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
aboobaker.tayub@ukimediaevents.com
into its ambitious plans Publication Manager:
for the auto industry Jerry Dawson
jerry.dawson@ukimediaevents.com

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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ETi finds out what can 130. Dow Corning +44 1306 743744
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motorsport industry 134. EMAG Holding Subscriptions
about energy recovery 136. Siemens Plc 80/US$104 for four
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MANY HAPPY RETURNS...
I
ts a great honor to find myself at the helm of Engine
Technology International on its 20th anniversary. Its a title that
has garnered great respect within the industry, as characterized
by the popularity and importance of the International Engine of
the Year Awards ceremonies.
But despite our celebrating its best achievements for two
decades, it would be remiss not to acknowledge that these are
hugely uncertain times for the internal combustion engine. EVs
are increasing in popularity spurred by legislation to the point
where two OEMs have stated, with some level of vagueness,
that their ranges will all be built around some form of electrical
assistance by 2019.
I would argue, rightly or wrongly, that the ICE has never faced
a greater challenge than it does now. It has been spoken about
previously, usually by overzealous environmentalists and political
non-entities putting out sound bites in the run up to elections, but
never before has any government put an official date on effectively
banning ICE passenger vehicles as we know them today. Now,
however, we have several examples of just that. Norway and the
Netherlands have earmarked 2025; the UK and France 2040.
And there are more sharks circling by the day.
The automotive industry achieves exceptional things on a
daily basis, which largely go unrecognized; it is negativity that
inevitably grabs the occasional headline. And lingers. For all
the continued advances in efficiencies, and reductions in losses,
that result in an extra 2 or 3mpg here, and a few less g/km of
CO2 there, it is the underhand tactics of some OEMs that have
dominated the headlines and have potentially killed off the ICE.
Particularly diesel.
In this anniversary issue, weve blended retrospective pieces
with forward-thinking articles, looking at the very best elements
of this industry. In researching through back issues, I was fortunate
enough to read through all of former columnist LJK Setrights
work. In an extract on page 32 of this issue he makes the point
that there is a lemming-esque mentality that blights this industry,
which inevitably happens as a result of political misguidedness
and one OEM presenting its solution to the new standard.
Its now some 20 years later, and it scares me how eerily
accurate some of his predictions have been. Multiple OEMs
are now signing up to Formula E as the motorsport of the future,
and electricity is broadly being pushed as the correct alternative
to diesel and gasoline in legislation, despite there being some
worrying statistics continually omitted from the anti-IC engine
lobby. But hey, why let the facts get in the way of a good story?
Facts such as The 15 largest ships produce more pollution than
all the cars in the world. Fifteen. Its a depressingly small number,
which, given the sums of money involved in scrapping and
disposing of, in an environmentally conscious manner, all existing
IC engined cars; the R&D that will be involved in developing their
replacements; the cost of building an all-new infrastructure to
support them; and the governmental subsidies that will help
encourage the new movement, makes me wonder if it wouldnt
be better to spend far less money developing cleaner propulsion
methods for those 15 ships? And if one more person attempts
to rebut this argument with the fact that ships help deliver
commerce and keep the business world turning, I may scream.
EDITORS NOTE
What exactly do they think we do as car and HGV owners? Just
amble aimlessly, wasting fuel, circling for the fun of it?
EVs also require charging. The vast, vast majority of electricity
produced in the western world originates from natural gas and
coal-fired power stations. As long as power grids remain dirty,
we are ignoring the bigger polluter. Yet the same environmentalists
that bemoan the ICE also turn their noses up at the idea of nuclear
power (typified in the protests against the UKs Hinkley Point
C installation) for fears of a repeat of Three Mile Island at best,
Chernobyl at worst. Wind power? And ruin the view from their
living room window? Dont be absurd! Were simply doing what
we do best in the West, moving the problem out of our direct line
of sight and hoping it will merely dissipate overnight.
This is before we begin to factor in the surprisingly untold impact
of mining the rare earths that are found in the electric motors that
drive EVs. Theres a clue to the difficulties involved in procuring
rare earths in their name; they arent the easiest to come by,
or turn into usable material. It has been documented that in the
Jiangxi rare earth mine in China, workers pour ammonium sulfate
into the sandy clay earth before washing the extracted material
in various acid baths and then baking it in a kiln. Its a damaging
enough process in itself, but the fact that just 0.2% of the mined
earth is usable, and the other 99.8% of contaminated material
is simply dumped back into the ground, adds insult to injury. As
does the lack of media coverage.
On top of all of this, the recent barrage of hatred toward diesel,
and the proposed necessary taxation on the fuel source as a
result, have both now been proved to be largely ill-founded. The
most recent scientific reports show that the latest generation
diesels, with DPFs, EGRs, DEFs and a number of other acronymed
technologies are cleaner than their gasoline equivalents in regard
to pollutants the whole point behind the early 2000s Paris
Agreement, which saw us flock to diesel. But once again, this
amazing achievement is being overlooked, and we are now seeing
hundreds of thousands, if not millions, of new and as yet unbuilt
diesel engine cars destined for the scrap heap over the next two
decades. Because of misguided legislation.
If we take a step back, clear our heads of the nonsense and look
at the bigger picture, how can anyone not see it for the absolutely
ridiculous mess it is? As the lemmings are already shuffling toward
the cliff edge of widespread outright EV implementation, I feel it
may already be too late, but I live in hope that the noise can be
reduced enough to enable us to see the truly important message
underneath. The automotive industry needs to stop being the
scapegoat for this planets problems.
Im not dismissing political pressure; efficiency is what
essentially drives this industry and we should never stop striving
to achieve the incredible. And there are certain scenarios, such as
driving in city centers, where electrical and even autonomous
mobility makes far more sense. But there are many, many sources
of pollution in this world, and one of the most efficient and refined
mobility solutions should not be held up as the shining example of
doing it wrong. Long may it live the internal combustion engined
passenger vehicle.
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
20 years ago, its actually me thats had the longest stint
on ETi as editor (take that, MD!). And I can honestly say
its been one of the most fascinating, interesting, challenging and
rewarding parts of my career so far.
What a brilliant industry to report on but more so, what an
amazingly brilliant sector within that industry to be involved in.
Design, these days, might be king, but the engine or now the
powertrain will always be the heart of a vehicle. Just ask BMW.
The last two decades have played host to the most wonderful,
intriguing, mind-boggling period in engine engineering, and you
fine people continue to push boundaries, meet tough legislative
requirements, and give us car consumers products that meet
our needs, whether thats an economical, frugal three-cylinder
or a heart-thumping pulse-firing V pusher.
And the innovation! The innovation is truly remarkable. And
Im not even thinking about the creations that lie outside the IC
engine realm. The humble IC motor has come on more in the last
10 years than its managed in the previous 80. And thats purely
down to the exceptional minds working within this part of the
automotive world.
I wont look back too much we all know what technological
masterpieces Im talking about here, but even in the last 12 months
weve had real breakthrough developments. First Infiniti, currently
fine-tuning its variable compression ratio concept that should be
ready for production within two years. And most recently Mazda,
which has developed a supercharged gasoline engine family that
uses homogeneous charge compression ignition to give it diesel-
like economy. It seems both companies have cracked two Holy
Grails of powertrain engineering.
GOOD TIMES...
I
was just 23 years old when I was the launch editor
of ETi. Id been a journalist for three years by the time I
persuaded our now-CEO Tony Robinson to let me manage
the then-new automotive title. I vividly remember having the
pages of that first issue covering every inch of my bedroom floor
in my rented apartment and combing through each word at 11pm
hoping that Id found all the typos before the title went to press
the following day. I remember feeling rather helpless operating
without the safety net of an editor. I was the safety net and I
didnt have a clue!
Well, 20 years on and the magazine is doing better than ever
and these days I get to call myself managing director of the very
same company that still publishes it, so I guess I did something
right in my bedroom that night!
Standout moments during my eight years as editor of ETi ?
One was when I got the then-president of a Japanese car
company to admit that he hated diesel engines at the launch of
his companys very first diesel. A fun memory was when the late
Michael Scarlett a journalist hero of mine as a child and I drove
far too fast in pouring rain on a car launch in France (he didnt
lift, so neither did I!). Two career highs while editing ETi were a)
breaking the story that Jaguar was launching a front-wheel-drive
X-Type and the fact that another journalist from a different title
refused to believe me, so he ran a counter story in his magazine (I
guess he got that one wrong!); and b) breaking the story that BMW
was going to power its 2004 M5 with a V10 engine.
06 // September 2017 // Engine Technology International.com
I understand that Dieselgate was a shot in the foot for the
powertrain community. Hell, it was probably even more, but as Ive
said before, the punishment dished out really didnt fit the crime
when you think about other corporate scandals in the last 20
years. Libor, anyone? The biggest victim of Dieselgate is the diesel
engine itself because, as BMW has proved, its a truly remarkable
piece of technology, a wonderful wagon-shifter, SUV-mover, that
satisfied so many people across Europe. One of my favorite engines
of all time, actually, is Bavarias tri-charged six-cylinder d.
But as Infiniti and Mazda have shown, there is plenty of life left
in the unassuming IC motor. And it really is unassuming. So often
the thing that gets hit the hardest by legislators, mass-market
media, politicians and eco-lobbyists, the ICE is what has kept
us moving for over 100 years. And its the reciprocating engine,
generation after generation, thats made the most advances in
realizing efficiency and emissions reduction. I mean, shall we even
discuss empty low-cost carrier flights to say Madrid or Cancun?
Or how about huge ocean tankers that are still powered by engine
technology thats older than this very magazine!
But I digress. Politicians might say their respective countries and
cities will ban the IC engine by 2040 (and in some cases even earlier),
but Ill stick my neck on the line here: as this publication gears up
to the life begins at 40 mantra, the ICE will still be around, itll still
be strong and itll still be the main mover of passenger cars.
So keep up the good work, you wonderful bunch of engineers,
and thank you for making our jobs so fascinating. And, John OBrien,
Johnson might have launched it, and I might have had the longest
stint on it, but theres no doubt youve got the most intriguing timeline
ahead as editor of this fine publication. Happy birthday ETi!
Dean Slavnich, editor in chief and former editor
A particular highlight of editing ETi was being the
launch chairman of the International Engine of the Year
Awards. I had six weeks to put together the first shortlist,
the jury and then promote the results. Today, the Awards are
among the most influential accolades in the industry and Im
immensely proud of what current chair Dean Slavnich continues to
achieve with the Awards. Were still helping shape not only what
technologies auto makers invest in, but also what consumers buy.
Indeed, another highlight during my tenure was going to a random
Mazda dealer in Detroit in 2003 to pick up one of the International
Engine of the Year Awards magazine reprints that were being
handed out to each and every potential RX-8 customer (its rotary
engine won the overall title that year).
And finally, I enjoyed and continue to enjoy watching the
internal combustion engine thrive. Im not a fossil-fuel dinosaur
(in fact I own three electric cars), but a great oil-burner provides
an aural thrill that few other things in life can deliver. And while I
enjoy the instant power delivery of an electric car, the engineering
genius that keeps IC engines as the most relevant source of
automotive power continues to fascinate me. Its inventions such
as mechanical variable valve timing, electric turbochargers, and
ever-downsized engines with sometimes hardly believable high
power outputs, that make the IC engine something that deserves
its own publication. Heres to the next 20 years!
Graham Johnson, managing director and former editor
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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
always been about drama, shapes
and exclusivity, all painstakingly
draped over a bedrock of astonishing
performance and, almost above all else, evocative
noise. Thats partly why people decried the
complexity, the cost, the technology and mostly
the noise when Formula 1 moved to its current
hybrid formula.
Unlike every previous era of Formula 1, more
of the technology transfer went from production
cars to the racing cars than the other way around
and, even so, the costs of development were
astronomical, especially when Mercedes-AMG
effectively reinvented the turbocharger.
So even when Red Bull Racing sponsor Aston
Martin decided to build a hypercar with the race
teams technical help, they also asked Cosworth
to custom-build a V12. Ferrari hasnt bothered
with one at all, and whod buy a current Honda
hypercar based around its F1 car?
So it fell to Mercedes-AMG to carry the whole
show, which it promises to do with its Project
One, derived directly from the W08 EQ Power+
F1 that is the chariot of choice for Lewis Hamilton
and Valtteri Bottas.
AMG boss Tobias Moers insists the
1,000hp hypercar will use a detuned F1
powertrain, complete with the eight-speed,
computer-controlled manual gearbox, the split
turbocharger, the two electric hybrid systems
and the jewel-like 1.6-liter V6 engine.
Unlike the F1 car, though, the Project One
will use a pair of electric motors sitting on the
front-axle line to make it an all-wheel-drive car.
Its also capable of running as a zero-emissions
electric car for 25km, because its ABC-supplied
lithium-ion battery runs the same chemistry as
the F1 battery, but with four times the capacity.
Also unlike the F1 racer, the componentry
inside the Project One will be lifed to 50,000km
(31,070 miles), which Moers insists is enough,

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

 TECH INSIDER AMG PROJECT ONE
after which its powertrain will either be refreshed
or replaced.
Race car with license plates
Revealing the technical layout of the car at the
Nrburgring 24h race in June this year, Moers
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.
We have a strategy and we are moving into
a new era of [hybrid-boosted] performance at
AMG, so perhaps its good to have something that
opens the door to that new era in a very authentic
way and this is it. Plug-in hybrid is going to be
the future for AMG. We get more performance and
more efficiency and whats wrong with that?
Project One wont be the first road car to use
F1 technology beneath the skin, though. Ferrari
did it as recently as 1995, with the V12-powered
F50 supercar.
We are talking about a high-performance
hybrid, with one combustion engine and
four electric motors. The combustion engine
comes from Brixworth, the same people who
delivered three consecutive Formula 1 World
Championships for drivers and manufacturers.
3 to run it. My answer is always no. It will be a
3. The high-performance
powertrain is a direct
descendent of the
multiple-title winning
W0X family of F1 engines
10 // September 2017 // Engine Technology International.com
1. Beyond select teaser 2
images, Mercedes-AMG
has yet to reveal much of
the Project Ones exterior
2. A 1.6-liter V6 will be a
stressed member within
the Project Ones chassis
The redline is at 11,000 and it has a high-tech
turbo driven by an 80kW electric motor. We have
reached thermal efficiency of 43%. Nobody else
has managed anything like that, street legal.
By comparison, AMGs 4.0-liter biturbo V8
has a thermal efficiency of around 25%.
The two-seat, US$2.54m coupe follows
standard Formula 1 practice by basing the entire
car on a central core of a carbon-fiber chassis tub,
and stressed engine, gearbox and differential.
Even though the first deliveries of the car are
due late next year, Moers is pushing to finish its
production run before 2021 kicks off and AMG
already has one mule prototype running to
help with initial verification of the powertrain
and chassis concept.
But the key part of the technology is the Project
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
street car. You keep it plugged in at home. You
fill it with 98 RON fuel.
The trickier parts of the powertrain will be
the way it combines its electrified and internal-
combustion power.
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
 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
creation from Ferrari, the menacingly named
812 Superfast, uses more or less the same V12
powerplant as the F12 Berlinetta and tdf. Except
it doesnt. Not only has there been a jump in
displacement from 6.2 to 6.5 liters, but the latest
Prancing Horse atmo heart features 75% new
parts and subsystems.
Landing on Ferraris 70th anniversary it all
started back in 1947 with the 12-cylinder 125 S
the 812 Superfast is Maranellos most powerful
and fastest road-going car yet, if you dont include
the mid-rear-engined limited-series specials, of
course. This means output has been boosted by
60ps compared with the F12 Berlinetta, allowing
the 812 to drop some 800ps at 8,900rpm, 200
revs more than what the 6.2 engine tops out at.
An evolved transaxle architecture that matches
the front-mounted engine to a rear-mounted Getrag
transmission, which has had its internals heavily
modified by Ferrari, allows the 812 to make full
use of the huge power available and guarantee
an optimal weight distribution.
The evolution of the V12 for the 812 meant key
powertrain changes were made across the board.
With displacement shooting up from 6,262cc
from the Berlinetta to 6,496cc, Ferrari engineers
focused efforts on optimizing the intake system
and combustion efficiency to hit those giddy
performance and all-important efficiency targets.
As a result, for the first time on a spark-ignition
engine, a 350-bar direct injection system is used,
developed by Bosch, bettering the Berlinettas
offering by some 150 bar.
Its a brilliant piece of technology. We pushed
Bosch a lot to meet our goals, says Andrea
Napolitano, powertrain development director,
talking enthusiastically about the breakthrough
technology. The fact that the system has such
high capability meant that smaller injectors could
be used. There are also new high-pressure pumps
and pressure sensors.
On the efficiency front, this all means far better
nebulization of the injected fuel, thus dramatically
reducing the amount of particulates emitted
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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15163_Final2_Molykote_ETI_Ad.indd 1 7/24/17 3:20 PM

