtless
This isnt a Trump-like rant about fake news. (Theres journalism everywhere. Everywhere but countries like
always been fake news; it used to be called gossip!) China. Now not for a second am I suggesting that I want
Im genuinely concerned that unpoliced media will cause to live in a country governed like China (I respect my and
another economic downturn or possibly even incite war. others freedom to be individuals too much), but having
One of the worst stories I read in the last downturn some control over the press means that when the UK
came from the self-proclaimed impartial BBC. (It impartially media was writing about what it dubbed Black Friday in
offers opinion every day. Cant it see the contradiction?) 2015 the day the Chinese markets wobbled in China the
Government-funded and thus free media was writing about something
from the commercial realities the rest as trivial as a black cat stuck up a
of the world lives with, the BBC saw fit
to run a story on Mini redundancies in
I see thoughtless, tree. I know because I was there that
day. The story of Black Friday and
2009. Hundreds of words graphically
detailing the job losses, plus
careless journalism economic turmoil was nowhere to
be seen in China. As we know, the
highlighting other car makers who everywhere. markets quickly recovered and that
also laid off employees due to the has to be in no small part because
economic doom I believe it had helped Everywhere but the Chinese media didnt spread panic
generate. Publishing facts, theyd in the general public.
argue, but there, hidden toward the countries like China Now perhaps the Chinese press is
end of the story were two significant ultimately too closely policed? I dont
sentences. They talked about how Mini know and I dont claim to know, but
sales had grown globally. In fact, Mini had never sold so there simply must be some kind of rules put in place in
many cars as at that time, reported the BBC. And yet jobs the Western press to ensure that journalists do what they
were being cut. Methinks the story should have been, Why are employed to do: report the facts. I know that to be
is Mini cutting jobs despite unprecedented growth? fact because Im a journalist by profession. They must not
Fast-forward to 2017 a year in sensationalize and exaggerate. They must not have political
which Ive personally never seen bias. If markets drop by 10%, the story is that markets have
the western world have it so dropped by 10%, not that the drop will mean job losses,
good and still the BBC less spending, famine, death, etc. Its our human right to
writes of impending doom have freedom, but to abuse that freedom? Thats how you
on a near daily basis. Its get your privileges clipped.
almost like its willing Dont even start me on the unregulated social media
its readers to stop where anyone can publish what they want about who
spending completely! they want!

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

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 OPINION

Every enthusiast and every engineer from every

carmaker I talk to about the future insists the thing
theyll miss the most is the engine noise. Youd wonder,
then, why so many of them dont do it very well now.
If were heading into a world where the sound of the
internal-combustion engine will be akin to the sound of a
single-speed generator, only slightly more sophisticated,
then youd think theyd be reveling in the dulcet tones
of today.
If La Scala knew it had only a few more years of soaring
tenors belting out the high B in Nessun Dorma before
audiences were forced to pay to sit in either dead silence
or listening to a monotone for an hour, youd think theyd Is the soun
d of silenc
EU-reg ulat e better th
be milking every last audible assault they could. ed noise, de an an
void of em ot
Youd also think that instead of one tenor belting it out, ion?
theyd assemble as many of them as they could and stack
them together, with their numbers limited only by the space
needed to wave a hanky in one swirling hand. Add to that list the new Audi RS 5 Coupe. Now, the old
But tenors at La Scala will be allowed to belt out high Bs one was a delight to the ears, full of burbling, smoothness
indefinitely while the car industry cant, and wont. and intent. The new one is, well, new. Swapping two of the
This all occurred to me this week, when I flopped back cylinders for two turbochargers hasnt done much for the
into the Taylor households city-work hack, a three-cylinder chortles. It now sounds like a herd of dairy cows chewing
Volkswagen Polo. In the previous in a tunnel.
couple of weeks Id spent time The RS 5, it turns out, is the first
in a Porsche Macan Turbo and
a McLaren 570 S Spider.
The RS5, it turns out, Audi Sport car launched after the
EUs new sound rules came into
For all the money they spent
developing things that went fast, the
is the first Audi Sport effect, and its development boss,
Stephan Reil, insists every new
best sounding engine, by some margin,
lurked within the humble confines of the
car launched after the performance car will have to sound
pretty much the same.
Polos engine bay and had quite a bit EUs new sound rules The thing is, these companies
of space to spare. all make much of their sound, how
The thing warbles and burbles, and came into effect theyve worked on it to tune up the
cheers and bubbles, and revs with delights and ear giggles, and they
enthusiasm and charms you with a set even urge upon us the logic of
of lungs out of all proportion to its price tag. spending extra money to make the noise even better.
The McLaren has a little window at the back you can Let me tell you this right now: with very limited
drop down to hear more of the engine note, but its exceptions, if you go putting a big, bright, shiny factory
so flatly bland that its difficult to know why exhaust on any of these turbo cars in the expectation
youd bother. that theyll suddenly become a Maserati GranTurismo,
Sure, the turbochargers on the Ricardo-built then youll be mortified. What youll hear is more of
V8 muffle it, but thats no excuse in this day the blandness, more of the time, and youll have paid
and age, especially for anybody whos heard thousands for the privilege.
a Ferrari 488 GTB wail at high revs and Maserati itself seems to want to leapfrog this whole wave
drown you in timbre changes. of aurally crippled gasoline performance engines and skip
The Porsche, well... Theres straight to electrified ones, with talk of it joining Formula E
enough stuff going on there to and being the brand that leads the entire FCA into EVs.
help you see, kinda, what they And thats good. I drove a GranTurismo last month and
were working toward, with its engine note took me on a saturating journey of revs,
some 911-esque gruffness rampage, joy and glee. It wrapped me up and pulled me in
and a couple of timbre so far I could understand every minute of the work of every
switches in the middle, but engineer who developed it. It almost made me cry, just as
like the McLaren, its just if I were in the front row of La Scala during Turandot.
noise. And rather coarse And give me that, or give me the nothing that will come
noise, at that. with electrification.

26 // September 2017 // Engine Technology International.com

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From the publisher of
 ALL THESE
COMPANIES
ARE EXHIBITING
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A.A. Modelleria Srl A&D Technology Inc Accurate Technologies Inc Acopian Technical
Company ACS Inc ACTech North America Inc Adcole Corporation AdvanTech International
Air Temp De Mxico SA De CV Airgas, an Air Liquide company American Testing Engine
Exhaust Emission Inc Anderson Consulting Atect Corporation AVL North America Inc Badger
Meter Basso SA Berghof Group North America BIA Brel & Kjr North America Inc Bureau
Veritas Cambustion Ltd Capricorn Automotive SAS Ceiba Technologies Climatic Testing
Systems Competitive Vehicle Services Cosworth CSM Products Inc Dou Yee Technologies
dSpace Inc Dyne Systems Eckel Noise Control Technologies ECM (Engine Control & Monitoring)
EnUrga Inc Excel Engineering Exova Warren EYE Applied Optix Faist Anlagenbau GmbH
FEV North America Inc Flow Systems Froude Inc / Go Power Systems Gantner Instruments Inc
Graphtec America Inc Hi-Techniques Inc High Tech Coatings GmbH Hitchiner Manufacturing
HITEC Sensor Solutions Inc Horiba Instruments Inc IAC Acoustics IAG mbH Idzka Seisakusho Co
Ltd IHI Ionbond Inc imc Inficon Influx Technology Ltd Innovasys LLC Interface Inc Interface
Performance Materials Intertek IPG Automotive USA Inc J-Tec Associates Inc Joint Clutch & Gear
Service Inc King Design Industrial Co Kirpart Otomotiv Paralar Sanayi ve Ticaret Anonim irketi
Kistler Instrument Corporation Kulite Kyowa Industrial Co Ltd La Fontaine Global Vehicles LaVision
Inc LHP Engineering Solutions LTG Incorporated Martinrea Honsel Mexico SA De CV Measurement
Instruments Measurement Technology Laboratories LLC Meggitt Sensing Systems Meiden America Inc
Metal Powder Products MTS Systems Corp Mller-BBM VibroAkustic Systeme Inc Mustang Advanced
Engineering NAC Image Technology National Instruments Inc Navistar Inc Nitto Kohki USA Nostrum
Energy LLC ODU-USA Inc Pi Innovo Precision Filters Inc Proto Labs Inc Proto Manufacturing Ltd Q
Corporation Racelogic RDP Electrosense Re-Sol LLC ReiCon Systems LLC Renk Systems Corporation
Revolutionary Engineering Inc RF System Lab Rotburg Instruments of America Sensors Inc SGS North
America SHW Pumps & Engine Components Inc Sierra Instruments Sierra Research Signalysis Southern
Hemisphere Proving Ground (SHPG) Southwest Research Institute Spectre Corp Stahle GmbH Staubli
Corporation Stringo Taylor Dynamometer TE Connectivity TECAT Performance Systems LLC Tenney/Blue M,
a division of TPS LLC Teradyne Inc Tescor Inc Thermamax Inc Tooling & Equipment International Trafag Inc
Transportation Research Center Inc TV SD America Inc Unico Inc Vaisala Inc Viatran Corporation Vibratech
TVD WEH Technologies Inc Weiss Technik North America Wineman Technology Inc YDC/CMT Imports Yuasa Co
Ltd Zhejiang Autofirst Autoparts Co Ltd *Combined list updated August 2017

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From the publisher of
 BEST OF SETRIGHT

JUNE 1999: SIX IS BEAUTIFUL

L
eonard John Kensell Setright, who
LJK extols the virtues of the gentlemanly six-cylinder engine,
died in 2005, is perhaps one of the
and contemplates the shortcomings of other engine configurations.
most revered names in automotive
journalism. A great lover of Pause, though, to think about the commonplace in-line four. It began life
engineering prowess, his outspoken with two main bearings, continued for a long time with three, and then, half
writing style had erudite foundations, a century ago, more or less jumped to five.
meaning that behind the rants were often Why the jump? Was it a simple lack of imagination that stopped engine
genuine engineering questions that needed designers from recognizing that four main bearings might be right? In fact,
answering or at the very least made you Opel built just such an engine, but it did it just before the outbreak of World
War II, and it was perforce forgotten.
question the status quo. Here we look back at
What remains is the fact that the center main bearing of five does little that
his most prominent thoughts from his tenure is useful. Get rid of the confounded thing and all the engine will need instead
at Engine Technology International. will be a simple bobweight for balance. There is nothing to stop that bobweight
from being integral with a gearwheel or sprocket through which the engines
power can be transmitted to a drive-line parallel to the crankshaft, with all
the same installation virtues as we have seen in the similarly arranged six.
The wretched four might still need a flywheel, but that would probably
do less harm if it were in mid-shaft. Torsional dampers? Forget them!

OCTOBER 1999: THE MOTOR CAR WILL COME

Amidst increasing pressure on the IC engine, LJK questions the
logic of those perpetuating the myth that a switch to all-electric
vehicles will somehow solve the worlds emission problems.

If the power of the engine is in proportion to the attractive

force of its magnets, and if this attraction is as the square of
the electric force, the economy will be in the direct ratio of the
quantity of electricity, and the cost of the engine may be reduced
ad infinitum.
Young J P Joule was the author, in the Annals of Electricity , of
this demonstration of innovative enthusiasm [and of importance of
the word if], a mere 160 years ago, shortly before he discovered
the first law of thermodynamics. We have been awaiting the
fruition of his promise ever since, just as we have been waiting
more or less patiently for the efficient lightweight electrical
accumulator that T A Edison promised us 98 years ago. How
much longer should we wait? Might it now be advisable to write
off the idea and start looking for something different and better?
It would be nice if we could. It would be wonderful if we could
persuade that persistently lay person T C Mits [The Celebrated
Man In The Street, to whom we are all in thrall] that electricity
is not a wonderful clean and pure source of power, but merely
a means of transmission, and still a singularly inefficient one.

Best of
Setright
30 // September 2017 // Engine Technology International.com
 BEST OF SETRIGHT

DECEMBER 1999: ENGINES BY CONTRACT,

ENGINE-BAYS BY ARRANGEMENT
Eighteen years ago, LJK predicted his own engine, it will probably
the current state of the automotive have to last through three
industry, with engine sharing and successive car models. He still MARCH 2000: IF IT HAPPENED OTHERWISE
model ranges made up of hundreds has a full-scale packaging job Recalling the 1912 French GP, was subjected to more strenuous
of slight variations on a theme. for the second and third of them; LJK laments the events that ratings and loadings, and more
why not treat the engine as just led to multiple generations of stressful operation, so that it
Why attempt to be a jack of another component? increasingly smaller and more was not significantly lighter.
all trades when, as a motor It would lead to appreciable complex engines in the pursuit In the race, this very
manufacturer, you can go to economies in the fairly short of equal efficiency. demanding car proved almost as
the specialists? term. Looking longer ahead, fast as the big Fiat; around the
That, to an increasing it might lead to increasing I am minded to select a course its average speed was
degree, is what todays motor stagnation of design, such as tale of cause and effect set in 5% less. Yet it was the Peugeot
manufacturers do. Automatics by we see with nearly all other 1912, when the major rivals for that won, the Fiat [and others]
Jupiter, electronics by Thunder, components, produced as they the French Grand Prix were a suffering a strange contagion
heaters by Heck, and everything are by a craven and sniveling conventional 14-liter Fiat and of fractured fuel pipes.
else by Tender, and the car buyer industry that is treated with a novel 7.6-liter Peugeot. As the world saw things,
scarcely knows. The car maker abominable contempt by the The dimensions of the French the conventional Fiat had lost,
scarcely cares, for he has passed mighty motorcar manufacturers engine were in response to the and the modern Peugeot had
on the warranty responsibilities to whom they are in thrall or, rules for another race one won. The small and supposedly
with the contract. His care is in appropriate cases, produced which never happened. The more efficient high-speed
to see that all these component as they are by cynical profiteers architecture of the engine [and engine must, on the evidence,
makers toe the line, and who force their utterly dependent I will spare you the sad tale be better than the conventional
as like as not have a place car-assembling customers to take of intellectual thievery that large, lightly-stressed [and
on a contributory limb of it; whatever they can be bothered to made it possible] compounded therefore lightly-built] engine.
beyond that, his is a packaging supply. And who, in the long run, many established features From then on, such is the
job. Given that, if he should make will care? into a whole which we could fallacious fascination of motor
recognize as a precursor of the racing as the face of the future,
modern four-valve DOHC head. motorists were doomed to
In effect, the Peugeot engine suffer a succession of ever more
by breathing deeper and turning strenuous engines, necessarily
SEPTEMBER 2000: NEVER MIND faster developed as much accompanied by transmission
THE TRUTH, READ THE SCREEN power as the Fiat. So what was systems, every one of which can
gained? It used as much fuel; it be dismissed as half-baked.
In recalling the various testing misdemeanors of previous
generations, LJK suggests that in the early-2000s it was still
possible to beat testing regulations through engineering cunning.

It is a fact that tests are generally meant to prove something. JUNE 2003: ASSONANCE AND DISSONANCE
They may verify a presumption, confirm an observation, or ratify LJK contemplates the changing on designs that had originated in
a procedure. They may merely show that the test department is face of the aftermarket as even more distant days when fuel
keeping busy. Tests are essentially the means for showing that technologies have advanced, quality was always questionable
somebody who claimed to be right was right. Whatever the subject and the cars that leave the and usually deplorable. I am
of a test a nuclear bomb, a tire, a cars handling, an engine a factory require less and less perfectly happy to go along
test can be designed so that the results will prove whatever it was at home refinement. with the expert estimate that
that you wanted to prove. half of the increases in power
Look back to the 1950s and youll no doubt find that passenger Looking back on the cars I have output exhibited in the history
car engine testing was no less notorious in its vices. The had, I realize that I have had of the car are attributable to
American SAE tests, for example, not only allowed far more modifications made to almost improvements in fuels. Much the
latitude than others in specification of temperature and other every one of them in the past same is true of the piston engines
ambient conditions, but also ensured that it was only the 40 years. The idea was never that figured in aviation. It is even
engine unhampered by its ancillaries such as exhaust system, to make them simply better cars true in firearms, where there
dynamo, water pump, fan or whatever that was put to the test. by absolute standards, but to are interesting clues to how the
On top of all that, the test engineers were required only to read make them better for me, for my tuning business began.
their instruments to an accuracy of 5% of scale: reading them purposes and prejudices; it was, In post-Whitworth days, it was
precisely, and then adding the tolerance in the desired direction, after all, my money that I was the USA that became the home
enabled cumulative errors to be built up to produce incredibly spending. On tires and wheels, of precision engineering, but a
impressive percentages of deliberate and legal falsification. almost always; springs and tolerance remained a tolerance;
Automotive testing these days involves a much higher degree of dampers, sometimes; gearboxes, and keen shooters learned to
sophistication, but I for one do not doubt for a second that it can occasionally; but engines? In have their barrels, chambers and
be met with a higher degree or different kind of cunning. The crux the past 20 years, never. actions exquisitely fitted. Much
of the matter is in identifying some measurable as an expression In the decades before the same needed to be done
of the abstract and immeasurable quality that is supposed to be electronics and injections and to engines, which, before the
what the test seeks to establish. catalysts, my engines underwent 1970s, were as approximately
serious work, for they were based dimensioned as makers dared.

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

 BEST OF SETRIGHT

SEPTEMBER 2001: GOOD ENOUGH

SIMPLY ISNT GOOD ENOUGH
Good enough is perfect is a to settle for what seemed
JANUARY 2001: UNEASY LIES sentiment that has plagued good enough at the time that
the automotive industry for the miseries caused by all
Manufacturers have long been selective in the comparisons they
too long, ponders LJK, as he manner of imperfections, from
draw against rival products, but as LJK highlights, some take it
remembers an acquaintances inherent imbalance to spring-
much further than optimism and questionable comparisons
World War II anecdote. controlled [or, as I prefer to
put it, spring-limited] poppet-
It seems such a shame that the companies that could tell the
The sliding-pinion gearbox, valves, plague us to this day.
best success stories choose to tell the worst lies. Some German
introduced over 110 years We are told that it will all
manufacturers, of whose self-esteem we should rightly be
ago, and the torque convertor soon pass, and that the fuel
chary, have for years been telling awful fibs in their advertising.
coupling, introduced more cell will free us from our
But I have been shocked to find the publicists for Toyota,
than 60 years ago, both burdens. I do not believe
of whose best efforts I am a warm admirer, recently trying
set standards that their such a claim. The very fact
to pull the wool over our eyes in pretending their new high-
makers were all too happy that engineers are bickering
performance Celica engine is even better than it truly is.
to accept for far too long, over the prospects of liquid or
With a peak-power bump of 12.5kg/cm 2 , rising to 12.9 at peak
and transmissions today compressed gas as the better
torque, the engine is admirable enough to need no exaggeration.
are absurd and antiquated way of carting our hydrogen
Alas, Toyota felt the need to take a swipe at Honda, inviting
as a result. The same goes around with us suggests that
comparisons with a humdrum Accord engine while boasting
for 6V electrics, the steering somebody is going to be in
106.7bhp/liter from its own product. Apart from the fact that
wheel, drum brakes, and too much of a hurry to settle
specific performance measured as bhp/liter is a seriously
steel-spring suspension: all of for what may seem good
misleading measure of efficiency, this gratuitous insult was
them hung around for far too enough. As soon as one of
surely ill-advised, when Hondas more truly comparable engine,
long and caused stagnation the major manufacturers
the S2000, manages BMEP figures of 13.2 and 13.4, and
of design, some of them makes up his mind on which
specific performance of 120bhp/liter.
enduring so permanently as way to jump, all the others
The motor industry has a long history of deceit over engine
to confirm petrification. will, in their blind panic not
performance. It reached its peak in the 1960s during the era
Do not suppose that the to be left behind, jump onto
of the muscle cars, when John Wyer wanted to know by what
standards applicable to our whichever looks like the
margin Aston Martin could lie about its engines, and discovered
engines are any better. It lucky bandwagon. Posterity
that the American manufacturers were lying about horsepower
is because our forebears will suffer the consequences
by an average of 32%, and Jaguar was occasionally worse.
were in too much of a hurry all over again.

JUNE 2002: IS CONTROL FOR

MARCH 2001: F1 MEANS FORCING- FREAKS?
GROUND NUMBER ONE Is the persistence of the manual transmission borne of a
need to control, questions LJK, as he highlights that the
Motorsport has long been cited as a major proving majority of drivers with such a gearbox dont actually
ground for road-going components. Like many, LJK know how to use it.
laments the overzealous regulations that prevent
more conceptual ideas coming to fruition. The car engine that is backed by a conventional [that is,
obsolete] automatic transmission enjoys a long and easy
Valve apparatus is a happy hunting ground for F1 life. Not so the poor pitiable engine behind which lurks
engineers seeking an undercover advantage over a dry clutch, a layshaft gearbox, and the sort of nitwit
their rivals. We have seen metal springs give way to driver who, motivated by misjudged pride or misdirected
pneumatics, then hydraulics used to brake the fall economy, opts to do his own gearshifting rather than
of valves knocked into ballistic free-flight by cam have it done for him.
so profuse that are deliberately severe at high rev/ Many such drivers do actually know how to change a
min [a peculiarly crude method of variable valve gear, and quite often they do it properly. But, as I suspect
timing that apparently works well], and now the keen I have pointed out before, they seldom know why, and
types are advancing the cause of the electrically hardly ever know exactly when to do it. Nor can they
controlled valve. It sounds like a good idea if we reasonably be expected to exercise any true sensitivity
must have poppet valves. to the engine when using the accelerator. What should
We do profit from F1 as, for instance, when Honda they know of inertia loads at high RPM, or of combustion
laboratories developed a superior new reticular loads at low RPM? Hapless wights, most of them have
coating for plain bearings in its F1 engines. It worked, never been taught to drive. They have instead been
and before the season was out, it was in production taught how to pass the driving test, which is a very
in the V6 engine of the Honda Legend. different matter.
Racing can further our cause. It is a pity that the
rule makers prevent it from happening more often.

32 // September 2017 // Engine Technology International.com

 BEST OF SETRIGHT

JANUARY 2003: MIND THE

PUMPS!
The changing face of the diesel industry is one of concern
for LJK, as he speaks about his suspicions of cleaner
diesels, and whether they are as environmentally
friendly as the PR spin suggests.

The diesel industry has of late been spurring its

propagandists, apologists and image-polishers to
JANUARY 2004: H IS FOR HP,
great activity. Sniffing their way through the miasma OR HAVOC
that their products create, they have detected a more Looking back at alternative Napier range, said the chief
welcome smell: it is the smell of success, apparently engine configurations, LJK engineer later. Available
wafting in their direction. Everything that can be recalls the immense power it may be; whether it was
done to encourage it lobbying, prototyping, and the of World War II-era H studied or understood, we
propagation of lies and half-truths in carefully worded engines and how their may never know. The Sabre
abundance is being done. The damage that will ensue reputation was forever had an exquisite system of
will be enormous, possibly irreparable: transmissions tarnished through motorsport floating gears to accommodate
will be brutalized, vehicle dynamics corrupted, many disparities in the turning of the
of our motoring ideals will be left in ruins, and our [WW2] might have been the two crankshafts; BRM made
health is likely to be jeopardized. The dark obscuring end of H engines, but there do with crude spur gears and
cloud threatens; it grows; it stinks. is no accounting for the wild undersized torsion bars. The
Yet there are traces of a silver lining. The diesel reasoning of racing engineers. history of breakages stemming
is being developed. Work on injection systems, for Theirs is a world of quick fixes from this setup tarnished the
instance, and on the abatement of noise and vibration, frenziedly pursued, even at career of the H16 engine; the
should prove to have other and nobler applications. the cost of some sponsors history of the fixes devised
There is promise even in the work that has been done money. But there was time by BRM engineers during that
by Ricardo, a company whose very name is inevitably for a little careful forethought same three-year period may
associated with diesel engines, to create a mild when, in December 1963, have tarnished their careers too.
hybrid diesel/electric power system for small cars and the FIA announced the new The reputation of the H
commercial vehicles. I refer to the i-MoGen concept. terms of F1 to take effect on engine never recovered.
January 1, 1966. To BRM, it Although weird and more
was clear that if it opened out horrifying formats have
the V of its little 1.5-liter eight- manifested themselves
cylinder engine to 180 and in recent years under the
superimposed it on another of aegis of Audi-V W in Germany,
the same sort, it would have I cannot imagine anybody
the compact and strong 3-liter reviving the H. People would
that it needed. just point to the past and insist
Experience was available that it could not work. History
on H engines including the is unfair.

SEPTEMBER 2003: CL ASSIFIED RESULT

As Mazdas Renesis rotary-combustion engine took overall British engines of small bore and long stroke dimensions,
honors at the 2003 International Engine of the Year Awards, hideous in their distortion of engineering desirability.
LJK bemoans the many attempts to classify engines based Elsewhere in the world, lesser minds resorted to simpler
on various attributes assumptions; bigger must be better and more powerful,
and displacement was a simple guide to expectation. The
The original cause [for classification] was a desire as old as international motorsport authorities endorsed this attitude with
history, a desire on the part of governments to impose taxation pathetic naivety, and motor racing is cramped by displacement
on anything that promised to be a good source of revenue. laws to this day.
Supremely ignorant in all matters of science or engineering, A plague upon it, say I. If power corrupts, if power is to be
the narrowly educated politicians and civil servants of the limited, if power is a proper basis for taxation [and every
time turned to experts for advice. one of those is a very big if] there would be more sense in
In Britain the buck was passed to Sir Dugald Clerk FRS, imposing tax-graduated intake orifices, as has been done in
a pioneer of the practical two-stroke cycle and of stratified- some of the duller branches of motor racing except that
charge combustion, and the authority on the ICE. He saw it would be unfair to gas turbines. Or, if the criterion should
that for a given level of progress, it was piston area rather really be the readiness with which people plunder Earths
than piston displacement that determined the power an engine resources and convert them to their own ends, simply [and
might produce, and so the tax levied by George encouraged only] tax the fuel they use.

Engine Technology International.com // September 2017 // 33

 TIPPING POINT

20/20
Vision
34 // September 2017 // Engine Technology International.com
 TIPPING POINT

What must the IC engine do to survive? To celebrate 20 years of Engine

Technology International, we have come up with 20 all-important things,
factors, points, lessons call them what you will that those championing
the life of the IC must embrace if it is to survive much beyond 2037

Engine Technology International.com // September 2017 // 35

 2
TIPPING POINT

1. SLIDE ON BY
There have been great advances in this area 1
through the application of polymer and nano
coatings, but frictional losses still account
for a considerable percentage of the internal
combustion engine. With so many rotational
components, there are still gains to be made
reducing drag on components.

2. MILDLY ELECTRIFY
Mild hybrids powered by 48V architecture
open up a wide variety of design possibilities.
Capable of running auxiliary components, and
even additional items such as anti-roll bars,
the long-awaited move away from a low-
voltage battery stands to revolutionize
IC engine design.

3. LOSE THE BELT

One of the easiest ways of reducing frictional
and pumping losses is in removing belt
drives that take off the crankshaft. ISGs
can introduce regenerative braking, and in 3
combination with a 48V system, introduce
new levels of efficiency and performance
to an ICE. By replacing the starter motor
and alternator, yet more weight is saved
from the front axle too.
6. NOT A CARBON COPY
4. KEEP THE HEAT The biggest argument against the IC engine
F1 levels of thermal efficiency are almost at is the level of pollutants emitted. There are
50%. Road cars are around 30%. The offset a number of suggestions within this list that
of 20% can surely be explained by costs. all contribute toward its reduction. But the
But the only way costs can be reduced is ultimate dream would be to reuse the waste
by a conscious effort by all manufacturers product and transform it into something
toward a joint end-cause. If thermal useful. Shell and ETH-Zurichs Solar Jet
efficiencies can be increased, emissions fall program has produced kerosene from carbon
and performance improves. Good enough dioxide using well-known chemical processes. 5
reasons in themselves. Carbon dioxide utilization stands to be one
of the biggest revolutions of the chemical
5. DYING OF CONSUMPTION industry over the next decade, and could
change the future of the ICE by itself.
While this magazine deals predominantly
with new technologies, we do tend to stay
away from the full lifecycle of an engine. Most
7. ESSENTIAL OILS
prevalent among downsized, highly stressed Reusing motor oil has a potentially huge
turbocharged engines, oil consumption has environmental impact, as does the way in
become a major issue. If consumers need which it is warmed. Much like DEFs, engines
to keep a watchful eye on oil levels, tell operate better at temperature and getting

6
them. Expecting lay people to understand oil to temperature requires an immense level
the nuances of an engine isnt acceptable, of energy. Nexcels concept goes some way
particularly when sales literature makes a to addressing these shortfalls, but the fact
point of highlighting the cars ease of use. that one alternative has already highlighted
multiple shortfalls suggests that there
are considerable environmental gains
to be made in this area.

8. DIESEL AFTERTREATMENT
Diesel exhaust fluids (DEF), more commonly
known as AdBlue systems, have helped to
slash the effects of NO X and other harmful
particulates, but they are somewhat of a
flawed solution. Effective above temperatures
of 250C, the fluids only break down
the exhaust gases once warm, which
can take upward of 15 minutes. Over short
distances, which make up the vast majority 7
of commutes, the fluids are essentially

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

 TIPPING POINT

8
11. ROLLING IN THE DEEP
Active and rolling cylinder deactivation has
9 been applied to a number of engines now,
from opulent 12-cylinder Vees, to Fords
1.0-liter EcoBoost. So why is the technology
not more widespread? As humans, we dont
run everywhere we keep it in reserve,
burning less energy as we do so. So why
should an engine be any different? Working
at 100% all of the time leads to an early
grave, regardless of what it is applied to.

11 10
12. PR SPIN
The automotive industry is guilty of not
publicizing its achievements, and when it
does, its usually one manufacturer stating
their own government MPG or CO 2 rating. The
industry needs to pool together to promote
useless. New technologies are on the its engineering prowess. Educate the wider
horizon that are effective from much lower public about what the industry achieves and
temperatures essentially changing the the wider perception of the ICE may change,
impact of diesel all over again. and regulators may be less hasty to point to
the car and yet more time can be dedicated to
9. SYNTHESIZED FUTURE finding a truly viable future propulsion method.
Research into alternatives to fossil fuels
must continue, unabated. But it is currently
13. CRASH DIET
coming at too high a price. Palm oil is the Plastic components have become common-
only known alternative to reduce emissions place around a cars architecture. The
in comparison with diesel, yet the way it materials have been used in a number of
is cultivated is devastating to wildlife and applications, from engine mounts to traverse
the wider environment. Competition against leaf springs, showing that development of
biofuel is increasing, but with it written into plastics has evolved hugely in the past few
legislation across Europe that it must be years. The Polimotor concept of the mid-
blended into normal fuels at a rate of 10% 1980s tipped the scales at just 35kg, meaning
12 by 2020, research has to continue into its the potential for weight savings is monumental.
application and production, by law. Biofuels
have the potential to reduce CO 2 emissions 14. INFLUENCE AND GUIDE
by up to 80%, and microalgae has the Theres a cyclical motion in the automotive
potential to answer all of the shortcomings industry that seems to cost millions and
of biofuel: during production and combustion, millions of dollars due to legislators setting
the algae biofuels do not produce sulfur or targets that are then argued about for
nitrous oxides. years before a compromise is met. Social
13 responsibility should be put before vested
10. COMPOUND THE ISSUE interests if the ICE is to survive at all. To
Compound charging has been dabbled with, achieve this, manufacturers must work more
with relative success, by a number of OEMs closely with regulators and legislators to
so far. The higher boost pressures that can ensure the right vision is put in place from the
be achieved by series arranging the two start, rather than waste time and resources
chargers, lends itself to smaller engines debating something that is already in motion.
ones that regulations may continue to force
manufacturers to invest in. With the benefits
of one blower overcoming the shortfalls of
the other, if the complexity and control of

14
such systems can be further refined, the
system may offer useful benefits.

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

 TIPPING POINT

15. BIGGER IS BETTER

Downsizing was the net result of tighter
emissions regulations. The concept has been
disparaged by multiple OEMs already, but yet
oddly-paired engine sizes and body styles still
exist. Tested in isolation, the unit might deliver
a set of figures that look good, but what about
in a family saloon, fully loaded, attempting to
overtake a tractor on an uphill section of a dual
15
carriageway? It will fall short on emissions,
economy, performance, and ultimately return

16
on investment for the consumer.