 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


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,
large displacement car from FCA.
The TrackHawk is the range topping
variant of Jeeps Grand Cherokee
range, and utilizes a mildly modified
version of the Dodge Hellcats 6.2-liter
supercharged V8. Unlike the Demon,
the Trackhawks variant of the 392
Hemi is largely unchanged from
its Hellcat applications. Uprated
and bespoke cooling and air intake
systems join strengthened half- and
driveshafts, while the TorqueFlite
eight-speed transmission has also
been strengthened to deal with the
707bhp and 874Nm power outputs.
Engine Technology International.com // September 2017 // 17
TECH INSIDER DODGE DEMON
Devil in the detail
All revised parts have been redesigned to
operate under the extremes of repeated quarter-
mile runs. The larger supercharger features
twin-screw rotors that are 1.1in longer than the
Hellcats and operate at 14.5psi boost pressure,
while the fuel injection system features two
dual-stage fuel pumps, larger injectors and
higher-grade fuel lines. The revisions to the
valvetrain include new spring designs and a
33% increase in oiling for the valve springs and
rocker tips. The valve stems now also feature a
single-groove collet for improved stability under
increased pressures.
The bulked power is transferred through a
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.
 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
The DB11 is a hugely important car for Aston Martin and the AE31
engine that sits beneath the DB11s long, sculpted hood is even more
important. The 5.2-liter 60 V12 is the heart of Aston Martins second-
century strategic plan for expansion, according to CEO Andy Palmer.
And quite impressive it is too. The downsized 5.2-liter engine retains
the previous AE28 6.0-liters 21.5mm bore offset, 89mm bore and
vee-angle bank to aid production, but everything else is all-new. The
reduction in capacity has been brought about by
a much shorter 69.7mm stroke, down from
79.5mm, but perhaps the biggest change
between generations is the addition of two
twin-scroll turbochargers. Supplied by
Mitsubishi Heavy Industries, the two
units spool from exceptionally low
revs to help the V12 deliver its peak
700Nm of torque at just 1,500rpm. The
AE31 is capable of sustaining this through
to 5,000rpm, with peak power of 600bhp
arriving just 1,000rpm later. At the engines
unveiling, chief engineer Dr Brian Fitzsimons
explained that though the turbochargers may add a small amount
of lag, at least there is 5.2 liters of naturally aspirated performance to
fall back on. Quite. On the road, this translates to the torque having
a constant presence, which largely dictates the driving experience.
The well-matched ZF 8HP means the car can amble along at around
the UK speed limit in fifth gear at just 1,000rpm, or a little over idle.
Any sizeable prod of the accelerator means that the car is instantly at
peak torque and makes overtaking truly effortless. As is often the case
between naturally aspirated and turbocharged engines though, the
AE31 has a more muted tone, which found no favors in some corners of
the ETi office. Others, however, argued that this was more in keeping
with the cosseting interior and despite the lack of a cracking, burbling
and snorting exhaust bark at initial fire it still conveyed a sporting tone
when worked through the revs. The cars neutral weight distribution of
51/49 is a mirror image of the DB9, and has been achieved by the newly
designed block, exhaust manifold casting and crankshaft which helped
shave 20kg back in return, leaving a net gain of 15kg.
Its a hugely impressive car. So much so, you can even forgive the
steering wheel being inspired by Austins 1973 Allegro
Cylinders: 12 Cubic capacity: 5,204cc
Bore/stroke (mm): 89.0 x 69.7 Compression ratio: 9.2:1
Power output: 600bhp Torque output: 700Nm
20 // September 2017 // Engine Technology International.com
Honda NSX 3.5-liter biturbo
The long-awaited replacement for Hondas NSX supercar has been
a long time coming, but it has finally arrived. Powered by the
2017 Engine of the Year Awards New Engine category-winning,
longitudinally mounted, 3.5L twin-turbo V6 engine, supplemented
by dual front electric motors and a rear electric motor, the car is a
stark departure from the original early 1990s model of the same name.
In developing 627hp and 646Nm from as little as 2,000rpm, the car
is a far cry from the modest, gentlemans agreement limited 286bhp
original. Breaking the new cars figures down further, the IC develops
the bulk of the power, generating its peak 507hp in the last 1,000rpm
before the redline and its 550Nm from 2,000rpm. The rear-mounted
electric motor adds an additional 48hp and 148Nm, while the two front
motors contribute a further 37hp and 74Nm each.
The fundamental principles of that all-new, all-aluminum engine
increased strength and lower weight are mirrored throughout the
drivetrain, with conscious decisions on materials made apparent in
the entire package.
What this all translates to is an exceptionally well-rounded car,
much like the original. At low speeds, the NSX can be
shifted into quiet mode transferring drive direct
to the front electric motors. In Sport+ mode,
and with the motors acting as torque-fill to
the 3.5-liter IC engine, acceleration has the
blisteringly fast response of a pure EV,
yet is accompanied by a deep, resonating
bellow and the faintest of turbo spool
whistles and pops as the turbos
wastegates open and close behind your head.
The switch to Sport+ only serves to amplify this
further. The motors give the impression that you
are constantly on the crest of the torque wave and allow
you to almost ignore what gear you are in, shoving you along with
equal measure be it in second or seventh gear.
The DCT that the power is transferred through flicks through its
nine ratios at an alarming rate, with the electric motors allowing overall
speed to continue building mid-shift. It is a very different approach to
the ground-breaking NSX of the 1990s, but it has delivered the same
outcome an extremely flexible, enjoyable and usable car that still has
the ability to outperform its on paper stats.
Cylinders: Four Cubic capacity: 3,493cc
Bore/stroke (mm): 91.4 x 88.9 Compression ratio: 10.0:1
Power output: 573bhp Torque output: 645Nm
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 PERSONALITY PROFILE

What career did you want when you were
growing up, and what was your first job?
I never really knew what I wanted to do, other
than be in an office, working for a big company
and wearing a suit with big shoulder pads! It
was the 1980s! As to what I would do in that
suit, I didnt really know.
Describe a typical day.
I dont have a typical day to be fair. No two
days are ever the same, which is one of the
aspects I really like about this industry. I can
be on a call with teams in Australia before
7:00am one day and working late with the
teams in the USA another. I will do a lot of data
analysis one day, or lots of meetings another,
or come in having planned my day, only for
PROFILE: LEAH BRUCE that to all change. What is constant, therefore,
is being flexible and adaptable.
Job title: Diesel manufacturing strategy
manager What are the best and worst elements
of your job?
Company: Ford Motor Company The bit I enjoy the most is the people I work
with, without a doubt. It is important to make
connections and have a far-reaching network,
which this role provides in abundance. I work
with many different people around the globe
at varying levels, which I work hard at. This
role gives me such wonderful opportunities to
learn more about the changing world and the
different cultures within it.
The worst bit of my job is planning so far
ahead, which means it takes so long to see the
results. I am currently working on programs
that will hit the market onward of 2022.
How important is it to highlight and promote
women in what is a male-dominated industry?
Women can be, and are, extremely successful
in the automotive industry however we dont
talk about it. Women dont like to talk about
their successes as men do. We generally dont
like to draw attention to ourselves. Yet, only
by highlighting the successes and changing
the image of the industry will we start to make
it an industry of choice. I am very proud to
say that I work for Ford Motor Company, a
household name, and even more proud of the
fact that my department is 100% female. We
are a small manufacturing department, but we
are 100% female and it is wonderful that this
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
publisher to write, but irresponsible journalism and the
ability to be able to write whatever one desires without a
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.
This isnt a Trump-like rant about fake news. (Theres
always been fake news; it used to be called gossip!)
Im genuinely concerned that unpoliced media will cause
another economic downturn or possibly even incite war.
One of the worst stories I read in the last downturn
came from the self-proclaimed impartial BBC. (It impartially
offers opinion every day. Cant it see the contradiction?)
Government-funded and thus free
from the commercial realities the rest
of the world lives with, the BBC saw fit
to run a story on Mini redundancies in
I see thoughtless,
2009. Hundreds of words graphically
detailing the job losses, plus
careless journalism
highlighting other car makers who everywhere.
also laid off employees due to the
economic doom I believe it had helped Everywhere but
generate. Publishing facts, theyd
argue, but there, hidden toward the countries like China
end of the story were two significant
sentences. They talked about how Mini
sales had grown globally. In fact, Mini had never sold so
many cars as at that time, reported the BBC. And yet jobs
were being cut. Methinks the story should have been, Why
is Mini cutting jobs despite unprecedented growth?
Fast-forward to 2017 a year in
which Ive personally never seen
the western world have it so
good and still the BBC
writes of impending doom
on a near daily basis. Its
almost like its willing
its readers to stop
spending completely!
24 // September 2017 // Engine Technology International.com
The spin on
Minis 2009
exam ple of redundanci
western me
dia scarem
es is a prim
e
ongering
To be fair, the BBC isnt alone. I see careless, thoughtless
journalism everywhere. Everywhere but countries like
China. Now not for a second am I suggesting that I want
to live in a country governed like China (I respect my and
others freedom to be individuals too much), but having
some control over the press means that when the UK
media was writing about what it dubbed Black Friday in
2015 the day the Chinese markets wobbled in China the
media was writing about something
as trivial as a black cat stuck up a
tree. I know because I was there that
day. The story of Black Friday and
economic turmoil was nowhere to
be seen in China. As we know, the
markets quickly recovered and that
has to be in no small part because
the Chinese media didnt spread panic
in the general public.
Now perhaps the Chinese press is
ultimately too closely policed? I dont
know and I dont claim to know, but
there simply must be some kind of rules put in place in
the Western press to ensure that journalists do what they
are employed to do: report the facts. I know that to be
fact because Im a journalist by profession. They must not
sensationalize and exaggerate. They must not have political
bias. If markets drop by 10%, the story is that markets have
dropped by 10%, not that the drop will mean job losses,
less spending, famine, death, etc. Its our human right to
have freedom, but to abuse that freedom? Thats how you
get your privileges clipped.
Dont even start me on the unregulated social media
where anyone can publish what they want about who
they want!
 te r now ass!
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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
be milking every last audible assault they could.
Youd also think that instead of one tenor belting it out,
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.
But tenors at La Scala will be allowed to belt out high Bs
indefinitely while the car industry cant, and wont.
This all occurred to me this week, when I flopped back
into the Taylor households city-work hack, a three-cylinder
Volkswagen Polo. In the previous
couple of weeks Id spent time
in a Porsche Macan Turbo and
a McLaren 570 S Spider.
The RS5, it turns out,
For all the money they spent
developing things that went fast, the
is the first Audi Sport
best sounding engine, by some margin,
lurked within the humble confines of the
car launched after the
Polos engine bay and had quite a bit EUs new sound rules
of space to spare.
The thing warbles and burbles, and came into effect
cheers and bubbles, and revs with
enthusiasm and charms you with a set
of lungs out of all proportion to its price tag.
The McLaren has a little window at the back you can
drop down to hear more of the engine note, but its
so flatly bland that its difficult to know why
youd bother.
Sure, the turbochargers on the Ricardo-built
V8 muffle it, but thats no excuse in this day
and age, especially for anybody whos heard
a Ferrari 488 GTB wail at high revs and
drown you in timbre changes.
The Porsche, well... Theres
enough stuff going on there to
help you see, kinda, what they
were working toward, with
some 911-esque gruffness
and a couple of timbre
switches in the middle, but
like the McLaren, its just
noise. And rather coarse
noise, at that.
26 // September 2017 // Engine Technology International.com
Is the soun
d of silenc
EU-reg ulat e better th
ed noise, de an an
void of em ot
ion?
Add to that list the new Audi RS 5 Coupe. Now, the old
one was a delight to the ears, full of burbling, smoothness
and intent. The new one is, well, new. Swapping two of the
cylinders for two turbochargers hasnt done much for the
chortles. It now sounds like a herd of dairy cows chewing
in a tunnel.
The RS 5, it turns out, is the first
Audi Sport car launched after the
EUs new sound rules came into
effect, and its development boss,
Stephan Reil, insists every new
performance car will have to sound
pretty much the same.
The thing is, these companies
all make much of their sound, how
theyve worked on it to tune up the
delights and ear giggles, and they
even urge upon us the logic of
spending extra money to make the noise even better.
Let me tell you this right now: with very limited
exceptions, if you go putting a big, bright, shiny factory
exhaust on any of these turbo cars in the expectation
that theyll suddenly become a Maserati GranTurismo,
then youll be mortified. What youll hear is more of
the blandness, more of the time, and youll have paid
thousands for the privilege.
Maserati itself seems to want to leapfrog this whole wave
of aurally crippled gasoline performance engines and skip
straight to electrified ones, with talk of it joining Formula E
and being the brand that leads the entire FCA into EVs.
And thats good. I drove a GranTurismo last month and
its engine note took me on a saturating journey of revs,
rampage, joy and glee. It wrapped me up and pulled me in
so far I could understand every minute of the work of every
engineer who developed it. It almost made me cry, just as
if I were in the front row of La Scala during Turandot.
And give me that, or give me the nothing that will come
with electrification.
 te r now ass!
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October 24-26, 2017

The Suburban Collection Showplace, Novi, MI
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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October 24-26, 2017

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From the publisher of
 BEST OF SETRIGHT

JUNE 1999: SIX IS BEAUTIFUL

L
eonard John Kensell Setright, who
died in 2005, is perhaps one of the
most revered names in automotive
journalism. A great lover of
engineering prowess, his outspoken
writing style had erudite foundations,
meaning that behind the rants were often
genuine engineering questions that needed
answering or at the very least made you
question the status quo. Here we look back at
his most prominent thoughts from his tenure
at Engine Technology International.
LJK extols the virtues of the gentlemanly six-cylinder engine,
and contemplates the shortcomings of other engine configurations.
Pause, though, to think about the commonplace in-line four. It began life
with two main bearings, continued for a long time with three, and then, half
a century ago, more or less jumped to five.
Why the jump? Was it a simple lack of imagination that stopped engine
designers from recognizing that four main bearings might be right? In fact,
Opel built just such an engine, but it did it just before the outbreak of World
War II, and it was perforce forgotten.
What remains is the fact that the center main bearing of five does little that
is useful. Get rid of the confounded thing and all the engine will need instead
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
the current state of the automotive
industry, with engine sharing and
model ranges made up of hundreds
of slight variations on a theme.
Why attempt to be a jack of
all trades when, as a motor
manufacturer, you can go to
the specialists?
That, to an increasing
degree, is what todays motor
manufacturers do. Automatics by
Jupiter, electronics by Thunder,
heaters by Heck, and everything
else by Tender, and the car buyer
scarcely knows. The car maker
scarcely cares, for he has passed
on the warranty responsibilities
with the contract. His care is
to see that all these component
makers toe the line, and
as like as not have a place
on a contributory limb of it;
beyond that, his is a packaging
job. Given that, if he should make
SEPTEMBER 2000: NEVER MIND
THE TRUTH, READ THE SCREEN
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.
his own engine, it will probably
have to last through three
successive car models. He still
has a full-scale packaging job
for the second and third of them;
why not treat the engine as just
another component?
It would lead to appreciable
economies in the fairly short
term. Looking longer ahead,
it might lead to increasing
stagnation of design, such as
we see with nearly all other
components, produced as they
are by a craven and sniveling
industry that is treated with
abominable contempt by the
mighty motorcar manufacturers
to whom they are in thrall or,
in appropriate cases, produced
as they are by cynical profiteers
who force their utterly dependent
car-assembling customers to take
whatever they can be bothered to
supply. And who, in the long run,
will care?
MARCH 2000: IF IT HAPPENED OTHERWISE
Recalling the 1912 French GP,
LJK laments the events that
led to multiple generations of
increasingly smaller and more
complex engines in the pursuit
of equal efficiency.
I am minded to select a
tale of cause and effect set in
1912, when the major rivals for
the French Grand Prix were a
conventional 14-liter Fiat and
a novel 7.6-liter Peugeot.
The dimensions of the French
engine were in response to the
rules for another race one
which never happened. The
architecture of the engine [and
I will spare you the sad tale
of intellectual thievery that
made it possible] compounded
many established features
into a whole which we could
recognize as a precursor of the
modern four-valve DOHC head.
In effect, the Peugeot engine
by breathing deeper and turning
faster developed as much
power as the Fiat. So what was
gained? It used as much fuel; it
was subjected to more strenuous
ratings and loadings, and more
stressful operation, so that it
was not significantly lighter.
In the race, this very
demanding car proved almost as
fast as the big Fiat; around the
course its average speed was
5% less. Yet it was the Peugeot
that won, the Fiat [and others]
suffering a strange contagion
of fractured fuel pipes.
As the world saw things,
the conventional Fiat had lost,
and the modern Peugeot had
won. The small and supposedly
more efficient high-speed
engine must, on the evidence,
be better than the conventional
large, lightly-stressed [and
therefore lightly-built] engine.
From then on, such is the
fallacious fascination of motor
racing as the face of the future,
motorists were doomed to
suffer a succession of ever more
strenuous engines, necessarily
accompanied by transmission
systems, every one of which can
be dismissed as half-baked.

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

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

SEPTEMBER 2003: CL ASSIFIED RESULT

As Mazdas Renesis rotary-combustion engine took overall
honors at the 2003 International Engine of the Year Awards,
LJK bemoans the many attempts to classify engines based
on various attributes
The original cause [for classification] was a desire as old as
history, a desire on the part of governments to impose taxation
on anything that promised to be a good source of revenue.
Supremely ignorant in all matters of science or engineering,
the narrowly educated politicians and civil servants of the
time turned to experts for advice.
In Britain the buck was passed to Sir Dugald Clerk FRS,
a pioneer of the practical two-stroke cycle and of stratified-
charge combustion, and the authority on the ICE. He saw
that for a given level of progress, it was piston area rather
than piston displacement that determined the power an engine
might produce, and so the tax levied by George encouraged
British engines of small bore and long stroke dimensions,
hideous in their distortion of engineering desirability.
Elsewhere in the world, lesser minds resorted to simpler
assumptions; bigger must be better and more powerful,
and displacement was a simple guide to expectation. The
international motorsport authorities endorsed this attitude with
pathetic naivety, and motor racing is cramped by displacement
laws to this day.
A plague upon it, say I. If power corrupts, if power is to be
limited, if power is a proper basis for taxation [and every
one of those is a very big if] there would be more sense in
imposing tax-graduated intake orifices, as has been done in
some of the duller branches of motor racing except that
it would be unfair to gas turbines. Or, if the criterion should
really be the readiness with which people plunder Earths
resources and convert them to their own ends, simply [and
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
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.
4. KEEP THE HEAT
F1 levels of thermal efficiency are almost at
50%. Road cars are around 30%. The offset
of 20% can surely be explained by costs.
But the only way costs can be reduced is
by a conscious effort by all manufacturers
toward a joint end-cause. If thermal
efficiencies can be increased, emissions fall
and performance improves. Good enough
reasons in themselves.
5. DYING OF CONSUMPTION
While this magazine deals predominantly
with new technologies, we do tend to stay
away from the full lifecycle of an engine. Most
prevalent among downsized, highly stressed
turbocharged engines, oil consumption has
become a major issue. If consumers need
to keep a watchful eye on oil levels, tell
3
6. NOT A CARBON COPY
The biggest argument against the IC engine
is the level of pollutants emitted. There are
a number of suggestions within this list that
all contribute toward its reduction. But the
ultimate dream would be to reuse the waste
product and transform it into something
useful. Shell and ETH-Zurichs Solar Jet
program has produced kerosene from carbon
dioxide using well-known chemical processes. 5
Carbon dioxide utilization stands to be one
of the biggest revolutions of the chemical
industry over the next decade, and could
change the future of the ICE by itself.
7. ESSENTIAL OILS
Reusing motor oil has a potentially huge
environmental impact, as does the way in
which it is warmed. Much like DEFs, engines
operate better at temperature and getting

them. Expecting lay people to understand
the nuances of an engine isnt acceptable,
particularly when sales literature makes a
point of highlighting the cars ease of use.
6
oil to temperature requires an immense level
of energy. Nexcels concept goes some way
to addressing these shortfalls, but the fact
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


8
9 been applied to a number of engines now,
11 10
useless. New technologies are on the
horizon that are effective from much lower
temperatures essentially changing the
impact of diesel all over again.
9. SYNTHESIZED FUTURE
Research into alternatives to fossil fuels
must continue, unabated. But it is currently
coming at too high a price. Palm oil is the
only known alternative to reduce emissions
in comparison with diesel, yet the way it
is cultivated is devastating to wildlife and
the wider environment. Competition against
biofuel is increasing, but with it written into
legislation across Europe that it must be
blended into normal fuels at a rate of 10%
12 by 2020, research has to continue into its
application and production, by law. Biofuels
have the potential to reduce CO 2 emissions
by up to 80%, and microalgae has the
potential to answer all of the shortcomings
of biofuel: during production and combustion,
the algae biofuels do not produce sulfur or
nitrous oxides.
13
10. COMPOUND THE ISSUE
Compound charging has been dabbled with,
with relative success, by a number of OEMs
so far. The higher boost pressures that can
be achieved by series arranging the two
chargers, lends itself to smaller engines
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
11. ROLLING IN THE DEEP
Active and rolling cylinder deactivation has
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.
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
its engineering prowess. Educate the wider
public about what the industry achieves and
the wider perception of the ICE may change,
and regulators may be less hasty to point to
the car and yet more time can be dedicated to
finding a truly viable future propulsion method.
13. CRASH DIET
Plastic components have become common-
place around a cars architecture. The
materials have been used in a number of
applications, from engine mounts to traverse
leaf springs, showing that development of
plastics has evolved hugely in the past few
years. The Polimotor concept of the mid-
1980s tipped the scales at just 35kg, meaning
the potential for weight savings is monumental.
14. INFLUENCE AND GUIDE
Theres a cyclical motion in the automotive
industry that seems to cost millions and
millions of dollars due to legislators setting
targets that are then argued about for
years before a compromise is met. Social
responsibility should be put before vested
interests if the ICE is to survive at all. To
achieve this, manufacturers must work more
closely with regulators and legislators to
ensure the right vision is put in place from the
start, rather than waste time and resources
debating something that is already in motion.
 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
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
automotive industry, regulations have reined
in creativity and new solutions. If motorsport
could be used as a true testbed for new
technologies, rather than being a wholly
new set of rules by which to be build a car,
then progress could be made much faster.
17. BOXED IN
One of the main benefits that EVs have
over the ICE, although one that hasnt been
capitalized on much, is the flexibility they
offer in terms of packaging. The ability
to package all the drivetrain beneath a
completely flat floor simply cannot be done
to the same levels as in an EV. If the IC is
to survive, new arrangements and cleverer
packaging must register at the concept stage.
17
19
20
18
38 // September 2017 // Engine Technology International.com
15
18. BRING THE NOISE
For petrolheads, and even some non-
petrolheads, sound is one of the most
emotive features of a car. One of the biggest,
continued counter-arguments to the EV
movement is the lack of sound, and ultimately
emotion, from electric vehicles. As the
trump card that soundless electric motors
simple cannot counter, it needs to be utilized,
capitalized on, and made to be a part of the
buying process.
19. SET YOU FREE
Camless valvetrains have been mooted
by several companies for years, with very
little real-world application. In 2016, Qoros
showcased a FreeValve-developed 1.6-liter
turbocharged engine, which featured
Qamfree technology. Some 50% smaller,
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
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.
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 A LOOK BACK IN TIME
hot
M
uch like our
personality
profiles, we have
run in-depth
features in Engine
Technology International since the first
issue, asking prying questions about
the hottest topics of the day. Over the
past two decades weve spoken to senior
engineers and management from pretty
much every OEM and major supplier
on the planet, and countless educational
institutions, about every aspect of engine
design and manufacture, and all manner
of business topics and trends. Here, we
take a look back over some of the best
quotes from a selection of interviews
reaching back 20 years.
40 // September 2017 // Engine Technology International.com
In the
seat
1999
GERMAN EFFICIENCY
1997 Engine Technology International looked
into the future of engine development for
CRYSTAL BALLS the BMW Rover partnership, just one year
before the tumultuous relationship ended.
In the launch issue, we gathered a
Gerhard Schmidt, head of BMW Group
wide selection of heads of engineering
powertrain:
to discuss the future of the ICE, and
what potential gains could be made I never say never, but it is highly unlikely
in engine design. that we will ever transplant an engine
Gerold Steinmetz, manager, without making changes, in order to save
homologation, Mitsubishi Motor R&D money. We have to find a balance between
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.

2000
FUTURE TECHNOLOGIES
Pondering the best future developments to
help reduce ICE emissions, the perceived
benefits are heavily countered by the
reality of the cost of development.
Dr Manfred Fortnagel, vice president,
powertrain development, DaimlerChrysler:
We investigated all the possibilities that
help achieve lower fuel consumption in a
modern gasoline engine. Weve looked at
variable valve timing, variable compression
ratio, DI and idle stop systems, but these
technologies have faults. All these concepts
are cost intensive and carry some risks.
For example, there are durability concerns
associated with variable valve timing and
variable compression ratio; GDI systems
age the catalyst system; and stop-and-go
technologies can demonstrate poor cold-
start behavior.
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:
The ICE is a brilliant, refined, reliable
and smooth device. Unfortunately it
isnt efficient, with gasoline engines
struggling to be 20% efficient over a
drive cycle and diesels struggling to
attain 25%. However, in terms of energy,
a tank of fuel is equivalent to around
1.3MW of energy, which is phenomenal.
If the fuel and motor industries were left
alone to charge reasonable prices, we
think everyone would be pretty happy.
2001
MOTOR MAN
In discussing future technologies, the
ICE remained the number-one choice
for engineers, but of the emerging
alternative technologies, one stood
out above the rest.
Dr Jean J Botti, director of energy
and chassis systems, Delphi:
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
2003
THE PR ANSWER
With the benefit of hindsight, this was,
perhaps, the most important interview ever
to appear in Engine Technology . The V W
Group explained how it was making its
diesels Euro 4- and Euro 5-compliant.
Jens Hadler, director of diesel engine
development, Volkswagen AG:
We see that our immediate challenge is
to meet emission standards. We will also
continue to work on consumption. We
have just launched the four-cylinder as
a 16-valver and with that we feel we have
cracked the emissions problem. But that
is not to say we will be applying the same
technology to the V10 and R5. We are
completely confident well meet the target
we have a strategy in place to achieve
the standards.
2004
HYBRID MARCH
As the USA began to offer discounts on
new hybrid passenger vehicles, Engine
Technology International gathered a
collection of leading industry figures
to discuss President Bushs plans.
David Friedman, engineer and senior
analyst, Union of Concerned Scientists
(UCS):
The hybrid revolution is
underway. More than 50,000
Americans drive hybrid
cars. But if hybrid vehicles
are going to deliver their
full promise, auto makers
must make wise choices
as they apply both
conventional and hybrid
technology in their vehicles.
42 // September 2017 // Engine Technology International.com
2005
DIFFERENCE
OF OPINION
Looking into the future application
of fuel cells in passenger vehicles,
DaimlerChrysler estimated when the
technology would hit the mainstream
in one of our lead features.
Dr Andreas Truckenbolt, director of
fuel cell and alternative powertrain,
2007
DaimlerChrysler:
NO REPLACEMENT
FOR DISPLACEMENT
By the end of 2004, DaimlerChrysler
had 100 fuel cell test cars being tried out Increasing pressure from consumers
and regulators means that the large
by customers around the world. We will
displacement engine is slowly being
see the first commercial fuel cell vehicles phased out, but certain elements of
on the street from around 2010. The only the industry begged to differ.
way the hydrogen economy will be Uwe Grebe, executive director of
realized is by having convenient places advanced engineering, GM powertrains:
to refuel. We will look back on this day In [larger V6 and V8 engines], you
and realize it was a watershed the can achieve the same benefits of
moment when we started down a path to making a big engine look small as
a future where we have readily available you can in making a small engine look
hydrogen, made from renewable big. There is a justification for these
feedstocks to power our vehicles. engines. I have a very strongly held
belief that the cam-in-block GM
V8 is one of the best engine designs.
Whats more, in two-mode hybrids
it is a very good fit. We already
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
Discussing the then-undecided
Euro 6 regulations, the potential
priorities and implications came up
for discussion in a feature looking at
the future of emissions control.
Neville Jackson, global technology
director, Ricardo:
The problem is getting emissions to
be harmonized at the lowest possible
level, and that wouldnt necessarily
work. When you consider where the
priorities are in Europe for CO2, you
couldnt introduce a CARB level of
emissions because it would prevent
the use of CO2-efficient diesel engines.
To me, the key to future emissions
legislation will be determining the
most cost-effective way to improve
air quality based on the vehicle PARC,
also considering what we need to do
in terms of CO2 emissions.
 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:

THE BIGGER PICTURE
Emissions and efficiency had become
major buzz words in the industry in the
industry, but in this interview with Barb
Samardzich, vice president of powertrain
development at Ford, she pointed out that
gains can come from more than the engine:
One of the key ingredients for meeting
future requirements is vehicle weight
reduction. Were concentrating on making
substantial reductions and there was
a hint of that goal being achieved with
the Lincoln MKT, when we talked about
technologies within the body structure
itself. Taking up to 320kg out of vehicle
platforms and downsizing engines is
where you really start to see progress in
shrinking the CO2 footprint, while giving
customers all the performance numbers
theyre used to. I cant imagine not having
IC engines will still be
about [in 2030]. From an
energy availability point-of-
view, there is no way that we
can come up with such large
quantities of transportable
energy without using fossil fuels.
Even though I hate it, I have realized
that we need fossil fuels. A few years ago,
there was a study commissioned by GM,
and undertaken by a consultancy, that
2010 said that by 2020 the amount of energy
cars need will increase by 70%. So,
UNSUSTAINABLE IDEAS youre telling me that in 10 years time,
Following Volkswagens taking top honors were going to replace energy to a level
in the Green Car of the Year category of 170%? Thats not going to happen.
at the 2010 International Engine of the
Year Awards, the OEMs head of gasoline
development, Rdiger Szengel, remained
bullish about the ICEs future:
IC engines will be mainstream for a long,
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DOWNSIZING IN EFFECT
Predicting the current climate of political
and social influence, Jaguars chief engine
engineer, Malcolm Sandford, hinted at the
situation that resulted in the four-cylinder
F-Type:
There will always be a demand for top-
of-the-range premium products with
outstanding performance. That demand will
reduce over time and we will need to bring
small displacement engines but still with
outstanding performance. There will be a
much richer mix of six-cylinder and four-
cylinders than we have today. So where
we today have a six-cylinder
vehicle, I can see that by 2020
we will have four-cylinders,
and where we have an
eight-cylinder today it will
become a six-cylinder then.
However, I believe that we
will maintain the flagship
V8s at the top.
new technologies like EVs and lithium-ion
batteries. You cannot really imagine car
companies will have mainstream hybrid
products in certain areas of the world like
Russia, China and Africa. As a result of this,
our TSI will be a very good solution for the
next five to 10 years.
2012
UNCHARTED
TERRITORIES
As Opel/ Vauxhall continued to reinvent
itself following its near sale by GM, its
vice president of powertrain engineering,
Jeffrey Lux, spoke candidly about future
technology applications:
All these technologies move in phases
and youve got to take the first step
before you can take the next step, so who
knows where it will all lead? Will lithium
batteries be with us as long as gasoline
and diesel engines? When you think
about it, this is probably one of the
most disruptive times for powertrain
technology in the past 110 years. You
have to go back to the turn of the 20th
century and the dawn of the automotive
era when there were a lot of competing
powertrain technologies, but it all
quickly consolidated on gasoline and
diesel. Itll be interesting to see what
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
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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
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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?
2003 2000
MARCH 2000
Takashi Inoue, general manager, homologation
and powertrain engineering,
Toyota Motor Europe
In 10 years time, I think the diesel engine
will be more popular. It will use an electric
motor to boost performance and lower
emissions further I predict that particulate
matter levels will be as low as those achieved
by todays gasoline engines.
In your opinion, what will be powering a family saloon in 2015, and why?
SEPTEMBER 2003
Dr Roberto Imarisio, chief engineer, diesel
engines, Fiat-GM Powertrain
Fuel cells will be a possibility, but probably
hybrids with small diesel engines. If we solve
the problem of pollution, I think that hybrids
with small diesels will be around for the very
long term.
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
then not until renewable energy is produced
in sufficient quantities to justify production
of hydrogen for the automotive market. On
that basis, I believe that in 2015 the internal
combustion engine operating on blended fuels
will dominate, but it will have many variable
systems with intelligent control. It is quite
possible that it may not be possible to classify
engines as spark or compression ignition.
48 // September 2017 // Engine Technology International.com
2008 2002
JUNE 2002
Dave French, powertrain plant manager, Ford
Motor Company
There will be more low-particulate diesels
and appreciable numbers of hybrids being
sold, however, the gasoline/natural gas/LPG
ICE will still be the mainstay. Well also be
able to buy some other alternative fuel cars,
probably in Europe, including some pure
electrics, but they will be very expensive.
SEPTEMBER 2006
Yo Usuba, senior VP of powertrain engineering,
Nissan
Unlike some in the industry, I do not think
that the end is near for the gasoline powertrain.
There are many improvements that can still
be made in gasoline powertrain technology
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 2008
Ulrich Baretzky, head of engine technology,
Audi Sport
I hope they will be running on renewable
energy. I would not restrict it to biofuels, nor to
gasoline or diesel fuel either the rules should
be made so that there is still room for new
and alternative ideas. If somebody thinks
that a steam engine is the right thing to do,
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.

In your opinion, what will be powering a family saloon in 2025, and why?
2009
JANUARY 2009
Hirofumi Senoo, head of development, Subaru
My feeling is that the majority of cars will still
be powered by IC engines. I think IC engines
will still have a large portion of the market
by 2025 at least 70%. The second main
technology will be hybrids. After that there
will be electric cars, but there are big
challenges to be overcome in terms of range.
There will also be hydrogen fuel cells, but
these two alternative systems will only have
around a 10% market share.
JUNE 2009
Takayuki Katsuda, chief engineer for Lexus
hybrid development
I think hybrids will still be around by 2025,
and I think we will see fewer pure combustion
engines used for production cars. Combustion
engines will shrink in size and thats already
appropriate with the downsizing trend thats
currently taking place. In fact I think the
average commuter vehicle will probably
be fully electric. As for vehicles with larger
displacement engines, they will become
hybrids. Personally, I think hybrid technology
will grow in importance, and by 2015 I think
you will see more and more people turning to
hybrid vehicles.
SEPTEMBER 2009
Raf Schuermans, senior manager, drivetrain
design, Toyota Motor Europe
Combustion engines will still be around in
15 years time. Some people predict that the IC
engine will be dead by then, but I disagree. It
will be around for a few more decades at least,
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.
A LOOK BACK IN TIME
2011
MARCH 2010
Oscar Bonnet, gasoline engine development,
SEAT
I think we have enough potential to keep
working with gasoline and diesel engines. I
dont think we will see huge differences in the
next 15 years, but all manufacturers will need
to introduce technologies to fulfill not only
what the customers are asking for, but also
what the laws on CO2 reduction will demand.
Everybodys working on various combinations
of electric powertrains, but I think we will
continue to produce a great number of gasoline
and diesel engines in the next decade.
JUNE 2010
Francois Banon, general manager of advanced
product development, Nissan
Electric motors are the obvious answer when
looking to 2025, but of course the automotive
industry and the marketplace will have other
engineering options, such as a plug-in hybrid
with downsized internal combustion engine.
Thinking ahead by 15 years, I think and I
certainly hope that electric motors will by
then be capable of providing a much larger
driving range in full zero-emissions mode.
JANUARY 2011
Peter Lckert, director of gasoline engine
development, Mercedes-Benz Cars
I think well see a lot of developments to
increase the efficiency of the IC engine,
but I think the key for the future is how to
increase battery capacity. Battery capacity will
determine the future market possibilities for
electric drive.
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
Detlef Hiemesch, diesel engines development
manager, BMW
Its going to be a combination of technologies
and powertrains. I think everything will very
much depend on fuel costs who knows what
the prices will be by 2030? Im sure though,
it will be a mix between IC engines, electric
vehicles, hybrids, plug-in hybrids and range
extenders.
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
anything else particularly viable for race
applications at the moment. All the new
technologies have weight penalties. From a
political point of view, however, there might
well be hybrid systems on the cars, but if you
werent taking political and public perception
into account, the engines would most probably
stay the same.
MARCH 2012
Lorenzo Magro, diesel architecture manager,
advanced engineering department, GM Europe
I really think we will see a good mixture
of different vehicles with various engines.
For sure, in the urban environment electric
powertrains such as the Ampera will be ideal.
As soon as battery technology matures, there
will be more small electric vehicles. There
will, of course, still be IC engines and to
be honest, for longer journeys there really
is no better technology.
50 // September 2017 // Engine Technology International.com
JUNE 2012
Joachim Hahn, manager, powertrain
engineering, Hyundai/Kia
To answer this question, I inevitably have to
mention Back to the Future, a film I saw with my
seven-year-old son. Since then I have had to
explain to him that you cant buy hovering
skateboards, which, back in 1985, this film
predicted would be on general sale around
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 2012
Binyi Bai, powertrain director, Volvo Cars China
The typical powertrain for a family sedan
in 2030 could be one or all of the following:
electric motors (mainstream); fuel cells (smaller
percentage); and a hybrid of electric motors
and IC engines, with very high fuel efficiency
and extremely low emissions.
JUNE 2013
Dick Glover, research director,
McLaren Automotive
It depends on where its going to be driven.
Every market is very different. At McLaren we
tend to think a lot about the UK and Europe,
but there will be lots of cars driven in other
parts of the world as well, and the answer is
going to be different in each market. It will also
differ between city areas and rural areas. There
will be lots of cars that have conventional IC
engines that will be a lot more efficient than at
the moment, and that trend is going well, but
there will also be lots of electric vehicles.