16. MOTORSPORT
As mentioned earlier, Formula 1 currently
enjoys a very high level of thermal efficiency.
But in a move that mirrors the wider 18. BRING THE NOISE
automotive industry, regulations have reined
in creativity and new solutions. If motorsport For petrolheads, and even some non-
could be used as a true testbed for new petrolheads, sound is one of the most
technologies, rather than being a wholly emotive features of a car. One of the biggest,
new set of rules by which to be build a car, continued counter-arguments to the EV
then progress could be made much faster. movement is the lack of sound, and ultimately
emotion, from electric vehicles. As the
17. BOXED IN trump card that soundless electric motors
simple cannot counter, it needs to be utilized,
One of the main benefits that EVs have capitalized on, and made to be a part of the
over the ICE, although one that hasnt been buying process.
capitalized on much, is the flexibility they
offer in terms of packaging. The ability 19. SET YOU FREE
to package all the drivetrain beneath a
completely flat floor simply cannot be done Camless valvetrains have been mooted
to the same levels as in an EV. If the IC is by several companies for years, with very
to survive, new arrangements and cleverer little real-world application. In 2016, Qoros
packaging must register at the concept stage. showcased a FreeValve-developed 1.6-liter
turbocharged engine, which featured
Qamfree technology. Some 50% smaller,
17 30% lighter and 50% fewer emissions were
the claimed headline figures, delivered
courtesy of the new valvetrain technology.
The system even allowed for the removal
of the pre-catalytic converter due to the
standard converter being brought up to
temperature much more quickly positives
any engine would benefit from.

20. HIGHS AND LOWS

The fact that variable compression has
19 allegedly already been mastered by one
OEM bodes well for the rest of the industry.
The potential gains from being able to switch
cylinder pressures introduces a whole new
flexibility to the ICE. Performance and economy
from an ICE with the same size dimensions as
existing units, sounds perfect.

20
18

38 // September 2017 // Engine Technology International.com

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 A LOOK BACK IN TIME

hot
In the

seat
M
uch like our
personality
profiles, we have
run in-depth
features in Engine
Technology International since the first 1999
issue, asking prying questions about GERMAN EFFICIENCY
the hottest topics of the day. Over the
past two decades weve spoken to senior 1997 Engine Technology International looked
into the future of engine development for
engineers and management from pretty CRYSTAL BALLS the BMW Rover partnership, just one year
much every OEM and major supplier before the tumultuous relationship ended.
In the launch issue, we gathered a
on the planet, and countless educational Gerhard Schmidt, head of BMW Group
wide selection of heads of engineering
institutions, about every aspect of engine powertrain:
to discuss the future of the ICE, and
design and manufacture, and all manner what potential gains could be made I never say never, but it is highly unlikely
of business topics and trends. Here, we in engine design. that we will ever transplant an engine
take a look back over some of the best Gerold Steinmetz, manager, without making changes, in order to save
quotes from a selection of interviews homologation, Mitsubishi Motor R&D money. We have to find a balance between
reaching back 20 years. Europe: a characterful engine for, say, a Rover, and
In 2010 gasoline and diesel engines what a customer should pay. Of course
will still be the main power sources, we have to research other methods of
but only direct-injection engines will propulsion, but I believe the ICE has a
be sold. The engines will be basically bright future. Gasoline, particularly diesel,
the same as the GDI units we have still has a great deal of potential. We are
today. Improved fuel will help to lower currently making big strides in combustion
emissions enough to allow them to technology.
be the powertrain of choice. As
for electric cars, there is no
market. We see them as too
expensive, with no chance
of being economical. They
do not have enough range.
The case is the same with
the hybrid vehicle. We used
to think that hybrids were
the way ahead, but we now
think they have no future
in the market.

40 // September 2017 // Engine Technology International.com

 A LOOK BACK IN TIME

2002
STRANGLED BY DESIGN
To counter increasing criticism about
petroleum manufacturers destroying the
planet, Engine Technology International
spoke to one such company to see its
point of view.
Andrew Armstrong, BP consultant for
novel and alternative fuels:

2000 The ICE is a brilliant, refined, reliable

and smooth device. Unfortunately it
FUTURE TECHNOLOGIES isnt efficient, with gasoline engines
Pondering the best future developments to
struggling to be 20% efficient over a
help reduce ICE emissions, the perceived drive cycle and diesels struggling to
benefits are heavily countered by the attain 25%. However, in terms of energy,
reality of the cost of development. a tank of fuel is equivalent to around
Dr Manfred Fortnagel, vice president, 1.3MW of energy, which is phenomenal.
powertrain development, DaimlerChrysler: If the fuel and motor industries were left
We investigated all the possibilities that alone to charge reasonable prices, we
help achieve lower fuel consumption in a think everyone would be pretty happy.
modern gasoline engine. Weve looked at
variable valve timing, variable compression 2001
ratio, DI and idle stop systems, but these MOTOR MAN
technologies have faults. All these concepts
In discussing future technologies, the
are cost intensive and carry some risks. ICE remained the number-one choice
For example, there are durability concerns for engineers, but of the emerging
associated with variable valve timing and alternative technologies, one stood
variable compression ratio; GDI systems out above the rest.
age the catalyst system; and stop-and-go Dr Jean J Botti, director of energy
technologies can demonstrate poor cold- and chassis systems, Delphi:
start behavior.
In my mind, the ICE is here to stay,
and Delphi thinks the ICE is here
to stay. The ICE isnt going to die
tomorrow morning; you dont kill a
US$200bn investment. Tell me what
technologies today are more practical
when ICE can cost US$50/kW, is
readily available, and is independent
of the fuel if hydrogen becomes the
main fuel, I can stick it in an ICE and
run my car with only water coming
out of the tailpipe.
Without question, the
hybrid will be the next big
thing. Delphi is working
on hybrids and has a
10kW motor that can
be scaled up to 20kW.
Were not pushing it
hard just now because
the market is small, but
the technology is ready.

Engine Technology International.com // September 2017 // 41

 A LOOK BACK IN TIME

2005
DIFFERENCE
OF OPINION
Looking into the future application
of fuel cells in passenger vehicles,
DaimlerChrysler estimated when the
technology would hit the mainstream

2003
in one of our lead features.
Dr Andreas Truckenbolt, director of
fuel cell and alternative powertrain,
2007
DaimlerChrysler:
NO REPLACEMENT
THE PR ANSWER
FOR DISPLACEMENT
With the benefit of hindsight, this was, By the end of 2004, DaimlerChrysler
perhaps, the most important interview ever had 100 fuel cell test cars being tried out Increasing pressure from consumers
to appear in Engine Technology . The V W and regulators means that the large
by customers around the world. We will
Group explained how it was making its displacement engine is slowly being
see the first commercial fuel cell vehicles phased out, but certain elements of
diesels Euro 4- and Euro 5-compliant.
on the street from around 2010. The only the industry begged to differ.
Jens Hadler, director of diesel engine
development, Volkswagen AG:
way the hydrogen economy will be Uwe Grebe, executive director of
realized is by having convenient places advanced engineering, GM powertrains:
We see that our immediate challenge is to refuel. We will look back on this day In [larger V6 and V8 engines], you
to meet emission standards. We will also and realize it was a watershed the can achieve the same benefits of
continue to work on consumption. We moment when we started down a path to making a big engine look small as
have just launched the four-cylinder as a future where we have readily available you can in making a small engine look
a 16-valver and with that we feel we have hydrogen, made from renewable big. There is a justification for these
cracked the emissions problem. But that feedstocks to power our vehicles. engines. I have a very strongly held
is not to say we will be applying the same belief that the cam-in-block GM
technology to the V10 and R5. We are V8 is one of the best engine designs.
completely confident well meet the target Whats more, in two-mode hybrids
we have a strategy in place to achieve it is a very good fit. We already
the standards. have direct injection in
the small-block V8 and we
have more technologies
that can make it live for a
long time, even after 53
2006 years.
SMOG BE GONE
2004 Discussing the then-undecided
Euro 6 regulations, the potential
HYBRID MARCH priorities and implications came up
As the USA began to offer discounts on for discussion in a feature looking at
new hybrid passenger vehicles, Engine the future of emissions control.
Technology International gathered a Neville Jackson, global technology
collection of leading industry figures director, Ricardo:
to discuss President Bushs plans.
David Friedman, engineer and senior
The problem is getting emissions to
analyst, Union of Concerned Scientists be harmonized at the lowest possible
(UCS): level, and that wouldnt necessarily
work. When you consider where the
The hybrid revolution is priorities are in Europe for CO2, you
underway. More than 50,000 couldnt introduce a CARB level of
Americans drive hybrid emissions because it would prevent
cars. But if hybrid vehicles the use of CO2-efficient diesel engines.
are going to deliver their To me, the key to future emissions
full promise, auto makers legislation will be determining the
must make wise choices most cost-effective way to improve
as they apply both air quality based on the vehicle PARC,
conventional and hybrid also considering what we need to do
technology in their vehicles. in terms of CO2 emissions.

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

 A LOOK BACK IN TIME

2011
OPTIMISTIC IDEAS
A year before the iconic
Swedish manufacturer closed
its doors forever, SAABs
president of powertrain,
Kjell ac Bergstrm, outlined why
the IC will reluctantly play a

2008 part in the brands future:

IC engines will still be
THE BIGGER PICTURE about [in 2030]. From an
Emissions and efficiency had become energy availability point-of-
major buzz words in the industry in the view, there is no way that we
industry, but in this interview with Barb can come up with such large
Samardzich, vice president of powertrain quantities of transportable
development at Ford, she pointed out that energy without using fossil fuels.
gains can come from more than the engine:
Even though I hate it, I have realized
One of the key ingredients for meeting that we need fossil fuels. A few years ago,
future requirements is vehicle weight there was a study commissioned by GM,
reduction. Were concentrating on making and undertaken by a consultancy, that
substantial reductions and there was
a hint of that goal being achieved with
2010 said that by 2020 the amount of energy
cars need will increase by 70%. So,
the Lincoln MKT, when we talked about UNSUSTAINABLE IDEAS youre telling me that in 10 years time,
technologies within the body structure Following Volkswagens taking top honors were going to replace energy to a level
itself. Taking up to 320kg out of vehicle in the Green Car of the Year category of 170%? Thats not going to happen.
platforms and downsizing engines is at the 2010 International Engine of the
where you really start to see progress in Year Awards, the OEMs head of gasoline
shrinking the CO2 footprint, while giving development, Rdiger Szengel, remained
customers all the performance numbers bullish about the ICEs future:
theyre used to. I cant imagine not having IC engines will be mainstream for a long,
UAL
ANN SE
WCA
SHO IAL
SPEC
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ht, techn the
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try,
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a V8 in a Mustang, but such engines will long time. As a company we will have
become more and more niche. electric technology, of course, but when
you look to the market, IC engines will as it

be around for many, many years. Theres

to stay
here r monster
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2012
new technologies like EVs and lithium-ion
2009 batteries. You cannot really imagine car
companies will have mainstream hybrid UNCHARTED
DOWNSIZING IN EFFECT products in certain areas of the world like
Predicting the current climate of political Russia, China and Africa. As a result of this, TERRITORIES
and social influence, Jaguars chief engine our TSI will be a very good solution for the As Opel/ Vauxhall continued to reinvent
engineer, Malcolm Sandford, hinted at the next five to 10 years. itself following its near sale by GM, its
situation that resulted in the four-cylinder vice president of powertrain engineering,
F-Type: Jeffrey Lux, spoke candidly about future
technology applications:
There will always be a demand for top-
of-the-range premium products with All these technologies move in phases
outstanding performance. That demand will and youve got to take the first step
reduce over time and we will need to bring before you can take the next step, so who
small displacement engines but still with knows where it will all lead? Will lithium
outstanding performance. There will be a batteries be with us as long as gasoline
much richer mix of six-cylinder and four- and diesel engines? When you think
cylinders than we have today. So where about it, this is probably one of the
we today have a six-cylinder most disruptive times for powertrain
vehicle, I can see that by 2020 technology in the past 110 years. You
we will have four-cylinders, have to go back to the turn of the 20th
and where we have an century and the dawn of the automotive
eight-cylinder today it will era when there were a lot of competing
become a six-cylinder then. powertrain technologies, but it all
However, I believe that we quickly consolidated on gasoline and
will maintain the flagship diesel. Itll be interesting to see what
V8s at the top. happens in the next 20 to 30 years.

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

 A LOOK BACK IN TIME

2015
HONESTY IS THE
BEST POLICY
In a frank and open interview,
FCAs powertrain boss, Bob Lee,
explained the easiest way
H
DE AT IESEL? to incorporate new technologies
BY D
into mainstream models:
a
ts to
reac the
stry
indu rt by tion

2013
The repo niza
ning
dam Health Orga engi
ne
ld
Wor diesel er
links canc
that to lung
fumes

ary 2013
Janu

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packe
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s to
place ction and
produ

like. Theyll then help pay for the cost. We

Following the World Health Organizations
have to do that in a way that will give us a
publishing of a study linking diesel to cancer,
Peugeots president of powertrain, Christian
lead over our competitors for a number of
Chapelle, argued that the study had a years. Then we need to do something else
misguided premise: and come back until we reach some sort of
steady-state condition again a level playing
Yes, the IARC are professors, scientists and field where virtually everyone is basically
doctors in medicine thats not disputed. using the same technology, but were just at
But what we do want to say is that this study a different place in terms of technology and
has been made using very old diesels. The cost structure.
problem we have is that a lot of things are
said through the media and its technically
and factually wrong. Particulates are not good
for the health we know that and we dont
contest it. What we do contest is that our
diesel technology is dirty; we can prove that
with our modern diesels there are no more Marc
h 2016

particulates. In fact, in terms of regulations,

we are far ahead of the curve.
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FIGHTING SPIRIT
Exclu
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materials was yielding promising results, over the past decade, Michael Winkler, head
as lead scientist Ryan Gergely explained: of powertrain at Hyundai-Kia, pondered the In one of our cover stories exploring new
role that its diesel and gasoline engines ignition technologies, Dr Tobias Ruf, head of
We anticipate self-healing technologies would play in the future: R&D at Bosch, was unequivocal about the
emerging in the market within the next The discussion on diesel engines at the short-term life of the traditional spark plug:
five years. The technology closest to moment is a very tough one, thats for sure. Anyone whos ever made a fire with the
commercialization is self-healing coatings There are two things here: The first is diesel sun using a magnifying glass will know
and paints, which will be readily applied to emissions and banning them from cities; how easy it can be to ignite something.
automotive uses. The implementation of the second is CO2 fleet values, and these That in itself is trivial. The challenge with
vascular systems in general for fiber- two factors work against each other. We these more exotic concepts is to make
reinforced composites is very close need the diesels for their low CO2, thats them reliable and commercially viable in a
to commercialization too, and straightforward, especially when you look practical automotive environment. For me,
applications for cooling at the efficiency of diesel engines. the key questions are: What is the benefit?
will likely be the Septe
mber

THE
2014

However, on the other hand, some Is there a compulsive need for a

first to come
AND

major cities have tried to ban new solution? Personally,

ER IS...
WINN at this
what l Engine
won
Who ationa s?
Intern Award s
years the Year rtrain
of
the powe for
Plus, look out
to year!
next

on line. diesels, coming mostly from I dont see

a NOX perspective. We cant it within the
simply say we want to reduce next five to
ic
Psulrgaesryt our share of diesel because then eight years.
face
ge the ct engine
d chan
coul and impa kthrough
research nology r brea
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have to make our diesels even

cleaner than they are today.

44 // September 2017 // Engine Technology International.com

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 A LOOK BACK IN TIME

Hit
or miss
?
F
or two decades, Engine Technology
International has been interviewing
the industrys leading names, asking
what will be powering a typical
family saloon in the future. Forming
part of our regular Personality Profile feature,
engineers have always given their honest
thoughts and ideas on what they see as the
perfect solution. Weve gathered some of
the best responses from the past 20 years,
from the truly conceptual through to the
eerily accurate.

In your opinion, what will be powering a family saloon in 2020, and why?

OCTOBER 1999
1999
Dr-Ing Volker Schumacher, R&D Powertrain
Research, Volkswagen
I believe the engine of the future will be
a direct-injection turbo-diesel or a gasoline
engine with direct injection because there
are still many improvements that can be
made to the ICE. The TDi and GDI can fulfill
customer and legislation demands. And the
manufacturing costs of alternative engines
are huge compared with an ICE.

Engine Technology International.com // September 2017 // 47

 A LOOK BACK IN TIME

In your opinion, what will be powering a family saloon in 2010, and why?

2008 2002
2003 2000
MARCH 2000 JUNE 2002
Takashi Inoue, general manager, homologation Dave French, powertrain plant manager, Ford
and powertrain engineering, Motor Company
Toyota Motor Europe There will be more low-particulate diesels
In 10 years time, I think the diesel engine and appreciable numbers of hybrids being
will be more popular. It will use an electric sold, however, the gasoline/natural gas/LPG
motor to boost performance and lower ICE will still be the mainstay. Well also be
emissions further I predict that particulate able to buy some other alternative fuel cars,
matter levels will be as low as those achieved probably in Europe, including some pure
by todays gasoline engines. electrics, but they will be very expensive.

In your opinion, what will be powering a family saloon in 2015, and why?

SEPTEMBER 2003 SEPTEMBER 2006

Dr Roberto Imarisio, chief engineer, diesel Yo Usuba, senior VP of powertrain engineering,
engines, Fiat-GM Powertrain Nissan
Fuel cells will be a possibility, but probably Unlike some in the industry, I do not think
hybrids with small diesel engines. If we solve that the end is near for the gasoline powertrain.
the problem of pollution, I think that hybrids There are many improvements that can still
with small diesels will be around for the very be made in gasoline powertrain technology
long term. and this type of engine will continue to evolve.
As a result, I believe that powering the typical
family car in 10 years will be a 1.4-liter
gasoline direct-injection engine with either
turbocharger or supercharger technology.

JANUARY 2004
Neville Jackson, technical director, Ricardo
I have to be honest and say I do not think that
fuel cell vehicles will be economically available
to the public until well beyond 2015 and even JANUARY 2008
then not until renewable energy is produced Ulrich Baretzky, head of engine technology,
in sufficient quantities to justify production Audi Sport
of hydrogen for the automotive market. On I hope they will be running on renewable
that basis, I believe that in 2015 the internal energy. I would not restrict it to biofuels, nor to
combustion engine operating on blended fuels gasoline or diesel fuel either the rules should
will dominate, but it will have many variable be made so that there is still room for new
systems with intelligent control. It is quite and alternative ideas. If somebody thinks
possible that it may not be possible to classify that a steam engine is the right thing to do,
engines as spark or compression ignition. and would be more efficient, then why not?
Whichever race category it is, wherever it is,
it should allow us to bring in technological
developments and solutions to make mobility
safer and more environmentally friendly.

48 // September 2017 // Engine Technology International.com

 A LOOK BACK IN TIME

In your opinion, what will be powering a family saloon in 2025, and why?

2011
2009
JANUARY 2009 MARCH 2010
Hirofumi Senoo, head of development, Subaru Oscar Bonnet, gasoline engine development,
My feeling is that the majority of cars will still SEAT
be powered by IC engines. I think IC engines I think we have enough potential to keep
will still have a large portion of the market working with gasoline and diesel engines. I
by 2025 at least 70%. The second main dont think we will see huge differences in the
technology will be hybrids. After that there next 15 years, but all manufacturers will need
will be electric cars, but there are big to introduce technologies to fulfill not only
challenges to be overcome in terms of range. what the customers are asking for, but also
There will also be hydrogen fuel cells, but what the laws on CO2 reduction will demand.
these two alternative systems will only have Everybodys working on various combinations
around a 10% market share. of electric powertrains, but I think we will
continue to produce a great number of gasoline
and diesel engines in the next decade.

JUNE 2009
Takayuki Katsuda, chief engineer for Lexus
hybrid development JUNE 2010
I think hybrids will still be around by 2025, Francois Banon, general manager of advanced
and I think we will see fewer pure combustion product development, Nissan
engines used for production cars. Combustion Electric motors are the obvious answer when
engines will shrink in size and thats already looking to 2025, but of course the automotive
appropriate with the downsizing trend thats industry and the marketplace will have other
currently taking place. In fact I think the engineering options, such as a plug-in hybrid
average commuter vehicle will probably with downsized internal combustion engine.
be fully electric. As for vehicles with larger Thinking ahead by 15 years, I think and I
displacement engines, they will become certainly hope that electric motors will by
hybrids. Personally, I think hybrid technology then be capable of providing a much larger
will grow in importance, and by 2015 I think driving range in full zero-emissions mode.
you will see more and more people turning to
hybrid vehicles.

JANUARY 2011
Peter Lckert, director of gasoline engine
SEPTEMBER 2009 development, Mercedes-Benz Cars
Raf Schuermans, senior manager, drivetrain I think well see a lot of developments to
design, Toyota Motor Europe increase the efficiency of the IC engine,
Combustion engines will still be around in but I think the key for the future is how to
15 years time. Some people predict that the IC increase battery capacity. Battery capacity will
engine will be dead by then, but I disagree. It determine the future market possibilities for
will be around for a few more decades at least, electric drive.
because it is a very reliable power source. I also
think there is still scope for its development,
as we have shown with the third-generation
Prius. The industry cant switch to anything else
overnight. What is becoming clear, however, is
that the IC engine will be supported in various
degrees by electrical components.

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

 A LOOK BACK IN TIME

In your opinion, what will be powering a family saloon in 2030, and why?
2011
JUNE 2011 JUNE 2012
Detlef Hiemesch, diesel engines development Joachim Hahn, manager, powertrain
manager, BMW engineering, Hyundai/Kia
Its going to be a combination of technologies To answer this question, I inevitably have to
and powertrains. I think everything will very mention Back to the Future, a film I saw with my
much depend on fuel costs who knows what seven-year-old son. Since then I have had to
the prices will be by 2030? Im sure though, explain to him that you cant buy hovering
it will be a mix between IC engines, electric skateboards, which, back in 1985, this film
vehicles, hybrids, plug-in hybrids and range predicted would be on general sale around
extenders. now! To that extent I am aware that predicting
the future is impossible, but if I must, then
Id consider liquid and gaseous hydrocarbons
from whatever source as an outstanding
energy storage unit. However, I am convinced
that the IC engine will still play a central role
right through to 2030 and beyond.
SEPTEMBER 2011
George Corfield, powertrain engineer,
Mini WRC team
Im going to be very boring now and say that
it will be the same as now certainly the same
fuel. Im optimistic about how long gasoline
will last and I dont really believe theres SEPTEMBER 2012
anything else particularly viable for race Binyi Bai, powertrain director, Volvo Cars China
applications at the moment. All the new The typical powertrain for a family sedan
technologies have weight penalties. From a in 2030 could be one or all of the following:
political point of view, however, there might electric motors (mainstream); fuel cells (smaller
well be hybrid systems on the cars, but if you percentage); and a hybrid of electric motors
werent taking political and public perception and IC engines, with very high fuel efficiency
into account, the engines would most probably and extremely low emissions.
stay the same.

JUNE 2013
MARCH 2012 Dick Glover, research director,
Lorenzo Magro, diesel architecture manager, McLaren Automotive
advanced engineering department, GM Europe It depends on where its going to be driven.
I really think we will see a good mixture Every market is very different. At McLaren we
of different vehicles with various engines. tend to think a lot about the UK and Europe,
For sure, in the urban environment electric but there will be lots of cars driven in other
powertrains such as the Ampera will be ideal. parts of the world as well, and the answer is
As soon as battery technology matures, there going to be different in each market. It will also
will be more small electric vehicles. There differ between city areas and rural areas. There
will, of course, still be IC engines and to will be lots of cars that have conventional IC
be honest, for longer journeys there really engines that will be a lot more efficient than at
is no better technology. the moment, and that trend is going well, but
there will also be lots of electric vehicles.

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

 A LOOK BACK IN TIME

2016
SEPTEMBER 2013 JUNE 2015
Tim Seipel, senior engineer, engine calibration, Kenichiro Saruwatari, vice president and general
V8 engines director, Bentley Motors manager, R&D Center, Mazda Europe
I dont think that engine developments will be I think that in 2030 the combustion engine
substantially different from those today except will still be dominant. Lets say around 90%.
for a greater use of hybrids as they become But almost all engines will have some element
more affordable, and even more downsizing of electrification. That is our view.
in both gasoline and diesel engines. It will be
interesting to see how diesels share evolves.

JANUARY 2016
Michael Winkler, head of powertrains, Hyundai
SEPTEMBER 2014 Motor Group
Karim Mokaddem, executive engine technology Thats a difficult question, because we dont
manager, PSA Peugeot Citroen know much about cost development for that
A clean hybrid technology because the only point in time. I think that we will see more
way to avoid fuel consumption is to stop the EVs, but with a greater driving range than we
engine. And the only way to stop the engine have today, and lighter too. There will
is to provide another source of energy. To have definitely be progress in battery technology,
a clean alternative energy, you need to have so I would assume that would drive EV growth.
something that is recyclable, easy to use and It could also be that fuel cells will be really
robust, which can be deployed in all markets. widespread by that point, with their clear
If we go in this direction we will be able to fuel benefit being refilling, as its more or less
a typical family sedan with something totally like a gasoline or diesel engine.
different from what we use today.

In your opinion, what will be powering a family saloon in 2035, and why?
2016

SEPTEMBER 2016
Lars Lagstrm, XC90 product development
engineer, Volvo
In terms of power, youll be looking at
150-180ps. Car weight will go down as well
JANUARY 2017
Keno Kato, corporate vice president
global product strategy and EV product
planning, Nissan
Electrified powertrains will be really
2017
be using different materials, but power will developed by then and we will see more and
remain the same we wont need much more. more of these products on the roads in years
Combustion engines will still be around, to come. The IC engine will still have its place,
probably in 1-liter, three-cylinder turbo form, but I think electrified powertrains will be
but the turbo will be electric. Maybe e-motors sold in much, much bigger volumes by then.
will feature, too. Electrified powertrains undoubtedly offer
greater comfort than IC-powered cars and are
easy to use, giving drivers a unique experience
thats also very eco-friendly.

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

 GREATEST ENGINES: EVER

Which engine is the Greatest Of All Time?

Its an impossible question to answer but
our International Engine of the Year. judges
have put forward their suggestions of ICEs

The
that have impressed over the past few years

> LIU HONGCANG / FERR ARI F136F

The greatest engine of all time, for me, is the Ferrari 4.5-liter The engine could be nominated for any number of reasons
V8. The F136F was, and arguably still is, the top NA engine of it certainly has the technical prowess. But the F136F has much
any era. Its output-per-liter of 127ps (or 134ps in the wonderful more; it makes one of the most spine-tingling noises the clamor
458Speciale) has to be commended, as do the high compression of the engine is simply amazing but its driveability, flexibility
ratio of 12.5:1 and the high redline in excess of 9,000rpm. and usability are also very strong reasons to choose this engine.

52 // September 2017 // Engine Technology International.com

 GREATEST ENGINES: EVER

> JOHN OBRIEN / LEXUS 1LR-GUE 4.8-LITER V10

To attempt to answer what is such a nominate the engine in itself. But add to lightening throttle response. Despite its
subjective question, Ive attempted to play that a Yamaha-tuned Octave Harmony potency, the engines compact dimensions
it relatively safe and go for an engine that, acoustic, which combines mechanical fury and weight make it smaller and lighter
to me, ticks all the boxes. Mechanically with the type of intake and exhaust note than a typical V8.
advanced, sonorous and potent, the combination that truly makes the hairs The second choice I had was GMs small
1LR-GUE is the jewel in the Lexus LFAs on your arm stand on end, and the whole block V8. The oversquare unit has been
already magnificent crown. A cocktail of package is simply staggering. a sophisticated addition to the engine
exotic materials such as magnesium and Ten individual, electronically controlled market since 1955, with over 100 million
titanium, the 72 V10 is capable of revving throttle bodies and 12-hole injectors for examples produced. The now LT family
from idle to the 9,000rpm redline in just each cylinder, a compression ratio of 12:1 of engines is still bringing big, unstressed
0.6 seconds a good enough reason to and low friction internals result in the horsepower to a diverse range of vehicles.

> MARC NOORDELOOS / VOLKSWAGEN VR6

The greatest engines of all time? Ferraris and power were such a change compared with
4.7-liter V12 in the F50 jumps to mind. the four cylinders that graced much of the US
Theres also the brilliant BMW S85 V10 line-up. I eventually procured a tweaked Mk3
if only they built a mid-engined sports car Golf (GTI) VR6 and later ordered a brand-new
around the 8,250rpm, 5.0-liter masterpiece. VR6-equipped Mk4 R32, but the impending
But theres a more pedestrian German engine expenses surrounding an expectant wife
thats etched in my brain as particularly annulled that purchase. Maybe its time to
glorious, helped tremendously by its launch hunt for a used example.
timing. Volkswagens unique VR6 came
to market when I washed cars at the local
dealership. My then-boss loaned me his 1992
Corrado VR6. The lovely sound of the narrow-
angle six-cylinder permeated my curious
teenage ears. Its smoothness, packaging

Engine Technology International.com // September 2017 // 53

 GREATEST ENGINES: EVER

> JASON CAMMISA /

MERCEDES M198

I could spend hours listening to my

esteemed colleagues debating the best
engine, but itd be more fun to drown out
their arguments with the orchestral wail
of the 3-liter straight-six used in that
gullwinged masterpiece, the Mercedes-
Benz 300SL.
At a time when 1 horsepower per cubic
inch was the unreachable moon-shot
standard of specific output, the M198
produced nearly 1.2. It had direct injection
in 1954, a half-century before Mercedes
cars had computers powerful enough to try
that trick again. And the noise? Oh, yes, the
noise. This six barrages your cochlear ducts
with every audible frequency at the same
time; a full-bodied wall of sound whose
breadth and strength is simply unmatched.
Keep fighting, boys, I cant hear you.

> DEAN SLAVNICH / BMW i8 POWERTR AIN

The problem in trying to answer what is But looking forward is what Ill do and six or eight cylinders in design, the i8 is
the greatest engine of all time? is that the so with that one guideline I choose the a three-cylinder marvel. The fact that a
question itself is fundamentally flawed. I powertrain in the BMW i8 as my greatest sports car of this caliber with just 1.5 liters
mean, its like comparing apples to pears. engine of all time. of piston displacement and a seamlessly
And where exactly do you start with this? And thats the key here: its the package integrated e-motor works so well is living,
A legendary atmo V6/8/10/12 (circle as a whole Im selecting, not specifically breathing proof that hybrid technology that
your favorite cylinder count here) from the 1.5 triple. Is the BMW i8 the most was once questioned, and even mocked,
yesteryear cant and shouldnt vie progressive sports car to date? In a word, is here to stay. And it might even be the
for this title against, say, a modern day yes! The i8 represents a momentous saviour of the IC engine and sports car as
turbocharged four-cylinder masterpiece. leap forward in terms of engineering and we know it. The 363ps powertrain consists
Theyre both relevant in their own unique technology; it really is an automotive of a 1.5 turbo triple to the rear axle and
ways; two designs of their very own era. vision of the future thats essentially a front axle e-motor, meaning the i8 can
And then theres fuel type. Can we really available today. While other car makers outsprint a Porsche 911 while being good
compare V Ws torque-tastic V10 TDi to, in this US$120,000 battlefield are putting for 2.1 l/100km (134.5mpg) and emissions
say, BMW Ms V10 monster? And how about out products with so-called downsized of only 49g/km. For the record, 231ps
throwing hybrids, electrics and fuel cells turbocharged motors that are inevitably comes from the IC unit; the remaining 132ps
into this equation too? Perhaps the problem from the e-motor, and the word on the
is not the question but rather me I just grapevine is that theres much
have too many greatest engine contenders! more to come too...

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

 GREATEST ENGINES: EVER

> NICOL LOUW / BMW 1200 BOXER TWIN

To claim this outlandish award, an engine needs a royal lineage,

proven history and wide range of applications. In short, it has
to endure and evolve with current technology. This is where
the BMW boxer twin, developed in 1921, has no equal. Designed
by German mechanical engineer, Max Friz, the first iteration
appeared in the R32 motorcycle. It gained electronic ignition,
overhead camshafts, four valves per cylinder, fuel injection and
water cooling over the years, but the basic concept remains in
the latest 1,200cm 3 unit found in the popular R 1200 range of
motorcycles. Apart from the torquey nature, which proves to
be more advantageous in real-world riding than ultimate power,
it has heaps of character and remains a popular choice for enduro
and road bike (and even kit-plane) applications today.

> JENS MEINERS / VW V10 TDI

> GEORG K ACHER /
DUCATI VSD HSZ
When Volkswagen went on a mission to conquer the luxury market with
the Phaeton and the Touareg, its aim was not to catch up the established My favorite engine is one that runs on water.
competition, but to exceed it. And one of the key ingredients was the Impossible? Then one that runs on air. Still cant
awesome 4921-ccm-V10 TDI, a twin-turbocharged, all-aluminum, do it? Okay, then lets throw efficiency out of the
undersquare engine with pump-jet high-pressure injectors. Mated to window and zoom in on a different animal.
a 6-speed automatic, it made 313 horsepower and 750Nm of torque, How about a normally aspirated 2.6-liter V8
with a high-output version added to the Touareg portfolio in 2008 featuring a desmodromic valvetrain. This Ducati
(350 horsepower, 850Nm). It was economical, too. design was developed for Audi and Lamborghini.
The engine was the crowning achievement of a quarter century of diesel Its not a pipedream but an engine that actually
engine development at V W, and at time of launch it was the most powerful exists, which has been bench- and road-tested,
automotive diesel engine by far. I vividly remember the dark growl and the which would probably be in production by now
inexorable power of the Phaeton V10 TDI, up to a terminal velocity of over had Ferdinand Pich not lost his job. Alternative
270km/h (168mph) (the governor allowed for a generous surplus). desmo variations were based on the big block V8
and V10 powerplants.
All it takes to grow goose bumps as tall as fir
trees is to fire up this motore stupendo . The first
prototypes idled at 3,000rpm, were from the
beginning redlined at 12,500rpm, and made an
absurdly illegal yet absolutely intoxicating noise.
A real beast with awesome grunt and with higher
emissions than a pre-war Russian tank. The
engineers claim they could have fixed it, but at what
cost? In performance terms, the light and small
still-born high-mech Ducati Kraftwerk scored full
marks for proactive throttle response, eagerness to
rev, and raw grunt. In combination with a scalable
electric power pack rated at 85kW, the maximum
power output of the VSD HDZ V8 (a very small
displacement, high-
revving unit) was a
stunning 750bhp.
Even though it didnt
run on air or water,
this engine did, on
my very personal
excitement scale,
epitomize the
dog's man bits!

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

 GREATEST ENGINES: EVER

> GRAHAM JOHNSON / HONDA F20C

When we last ran this same Greatest Engines of all Time

feature in ETi , I declared the 2-liter from the Honda S2000
the greatest engine of all time. I highlighted its immensely fun
ability to rev to a heady 9,000rpm (a feat still not matched by
todays car engines and indeed unlikely to be bettered given
the trend for lower-revving forced-induction powerplants). I
called its mechanical variable valve timing application genius
(sadly, ever more sophisticated electronics put an end to the
mechanical setups that you could actually feel jump onto a
different cam. It was a sensational leap in performance the
moment the jump happened). Furthermore, I believe it is a fact

> BILL VISNIC / NISSAN VQ V6

that Honda never had a warranty claim on a single V TEC unit,
while the S2000s heart remains the most powerful-per-liter
naturally aspirated engine with 120bhp per 1,000cc. At the time
of that original story, I wrote that people will forever remember
When Nissan launched its all-new VQ-series V6 this engine as one of the all-time greats. Over a decade on,
in 1995, the world instantly had a new benchmark that statement still rings true. Indeed, I often consider buying
for six-cylinder engines. The VQ series established an S2000 just so I can own a small piece of engineering
a standard for V6 noise, vibration and harshness wonder, but then the sports car that the 2-liter powered
that outperformed and indisputably rivaled BMWs was, well, bloody awful!
hallowed in-line sixes. The USA at first got only the
seminal 3-liter VQ. Its 190hp (eventually 227hp) and
205 lb-ft of torque appears undernourished by todays
standards, but at that time, 63hp/liter from a normally
aspirated V6 was heady stuff, while the VQs whippet
throttle response and its stupefying, vibration-free
revving made for a devilish performance impression
that far exceeded the hard numbers. Little wonder it
revved nothing like a mass-market V6: the VQ was a
shocking 100 lb (45kg) lighter than the same-size V6
it replaced (20 lb (9kg) was cut from the valvetrain
alone!). It had 10% fewer parts and introduced
innovations such as micro-finished crankshaft and
cams and an unmatched degree of automation in its
assembly plant in Iwaki, Japan. But it was the VQs
supernatural NVH that had competing engineers
benchmarking the engine for more than a decade.

> JUERGEN ZOELLTER / BUGATTI TYPE 35

For me, there are actually two greatest engines of all time: the 2.0-liter
engine of the Bugatti 35 and the 6.3-liter engine of the Ferrari F12
GTO. Not to mention the brilliant 2.0-liter engine from the Honda
S2000, or the fascinating 3.8-liter boxer engine of the Porsche 911
GT3. I have, however, chosen the Bugatti 35 engine, on account
of the value and technical refinement of what I consider the most
extraordinary engine of its era.
The three-valve technology of this straight-eight engine was
revolutionary at that time and allows extremely high revs, up to
6,000rpm, thanks to an innovative (low friction) multiple bearing
system. Its power output of 90hp is not that high, but it is how it is
produced that makes this engine a work of art.
The engine reacts with amazing immediate throttle response, revs
up very linearly and powers the most successful race car of all time.
Without any sound tuning, the lightweight aluminum engine emits a
metallic mechanical sound. The Bugatti 35 shows an extraordinary
durability due to unique craftsmanship built by hand!

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

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 48V SYSTEMS: THE FUTURE?

58 // September 2017 // Engine Technology International.com

 48V SYSTEMS: THE FUTURE?

Mild, but

ETi investigates whether 48V mild

hybrid systems could be one of the
defining trends of the next 20 years

WORDS: CHRIS PICKERING

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

 48V SYSTEMS: THE FUTURE?

This allows us to achieve a very

high specific output without any
turbo lag, as well as significant
reductions in fuel consumption

P
redicting the future is a tricky
business. Technologies ebb
and flow, gradually shaping the
automotive landscape. But there are
two things we can say with absolute
certainty: CO2 targets will continue to come
down, while the specification of the cars will
continue to go up.
The former is very obviously a powertrain
issue, but so too is the latter. Increasingly
sophisticated ADAS systems and ever The system uses a 10kW e-motor, allied
greater levels of luxury mean that the to a 150Wh lithium-ion battery, which is
electrical power consumption of vehicles small enough to fit in the spare wheel well.
is rising rapidly. In total, it adds 49kg, but knocks nearly 10%
The answer may lie with 48V mild off the fuel consumption and 6g/km off the
hybrid systems. On paper, these offer a very CO2 figure.
attractive compromise most of the benefits Aside from harvesting and deploying
of a full hybrid system for a fraction of the energy, the belt-starter generator (BSG) also
size, weight and cost. A report last year from provides an enhanced stop-start function and (over 30km/h), we would need to switch to
UBS estimated that 48V gasoline systems assists the engines aftertreatment strategy. a stronger e-motor and a higher voltage.
could account for a quarter of all cars sold The car draws heavily from the 48V battery
by 2025, comfortably outnumbering non- as the particulate filter approaches the need Efficiency improvements
electrified diesels by that point. for regeneration. Once the battery is empty, Mercedes-Benz has also turned to 48V
We think that mild hybrid technology the system switches into an aggressive systems. The new 3-liter M256 gasoline
will develop massively from 2020, when charging mode, increasing the load on the straight-six in the latest S-Class uses an
OEMs need to achieve very stringent CAF combustion engine, which raises the exhaust integrated starter-generator (ISG) combined
(Corporate Average Fuel Efficiency) targets, gas temperatures and aids regeneration. with an e-booster to aid the turbocharger.
comments Renaults powertrain planning At present, the systems propulsion Its also the firms first beltless engine,
director, Vincent Terrail. It could be capabilities are limited to the load point driving most of the ancillaries direct
particularly beneficial in mid- to large-size shifting, but they could extend further from the 48V system.
vehicles. Here, the growing demands of in the future. This approach allows us to achieve a very
emissions control systems, multiple sensors If the 48V system was packaged inside high specific output without any turbo lag
linked with ADAS, and other features, will the transmission, the e-motor could be linked (thanks to the e-booster), as well as significant
make it mandatory to switch to 48V. directly to wheels to propel the car, says reductions in fuel consumption and CO2
Terrail and his colleagues are putting their Terrail. With 10-25kW it could only be used through the possibility of energy recovery,
money where their mouth is. Renault has just for very low speeds and parking maneuvers. It comments Oliver Vollrath, powertrain project
launched its first 48V system as an option on would also allow us to implement a stop-start manager at Daimler AG. Furthermore, it
the 1.5-liter diesel engine found in the Scenic function during coasting, but if we want to means we can move high-energy parts like
and Grand Scenic people carriers. have real e-drive at higher vehicle speeds the air-conditioning compressor, exhauster,

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

 48V SYSTEMS: THE FUTURE?

1. Belt-driven starter-
alternators (RSGs) can
help improve efficiencies
2. Mercedes-Benzs ISG
is a disc-shaped electric
motor that serves as
starter and alternator

3 3. A belt-driven electric auxiliary compressor, water pump

starter-alternator (RSG) and electric refrigerant compressor from
is a combination of starter
and alternator the 12V system to the 48V side. This is more
4. Delphis 48V working energy-efficient and allows us to draw more
demonstrator vehicle power, enabling new functions in areas of
utilizes a number ADAS and infotainment.
of technologies to
increase its efficiency Much like his Renault colleague, Vollrath
says he would expect a pretty widespread
adoption of 48V systems over the next few
years, but he points out that its driven by
a combination of factors: As shown with
our new family of modular engines, we have
powertrains that build a good base to fulfill
the upcoming emissions standards without
4 electrification. But theres a wider trend
its not only CO2, but also emissions and
increased electrical power.
While mild hybrid systems have the
potential to improve all these aspects, there
are still trade-offs to be made. The dilemma
facing OEMs currently is whether to use the
load point shifting to reduce the CO2 output
or whether to look at other emissions.
At present, were focused primarily on
efficiency and CO2 with the 48V system,
explains Vollrath. It could also be used
to tackle emissions, but we have other more
efficient technologies that can do that. For
CO2 there arent many technologies that offer
the same cost-to-benefit ratio.
The same logic would apply equally well
to a diesel engine, he points out. Its also
likely that more devices on the car could
be powered by a 48V system in the future,
although hes very clear on the boundaries

Engine Technology International.com // September 2017 // 61

 48V SYSTEMS: THE FUTURE?

of the system: I get asked if we could drive 1

the whole car electrically, maybe for parking
or creeping in traffic, but I dont believe thats
the right way to do it. If you start to think
about electric propulsion, then 48V will never
be the optimal solution; if you want to drive
parts of your daily route fully electric, then
its best to go for a plug-in.
One of the major considerations is
packaging. The Daimler engineers set a target
that the battery for their 48V system should
be no bigger than its 12V counterpart. At this
size, its relatively easy to accommodate both
systems in a conventional vehicle platform.
It also limits the weight of the 48V system
something thats aided by the smaller wire
thicknesses made possible by the high-
voltage/low-current architecture.
Overall, the M256 with its ISG and the
associated power electronics is only around
1. 48V systems in LCVs have the potential to bring huge
5kg heavier than the outgoing M276 V6. benefits in fuel economy and overall performance 2
While the electric machine adds mass, it 2. Mercedes-Benzs integrated starter-generators (ISGs)
is offset by the loss of the alternator and combine starter and alternator in an efficient electric motor
the starter motor. More importantly, its 3. The advent of 48V battery technology has enabled the
one of the enabling technologies that means creation of mildly hybridized passenger vehicles
a six-cylinder engine could potentially replace
a large-capacity V8. hybridization at a more reasonable cost. As
the motors become smaller and lighter, could
Value for money we yield the required power with multiple
The cost case for 48V is persuasive. It roughly 48V motors perhaps?
quadruples the power-handling capability There are also synergies with other
of the electrical system, yet its reasonably technologies; Delphis engineers have found
affordable. Mary Gustanski, senior vice that using a mild hybrid system enables them
president and chief technology officer for to considerably extend the operating range of 3
Delphi Powertrain, estimates the cost of the firms cylinder deactivation system.
adapting an existing 12V architecture to Weve got a Volkswagen Passat test vehicle
dual-voltage at around US$150 per vehicle. with our GDI system. When we combined
The total cost of the mild hybrid system could a 48V architecture with our Dynamic Split
then be as low as US$600, rising to around Fire System, we saw a 19% fuel economy
twice that for a high-spec luxury vehicle. improvement straight out of the box,
In comparison, she says, upgrading the comments Gustanski. Thats without
electrical architecture to accommodate a optimizing the calibration. With more work
plug-in hybrid would be six to eight times to combine the two control systems, we think
greater: Above 60V, the requirements we can get even more.
become far more demanding. You have to The benefits of switching to a 48V
put in high-voltage cabling, costly shielding architecture could extend well beyond the Currently, the packaging is tricky, because
and much more robust connectors. To give powertrain, as Markus Heiartz, program we usually have to integrate our components
you an idea, a high-voltage connector is manager for hybrid modules at ZF, explains: into a space thats not designed for them, he
US$20; a low-voltage one is US$2. Active chassis systems such as electric power comments. In this respect, we are focusing
Overall, Gustanski estimates that mild steering, active rear-axle steering, active on modular transmission construction kits
hybrids could offer 70% of the fuel economy damping systems or electromechanical roll that enable optional hybridization right from
benefit of a full-hybrid powertrain for around control could all benefit from the use of a the start.
30% of the cost. 48V system. It could also be used to support Although there are incremental gains
Eventually well move to an EV world electric valve timing adjustment of the to be made in areas like power and energy
but were talking maybe 2040 or 2050, combustion engine or one step further density, the main aspect that the suppliers
she says. Until that point we see 48V an electromechanically actuated valvetrain. and OEMs are working on is cost reduction.
mild hybrids as the best value form of Although best known as a driveline Almost by definition, 48V systems are highly
electrification. The question is how best to specialist, ZF has recently introduced its own cost-sensitive (it is, after all, the main reason
utilize them? We think P2 architecture [where 48V ISG. Heiartz shares the OEMs view that for using a mild hybrid). The consensus,
the e-machine is downstream of the clutch] mild hybrid systems will become more or though, seems to be that we have reached
is the next step. A 48V P4 [driving the less mandatory in the next few years. Thats a tipping point, where it is cost-effective
wheels] would be an interesting concept not to say these systems are without their to switch to this architecture. And it looks
it could provide a greater degree of challenges, though. like it will be here to stay.

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

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 VIRTUAL REALITY

Is this the

REAL
LIFE?
As computing power continues to increase, will virtual
and augmented reality be good enough to play a role
in the design of engines? Craig Thomas slips on his
head-mounted display to take a look

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

 VIRTUAL REALITY

Engine Technology International.com // September 2017 // 65

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V
irtual reality has come a long way
since the early 1990s mania for
the technology, accompanied by VR enables us to make
media depictions such as The
Lawnmower Man movie. the impossible possible.
The hype has been replaced by the
hope that VR and its close relation AR If an engine weighs
(augmented reality) can offer huge benefits
to people in all walks of life. hundreds of pounds, in VR,
Engine design is one such field, where VR
and AR can build on the advances of CAD
you can pick it up, turn it
to add a new dimension (quite literally) to the
creation of powerplants. But cutting through
around, and dive in to it
1 hype, what exactly is VR and how can it
the
help engineers?
1. Education on VR, and 2
VR starts with enabling the user to enter what it can bring to the
a virtual world, but have available to them all automotive industry, is
their capabilities and instincts from the real increasing across all OEMs
world, Amir Rubin, CEO of Sixense which 2. SEAT is increasingly
markets the MakeVR virtual reality product using VR to visualize
elements of the
tells us. Virtual reality allows you to engage development process
your intuition and life experiences, which 3. VR also opens up new
means that you start by having a full sense of possibilities in terms of
presence. When you put a headset on, or pick ergonomics and packaging
up controllers or trackers, you engage with
the virtual world as if its the physical world.
VR enables us to make the impossible 3
possible. If an engine weighs hundreds of
pounds, in VR you can pick it up, turn it
around, dive into it to learn about it, or be
trained on how to maintain it.
Being able to augment the expertise of in industry, explains, there are plenty of
engine designers and engineers with this advantages that are perhaps less obvious.
technology will naturally bring a number One of the aspects that is often missed
of major benefits to the development of new when people think about digital engineering
engines in the coming years and decades. is that we spend a lot of time talking about
Rubin outlines some of these benefits, how CAD has allowed people to move away
saying: VR is not only going to ease the from designing on paper for the past 40 to
process but will also enable much more 50 years, which has streamlined the product
creativity, because you can work remotely, design process.
from different locations, all connecting in However, a lot of people have also moved
a workspace. Designers can work together, away from acquiring practical prototype and
exploring the design of an engine, put it physically built prototyping processes. But
together, simulate how it works, place it in where VR fits in is that it allows us to take
a vehicle and do real field tests. You can test features, and implement the necessary those digitally designed products and interact
everything virtually and watch it happening recommendations for changes to fix whatever with those products, doing the construction
in real time. Or you could simulate damage problems have been identified. Not only will process that is being skipped in many cases
being done and move virtually into the the costs be greatly reduced, but the efficiency when we rely fully on CAD design.
engine to see the effects. In VR youll be able of the process will allow better design and Whats been happening is that these days
to see everything, at any given time, in any development processes. we go much further along on our product
layer. Think of it as a CT scan for an engine. And as Eric Kam, product marketing and development timeline and the continuum
And then, of course, you can take all community manager, immersive experience, of product development before a physical
the parts of the engine out, look at all their for ESI, which has developed IC.IDO for use product ever shows up, says Kam.

Engine Technology International.com // September 2017 // 67

 VIRTUAL REALITY

That means that we dont have unscripted is remote collaboration. Projecting into a VR is available, ready and useful right
learning opportunities, he says. When you room will have its uses: in a conference room now, Rubin says. AR is two to three years
use computer-aided design and engineering, a projector or set of projectors will show away from being available and really
all your discoveries are scripted. But with VR an engine, enabling the designers to design effective.
we can do the construction, assembly and or conduct a review. So in some cases it will Many of our customers, 10 to 12 years ago,
servicing of those products in an unscripted be more effective than wearing something were developing their own capabilities, Kam
fashion, sometimes discovering things that over your eyes. But the truth is, even then adds. In the meantime, theyve realized that
we didnt realize needed to be looked for. youll have some headgear. shouldnt be their core competency and have
VR and AR technology should also prove The technology itself is mature enough to started working with us, using our products
flexible enough to enable the design and be used today, so its not far from daily use so that they dont have to do that development
development of components, subsystems for many engineers especially as OEMs are themselves anymore.
and entire engines, with every stage of already working with specialist VR software Were not just delivering a VR solution
development covered not just major companies to develop it for use in the that we tell them we think they need. Its a
reviews or the final sign-off of a design. automotive sector. process of iterating and often co-creating
Kam explains: With people who only use with our customer, if they have a new use
VR for major reviews, what happens is that 1 case that isnt being precisely served by
you get one of two components that need what we or anybody else is doing. We work
to be redesigned. Quite often that redesign together to find a better way to reach the
cascades into other potential conflicts with end result theyre working toward.
neighboring components, or with the humans If you look at the car manufacturers,
that have to handle that part during assembly, every single one of them is working with a
disassembly or servicing. So it makes sense VR/AR company currently, Rubin concludes.
that all the engineers have access to the VR All the car companies have laboratories
toolkit, to evaluate whether the particular in Northern California and are working
change theyve made, based on the hand-in-hand with the industry on design
prescription that came from that big and development of concepts and vehicles,
gate review, was effective. and also for engines. The auto industry is
And its not as if engine designers will have all over our industry.
to wear cumbersome head-mounted monitors,
either: the hardware technology is changing 2
rapidly enough to consign those headsets 1. JLRs cave allows
to the science museums of the future. for virtual development
and validation in full VR
If you look five or 10 years ahead, headsets
2. The 3D glasses, as
will be like glasses and youll be able to used in VR systems, have
choose if you want VR or AR, says Rubin. evolved over the years
Youll just have the engine in front of you,
in your office, and you can explore it or
different parts of it.
VR and AR headsets will just replace all
monitors. Why would you want a monitor
in front of you, when you can just put on a
pair of glasses and augment your reality when
looking at a specific engine or part that you
need to work on?
Projecting into a room is okay, but then
youre stuck in that room. I believe the future

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

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 GAS TURBINE ENGINES

GH T
CAU I
A N
SPIN
For over five decades car makers from around
the globe have flirted with gas turbine engines,
but despite all the promised benefits, the
same fatal problems continue to hamper
the concept technology
WORDS: DEAN SLAVNICH

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

 GAS TURBINE ENGINES

Engine Technology International.com // September 2017 // 71

 GAS TURBINE ENGINES

A
ttempts by car makers, suppliers 1. C-X75 rejuvenated the
concept of gas-turbine
and even eccentric inventors to powered passenger cars
replace the reciprocating engine 2. GMs Firebird II of
are not new. The rise of battery 1958 epitomizes the eras
electric powertrains and the obsession with space-age
travel and technologies
continued further development of hydrogen
fuel cells point to a not-too-distant future
when the humble IC motor will be pushed
into the niches of transportation, if not 2
eradicated altogether.
But exactly the same was true over 50
years ago, when the next big thing in engine
engineering seemed to be gas-turbine
technology, with the Detroit Big Three
all investing huge sums of money to fully
develop the then-pioneering concept.
The advantages of gas turbines in passenger
cars, so thought automotive engineers
at the time, were too good to be true when
compared with the reciprocating engine.
The theory was that gas turbines promised
extremely high power-to-weight ratios,
but perhaps even more importantly they
could actually run on anything combustible.
Furthering the appeal all the more, the design
also boasted smaller dimensions, fewer parts,
low operating pressures, high operation speeds
and, on the whole, better fuel consumption.
As such, it didnt take long for Ford,
GM and Chrysler three automotive
giants with, at the time, some of the
deepest pockets for R&D to register
genuine interest in the technology.

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

 GAS TURBINE ENGINES

Soon, gas-turbine demo engines were not

only spinning on dynos in top-secret test labs
in Michigan, but were also being publicly
unveiled to the world at various motor shows.
And here Chrysler was not only the early
leader, but also came closest to pushing the
concept into production. During the tenure
of then new chairman George H Love, in
1963 the company built the Turbine sedan. In
total, some 50 examples were constructed, all
for customers to drive in the real world and,
according to Chrysler, the test program was
extensive and covered over one million miles.
Early feedback from focus groups was
positive and customers experienced many of
the aforementioned benefits to the technology.
But problems soon started to mount.
First, Chrysler experienced some financial
turbulence in the mid 1960s, which resulted
in budgets being cut and R&D programs 3
being frozen and this included the Turbine.
That more or less led to the next issue:
3. Chrysler produced some 50
those in charge of costs were generally not examples of the Turbine sedan
happy at the sums of money considered
necessary to develop gas-turbine motors far
higher than that of similar-sized reciprocating As such, the Firebird II followed in 1956
engines, thanks mainly to the use of special and then the Firebird III in 1958, powered by
materials that needed to be stronger and an updated Whirlfire engine, the GT-305, a
resistant to higher heat levels. 230ps regenerative gas-turbine development.
Other hurdles included complex machining But that really is where the story ends for
operations, while the technology itself suffered GM until four decades later, when in 1998
from delayed responses in power settings and it briefly revisited gas-turbine technology as
poor efficiency levels when at idle. part of a limited production run of the EV-1
With Chrysler caught in a bit of a spin series hybrid.
declining car sales at the time and further For this somewhat forgotten modern-day
budgets being slashed top management GM propulsion project, a 40kW turbine
walked away from the Turbine and its supplied by Williams International drove
innovative engine technology. In the end, an alternator that powered the battery-electric
engineers just didnt have the funds to powertrain. But much like Chrysler in the
attempt to overcome the earlier, various 1960s, similar issues namely cost and some
technical challenges. fundamental design flaws meant that this
General has a go would be the last time GM publicly looked
Over at GM, the companys original Firebird at the technology.
concepts developed in the 1950s were also
gas-turbine powered, leaving the General Big cat awakens
somewhat ahead of Chrysler in this respect. But thats not to say others havent been
In fact, the 1953 Firebird I was the first gas attracted to the technology since GMs
turbine-powered car tested in the USA. problematic EV-1 study.
The engine, termed Whirlfire Turbo-Power, When the e-powertrain movement started
was developed under the direction of Charles to gather some serious momentum, helped
McCuen, then general manager of the GM by genuine leaps forward in battery, cell
Research Laboratories Division. Unlike a jet and e-motor tech, new life was also breathed
airplane, which develops thrust through the into the age-old gas-turbine concept.
action of exhaust gas through a tailcone, the In this respect, Jaguar Land Rover has |
Whirlfire Turbo-Power propelled the Firebird come closest to cracking the code with
I through a power turbine acting on the rear the stunning C-X75 range-extended electric
wheels via a transmission. It was capable of supercar concept.
375ps at a power turbine speed of 13,000rpm. Taking center stage at the 2010 Paris Motor
But, unlike Chrysler, GM never harbored Show, here was a development that was to
serious desires to put gas-turbine engines into be the spark for Jaguar to set out and realize
production. The Firebird series, the company some serious long-term ambitions, the
stated, were simply engineering and styling most important being to mix it up with
exercises for future vehicle tech and direction. the German Big Three.

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

 GAS TURBINE ENGINES

the driver and

passenger seats.
A six-hour plug-in
charge of the Li-ion
batteries enables
an all-electric driving
range of 110km (68 miles).
Like Loves Chrysler in
the 1960s, Jaguar in 2010
claimed that the turbines had
a number of advantages over
a reciprocating piston engine,
but this time powering range-
extended generators. With
fewer moving parts and air
bearings, the turbines do
not need oil lubrication or
ROVER REVOLUTION At that time, in fact, senior JLR water-cooling systems, all of which offers
management were so excited with the key weight-saving benefits. The turbines can
It was Rover that demonstrated C-X75 that CEO Ralf Speth proclaimed: also run on a range of fuels including diesel,
the worlds first gas-turbine
This car demonstrates that the company biofuels, compressed natural gas and liquid
car in 1950, but it wasnt
until 1963 that the auto maker is still leading the field in automotive design petroleum gas.
accepted a race invitation and technology. In the C-X75, the micro gas-turbines power
from the Automobile Club de And the C-X75 truly was an engineering two switched reluctance motors that came
lOuest (ACO). The resulting showcase. Shorter and lower than the crop from SR Drives. The four electric motors
147ps racer was based on of supercars on the market at the time, it which weigh 50kg each provide torque-
BRMs F1 chassis of the time, featured a propulsion system that had four vectored, all-wheel drive traction and grip, a
and driven by its regular F1 powerful electric motors one placed at each key feature for a car that generates 1,600Nm
drivers Ritchie Ginther and
wheel of the tech demonstrator to produce of torque.
the reigning world champion,
Graham Hill. The competition
144kW (197ps) each. In total, thats 790ps The end result? Truly astonishing figures:
engine comprised a single on tap! 0-100km/h (0-62mph) in 3.4 seconds;
centrifugal compressor, a At the center of the two-seater Jaguar sit 80-145km/h (50-90mph) in just 2.3 seconds;
single combustion chamber two advanced, mid-mounted gas-turbines top speed in excess of 320km/h (200mph);
and a free turbine driving that have been developed with Bladon Jets, and an acceleration peak at 0.88g. The C-X75
the output shaft, separate and these twin turbines act as the range emits zero emissions in all-electric mode,
from the turbine that drove extender to the four electric motors. The which of course is a given, but even when
the compressor. miniaturized turbine blades the first-ever relying on the range-extended micro
viable axial-flow micro-turbine increase gas-turbines the supercar spews only 28g/km
the compression and overall efficiency of the of CO2, according to Jaguar at the time.
micro gas-turbines to the point at which they So what went wrong? JLR was very,
can be used as a realistic power source. very serious about pushing the C-X75
Each of the micro gas-turbines weighs into a limited production run some 250
just 35kg and produces 70kW of power at a units were earmarked for construction in
constant 80,000rpm, all of which means that partnership with Williams F1, with one unit
the two turbines require 35,000 liters of air costing around US$1.4m.
a minute, which is why the C-X75 had several But despite huge internal efforts by JLR
carefully honed intakes. to make the halo supercar project work,
In addition to such punch, the turbines the same thing that thwarted Chrysler in
also had ample power to charge the Li-ion the 1960s bit the British car maker too:
batteries and extend the range of the car namely economies of scale and another
to an impressive 900km (560 miles). The global financial crisis. By 2012 the program
turbines were sealed in an airbox behind was officially canceled.

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

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 OEM INTERVIEW: FERRARI

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

 OEM INTERVIEW: FERRARI

V is for
Vittorio
Ferraris head of powertrain is on good form, off the
back of Maranello successfully defending its International
Engine of the Year title. But which path does the prancing
horse take from here? We sit down with Vittorio Dini
to discuss all things IC related
WORDS BY
DEAN SLAVNICH

Engine Technology International.com // September 2017 // 77

 OEM INTERVIEW: FERRARI

A
s ETi celebrates its 20th
anniversary, so does Ferrari its
70th. And its for these reasons
and the little known fact that
Maranellos finest has successfully
defended its 2016 International Engine of
the Year title for the stunning 488 V8 that
powertrain head Vittorio Dini is not only on Thats seven awards in total now in just
good form, but keen to talk all-things future two years for this new V8 thats quite
plans and engine development. an achievement. How proud are you?
Immensely proud. In the last 10 years or so
What does it mean to you personally to we have won many awards for our engines,
win the overall IEOTYA for the second both for the V8 and V12 in fact, we have
consecutive year for the 488s V8? dominated the Above 4-liter and Performance
Im obviously very satisfied with the result. Engine categories in the past six years
Its a great achievement for the company which is an excellent result for such a
and for everyone who works on our engines. small-volume manufacturer. But Im
particularly proud that this specific engine
You said you were surprised last year has had its success, because adopting
to win the overall award; did you expect turbocharging was an important
to take home the top title this year too? technological step for the company and the
To be very honest, no. We know that every recognition we have had from international
year there are new players, so taking the title journalists, as well as the commercial success
for the second year running was a wonderful of the model, is confirmation that we got the
surprise to us all! project right.

78 // September 2017 // Engine Technology International.com

 OEM INTERVIEW: FERRARI

Im particularly proud that this

specific engine has had its success,
because adopting turbocharging
was an important technological
step for the company

What next for this V8 architecture? From an engineering perspective, what do

Of course, as a new engine, there is plenty of you make of tri-turbocharging tech two
potential for the future. conventional turbos with an e-compressor
too? Is that a good fit for Ferrari?
So more extreme derivatives in the future? A tri-turbocharging design as you described
Again, of course, albeit we never reveal our wouldnt be a good fit for Ferrari. A potential
future plans. But we are always thinking solution, though, would be two conventional
about more powerful versions! turbos with two e-compressors.

How much power can you get What do you make of what Mercedes-AMG
from that V8 design? is doing with its Project One program?
There is sufficient potential to guarantee the Historically, Ferrari always adapted its racing
performance we are looking for in the future. engines for its road cars! But clearly Project
One is an interesting engineering exercise.
In terms of future engine development, is
the team working on a performance V6 too? Will we see a hybrid based on this V8?
We are always evaluating different This is one of the solutions weve been
architecture concepts, including the V6. evaluating for the near future.