SEPTEMBER 2013
Tim Seipel, senior engineer, engine calibration,
V8 engines director, Bentley Motors
I dont think that engine developments will be
substantially different from those today except
for a greater use of hybrids as they become
more affordable, and even more downsizing
in both gasoline and diesel engines. It will be
interesting to see how diesels share evolves.
SEPTEMBER 2014
Karim Mokaddem, executive engine technology
manager, PSA Peugeot Citroen
A clean hybrid technology because the only
way to avoid fuel consumption is to stop the
engine. And the only way to stop the engine
is to provide another source of energy. To have
a clean alternative energy, you need to have
something that is recyclable, easy to use and
robust, which can be deployed in all markets.
If we go in this direction we will be able to fuel
a typical family sedan with something totally
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
be using different materials, but power will
remain the same we wont need much more.
Combustion engines will still be around,
probably in 1-liter, three-cylinder turbo form,
but the turbo will be electric. Maybe e-motors
will feature, too.
A LOOK BACK IN TIME
2016
JUNE 2015
Kenichiro Saruwatari, vice president and general
manager, R&D Center, Mazda Europe
I think that in 2030 the combustion engine
will still be dominant. Lets say around 90%.
But almost all engines will have some element
of electrification. That is our view.
JANUARY 2016
Michael Winkler, head of powertrains, Hyundai
Motor Group
Thats a difficult question, because we dont
know much about cost development for that
point in time. I think that we will see more
EVs, but with a greater driving range than we
have today, and lighter too. There will
definitely be progress in battery technology,
so I would assume that would drive EV growth.
It could also be that fuel cells will be really
widespread by that point, with their clear
benefit being refilling, as its more or less
like a gasoline or diesel engine.
JANUARY 2017
Keno Kato, corporate vice president
global product strategy and EV product
planning, Nissan
Electrified powertrains will be really
2017
developed by then and we will see more and
more of these products on the roads in years
to come. The IC engine will still have its place,
but I think electrified powertrains will be
sold in much, much bigger volumes by then.
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
V8. The F136F was, and arguably still is, the top NA engine of
any era. Its output-per-liter of 127ps (or 134ps in the wonderful
458Speciale) has to be commended, as do the high compression
ratio of 12.5:1 and the high redline in excess of 9,000rpm.
The engine could be nominated for any number of reasons
it certainly has the technical prowess. But the F136F has much
more; it makes one of the most spine-tingling noises the clamor
of the engine is simply amazing but its driveability, flexibility
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
subjective question, Ive attempted to play
it relatively safe and go for an engine that,
to me, ticks all the boxes. Mechanically
advanced, sonorous and potent, the
1LR-GUE is the jewel in the Lexus LFAs
already magnificent crown. A cocktail of
exotic materials such as magnesium and
titanium, the 72 V10 is capable of revving
from idle to the 9,000rpm redline in just
0.6 seconds a good enough reason to
nominate the engine in itself. But add to
that a Yamaha-tuned Octave Harmony
acoustic, which combines mechanical fury
with the type of intake and exhaust note
combination that truly makes the hairs
on your arm stand on end, and the whole
package is simply staggering.
Ten individual, electronically controlled
throttle bodies and 12-hole injectors for
each cylinder, a compression ratio of 12:1
and low friction internals result in the
lightening throttle response. Despite its
potency, the engines compact dimensions
and weight make it smaller and lighter
than a typical V8.
The second choice I had was GMs small
block V8. The oversquare unit has been
a sophisticated addition to the engine
market since 1955, with over 100 million
examples produced. The now LT family
of engines is still bringing big, unstressed
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
> DEAN SLAVNICH / BMW i8 POWERTR AIN
The problem in trying to answer what is
the greatest engine of all time? is that the
question itself is fundamentally flawed. I
mean, its like comparing apples to pears.
And where exactly do you start with this?
A legendary atmo V6/8/10/12 (circle
your favorite cylinder count here) from
yesteryear cant and shouldnt vie
for this title against, say, a modern day
turbocharged four-cylinder masterpiece.
Theyre both relevant in their own unique
ways; two designs of their very own era.
And then theres fuel type. Can we really
compare V Ws torque-tastic V10 TDi to,
say, BMW Ms V10 monster? And how about
throwing hybrids, electrics and fuel cells
into this equation too? Perhaps the problem
is not the question but rather me I just
have too many greatest engine contenders!
54 // September 2017 // Engine Technology International.com
But looking forward is what Ill do and
so with that one guideline I choose the
powertrain in the BMW i8 as my greatest
engine of all time.
And thats the key here: its the package
as a whole Im selecting, not specifically
the 1.5 triple. Is the BMW i8 the most
progressive sports car to date? In a word,
yes! The i8 represents a momentous
leap forward in terms of engineering and
technology; it really is an automotive
vision of the future thats essentially
available today. While other car makers
in this US$120,000 battlefield are putting
out products with so-called downsized
turbocharged motors that are inevitably
> 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.
six or eight cylinders in design, the i8 is
a three-cylinder marvel. The fact that a
sports car of this caliber with just 1.5 liters
of piston displacement and a seamlessly
integrated e-motor works so well is living,
breathing proof that hybrid technology that
was once questioned, and even mocked,
is here to stay. And it might even be the
saviour of the IC engine and sports car as
we know it. The 363ps powertrain consists
of a 1.5 turbo triple to the rear axle and
a front axle e-motor, meaning the i8 can
outsprint a Porsche 911 while being good
for 2.1 l/100km (134.5mpg) and emissions
of only 49g/km. For the record, 231ps
comes from the IC unit; the remaining 132ps
from the e-motor, and the word on the
grapevine is that theres much
more to come too...
 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

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
competition, but to exceed it. And one of the key ingredients was the
awesome 4921-ccm-V10 TDI, a twin-turbocharged, all-aluminum,
undersquare engine with pump-jet high-pressure injectors. Mated to
a 6-speed automatic, it made 313 horsepower and 750Nm of torque,
with a high-output version added to the Touareg portfolio in 2008
(350 horsepower, 850Nm). It was economical, too.
The engine was the crowning achievement of a quarter century of diesel
engine development at V W, and at time of launch it was the most powerful
automotive diesel engine by far. I vividly remember the dark growl and the
inexorable power of the Phaeton V10 TDI, up to a terminal velocity of over
270km/h (168mph) (the governor allowed for a generous surplus).
> GEORG K ACHER /
DUCATI VSD HSZ
My favorite engine is one that runs on water.
Impossible? Then one that runs on air. Still cant
do it? Okay, then lets throw efficiency out of the
window and zoom in on a different animal.
How about a normally aspirated 2.6-liter V8
featuring a desmodromic valvetrain. This Ducati
design was developed for Audi and Lamborghini.
Its not a pipedream but an engine that actually
exists, which has been bench- and road-tested,
which would probably be in production by now
had Ferdinand Pich not lost his job. Alternative
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
greater levels of luxury mean that the
electrical power consumption of vehicles
is rising rapidly.
The answer may lie with 48V mild
hybrid systems. On paper, these offer a very
attractive compromise most of the benefits
of a full hybrid system for a fraction of the
size, weight and cost. A report last year from
UBS estimated that 48V gasoline systems
could account for a quarter of all cars sold
by 2025, comfortably outnumbering non-
electrified diesels by that point.
We think that mild hybrid technology
will develop massively from 2020, when
OEMs need to achieve very stringent CAF
(Corporate Average Fuel Efficiency) targets,
comments Renaults powertrain planning
director, Vincent Terrail. It could be
particularly beneficial in mid- to large-size
vehicles. Here, the growing demands of
emissions control systems, multiple sensors
linked with ADAS, and other features, will
make it mandatory to switch to 48V.
Terrail and his colleagues are putting their
money where their mouth is. Renault has just
launched its first 48V system as an option on
the 1.5-liter diesel engine found in the Scenic
and Grand Scenic people carriers.
60 // September 2017 // Engine Technology International.com
The system uses a 10kW e-motor, allied
to a 150Wh lithium-ion battery, which is
small enough to fit in the spare wheel well.
In total, it adds 49kg, but knocks nearly 10%
off the fuel consumption and 6g/km off the
CO2 figure.
Aside from harvesting and deploying
energy, the belt-starter generator (BSG) also
provides an enhanced stop-start function and
assists the engines aftertreatment strategy.
The car draws heavily from the 48V battery
as the particulate filter approaches the need
for regeneration. Once the battery is empty,
the system switches into an aggressive
charging mode, increasing the load on the
combustion engine, which raises the exhaust
gas temperatures and aids regeneration.
At present, the systems propulsion
capabilities are limited to the load point
shifting, but they could extend further
in the future.
If the 48V system was packaged inside
the transmission, the e-motor could be linked
directly to wheels to propel the car, says
Terrail. With 10-25kW it could only be used
for very low speeds and parking maneuvers. It
would also allow us to implement a stop-start
function during coasting, but if we want to
have real e-drive at higher vehicle speeds
(over 30km/h), we would need to switch to
a stronger e-motor and a higher voltage.
Efficiency improvements
Mercedes-Benz has also turned to 48V
systems. The new 3-liter M256 gasoline
straight-six in the latest S-Class uses an
integrated starter-generator (ISG) combined
with an e-booster to aid the turbocharger.
Its also the firms first beltless engine,
driving most of the ancillaries direct
from the 48V system.
This approach allows us to achieve a very
high specific output without any turbo lag
(thanks to the e-booster), as well as significant
reductions in fuel consumption and CO2
through the possibility of energy recovery,
comments Oliver Vollrath, powertrain project
manager at Daimler AG. Furthermore, it
means we can move high-energy parts like
the air-conditioning compressor, exhauster,

3 3. A belt-driven
starter-alternator (RSG)
is a combination of starter
and alternator
4. Delphis 48V working energy-efficient and allows us to draw more
demonstrator vehicle
utilizes a number
of technologies to
increase its efficiency
4 electrification. But theres a wider trend
Engine Technology International.com // September 2017 // 61
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
electric auxiliary compressor, water pump
and electric refrigerant compressor from
the 12V system to the 48V side. This is more
power, enabling new functions in areas of
ADAS and infotainment.
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
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
 48V SYSTEMS: THE FUTURE?
of the system: I get asked if we could drive
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
5kg heavier than the outgoing M276 V6.
While the electric machine adds mass, it
is offset by the loss of the alternator and
the starter motor. More importantly, its
one of the enabling technologies that means
a six-cylinder engine could potentially replace
a large-capacity V8.
Value for money
The cost case for 48V is persuasive. It roughly
quadruples the power-handling capability
of the electrical system, yet its reasonably
affordable. Mary Gustanski, senior vice
president and chief technology officer for
Delphi Powertrain, estimates the cost of
adapting an existing 12V architecture to
dual-voltage at around US$150 per vehicle.
The total cost of the mild hybrid system could
then be as low as US$600, rising to around
twice that for a high-spec luxury vehicle.
In comparison, she says, upgrading the
electrical architecture to accommodate a
plug-in hybrid would be six to eight times
greater: Above 60V, the requirements
become far more demanding. You have to
put in high-voltage cabling, costly shielding
and much more robust connectors. To give
you an idea, a high-voltage connector is
US$20; a low-voltage one is US$2.
Overall, Gustanski estimates that mild
hybrids could offer 70% of the fuel economy
benefit of a full-hybrid powertrain for around
30% of the cost.
Eventually well move to an EV world
but were talking maybe 2040 or 2050,
she says. Until that point we see 48V
mild hybrids as the best value form of
electrification. The question is how best to
utilize them? We think P2 architecture [where
the e-machine is downstream of the clutch]
is the next step. A 48V P4 [driving the
wheels] would be an interesting concept
it could provide a greater degree of
62 // September 2017 // Engine Technology International.com
1
1. 48V systems in LCVs have the potential to bring huge
benefits in fuel economy and overall performance 2
2. Mercedes-Benzs integrated starter-generators (ISGs)
combine starter and alternator in an efficient electric motor
3. The advent of 48V battery technology has enabled the
creation of mildly hybridized passenger vehicles
hybridization at a more reasonable cost. As
the motors become smaller and lighter, could
we yield the required power with multiple
48V motors perhaps?
There are also synergies with other
technologies; Delphis engineers have found
that using a mild hybrid system enables them
to considerably extend the operating range of 3
the firms cylinder deactivation system.
Weve got a Volkswagen Passat test vehicle
with our GDI system. When we combined
a 48V architecture with our Dynamic Split
Fire System, we saw a 19% fuel economy
improvement straight out of the box,
comments Gustanski. Thats without
optimizing the calibration. With more work
to combine the two control systems, we think
we can get even more.
The benefits of switching to a 48V
architecture could extend well beyond the Currently, the packaging is tricky, because
powertrain, as Markus Heiartz, program we usually have to integrate our components
manager for hybrid modules at ZF, explains: into a space thats not designed for them, he
Active chassis systems such as electric power comments. In this respect, we are focusing
steering, active rear-axle steering, active on modular transmission construction kits
damping systems or electromechanical roll that enable optional hybridization right from
control could all benefit from the use of a the start.
48V system. It could also be used to support Although there are incremental gains
electric valve timing adjustment of the to be made in areas like power and energy
combustion engine or one step further density, the main aspect that the suppliers
an electromechanically actuated valvetrain. and OEMs are working on is cost reduction.
Although best known as a driveline Almost by definition, 48V systems are highly
specialist, ZF has recently introduced its own cost-sensitive (it is, after all, the main reason
48V ISG. Heiartz shares the OEMs view that for using a mild hybrid). The consensus,
mild hybrid systems will become more or though, seems to be that we have reached
less mandatory in the next few years. Thats a tipping point, where it is cost-effective
not to say these systems are without their to switch to this architecture. And it looks
challenges, though. like it will be here to stay.
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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

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V
irtual reality has come a long way
since the early 1990s mania for
the technology, accompanied by
media depictions such as The
Lawnmower Man movie.
The hype has been replaced by the
hope that VR and its close relation AR
(augmented reality) can offer huge benefits
to people in all walks of life.
Engine design is one such field, where VR
and AR can build on the advances of CAD
to add a new dimension (quite literally) to the
creation of powerplants. But cutting through
1 hype, what exactly is VR and how can it
the
help engineers?
VR starts with enabling the user to enter
a virtual world, but have available to them all
their capabilities and instincts from the real
world, Amir Rubin, CEO of Sixense which
markets the MakeVR virtual reality product
tells us. Virtual reality allows you to engage
your intuition and life experiences, which
means that you start by having a full sense of
presence. When you put a headset on, or pick
up controllers or trackers, you engage with
the virtual world as if its the physical world.
VR enables us to make the impossible
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
engine designers and engineers with this
technology will naturally bring a number
of major benefits to the development of new
engines in the coming years and decades.
Rubin outlines some of these benefits,
saying: VR is not only going to ease the
process but will also enable much more
creativity, because you can work remotely,
from different locations, all connecting in
a workspace. Designers can work together,
exploring the design of an engine, put it
together, simulate how it works, place it in
a vehicle and do real field tests. You can test
everything virtually and watch it happening
in real time. Or you could simulate damage
being done and move virtually into the
engine to see the effects. In VR youll be able
to see everything, at any given time, in any
layer. Think of it as a CT scan for an engine.
And then, of course, you can take all
the parts of the engine out, look at all their
VIRTUAL REALITY
VR enables us to make
the impossible possible.
If an engine weighs
hundreds of pounds, in VR,
you can pick it up, turn it
around, and dive in to it
1. Education on VR, and 2
what it can bring to the
automotive industry, is
increasing across all OEMs
2. SEAT is increasingly
using VR to visualize
elements of the
development process
3. VR also opens up new
possibilities in terms of
ergonomics and packaging
3
in industry, explains, there are plenty of
advantages that are perhaps less obvious.
One of the aspects that is often missed
when people think about digital engineering
is that we spend a lot of time talking about
how CAD has allowed people to move away
from designing on paper for the past 40 to
50 years, which has streamlined the product
design process.
However, a lot of people have also moved
away from acquiring practical prototype and
physically built prototyping processes. But
where VR fits in is that it allows us to take
features, and implement the necessary those digitally designed products and interact
recommendations for changes to fix whatever with those products, doing the construction
problems have been identified. Not only will process that is being skipped in many cases
the costs be greatly reduced, but the efficiency when we rely fully on CAD design.
of the process will allow better design and Whats been happening is that these days
development processes. we go much further along on our product
And as Eric Kam, product marketing and development timeline and the continuum
community manager, immersive experience, of product development before a physical
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
learning opportunities, he says. When you
use computer-aided design and engineering,
all your discoveries are scripted. But with VR
we can do the construction, assembly and
servicing of those products in an unscripted
fashion, sometimes discovering things that
we didnt realize needed to be looked for.
VR and AR technology should also prove
flexible enough to enable the design and
development of components, subsystems
and entire engines, with every stage of
development covered not just major
reviews or the final sign-off of a design.
Kam explains: With people who only use
VR for major reviews, what happens is that
you get one of two components that need
to be redesigned. Quite often that redesign
cascades into other potential conflicts with
neighboring components, or with the humans
that have to handle that part during assembly,
disassembly or servicing. So it makes sense
that all the engineers have access to the VR
toolkit, to evaluate whether the particular
change theyve made, based on the
prescription that came from that big
gate review, was effective.
And its not as if engine designers will have
to wear cumbersome head-mounted monitors,
either: the hardware technology is changing
rapidly enough to consign those headsets
to the science museums of the future.
If you look five or 10 years ahead, headsets
will be like glasses and youll be able to
choose if you want VR or AR, says Rubin.
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
is remote collaboration. Projecting into a
room will have its uses: in a conference room
a projector or set of projectors will show
an engine, enabling the designers to design
or conduct a review. So in some cases it will
be more effective than wearing something
over your eyes. But the truth is, even then
youll have some headgear.
The technology itself is mature enough to
be used today, so its not far from daily use
for many engineers especially as OEMs are
already working with specialist VR software
companies to develop it for use in the
automotive sector.
1 case that isnt being precisely served by
VR is available, ready and useful right
now, Rubin says. AR is two to three years
away from being available and really
effective.
Many of our customers, 10 to 12 years ago,
were developing their own capabilities, Kam
adds. In the meantime, theyve realized that
shouldnt be their core competency and have
started working with us, using our products
so that they dont have to do that development
themselves anymore.
Were not just delivering a VR solution
that we tell them we think they need. Its a
process of iterating and often co-creating
with our customer, if they have a new use
what we or anybody else is doing. We work
together to find a better way to reach the
end result theyre working toward.
If you look at the car manufacturers,
every single one of them is working with a
VR/AR company currently, Rubin concludes.
All the car companies have laboratories
in Northern California and are working
hand-in-hand with the industry on design
and development of concepts and vehicles,
and also for engines. The auto industry is
all over our industry.
2
1. JLRs cave allows
for virtual development
and validation in full VR
2. The 3D glasses, as
used in VR systems, have
evolved over the years
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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