Engine Technology International.com // September 2017 // 79

 OEM INTERVIEW: FERRARI

Away from the V8, the V12 was also

successful at IEOTYA. For how long can
We are working continuously to improve
Ferrari maintain a 12-cylinder design? all aspects of efficiency, with some very
The V12 engine is fundamental to Ferraris
DNA. It is our intention to maintain this impressive results in the past 10 years
architecture for as long as possible.

Surely by their very nature, V12s

are a dying breed thanks to tougher
legislation?
More to the point, possibly all internal Will this ever be a suitable
combustion engines are considered a engineering solution for Ferrari?
dying breed! Developments in this field are moving
at an impressive pace, so never say never.
And in the same vein, how long can you But hopefully Ill be retired by then!
sustain a naturally aspirated design?
We are working continuously to improve Ferrari celebrates its 70th anniversary
all aspects of efficiency, with some very this year. How special is this for you?
impressive results in the past 10 years. Its a special milestone. I think Ferrari
We have programs to keep developing is a unique company, because for 70 years
our naturally aspirated V12 for quite a we have pursued exactly the same objectives
few years to come. racing and building the best high-
performance sports cars. All our engineering
By 2020, will all Ferrari engines efforts follow Enzo Ferraris own ultimate
be charged, in one form or another? quest: obtaining the highest accolades in
No, we will maintain the naturally racing and producing road cars that are the
aspirated V12. embodiment of that racing DNA. displacement, yet extremely efficient and
powerful, and with an unmistakable sound.
What do you make of performance- What will a typical Ferrari engine look,
oriented full-electric powertrains? feel and sound like give a spec And finally, to bring the interview back
Im not the right person to answer this prediction, if you can by the time to where we began: next year, will the V8
question! From a performance point of view, the company hits 100 years? win the overall IEOTYA trophy for a third
electric motors are undoubtedly extremely Thats very difficult to say. I dont think time? What are your expectations?
impressive thanks to the immediacy of anyone can predict anything 30 years into A third win in a row for a high-performance
the power response, as we have already the future, especially with the sea change we sports car engine would be a first, I believe.
experimented with on the hybrid LaFerrari. are currently experiencing in technologies. I would like to think we could make it three
Certainly what is lacking with all-electric Ideally, I would like to think that we will still consecutive wins, but it remains to be seen
powertrains is the sound that makes driving have a V12 engine, possibly as the flagship what the jurors make of rival engines in
a car like a Ferrari so exciting and special. sports car in the range, perhaps with a small the meantime!

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

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 OEM
OEMINTERVIEW:
INTERVIEW:FARADAY
FARADAY

Tomorrows

The EV influx has, unsurprisingly, spawned

multiple startups that are all aiming to disrupt a
120-year-old industry, but the path to a sustainable
automotive business is long, and difficult to navigate
properly. With big ambitions, is Faraday Future the
company that will change the auto landscape?

WORDS BY
MIKE MAGDA

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

 OEM
OEM INTERVIEW:FARADAY
INTERVIEW: FARADAY

W
hile financial and personnel The first Beta cars started testing in
issues have left Faraday September 2016. The FF91 is an ambitious
Future a little bruised this EV project with a scalable Variable Platform
year, development on the Architecture (VPA) and an announced
FF91 luxury EV continues, 1,050hp that can be tamed to provide
with about 20 prototype vehicles undergoing an estimated 378 miles between charges.
tests including one race-prepped model that
made a revealing run up Colorados historic Mountainous development
12.4-mile Pikes Peak Hill Climb course. In July, Faraday engineer Robin Shute piloted
The cars pretty well formulated. Were in a Beta-development FF91 up the 156-turn
our Beta phase of development, which means Pikes Peak course in a time of 11:25.083. That
its a production form and production of time beat the existing production EV record
design and interfaces. So, we are shaking by 20 seconds, set last year by a Tesla. But
down all of the systems there, reports Peter trying to rewrite the record book wasnt
Savagian, director of propulsion engineering the development teams first objective.
at Faraday. We have the Gamma design at a Pikes Peak is a tremendous stressor
mature state, and were releasing the Gamma of the propulsion system and the thermal
design as we speak. We pretty much know system that keeps it within bounds, explains
all the features and content that we intend Savagian, who came to Faraday from General
to have in the production car. Motors after 25 years, where most recently he

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

 OEM INTERVIEW: FARADAY

was general director of electric drive systems 1

and new product development. We
confirmed what we already knew about the
vehicle driving dynamics and our simulation
of that. I think we also better calibrated the
battery thermal system. I think we had a real
breakthrough insight on our drive units.
The FF91 is constructed with two motors
in the rear and one up front. Thermal models
predicted the car would be near its limits
climbing the 4,270ft elevation from start to
finish. Faraday says the car used an average
of 300kW racing up the hill.
We thought because of the conservative
[predictions] in the former model, that we
were going to be near those limits. In fact, our
motors and inverters were cool as cucumbers.
We had underestimated the capabilities
of those systems to reject heat, which is 1. FFZero1 concept is a 2
consistent with my prior experience. I didnt dramatic interpretation
worry about it so much, but it was good to of the Faraday platform
illustrate that candidly for everyone. 2. Inspired by NASAs zero
The battery was still intact at the finish gravity design, the interior
of the FFZero1 is as
line, a condition not always enjoyed by stylistic as its exterior
other EVs at Pikes Peak, their batteries
consumed through overheating.
We learned a lot about the battery pack,
continues Savagian. Robin made that car
handle near its limits, but the handling
stresses, the shifting of this huge battery pack
brought us some new challenges. We had
issues with the electrical interconnect on the
battery management system. We had issues
with the seals and the battery liquid cooling State of the art 3. The raw Faraday
chassis opens up a variety
systems. The seal had let loose because of the Faraday has settled on an LG Chem 21700 of options for the OEM in
stresses, the shifting, the forces of distortion cylindrical cell for the 130kW battery pack, regard to vehicle design
and the structure of the car relative to the rated at a little over 400V. 4. Simulations have played
battery pack. Theyre things we probably Weve looked at cells from other a huge role in Faradays
rapid development
would have never seen during a more companies that are very similar, but we liked
regimented set of development tests. But by the LG cell the best. Weve created a modular
using the race course, I think we expedited battery pack around these cells where we
our learning. package them very densely, and weve got

3 a proprietary liquid-cool thermal system,

says Savagian. Its a large pack, but it is
structurally integrated into the floor of the
FF91 so that we at least carry the mass of
these batteries low and make the car handle,
even though its heavy. Most of the battery
pack is well below the center-line of the
wheel axles.
All three motors and inverters are identical
and were designed by Faraday. The motors
are interior permanent magnet design with
direct oil cooling. The inverter is the subject
of the companys first patent.
The power density of our inverters is
about 30% higher than anything else in
the industry, says Savagian. More recently,
I worked on the Chevy Volt, and I would
say our power density relative to the Volt is
two times the power density. That inverter
is integrated directly on to the motor and

84 // September 2017 // Engine Technology International.com

 OEM
OEM INTERVIEW:FARADAY
INTERVIEW: FARADAY

5 drive unit assembly, so its kind of

a monolithic assembly.

Hot stepper
The gearbox up-front is a stepped offset
planetary gear arrangement that Faraday
designed in-house, but one that will
be manufactured outside the company.
Reduction is about 6.5:1, and power is
delivered to a conventional open differential.
Left and right motor/inverter combinations
show up in the rear with the same 6.5:1
gear reduction.
Theres no differential back there, and
so between the two of them, we can operate
5. FFZero1 followed a trend
amongst EV manufacturers as if its an open differential or we can apply
and was unveiled at the a torque vector, says Savagian. We can
Consumer Electronics operate the torque vectoring at a frequency
Show in Las Vegas, rather
than a conventional show much higher than what could be achieved
or done mechanically.

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

 OEM INTERVIEW: FARADAY

6. Faraday Futures
participation in Formula E,
in conjunction with Dragon
Racing, is helping R&D and
increasing brand exposure

Over time we realized that even though

not many buyers would, in fact, do 0-60
very quickly, they want to buy a car that
they knew was efficient in that category,
relative to the options that they had
PETER SAVAGIAN, DIRECTOR OF PROPULSION ENGINEERING, FARADAY

We can maintain a neutral steering As results from the Beta tests flow in, We did a series of development activities
vehicle under both accel and decel conditions. engineers are comparing numbers with the that involved our analysis in virtual
We can still have this very linear neutral virtual predictions. Early 0-60 targets were engineering and then our learning. Improving
steering behavior where vehicle yaw is in the 3.8- to 3.9-second range. our ability to control current at higher
directly proportional to steering input Over time we realized that even though levels and considering structural life of the
angle, explains Savagian, who received not many buyers would, in fact, do 0-60 mechanical components really played out
a mechanical engineering degree from the very quickly, they want to buy a car that they more in the plan as we brought acceleration
University of Wisconsin and an MBA from knew was efficient in that category, relative down below two and a half seconds, adds
Duke University. Thats a really nice feature to the options that they had, says Savagian. Savagian. Thats a very short-term piece of
we can execute with electric torque vectoring. The options include the Tesla cars and development, a couple of seconds of all-out
So, even when the accel and decels are probably Porsche offerings that will performance. That taught us a bit about our
abrupt, we can still react to that well within have extraordinary performance, and model fit and our predictive capabilities.
the driving dynamics blue envelope and so we decided to push ourselves past
not have the latency and delays and the the 3.8-second performance. Forging ahead
subsequent steering disruptions that happen At the FF91s debut in Las Vegas at the As for the future, officials say the production
with brake or clutch differential-based torque CES Show, officials boasted a 2.39-second remains on schedule for first delivery at
vectoring systems. 0-60 time for the production car. the end of 2018. Improved battery chemistry
is on a growth path to take the energy
7
density up 10-20%, but other technologies
on the horizon are teasing the engineers.
Sometime in about the 10-year timeframe,
lithium metals will be available. Theres some
real manufacturing challenges to putting
that together, but the expectation is another
40% in energy density and cost factors, sums
up Savagian. Theres also less use of some of
the other materials that might be becoming
scarce as electric vehicles really hit the
reflection point in terms of market adoption.
Therell be a lot more uptake of lithium, but
7. With over 20 prototypes also nickel and cobalt. The lithium metal
already completed, Faraday
is continuing to build and
cells may, in fact, relieve some of that stress.
develop the car, despite That technology is certainly something were
uncertainties surrounding looking forward to. And we look forward
its financial situation
to wireless charging, as well.

86 // September 2017 // Engine Technology International.com

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 OEM INTERVIEW: FORD

world Ford of Europes gasoline calibration chief

Andrew Fraser was one of the architects of the
downsizing revolution. So how did he get there,
and what now for him and smaller engines?
WORDS:
CHRIS PICKERING

T
he head of Ford of Europes gasoline
calibration department, Andrew
Fraser, knows a thing or two about
downsizing. His team is responsible
for the control systems that help
the compact and affordable three-cylinder
EcoBoost to achieve the same specific output
as a Porsche 911 Turbo (at least in the Fords
latest 140ps form).
For Fraser, however, thats just part of
the story. Hes a Ford man through and
through, having joined the Blue Oval fresh
out of university in 1986. Despite studying
mechanical engineering, hed been involved
in a number of computer projects, so he was
put straight into the newly created Electronic
Control Systems department. At the time,
fully digital engine management was still
something of a novelty introduced partly
to cope with the increasing demands for
emissions control.
Frasers computer experience continued to
stand him in good stead. Next, he was picked
for a project in Detroit, working on one
of the first powertrain modeling packages,
before he returned to the UK as a team leader
in the now-renamed gasoline calibration
department. During this time he oversaw the
calibration of the 1.8- and 2-liter engines for
the highly acclaimed first-generation Focus.

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

 OEM INTERVIEW: FORD

The original Mondeo

ST220 produced
226bhp from 3 liters;
the outgoing Fiesta
ST200 produced
212bhp (on overboost)
with not much more
than half the capacity.

Engine Technology International.com // September 2017 // 89

 OEM INTERVIEW: FORD

Within weeks of taking up his current role,

Fraser entered the discussions on the New
Small Engine project. The NSE, as it was
known internally, was to become the hugely
Following a spell heading up the Dealer successful 1-liter EcoBoost.
Diagnostics Systems Group, he returned to There was a lot of discussion about
product development at the helm of Ford of cylinder count and displacement, he recalls.
Europes Large Car Powertrain Team. Working Ford had previously trialled a fleet of 1.1-liter
from the Blue Ovals German base in Cologne, direct injection turbocharged Fiestas, based
Fraser was responsible for overseeing the full on the 1.6-liter engine with a cylinder cut-off.
range of petrol and diesel engines going into It was technically quite successful, but at the
the Mondeo and Galaxy platforms. time it was concluded that the market wasnt
That was a fascinating time, he recalls. quite ready for a three-cylinder turbocharged
During those years we delivered Fords first engine. When we came to the EcoBoost, it
common-rail diesel engine, the first diesel was partly the data from that project that gave
in the range to be fitted with an automatic us the confidence to go for three cylinders
transmission, and our first high-output (rather than four) and 1 liter (rather than
2.2-liter diesel. 1.2 liters). In the end, it was agreed that this
Fraser also oversaw the development would give the best compromise of cylinder
of Fords first gasoline direct injection size, combustion chamber optimization and
engine the lean burn 1.8-liter four surface-to-volume ratio.
cylinder offered in the Mondeo. Commercially, The next step was a discussion on the block
the car was a mixed success, but it featured a material aluminum versus iron followed by
number of innovative technologies, including a debate on whether the turbocharger should
extensive use of EGR and lean NOX traps. sit on the front or the rear of the engine. Soon
In 2003, Fraser moved back to Dunton to the architecture began to take shape.
take on the same role for commercial vehicles,
working on the full diesel engine range for Driveability matters
the Transit, before assuming his current With the physical design well underway,
position in 2006. Fraser and his team focused on the
Like many in the industry, hes a committed development of the control systems. In the
car enthusiast and confesses to a particular early days, the biggest question mark hung
soft spot for the performance car programs over driveability. Everyone was confident that
hes worked on over the years.
My first performance car project was
the Mondeo ST220 with a 3-liter naturally
aspirated V6, he comments. We moved on
to the five-cylinder engines in the Focus ST
and Focus in the mid-2000s. More recently,
the STs have become four-cylinders and weve
now just released a three-cylinder Fiesta ST.
Despite its diminutive
Its been a fascinating journey. The original size, the 1.0-liter EcoBoost
Mondeo ST220 produced 226bhp from 3 has gained additional
liters; the outgoing Fiesta ST200 produced technologies over its
lifespan, to help further
212bhp (on overboost) with not much more improve its efficiency and
than half the capacity. reduce fuel consumption

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

 OEM INTERVIEW: FORD

the engine could deliver sufficient power The 1.0-liter EcoBoost has
although that itself was no mean feat when been installed in a variety
of Ford models, thanks
you consider it had just 999cc to haul a to its flexibility of power
fully laden Mondeo but the challenge and compact dimensions
was managing the turbocharger response.
Fords Cologne facility
Fortunately, Ford had a head start. has been producing the
Although they were fairly different in 1.0-liter engine since 2011,
some respects, the 1-liter engine benefited in a number of iterations
from commonality to the 2-liter and 1.6-liter
four-cylinders that we had launched in
2010, says Fraser. The principles behind
the control of the direct injectors and the
turbocharger could be reapplied things
like the injection management strategy
during cold starts. There was a real advantage
to being able to share that between three
programs running in parallel.
The decision was taken to go with a
relatively small turbo to improve response,
so the EcoBoosts ECU is calibrated to open
the wastegate whenever possible to reduce
backpressure. Its a very effective strategy
blending fast response times with good
off-boost fuel economy but its far from
straightforward to control, Fraser points out.

Devil in the details

Another secret to the EcoBoosts
performance is obsessive detail in the
calibration of the ancillary systems. Features
such as the air-conditioning pump and the
alternator are momentarily turned down
during launch maneuvers, for instance,
to improve the transient performance.
The end result has been something of
a triumph, with Ford picking up the first
of six consecutive class wins (so far) at the
Ford had previously trialled a fleet of 1.1-liter
International Engine of the Year Awards direct injection turbocharged Fiestas, based
in 2012.
At the time, the furthest anyone had on the 1.6-liter engine, with a cylinder cut-
gone was about 1kg per cc, but we wanted to
push that right out to 1.5:1, recalls Fraser. off. It was technically quite successful

Engine Technology International.com // September 2017 // 91

 OEM INTERVIEW: FORD

Multi-award-winning 1-liter
EcoBoost will continue to
form a part of Fords future
engine strategy for several
years to come, with more
In the end, it really does feel like youre variants of the engine
driving something with a much bigger
engine, even in a 1,500kg car.

Looking ahead
Theres no doubt that downsizing was
an effective response to the emissions test
criteria in force at the point that Ford and
others embraced it. But could the bubble
be about to burst? It can be up to 20% more fuel efficient to
Fraser still sees a bright future for the run on two cylinders rather than three, but
EcoBoost, but he says he doesnt envisage we only expect the system to be active for
any further downsizing: We have no plans a few seconds at a time in normal driving,
to go below 1-liter, and I think you might see notes Fraser. Overall, we think it has the
a trend across the industry toward slightly potential to reduce average fuel consumption
bigger engines particularly in the larger and CO2 figures by up to about 6%.
classes of vehicles. Theres still plenty of potential for heavily
As others have pointed out, its the downsized engines in hybrid applications
introduction of Real Driving Emissions (RDE) and range extenders too.
testing that threatens to halt or even reverse I think downsized engines will continue
this trend. with a degree of electrification, says Fraser.
The fact you can now encounter an I dont expect small capacity engines sub
extremely wide range of temperature, 1-liter to disappear and I think they have
altitude, speed, gradient and vehicle loading a vital role to play in the small car segment.
conditions has undoubtedly made things Theres also a general trend toward
harder for small engines in large vehicles, customers moving from larger cars into
comments Fraser. Particularly vehicles that cars that are smaller but more generously
can carry quite a large payload on top of their equipped, he points out: Weve seen people
own mass that can add several hundred going from Mondeos to Focuses and from
kilos to the tested mass. Real-world testing Focuses to Fiestas. Its quite interesting to see
is the right thing to do for the environment, that the Fiesta has been the best-selling car
so its something we actively embrace, but in Europe at times during this year, when its
it is still a major technical challenge. traditionally been a larger C-segment car in
Its likely that downsizing will live on the top spot.
in a way, though. Ford is one of a number So there you have it. Downsizing is not
of manufacturers currently working on a dead at least not across the board and
cylinder deactivation system for the EcoBoost. there is technology on the way that promises
The concept is by no means new, but its to release further potential from small
never been done on a three-cylinder engine engines. And whatever form the future
before, and it will allow the EcoBoost to run takes, you can be sure that Fraser and his
as a 666cc twin under light loads. department will be in the thick of it.

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

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

 MOTORSPORT: KERS

Kinetic energy recovery systems have been a part of the motorsport

landscape for over a decade now. What lessons can the wider automotive
industry learn from competition-driven development, and what can we
expect to see assisting IC engines in the not too distant future?
WORDS: LEM BINGLEY

Engine Technology International.com // September 2017 // 95

 MOTORSPORT: KERS

can store and release versus the weight, says

McNamara. But all the other teams went for
electrical systems and so did we in the end.
KERS arrived in F1 with a battery to store
energy and a reversible electric machine to
act as both generator and motor. It would
generate current on the approach to corners,
and switch to motor mode to assist the engine
on straights typically during overtaking.
KERS technology evolved into todays
MGU-K (kinetic motor generator unit), where
an electric machine capable of 50,000rpm
is geared direct to the engines crankshaft. A
second motor generator, MGU-H, connected

C
to the engine turbo, also recovers energy from
ars with bright glowing brakes the exhaust.
are a familiar sight in racing, as Current F1 rules allow a 25kg battery as
the hard-won momentum of a fast an energy store, fed by the two MGU systems.
straight is shed going into a corner. A maximum of 2MJ per lap can be captured
But could those blistering discs by the MGU-K, while up to 4MJ per lap can
become a thing of the past? If kinetic energy be fed back to it from the battery. There are
could be recaptured, stored, and reused to no limits on what the MGU-H can supply
accelerate again, there would be no need for to either the battery or direct to the motor.
any red-hot rotors. Despite the sophistication of todays F1
The prospect of race cars without friction energy recovery systems, other options
brakes remains a long way off, but grabbing remain viable and alternative technologies
Porsches 919 Hybrid
and recycling at least some kinetic energy could replace or supplement todays motors
LMP1 car utilizes a has been around since KERS landed in F1 and lithium-ion batteries.
downsized two-liter in 2009. While Williamss flywheel never raced in
V4 engine and several
energy recovery systems
If you can get hold of energy thats F1, it did assist 2011s race-winning Porsche
normally wasted as heat and reuse it GT3R and helped Audi Sports R18 e-tron
youre onto a winner, notes Paul McNamara, Quattro to Le Mans victory in 2012 and 2013.
technical director at Williams Advanced Basically the choice of energy storage
Engineering. The brakes are the biggest is a compromise between energy density
source of lost energy. Thats how they work. and power density, observes Prof. Andrew
They convert motion into heat. Atkins, global technical lead and senior
When F1 first introduced kinetic energy technologist at Ricardo. The very transient
recovery systems, or KERS, the best way high-power aspects of racing are attractive
Breakdown of the energy
capture and redeployment
to store captured energy wasnt immediately
over the course of a typical obvious. We investigated putting it into a
lap in a Formula 1 race flywheel, because of the amount of energy you

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

 MOTORSPORT: KERS

Nissans ZEOD RC car took

BALANCED APPROACH: to the Le Mans circuit and
was the first competition
With many race cars powered at the back vehicle to complete a zero
axle and braking primarily at the front, brake emissions lap of the circuit
balance is a key facet of getting maximum
energy back from the driven wheels. The
danger is locking the front if you lose braking
effect at the rear, because your battery gets
too full, or you need to avoid over-voltaging the to flywheels. Speeding up and slowing down
cells, or you have a system failure, notes RML repeatedly can be deleterious for batteries but
Groups Martin. You need to be able to put the
flywheels really like it.
brakes back on at the rear very quickly.
RML Group designed Nissans ZEOD RC Atkins notes that other purely mechanical
experimental Le Mans car, built to regenerate systems might also be relevant. Weve looked
sufficient energy to do a full lap of Le Sarthe at compressed air and hydraulic, and for
on batteries. One of the attractions of its applications outside automotive weve even
unusual delta layout was the ability to apply looked at clockwork, he says.
three-quarters of braking effort at the rear. Capturing and storing energy is only half of
In Formula E, active braking systems the picture, of course. The other interesting
are outlawed, but the teams still need to
thing is where you put the energy back,
ramp up regeneration under hard braking to
maximize energy recovery. You cant insert
Atkins notes. While the common approach
a calculation between the drivers foot and the is simply to reverse the route from wheels
rear brake, says Williamss McNamara. But to battery, there are alternatives.
you can watch the pressure in the brake line One scenario would be to use an electric
and set regeneration levels accordingly. If the motor, like F1s MGU-H, to overrun the
sensor says the front is doing a lot of braking, turbo. That partially evacuates the cylinder,
you can wind up regeneration at the rear which reduces your pumping work, and
without it deciding how to balance the two. at the same time rams more air in, Atkins
Formula Es rules are set for a big change in
notes. High-pressure air enables a Miller
the 2018-19 season. They will allow the motor
and the brakes to have a control system, adds cycle (leaving intake valves open for part
McNamara. If the rules changed to allow four- of the compression stroke), which cuts
wheel drive, that would be another huge step. compression work. By reducing both
pumping losses and compression work for
short periods, the net power output could
be increased without increasing the stresses
on the engine, Atkins explains.
Another approach would be to use
regenerated electricity to pump air into
a high-pressure vessel, rather than charge
a battery. A similar technique is used by
Volvo PowerPulse engines, which release
high-pressure air into the exhaust to speed up
the turbo from low revs, improving response.
Atkins says the more direct tactic of dumping
high-pressure air into the intake manifold
would also work: It would be like having
a solid-state supercharger.

Engine Technology International.com // September 2017 // 97

 MOTORSPORT: KERS

With the right plumbing, compressed

air could be generated direct from engine
braking, like a trucks Jake brake. A
secondary compressor and a carbon-fiber
tank could create some pretty interesting
power densities, Atkins adds.
Arnaud Martin, director of powertrain Formula E has placed
battery and energy
at racing technology firm RML Group, also management high on the
backs compressed air. The components are list of priorities for drivers,
very simple, he notes. Energy density is encouraging them to
actively recover enery
likely to be an issue, but thats where I think wherever possible
motorsports can provide answers.
As Martin observes, the rules set by BOUNCING BACK:
governing bodies dictate which options are
Recapturing energy from a cars suspension
worth pursuing. They can stop a technology by making the damper into a linear generator
from developing by writing it out of the is another way to recover otherwise wasted
rules, or prevent one from being implemented kinetic energy.
because it doesnt leave enough freedom, Regenerative damping is talked about a
he notes. My feeling is hybrid air is lot, but its not energy for free, observes
something that should be allowed by Williamss McNamara. You see the car
regulations, and some sort of help given bouncing along and think its going spare,
but in the end its all coming from the motor.
to people considering it.
Ricardos Atkins says that circuit
McNamara, however, is less keen. Storing racing offers little potential in this area.
compressed gas is always a bit worrying, Regenerative damping wouldnt be on my
because it has the possibility of being highly list until I was desperate for the last energy
explosive, he says. If you crack a gas in the system, he says.
cylinder, the energy is in a really raw form. Rallies like the Dakar, where the suspension
McNamara is more enthused by the moves a great deal for long periods of time,
potential application of supercapacitors, provide the most promising opportunity.
as used by the Toyota TS040 Hybrid In 2011 suspension firm Donerre built
regenerative dampers for Oscar eO, the
endurance race car in 2014.
first plug-in car to contest the Dakar, and the
One idea is to create a hybrid battery that technology is likely to return in the future.
has both lithium-ion cells and supercaps in
it, he says. The potential advantage is using
the relatively lightweight supercaps to handle
the peaks and not having to size the lithium-
ion cells for that, giving you an overall lighter
package.
Martin also sees a lot of potential in
supercapacitors but thinks weight and
complexity will rule out hybrid batteries.
I would say that in the next three to four
years, supercaps will simply overtake
batteries in racing, he says.
Atkins is skeptical, however. Capacitors
are great with power, but not so great
with energy density, he says. Graphene is
making some inroads and energy densities
are getting up to interesting levels, but going
from a battery to a capacitor is a fundamental
change. You go from a roughly constant
voltage source to a constant current source.
The voltage of a capacitor goes all over the
place with the state of charge, so the power
electronics are very different. Its not just a
question of getting enough energy in a box.
Race engineers have to learn an awful
lot more stuff than before high power
electrics and electromagnetics on top of all
the traditional stuff. We have to find a way
to get more people into the system with a
much wider understanding of the trade-offs
between technologies.

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

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 OEM INTERVIEW: GM
CONTENTS

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

 OEM INTERVIEW: GM

Mystery
Machine
Its been more than 50 years since General Motors tested Electrovan,
the secretive first hydrogen-powered vehicle. Now aged 91,
Floyd Wyczalek, project manager for its fuel cell development,
recalls what it was like to work on the groundbreaking project

INTERVIEWED BY: JOHN THORNTON AND MATT ROSS

Engine Technology International.com // September 2017 // 101

 LIQUID

OEM INTERVIEW: GM
CONTENTS
MOTOR CONTROLS

WATER CONDENSER

ELECTROLYTE RADIATOR

AC INDUCTION MOTOR

GEARBOX

ELECTROLYTE RESERVOIR

32 FUEL CELL MODULES

T
he 1960s. A decade dominated by the Vietnam
War, civil rights protests, the space race,
high-profile assassinations, the Cuban missile
crisis, and the rise of pop and counter cultures.
Within such a turbulent and progressive decade,
1966 was arguably its most memorable year, especially
in the USA where the concept of Miranda rights became
enshrined in US law; Batman and Star Trek debuted
on network television, and Congress created the US
Department of Transportation. Meanwhile, the number
of cars registered in the country reached 78 million.
Amid all this headline-grabbing activity, General Motors
quietly went about testing Electrovan, the worlds first
hydrogen-powered fuel cell vehicle, and the first use of demonstrator was shown off to journalists in the autumn
fuel cell technology derived from US President John F of 1966. Due to its prohibitive cost (the platinum used
Kennedys challenge to NASA to safely land a man on in the fuel cell was reportedly enough to purchase an
the moon by the end of the decade. entire fleet of vans) and lack of supporting hydrogen
Electrovan was the brainchild of Dr Craig Marks, who infrastructure in place at that time, Electrovan was
headed up many of GMs advanced engineering projects. regarded by GM as strictly a test vehicle to explore
It was developed by a 200-person team over a two-year hydrogen as an energy source for vehicle propulsion.
period and tested for 10 months before a driveable tech Following the end of the project, Electrovan was stored
in a warehouse in Pontiac, Michigan, for 31 years before
The fuel cell van program being rediscovered in 2001 and rehoused at the GM
started when it became Heritage Center (GMHC) in Sterling Heights for cell
apparent that modules
were available with a displays. The vehicle has remained there ever since,
power density high enough and when Electrovan celebrated its 50th anniversary
to make a vehicle possible last year, GM marked the occasion by inviting Floyd
Wyczalek, project manager of Electrovans fuel cell
development, to GMHC to recount the test period and,
remarkably, to sit inside the vehicle for the very first time.
We had three shifts of people on this project starting
in January 1966 and finishing 10 months later, Wyczalek,
now 91 years old, told GM. Fuel cell durability was
performed over a period of several months in a test cell.
Driving acceleration and top speed tests were conducted on
a chassis dynamometer. We had one running demo for the
Progress of Power press conference in October that year.
Now, in an exclusive interview with ETI, Wyczalek
rolls back the years once again to discuss his experiences
working on the groundbreaking project.

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

LIQUID HYDROGEN TANK

LIQUID OXYGEN TANK

OEM INTERVIEW: GM

compact enough to mount in the Electrovan. The fuel

cells were a spin-off from NASAs Apollo Saturn V lunar
technology. Fuel cells provided pure drinking water for
the three-person lunar mission crew and electric power
for the command module and two-person lunar lander.
Water exhaust and electric power were also an ideal fit
for GMs ZEV policy.

With Electrovan being the worlds first hydrogen-

powered fuel cell vehicle, was a new or different
approach to testing required, compared with those
designed for fossil fuel-powered vehicles?
Yes, our first challenge was to build a fuel cell
powertrain simulator development test facility,
which did not exist at that time. In addition, we needed
to appoint and train a team of fuel cell powertrain
simulator test engineers and technicians. Except for
Located beneath the floor
Can you remember how the Electrovan project principle engineering staff leadership, most of the
were the 32 fuel cell
was initiated? modules interconnected engineering team was not familiar with fuel cells. In
GM adopted a corporate policy of ZEV [zero-emissions by some 550 feet of a joint hands-on program with fuel cell engineers and
vehicles] in the early 1960s. In early 1964, the GM plastic piping technicians from Union Carbide, this joint team began
engineering staff division at the GM Technical Center the process of designing and installing appropriate fuel
[located in Warren, Michigan] responded by proposing cell test equipment, starting with an empty test cell.
a two-phase solution to support senior managements
ZEV policy. Which suppliers did you work with on the project?
Hydrogen and oxygen were available from Linde Group
What was phase one? and Air Products, two independent companies. Linde
Phase one was an Ag-Zn [silver zinc] BEV platform to installed a 6m-diameter cryogenic liquid H 2 sphere
develop an oil-cooled 75kW three-phase induction motor at the GM Technical Center campus and Air Products
compact enough to mount in a production automobile, installed a cryogenic liquid O2 tank at the end of
measuring 20cm in diameter by 25cm long, 13,000rpm, the engineering staff piston engine dynamometer
with a mass of 60kg. Dr Paul Agarwal, head of GMRs [GM wing. Furthermore, our fuel cell test facility was also
Research] electrical engineering department coordinated located at the very end of the dynamometer wing for
the traction motor and IV [infinitely variable] solid-state safety considerations.
motor control system development. GM Delco Products
built the units for our project. Neither component existed at What were some of the projects biggest engineering
the time. This EV was called Electrovair and was based on challenges and how did you overcome them?
a converted rear-engine production 1964 Corvair air-cooled We had 32 series-connected fuel cells. Each fuel cell
internal combustion piston engine vehicle platform. had four submodules consisting of four single cells
in parallel plus 17 series submodules per 1kW fuel
And phase two? cell 68 cells and 17V DC per module for a total of
Phase two was an H 2 [hydrogen] fuel cell-powered About 45 gallons of 2,176 cells. The 32 series-connected fuel cell modules
potassium hydroxide were
EV called Electrovan, which was based on a GMC required to fill the modules, provided 540V DC 2 phase +270V and -270V.
Handivan platform. The Electrovair traction motor and the piping and the Consequently, our second challenge was to scale
IV motor controls were to be transferred directly into reservoir. This electrolyte up from a 31-cell Apollo Saturn V fuel cell module to
alone weighed 550 pounds,
the Electrovan. Consequently, development effort could bringing the vans total 2,176 cells a world-first effort that had never been
be focused exclusively on an H 2 fuel cell development weight to 7,100 pounds accomplished previously. Furthermore, H 2 gas

Engine Technology International.com // September 2017 // 103

 OEM INTERVIEW: GM
CONTENTS

engineering staff evaluated many other forms of new

technology to determine their readiness for commercial
production. Project prototypes that demonstrated
readiness were transferred directly to a manufacturing
division for serial production consideration. For
Electrovan, we concluded that potassium hydroxide
hydrogen fuel cells demonstrated that a Bacon-type
KOH fuel cell was not a viable option in an automotive
application.

Driving acceleration and top-speed tests were

conducted on a chassis dynamometer, and fuel
cell durability was performed over several months
in a test cell. What are your memories of that time?
Electrovan driving and durability tests were conducted
at the chassis dynamometer wing to ensure driveability,
determine a maximum speed of 70mph, and 0-60mph
acceleration of 30 seconds. Several final practice
driveability evaluations were then carried out on a
north-south half-mile straight built along the eastern
polypropylene plumbing to the last fuel cell module boundary of the GM Technical Center campus. Practice
was more than several meters away from the gas input. proof-of-principle demonstration loops were driven past
Consequently, hydrodynamic fluid transport prevented the styling division dome before the international press
uniform distribution of H 2 to each of the 2,176 cells ZEV H 2 fuel cell demonstration run on Friday, October
simultaneously. The result was single-cell polarity 28, 1966.
reversals by adjacent cells that had activated first. The
After the GM Electrovan
resident Union Carbide engineers and technicians solved Were you satisfied with the results of the Electrovan
was built, tested and
this cell polarity reversal issue by rewiring each 1kW shown off to journalists project?
module with 68 individual cell conductors leading to in 1966, the project was Although the press demonstration run proved successful,
a multiconnector mounted on top of each 1kW module. scrapped, largely because Electrovan was deactivated: the reactants were purged
it was cost-prohibitive. The
There was a total of 2,176 wiring connections for the platinum used in the fuel and the vehicle moved to the styling division dome
32 modules, which was another world first. cell was enough to buy interior display area for inspection and photographs by
a whole fleet of vans and the international press. We concluded that Electrovan
there was absolutely no
What were some of the most important tests supporting infrastructure was not suitable for the passenger automotive application
that you performed on the vehicle? in place at that time and confined it to long-term storage. <
The fuel cell simulator ran 24/7 for 30 days in a
continuous durability test. It found that the KOH
[potassium hydroxide] electrolyte was leaching and
reacting with the fuel cell neoprene seals hydrocarbon
plasticizer. The chemical reaction formed soap deposits
within the polypropylene tubing serpentine circulation
loops. Soap also plugged KOH passages within the GM
Harrison radiator heat exchanger. Plus, there were unseen
soap deposits within individual fuel cell KOH passages.

Did you have doubts about the potential of a

hydrogen-powered fuel cell vehicle at the time?
Or did you have a sense that you were working
on something groundbreaking?
A key function of GM senior management level is
to provide policy direction and set the core mission
and direction for the company. In turn, the prime
responsibility of staff divisions at the GM Technical
Center is to recommend solutions in support of GM policy
and its core mission. Consequently, engineering staff
routinely, as a matter of job description, recommended
solutions in support of policy goals. We simply regarded
zero-emissions BEV and H 2 fuel cell vehicles as routine
projects. Doubt never occurred to us. As examples, prior
to and following the Electrovair and Electrovan projects,

104 // September 2017 // Engine Technology International.com

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 MODERN WARFARE

WORDS:
GR AHAM HEEPS

FUEL
GM has built an imposing pickup demonstrator
CELL
for the US Army to evaluate the benefits of
using fuel cell power on simulated missions

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

 MODERN WARFARE

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

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 MODERN WARFARE

G
eneral Motors and the US Armys
Tank Automotive Research,
Development & Engineering
Center (TARDEC) have a
cooperative R&D agreement for
the joint testing of new fuel cell materials and
designs. Now, in a separate collaboration, the
Michigan-based organizations have completed
a rapid development program a year from
concept to finished vehicle to create the
Chevrolet Colorado ZH 2, an off-road fuel cell
pickup being evaluated by soldiers in 2017.
The US Army is keen to assess whether
some of the benefits of fuel cell power such
as near-silent operation, high wheel torque at
all speeds, and water as a by-product for field
use might be applicable to its needs. The ZH2
will show where a vehicle like it would fit into
soldiers usage.
Weve been able to invest a relatively small
amount compared with GMs US$3bn of total
fuel cell investment to evaluate the technology
very quickly from the Army standpoint,
explains Brian Butrico, ZH 2 chief engineer
and program manager at TARDEC. As a
result, the people who write requirement
and capability documents for the Army will
know that theres an alternative powertrain
out there thats reliable, tested and can offer
unique attributes. For silent watch or silent
mobility, for example, they will know what
is possible and wont be asking for something
thats not achievable. JET PROPULSION
The fuel-cell-powered GM
Transformational technology Colorado ZH 2 was named Were the Colorado ZH 2 or any other fuel cell vehicle
A pair of ZH 2s have been built: a development one of the US Armys top to go into Army service, the question of a hydrogen
mule, and the fully clothed and finished 10 modernization efforts fuel infrastructure would need to be addressed.
of 2016 According to GMs Joe Mercurio, studies have
vehicle that was handed to the Army in April
been done to reform the US militarys widely used
2017 for trials. The base is the new Chevrolet kerosene-based JP8 jet fuel to hydrogen. He says
Colorado ZR2 body-on-frame pickup. The that you get about the same efficiency whether
cab, doors and roof remain largely standard you put the JP8 in a vehicle with an ICE, or one
steel items; notable interior additions include a with a fuel cell, because the fuel cells efficiency
roll bar, different seats and six-point harnesses. compensates for the conversion losses.
New front and rear ends styled by GMs
North Hollywood design studio, which also
creates vehicles for the Transformers movies
handled styling and packaging requirements.
Under the domed hood is a transversely
mounted, proven GM Hydrotec fuel cell stack
that has been carried over from the Chevrolet
Equinox FCV, a 120-strong test fleet of which
completed more than 3.1 million miles. The
Colorado ZH2 has the capability to operate
particularly stealthily because the fuel cell
powertrain gives it a much lower thermal
signature than a diesel would, making it
less visible to enemy thermal sensors.
A driving range of around 193km (120
miles) is expected, with acceleration from
0-97km/h (0-60mph) in around 15 seconds.
A 39 departure angle, 48 angle of approach
and ability to ride over a 12in curb provide
the go-anywhere capability that will prove

Engine Technology International.com // September 2017 // 109

 MODERN WARFARE

1
useful in Army operations. TARDECs brief
to GM was to meet or beat the mobility
requirements of the Humvee.
The bespoke rear end is made of Kevlar-
reinforced carbon fiber. A clamshell cover
incorporates air intakes that feed radiators
that are honeycombed behind the rear doors.
GM says that moving the air intake nearer the
roofline reduces the amount of dust and dirt
ingested into the radiator during operation in
extreme conditions.

New generation
The rear-mounted Exportable Power Take-Off
unit (EPTO) transforms the ZH 2 into a mobile
generator. Fuel cells are about 10 times as
efficient as combustion engines at idle speeds,
explains Dr Joe Mercurio, manager of new 2
business development for GMs fuel cell
activities. When you park the vehicle, you
can run the cell to make around 300V DC
power, which the EPTO will convert to 120V
or 240V AC. Itll produce up to 25kW, enough
to operate a temporary army camp.
A core of around a dozen TARDEC engineers
worked with a larger GM team during the
Colorado ZH2s development.
GMs been terrific about showing us how
they do rapid development, notes Butrico.
We can now take some of GMs best practices
and apply them to rapid Army modernization
or prototyping.
In an initial test phase at the start of 2017,
full performance characterization of the ZH 2
was completed at GMs Milford Proving Ground.
We didnt run into anything unexpected
for a prototype during testing and shakedown,
adds Butrico, a former Roush engineer. We
had to relocate a wire harness routing and
tune the shocks and chassis control systems 1. A rear-mounted EPTO are being run by TARDEC. The ZH 2 is
to the new center of gravity and different tires. transforms GMs ZH 2 being taken to military installations and
into a mobile generator
Adding a front and rear camera system was bases including Fort Benning (Georgia), Fort
probably the biggest change, but that was 2. The ZH 2 is powered by Carson (Colorado) and Fort Bragg (North
implemented easily on the ZH 2s architecture. a transversely mounted Carolina), for use by groups such as special
Hydrotec fuel cell stack
GM also added a separate, less sensitive and airborne forces, regular infantry, armor
throttle map and more regenerative braking officers and field surgeons, to find missions
for L on the PRNDL shifter. This will aid us for which it might be a suitable platform.
in off-road operation versus the standard D. One thing well do is bring it to a field
Following the handover to the Army, 12 hospital to power up a field surgical unit
months of further testing and user evaluations quietly at night the surgical team could use
the vehicle they arrived in to power the unit,

A surgical team could use the rather than bringing in a separate generator,
says Butrico. We want to get a lot of people
vehicle they arrived in to power in it and get their honest feedback on how
well its capabilities translate to their needs.
a field surgical unit, rather than Unlike the engineering data and the results
of the Milford tests, some of the data from
bringing in a separate generator TARDECs testing, specifically the results of
acoustic and thermal testing, would potentially
Brian Butrico, ZH 2 chief engineer and program engineer, TARDEC remain classified.

110 // September 2017 // Engine Technology International.com

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 ELECTRIC CHARGERS

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

 ELECTRIC CHARGERS

Electric WORDS BY
LEM BINGLEY

breezeSweeping regulation changes, and a push from OEMs

to appear more environmentally friendly, is leading to
increased application of mild-hybrid and 48V systems

B
ack in 2016, Audi became the first less than 25% of the time required with
OEM to use an electrically powered turbochargers alone, Forissier says. So there
air compressor to boost the output is a big difference in engine elasticity and
of a production engine. Its SQ7 engine response. And therefore it makes
high-performance SUV is powered a real difference for the end user, he adds.
by a 3,956cc diesel, with forced induction The result is a real possibility to cut
provided by a pair of turbos as well as a Valeo capacity, even in the realm of 4.0-liter
electric supercharger (or e-charger). V8s. When we can replace a V8 with a V6,
Gasoline engines seem set to follow suit, this could be called downsizing, Forissier
with the 3.0 V6 of Audis Q8 concept shown observes. In the case of an SQ7, or its Bentley
in Geneva this year boosted by twin turbos Bentayga sibling, an e-charged V8 offers the
and an e-charger. response of a V12, he argues.
In both applications, the e-charger Quick reactions make e-chargers ideal
improves the engines transient response, for boosting torque at low revs. But once up
providing high pressure boost at to speed, a turbo is more efficient, not least
exceptionally short notice. Driven by a because it extracts work from the exhaust.
powerful electric motor, the SQ7s e-charger Supplier Mahle has employed an e-charger
can hit 70,000rpm in just 220ms, explains as part of a technology demonstrator, a
Michel Forissier, research and development 1.2-liter gasoline engine producing 193kW
director at Valeo Powertrain Systems. peak power. Mike Bassett, chief research
As a result, the SQ7s V8 can reach engineer at Mahle Powertrain, points out that
full torque in about a quarter of a second, the energy needed to compress large volumes

Engine Technology International.com // September 2017 // 113

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 ELECTRIC CHARGERS

1. A conventional
turbochargers compressor
wheel is designed to take
much higher loadings than
a modern e-chargers

of air can be considerable. For this reason, pick the boost up, he says, There is a big difference in
Mahle uses a beefy conventional turbocharger adding that the ISG is on hand
during high-rev running. to ensure theres always engine elasticity and engine
The mechanical shaft of a turbo is a
really cheap and efficient way of transferring
sufficient electrical reserve.
Valeos Forissier similarly response. Therefore, it makes
power, Bassett notes. If you look at the kind
of power that the turbine is transferring to
suggests that an e-charger plus
large turbo offers the best of
a real difference for the user
the main compressor, youre up at 20-odd both worlds. We propose a MICHEL FORISSIER, R&D DIRECTOR,
kilowatts for this kind of engine, so you VALEO POWERTRAIN SYSTEMS
simple e-compressor together
wouldnt want to do that electrically. with a simple turbo there is no need any
The 48V Aeristech e-charger used by Mahle more for variable geometry or variable nozzle
peaks at 9kW, or about 4.5kW in continuous technology, which cost a lot of money, he
use. It forms part of mild-hybrid setup with says. Twin turbos are also very expensive,
integrated starter-generator, and regenerated and they are very difficult to package. Our
energy is generally sufficient to meet the solution is much more elegant, because a 2. Audis RS5 TDi concept
e-chargers demands, Basset explains. When single turbo is easy to package properly, and demonstrated the benefits
of using electric assistance
the driver kicks in well throw all 9kW at it to the supercharger can go on the cold side of to boost performance
the engine, rather than needing a plumbers 3. Aeristechs e-charger
nightmare at the back. Keeping away from is used by Mahle, and can
2 the exhaust can also ease the e-chargers own deliver an additional 9kW
peak, or 4.5kW continuous
cooling needs, he adds. power as part of a hybrid
Valeos e-charger employs core technology
originally developed by Controlled Power 3
Technologies (CPT), which sold rights
to Valeo in 2011 for vehicles below 3.5
metric tons.
While Valeo has since refined the
technology for cars, CPT has developed
e-chargers for commercial vehicles. It has
created heavy-duty e-charger technology
called COBRA (Controlled Boosting for
Rapid Response Applications), which it
aims to license to an OEM or supplier.

Engine Technology International.com // September 2017 // 115

 ELECTRIC CHARGERS

4
E-CHARGING FOR ECO-CARS
Many engine makers are adopting Miller cycles (leaving intake
valves open for part of the compression stroke) to improve fuel
efficiency. One of the counter effects is a backflow of gases
into the intake manifold, says Valeos Forissier. You need a
compressor to push the gases back into the cylinder. The e-charger
can do that very well, because it can do it with very accurate
control, he adds.
That kind of application is one reason why Valeo expects to sell a
million e-chargers in 2021 a big jump from 50,000 units last year.
Big V6 and V8 applications are nice, but they dont make a big
business case, notes Forissier. Any time you have a 12V or 48V
mild hybrid, it is very easy to bring the supercharger on top because
you use the same electric system.
Valeo aims to achieve price parity with turbochargers, or about
a third of the cost of mechanical superchargers.
One stumbling block may be noise, with e-chargers producing
a whistling noise as they zip from zero to 70,000rpm in the blink
of an eye. Forissier says Valeo is working to cut noise, to ease
installation in cars that lack the NVH sophistication of a Bentley.

Weve just been doing testing with an However, rapid response was not the only even at low revs, avoiding the tendency to run
OEM in the Far East, says Andy Dickinson, outcome. Their base torque was 475Nm, rich. Because youve got air available at every
CPTs senior manager for COBRA product but with COBRA, after 1.5 seconds, theyd tip-in, its a pure burn, he observes. With
development. They have a 4.4-liter diesel peaked at 650Nm a 175Nm lift. So they a lot of heavy-duty vehicles and buses, where
engine with a fixed-geometry turbo, and had to clip the fueling, because they werent you get curbside smoke, its because they
its time to peak torque on a tip-in was sure the engine was strong enough. reach a transient torque limit. The ECU
three seconds, which is relatively quick. As Dickinson notes, an e-charger can is programmed to deliver a certain amount
But with COBRA its reduced to 1.1 seconds. supply air to match an engines fuel delivery of torque, but there isnt enough air so its
laboring, you get a bit of a lag, and then
it suddenly achieves it and you get this big
Any time you have a slug of black smoke.
An e-charger can also avoid the laboring
12V or 48V mild hybrid, phase, helping to clean up emissions
and extend the life of particulate filters,
it is very easy to bring Dickinson adds.
E-chargers can also help
the supercharger on top battle NOX, notes Forissier,
because you use the by improving exhaust gas
recirculation. NOX is mostly
same electrical system created when you accelerate a
diesel engine when you have a
MICHEL FORISSIER, R&D DIRECTOR,
high load, a high temperature in the
VALEO POWERTRAIN SYSTEMS
cylinder and a very high excess of air,
he says. With the supercharger we can
enhance the flow of EGR, adding inert gases
4. A conventional into the chamber during acceleration. So
turbocharger can be when you kick down, at the same time and
supplemented by electric
chargers, helping deliver in synchronicity we can have a special flow
a feeling of instant boost of EGR compensating the excess of air. And
therefore we can suppress the creation of NOX
at source.
Bassett adds that e-chargers may also prove
vital for future lean-combustion systems,
citing Mahles turbulent jet ignition system,
used in F1 engines to allow running as lean
as lambda 2. If you need twice as much air
for the same power output, then you need a
way of supplying that, and you dont always
have enough energy in the exhaust gas,
Bassett observes. So electric superchargers
are quite attractive in those situations.

116 // September 2017 // Engine Technology International.com

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 EXPO PREVIEW: NOVI
OCTOBER 24-26, 2017, THE SUBURBAN COLLECTION SHOWPLACE, NOVI, MICHIGAN

Engine Expo
Novi, Michigan
Engine Expo in Novi, Michigan once again takes to the
Suburban Collection Showplace from October 24-26, 2017,
with a wider range of exhibitors and visitors than ever before!

T
his October, Engine Expo will return Meanwhile, over at Testing Expo, visitors
to Novi, Michigan, with the promise can get up close to high-tech end-of-line
of new technologies and insightful NVH test machines, new load brakes for
Forum presentations! low-speed high-torque assessments, radar-
Staged alongside Automotive Testing in-the-loop simulation systems, a new-gen
Expo and thus boasting an incredible array mobile 48V test bench, an array of DAQ
of powertrain testing technologies, the tech and systems, and cutting-edge sound
two shows host a combined total of 130 measurement tools.
exhibitors that are relevant to the engine Must-see Forum presentations include
community, plus over 30 speakers in the Advanced gasoline engine technologies
free-to-attend Forum. to achieve diesel-like fuel efficiency from
New technologies on display at Engine Expo Paul Freeland, principal engineer, Cosworth
will include a next-gen CV T, breakthrough Limited; Hot gas transient reactor for
de-throttling and low friction technologies, simulating exhaust of diesel engines from
a new type of water injection hardware and Scott Eakle, principal engineer, Southwest
advanced thermal and acoustic solutions. Research Institute; Cumulative enabling
effects of a driven turbocharger from
Thomas Waldron, executive vice president,
SuperTurbo Technologies; One-stop-shop
solutions from Shuichiro Nakajima, technical
manager, Kyowa Industrial; and Designing
for 3D printing from Joshua Parker, DMLS
technician, Proto Labs.
For a full breakdown of the show, including
the latest Forum program, visit Engine Expo
online: w w w.engine-expo.com/usa

118 // September 2017 // Engine Technology International.com

 EXPO PREVIEW: NOVI
REGISTER NOW FOR YOUR FREE PASS! w w w.engine-expo.com/usa

NTRY
IHI will promote FREE E W!
The NuVinci

TER NO
a new center
Expande G IS
continuously

coating d
for automotive
component R E variable
planetary
coatings
capabilitie technology

New automotive coating

center in Madison Heights
IHI Ionbond Booth E175
Michigan has long been the automotive center of the USA, and
The CVT of tomorrow
IHI Ionbond is in Novi to promote the new center for automotive Fallbrook Technologies Booth E314
component coatings at its North American headquarters in
Madison Heights. Refurbished and configured to host production Continuously variable transmissions have been around for
and R&D coatings aimed specifically at the automotive industry, a while. The NuVinci continuously variable planetary (CVP)
the new center contains coating equipment, cleaning lines and technology from Fallbrook Technologies represents a step
production staging areas, qualified by the Ionbond Automotive change that enables performance and efficiency improvements
Competence Center in Venlo, the Netherlands. In operation for machines that use an engine, pump, motor, or geared
since April 2015, the center focuses on diesel and gasoline transmission system. At Engine Expo 2017, Fallbrook is
engine components for North American manufacturers and launching an Innovation Kit for developers who wish to
on servicing component providers in the Detroit, Michigan area. incorporate the NuVinci 38mm Innovation Drive into their
applications. Its unique design features include passive clamping
mechanism which eliminates the need for a pump, simple and
stable ratio control, bolt-in module, and coaxial input and
output interfaces. It can reach a maximum power of 75kW
and has a standard speed ratio range between 0.52 and 1.8.

Molding, machining and casting

AA Modelleria Booth E239
Quality casting is fundamental in engine design and manufacture,
as is ensuring you are using the right combination of alloys for
block, cylinder head and manifolds. With 35 years of experience,
A A Modelleria prides itself on adapting to ever-growing industrial
quality demands and tightening delivery times. It can manufacture
and supply castings in any alloy and with every surface finish
imaginable. So if you need a fully-machined diesel engine prototype,
Gasoline engine with diesel-like with an aluminum intake manifold and cylinder head, magnesium
oil pan, gray cast-iron crankcase, an exhaust manifold in Ni-Resist,
fuel economy Cosworth will highlight
as well as the turbocharger housing in cast steel, then no problem.

how its new tech will

Cosworth Booth E195 help improve the ICE
e
Versatiland
castinegrial
Recent publicity concerning air quality and the introduction
of real-world driving emissions legislation is forcing a serious
review of powerplant strategy, and it is becoming accepted that mat ogies
the previous contribution that diesel engines offered to realizing
lower fleet-average CO2 values will need to be reduced further. technol
Cosworth has been exploring how gasoline engines can rival the
fuel efficiency of diesel engines without detriment to air quality
and human health. At Engine Expo 2017 the company will present
its findings on how a combination of de-throttling and low friction AA Modelleria can
technologies were used to enable a 105kW/liter engine to achieve manufacture and supply
castings in any alloy
less than 300g/kWh BSFC at 2,000/2.0 bar BMEP.

Engine Technology International.com // September 2017 // 119

 EXPO PREVIEW: NOVI
OCTOBER 24-26, 2017, THE SUBURBAN COLLECTION SHOWPLACE, NOVI, MICHIGAN

Friction coating be, but Miba has found a way round this. The
friction increasing particles on Gripcoat mean

for lower costs and you can do away with traditional means of
adding friction to components in a wide range

simpler assembly
of areas such as engine, transmission, chassis
or suspension. This means parts can be made
lighter, smaller and in some cases, it can
Miba Booth E209 remove the need for additional components
when you have to increase transmissible
Friction has always added weight. Friction torque, as the highly achievable friction factor
shims and friction discs also make assembly of of Gripcoat leads to efficient transfer of high
Miba advanced components more complicated than it needs to torque and even reduces operating vibration.
tech will be on
show at the Expo

OW!
R ONLINE N
TE
Cutting-edge REGIS MPP is the worlds largest producer of
structural aluminum powder components

component solutions
Advantech Booth E193
Automotive and motorcycle manufacturers would be wise to visit
Advantech at Engine Expo 2017 if they are looking for component
solutions. The company, established over 60 years ago, provides
cutting-edge manufacturing techniques. The Automotive Group focuses
on delivering precision cold-formed parts for engines, powertrains,
brakes, axles, steering systems, as well as high-pressure die cast parts
featuring unique weldability, hollow, thin-wall technology and, its latest
product entry, low-friction, lightweight complete engine timing systems.

Unique tive
ll The power of powder fec
cost-ef r metal
Thin wlaogy
technporoved metallurgy powdeerials
mat
for imiencies Metal Powder Products Booth E124
effic
All engine and component manufacturers wish they could cut
costs without reducing quality and robustness. Powder metallurgy
is a highly developed, cost-effective method of manufacturing
components from ferrous and non-ferrous materials, requiring
little, if any, secondary machining, which makes it an extremely
energy-efficient process. Metal Powder Products (MPP) is the
worlds largest producer of structural aluminum powder metallurgy
components. Indeed, it was the MPIF 2006 Part of the Year grand
prize winner for having the largest aluminum powder metallurgy
part in production: a camshaft bearing cap. For automotive and
commercial vehicles, including engine, transmissions, brakes,
suspensions, drivetrain, body/interior, fluid power, industrial,
Advantech provides and consumer products lawn and garden, ATV, snowmobile,
cutting-edge
manufacturing techniques RV lifts, powder tools, small appliances come
see them at Engine Expo 2017.

Parts produced in days Advanced 3D-printing

techniques can create
beautiful yet incredibly
strong structural forms
Proto Labs Booth E200
When it comes to prototyping, cost and time are the biggest headaches. But it doesnt have to be that
way. Proto Labs is the worlds fastest digital manufacturing source for custom prototypes and low-volume
production parts. The company uses advanced 3D printing, CNC machining and injection molding
technologies to produce parts within days. The result is unprecedented speed-to-market value for designers
and engineers, and an on-demand resource throughout a products lifecycle.

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

 EXPO PREVIEW: NOVI
REGISTER NOW FOR YOUR FREE PASS! w w w.engine-expo.com/usa

Pre- n,
io
The UKs Arrow Precision
productlume
low-voialist
Engineering specializes
in creating high-quality
rotational components
spec

Experts in rotating
components
Arrow Precision Engineering Booth E197
When it comes to the design and manufacture of
rotating assembly components such as crankshafts,
connecting rods and valve train components
specifically for the testing and low-volume pre-
production markets, Arrow Precision Engineering
has been a trusted name in the UK automotive and
motorsport industries for more than 40 years. The
company is at Engine Expo 2017 as it is expanding
into testing and development and hopes to attract
the attention of automotive companies in the USA.

Roll of the die casting

Vibratech will
have a must-visit
Inc
NVH creased
booth at the Expo

e CMT Imports Booth E146 and i ontrol,

m
al As aluminum die casting plays a critical role in engine development, durabproved
its not something that you can take a chance with. CMT Imports ility
is the North American sales organization for Chongqing Yujiang
Die Casting Company (YDC), one of the largest and most respected
die casting companies in China, with over 4,000 employees on a
campus covering more than 300,000m 2. It produces a wide variety
of automotive transmission and engine components including
complex valve bodies, transmission housings, oil pans, head and cam
covers, water pump housings and disc carriers, and proudly serves
automotive companies such as BorgWarner, Ford, GM, Mercedes-
Benz, Fiat, Chrysler, VW, Magna, GKN, ZF and Honda.

CMT Imports produces a wide variety of

automotive transmission and engine components

Modernize your viscous

damper technology
Vibratech Booth E309
Many OEMs are switching from conventional elastomer harmonic
balancers to more modern torsional viscous dampers in high-
temperature, high-duty-cycle applications. This is because of
the superior heat dissipation and broad-to-narrow frequency range
protection offered by torsional viscous dampers. If you want to
discover how this technology is already helping engineering teams
achieve overall durability and NVH control across the automotive
racing, defense, off-highway, marine and commercial powertrain
segments, then you need to speak with Vibratech.

Engine Technology International.com // September 2017 // 121

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 EXPO PREVIEW: NOVI

REGISTER Co-loca
Automoti ting with

NOW FOR
ve Testin
g Expo

YOUR FREE 130+

exhibito
rs
PASS!
www.engine-expo.com/usa

Iidzka Seisakusho will showcase

cold-forged automotive components

Cold forging from Japan

Iidzka Seisakusho Booth E121
Japan has a proud history when it comes to forging and pressing
processing, and Iidzka Seisakusho is upholding that tradition with
its cold-forged automotive parts. At present, the company mainly
produces safety components used in engines, seatbelts and airbags,
which often require complicated shapes.

Excellence in
casting design
TEI Booth E148
Incr
accuerdible For the past four years, the American Foundry Society (AFS)
acros acy
s has honored TEI for casting design excellence. With its additive
specta broad manufacturing, TEI (Tooling & Equipment International) is the
rum largest user of 3D-printed sand in North America today. Obtaining
wall thickness of less than 2.5mm, this turnkey manufacturer is
a specialist at low volume aftermarket aluminum castings, foundry
tooling, end-of-arm robotics, and sand injectors/tips, for powertrain,
drivetrain, and chassis assemblies. With extensive use of 3D
Engine oil consumption solidification modeling on all casting applications, TEI specializes
in ferrous and non-ferrous billet machined components for a diversity
of industries, including automotive.
measurement Tailore
d
ns
Lubrisense Booth E192 solutio
Oil is the lifeblood of engines, and analysis and measurement of
engine oil can tell engineers far more about the health of an engine
than perhaps any other measure. LUB360 from Lubrisense offers
more possibilities to examine in detail the different contributors
to oil consumption in internal combustion engines. Measurement
speed and accuracy coupled with the insightful oil type analyzer
helps engine developers to understand the total oil consumption
in transient condition and steady-state conditions. Two analyzers
measure oil emission and deliver a complete spectrum for
differentiating between evaporated oil and the oil emitted as
AFS honored TEI for casting
droplets, providing engine developers with valuable and accurate design excellence
data they can rely on.

Engine Technology International.com // September 2017 // 123

MAXIMIZE POWER -
LOWER EMISSIONS
The TE Connectivity (TE) turbocharger speed sensor is one of the fastest and most accurate powertrain sensors. It provides robust
control of the turbocharger, strengthens on-board diagnostics and provides data to virtualize other sensors. Optimized efficiency
will equate with more power and lower emissions, fuel savings and increased reliability. TE is a market and technology leader
with over 14 million turbo speed sensors in traffic and field experience. Connect with TE today to learn more about our four
JAQUET turbo speed sensors, email: [email protected]
2017 TE Connectivity. All Rights Reserved. JAQUET, TE Connectivity, TE and TE connectivity (logo) are trademarks.

EVERY CONNECTION COUNTS www.jaquet.com

 EXPO PREVIEW: NOVI

For those hard-to-

Patented technology
ensures that Nostrums
range of water injectors
are able to perform under

mold shapes immense pressure

Atect Booth E163

Producing odd-shaped components can be a tricky process, often
requiring finishing and other secondary processes, which results in
higher costs. Atects powder-injection molding techniques enable
all sorts of shapes to be produced, often without any secondary
processing. At Engine Expo 2017, the company will be showing
off several products created using this technique, including a next-
generation turbo rotor, nozzle vane and waste gas valve, both able
to withstand the higher temperatures of the system around the turbo.

Next generation of water

New
technmolding injection hardware
for in iques
c Nostrum Energy Booth E272
strenreased
gth Water injection has gained a lot of attention in recent years as a way
to increase performance and efficiency in highly boosted engines.
Nostrums Kinetic Water Injectors (KiWi) use patented colliding
jet injectors on jet-to-jet collision as opposed to conventional air
shear break up. The company says this novel method improves
atomization and reduces liquid lengths, avoiding liner and intake
Atects powder injection
molding techniques
port impingement, as well as minimizing water consumption.
enable all sorts of Nostrum believes future generations of ultra-high BMEP gasoline
shapes to be produced engines and next-generation diesel engines will benefit greatly
from this technology.