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
being frozen and this included the Turbine.
That more or less led to the next issue:
those in charge of costs were generally not
happy at the sums of money considered
necessary to develop gas-turbine motors far
higher than that of similar-sized reciprocating
engines, thanks mainly to the use of special
materials that needed to be stronger and
resistant to higher heat levels.
Other hurdles included complex machining
operations, while the technology itself suffered
from delayed responses in power settings and
poor efficiency levels when at idle.
With Chrysler caught in a bit of a spin
declining car sales at the time and further
budgets being slashed top management
walked away from the Turbine and its
innovative engine technology. In the end,
engineers just didnt have the funds to
attempt to overcome the earlier, various
technical challenges.
3
General has a go
Over at GM, the companys original Firebird
concepts developed in the 1950s were also
gas-turbine powered, leaving the General
somewhat ahead of Chrysler in this respect.
In fact, the 1953 Firebird I was the first gas
turbine-powered car tested in the USA.
The engine, termed Whirlfire Turbo-Power,
was developed under the direction of Charles
McCuen, then general manager of the GM
Research Laboratories Division. Unlike a jet
airplane, which develops thrust through the
action of exhaust gas through a tailcone, the
Whirlfire Turbo-Power propelled the Firebird
I through a power turbine acting on the rear
wheels via a transmission. It was capable of
375ps at a power turbine speed of 13,000rpm.
But, unlike Chrysler, GM never harbored
serious desires to put gas-turbine engines into
production. The Firebird series, the company
stated, were simply engineering and styling
exercises for future vehicle tech and direction.
Engine Technology International.com // September 2017 // 73
GAS TURBINE ENGINES
3. Chrysler produced some 50
examples of the Turbine sedan
As such, the Firebird II followed in 1956
and then the Firebird III in 1958, powered by
an updated Whirlfire engine, the GT-305, a
230ps regenerative gas-turbine development.
But that really is where the story ends for
GM until four decades later, when in 1998
it briefly revisited gas-turbine technology as
part of a limited production run of the EV-1
series hybrid.
For this somewhat forgotten modern-day
GM propulsion project, a 40kW turbine
supplied by Williams International drove
an alternator that powered the battery-electric
powertrain. But much like Chrysler in the
1960s, similar issues namely cost and some
fundamental design flaws meant that this
would be the last time GM publicly looked
at the technology.
Big cat awakens
But thats not to say others havent been
attracted to the technology since GMs
problematic EV-1 study.
When the e-powertrain movement started
to gather some serious momentum, helped
by genuine leaps forward in battery, cell
and e-motor tech, new life was also breathed
into the age-old gas-turbine concept.
In this respect, Jaguar Land Rover has |
come closest to cracking the code with
the stunning C-X75 range-extended electric
supercar concept.
Taking center stage at the 2010 Paris Motor
Show, here was a development that was to
be the spark for Jaguar to set out and realize
some serious long-term ambitions, the
most important being to mix it up with
the German Big Three.
 GAS TURBINE ENGINES
ROVER REVOLUTION
It was Rover that demonstrated
the worlds first gas-turbine
car in 1950, but it wasnt
until 1963 that the auto maker
accepted a race invitation
from the Automobile Club de
lOuest (ACO). The resulting
147ps racer was based on
BRMs F1 chassis of the time,
and driven by its regular F1
drivers Ritchie Ginther and
the reigning world champion,
Graham Hill. The competition
engine comprised a single
centrifugal compressor, a
single combustion chamber
and a free turbine driving
the output shaft, separate
from the turbine that drove
the compressor.
74 // September 2017 // Engine Technology International.com
At that time, in fact, senior JLR
management were so excited with the
C-X75 that CEO Ralf Speth proclaimed:
This car demonstrates that the company
is still leading the field in automotive design
and technology.
And the C-X75 truly was an engineering
showcase. Shorter and lower than the crop
of supercars on the market at the time, it
featured a propulsion system that had four
powerful electric motors one placed at each
wheel of the tech demonstrator to produce
144kW (197ps) each. In total, thats 790ps
on tap!
At the center of the two-seater Jaguar sit
two advanced, mid-mounted gas-turbines
that have been developed with Bladon Jets,
and these twin turbines act as the range
extender to the four electric motors. The
miniaturized turbine blades the first-ever
viable axial-flow micro-turbine increase
the compression and overall efficiency of the
micro gas-turbines to the point at which they
can be used as a realistic power source.
Each of the micro gas-turbines weighs
just 35kg and produces 70kW of power at a
constant 80,000rpm, all of which means that
the two turbines require 35,000 liters of air
a minute, which is why the C-X75 had several
carefully honed intakes.
In addition to such punch, the turbines
also had ample power to charge the Li-ion
batteries and extend the range of the car
to an impressive 900km (560 miles). The
turbines were sealed in an airbox behind
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
water-cooling systems, all of which offers
key weight-saving benefits. The turbines can
also run on a range of fuels including diesel,
biofuels, compressed natural gas and liquid
petroleum gas.
In the C-X75, the micro gas-turbines power
two switched reluctance motors that came
from SR Drives. The four electric motors
which weigh 50kg each provide torque-
vectored, all-wheel drive traction and grip, a
key feature for a car that generates 1,600Nm
of torque.
The end result? Truly astonishing figures:
0-100km/h (0-62mph) in 3.4 seconds;
80-145km/h (50-90mph) in just 2.3 seconds;
top speed in excess of 320km/h (200mph);
and an acceleration peak at 0.88g. The C-X75
emits zero emissions in all-electric mode,
which of course is a given, but even when
relying on the range-extended micro
gas-turbines the supercar spews only 28g/km
of CO2, according to Jaguar at the time.
So what went wrong? JLR was very,
very serious about pushing the C-X75
into a limited production run some 250
units were earmarked for construction in
partnership with Williams F1, with one unit
costing around US$1.4m.
But despite huge internal efforts by JLR
to make the halo supercar project work,
the same thing that thwarted Chrysler in
the 1960s bit the British car maker too:
namely economies of scale and another
global financial crisis. By 2012 the program
was officially canceled.
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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
good form, but keen to talk all-things future
plans and engine development.
What does it mean to you personally to
win the overall IEOTYA for the second
consecutive year for the 488s V8?
Im obviously very satisfied with the result.
Its a great achievement for the company
and for everyone who works on our engines.
You said you were surprised last year
to win the overall award; did you expect
to take home the top title this year too?
To be very honest, no. We know that every
year there are new players, so taking the title
for the second year running was a wonderful
surprise to us all!
78 // September 2017 // Engine Technology International.com
Thats seven awards in total now in just
two years for this new V8 thats quite
an achievement. How proud are you?
Immensely proud. In the last 10 years or so
we have won many awards for our engines,
both for the V8 and V12 in fact, we have
dominated the Above 4-liter and Performance
Engine categories in the past six years
which is an excellent result for such a
small-volume manufacturer. But Im
particularly proud that this specific engine
has had its success, because adopting
turbocharging was an important
technological step for the company and the
recognition we have had from international
journalists, as well as the commercial success
of the model, is confirmation that we got the
project right.

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?
Of course, as a new engine, there is plenty of
potential for the future.
So more extreme derivatives in the future?
Again, of course, albeit we never reveal our
future plans. But we are always thinking
about more powerful versions!
How much power can you get
from that V8 design?
There is sufficient potential to guarantee the
performance we are looking for in the future.
In terms of future engine development, is
the team working on a performance V6 too?
We are always evaluating different
architecture concepts, including the V6.
Engine Technology International.com // September 2017 // 79
OEM INTERVIEW: FERRARI
From an engineering perspective, what do
you make of tri-turbocharging tech two
conventional turbos with an e-compressor
too? Is that a good fit for Ferrari?
A tri-turbocharging design as you described
wouldnt be a good fit for Ferrari. A potential
solution, though, would be two conventional
turbos with two e-compressors.
What do you make of what Mercedes-AMG
is doing with its Project One program?
Historically, Ferrari always adapted its racing
engines for its road cars! But clearly Project
One is an interesting engineering exercise.
Will we see a hybrid based on this V8?
This is one of the solutions weve been
evaluating for the near future.
 OEM INTERVIEW: FERRARI
Away from the V8, the V12 was also
successful at IEOTYA. For how long can
Ferrari maintain a 12-cylinder design?
The V12 engine is fundamental to Ferraris
DNA. It is our intention to maintain this
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
combustion engines are considered a
dying breed!
And in the same vein, how long can you
sustain a naturally aspirated design?
We are working continuously to improve
all aspects of efficiency, with some very
impressive results in the past 10 years.
We have programs to keep developing
our naturally aspirated V12 for quite a
few years to come.
By 2020, will all Ferrari engines
be charged, in one form or another?
No, we will maintain the naturally
aspirated V12.
What do you make of performance-
oriented full-electric powertrains?
Im not the right person to answer this
question! From a performance point of view,
electric motors are undoubtedly extremely
impressive thanks to the immediacy of
the power response, as we have already
experimented with on the hybrid LaFerrari.
Certainly what is lacking with all-electric
powertrains is the sound that makes driving
a car like a Ferrari so exciting and special.
80 // September 2017 // Engine Technology International.com
We are working continuously to improve
all aspects of efficiency, with some very
impressive results in the past 10 years
Will this ever be a suitable
engineering solution for Ferrari?
Developments in this field are moving
at an impressive pace, so never say never.
But hopefully Ill be retired by then!
Ferrari celebrates its 70th anniversary
this year. How special is this for you?
Its a special milestone. I think Ferrari
is a unique company, because for 70 years
we have pursued exactly the same objectives
racing and building the best high-
performance sports cars. All our engineering
efforts follow Enzo Ferraris own ultimate
quest: obtaining the highest accolades in
racing and producing road cars that are the
embodiment of that racing DNA. displacement, yet extremely efficient and
powerful, and with an unmistakable sound.
What will a typical Ferrari engine look,
feel and sound like give a spec And finally, to bring the interview back
prediction, if you can by the time to where we began: next year, will the V8
the company hits 100 years? win the overall IEOTYA trophy for a third
Thats very difficult to say. I dont think time? What are your expectations?
anyone can predict anything 30 years into A third win in a row for a high-performance
the future, especially with the sea change we sports car engine would be a first, I believe.
are currently experiencing in technologies. I would like to think we could make it three
Ideally, I would like to think that we will still consecutive wins, but it remains to be seen
have a V12 engine, possibly as the flagship what the jurors make of rival engines in
sports car in the range, perhaps with a small the meantime!
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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

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


5 drive unit assembly, so its kind of
5. FFZero1 followed a trend
amongst EV manufacturers
and was unveiled at the
Consumer Electronics
Show in Las Vegas, rather
than a conventional show
Engine Technology International.com // September 2017 // 85
OEM
OEM INTERVIEW:FARADAY
INTERVIEW: FARADAY
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
as if its an open differential or we can apply
a torque vector, says Savagian. We can
operate the torque vectoring at a frequency
much higher than what could be achieved
or done mechanically.
 OEM INTERVIEW: FARADAY
We can maintain a neutral steering
vehicle under both accel and decel conditions.
We can still have this very linear neutral
steering behavior where vehicle yaw is
directly proportional to steering input
angle, explains Savagian, who received
a mechanical engineering degree from the
University of Wisconsin and an MBA from
Duke University. Thats a really nice feature
we can execute with electric torque vectoring.
So, even when the accel and decels are
abrupt, we can still react to that well within
the driving dynamics blue envelope and
not have the latency and delays and the
subsequent steering disruptions that happen
with brake or clutch differential-based torque
vectoring systems.
86 // September 2017 // Engine Technology International.com
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
As results from the Beta tests flow in,
engineers are comparing numbers with the
virtual predictions. Early 0-60 targets were
in the 3.8- to 3.9-second range.
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, says Savagian.
The options include the Tesla cars and
probably Porsche offerings that will
have extraordinary performance, and
so we decided to push ourselves past
the 3.8-second performance.
At the FF91s debut in Las Vegas at the
CES Show, officials boasted a 2.39-second
0-60 time for the production car.
7
7. With over 20 prototypes
already completed, Faraday
is continuing to build and
develop the car, despite
uncertainties surrounding
its financial situation
6. Faraday Futures
participation in Formula E,
in conjunction with Dragon
Racing, is helping R&D and
increasing brand exposure
We did a series of development activities
that involved our analysis in virtual
engineering and then our learning. Improving
our ability to control current at higher
levels and considering structural life of the
mechanical components really played out
more in the plan as we brought acceleration
down below two and a half seconds, adds
Savagian. Thats a very short-term piece of
development, a couple of seconds of all-out
performance. That taught us a bit about our
model fit and our predictive capabilities.
Forging ahead
As for the future, officials say the production
remains on schedule for first delivery at
the end of 2018. Improved battery chemistry
is on a growth path to take the energy
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
also nickel and cobalt. The lithium metal
cells may, in fact, relieve some of that stress.
That technology is certainly something were
looking forward to. And we look forward
to wireless charging, as well.
 AAC 2017

Development and Research in

AUTOMOTIVE ACOUSTICS
November 27 29, 2017
Pullman Aachen Quellenhof, Germany

Topics
Sound Quality, Trouble-Shooting, Sound Design
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Acoustics of Engine, Powertrain, Gearbox
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Acoustics of Alternative Drives
Multi-Modality Noise and Vibration

www.aachen-acoustics-colloquium.com
www.aachener-akustik-kolloquium.de
 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
Following a spell heading up the Dealer
Diagnostics Systems Group, he returned to
product development at the helm of Ford of
Europes Large Car Powertrain Team. Working
from the Blue Ovals German base in Cologne,
Fraser was responsible for overseeing the full
range of petrol and diesel engines going into
the Mondeo and Galaxy platforms.
That was a fascinating time, he recalls.
During those years we delivered Fords first
common-rail diesel engine, the first diesel
in the range to be fitted with an automatic
transmission, and our first high-output
2.2-liter diesel.
Fraser also oversaw the development
of Fords first gasoline direct injection
engine the lean burn 1.8-liter four
cylinder offered in the Mondeo. Commercially,
the car was a mixed success, but it featured a
number of innovative technologies, including
extensive use of EGR and lean NOX traps.
In 2003, Fraser moved back to Dunton to
take on the same role for commercial vehicles,
working on the full diesel engine range for
the Transit, before assuming his current
position in 2006.
Like many in the industry, hes a committed
car enthusiast and confesses to a particular
soft spot for the performance car programs
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.
Its been a fascinating journey. 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.
90 // September 2017 // Engine Technology International.com
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
successful 1-liter EcoBoost.
There was a lot of discussion about
cylinder count and displacement, he recalls.
Ford had previously trialled a fleet of 1.1-liter
direct injection turbocharged Fiestas, based
on the 1.6-liter engine with a cylinder cut-off.
It was technically quite successful, but at the
time it was concluded that the market wasnt
quite ready for a three-cylinder turbocharged
engine. When we came to the EcoBoost, it
was partly the data from that project that gave
us the confidence to go for three cylinders
(rather than four) and 1 liter (rather than
1.2 liters). In the end, it was agreed that this
would give the best compromise of cylinder
size, combustion chamber optimization and
surface-to-volume ratio.
The next step was a discussion on the block
material aluminum versus iron followed by
a debate on whether the turbocharger should
sit on the front or the rear of the engine. Soon
the architecture began to take shape.
Driveability matters
With the physical design well underway,
Fraser and his team focused on the
development of the control systems. In the
early days, the biggest question mark hung
over driveability. Everyone was confident that
Despite its diminutive
size, the 1.0-liter EcoBoost
has gained additional
technologies over its
lifespan, to help further
improve its efficiency and
reduce fuel consumption
 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
In the end, it really does feel like youre
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?
Fraser still sees a bright future for the
EcoBoost, but he says he doesnt envisage
any further downsizing: We have no plans
to go below 1-liter, and I think you might see
a trend across the industry toward slightly
bigger engines particularly in the larger
classes of vehicles.
As others have pointed out, its the
introduction of Real Driving Emissions (RDE)
testing that threatens to halt or even reverse
this trend.
The fact you can now encounter an
extremely wide range of temperature,
altitude, speed, gradient and vehicle loading
conditions has undoubtedly made things
harder for small engines in large vehicles,
comments Fraser. Particularly vehicles that
can carry quite a large payload on top of their
own mass that can add several hundred
kilos to the tested mass. Real-world testing
is the right thing to do for the environment,
so its something we actively embrace, but
it is still a major technical challenge.
Its likely that downsizing will live on
in a way, though. Ford is one of a number
of manufacturers currently working on a
cylinder deactivation system for the EcoBoost.
The concept is by no means new, but its
never been done on a three-cylinder engine
before, and it will allow the EcoBoost to run
as a 666cc twin under light loads.
92 // September 2017 // Engine Technology International.com
Multi-award-winning 1-liter
EcoBoost will continue to
form a part of Fords future
engine strategy for several
years to come, with more
variants of the engine
It can be up to 20% more fuel efficient to
run on two cylinders rather than three, but
we only expect the system to be active for
a few seconds at a time in normal driving,
notes Fraser. Overall, we think it has the
potential to reduce average fuel consumption
and CO2 figures by up to about 6%.
Theres still plenty of potential for heavily
downsized engines in hybrid applications
and range extenders too.
I think downsized engines will continue
with a degree of electrification, says Fraser.
I dont expect small capacity engines sub
1-liter to disappear and I think they have
a vital role to play in the small car segment.
Theres also a general trend toward
customers moving from larger cars into
cars that are smaller but more generously
equipped, he points out: Weve seen people
going from Mondeos to Focuses and from
Focuses to Fiestas. Its quite interesting to see
that the Fiesta has been the best-selling car
in Europe at times during this year, when its
traditionally been a larger C-segment car in
the top spot.
So there you have it. Downsizing is not
dead at least not across the board and
there is technology on the way that promises
to release further potential from small
engines. And whatever form the future
takes, you can be sure that Fraser and his
department will be in the thick of it.
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 MOTORSPORT: KERS

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
C
ars with bright glowing brakes
are a familiar sight in racing, as
the hard-won momentum of a fast
straight is shed going into a corner.
But could those blistering discs
become a thing of the past? If kinetic energy
could be recaptured, stored, and reused to
accelerate again, there would be no need for
any red-hot rotors.
The prospect of race cars without friction
brakes remains a long way off, but grabbing
Porsches 919 Hybrid
and recycling at least some kinetic energy
LMP1 car utilizes a has been around since KERS landed in F1
downsized two-liter in 2009.
V4 engine and several
energy recovery systems
If you can get hold of energy thats
normally wasted as heat and reuse it
youre onto a winner, notes Paul McNamara,
technical director at Williams Advanced
Engineering. The brakes are the biggest
source of lost energy. Thats how they work.
They convert motion into heat.
When F1 first introduced kinetic energy
recovery systems, or KERS, the best way
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
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
to the engine turbo, also recovers energy from
the exhaust.
Current F1 rules allow a 25kg battery as
an energy store, fed by the two MGU systems.
A maximum of 2MJ per lap can be captured
by the MGU-K, while up to 4MJ per lap can
be fed back to it from the battery. There are
no limits on what the MGU-H can supply
to either the battery or direct to the motor.
Despite the sophistication of todays F1
energy recovery systems, other options
remain viable and alternative technologies
could replace or supplement todays motors
and lithium-ion batteries.
While Williamss flywheel never raced in
F1, it did assist 2011s race-winning Porsche
GT3R and helped Audi Sports R18 e-tron
Quattro to Le Mans victory in 2012 and 2013.
Basically the choice of energy storage
is a compromise between energy density
and power density, observes Prof. Andrew
Atkins, global technical lead and senior
technologist at Ricardo. The very transient
high-power aspects of racing are attractive

BALANCED APPROACH:
With many race cars powered at the back
axle and braking primarily at the front, brake
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
cells, or you have a system failure, notes RML
Groups Martin. You need to be able to put the
brakes back on at the rear very quickly.
RML Group designed Nissans ZEOD RC
experimental Le Mans car, built to regenerate
sufficient energy to do a full lap of Le Sarthe
on batteries. One of the attractions of its
unusual delta layout was the ability to apply
three-quarters of braking effort at the rear.
In Formula E, active braking systems
are outlawed, but the teams still need to
ramp up regeneration under hard braking to
maximize energy recovery. You cant insert
a calculation between the drivers foot and the
rear brake, says Williamss McNamara. But
you can watch the pressure in the brake line
and set regeneration levels accordingly. If the
sensor says the front is doing a lot of braking,
you can wind up regeneration at the rear
without it deciding how to balance the two.
Formula Es rules are set for a big change in
the 2018-19 season. They will allow the motor
and the brakes to have a control system, adds
McNamara. If the rules changed to allow four-
wheel drive, that would be another huge step.
MOTORSPORT: KERS
Nissans ZEOD RC car took
to the Le Mans circuit and
was the first competition
vehicle to complete a zero
emissions lap of the circuit
to flywheels. Speeding up and slowing down
repeatedly can be deleterious for batteries but
flywheels really like it.
Atkins notes that other purely mechanical
systems might also be relevant. Weve looked
at compressed air and hydraulic, and for
applications outside automotive weve even
looked at clockwork, he says.
Capturing and storing energy is only half of
the picture, of course. The other interesting
thing is where you put the energy back,
Atkins notes. While the common approach
is simply to reverse the route from wheels
to battery, there are alternatives.
One scenario would be to use an electric
motor, like F1s MGU-H, to overrun the
turbo. That partially evacuates the cylinder,
which reduces your pumping work, and
at the same time rams more air in, Atkins
notes. High-pressure air enables a Miller
cycle (leaving intake valves open for part
of the compression stroke), which cuts
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
at racing technology firm RML Group, also
backs compressed air. The components are
very simple, he notes. Energy density is
likely to be an issue, but thats where I think
motorsports can provide answers.
As Martin observes, the rules set by
governing bodies dictate which options are
worth pursuing. They can stop a technology
from developing by writing it out of the
rules, or prevent one from being implemented
because it doesnt leave enough freedom,
he notes. My feeling is hybrid air is
something that should be allowed by
regulations, and some sort of help given
to people considering it.
McNamara, however, is less keen. Storing
compressed gas is always a bit worrying,
because it has the possibility of being highly
explosive, he says. If you crack a gas
cylinder, the energy is in a really raw form.
McNamara is more enthused by the
potential application of supercapacitors,
as used by the Toyota TS040 Hybrid
endurance race car in 2014.
One idea is to create a hybrid battery that
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.
98 // September 2017 // Engine Technology International.com
Formula E has placed
battery and energy
management high on the
list of priorities for drivers,
encouraging them to
actively recover enery
wherever possible
BOUNCING BACK:
Recapturing energy from a cars suspension
by making the damper into a linear generator
is another way to recover otherwise wasted
kinetic energy.
Regenerative damping is talked about a
lot, but its not energy for free, observes
Williamss McNamara. You see the car
bouncing along and think its going spare,
but in the end its all coming from the motor.
Ricardos Atkins says that circuit
racing offers little potential in this area.
Regenerative damping wouldnt be on my
list until I was desperate for the last energy
in the system, he says.
Rallies like the Dakar, where the suspension
moves a great deal for long periods of time,
provide the most promising opportunity.
In 2011 suspension firm Donerre built
regenerative dampers for Oscar eO, the
first plug-in car to contest the Dakar, and the
technology is likely to return in the future.
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.
 A good idea can always
solve a problem.
Even better if it solves
two at the same time.
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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