Thermal and acoustic insulation R EE ENTRY

F
T ER NOW! Protos iXRD portable and
for engine and exhaust REG IS mXRD ultra-portable systems
feature state-of-the-art
detectors
Thermamax Booth E112
As most engine developers will tell you, in the quest for better
efficiency, the trend is for forced induction and smaller engine
displacement. This means it has never been more important to
manage under-hood temperatures. Thermamax Integral-Insulations
reduce under-hood ambient temperature and protect sensitive
components. They also maintain overall system temperature, resulting
in an increase in efficiency of exhaust turbochargers, catalytic
converters, diesel particle filters, and other performance-critical
components. The companys three main products on display at Engine
Expo 2017 are: Tmax-Integral S, an automated insulation process for
the manufacturing chain; Tmax-Sonetherm, an acoustically optimized
Integral Insulation that absorbs and reduces radiated noise; and
Tmax-DryTec, a hydrophobic insulation material that prevents water Proto Manufacturing Booth E184
retention in insulation.
Thermamax Integral- Stress measurement is one of the best methods of ensuring engine
Insulations tech components able to withstand the rigors required by modern
powertrains. X-ray diffraction (XRD) systems are a highly effective
method of mapping residual stress. Proto Manufacturings iXRD
portable and mXRD ultra-portable systems feature state-of-the-art
Solut detectors and patented portable residual stress mapping options.

for thions
Unlike other portable units on the market that use the cos-alpha
method, Proto XRD systems are developed to utilize the more
down e robust, industry accepted sin2 method, which is known to be
s
trendizing highly accurate, reliable, and capable of handling samples with
complex geometries, preferred orientation and large grains.

Engine Technology International.com // September 2017 // 125

 EXPO PREVIEW: NOVI
OCTOBER 24-26, 2017, THE SUBURBAN COLLECTION SHOWPLACE, NOVI, MICHIGAN

In addition to the main event, Engine Expo in

Novi will once again feature the popular Open
DAY 2 //
Technology Forum, where for three days, some WEDNESDAY, OCTOBER 25
of the biggest suppliers and OEMs will speak
openly and frankly about a range of topics that
are currently affecting the industry.
Here, we have highlighted a selection of
speakers and their respective topics to help
Hall A
you plan your trip to Novi. Specific timings will CANalytics CAN interface software
be announced nearer to the event, as well as Todd VanGilder, vice president, Wineman
additional speakers, themes and topics. Technology, USA
Keep an eye on the Engine Expo website
for more details, but for now, here are some Advanced gasoline engine technologies
of the highlights from what promises to be a to achieve diesel-like fuel efficiency
bumper program! Paul Freeland, principal engineer, Cosworth
Limited, UK

Quick and reliable efficiency

motor mapping and analysis
DAY 1 // Michael Hoyer, applications/marketing engineer,
HBM Test and Measurement, USA REGISTER
TUESDAY, OCTOBER 24
HIL solutions today for NOW FOR
YOUR FREE
powertrains of tomorrow
Dan White, chief engineer, LHP Engineering
Hall A Solutions, USA

High-performance engines win Thermally conductive compression rings

PASS!
with torsional viscous dampers offer potential for emission reductions www.engine-expo.com/usa
Aaron Neyman, senior product engineer / Dr David Krus, director of business development,
vibration solutions manager, Vibratech Materion Performance Alloys, USA
TVD, USA
Development challenges of no odor,
Introducing innovative concepts for no smoke thermal insulation products
connecting injectors to diesel engines Robert Winters, director, application engineering,
Marcel Goedecke, senior product manager, Interface Performance Materials, USA DAY 3 //
ITT Cannon, GERMANY
Next-generation, high specific output THURSDAY, OCTOBER 26
Cumulative enabling effects engines with direct water injection
of a driven turbocharger Naag Piduru, senior engineer CFD/CAE, Nostrum
Thomas Waldron, executive vice president,
SuperTurbo Technologies Inc, USA
Energy LLC, USA
Hall A
Selective Interrupt and
Reducing combustion variation with Engine oil aeration simple test
Control (SIC) with RPECS
the LHP Engine Control System Logan Smith, research engineer, Southwest
method for lubricant formulations
Dr Adam Jungkunz, senior systems engineer, Ricardo Hein, director, Conexo Inc, USA
Research Institute, USA
LHP Technology Solutions, USA
Recent advances in residual Port water injectors with spray
Dynamic engine emissions stress x-ray diffraction targeted colliding jet technology
and lube oil consumption Vijay Dangwal, research and development
Taylor Thompson, application scientist, Proto
Dr Sven Krause, CEO, Lubrisense GmbH, engineer, Nostrum Energy LLC, USA
Manufacturing, USA
GERMANY
Hot gas transient reactor for
Test requirements of the simulating exhaust of diesel engines
automated automobile Scott Eakle, principal engineer, Southwest
John Arena, product line marketing director, Research Institute, USA
Teradyne Inc, USA
Simplifying test system and test
One-stop-shop solutions lab management with TestTracker
Shuichiro Nakajima, technical manager, Kyowa Roy Krans, product group manager, Wineman

REGISTER
Industrial Co Ltd, JAPAN Technology Inc, USA

Designing for 3D printing DMLS Oil debris monitoring in

Joshua Parker, DMLS technician, Proto Labs,
USA
TODAY! engine testing applications
Simon Wilson, product manager, Gastops Ltd,
www.engine-expo.com/usa CANADA
Method for testing moments
of inertia of an engine
Dr Dale Andreatta, mechanical engineer, SEA
Ltd, USA *This program is subject to change

126 // September 2017 // Engine Technology International.com

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 PRODUCTS & SERVICES

Coating technology
The seizure resistance of steel crankshafts can be greatly
improved with an advanced polymer bearing coating

Friction test rig, which was developed

The industrys efforts to metal parts, boundary and mixed the interaction with the oil film. A
in-house by experts at Federal-Mogul
reduce fuel consumption and lubrication can lead to increased number of additives are dispersed
CO2 emissions have seen engine risk of wear or seizure, especially throughout the matrix, including
designs move toward reduced oil for crankshaft bearings. fillers to strengthen the resin
film thicknesses using thinner oils, Research into the effects of low- structure, soft particles to improve The formulation of Irox 2 involved
and an increased number of engine viscosity oils, higher loads and more mixed lubrication behavior, and hard modification of the Irox resin binder
starts due to hybrid and stop/start frequent restarts at Federal-Mogul particles to condition the shaft. system at the molecular level,
technology. Simultaneously the Powertrain some years ago led As design trends have continued coupled with subtle changes to
peak loads that bearings must to the development of innovative to evolve, with oils becoming thinner the composition. For example,
carry are increasing as downsized polymer coating technology for still to as thin as 0W20 and Irox 2 contains no silicon carbide
engines with turbocharging bearing shells. The new coating, crankshafts increasingly made particles and has a higher content
generate higher combustion Irox, addressed lubrication from steel with super-fine surface of a synergistic mixture of solid
pressures to improve efficiency. challenges by protecting both the finishes, a new-generation coating, lubricants.
These trends have increased crankshaft and the bearing shells Irox 2, will be launched at this years Compared with aluminum
the likelihood of boundary and from damage where metal-to-metal IAA show in Frankfurt, Germany. bearing surfaces, both Irox and
mixed lubrication conditions contact would otherwise occur. Whereas the existing Irox product Irox 2 give reduced friction and
occurring, where the asperities Irox bearings have a substrate of was designed for standard greater wear resistance, says Gian
on opposing metal surfaces interact aluminum- or bronze-based bearing crankshaft finishes, Irox 2 is Maria Olivetti, CTO at Federal-Mogul
with each other. Unlike the preferred alloy with a PAI (polyamide-imide) specifically intended for steel Powertrain. The difference is that
condition of full fluid film lubrication, polymer resin overlay that provides crankshafts with the finest finishes, Irox 2 trades a little wear resistance
which completely separates the high wear resistance and optimizes running on todays thinnest oils. for enhanced seizure performance

128 // September 2017 // Engine Technology International.com

 PRODUCTS & SERVICES

Federal-Mogul
Powertrains new
Irox 2 bearings provide
enhanced seizure
performance with
steel crankshafts
while reducing friction
and improving wear
resistance

bearing speed) or as power absorption the ease with which the bearing can
friction rig plotted against speed. accommodate misalignment and
that tests actual Comprehensive testing throughout consequent edge loading.
bearings, not just the engine speed range showed the Federal-Mogul Powertrain used
flat material samples. reduction in friction when using Irox- the nautilus test to assess this,
It can take the bearing coated bearings to be greater than which involved a tilted conrod
compared with Irox, through a complete sweep of the effect of changing from 5W30 subjected to constant side
so we can offer each shaft speeds in a single, seamless to 0W20 oil. loading and a sinusoidally varying
customer the optimum formulation test cycle, enabling the complete The seizure resistance was main load, to compare bearing
for its specific application. study of frictional behavior under evaluated in a stress test using a performance against known
The development of Irox 2 boundary, mixed and full fluid film motored single cylinder test rig with benchmarks. The test cycle sweeps
required the use of specialized test lubrication, with precise control. a real conrod and piston, operating through a number of load and
rigs, many of which were developed Test results can be produced against a steel or nodular cast-iron speed increments while monitoring
in-house by Federal-Mogul in the form of a complete Stribeck (NCI) sleeve. Irox 2 shells achieved bearing backing temperatures.
Powertrain, such as the special curve (coefficient of friction versus the target life while running against Irox bearings are already used in
a steel crankshaft, matching the 46 engine families around the world,
Overall power performance of other bearing types with over 150 million bearings now
consumption as while improving on their wear and in service, contributing to reducing
measured by the
fatigue performance. engine friction and improving
friction test rig,
sweeping across Fatigue properties were efficiency while also enabling
the speed range. investigated in the underwood the use of lower viscosity oils,
The reduction in test using shells with an identical says Stefan Rittmann, director
power loss with
the Irox coating is aluminum substrate and geometry of bearings technology, Federal-
much greater than but manufactured with and without Mogul Powertrain. Sample
when reducing the Irox coating. When subjected to the bearings with the new Irox 2
oil viscosity from same load (80MPa), tests showed coating are now with customers for
5W30 to 0W20.
(top: uncoated the Irox coating to eliminate fatigue evaluation, and series production
aluminum bearing; failure of the bearing shell. will commence later this year.
bottom: bearing Wear reduction was quantified The new polymer-coated high-
coated with Irox)
using tests on a highly loaded four performance bearings are intended
cylinder diesel engine, subjected for use in both light- and heavy-
to 100,000 stop-start cycles, which duty engines.
showed a reduction from 250m
wear on main bearing shells to FREE READER INQUIRY SERVICE
just 5m, thanks to the use of To learn more about Federal-Mogul
Irox coating. Powertrain, visit:
One of the greatest challenges www.ukimediaevents.com/info/etm
INQUIRY NO. 501
for plain bearings is conformability

Engine Technology International.com // September 2017 // 129

 PRODUCTS & SERVICES

Specialty lubricants
Next-generation silicone greases and effective dry-film coatings
are innovative specialty lubricants that offer key performance
advantages in challenging automotive applications

Todays automotive design

trends are driving supplier
innovation to help develop safer,
cleaner, and more comfortable
and energy-efficient vehicle
technologies. The pace of change
is intense, especially in the area
of materials science. And Dow
Corning among the worlds
leaders in specialty lubricants
and now a wholly owned subsidiary
of The Dow Chemical Company
is meeting the challenge for
innovations in advanced
lubrication technologies.
Closely collaborating with OEMs
and tier suppliers, Dow and Dow
Corning a powerful combination
with high-throughput research
capabilities are bringing together
organic and inorganic chemistry to
Specialty lubricants such as Molykote Smart
develop game-changing Molykote Lubrication solutions can help designers meet
Smart Lubrication solutions. The requirements for precise NVH and friction control
Molykote brand has been trusted to
solve some of the worlds toughest
lubrication challenges for more than be formulated and manufactured To design next-generation synergy that can be achieved by
65 years. With synthetic lubricants to deliver specific performance silicone lubricants, Dow Corning bringing together inorganic and
gaining broader appeal, newer properties. The Molykote brand employed a computer model to organic chemistry Dow Corning
specialty lubricants can help includes greases, pastes, silicone depict the structural property combined the high-temperature
automotive designers meet fluids and compounds, lubricating behavior of various silicone performance of phenyl silicone
requirements for more precise solids and dry-film coatings. molecules. This led to developing with the excellent lubricity of
control of friction, noise and wear. Specialty-lubricant innovation is a copolymer silicone fluid with a hydrocarbon (PFPE). Putting
Unlike mineral-oil based especially evident in the silicone improved lubricity and increased together the science and benefits
lubricants, synthetic lubricants must and dry-film lubricating technologies. additive acceptance versus of phenyl and fluoro copolymers
traditional silicones. Dimethyl has resulted in a game-changing,
silicones provide excellent patented technology and a
elastomer lubrication; phenyl new family of high-temperature,
silicones offer excellent viscosity- high-lubricity greases without loss
temperature performance and of low-temperature performance.
thermal/oxidative stability; and Built on a siloxane backbone,
fluorosilicones have excellent the new Molykote G-900X Series
chemical, fuel and oil resistance. greases combine the proven
Yet these three types of silicone thermal stability of phenyl pendant
lubricants have certain limitations, groups with the proven lubricity and
such as poor metal-to-metal wear resistance of trifluoropropyl
lubricity, incompatibility with other pendant groups. Some of the
oils, poor additive acceptance unique properties include high
and difficult film formation. thermal stability across a wide
In a breakthrough development temperature range (-35C to 220C),
Molykotes AFCs are dry-film lubricants that provide boundary lubrication
and a prime example of the compatibility with plastics and

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 PRODUCTS & SERVICES

Molykote D-6600 Anti-Friction coating provides good load-carrying capacity, wear

and friction control, and corrosion protection for applications such as starter motors

strengthens the solid-lubricant screen printing or roll coating. Film

surface adhesion and interlayer thickness is usually matched to
Molykote G-900X combines phenyl and fluoro polymers
cohesion and enhances corrosion application needs such as load,
to provide high-temp lubricity and additive acceptance protection. The solid lubricants fill environment, temperature or speed.
in surface asperities and smooth Depending on the specific AFC,
roughness to provide dry-film drying and curing can take place
lubrication in a thickness matched with or without heat.
to application requirements. The Molykote D-6600 Anti-Friction
additives might enhance coating coating is Dow Cornings latest
ease, prevent settling, inhibit innovation in dry-film lubricants.
corrosion, add coloring, or impart With solid lubricants in an organic
special properties to the coating solvent/binder blend, this fast-
or surface. curing AFC adheres strongly to
These AFC ingredients can metals and plastics. It provides
be adjusted to meet regulatory, good load-carrying capacity, friction
processing and end-use and wear control, and corrosion
requirements. For instance, the protection for potential applications
solvent must ensure proper surface such as starter motors, door locks,
Dow Corning combined the high-temperature performance of tension and resin solubility, but ball joints and window lifts.
phenyl silicone with the excellent lubricity of a hydrocarbon NMP solvents have been eliminated This newest Molykote AFC, which
in new AFCs due to potential proved effective in cycle-testing of
elastomers, low density for cost- With multiple applications in environmental health and safety starter motors, delivers long-lasting
in-use savings, and improved almost every vehicle system regulations in coming years. Primary performance that meets Tier 1
additive acceptance for formulation including powertrain, interior, solid lubricants include PTFE, specifications. It is suitable for
flexibility to meet specific application body and lighting, and chassis graphite and molybdenum disulfide metal/metal and metal/plastic
requirements. and brakes Molykote anti-friction (MoS2), and each is selected to material pairings with slow to
Potential applications for these coatings deliver some major provide precise friction control medium-fast speeds and medium
innovative silicone specialty greases advantages. These include precise under different conditions. to low loads. Unlike some lubricants,
include high-temperature bearings, friction and wear control; reduced Binders include polyamide-imide, it does not pose a risk of soiling.
tire molding, and powertrain and NVH (noise, vibration and polyurethane, epoxy and other With in-depth industry experience,
chassis components. harshness); added smoothness of resins, selected for solvent materials creativity and problem-
Dry-film lubricants, already adjustable components; corrosion compatibility, solubility, dispersion solving collaboration, the specialty-
proved effective in numerous and stick-slip prevention; less and speed of drying (evaporation). lubricant research scientists and
automotive applications, are potential for soiling, evaporation Durability, flexibility, adhesion and application specialists at Dow and
another type of specialty lubricant or oxidation; and effectiveness over hardness are selection criteria. Dow Corning bring together the best
in Dow Cornings broad portfolio a very wide service-temperature In addition to extensive of organic and inorganic chemistry
of Molykote Smart Lubrication range. They can provide permanent formulation versatility to match for breakthrough innovations.
solutions. Sometimes referred lubrication with the ability to survive specific application needs, dry-film Next-generation silicone greases
to as lubricating paints, they are for the life of the lubricated parts. lubricants offer cleaner processing and effective dry-film coatings open
well-known as anti-friction coatings Typical dry-film lubricants have with less dust and potential new opportunities for increasing
(AFCs). Unlike oils and greases that four main ingredients: a solvent contamination than conventional automotive applications.
provide hydrodynamic lubrication, carrier, solid lubricants, a resin binder lubricants. Proper bonding
with fluid keeping wear surfaces and special additives. The solvent requires clean, dry surfaces that are FREE READER INQUIRY SERVICE
apart, these dry-film lubricants carrier aids dispensing, ensures usually prepared with a choice of To learn more about Dow Corning,
visit:
provide boundary lubrication with uniform dispersion of the solids, pretreatments. The size, shape or
www.ukimediaevents.com/info/etm
special solid lubricants strongly and evaporates away during AFC quantity of parts may determine a INQUIRY NO. 502
bonded to the wear surfaces. drying and curing. The resin binder coating method, such as spraying,

Engine Technology International.com // September 2017 // 131

 PRODUCTS & SERVICES

Bio-based polyamides
These environmentally friendly polyamides offer low moisture absorption and high chemical
and thermal resistance in the form of resins, and ready-to-use powder coatings and alloys

This year, Arkemas Rilsan

brand is 70 years old. To what
does it owe its success? Polyamide
11 (PA 11), which is sold under
the Rilsan brand, and is produced
from renewable castor seeds.
Its history goes back to 1938
when Joseph Zeltner and Michel
Genas envisioned the possibility
of creating PA 11 from undecanoic
acid, obtained from castor oil
cracking. The development of this
process progressed sporadically
through World War II. The first
patent of Rilsan PA 11 was filed
by a small French company called
Organico in June 1947, which is
when the first commercial batch
was produced and is thus the
official birthdate of the Rilsan brand.
This was followed by an industrial
monomer plant, which went into
production in Marseille, France, and
has been produced since 1955.
Today Rilsan PA 11 is produced
globally in the USA (Birdsboro,
Pennsylvania), China (Zhangjiagang)
and in France (Serquigny).
The Castor plant generally grows properties of PA 11 while also augment and enhance the
Above: From castor seed cultivation
in marginal soils that are not used to high performance bioplastics offering a significantly higher service properties of PA 1010, resulting in
for food-producing cultivation. On life temperature [and are also able a patented copolymer composition
more fertile soils, castor oil plant to withstand higher temperatures]. that typically outperforms traditional
cultivation can however coexist with means it has better thermal aging Typical applications of Rilsan HT PA 12 grades in terms of processing
food crops. The castor plant has properties and hot burst. Last but grades (which are also referred and performance.
a six-month cultivation cycle the not least, PA 11 has excellent friction to as flexible PPAs) include flexible Arkema has also employed a
rest of the year the soil can be used performance and resistance to under-the-hood automotive similar methodology to augment
for other food-producing plants. permanent deformation. powertrain components as well and enhance the properties of
Therefore castor oil cultivation Due to these characteristics, it is as metal and rubber replacement PA 610 (Rilsan S grades). As a
offers a recurring source of income widely used in applications where for greater versatility as well as semi-crystalline PA resin, this
to local farmers, whereas food safety, durability and versatility are weight reduction advantages. polymer offers a compromise
crops are generally intended critical, offering a cost-effective Today the Rilsan brand of long chain and short chain PA
for the farmers own needs. replacement for metal or rubber encompasses a wide and diverse properties. In developing PA 610,
Rilsan PA 11 is a high in highly technical applications. range of different product offerings it has been possible to achieve
performance, lightweight bioplastic Offering even greater performance including resins, ready-to-use good performance in terms of
with low moisture absorption and at higher temperatures, Arkema powder coatings, and high- processability with both high
high thermal resistance properties. has developed the Rilsan HT series. performance alloys. stiffness and high impact
Its unique crystallinity makes it more These are flexible PA 11-based This same expertise was used resistance, combined with better
able to withstand cold conditions polyphthalamides (PPA), which are to develop the Rilsan T range. thermo-oxidation resistance and a
compared with other long chain up to 70% bio-based. They offer the Products are made using Arkemas low moisture uptake. Finally, Rilsan
polyamides (LCPA). This also flexibility, low weight and resistance flagship PA 11 chemistry to S grades are weldable or bondable

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 PRODUCTS & SERVICES

Right: Rilsan PA 11 high performance

polyamide is 100% bio-based and can
be used in fuel lines for high flexibility,
excellent mechanical performance
and outstanding chemical resistance
(Toyota Prius 2016 fuel lines)

Below: Arkema actively participates

in efforts to lower global warming
with PA 11, which contributes to
the reduction of CO 2 emissions

to other polyamides including PA 66 first certified sustainable castor oil Additionally, Arkema joined major energy consumer concerned
as well as PA 12. Rilsan S grades are on the global market. another project, Together for about carbon dioxide emissions,
recommended for injection molding Furthermore, Arkema aims to Sustainability, in 2014. This global Arkema is continuously improving
applications that do not require high delve deeper into a sustainable program is designed to encourage the energy efficiency of its factories.
chemical resistance or flexibility, such value chain and invests a lot of social responsibility across the Since 1990, the baseline year for
as under-the-hood connectors. time and effort into the Responsible chemical industry service chain in the Kyoto Protocol establishing
The Rilsan range of polyamides Care initiative. This is a voluntary line with the principles of the United improvement targets for
provide impact, abrasion, chemical movement by companies in the Nations Global Compact and the industrialized nations, Arkema has
and thermal resistance for long- chemical industry to improve safety Responsible Care Global Charter. cut greenhouse gas emissions by
lasting strength and durability. These and the protection of health and the In the fight against climate a factor of three. In the same spirit,
products have a low moisture pick-up environment, under the aegis of the change, it is important for the Arkema looks forward to developing
rate and dimensional stability, which International Council of Chemical chemistry company to develop and commercializing more products
makes them suitable for use in harsh Associations worldwide and of environmentally friendly products. with improved environmental
environments. the European Chemical Industry Reducing greenhouse gas friendliness. Bio-based product
One of the latest R&D projects Council at the European level. emissions is a priority. As a development is one of the top-
underway at Arkema focuses four priorities in Arkemas R&D
on the development of a sustainable department at present.
bio product range. On May 2, 2016, By using PA 11, it may be
Arkema, BASF and Jayant Agro, as possible for an OEM to save up
well as the NGO Solidaridad, signed to 52% of CO2 emissions per
a contract to foster sustainability kilogram compared with some
in the castor oil supply chain. other polyamides. This means that
The Sustainable Castor Initiative a production of 100 tons of PA 11
Pragati aims to improve the could save up to 470 tons of carbon
livelihood of castor farmers dioxide (which typically represents
and contracted workers by both 3.5 million equivalent kilometers
supporting them in optimizing yield driven by a regular car).
and reducing environmental impact
of their farming. FREE READER INQUIRY SERVICE
Additionally, a sustainability code To learn more about Arkema, visit:
for castor oil will be developed, which www.ukimediaevents.com/info/etm
INQUIRY NO. 503
will enable Indian farmers to offer the

Engine Technology International.com // September 2017 // 133

 PRODUCTS & SERVICES

Welding of gears
A new high-tech laser welding system with an ergonomic design offers
extremely short cycle times for the manufacture of powertrain components

In every synchromesh or
A fixed beam guide
dual-clutch transmission, ensures reliability
there are gears with a synchronizer during operation
mechanism. These transmit the
torque of the engine to the drive
axle via a coupling body (synchro
body) and a shift sleeve. There
is one gear for each step of the The machining process begins
transmission, meaning that a at the loading/unloading station.
seven-gear transmission requires Two pick-and-place units, equipped
seven plus one gears. with pneumatic grippers, transport
A design that has proven the parts from the conveyor belt to
successful is that of a wheel and the rotary indexing table and back.
synchro body, with the two separate From there, the parts proceed
parts joined and welded together. to the joining station. This station
The EMAG ELC 160 HP is a can be equipped with up to
manufacturing system specially three (different) joining punches,
designed for this operation of selected by NC commands and
joining the wheel and the coupling set up without loss of time. This
body together. provides full flexibility and retooling
In a production line, the ELC 160 freedom for applications such
HP handles the suboperations of as manufacturing an entire set
joining (pressing), preheating for of gears for one transmission.
welding (if required), and finally The joining operation itself
laser welding. To achieve the is performed quickly and
quickest possible cycle times, these precisely by a servo press,
subprocesses run in parallel. The with an integrated force/stroke
ELC 160 HP is a rotary transfer monitor for process monitoring.
machine, making it ideally suited In the next step of the cycle,
for high-productivity manufacturing. the workpiece reaches the
With this machine, typical gears for third machining station, where it
car transmissions are produced in undergoes induction preheating.
about 10 seconds. Here too, the user can make use of
There is nothing new about a slide unit with up to two inductors,
the principle of a rotary transfer which enables automatic retooling.
machine. On the contrary, in many One brief turn of the indexing table
areas rotary transfer machines later, the workpiece reaches the
have been deemed too inflexible core of the machine the laser
and have been superseded by welding station. The machine
other machine designs. clamps the workpieces axially for
This is where the real innovation welding, both to prevent distortion
of the ELC 160 HP comes into and to protect the workpiece from
its own: a method of automated spatter, another revolution. This
retooling for workpiece clamping, clamp and fixture system can be
patented by EMAG, enables the A rotary indexing table arranged the high speed of the rotary reset automatically for different
ELC 160 HP to manufacture a around this column transports indexing table. The high machining workpiece geometries, in time
variety of workpieces very flexibly, parts to the four process stations. accuracy of the ELC 160 HP, in with the cycle of the machine.
in batches of sizes down to just one. A series of special design features combination with EMAGs clamping Up to three fixtures can be made
The machine structure is based ensures that the workpiece technology, makes it perfect available, which is usually enough.
around a central column on which is positioned accurately in the for even the most demanding, This provides maximum flexibility
all the components are mounted. machining station even with extremely narrow welds. and retooling freedom.

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The rotary indexing

table ensures
rapid transport of
parts between the
process stations. The
preheating station is
shown here

extraction and filtering, and CO2

extinguisher, all in one convenient
central location.
The fixed beam guide and
welding optics are also important
for maintenance tasks. These
ensure not only operational
reliability, but also highly user-
friendly setting and maintenance
work. In addition, the fixed welding
optics ensure that the laser always
points into the interior of the
machine, providing extra safety
in the workplace.
The ELC 160 HP uses only
solid-state lasers, such as the
fiber-guided TruDisk laser from
Trumpf, with its disk laser
technology, or direct diode laser
systems from IPG. EMAG is a
The new unit, with
its compact structure, pioneer in the use of solid-state
gives fast cycle times lasers for the welding of powertrain
and automatic loading components, and is convinced
of its many advantages.
The diode-pumped solid-state
lasers have an energy conversion
efficiency of around 30%, so a 4kW
unit running at full speed uses only
All four processes described here around 25kW, including the cooling
run in parallel, enabling extremely unit. That means a considerable
quick cycles in a record time of cost saving for the customer when
just 10 seconds. you compare the operating costs of
Despite the complex structure this system with those of traditional
of the machine, the systems design laser systems, says Nikolas Meyer,
is extremely ergonomic and easily head of sales at EMAG Automation.
accessible for maintenance. With The use of solid-state lasers also
This principle of automated produced in a cycle time of just 10 the process stations arranged at enables welding without shielding
retooling (an EMAG patent) seconds. The automated retooling a 90 angle, the machining areas gas, providing further cost savings.
maximizes the efficiency of the manages to square the circle by are all separate and therefore Furthermore, solid-state lasers
ELC 160 HP, as it avoids not only eliminating the disadvantage of easily accessible. It is theoretically enable faster welding for many
a manual retooling procedure, rotary transfer machines, namely possible to perform maintenance applications. In terms of component
but also the time spent waiting their low flexibility. on all four machining areas at quality, the heat input per unit length
for the destructive testing of the This station is also equipped with the same time without difficulty. into the component is also reduced,
first workpiece welded, which is a slide unit with up to three counter All of the technology required for which results in reduced welding
required after manual retooling. bearings, to ensure automatic operation of the system is housed distortion removing the need for
By performing the suboperations retooling here as well. The weld in a control cabinet next to the expensive reworking.
of loading/unloading, joining, head is equipped with an x-axis machine unit, compact yet easily
preheating, and laser welding in for the seam position and a z-axis accessible. This gives access FREE READER INQUIRY SERVICE
parallel, the ELC 160 HP ensures for adjusting the focal position. As to all the electrical and pneumatic To learn more about EMAG, visit:
maximum productivity: gears for an option, this station can also be systems, as well as the induction www.ukimediaevents.com/info/etm
INQUIRY NO. 504
car transmissions are typically equipped with a crosshair camera. generator, sensors, welding fume

Engine Technology International.com // September 2017 // 135

 PRODUCTS & SERVICES

Battery development
Siemens Software PLC explains how CFD simulation is driving
the future development of advanced automotive batteries

Successful commercialization
of electric-drive vehicles (EDV)
will greatly depend on the cost,
lifetime, safety and reliability of the
underlying battery technologies.
Today, simulation is starting to
have a considerable impact on
bringing viable automotive batteries
to market, from integration of
small-scale electrochemistry
models, all the way up to
system-level modeling of aging,
performance and degradation
to help fully understand the
complete system.
The CAEBAT development
project is targeting the automotive
and lithium-ion battery industries
with the goal of driving down
Graphical representation of volts
development time, and enabling ver a seven-hour cycle period
large market penetration of A real benefit to JCI was having State-of-the-art simulation tools
advanced EDV power systems. its own technology, its specific that include flow, thermal and
CAEBAT (computer-aided electrode materials, cells, packs, electrochemistry models are now
engineering of electric-drive etc, modeled and validated as part starting to enable the design of
batteries) was co-funded by the of the research activity undertaken EDVs while taking into account
Vehicle Technologies Office in the by CAEBAT. That helped to ensure the many length scales of the
US Department of Energy (DOE) that the tools it uses are relevant. system: from microstructure
and managed by DOEs National Increasingly, our focus has been electrochemistry, to detailed
Renewable Energy Laboratory on the battery as a system, not just cell design, to module and pack
(NREL). individual electrodes or cells, and analysis and overall system design
Brian Sisk, director of design optimizing the system within that with the battery in situ.
analysis for power solutions at context, he adds. As a result, We are going to see a
Johnson Controls Inc. (JCI), explains the battery chemistry, electronics, proliferation of battery technologies
the critical role simulation and thermal design, algorithms and in the market driven by both
projects like CAEBAT play in the management strategy need to be consumer demand and strong
development of their battery harmonized. And given that focus, global fuel economy requirements,
technologies. Our participation in our primary use for CAEBAT is and simulation plays a critical role
CAEBAT was extremely beneficial to within a systems context, especially in that world, Sisk states.
us, Sisk says. CAEBAT served to for thermal optimization. Vehicle manufacturers demand
get a wide array of interconnected The automotive battery that flexibility from battery suppliers
stakeholders together including once needed only to provide to rapidly changing needs
battery manufacturers, software starting, lighting and ignition and requirements. The strong
vendors, vehicle manufacturers, functionality now needs to do more competition in the battery space
academic institutions, national than ever, continues Sisk. The means that technical uncertainty
laboratories, and government battery may be required to support cant be solved by over-engineering
stakeholders as well. Working much higher accessory loads, or providing large margins for error.
together enabled us to align our allow complex battery management This environment creates a pace
priorities and to increase the level strategies, provide stop/start of technological change that simply
of fidelity and realism in the available operation, and even power hybrid leaves no time to perform physical
simulation capabilities. or fully electric powertrains. experimentation for every

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Voltage evolution and temperature resulting from a single

JCI VL6P cell analysis during a standard drive cycle

12 stacked JCI VL6P cells with a liquid cooling

system in-between for increased thermal management

requirement and that means progress developing and linking required by a traditional build-break The methods developed
that simulation is not a luxury. physics-based models of batteries design cycle. The outcome of during the CAEBAT project are now
Its an absolute requirement enables developers and designers this project is expected to enable available within the STAR-CCM+ (a
and necessity. to better understand the internal scientists and engineers to further multiphysics CFD tool) and Battery
Ahmad Pesaran, energy behavior of batteries in electric-drive improve the performance, cost Design Studio (an application
storage group manager in NRELs vehicles and explore new designs and lifetime of advanced lithium-ion specific simulation tool), both
Transportation and Hydrogen in a virtual environment, reducing batteries in support of the DOEs EV of which are part of Siemens
Systems Center, adds, Continued the number of prototypes and tests Everywhere Grand Challenge. Simcenter portfolio of advanced
simulation tools. Together, these
solutions provide seamless
integration between electrochemists
and thermal engineers within the
battery design process. Through
linking the flow, thermal and
electrochemical simulations into
one environment, a highly accurate
solution can be obtained, spanning
multiple scales and computational
domains from system models to
highly resolved 3D models.