OEM INTERVIEW: GM
CONTENTS
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
fuel cell technology derived from US President John F
Kennedys challenge to NASA to safely land a man on
the moon by the end of the decade.
Electrovan was the brainchild of Dr Craig Marks, who
headed up many of GMs advanced engineering projects.
It was developed by a 200-person team over a two-year
period and tested for 10 months before a driveable tech
The fuel cell van program
started when it became
apparent that modules
were available with a
power density high enough
to make a vehicle possible
102 // September 2017 // Engine Technology International.com
LIQUID
MOTOR CONTROLS
WATER CONDENSER
ELECTROLYTE RADIATOR
AC INDUCTION MOTOR
GEARBOX
ELECTROLYTE RESERVOIR
32 FUEL CELL MODULES
demonstrator was shown off to journalists in the autumn
of 1966. Due to its prohibitive cost (the platinum used
in the fuel cell was reportedly enough to purchase an
entire fleet of vans) and lack of supporting hydrogen
infrastructure in place at that time, Electrovan was
regarded by GM as strictly a test vehicle to explore
hydrogen as an energy source for vehicle propulsion.
Following the end of the project, Electrovan was stored
in a warehouse in Pontiac, Michigan, for 31 years before
being rediscovered in 2001 and rehoused at the GM
Heritage Center (GMHC) in Sterling Heights for cell
displays. The vehicle has remained there ever since,
and when Electrovan celebrated its 50th anniversary
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.
LIQUID HYDROGEN TANK
LIQUID OXYGEN TANK
Can you remember how the Electrovan project
was initiated?
GM adopted a corporate policy of ZEV [zero-emissions
vehicles] in the early 1960s. In early 1964, the GM
engineering staff division at the GM Technical Center
[located in Warren, Michigan] responded by proposing
a two-phase solution to support senior managements
ZEV policy.
What was phase one?
Phase one was an Ag-Zn [silver zinc] BEV platform to
develop an oil-cooled 75kW three-phase induction motor
compact enough to mount in a production automobile,
measuring 20cm in diameter by 25cm long, 13,000rpm,
with a mass of 60kg. Dr Paul Agarwal, head of GMRs [GM
Research] electrical engineering department coordinated
the traction motor and IV [infinitely variable] solid-state
motor control system development. GM Delco Products
built the units for our project. Neither component existed at
the time. This EV was called Electrovair and was based on
a converted rear-engine production 1964 Corvair air-cooled
internal combustion piston engine vehicle platform.
And phase two?
Phase two was an H 2 [hydrogen] fuel cell-powered
EV called Electrovan, which was based on a GMC
Handivan platform. The Electrovair traction motor and
IV motor controls were to be transferred directly into
the Electrovan. Consequently, development effort could
be focused exclusively on an H 2 fuel cell development
Located beneath the floor
were the 32 fuel cell
modules interconnected
by some 550 feet of
plastic piping
About 45 gallons of
potassium hydroxide were
required to fill the modules,
the piping and the
reservoir. This electrolyte
alone weighed 550 pounds,
bringing the vans total
weight to 7,100 pounds
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
principle engineering staff leadership, most of the
engineering team was not familiar with fuel cells. In
a joint hands-on program with fuel cell engineers and
technicians from Union Carbide, this joint team began
the process of designing and installing appropriate fuel
cell test equipment, starting with an empty test cell.
Which suppliers did you work with on the project?
Hydrogen and oxygen were available from Linde Group
and Air Products, two independent companies. Linde
installed a 6m-diameter cryogenic liquid H 2 sphere
at the GM Technical Center campus and Air Products
installed a cryogenic liquid O2 tank at the end of
the engineering staff piston engine dynamometer
wing. Furthermore, our fuel cell test facility was also
located at the very end of the dynamometer wing for
safety considerations.
What were some of the projects biggest engineering
challenges and how did you overcome them?
We had 32 series-connected fuel cells. Each fuel cell
had four submodules consisting of four single cells
in parallel plus 17 series submodules per 1kW fuel
cell 68 cells and 17V DC per module for a total of
2,176 cells. The 32 series-connected fuel cell modules
provided 540V DC 2 phase +270V and -270V.
Consequently, our second challenge was to scale
up from a 31-cell Apollo Saturn V fuel cell module to
2,176 cells a world-first effort that had never been
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

polypropylene plumbing to the last fuel cell module
was more than several meters away from the gas input.
Consequently, hydrodynamic fluid transport prevented
uniform distribution of H 2 to each of the 2,176 cells
simultaneously. The result was single-cell polarity
reversals by adjacent cells that had activated first. The
resident Union Carbide engineers and technicians solved
this cell polarity reversal issue by rewiring each 1kW
module with 68 individual cell conductors leading to
a multiconnector mounted on top of each 1kW module.
There was a total of 2,176 wiring connections for the
32 modules, which was another world first.
What were some of the most important tests
that you performed on the vehicle?
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.
After the GM Electrovan
was built, tested and
shown off to journalists
in 1966, the project was
scrapped, largely because
it was cost-prohibitive. The
platinum used in the fuel
cell was enough to buy
a whole fleet of vans and
there was absolutely no
supporting infrastructure
in place at that time
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
boundary of the GM Technical Center campus. Practice
proof-of-principle demonstration loops were driven past
the styling division dome before the international press
ZEV H 2 fuel cell demonstration run on Friday, October
28, 1966.
Were you satisfied with the results of the Electrovan
project?
Although the press demonstration run proved successful,
Electrovan was deactivated: the reactants were purged
and the vehicle moved to the styling division dome
interior display area for inspection and photographs by
the international press. We concluded that Electrovan
was not suitable for the passenger automotive application
and confined it to long-term storage. <

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

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

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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,
Mahle uses a beefy conventional turbocharger
during high-rev running.
The mechanical shaft of a turbo is a
really cheap and efficient way of transferring
power, Bassett notes. If you look at the kind
of power that the turbine is transferring to
the main compressor, youre up at 20-odd
kilowatts for this kind of engine, so you
wouldnt want to do that electrically.
The 48V Aeristech e-charger used by Mahle
peaks at 9kW, or about 4.5kW in continuous
use. It forms part of mild-hybrid setup with
integrated starter-generator, and regenerated
energy is generally sufficient to meet the
e-chargers demands, Basset explains. When
the driver kicks in well throw all 9kW at it to
2 the exhaust can also ease the e-chargers own
ELECTRIC CHARGERS
pick the boost up, he says, There is a big difference in
adding that the ISG is on hand
to ensure theres always engine elasticity and engine
sufficient electrical reserve.
Valeos Forissier similarly response. Therefore, it makes
suggests that an e-charger plus
large turbo offers the best of
a real difference for the user
both worlds. We propose a MICHEL FORISSIER, R&D DIRECTOR,
VALEO POWERTRAIN SYSTEMS
simple e-compressor together
with a simple turbo there is no need any
more for variable geometry or variable nozzle
technology, which cost a lot of money, he
says. Twin turbos are also very expensive,
and they are very difficult to package. Our
solution is much more elegant, because a 2. Audis RS5 TDi concept
single turbo is easy to package properly, and demonstrated the benefits
of using electric assistance
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
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
OEM in the Far East, says Andy Dickinson,
CPTs senior manager for COBRA product
development. They have a 4.4-liter diesel
engine with a fixed-geometry turbo, and
its time to peak torque on a tip-in was
three seconds, which is relatively quick.
But with COBRA its reduced to 1.1 seconds.
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 electrical system
MICHEL FORISSIER, R&D DIRECTOR,
VALEO POWERTRAIN SYSTEMS
4. A conventional
turbocharger can be
supplemented by electric
chargers, helping deliver
a feeling of instant boost
However, rapid response was not the only
outcome. Their base torque was 475Nm,
but with COBRA, after 1.5 seconds, theyd
peaked at 650Nm a 175Nm lift. So they
had to clip the fueling, because they werent
sure the engine was strong enough.
As Dickinson notes, an e-charger can
supply air to match an engines fuel delivery
even at low revs, avoiding the tendency to run
rich. Because youve got air available at every
tip-in, its a pure burn, he observes. With
a lot of heavy-duty vehicles and buses, where
you get curbside smoke, its because they
reach a transient torque limit. The ECU
is programmed to deliver a certain amount
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
slug of black smoke.
An e-charger can also avoid the laboring
phase, helping to clean up emissions
and extend the life of particulate filters,
Dickinson adds.
E-chargers can also help
battle NOX, notes Forissier,
by improving exhaust gas
recirculation. NOX is mostly
created when you accelerate a
diesel engine when you have a
high load, a high temperature in the
cylinder and a very high excess of air,
he says. With the supercharger we can
enhance the flow of EGR, adding inert gases
into the chamber during acceleration. So
when you kick down, at the same time and
in synchronicity we can have a special flow
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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O E M IN T or intervie
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treat: maj software the automot
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C US Another 20 Faraday Future,
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E C T IV E FO re visions
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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
to Novi, Michigan, with the promise
of new technologies and insightful
Forum presentations!
Staged alongside Automotive Testing
Expo and thus boasting an incredible array
of powertrain testing technologies, the
two shows host a combined total of 130
exhibitors that are relevant to the engine
community, plus over 30 speakers in the
free-to-attend Forum.
New technologies on display at Engine Expo
will include a next-gen CV T, breakthrough
de-throttling and low friction technologies,
a new type of water injection hardware and
advanced thermal and acoustic solutions.
Meanwhile, over at Testing Expo, visitors
can get up close to high-tech end-of-line
NVH test machines, new load brakes for
low-speed high-torque assessments, radar-
in-the-loop simulation systems, a new-gen
mobile 48V test bench, an array of DAQ
tech and systems, and cutting-edge sound
measurement tools.
Must-see Forum presentations include
Advanced gasoline engine technologies
to achieve diesel-like fuel efficiency from
Paul Freeland, principal engineer, Cosworth
Limited; Hot gas transient reactor for
simulating exhaust of diesel engines from
Scott Eakle, principal engineer, Southwest
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


REGISTER NOW FOR YOUR FREE PASS! w w w.engine-expo.com/usa
IHI will promote
a new center
Expande
coating d
for automotive
component
coatings
capabilitie
New automotive coating
center in Madison Heights
IHI Ionbond Booth E175
Michigan has long been the automotive center of the USA, and
IHI Ionbond is in Novi to promote the new center for automotive
component coatings at its North American headquarters in
Madison Heights. Refurbished and configured to host production
and R&D coatings aimed specifically at the automotive industry,
the new center contains coating equipment, cleaning lines and
production staging areas, qualified by the Ionbond Automotive
Competence Center in Venlo, the Netherlands. In operation
since April 2015, the center focuses on diesel and gasoline
engine components for North American manufacturers and
on servicing component providers in the Detroit, Michigan area.
Gasoline engine with diesel-like
fuel economy Cosworth will highlight
how its new tech will
Cosworth Booth E195 help improve the ICE
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
the previous contribution that diesel engines offered to realizing
lower fleet-average CO2 values will need to be reduced further.
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
technologies were used to enable a 105kW/liter engine to achieve
less than 300g/kWh BSFC at 2,000/2.0 bar BMEP.
EXPO PREVIEW: NOVI
NTRY
FREE E W!
The NuVinci
TER NO
G IS
continuously
R E variable
planetary
technology
The CVT of tomorrow
Fallbrook Technologies Booth E314
Continuously variable transmissions have been around for
a while. The NuVinci continuously variable planetary (CVP)
technology from Fallbrook Technologies represents a step
change that enables performance and efficiency improvements
for machines that use an engine, pump, motor, or geared
transmission system. At Engine Expo 2017, Fallbrook is
launching an Innovation Kit for developers who wish to
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,
with an aluminum intake manifold and cylinder head, magnesium
oil pan, gray cast-iron crankcase, an exhaust manifold in Ni-Resist,
as well as the turbocharger housing in cast steel, then no problem.
e
Versatiland
castinegrial
mat ogies
technol
AA Modelleria can
manufacture and supply
castings in any alloy
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

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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: jaquet.turbospeed@te.com
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
Technology Forum, where for three days, some
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
you plan your trip to Novi. Specific timings will
be announced nearer to the event, as well as
additional speakers, themes and topics.
Keep an eye on the Engine Expo website
for more details, but for now, here are some
of the highlights from what promises to be a
bumper program!
DAY 1 //
TUESDAY, OCTOBER 24
Hall A
High-performance engines win
with torsional viscous dampers
Aaron Neyman, senior product engineer /
vibration solutions manager, Vibratech
TVD, USA
Introducing innovative concepts for
connecting injectors to diesel engines
Marcel Goedecke, senior product manager,
ITT Cannon, GERMANY
Cumulative enabling effects
of a driven turbocharger
Thomas Waldron, executive vice president,
SuperTurbo Technologies Inc, USA
Reducing combustion variation with
the LHP Engine Control System
Dr Adam Jungkunz, senior systems engineer,
LHP Technology Solutions, USA
Dynamic engine emissions
and lube oil consumption
Dr Sven Krause, CEO, Lubrisense GmbH,
GERMANY
Test requirements of the
automated automobile
John Arena, product line marketing director,
Teradyne Inc, USA
One-stop-shop solutions
Shuichiro Nakajima, technical manager, Kyowa
Industrial Co Ltd, JAPAN
Designing for 3D printing DMLS
Joshua Parker, DMLS technician, Proto Labs,
USA
Method for testing moments
of inertia of an engine
Dr Dale Andreatta, mechanical engineer, SEA
Ltd, USA
126 // September 2017 // Engine Technology International.com
DAY 2 //
WEDNESDAY, OCTOBER 25
Hall A
CANalytics CAN interface software
Todd VanGilder, vice president, Wineman
Technology, USA
Advanced gasoline engine technologies
to achieve diesel-like fuel efficiency
Paul Freeland, principal engineer, Cosworth
Limited, UK
Quick and reliable efficiency
motor mapping and analysis
Michael Hoyer, applications/marketing engineer,
HBM Test and Measurement, USA REGISTER
HIL solutions today for NOW FOR
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Dan White, chief engineer, LHP Engineering
Solutions, USA
Thermally conductive compression rings
PASS!
offer potential for emission reductions www.engine-expo.com/usa
Dr David Krus, director of business development,
Materion Performance Alloys, USA
Development challenges of no odor,
no smoke thermal insulation products
Robert Winters, director, application engineering,
Interface Performance Materials, USA DAY 3 //
Next-generation, high specific output THURSDAY, OCTOBER 26
engines with direct water injection
Naag Piduru, senior engineer CFD/CAE, Nostrum
Energy LLC, USA
Hall A
Selective Interrupt and
Engine oil aeration simple test
Control (SIC) with RPECS
Logan Smith, research engineer, Southwest
method for lubricant formulations
Ricardo Hein, director, Conexo Inc, USA
Research Institute, USA
Recent advances in residual Port water injectors with spray
stress x-ray diffraction targeted colliding jet technology
Vijay Dangwal, research and development
Taylor Thompson, application scientist, Proto
engineer, Nostrum Energy LLC, USA
Manufacturing, USA
Hot gas transient reactor for
simulating exhaust of diesel engines
Scott Eakle, principal engineer, Southwest
Research Institute, USA
Simplifying test system and test
lab management with TestTracker
Roy Krans, product group manager, Wineman
REGISTER
Technology Inc, USA
Oil debris monitoring in
TODAY! engine testing applications
Simon Wilson, product manager, Gastops Ltd,
www.engine-expo.com/usa CANADA
*This program is subject to change
Engine Technology
International
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RETROSPECTIVE FOCUS
In our 20th anniversary issue we take a
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best moments, features and interviews
OEM INTERVIEWS
Another 20th birthday treat: major interviews
with Ferrari, Faraday Future, Ford and
GM, which all outline their future visions
VR IN ENGINEERING
How will advances in virtual reality
software and hardware revolutionize
engineering in the automotive industry?
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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
reduce fuel consumption and
CO2 emissions have seen engine
designs move toward reduced oil
film thicknesses using thinner oils,
and an increased number of engine
starts due to hybrid and stop/start
technology. Simultaneously the
peak loads that bearings must
carry are increasing as downsized
engines with turbocharging
generate higher combustion
pressures to improve efficiency.
These trends have increased
the likelihood of boundary and
mixed lubrication conditions
occurring, where the asperities
on opposing metal surfaces interact
with each other. Unlike the preferred
condition of full fluid film lubrication,
which completely separates the
metal parts, boundary and mixed
lubrication can lead to increased
risk of wear or seizure, especially
for crankshaft bearings.
Research into the effects of low-
viscosity oils, higher loads and more
frequent restarts at Federal-Mogul
Powertrain some years ago led
to the development of innovative
polymer coating technology for
bearing shells. The new coating,
Irox, addressed lubrication
challenges by protecting both the
crankshaft and the bearing shells
from damage where metal-to-metal
contact would otherwise occur.
Irox bearings have a substrate of
aluminum- or bronze-based bearing
alloy with a PAI (polyamide-imide)
polymer resin overlay that provides
high wear resistance and optimizes
the interaction with the oil film. A
number of additives are dispersed
throughout the matrix, including
fillers to strengthen the resin
structure, soft particles to improve
mixed lubrication behavior, and hard
particles to condition the shaft.
As design trends have continued
to evolve, with oils becoming thinner
still to as thin as 0W20 and
crankshafts increasingly made
from steel with super-fine surface
finishes, a new-generation coating,
Irox 2, will be launched at this years
IAA show in Frankfurt, Germany.
Whereas the existing Irox product
was designed for standard
crankshaft finishes, Irox 2 is
specifically intended for steel
crankshafts with the finest finishes,
running on todays thinnest oils.
in-house by experts at Federal-Mogul
The formulation of Irox 2 involved
modification of the Irox resin binder
system at the molecular level,
coupled with subtle changes to
the composition. For example,
Irox 2 contains no silicon carbide
particles and has a higher content
of a synergistic mixture of solid
lubricants.
Compared with aluminum
bearing surfaces, both Irox and
Irox 2 give reduced friction and
greater wear resistance, says Gian
Maria Olivetti, CTO at Federal-Mogul
Powertrain. The difference is that
Irox 2 trades a little wear resistance
for enhanced seizure performance