FREE READER INQUIRY SERVICE

To learn more about Siemens, visit:
CFD of the battery cell stacks Cross-section of the 12 stacked cells www.ukimediaevents.com/info/etm
INQUIRY NO. 505

Engine Technology International.com // September 2017 // 137

 PRODUCTS & SERVICES

Thermal management
Soncebozs innovative EasyPlug solution is helping
OEMs maintain optimum temperature levels
through clever thermal management

Legislation is continuously
evolving worldwide and
increasingly calling for more
stringent control over CO2
emissions. Todays average of
130g/km is set to be slashed to
just 75g/km by the end of 2025.
Tomorrows electric and plug-in
electric vehicles will therefore
require upgraded thermal
management control.
Mechatronics helps OEMs to
meet the upcoming WLTP and
RDE legislation by focusing on
the electrification of thermal
management applications like
thermostats, water valves, waste
heat recovery and hybrid pumps.
Sonceboz has developed a versatile
actuator featuring its EasyPlug
technology, which enables drive
in a simple way within a brushless
DC motor, much like a standard
DC brushed motor. This new
solution brings several benefits,
such as durability, compactness
and optimal control of the actuator. The EasyPlug-equipped
The innovative three-way valve actuator is allowing OEMs
to electrify thermal management
actuator with EasyPlug is in fact applications, reducing losses and
a rotary actuator that drives water increasing vehicle efficiency
valves. The actuator offers a
lightweight, flat and compact design
for easy mechanical integration into
thermal management valves. as well as in the whole cooling Besides basic cost challenges, actuators (based on a simple DC
EasyPlug is able to provide an system, to control supplementary the design of the electronic control brushed motor, often associated
output torque of up to 2Nm and a thermostatic circuits, variable water was a key factor for Sonceboz with a gearing system), or single-
maximum speed of around 20rpm, pumps, gearbox oil preheating and during development. Indeed, it is phase direct-drive actuators (such
thanks to the use of an ultra- thermal loss recovery. Previous not possible to integrate specific as solenoids or torque motors) and
compact, flat motor structure thermal control applications are drive electronics into many therefore feature a limited number
(Figure 1). The robustness of the therefore able to be replaced by actuators because of packaging of MOSFET H-bridges that are able
EasyPlug actuator allows direct a proactive and dynamic system, or temperature compatibility due to control such actuators.
assembly onto the engine block, improving the overall flexibility to the proximity to the engine. Powering three-phase BLDC
resisting high vibration levels and and controllability. Therefore a detached or motor-based solutions (the most
operating temperatures from -40C This actuator was developed central ECU is typically used in common type) typically requires
to +140C. to be directly driven by an existing this situation, and includes the three synchronized half bridges, and
It also features an integrated H-bridge output of the vehicles necessary power stages to drive therefore a new type of ECU output
contactless absolute angular ECU. The integrated EasyPlug the actuators. The vast majority of stage. However, such a redesign
sensor, suitable for ECU-driven transducer electronics uses a commonly used ECUs have been is money- and time-consuming.
closed-loop position control. The specific ASIC to minimize cost designed to drive a limited number The limitations of currently available
actuator can be used in the engine and provide maximum functionality. of mechanically commutated drivers have kept superior brushless

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 PRODUCTS & SERVICES

Non-symmetrical three-coil, three-phase

BLDC motors are compact and slim,
increasing flexibility for OEMs
when choosing installation locations

to be applied to the motor and

PWM_IN_polarity sets the motor
rotation direction.
Based on this, the signals
are transferred into a usual state
machine controlling the BLDC
motor. Depending on the polarity,
different commutation tables are
used. This allows the BLDC to be
driven in both directions, i.e. as
a positioning actuator in a simple
but robust way without need for
a microcontroller.
Using BLDC motor technology for
actuator development offers several
benefits such as improved EMC
behavior, enhanced durability and
smaller packaging.
This compact and rugged
Figure 3. Diagram detailing actuator has been specially
the internal arrangement of designed for easy integration into
the Sonceboz EasyPlug solution
thermal management valves. The
customer can therefore replace a
conventional brushed drive with a
technologies out of many potential can be considered as a plug-and- plug-and-play brushless solution.
applications. play solution between standard This cost-effective solution brings
In addition, a brushed DC motor ECU outputs for DC-brushed drives several advantages, including more
only requires two wires to the ECU and a BLDC motor. durability, more compactness,
(supply and ground), while a typical Figure 3, which explains the basic resistance to extreme temperatures
BLDC motor requires at least three, functionality of a transducer, shows and closed-loop control of the
and in some cases up to eight lines that both actuators (gray boxes) actuator. Finally, as the three-way
(three motor phases, three Hall have the same electric interfaces to valve actuator with EasyPlug can
sensors and their supply voltages). the ECU in other words, leads for be used not only on the engine but
To overcome these constraints, the position sensor and two motor also on the whole cooling system,
Soncebozs EasyPlug technology power supply wires for PWM_IN beneficial for all challenging thermal
offers an equivalent brushless (operating voltage) and ground. management applications.
alternative to classic DC motors, The role of the transducer (green
providing a simple solution and a box) is to convert the PWM_IN FREE READER INQUIRY SERVICE
true paradigm shift while eliminating information into compatible signals To learn more about Sonceboz, visit:
the need for an expensive vehicle to drive a three-phase BLDC motor. www.ukimediaevents.com/info/etm
INQUIRY NO. 506
ECU upgrade. EasyPlug solutions PWM_IN_duty defines the voltage

Engine Technology International.com // September 2017 // 139

 PRODUCTS & SERVICES

Lightweight components
Innovative aluminum lightweighting solutions will be a
key enabler to achieving further vehicle electrification

Aluminum applied in
vehicles enables a reduction
in vehicle energy consumption
and improved handling in relation to
alternative materials. Furthermore,
cutting-edge aluminum casting
processes facilitate the production
of complex, intricate shapes and
designs at high volumes and with
high reproducibility.
Battery and e-drive housings are
expected to represent a particularly
attractive growth opportunity in the
coming years, with their advanced
casting requirements and their
critical role in next-generation
vehicle structure and propulsion Battery housing for a hybrid
applications. Today, Nemak vehicle, cast as a single part
leverages its expertise in aluminum
casting processes with the aim of contain any battery leakage. of high-quality aluminum castings at
becoming a leading global supplier Aside from their energy-storage a high level of design flexibility. The
of these components. function, battery housings component will have high ductility
There is a wide variety of battery also carry heating and cooling and static tensile strength, ensuring
housings on the market today, equipment and electric wiring. it meets the crashworthiness
ranging from the shoebox-sized In principle, there are two ways requirements. Castings with a
housings used in 48V systems to build a battery housing deploying wall thickness down to 2mm can
to the larger structures typical of aluminum die castings: either be produced further meeting
plug-in hybrid and pure electric the casting is a complete box that the requirements for lightweighting.
vehicles, which in certain cases only needs an additional sheet as Alternatively, the application of
occupy the complete floor of the car closure; or the casting builds just low-pressure die-casting (LPDC)
in between the axles. Regardless the frame of the box while the floor provides the opportunity to include
of shape or size, battery housings and closure are added separately. complex cooling lines in the battery
must be stable enough to withstand Battery housing produced The size of the housing and the housing without any additional
in low-pressure die casting
crashes and dense enough to available die-casting machine size manufacturing steps. Furthermore,
dictate which concept is favorable. the size limits for a complete box
Battery housings for hybrid vehicles with an integrated floor are enlarged
tend to be relatively small, which compared with the HPDC process,
means they can be produced by although only a wall thickness of
the machine as a single part. 4mm is technically feasible.
However in the case of larger Todays full EVs are equipped
batteries, such as those used with e-drives from 30kW to 900kW.
in plug-in hybrid or full electric These motors are usually optimized
vehicles, the housings are built for special partial-load ranges
either using modular construction applied in cars, UVs, and vessels.
methods, which involve combining Different versions are available with
multiple castings into a single permanent magnets and without
solution, or by using the casting magnets. The drivetrain consists of
as a frame. the battery, the power inverter and
The vacuum-assisted high- the electric machine (e-drive).
pressure die-casting process The weight of the individual
(HPDC) enables the production components is important. Due to

140 // September 2017 // Engine Technology International.com

 PRODUCTS & SERVICES

Rendering shows modular

concept for a battery housing

the high iron content of the rotor CPS is the best option in In the development of modular continuous power (80kW maximum
and the copper coils, e-drives applications where the highest electric powertrains, there is an power respectively) was used.
are very heavy. According to flexibility in design, the highest level industry need for a solution that IAVs modular electric drive
industry experts, aluminum is an of integration, the best mechanical meets higher standards in terms can be used in very small cars,
ideal material for casting housings properties and the lowest-possible of climbing ability, acceleration, hatchbacks and compact cars.
for e-drives. In addition to its weight are required. CPS offers high efficiency and maximum speed, Here it does not matter whether
low weight, aluminum meets process efficiency with a high level as currently available electric drive it is used as an entire e-drive
the stringent requirements for of production automation. systems with a fixed transmission unit in battery, fuel cell or range-
material strength, processability HPDC is ideal whenever high do not provide the highest possible extender hybrid vehicle, or as an
and thermal conductivity. reliability, reproducibility and high performance in these aspects. additional drive in P4 axle-hybrids.
Nemak offers a broad portfolio productivity are needed. The Measurements of an e-drive with A high level of functional integration
of aluminum casting processes process enables the possibility to direct drive show that the highest was required according to
to produce complex e-drive cast very thin-walled components utilization segment (better than 95%) strict installation requirements.
housings, with a focus on LPDC, with a limited flexibility in design, comprises a large speed range and Together with Nemak, the e-motor
core package sand casting (CPS), but well suited for high volumes. a partial load of 5% to 50%. In the requirements were analyzed by
and HPDC. range of high torques at low speed, IAV and the battery housing
LPDC enables high flexibility the efficiency decreases. design was optimized in terms
in design, use of different alloys E-motor housing with gearbox The disadvantages of an of integration, cooling, structural
developed in cooperation
and high mechanical properties between IAV and Nemak e-drive with transmission are higher stiffness and NVH also in
for excellent casting quality. losses, and therefore reduced terms of cost-efficiency and
efficiency, additional costs related mass-scale manufacturability.
to the transmission, and higher With the growing demand for
maintenance efforts. However the more geometric complexity and
e-motor with transmission enables freedom of design in battery and
the development of a smaller e-drive housings, aluminum casting
engine and hence lower costs. processes have come more into
The transmission plus small engine focus for these components. For
are even lighter compared to a Nemak, IAV and other innovators,
sole larger engine. Additionally, the key to sustained progress will
the costs related to engine-specific be leveraging further development
raw materials, e.g. rare earth possibilities, including the use
elements, which are needed of casting and simulation of the
in lower volumes, are reduced. products properties, to deliver
Earlier in 2017, experts at forward-looking solutions that tap
Nemak successfully designed the into the emerging EV market.
housing of a unit as a power-shift
three-way solution in cooperation
with IAV a leading engineering FREE READER INQUIRY SERVICE
company in the development To learn more about Nemak, visit:
of propulsion systems. An www.ukimediaevents.com/info/etm
INQUIRY NO. 507
asynchronous machine with 50kW

Engine Technology International.com // September 2017 // 141

 PRODUCTS & SERVICES

Displacement sensors
Eddy current sensors adopt a unique inductive measuring method, combining several
benefits including high precision and resolution on a wear-free, non-contact basis

eddyNCDT sensors measure

displacement, distance,
position, oscillations and vibrations.
These non-contact eddy current
sensors from Micro-Epsilon are
perfectly suited for harsh industrial
environments where pressure,
dirt or temperature fluctuations
can occur. The physical measuring
principle enables them to measure
through non-conductive materials.
Measurements are performed at
high speed and up to 100kHz. The
many available designs are suitable
for a range of applications.
Measuring via eddy current is
based on the extraction of energy
from an oscillating circuit. This
energy is needed for the induction
of eddy currents in electrically
conductive materials. Here, a coil
is supplied with alternating current
whereby a magnetic field forms
around the coil. If an electrically
conducting object is placed in
this magnetic field, eddy currents
are induced, which form a field
according to Faradays induction eddyNCDT 3001 eddy current
displacement sensors are designed
law. This field acts against the field for applications where inductive
of the coil, which also causes a displacement sensors often perform
change in the impedance of the coil. at their limits
This impedance can be calculated
by the controller, by looking at the displacement sensors often perform particularly well-suited to the provides fully variable valve control.
change in the amplitude and phase at their limits. They provide high detection of high-speed processes, The stroke and the opening/closing
position of the sensor coil. frequency response rates and operating with a frequency times of the inlet valve are therefore
The principle can be used for reliable measurement results at response up to five times that freely controllable. This reduces fuel
measurements of all electrically the highest precision. Due to their of inductive sensors and are consumption and CO2 emissions
conductive materials. The special extremely compact M12 design therefore able to reliably detect with a simultaneous increase in
coil wrapping of the Micro-Epsilon with integral controller, these fast movements at up to 5kHz. engine performance and torque.
sensors enables very compact sensors are increasingly used in Elaborate linearization procedures During the end-of-line inspection
sensor designs, which can still applications that have to date only during production enable a high of the MultiAir components, a test
be used in high temperatures. As been suitable for inductive proximity linearity of 28m. Thanks to bench simulates the conditions
eddy current penetrates insulator sensors. There is little difference their temperature compensation, inside the engine. Micro-Epsilons
materials, even metal behind in the external design of inductive in cases where temperature eddy current sensors measure the
an insulating layer can be used displacement sensors and eddy fluctuates, a stability of 0.025% exact valve lift.
as a measuring object. The current sensors. However, a glance FSO/C is achieved.
measurement is therefore not at the metrological parameters The MultiAir cylinder procedure FREE READER INQUIRY SERVICE
affected by dust, dirt and oil. shows that the eddy current patented by Fiat and Schaeffler To learn more about Micro-Epsilon,
eddyNCDT 3001 eddy current sensors in the 3001 series from controls individual valves visit:
displacement sensors are designed Micro-Epsilon offer considerably independently of the camshaft. www.ukimediaevents.com/info/etm
INQUIRY NO. 508
for applications where inductive improved performance. They are An electrohydraulic control system

142 // September 2017 // Engine Technology International.com

 PRODUCTS & SERVICES

Lubrication development
Oils and engines should be developed together to ensure that the next-gen
lubrication technology meets the needs of the next generation of hardware

The OEMs making the de lIndustrie Europenne des

biggest leaps forward in Lubrifiants), the body responsible
engine design are also the ones for lubricant testing and formulation
who have embraced the fact that in Europe, and ILSAC (International
oil is so much more than oil, says Lubricant Specification Advisory
Damien Browne, EU technical Committee) and API (American
manager for engine oils at Lubrizol. Petroleum Institute) in the USA to
These manufacturers understand develop engine oil specifications for
that todays engine oils, with their service fill application. This stringent
complex formulation of advanced process ensures every engine oil
compounds, are actually another is designed and tested to meet
highly engineered, technologically the requirements of the engine
advanced engine component. technology already on the market.
With the latest engines, oil is The traditional approach has
just as important as other engine proved effective for providing
components such as pistons or engine oil technology that can
valves, insists Browne. As such, enable current engine hardware
it really should be designed to and can help address performance
precisely fit the engine and optimize issues that may arise in the field.
its performance. While this model has historically
OEMs and the lubricant industry been effective, it is not best suited
have established a strong working to the increased pace of hardware
relationship for developing engine development and deployment.
oils after vehicles are introduced to Earlier engagement between
the marketplace. However, within additive companies and OEMs is
the industry the process is known necessary to develop optimized
as the development paradox. New lubricant solutions.
oils are typically developed using Lubrizol has invested substantially
industry standard engine tests, in R&D and testing to understand
which represent old engines, notes and demonstrate how additive
Alex Michlberger, Lubrizol North technologies can enhance engine
America technical manager for performance. Development of tests
Lubrizol and SwRI have jointly developed a new fuel economy test technique
engine oils. And new engines that evaluate engine oil performance
are typically developed using old often lags behind the development
engine oil technology. of the hardware itself. Rather engine oils. The knowledge gained can proceed down design paths
The potential shortcomings than waiting for the industry to through this type of testing can knowing that the necessary
of the approach are obvious. respond, Lubrizol has pushed the be applied in OEM next-generation lubrication technology will be there,
Todays highly advanced engines boundaries, working with industry hardware development. explains Browne. Instead of settling
require advanced lubricants, as partners to develop new test Given the complexity of todays for dated or off-the-shelf chemistry,
only when hardware and lubricants methods, while refining old ones advanced additives, innovative OEMs working hand-in-hand with
are developed together can to be more precise and relevant. engine designs and revolutionary a lubrication partner will benefit
the powertrain system be fully Recently Lubrizol joined with the materials, it is essential that the from bespoke solutions designed to
optimized, says Michlberger. Southwest Research Institute (SwRI) lubricant development process meet next-generation performance
Oil marketers and additive to develop a new fuel economy evolves accordingly. By bringing requirements. The competitive
companies, such as Lubrizol, testing method. The testing used experts from the additive industry advantage this can give an OEM
participate in engine oil industry a robotically controlled vehicle and OEMs together earlier, lubricant is immeasurable, he concludes.
standard setting activities with that was operated on a full chassis and engine technology can be
OEM groups, such as the ACEA dynamometer. This improved developed concurrently to meet FREE READER INQUIRY SERVICE
(Association des Constructeurs test was then used to demonstrate shared goals. To learn more about Lubrizol, visit:
Europens dAutomobiles), and When an OEM shares what www.ukimediaevents.com/info/etm
statistically the benefits in fuel
INQUIRY NO. 509
ATIEL (Association Technique economy of advanced, low-friction is on the drawing board, they

Engine Technology International.com // September 2017 // 143

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 PRODUCTS & SERVICES

FTIR analysis unit

A high-performance exhaust gas analysis system can be supplied
with the smallest volume measuring cell available on the market

IAG Test Cell Technology is Versa06 provides quick and

a leading supplier of exhaust precise measurement, comes with
gas analysis systems for the an EPA-ready gas cell as standard,
development of engines. In this and has all the required functionality
market IAG designs measuring for measuring tasks in the
systems that use high-performance development of engines and
FTIR technology for many exhaust aftertreatment systems.
international customers. The The heart of the system is the
companys systems provide precise measuring cell, available with a
and repeatable measuring results, volume of just 70cc the smallest
fast response times, simple and in the industry for a path length of
safe use, and are also easy and 5.11m or alternatively with a volume
cost effective to maintain. of 200cc. Closed loop control of
For example IAGs FTIR analysis the pressure in the gas cell further
system versa06 is said to set new ensures precise and repeatable
standards in terms of its amount analysis of the gas components
of dead space, its highly dynamic in the engine exhaust gas.
operation and its user-friendly Versa06 is equipped with a
operator interface. simple and intuitive operating
The IAG NMS
anaylzing system
is a 191C heated
extractive diode laser
ammonia detection system

system. Its design enables easy For the measurement of

access to the main unit from all ammonia, IAG offers its NMS
sides for ease of maintenance. analysis system. Based on
When the top cover is lifted, the diode laser technology, the NMS
sidewalls can be released easily ensures highly dynamic and simple
without a tool. The front and the operation with a measuring range
back doors can also be opened, up to 2,000ppm. Customers
enabling access from five sides. have given extremely positive
Even maintenance on the FTIR feedback on the dynamics of
can be done without taking the the system as well as the ease
spectrometer out of the cabinet. of calibration.
Filters and seals can be replaced in This is the ammonia analysis
a few minutes thanks to the clever system we had been waiting for,
design of the unit and a shared for a long time, one customer
components concept. Furthermore, commented. The NMS is installed
wear and tear of parts is reduced at many engine development
to the absolute minimum. facilities worldwide. For both
The automatic refill of nitrogen versa06 and NMS, IAG offers
ensures smooth operation over EPA 1065-compliant software test
the weekend and makes use as functions for linearity, tightness
easy as possible for the responsible and cross interference.
The versa06plus technicians and engineers. An
features a large dynamic automatic flush functionality, FREE READER INQUIRY SERVICE
range, precise gas feed, To learn more about IAG, visit:
ease of use and the flexibility
which operates on the system in the
event of a power outage, prevents www.ukimediaevents.com/info/etm
of IAGs modular system INQUIRY NO. 510
unnecessary contamination.

Engine Technology International.com // September 2017 // 145

 PRODUCTS & SERVICES

Turbocharger
feed line
A new lightweight oil feed line for turbochargers,
made from aluminum instead of stainless steel,
can be used in tight spaces at a lower overall cost

Continental has developed

a turbocharger oil feed line
consisting of an aluminum pipe with
an innovative, externally reinforced
hose. The use of aluminum instead
of stainless steel was made possible
by the development of the new
Conti Excelsus hose, which
requires lower forces to create
reinforcement. As a result,
aluminum can be used for an oil
feed line for the first time despite
the materials lower tensile strength.
Benefits here include a 20%
reduction in weight and lower costs.
The Conti Excelsus hose itself is
also lighter than the previous model,
as a special braid is used and no
outer cover is required. Thanks
to its rigorous lightweight design,
this cost-optimized solution offers
a huge weight advantage over the
PTFE pipes enclosed in a stainless- ContiTechs Excelsus hosing
steel braid traditionally used for Excelsus can also be supplied has been designed to deliver
these tasks. The hose helps cut as a molded hose with a precisely high performance, low weight
fuel consumption and thus also defined geometry.
CO2 emissions, comments Jrgen An appropriate lubricant line
Foik, head of automotive product can also be supplied for the
engineering at ContiTech Mobile application. For instance, the hose
Fluid Systems. can be designed for exposure to
Furthermore, the hose is very a continuous temperature of up to hydroformed pipe with a new quick corrugated steel tube offers
flexible, which makes it ideal for 190C but, if that is still not enough, connector. It will enable the previous the necessary flexibility during
tight spaces, thanks to a special a variant for use in up to 230C silicone hoses crimped on a steel installation and compensates
braid. Made of a synthetic textile, is also possible. Cold-formed tube to be replaced by corrugated for vibrations in operation. The
the hose is unaffected by extreme connectors also reduce the tubing that has similar mechanical purpose is to avoid rubber hoses
temperatures and chemicals. material and fitting costs. properties but is much cheaper in a very hot area of the engine
The braid encloses the inner Continentals lightweight feed and takes up less space. Not only where rubber is not resistant,
lining made of a highly stretchable line is already in operation in a major does the hydroformed, thin-wall, notes Franck Clemenson, test
rubber specially adapted for the German auto makers production stainless-steel tube involve lower and development manager for
application. The tight bending models. Up to 260,000 lines are costs than the previous hose ContiTech in France.
radii that are possible as a result manufactured annually. solution, it also shortens the
make it ideal for use in downsized In addition, Continental has production process. The FREE READER INQUIRY SERVICE
engines with ever-tighter installation developed a low-pressure return environment benefits from its To learn more about ContiTech, visit:
spaces. And if the available space line for the turbocharger lubrication lower weight too, due to reductions www.ukimediaevents.com/info/etm
INQUIRY NO. 511
is particularly tight, the Conti system. This comprises of a in overall vehicle weight. The

146 // September 2017 // Engine Technology International.com

 Co-located with

europe
2018

15 17 May, 2018 // Hanover, Germany

Europes exhibition and conference for advanced

battery manufacturing and H/EV technology
Put your products and services in front of
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Prime automotive, any kind of
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Contact our team
Helmut Ollhaeser, Managing
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Director, Sevcon
your space

www.thebatteryshow.eu // [email protected]
 PRODUCTS & SERVICES

Automatic model creation

This software development tool now incorporates an automatic model
generation feature which prevents model/software integration errors

SimuQuest has added a UniPhis automated Simulink

powerful new feature to model generation and
UniPhi, its centralized management pre-validation guarantees
tool for collaborative model-based error-free model integration,
including options to also
development. Seamless integration integrate feature models
with the Mathworks tools has (for example from libraries
evolved to include options for or via model reference)
automatic model generation.
Supported throughout
development by a guarantee
of consistency for any level of
complexity, modeled systems
can now be automatically built
and integrated, and without the
possibility of integration errors.
The likes of Ford and Mahindra
are leveraging UniPhi to reduce time
to market and to increase product
innovation, confident that data,
interface and integration errors
are a thing of the past.
To appreciate the impact
that UniPhi is having, it is helpful
to consider the challenges of testing effort is expensive and time using off-the-shelf tools. UniPhi development and before feature
development without it. A software- consuming. While this is intended to imports this information through models have been developed,
or model-based development reduce the risk of integration related an ongoing synchronization. A skeleton models can be generated.
process, with traceability to defects, it does not always do so, system is designed within UniPhi, in As soon as models and/or libraries
requirements and exhaustive due to the new risks and the law of terms of its hierarchy of subsystems of validated models are available,
testing, is important. However, the diminishing returns associated with and features, then modeled and UniPhi automatically incorporates
core development of models (and/or adding more people and process. ultimately implemented in code. these into the generated models.
software) is highly error prone, due SimuQuest has worked closely This architecture may extend UniPhi automates error prone
to the difficulty of keeping model/ with key clients to ensure that beyond the application (algorithms manual tasks such as model
software architecture, interfaces, UniPhi solves these problems and logic) to also include plant integration, freeing up engineers
signals and parameters consistent. from the core of development models and test interfaces to focus on the important tasks
Typically the answer is to carefully outward. There is no longer a risk and/or platform software (drivers, that contribute to a companys
manage and adapt numerous of errors related to interfaces, data, hardware abstraction, among intellectual property. What does this
spreadsheets, m-scripts and model architecture and variants. others). Data, interfaces, and mean to UniPhi users? It gives them
other related files. The problem The result is a massive overall so on are kept consistent, with a competitive advantage and allows
increases exponentially with reduction in effort and cost. This is centralized management and them to easily embrace change
system complexity, variants achieved with highly sophisticated rule based intelligence. and rapid development. Real-time
and collaborative development centralized management of all A modeling and simulation elimination of errors in architecture,
across multiple locations. artifacts of development, rule- tool such as Simulink is used to interfaces and data greatly eases
This risk of defects and fear based intelligence and automation. incrementally develop features the effort it takes to comply with
of warranty costs and liability All spreadsheets, scripts, and so which are simulation tested until standards such as ISO 26262 and
force companies to lean toward on, are replaced with one easy-to- functional and code coverage to adopt agile development.
a methodical and prescriptive use collaborative interface. has been satisfied.
development process, especially How does this look for UniPhi Integrated models can be FREE READER INQUIRY SERVICE
when ISO 26262 compliance and users? What steps are required to automatically generated for To learn more about SimuQuest, visit:
higher ASIL levels are required. get to model generation? Use cases www.ukimediaevents.com/info/etm
individual subsystems or for
INQUIRY NO. 512
The increase in process and and requirements are developed complete systems. Earlier in

148 // September 2017 // Engine Technology International.com

 europe 15 17 May, 2018
2018 Hanover, Germany

Europes premier showcase for electric and

hybrid vehicle technology and innovation
Put your products and services in front of 5000+ attendees
from across the H/EV supply chain

150+ exhibitors already confirmed, including:

Weve been focused

mainly on OEMs and
tier 1 suppliers...not just
automotive, any kind of
Prime construction vehicles and
locations off-road vehicles as well,
and weve got everything
limited! we looked for.
Contact our team Helmut Ollhaeser, Managing
today to book Director, Sevcon
your space
Co-located with

www.evtechexpo.eu // [email protected] // + 44 (0) 1273 916 316

 PRODUCTS & SERVICES

Lightweight engine pulley

Extremely lightweight, complex components can be produced using additive manufacturing
to create a honeycomb mesh or lattice structure, combined with an optimized topography

GKN offers a wide range

of products, technologies
and services from engineering
and design consultation,
through to product
development, testing
and the manufacture of
complex components.
GKN is also a leading
expert in additive
manufacturing
(AM), an innovative
process that has
changed the way
many industries
think about
designing and
making products.
Without the limits
of conventional
manufacturing processes, AM
has enabled GKN to produce lighter
and more complex solutions for The design is based on the load
its customers. conditions of the application. The
The layer generating process companys calculations enabled it
flow in the additive manufacturing to create a lightweight part within
technique enables GKN to design the mechanical requirements of
and manufacture components, the application, depending on
which follow the general bionic the material fatigue properties
rule of a load optimized component and calculated stresses.
design. By using honeycomb mesh Even better, the structures enable sports cars. With the typical
Additive layer manufacturing can
or lattice structures combined with weight reduction in rotating or introduce complex geometries that production volume of these
topology optimization based on oscillating masses as well as the are both lightweight and strong platforms, small batch or single
differentiated material loads, GKN potential for noise reduction. The piece production using additive
is able to define the optimal load balancing of rotating bodies is manufacturing can be done in
resistance with a minimal amount important to avoid vibration. The very short development cycles.
of material. camshaft itself is a rotating shaft and joined components of the GKN understands the technical
Based on a series of extensive unbalanced by several attached engine. Todays combustion requirements of these systems and
fatigue material analyses and using weights, which causes a counter engines need six pulleys or even will continue in its efforts to provide
its simulation expertise, GKN has clockwise centrifugal couple that more. If this topology design a holistic approach around this
been able to optimize the structure must be resisted by a clockwise was used on every pulley, it would technology. With its advanced
of components in order to reduce couple exerted by the bearings. be possible to achieve a weight materials, engineering solutions,
their weight and increase overall This creates vibrations, which can reduction of rotating mass of more process technology and
stiffness and rigidity. cause damage to the bearings and than 1kg and improve the balance manufacturing expertise, GKN
Optimization of the topology could lead to a shorter system life. and NVH behavior of the engine. is a one-stop solution provider.
is based on several approximation Additive manufacturing enables This improvement can be used
steps to precisely adapt the the designer to move the mass to for reduced wear in combination FREE READER INQUIRY SERVICE
design of the respective technical the section where it is needed to with a lightweight material such To learn more about GKN Powder
requirements. For this pulley, support the balance of the rotating as aluminum or titanium. This is Metallurgy, visit:
GKN has created a highly effective, system. That also has a major effect the perfect combination for high- www.ukimediaevents.com/info/etm
performance engines in racing and
INQUIRY NO. 513
lightweight technical solution. on the NVH behavior of the pulley

150 // September 2017 // Engine Technology International.com

 PRODUCTS & SERVICES

Simulation capabilities
A synergy of physical and empirical models is leading OEMs
to take an integrated model-based development approach

As powertrain systems is an SPM (stochastic process The resulting model is both fast of the optimization process, the
continue to increase in model) derived from the DoE test and accurate, meaning that it can SCR and/or LNT component of the
complexity, the development conducted on a single cylinder be used in place of the usual steady ECU control strategy is emulated
process is evolving to make more engine during early combustion state DoE model for calibration in Simulink and coupled with the
use of simulation tools. However, system development. optimization. The method gives physical plus empirical engine
one aspect of simulation has In co-simulation with Wave- up to 30% reduction in NOX and models. This makes it possible
historically limited the application RT, the SPM performs two soot prediction error over WLTC to optimize an application directly
of physical models for diesel engine complementary functions. First, and RDE test cycles. As the to meet tailpipe NOX targets, rather
calibration. Combustion models it predicts emissions (NOX, smoke, emissions prediction is better during than indirectly through assumptions
with full chemical kinetics are too HC, CO, etc) and combustion noise the calibration optimization process, about NOX conversion efficiency.
slow for most engine calibration for the in-cylinder gas pressure the output validates more closely This provides a further step-change
tasks, and faster combustion and EGR rate from Wave-RT and in the vehicle validation test, there improvement in correlation between
models are too inaccurate to the fuel injection settings for the are fewer optimize-validate iterations offline optimization and vehicle
be of practical use. calibration. Second, it computes and the overall process is therefore validation tests.
Ricardo has resolved this the instantaneous in-cylinder heat more efficient. There are two objectives in
conundrum by combining a release characteristics for the Light-duty diesel applications these developments to evolve
physical gas dynamics model same calibration and feeds this in Europe and most other markets the current process, and to move
with an empirical combustion data to Wave-RT. This ensures feature NOX control aftertreatment toward a substantially simulation-
model. The gas dynamics model that Wave-RT always has an such as lean NOX trap (LNT), based engine and vehicle calibration
is the real-time 1D engine model accurate heat release profile selective catalytic reduction (SCR) process. The key is the integration
Wave-RT. The combustion model for the in-cylinder conditions. or both. In a further development of different models into an
environment that meets the
Wave-RT is an accuracy and speed requirements,
industry-leading while maintaining a commonality
real-time engine with the existing calibration process.
simulation tool.
For effective use of optimization
Created to test
engine management tools, the simulations must run at
systems, it offers least 100 times faster than real time.
mathematical Integrated model based
modelling combined
with highly development (IMDB) also addresses
optimized code another major trend in calibration,
which is the preponderance of
vehicle derivatives and variants.
For example, a recent project at
Ricardo involved 80 vehicle variants
for two engine configurations.
Once calibrated on the lead
application, IMDB models enable
rapid development of derivative
calibrations, taking into account
variations in vehicle specification
and aftertreatment layout. Where
it not for fast and accurate models
and tools, it would be impossible
to complete such projects in a
timely and efficient manner.

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To learn more about Ricardo, visit:
www.ukimediaevents.com/info/etm
INQUIRY NO. 514

Engine Technology International.com // September 2017 // 151

 PRODUCTS & SERVICES

Bipolar plate coating

New coatings and application technologies will enable manufacturers meet the targets of
worldwide legislation in terms of vehicle ownership costs and carbon emissions reduction

The Paris Agreement on

the reduction of carbon
emissions, and the cost of
coatings, have been key drivers
for innovation in the automotive
industry. IHI Hauzer Techno
Coating has developed many
coating technologies and machine
application concepts that help
manufacturers achieve these
targets. Specific areas of innovation
at the moment are in-line machine
concepts and fuel cell coatings,
Above: The Metalliner in-line
says Geert-Jan Fransen, product coating machine can coat
manager for tribological coatings millions of plates per year
at Hauzer.
High productivity and low cost of Below: Example of a
stainless-steel bipolar
ownership are buzz words among plate. A fuel cell stack for a
Tier 1 suppliers, which often run passenger vehicle contains
their production facilities 24/7. 300-400 of these plates.
Image: Borit NV
Hauzer has achieved a breakthrough
in being able to plate many millions
of bipolar plates per year in an example, can be extended easily which also have the potential to to acidic environments where
in-line machine. Furthermore, in the future for higher productivity reduce emissions, is gaining pace. electrical conductivity will decrease
calculations on cost of ownership as required by the manufacturer. Roel Bosch, business if corrosion occurs on the bipolar
have shown lower costs than the We can also easily integrate the development manager at Hauzer, plates. A carbon coating provides
target value stipulated by the US Metalliner into an existing factory. explains, Infrastructure for corrosion resistance and, thanks
DOE by 2020. We see a clear trend Reduction of carbon emissions hydrogen is now being gradually to the high conductivity of carbon,
toward automation and scalable is often linked to electric vehicles introduced in several European ensures electrical conductivity does
concepts, Fransen explains. and batteries. However, the countries and car manufacturers not reduce.
A three-chamber Metalliner for development in hydrogen fuel cells, have started to invest in Depending on the type of
the development of fuel cell coating, machine configuration
technologies, with prototypes and layer thickness, an in-line
currently under development. It is coating, such as the Metalliner, can
widely recognized that hydrogen easily coat many millions of plates
technology can be scaled up per year. Two-sided coatings can
to match the demands of the be done simultaneously. Through
automotive and transportation our expertise in developing many
industries, unlike battery types of carbon coatings for the
technology, which has its limits. automotive market and building
The crossover point for fuel cell in-line production platforms, the
technology entering the passenger team at Hauzer is able to design
vehicle market is expected to be and develop customized coatings
around 2030. and machines according to
But what can coatings do for fuel any need.
cells? Sputtered carbon coatings
improve the life of the metal bipolar FREE READER INQUIRY SERVICE
plates in the so-called PEM-type To learn more about Hauzer, visit:
hydrogen fuel cells, says Bosch. www.ukimediaevents.com/info/etm
INQUIRY NO. 515
The metal plates are exposed

152 // September 2017 // Engine Technology International.com

 PRODUCTS & SERVICES

A battery revolution
A new compact battery measuring just 80mm in height can be integrated into future
battery electric vehicles that provide more comfort and improved driving performance

The global demand for battery

electric vehicles in sedans,
which provide more comfort and
performance while offering the
experience of a coupe, is growing
at a fast pace. These vehicles
require batteries that not only
meet the power and efficiency
requirements, but also batteries
that can be integrated into limited
installation spaces.
There is also an increasing
demand for electric vehicles in the
medium and upper sedan segment,
with enhanced comfort, NVH
characteristics and high driving
performance as well as range.
These are typically battery electric
vehicles (BEV), which call for
batteries with a reduced height, and
are able to offer the driving comfort
of conventional sedans or coupes.
Therefore many OEMs and cell Changing demands in the automotive industry have led AVL to develop its 80mm battery solution
manufacturers strive to achieve
a battery size of around 100mm. AVLs 80mm design provides Drawing on its global concept addressing all risks
A smaller battery structure several advantages. The flat interdisciplinary team of experts until SOP); mechanical, electric
carefully integrated into the vehicle energy storage units offer much with wide-ranging capabilities, and thermal design; simulation
environment enables a flat design more freedom in overall vehicle AVL can develop batteries as an (frontloading for safety, thermal and
but also presents a host of new packaging and design. integral part of the vehicle, rather mechanical aspects); virtual and
questions and challenges in Extremely flat batteries than a single component. prototype-based validation and
several areas: this begins with cell can be tightly integrated into AVLs expertise covers the entire verification; and production design.
selection and solutions for thermal the vehicle structure, says Paul development process. That includes To ensure high energy density,
management, E/E components Schiffbnker, product manager battery benchmarking programs sufficient performance and
and structural battery design, of electrification (batteries) at AVL. in which experts examine 300 improved charging time, AVL
right through to final assembly. As a result, they can be installed criteria and compare them with experts have also studied thermal
Wenzel Prochazka, product in the vehicle where they share other BEV and PHEV batteries; issues closely. Prochazka explains,
manager for battery systems at functions with the chassis design. concept development (a 25-point A battery should be kept in a
AVL, says, Among other things we These might be partial aspects feasibility study ensures a solid specific temperature range during
deal with the selection of a suitable of vehicle safety or body stiffness. charging and utilization, therefore
cell in close cooperation with New design concepts and material it requires an enhanced thermal
numerous cell suppliers and in early selection enable a reduction in system. AVL has developed and
development phases we investigate weight, a lower center of gravity integrated a new innovative system
ways to develop and implement with the highest stiffness and which enables, despite the very
new production processes. safety of the vehicle. low height, optimal cooling and
heating performance.

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To learn more about AVL List,
visit:
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INQUIRY NO. 516

Engine Technology International.com // September 2017 // 153

 PRODUCTS & SERVICES

High-strength stainless steel

Through comprehensive Vibration control solutions
development work, supported Supplier expertise and experience is vital in the hybridization
by the Swedish Energy Agency, of existing vehicle architectures. Vibracoustic is a leading supplier
VBN Components in Uppsala, of automotive vibration control solutions, offering innovative
Sweden, has designed a new technologies to tackle the needs of tomorrow.
stainless alloy. Vibenite 350 is According to the company, there is a trend within a group of
designed to provide unprecedented OEMs to greatly decrease the belt tension of the belt drive in
levels of hardness, wear order to reduce friction and increase efficiency throughout the
resistance, corrosion resistance entire speed range. This has been made possible by the additional
and toughness. overrunning function of the isolator pulley from Vibracoustic,
Vibenite 350s microstructure applied in a three-cylinder engine of a large German OEM
contains 20% chromium, a high increasing the efficiency by up to 1%. Variants of the system are
level of carbides, is 100% free from suitable for further electrification for a wide range of vehicles.
cobalt and has a hardness of 60 Another solution offered by the company is the Vibracoustic
HRC. The material is 3D printed, tube-in-tube concept. The system enables the function of a joint
and as a result, its properties are disc to be integrated into the cardan shaft without the need for
high levels of performance and a
better than traditional materials. hardly any additional installation space, offering new levels
longer product life, which greatly
The 3D-printing melting process of freedom for installation in vehicles with limited space such
reduces its environmental impact.
results in high wear resistance, as hybrids.
The company also offers two
making the material suitable for Suppliers are continually expanding their role as development
other hard and wear-resistant
a variety of applications such partners; Vibracoustics expertise in anti-vibration solutions and
materials as part of its portfolio:
as processing tools, pumps and NVH covers the development of individual components as well as
Vibenite 150 with a hardness of
pump houses, bearing and valve testing and measurement of their effect on the entire vehicle, even
between 55 and 63 HRC and
rings, as well as for parts in areas early on in the prototype phase.
Vibenite 280, which can be
where corrosion is a problem. The automotive industry is currently in a state of change in
hardened up to 70 HRC.
Hard-condition stainless steels are which new solutions and concepts need to be developed and
The new Vibenite 350 material
notoriously difficult to machine, so suppliers will play a key role in this.
is the next step, combining
producing stainless components
high corrosion resistance with
using 3D-printing technology
high hardness and excellent
represents a big process
wear resistance.
improvement.
Vibenite 350 enables easy
creation of near-net-shape
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blanks for any kind of extremely To learn more about VBN
demanding product. In addition it To learn more about Vibracoustic, visit:
Components, visit: www.ukimediaevents.com/info/etm
enables a very high material yield www.ukimediaevents.com/info/etm
typically >98% combined with INQUIRY NO. 518
INQUIRY NO. 517

Thermally stable accelerometers

There are many automotive testing construction and offer a wide operating
applications that require specialized frequency range. This PCB line-up includes
accelerometers that are able to withstand single and triaxial ICP configurations, capable
wide temperature variations while of measuring frequencies up to 10kHz over an
maintaining stable sensitivity. Typical extended temperature range from -73C to +
applications for high-temperature 163C (-100F to 325F). A low-pass filter has
automotive sensors include engine, been incorporated into the design to reduce
turbocharger, exhaust and brake testing. the effects of metal-to-metal impacts, such
These environments present a multitude as high-frequency ringing.
of measurement challenges, with testing Some models, such as the new
resulting in high-frequency overloads of the TLD339A36, are TEDS IEEE 1451.4 enabled
sensor. In these applications, the sensors for easy tracking and record keeping,
must provide high levels of accuracy, containing manufacturer, model number,
stability and reliability. serial number, calibration date, sensitivity,
In response to this, PCB has developed frequency range and measurement ID. This FREE READER INQUIRY SERVICE
the low thermal coefficient (LTC) series lightweight titanium-housed series of LTC To learn more about PCB
of sensors, which offer a number of accelerometers is available in stud, adhesive, Piezotronics, visit:
advantages in applications where there are or through-hole mounting configurations. www.ukimediaevents.com/info/etm
dramatic temperature variations. These Additionally they are available in 100 g and INQUIRY NO. 519
accelerometers feature a thermally stable 500 g versions.

154 // September 2017 // Engine Technology International.com

 PRODUCTS & SERVICES

Flow rate and orifice size calculators

SFC Koenig, a leading global to calculate the flow rate. In the
supplier of sealing and flow Orifice Size Calculator, users select
control solutions, has developed a a Koenig restrictor model and enter
restrictor Flow Rate Calculator and the fluid flow rate, the pressure
a restrictor Orifice Size Calculator, difference and the specific gravity of
which are available on the the fluid to calculate the orifice size.
companys website. The calculators Our Flow Rate Calculator and
assist customers in the design Orifice Size Calculator are great DIY
process as well as with product tools for anyone involved in product
selection. selection, continues Ryan. At
These online calculators are SFC Koenig we are always looking
great tools for engineers and for ways to provide value to our
designers, says Tom Ryan, head customers, and these online tools
of product management at SFC are just another feature we can offer
Koenig. Instead of manually that makes the selection of our flow
determining a flow restrictors control solutions easy.
performance, or the needed orifice Customers should contact
size, the user can enter a few key an SFC Koenig representative
datapoints and know which product before placing any order as
to use, or estimate the effect of an the company offers its expert
installed component. This can save engineering support to review
many steps in the design process. customer application requirements.
When using the Flow Rate
Calculator, users select a Koenig FREE READER INQUIRY SERVICE
restrictor model and enter the To learn more about SFC Koenig, visit:
orifice size, pressure difference www.ukimediaevents.com/info/etm
INQUIRY NO. 520
and specific gravity of the fluid

The need for high-efficiency IC engines

Upon reviewing the press and statements from some political
leaders, it seems that the IC engine is approaching obsolescence.
However, in terms of the practical benefits offered, and the
relative potential of any alternative energy storage/conversion
system to replace this, nothing could be further from the mark.
Using an energy supply that has more than 30 times the
energy density of the best battery technology available,
replenishable at a rate that enables 500 miles worth of energy
to be taken onboard in a minute, the modern IC engine/liquid
hydrocarbon fuel combination provides a degree of mobility
that defines society and has facilitated a level of commerce that
would be impossible otherwise. So far no other technology can
match the IC engine in terms of price (i.e., cost to the vehicle
manufacturer and ultimately to the customer), convenience,
or sheer practicality.
In this respect, while electric drive systems offer zero (local)
gaseous emissions, these powertrains are certainly not without
environmental impact. Problems of materials accessibility and
energy distribution limit the rate at which such technology can be
used for transportation. Additionally, as most particulate matter
created by vehicles is now from brake and tire wear, heavier
EV drive systems potentially produce more particulates than IC
powertrains. Current battery mass and charge rates mean that
electrical machinery is best applied in advanced hybrid drive
systems, where energy recovery and torque smoothing offer
true improvements to system efficiency.
In facilitating the greatest net benefit for society, a state-of- FREE READER INQUIRY SERVICE
the-art hybrid powertrain remains the best option that gives To learn more about Cosworth, visit:
the range, portability and energy efficiency required. Advanced www.ukimediaevents.com/info/etm
engine technology development therefore remains crucial to INQUIRY NO. 521
providing the best powertrain solutions for the future.

Engine Technology International.com // September 2017 // 155

 PRODUCTS & SERVICES

Turbocharger innovation
Turbocharging is significantly Doubled production capacity
changing the design and control
strategies of diesel and gasoline Since February 2017, expansion at Thermamaxs HQ in Aurora,
engines. The fast transient Illinois, has continued. Dirk Balthasar, president of Thermamax,
behavior of an automotive says the company is committed to supporting an increase in local
turbocharger has created a need added value and vertical integration.
for conservative safety margins to In the first six months of 2017, Thermamax recorded a 50%
be set for turbocharger maximum increase in business compared with the previous year. The
rated speed and surge limits. prerequisite for further growth in the USA is the ongoing expansion
Installation of a physical speed of its US production capability. The production space at the Aurora
sensor now helps to maximize possibility to virtualize other facility was almost doubled from 25,000ft 2 to 47,000ft 2 . In the
turbocharger performance powertrain sensors. Virtual new hall, Thermamax will concentrate on high-temperature
by enabling a safe reduction turbocharger speed sensors, insulations in the off-highway and marine markets.
of the over-speed margin on which are based on physics- Satisfying customers in the USA with locally made products
the compressor map. Most based models, provide a constant to consistently serve the potential of the American market is,
importantly, engine power and estimate of speed data from and remains, our highest priority. A local presence for customers,
performance will benefit due algorithms in the ECU that receive together with high product quality, is the key to success in this
to improved control over and sensor inputs for compressor mass market, comments Balthasar.
diagnostics of the airflow, which flow and pressure. However, the Balthasar joined from Man Diesel & Turbo SE. In his new
can now be regulated faster turbocharger speed signal from position, he will concentrate on expansion of production facilities
and more accurately, enabling a state-of-the-art physical speed in Aurora. Balthasar will be actively supported in this by the parent
optimal performance during sensor can also be used for the company in Mannheim, Germany.
changes in driving conditions and virtual estimation of other key air With this structural and personnel development, Thermamax
at high altitude. Increased engine path parameters, such as mass is able to fulfill customer requirements optimally, enabling faster
efficiency will also equate to fuel air flow, thereby strengthening throughputs, reduced transport costs, plus the advantage of
savings and reduced emissions. information-based smart control products Made in USA.
strategies in years to come. FREE READER INQUIRY SERVICE
Active eddy current-based
To learn more about Thermamax, visit:
physical sensors now enable
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sensor self-diagnosis, as well as FREE READER INQUIRY SERVICE INQUIRY NO. 523
diagnosis of problems within the To learn more about Jaquet
air path, turbocharger and engine. Technology Group, visit:
Fast delivery of an accurate www.ukimediaevents.com/info/etm
Efficient combustion
turbocharger also enables the INQUIRY NO. 522
Inspired by the current market
trends for downsizing and
emission reduction, Kendrion
Water pump technology Passenger Cars has developed
and successfully introduced a
Kinex Bearings water pump bearing division new generic generation of the
provides global solutions for auto manufacturers piston cooling valve, suitable for
and Tier 1 suppliers. The company offers achieving Euro 6 standard. The
solutions that are extremely high piston cooling system improves
quality, designed and developed an ICEs efficiency, as well as 7.2W, and a flow rate of 18 l/min at
through years of experience, using saving CO 2 . In order to reduce 4.5bar. The new valve generation
the latest technology. For almost 40 years the NOX emissions as well, the also enables easy adaptation to
company has specialized in the production of water pump piston cooling system must be customer-specific installation
bearings for combustion engines, working in close cooperation temporarily interrupted, especially spaces with different geometries.
with multiple universities. during the cold start of the engine. Based on electromagnetism
Bearings must be produced to the highest quality in the shortest The Kendrion piston cooling valve and on an innovative plate
possible development times. In its development processes, the is integrated into the engine oil closing technology, the valve
company uses virtual simulation techniques in order to speed circuit and regulates the oil flow is controlled and operated with
up development time and accuracy, and tests and analyzes to the cooling nozzles, which are hardly any pressure loss. Unlike
production prototypes for functionality and other parameters located below the pistons. This the conventional technology
on its in-house test rigs. enables much faster warm-up of with spool valves, the patented
Kinex Bearings supplies its water pump bearings throughout an engine. Kendrion valve achieves lowest
Europe, Asia, and even in North and South America. Systems can Installation of the valve results leakage and is also insensitive to
be found installed in many vehicle models from manufacturers in exhaust emissions and oil contamination in the oil circuit.
including Volvo, Chrysler, Renault, Fiat or Porsche and more. demand being significantly
FREE READER INQUIRY SERVICE reduced, while the lifetime of
the oil pump is extended. The FREE READER INQUIRY SERVICE
To learn more about Kinex Bearings,
second-generation unit has seen a To learn more about Kendrion, visit:
visit:
www.ukimediaevents.com/info/etm
www.ukimediaevents.com/info/etm reduction in the valve size to 110g,
INQUIRY NO. 525
INQUIRY NO. 524 which allows a nominal power of

156 // September 2017 // Engine Technology International.com

 PRODUCTS & SERVICES

Minimize turbocharger lag

Fully variable valve control system
Rausch & Pausch (RAPA)
Experts at Schaeffler are working to develop continually works to develop new
solutions that will improve the efficiency and technologies. The companys
performance of the IC engine. Variability in ultimate goal is to form long-term
the valve train is an important aspect here. relationships with customers
Schaefflers product portfolio includes UniAir, worldwide through innovation
a fully variable, electro-hydraulic valve-control and an increased presence in the
system. The latest generation of this technology, automotive market. The Power
which was introduced in 2009, has now Pulse Valve project has been
also demonstrated its potential in vehicles extremely successful in pursuing
in the luxury vehicle market by enabling the companys aim.
them to operate more economically and In collaboration with Volvo Cars,
with lower emissions. RAPA has developed a technology
In a specific case a newly developed four- capable of eliminating the turbo
cylinder gasoline engine series the UniAir lag typically experienced with
system has been combined for the first time diesel engines. The power pulse
with two hydraulic camshaft phasing units technology is applied in Volvos
in accordance with customer requirements. premium models the S90, V90
The additional degree of freedom offered by and the XC90. These models are
the system, with its optimized mass design, all fitted with Volvos 2.0 liter
means that the engine can operate in an even 235hp four-cylinder diesel engine.
broader spectrum of the data map with optimum reduction in fuel consumption and emissions. The best ideas are usually
efficiency. This means, for example, that the In addition, customized operating strategies for simple ones. The power pulse
engine can be switched off in start-stop operation modern combustion processes, such as the Miller concept is basically a compact,
and be started again within milliseconds, keeping and Atkinson cycles, can also be realized in electrically driven compressor
vibrations in both instances to a minimum. accordance with customer requirements. installed as an auxiliary unit on the
Another advantage of this technology is the From the finger follower and camshaft phasing engine. It draws fresh air from a
fast and precise control of the valves to match the unit through to its fully variable UniAir valve small section after the air filter box,
relevant cycle. This enables an instant increase control system, Schaeffler offers a range of which it compresses and stores
in torque without affecting the efficiency of the modular systems for variability in the valvetrain. in a 2.0-liter pressure tank. When
engine due to significant retardation of the ignition the driver accelerates quickly from
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timing. Thanks to this technology, the engine can standstill, or after driving slowly,
To learn more about Schaeffler, visit:
always be operated according to the conditions the RAPA-designed solenoid
www.ukimediaevents.com/info/etm
and requirements, which results in a huge INQUIRY NO. 526 valve opens and instantly sends
pressurized air into the exhaust
stream turbo impeller. This drives
the turbo impeller, enabling it to
Electronic coolant valves and pumps reach its speed faster because it
does not have to wait for a build-
Hanon Systems believes it is that are developed by Hanon complex flow control solutions
up of exhaust pressure. This fully
uniquely positioned to address Systems can contribute to a and potentially reduce the need
eliminates the problem of turbo
the legislative and stringent reduction in fuel consumption, for multiple valves, which reduces
lag, with no hesitation in response.
standards that challenge global friction loss and emissions. cost and control complexity.
RAPA believes that the Power
auto makers to reduce emissions The companys electronic Hanon Systems electronic
Pulse Valve project has opened
and improve fuel economy. The coolant valves are multiport coolant valves and pumps are
up a new and extremely exciting
companys full suite of solutions devices that route coolant in- designed specifically for boosted
avenue and underscores the
includes a thermal and emissions between the multiple loops of combustion engines, stop/start
companys excellent service
portfolio, which is specifically the cooling circuit needed to technology, electric and hybrid
and development capabilities.
designed to help auto makers meet the increasingly challenging electric (EV/HEV), and fuel cell
meet these legislative challenges cooling needs. Whereas traditional vehicles. When combined with FREE READER INQUIRY SERVICE
with conventional powertrains, solenoid valves consume the companys experienced To learn more about Rausch & Pausch,
while also supporting the need for energy constantly and therefore system integration capability visit:
alternative powertrain solutions. negatively impact vehicle energy and extensive range of heat www.ukimediaevents.com/info/etm
Electronic coolant pumps supply consumption, Hanon Systems exchangers, Hanon Systems can INQUIRY NO. 528
coolant on-demand for critical valves use DC motor drives to ensure vehicle manufacturers
thermal management systems ensure energy is only consumed receive a fully optimized thermal
where a mechanical pump may when operating the valve and management solution.
not be available or suitable. incorporate an innovative cylinder
These pumps enable cooling of concept that delivers discrete
batteries, DC/DC converters and flow control of coolant while FREE READER INQUIRY SERVICE
power electronics, in addition to minimizing pressure drop. These To learn more about Hanon Systems,
valves can be designed with up to visit:
traditional engine cooling and
www.ukimediaevents.com/info/etm
climate needs. By providing on- five unique port configurations that INQUIRY NO. 527
demand coolant, the pumps can be stacked to address more

Engine Technology International.com // September 2017 // 157

 PRODUCTS & SERVICES

Non-destructive materials characterization

Barkhausen Noise Analysis (BNA) also referred to as Magnetic e
Barkhausen Noise (MBN) is a non-destructive test technique
involving the inductive measurement of a noise-like signal, induced
in a ferromagnetic material by an applied magnetic field. Continuous
development of the technology and application thereof has resulted
in BNA becoming a recognized and trusted non-destructive
technique for materials characterization and defect detection testing.
The more common applications of the technique include the
detection of grinding damage (burn) in bare and plated components
as well as process verification and defect detection in heat-treated
parts. More recently, the method has been shown to provide
accurate, non-destructive case depth analysis. BNA has proved
to be an advantageous alternative for inspections that traditionally
required time-consuming and cost-prohibitive semi- and completely
destructive techniques.
Nital etch is a traditional method that relies on a subjective
examination of a component surface, often requiring the operator
to evaluate parts using literal shades of gray.
BNA provides a more sensitive, objective and repeatable
real-time grinding burn inspection without requiring chemicals
or consumables. It is completely non-destructive and results in
substantial cost savings by reducing scrap, and eliminating the
need for chemical disposal and personal protective equipment.
Often compared to BNA, eddy current is a traditional NDT method
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that is optimized for detection of physical flaws such as cracks. It
To learn more about Stresstech, visit:
lacks the sensitivity to stress and microstructure, the very properties
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most influenced by grind and heat treatment, to which BNA is INQUIRY NO. 529
specifically tailored.

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INDEX TO ADVERTISERS
Adcole Corporation.......................................... 46 Federal Mogul Holding Deutschland GmbH........ Ricardo UK....................................................... 75
Arbomex........................................................... 45 Outside Back Cover Rotor Clip Company, Inc.................................. 66
Arkema............................................................. 57 GKN Sinter Metals Engineering GmbH........... 87 RWTH Aachen University................................ 87,
AVL List GmbH....................... Inside Front Cover Hanon Systems USA, LLC................................ 81 159
Busch Clean Air S.A......................................... 23 Hitchiner Manufacturing Co Inc...................... 69 Schaeffler Technologies GmbH & Co KG... Inside
Computational Dynamics Ltd.......................... 21 IAG- Industrie................................................... 45 Back Cover
Contitech AG...................................................... 3 IHI Hauzer Techno Coating BV........................105 SFC Koenig......................................................111
Cosworth Group Holdings Limited.................. 93 JAQUET Technology Group AG........................124 Siemens Industry Software NV.......................... 7
CTI (Car Training Institute).............................159 SimuQuest, Inc................................................. 63
Kendrion (Villingen) GmbH.............................. 19
Dow Corning Corporation................................ 15
KINEX BEARINGS AS....................................... 99 Sonceboz SA..................................................... 69
Engine Expo Europe 2018...............................144
Kirpart AS.......................................................124 Stresstech Oy..................................................122
Electric & Hybrid Vehicle Technology Expo
Lubrizol............................................................ 22 The Battery Show Europe 2018......................147
North America 2017....................................149
EMAG GmbH & Co. KG....................................... 4 Micro-Epsilon Messtechnik GmbH.................. 66 Thermamax...................................................... 99
Engine Expo 2017 in Novi, Michigan..... 25, 27, 28 Nemak Global.................................................. 39 Valcon Consulting............................................ 93
Engine Technology International Online Reader PCB Piezotronics Inc......................................122 VBN Components AB......................................114
Inquiry Service............................ 108, 111, 158 RAPA Rausch & Pausch GmbH....................... 63 Vibracoustic GmbH.........................................105

158 // September 2017 // Engine Technology International.com

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 LAST WORD
BY DEAN SLAVNICH

At one point or another, at some In the hours and days that followed,
stage in your life, youll fall for Volvo became top billing in national
something rather silly. And the point at newspapers and high up the agenda
which you fall for said dupe, hopefully on some really respected news outlets,
youll take a step back, front up, and across all media platforms. And on
admit you were played. Once, of course, my timeline too.
you realize that the joke was on you. Of course, we all know the Volvo
So, here I am fronting up hands aloft announcement really wasnt that big
admitting I was played. The stars aligned a deal. Most, if not every car maker,
perfectly and it resulted in me biting some and certainly the ones that have
PR bait quite publicly. similar ambitions as Volvo, will need
Remember Volvos recent announcement to embrace the e-motor tightly and
that proclaimed it would put an e-motor in with much love if its to meet some
every model it launched from 2019, marking tough upcoming legislation. That
the historic end of cars that only have an IC means spewing out hybrids, mild hybrids, plug-in
engine? Or so said the press release. Yeah, well, that. hybrids and full BEVs as fast as possible. But that doesnt
There I was, catching a delayed flight, thinking ahead mean its the historic end of cars that only have an IC engine,
to an upcoming editorial meeting to ensure this is our finest as Volvos release stated.
issue of ETi yet it is, after all, happy 20th birthday to this ETi turns 20 years old with this issue and let me stick my neck
fine magazine when having boarded said delayed flight, on the line: Come 2037, when this magazine takes up the life
up came Volvos release begins at 40 mantra, IC
within an email alert. engines will still be about
And I Tweeted the
first thing that came to
ETi turns 20 years old with this in an automotive capacity
in one form or another.
mind, just as my fellow issue and let me stick my neck And as for France and the
passengers and I were UKs declaration to ban all
being asked to switch on the line: come 2037, when this IC engined cars by 2040?
off all electric items for
take-off. My exact 140 or
magazine takes up the life begins Utter nonsense. Pure
hot-air politics, as another
so characters for social at 40 mantra, IC engines will still be of my Tweets concluded.
media? Here, have a But back to Volvo. Later
laugh at this: Huge about in an automotive capacity that day, I received an
announcement from email from a good contact
Volvo and 2019 is only within the industry a
round the corner. Big opportunity got to admire that drive. very senior head of comms at a rival car maker to Volvo. Mr PR
Phone went offline as we hit the skies and I spent the chief rightly pointed out the error of my Tweet and the more I
almost-three-hour flight jotting down editorial ideas in re-read it, the more I actually appreciated the pointer. Here was
between dozing. I didnt think much more about said Tweet. someone putting across their view on a private forum as opposed
Until I landed. to jostling and yelling within 140 characters on a Twitter thread.
First came the Twitter alerts, mainly people that liked my It took me a while to reply to that email and I basically rolled
thinking on Volvo. Then, as I scrolled through my timeline, with three points: one, thanks much for thinking of me and
I noticed Volvo was actually getting rather a lot of flak about privately emailing; two, a wider context explanation (which Ive
the announcement. given above delayed flight, no network in the skies, didnt
Having cleared passport control and now in my taxi, I think, etc); and three, surely from a comms strategy perspective,
re-read the press release in full and realized two things: first, its a case of kudos to Volvo for absolutely smashing home this
just how un-newsworthy this news announcement actually message and getting the brand headline media attention.
was; and second, given the coverage already attained I signed off said email with Long live the IC engine. And I
(mainly by larger consumer sites, newspapers and media really mean that. I know true sustainable transportation must
groups, but including myself with that Tweet), just how happen, and Im not even sure that means full electrics are the
brilliantly Volvo comms did with this piece of marketing. answer, but lets not all be hasty in writing off the IC engine.

160 // September 2017 // Engine Technology International.com

 WE ARE
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 A Spark of Inspiration.
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As producers of breakthrough advancements in component design,

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