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


compared with Irox,
so we can offer each
customer the optimum formulation
for its specific application.
The development of Irox 2
required the use of specialized test
rigs, many of which were developed
in-house by Federal-Mogul
Powertrain, such as the special
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
friction rig plotted against speed.
that tests actual Comprehensive testing throughout
bearings, not just the engine speed range showed the
flat material samples. reduction in friction when using Irox-
It can take the bearing coated bearings to be greater than
through a complete sweep of the effect of changing from 5W30
shaft speeds in a single, seamless to 0W20 oil.
test cycle, enabling the complete The seizure resistance was
study of frictional behavior under evaluated in a stress test using a
boundary, mixed and full fluid film motored single cylinder test rig with
lubrication, with precise control. a real conrod and piston, operating
Test results can be produced against a steel or nodular cast-iron
in the form of a complete Stribeck (NCI) sleeve. Irox 2 shells achieved
curve (coefficient of friction versus the target life while running against
a steel crankshaft, matching the
Overall power performance of other bearing types
consumption as while improving on their wear and
measured by the
fatigue performance.
friction test rig,
sweeping across Fatigue properties were
the speed range. investigated in the underwood
The reduction in test using shells with an identical
power loss with
the Irox coating is aluminum substrate and geometry
much greater than but manufactured with and without
when reducing the Irox coating. When subjected to the
oil viscosity from same load (80MPa), tests showed
5W30 to 0W20.
(top: uncoated the Irox coating to eliminate fatigue
aluminum bearing; failure of the bearing shell.
bottom: bearing Wear reduction was quantified
coated with Irox)
using tests on a highly loaded four
cylinder diesel engine, subjected
to 100,000 stop-start cycles, which
showed a reduction from 250m
wear on main bearing shells to
just 5m, thanks to the use of
Irox coating.
One of the greatest challenges
for plain bearings is conformability
Engine Technology International.com // September 2017 // 129
PRODUCTS & SERVICES
the ease with which the bearing can
accommodate misalignment and
consequent edge loading.
Federal-Mogul Powertrain used
the nautilus test to assess this,
which involved a tilted conrod
subjected to constant side
loading and a sinusoidally varying
main load, to compare bearing
performance against known
benchmarks. The test cycle sweeps
through a number of load and
speed increments while monitoring
bearing backing temperatures.
Irox bearings are already used in
46 engine families around the world,
with over 150 million bearings now
in service, contributing to reducing
engine friction and improving
efficiency while also enabling
the use of lower viscosity oils,
says Stefan Rittmann, director
of bearings technology, Federal-
Mogul Powertrain. Sample
bearings with the new Irox 2
coating are now with customers for
evaluation, and series production
will commence later this year.
The new polymer-coated high-
performance bearings are intended
for use in both light- and heavy-
duty engines.
FREE READER INQUIRY SERVICE
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Powertrain, visit:
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 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

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


Molykote G-900X combines phenyl and fluoro polymers
to provide high-temp lubricity and additive acceptance
Dow Corning combined the high-temperature performance of
phenyl silicone with the excellent lubricity of a hydrocarbon
elastomers, low density for cost- With multiple applications in
in-use savings, and improved almost every vehicle system
additive acceptance for formulation including powertrain, interior,
flexibility to meet specific application body and lighting, and chassis
requirements. and brakes Molykote anti-friction
Potential applications for these coatings deliver some major
innovative silicone specialty greases advantages. These include precise
include high-temperature bearings, friction and wear control; reduced
tire molding, and powertrain and NVH (noise, vibration and
chassis components. harshness); added smoothness of
Dry-film lubricants, already adjustable components; corrosion
proved effective in numerous and stick-slip prevention; less
automotive applications, are potential for soiling, evaporation
another type of specialty lubricant or oxidation; and effectiveness over
in Dow Cornings broad portfolio a very wide service-temperature
of Molykote Smart Lubrication range. They can provide permanent
solutions. Sometimes referred lubrication with the ability to survive
to as lubricating paints, they are for the life of the lubricated parts.
well-known as anti-friction coatings Typical dry-film lubricants have
(AFCs). Unlike oils and greases that four main ingredients: a solvent
provide hydrodynamic lubrication, carrier, solid lubricants, a resin binder
with fluid keeping wear surfaces and special additives. The solvent
apart, these dry-film lubricants carrier aids dispensing, ensures
provide boundary lubrication with uniform dispersion of the solids,
special solid lubricants strongly and evaporates away during AFC
bonded to the wear surfaces. drying and curing. The resin binder
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
surface adhesion and interlayer
cohesion and enhances corrosion
protection. The solid lubricants fill
in surface asperities and smooth
roughness to provide dry-film
lubrication in a thickness matched
to application requirements. The
additives might enhance coating
ease, prevent settling, inhibit
corrosion, add coloring, or impart
special properties to the coating
or surface.
These AFC ingredients can
be adjusted to meet regulatory,
processing and end-use
requirements. For instance, the
solvent must ensure proper surface
tension and resin solubility, but
NMP solvents have been eliminated
in new AFCs due to potential
environmental health and safety
regulations in coming years. Primary
solid lubricants include PTFE,
graphite and molybdenum disulfide
(MoS2), and each is selected to
provide precise friction control
under different conditions.
Binders include polyamide-imide,
polyurethane, epoxy and other
resins, selected for solvent
compatibility, solubility, dispersion
and speed of drying (evaporation).
Durability, flexibility, adhesion and
hardness are selection criteria.
In addition to extensive
formulation versatility to match
specific application needs, dry-film
lubricants offer cleaner processing
with less dust and potential
contamination than conventional
lubricants. Proper bonding
requires clean, dry surfaces that are
usually prepared with a choice of
pretreatments. The size, shape or
quantity of parts may determine a
coating method, such as spraying,
Engine Technology International.com // September 2017 // 131
PRODUCTS & SERVICES
screen printing or roll coating. Film
thickness is usually matched to
application needs such as load,
environment, temperature or speed.
Depending on the specific AFC,
drying and curing can take place
with or without heat.
Molykote D-6600 Anti-Friction
coating is Dow Cornings latest
innovation in dry-film lubricants.
With solid lubricants in an organic
solvent/binder blend, this fast-
curing AFC adheres strongly to
metals and plastics. It provides
good load-carrying capacity, friction
and wear control, and corrosion
protection for potential applications
such as starter motors, door locks,
ball joints and window lifts.
This newest Molykote AFC, which
proved effective in cycle-testing of
starter motors, delivers long-lasting
performance that meets Tier 1
specifications. It is suitable for
metal/metal and metal/plastic
material pairings with slow to
medium-fast speeds and medium
to low loads. Unlike some lubricants,
it does not pose a risk of soiling.
With in-depth industry experience,
materials creativity and problem-
solving collaboration, the specialty-
lubricant research scientists and
application specialists at Dow and
Dow Corning bring together the best
of organic and inorganic chemistry
for breakthrough innovations.
Next-generation silicone greases
and effective dry-film coatings open
new opportunities for increasing
automotive applications.
FREE READER INQUIRY SERVICE
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INQUIRY NO. 502
 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

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


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
as well as PA 12. Rilsan S grades are
recommended for injection molding
applications that do not require high
chemical resistance or flexibility, such
as under-the-hood connectors.
The Rilsan range of polyamides
provide impact, abrasion, chemical
and thermal resistance for long-
lasting strength and durability. These
products have a low moisture pick-up
rate and dimensional stability, which
makes them suitable for use in harsh
environments.
One of the latest R&D projects
underway at Arkema focuses
on the development of a sustainable
bio product range. On May 2, 2016,
Arkema, BASF and Jayant Agro, as
well as the NGO Solidaridad, signed
a contract to foster sustainability
in the castor oil supply chain.
The Sustainable Castor Initiative
Pragati aims to improve the
livelihood of castor farmers
and contracted workers by both
supporting them in optimizing yield
and reducing environmental impact
of their farming.
Additionally, a sustainability code
for castor oil will be developed, which
will enable Indian farmers to offer the
first certified sustainable castor oil
on the global market.
Furthermore, Arkema aims to
delve deeper into a sustainable
value chain and invests a lot of
time and effort into the Responsible
Care initiative. This is a voluntary
movement by companies in the
chemical industry to improve safety
and the protection of health and the
environment, under the aegis of the
International Council of Chemical
Associations worldwide and of
the European Chemical Industry
Council at the European level.
Additionally, Arkema joined
another project, Together for
Sustainability, in 2014. This global
program is designed to encourage
social responsibility across the
chemical industry service chain in
line with the principles of the United
Nations Global Compact and the
Responsible Care Global Charter.
In the fight against climate
change, it is important for the
chemistry company to develop
environmentally friendly products.
Reducing greenhouse gas
emissions is a priority. As a
could save up to 470 tons of carbon
Engine Technology International.com // September 2017 // 133
PRODUCTS & SERVICES
major energy consumer concerned
about carbon dioxide emissions,
Arkema is continuously improving
the energy efficiency of its factories.
Since 1990, the baseline year for
the Kyoto Protocol establishing
improvement targets for
industrialized nations, Arkema has
cut greenhouse gas emissions by
a factor of three. In the same spirit,
Arkema looks forward to developing
and commercializing more products
with improved environmental
friendliness. Bio-based product
development is one of the top-
four priorities in Arkemas R&D
department at present.
By using PA 11, it may be
possible for an OEM to save up
to 52% of CO2 emissions per
kilogram compared with some
other polyamides. This means that
a production of 100 tons of PA 11
dioxide (which typically represents
3.5 million equivalent kilometers
driven by a regular car).
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 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
dual-clutch transmission,
there are gears with a synchronizer
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
transmission, meaning that a
seven-gear transmission requires
seven plus one gears.
A design that has proven
successful is that of a wheel and
synchro body, with the two separate
parts joined and welded together.
The EMAG ELC 160 HP is a
manufacturing system specially
designed for this operation of
joining the wheel and the coupling
body together.
In a production line, the ELC 160
HP handles the suboperations of
joining (pressing), preheating for
welding (if required), and finally
laser welding. To achieve the
quickest possible cycle times, these
subprocesses run in parallel. The
ELC 160 HP is a rotary transfer
machine, making it ideally suited
for high-productivity manufacturing.
With this machine, typical gears for
car transmissions are produced in
about 10 seconds.
There is nothing new about
the principle of a rotary transfer
machine. On the contrary, in many
areas rotary transfer machines
have been deemed too inflexible
and have been superseded by
other machine designs.
This is where the real innovation
of the ELC 160 HP comes into
its own: a method of automated
retooling for workpiece clamping,
patented by EMAG, enables the
ELC 160 HP to manufacture a
variety of workpieces very flexibly,
in batches of sizes down to just one.
The machine structure is based
around a central column on which
all the components are mounted.
134 // September 2017 // Engine Technology International.com
A rotary indexing table arranged
around this column transports
parts to the four process stations.
A series of special design features
ensures that the workpiece
is positioned accurately in the
machining station even with
the high speed of the rotary
indexing table. The high machining
accuracy of the ELC 160 HP, in
combination with EMAGs clamping
technology, makes it perfect
for even the most demanding,
extremely narrow welds.
A fixed beam guide
ensures reliability
during operation
The machining process begins
at the loading/unloading station.
Two pick-and-place units, equipped
with pneumatic grippers, transport
the parts from the conveyor belt to
the rotary indexing table and back.
From there, the parts proceed
to the joining station. This station
can be equipped with up to
three (different) joining punches,
selected by NC commands and
set up without loss of time. This
provides full flexibility and retooling
freedom for applications such
as manufacturing an entire set
of gears for one transmission.
The joining operation itself
is performed quickly and
precisely by a servo press,
with an integrated force/stroke
monitor for process monitoring.
In the next step of the cycle,
the workpiece reaches the
third machining station, where it
undergoes induction preheating.
Here too, the user can make use of
a slide unit with up to two inductors,
which enables automatic retooling.
One brief turn of the indexing table
later, the workpiece reaches the
core of the machine the laser
welding station. The machine
clamps the workpieces axially for
welding, both to prevent distortion
and to protect the workpiece from
spatter, another revolution. This
clamp and fixture system can be
reset automatically for different
workpiece geometries, in time
with the cycle of the machine.
Up to three fixtures can be made
available, which is usually enough.
This provides maximum flexibility
and retooling freedom.

This principle of automated
retooling (an EMAG patent)
maximizes the efficiency of the
ELC 160 HP, as it avoids not only
a manual retooling procedure,
but also the time spent waiting
for the destructive testing of the
first workpiece welded, which is
required after manual retooling.
By performing the suboperations
of loading/unloading, joining,
preheating, and laser welding in
parallel, the ELC 160 HP ensures
maximum productivity: gears for
car transmissions are typically
The new unit, with
its compact structure,
gives fast cycle times
and automatic loading
produced in a cycle time of just 10
seconds. The automated retooling
manages to square the circle by
eliminating the disadvantage of
rotary transfer machines, namely
their low flexibility.
This station is also equipped with
a slide unit with up to three counter
bearings, to ensure automatic
retooling here as well. The weld
head is equipped with an x-axis
for the seam position and a z-axis
for adjusting the focal position. As
an option, this station can also be
equipped with a crosshair camera.
All four processes described here
run in parallel, enabling extremely
quick cycles in a record time of
just 10 seconds.
Despite the complex structure
of the machine, the systems design
is extremely ergonomic and easily
accessible for maintenance. With
the process stations arranged at
a 90 angle, the machining areas
are all separate and therefore
easily accessible. It is theoretically
possible to perform maintenance
on all four machining areas at
the same time without difficulty.
All of the technology required for
operation of the system is housed
in a control cabinet next to the
machine unit, compact yet easily
accessible. This gives access
to all the electrical and pneumatic
systems, as well as the induction
generator, sensors, welding fume
Engine Technology International.com // September 2017 // 135
PRODUCTS & SERVICES
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
pioneer in the use of solid-state
lasers for the welding of powertrain
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
around 25kW, including the cooling
unit. That means a considerable
cost saving for the customer when
you compare the operating costs of
this system with those of traditional
laser systems, says Nikolas Meyer,
head of sales at EMAG Automation.
The use of solid-state lasers also
enables welding without shielding
gas, providing further cost savings.
Furthermore, solid-state lasers
enable faster welding for many
applications. In terms of component
quality, the heat input per unit length
into the component is also reduced,
which results in reduced welding
distortion removing the need for
expensive reworking.
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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
development time, and enabling
large market penetration of
advanced EDV power systems.
CAEBAT (computer-aided
engineering of electric-drive
batteries) was co-funded by the
Vehicle Technologies Office in the
US Department of Energy (DOE)
and managed by DOEs National
Renewable Energy Laboratory
(NREL).
Brian Sisk, director of design
analysis for power solutions at
Johnson Controls Inc. (JCI), explains
the critical role simulation and
projects like CAEBAT play in the
development of their battery
technologies. Our participation in
CAEBAT was extremely beneficial to
us, Sisk says. CAEBAT served to
get a wide array of interconnected
stakeholders together including
battery manufacturers, software
vendors, vehicle manufacturers,
academic institutions, national
laboratories, and government
stakeholders as well. Working
together enabled us to align our
priorities and to increase the level
of fidelity and realism in the available
simulation capabilities.
Graphical representation of volts
ver a seven-hour cycle period
A real benefit to JCI was having
its own technology, its specific
electrode materials, cells, packs,
etc, modeled and validated as part
of the research activity undertaken
by CAEBAT. That helped to ensure
that the tools it uses are relevant.
Increasingly, our focus has been
on the battery as a system, not just
individual electrodes or cells, and
optimizing the system within that
context, he adds. As a result,
the battery chemistry, electronics,
thermal design, algorithms and
management strategy need to be
harmonized. And given that focus,
our primary use for CAEBAT is
within a systems context, especially
for thermal optimization.
The automotive battery that
once needed only to provide
starting, lighting and ignition
functionality now needs to do more
than ever, continues Sisk. The
battery may be required to support
much higher accessory loads,
allow complex battery management
strategies, provide stop/start
operation, and even power hybrid
or fully electric powertrains.
State-of-the-art simulation tools
that include flow, thermal and
electrochemistry models are now
starting to enable the design of
EDVs while taking into account
the many length scales of the
system: from microstructure
electrochemistry, to detailed
cell design, to module and pack
analysis and overall system design
with the battery in situ.
We are going to see a
proliferation of battery technologies
in the market driven by both
consumer demand and strong
global fuel economy requirements,
and simulation plays a critical role
in that world, Sisk states.
Vehicle manufacturers demand
flexibility from battery suppliers
to rapidly changing needs
and requirements. The strong
competition in the battery space
means that technical uncertainty
cant be solved by over-engineering
or providing large margins for error.
This environment creates a pace
of technological change that simply
leaves no time to perform physical
experimentation for every

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

 PRODUCTS & SERVICES

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
that simulation is not a luxury.
Its an absolute requirement
and necessity.
Ahmad Pesaran, energy
storage group manager in NRELs
Transportation and Hydrogen
Systems Center, adds, Continued
progress developing and linking
physics-based models of batteries
enables developers and designers
to better understand the internal
behavior of batteries in electric-drive
vehicles and explore new designs
in a virtual environment, reducing
the number of prototypes and tests
required by a traditional build-break
design cycle. The outcome of
this project is expected to enable
scientists and engineers to further
improve the performance, cost
and lifetime of advanced lithium-ion
batteries in support of the DOEs EV
Everywhere Grand Challenge.
The methods developed
during the CAEBAT project are now
available within the STAR-CCM+ (a
multiphysics CFD tool) and Battery
Design Studio (an application
specific simulation tool), both
of which are part of Siemens
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.

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 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

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


technologies out of many potential
applications.
In addition, a brushed DC motor
only requires two wires to the ECU
(supply and ground), while a typical
BLDC motor requires at least three,
and in some cases up to eight lines
(three motor phases, three Hall
sensors and their supply voltages).
To overcome these constraints,
Soncebozs EasyPlug technology
offers an equivalent brushless
alternative to classic DC motors,
providing a simple solution and a
true paradigm shift while eliminating
the need for an expensive vehicle
ECU upgrade. EasyPlug solutions
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
can be considered as a plug-and- plug-and-play brushless solution.
play solution between standard This cost-effective solution brings
ECU outputs for DC-brushed drives several advantages, including more
and a BLDC motor. durability, more compactness,
Figure 3, which explains the basic resistance to extreme temperatures
functionality of a transducer, shows and closed-loop control of the
that both actuators (gray boxes) actuator. Finally, as the three-way
have the same electric interfaces to valve actuator with EasyPlug can
the ECU in other words, leads for be used not only on the engine but
the position sensor and two motor also on the whole cooling system,
power supply wires for PWM_IN beneficial for all challenging thermal
(operating voltage) and ground. management applications.
The role of the transducer (green
box) is to convert the PWM_IN FREE READER INQUIRY SERVICE
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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
applications. Today, Nemak
leverages its expertise in aluminum
casting processes with the aim of
becoming a leading global supplier
of these components.
There is a wide variety of battery
housings on the market today,
ranging from the shoebox-sized
housings used in 48V systems
to the larger structures typical of
plug-in hybrid and pure electric
vehicles, which in certain cases
occupy the complete floor of the car
in between the axles. Regardless
of shape or size, battery housings
must be stable enough to withstand
crashes and dense enough to
140 // September 2017 // Engine Technology International.com
Battery housing for a hybrid
vehicle, cast as a single part
Battery housing produced
in low-pressure die casting
contain any battery leakage.
Aside from their energy-storage
function, battery housings
also carry heating and cooling
equipment and electric wiring.
In principle, there are two ways
to build a battery housing deploying
aluminum die castings: either
the casting is a complete box that
only needs an additional sheet as
closure; or the casting builds just
the frame of the box while the floor
and closure are added separately.
The size of the housing and the
available die-casting machine size
dictate which concept is favorable.
Battery housings for hybrid vehicles
tend to be relatively small, which
means they can be produced by
the machine as a single part.
However in the case of larger
batteries, such as those used
in plug-in hybrid or full electric
vehicles, the housings are built
either using modular construction
methods, which involve combining
multiple castings into a single
solution, or by using the casting
as a frame.
The vacuum-assisted high-
pressure die-casting process
(HPDC) enables the production
of high-quality aluminum castings at
a high level of design flexibility. The
component will have high ductility
and static tensile strength, ensuring
it meets the crashworthiness
requirements. Castings with a
wall thickness down to 2mm can
be produced further meeting
the requirements for lightweighting.
Alternatively, the application of
low-pressure die-casting (LPDC)
provides the opportunity to include
complex cooling lines in the battery
housing without any additional
manufacturing steps. Furthermore,
the size limits for a complete box
with an integrated floor are enlarged
compared with the HPDC process,
although only a wall thickness of
4mm is technically feasible.
Todays full EVs are equipped
with e-drives from 30kW to 900kW.
These motors are usually optimized
for special partial-load ranges
applied in cars, UVs, and vessels.
Different versions are available with
permanent magnets and without
magnets. The drivetrain consists of
the battery, the power inverter and
the electric machine (e-drive).
The weight of the individual
components is important. Due to

the high iron content of the rotor
and the copper coils, e-drives
are very heavy. According to
industry experts, aluminum is an
ideal material for casting housings
for e-drives. In addition to its
low weight, aluminum meets
the stringent requirements for
material strength, processability
and thermal conductivity.
Nemak offers a broad portfolio
of aluminum casting processes
to produce complex e-drive
housings, with a focus on LPDC,
core package sand casting (CPS),
and HPDC.
LPDC enables high flexibility
in design, use of different alloys
and high mechanical properties
for excellent casting quality.
CPS is the best option in
applications where the highest
flexibility in design, the highest level
of integration, the best mechanical
properties and the lowest-possible
weight are required. CPS offers high
process efficiency with a high level
of production automation.
HPDC is ideal whenever high
reliability, reproducibility and high
productivity are needed. The
process enables the possibility to
cast very thin-walled components
with a limited flexibility in design,
but well suited for high volumes.
E-motor housing with gearbox
developed in cooperation
between IAV and Nemak
In the development of modular
electric powertrains, there is an
industry need for a solution that
meets higher standards in terms
of climbing ability, acceleration,
efficiency and maximum speed,
as currently available electric drive
systems with a fixed transmission
do not provide the highest possible
performance in these aspects.
Measurements of an e-drive with
direct drive show that the highest
utilization segment (better than 95%)
comprises a large speed range and
a partial load of 5% to 50%. In the
range of high torques at low speed,
the efficiency decreases.
The disadvantages of an
e-drive with transmission are higher
losses, and therefore reduced
efficiency, additional costs related
to the transmission, and higher
maintenance efforts. However the
e-motor with transmission enables
the development of a smaller
engine and hence lower costs.
The transmission plus small engine
are even lighter compared to a
sole larger engine. Additionally,
the costs related to engine-specific
raw materials, e.g. rare earth
elements, which are needed
in lower volumes, are reduced.
Earlier in 2017, experts at
Nemak successfully designed the
housing of a unit as a power-shift
three-way solution in cooperation
with IAV a leading engineering
company in the development
of propulsion systems. An
asynchronous machine with 50kW
Engine Technology International.com // September 2017 // 141
PRODUCTS & SERVICES
Rendering shows modular
concept for a battery housing
continuous power (80kW maximum
power respectively) was used.
IAVs modular electric drive
can be used in very small cars,
hatchbacks and compact cars.
Here it does not matter whether
it is used as an entire e-drive
unit in battery, fuel cell or range-
extender hybrid vehicle, or as an
additional drive in P4 axle-hybrids.
A high level of functional integration
was required according to
strict installation requirements.
Together with Nemak, the e-motor
requirements were analyzed by
IAV and the battery housing
design was optimized in terms
of integration, cooling, structural
stiffness and NVH also in
terms of cost-efficiency and
mass-scale manufacturability.
With the growing demand for
more geometric complexity and
freedom of design in battery and
e-drive housings, aluminum casting
processes have come more into
focus for these components. For
Nemak, IAV and other innovators,
the key to sustained progress will
be leveraging further development
possibilities, including the use
of casting and simulation of the
products properties, to deliver
forward-looking solutions that tap
into the emerging EV market.
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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,
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for applications where inductive improved performance. They are An electrohydraulic control system

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


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
biggest leaps forward in
engine design are also the ones
who have embraced the fact that
oil is so much more than oil, says
Damien Browne, EU technical
manager for engine oils at Lubrizol.
These manufacturers understand
that todays engine oils, with their
complex formulation of advanced
compounds, are actually another
highly engineered, technologically
advanced engine component.
With the latest engines, oil is
just as important as other engine
components such as pistons or
valves, insists Browne. As such,
it really should be designed to
precisely fit the engine and optimize
its performance.
OEMs and the lubricant industry
have established a strong working
relationship for developing engine
oils after vehicles are introduced to
the marketplace. However, within
the industry the process is known
as the development paradox. New
oils are typically developed using
industry standard engine tests,
which represent old engines, notes
Alex Michlberger, Lubrizol North
America technical manager for
engine oils. And new engines
are typically developed using old
engine oil technology.
The potential shortcomings
of the approach are obvious.
Todays highly advanced engines
require advanced lubricants, as
only when hardware and lubricants
are developed together can
the powertrain system be fully
optimized, says Michlberger.
Oil marketers and additive
companies, such as Lubrizol,
participate in engine oil industry
standard setting activities with
OEM groups, such as the ACEA
(Association des Constructeurs
Europens dAutomobiles), and
ATIEL (Association Technique
PRODUCTS & SERVICES
de lIndustrie Europenne des
Lubrifiants), the body responsible
for lubricant testing and formulation
in Europe, and ILSAC (International
Lubricant Specification Advisory
Committee) and API (American
Petroleum Institute) in the USA to
develop engine oil specifications for
service fill application. This stringent
process ensures every engine oil
is designed and tested to meet
the requirements of the engine
technology already on the market.
The traditional approach has
proved effective for providing
engine oil technology that can
enable current engine hardware
and can help address performance
issues that may arise in the field.
While this model has historically
been effective, it is not best suited
to the increased pace of hardware
development and deployment.
Earlier engagement between
additive companies and OEMs is
necessary to develop optimized
lubricant solutions.
Lubrizol has invested substantially
in R&D and testing to understand
and demonstrate how additive
technologies can enhance engine
performance. Development of tests
Lubrizol and SwRI have jointly developed a new fuel economy test technique
that evaluate engine oil performance
often lags behind the development
of the hardware itself. Rather engine oils. The knowledge gained can proceed down design paths
than waiting for the industry to through this type of testing can knowing that the necessary
respond, Lubrizol has pushed the be applied in OEM next-generation lubrication technology will be there,
boundaries, working with industry hardware development. explains Browne. Instead of settling
partners to develop new test Given the complexity of todays for dated or off-the-shelf chemistry,
methods, while refining old ones advanced additives, innovative OEMs working hand-in-hand with
to be more precise and relevant. engine designs and revolutionary a lubrication partner will benefit
Recently Lubrizol joined with the materials, it is essential that the from bespoke solutions designed to
Southwest Research Institute (SwRI) lubricant development process meet next-generation performance
to develop a new fuel economy evolves accordingly. By bringing requirements. The competitive
testing method. The testing used experts from the additive industry advantage this can give an OEM
a robotically controlled vehicle and OEMs together earlier, lubricant is immeasurable, he concludes.
that was operated on a full chassis and engine technology can be
dynamometer. This improved developed concurrently to meet FREE READER INQUIRY SERVICE
test was then used to demonstrate shared goals. To learn more about Lubrizol, visit:
When an OEM shares what www.ukimediaevents.com/info/etm
statistically the benefits in fuel
INQUIRY NO. 509
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
gas analysis systems for the
development of engines. In this
market IAG designs measuring
systems that use high-performance
FTIR technology for many
international customers. The
companys systems provide precise
and repeatable measuring results,
fast response times, simple and
safe use, and are also easy and
cost effective to maintain.
For example IAGs FTIR analysis
system versa06 is said to set new
standards in terms of its amount
of dead space, its highly dynamic
operation and its user-friendly
operator interface.
precise measurement, comes with
an EPA-ready gas cell as standard,
and has all the required functionality
for measuring tasks in the
development of engines and
exhaust aftertreatment systems.
The heart of the system is the
measuring cell, available with a
volume of just 70cc the smallest
in the industry for a path length of
5.11m or alternatively with a volume
of 200cc. Closed loop control of
the pressure in the gas cell further
ensures precise and repeatable
analysis of the gas components
in the engine exhaust gas.
Versa06 is equipped with a
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
sides for ease of maintenance.
When the top cover is lifted, the
sidewalls can be released easily
without a tool. The front and the
back doors can also be opened,
enabling access from five sides.
Even maintenance on the FTIR
can be done without taking the
spectrometer out of the cabinet.
Filters and seals can be replaced in
a few minutes thanks to the clever
design of the unit and a shared
components concept. Furthermore,
wear and tear of parts is reduced
to the absolute minimum.
The automatic refill of nitrogen
ensures smooth operation over
the weekend and makes use as
easy as possible for the responsible
The versa06plus technicians and engineers. An
features a large dynamic automatic flush functionality,
range, precise gas feed,
ease of use and the flexibility
which operates on the system in the
event of a power outage, prevents
of IAGs modular system
unnecessary contamination.
ammonia, IAG offers its NMS
analysis system. Based on
diode laser technology, the NMS
ensures highly dynamic and simple
operation with a measuring range
up to 2,000ppm. Customers
have given extremely positive
feedback on the dynamics of
the system as well as the ease
of calibration.
This is the ammonia analysis
system we had been waiting for,
for a long time, one customer
commented. The NMS is installed
at many engine development
facilities worldwide. For both
versa06 and NMS, IAG offers
EPA 1065-compliant software test
functions for linearity, tightness
and cross interference.
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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
5000+ attendees from across the supply chain

150+ exhibitors already confirmed, including:

Weve been focused

mainly on OEMs and
tier 1 suppliers...not just
Prime automotive, any kind of
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locations and off-road vehicles, and
limited! weve got everything we
looked for.
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Helmut Ollhaeser, Managing
today to book
Director, Sevcon
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www.thebatteryshow.eu // info@thebatteryshow.eu
 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
powerful new feature to
UniPhi, its centralized management
tool for collaborative model-based
development. Seamless integration
with the Mathworks tools has
evolved to include options for
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
development without it. A software-
or model-based development
process, with traceability to
requirements and exhaustive
testing, is important. However, the
core development of models (and/or
software) is highly error prone, due
to the difficulty of keeping model/
software architecture, interfaces,
signals and parameters consistent.
Typically the answer is to carefully
manage and adapt numerous
spreadsheets, m-scripts and
other related files. The problem
increases exponentially with
system complexity, variants
and collaborative development
across multiple locations.
This risk of defects and fear
of warranty costs and liability
force companies to lean toward
a methodical and prescriptive
development process, especially
when ISO 26262 compliance and
higher ASIL levels are required.
The increase in process and
148 // September 2017 // Engine Technology International.com
testing effort is expensive and time
consuming. While this is intended to
reduce the risk of integration related
defects, it does not always do so,
due to the new risks and the law of
diminishing returns associated with
adding more people and process.
SimuQuest has worked closely
with key clients to ensure that
UniPhi solves these problems
from the core of development
outward. There is no longer a risk
of errors related to interfaces, data,
model architecture and variants.
The result is a massive overall
reduction in effort and cost. This is
achieved with highly sophisticated
centralized management of all
artifacts of development, rule-
based intelligence and automation.
All spreadsheets, scripts, and so
on, are replaced with one easy-to-
use collaborative interface.
How does this look for UniPhi
users? What steps are required to
get to model generation? Use cases
and requirements are developed
using off-the-shelf tools. UniPhi
imports this information through
an ongoing synchronization. A
system is designed within UniPhi, in
terms of its hierarchy of subsystems
and features, then modeled and
ultimately implemented in code.
This architecture may extend
beyond the application (algorithms
and logic) to also include plant
models and test interfaces
and/or platform software (drivers,
hardware abstraction, among
others). Data, interfaces, and
so on are kept consistent, with
centralized management and
rule based intelligence.
A modeling and simulation
tool such as Simulink is used to
incrementally develop features
which are simulation tested until
functional and code coverage
has been satisfied.
Integrated models can be
automatically generated for
individual subsystems or for
complete systems. Earlier in
UniPhis automated Simulink
model generation and
pre-validation guarantees
error-free model integration,
including options to also
integrate feature models
(for example from libraries
or via model reference)
development and before feature
models have been developed,
skeleton models can be generated.
As soon as models and/or libraries
of validated models are available,
UniPhi automatically incorporates
these into the generated models.
UniPhi automates error prone
manual tasks such as model
integration, freeing up engineers
to focus on the important tasks
that contribute to a companys
intellectual property. What does this
mean to UniPhi users? It gives them
a competitive advantage and allows
them to easily embrace change
and rapid development. Real-time
elimination of errors in architecture,
interfaces and data greatly eases
the effort it takes to comply with
standards such as ISO 26262 and
to adopt agile development.
FREE READER INQUIRY SERVICE
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 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 // info@evtechexpo.eu // + 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
its customers.
The layer generating process
flow in the additive manufacturing
technique enables GKN to design
and manufacture components,
which follow the general bionic
rule of a load optimized component
design. By using honeycomb mesh
or lattice structures combined with
topology optimization based on
differentiated material loads, GKN
is able to define the optimal load
resistance with a minimal amount
of material.
Based on a series of extensive
fatigue material analyses and using
its simulation expertise, GKN has
been able to optimize the structure
of components in order to reduce
their weight and increase overall
stiffness and rigidity.
Optimization of the topology
is based on several approximation
steps to precisely adapt the
design of the respective technical
requirements. For this pulley,
GKN has created a highly effective,
lightweight technical solution.
The design is based on the load
conditions of the application. The
companys calculations enabled it
to create a lightweight part within
the mechanical requirements of
the application, depending on
the material fatigue properties
and calculated stresses.
Even better, the structures enable
weight reduction in rotating or
oscillating masses as well as the
potential for noise reduction. The
balancing of rotating bodies is
important to avoid vibration. The
camshaft itself is a rotating shaft
unbalanced by several attached
weights, which causes a counter
clockwise centrifugal couple that
must be resisted by a clockwise
couple exerted by the bearings.
This creates vibrations, which can
cause damage to the bearings and
could lead to a shorter system life.
Additive manufacturing enables
the designer to move the mass to
the section where it is needed to
support the balance of the rotating
system. That also has a major effect
on the NVH behavior of the pulley
Additive layer manufacturing can
introduce complex geometries that
are both lightweight and strong
and joined components of the
engine. Todays combustion
engines need six pulleys or even
more. If this topology design
was used on every pulley, it would
be possible to achieve a weight
reduction of rotating mass of more
than 1kg and improve the balance
and NVH behavior of the engine.
This improvement can be used
for reduced wear in combination
with a lightweight material such
as aluminum or titanium. This is
the perfect combination for high-
performance engines in racing and
sports cars. With the typical
production volume of these
platforms, small batch or single
piece production using additive
manufacturing can be done in
very short development cycles.
GKN understands the technical
requirements of these systems and
will continue in its efforts to provide
a holistic approach around this
technology. With its advanced
materials, engineering solutions,
process technology and
manufacturing expertise, GKN
is a one-stop solution provider.
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150 // September 2017 // Engine Technology International.com


Simulation capabilities
A synergy of physical and empirical models is leading OEMs
to take an integrated model-based development approach
As powertrain systems
continue to increase in
complexity, the development
process is evolving to make more
use of simulation tools. However,
one aspect of simulation has
historically limited the application
of physical models for diesel engine
calibration. Combustion models
with full chemical kinetics are too
slow for most engine calibration
tasks, and faster combustion
models are too inaccurate to
be of practical use.
Ricardo has resolved this
conundrum by combining a
physical gas dynamics model
with an empirical combustion
model. The gas dynamics model
is the real-time 1D engine model
Wave-RT. The combustion model
is an SPM (stochastic process
model) derived from the DoE test
conducted on a single cylinder
engine during early combustion
system development.
In co-simulation with Wave-
RT, the SPM performs two
complementary functions. First,
it predicts emissions (NOX, smoke,
HC, CO, etc) and combustion noise
for the in-cylinder gas pressure
and EGR rate from Wave-RT and
the fuel injection settings for the
calibration. Second, it computes
the instantaneous in-cylinder heat
release characteristics for the
same calibration and feeds this
data to Wave-RT. This ensures
that Wave-RT always has an
accurate heat release profile
for the in-cylinder conditions.
The resulting model is both fast
and accurate, meaning that it can
be used in place of the usual steady
state DoE model for calibration
optimization. The method gives
up to 30% reduction in NOX and
soot prediction error over WLTC
and RDE test cycles. As the
emissions prediction is better during
the calibration optimization process,
the output validates more closely
in the vehicle validation test, there
are fewer optimize-validate iterations
and the overall process is therefore
more efficient.
Light-duty diesel applications
in Europe and most other markets
feature NOX control aftertreatment
such as lean NOX trap (LNT),
selective catalytic reduction (SCR)
or both. In a further development
Wave-RT is an
industry-leading
real-time engine
simulation tool.
Created to test
engine management
systems, it offers
mathematical
modelling combined
with highly
optimized code
Engine Technology International.com // September 2017 // 151
PRODUCTS & SERVICES
of the optimization process, the
SCR and/or LNT component of the
ECU control strategy is emulated
in Simulink and coupled with the
physical plus empirical engine
models. This makes it possible
to optimize an application directly
to meet tailpipe NOX targets, rather
than indirectly through assumptions
about NOX conversion efficiency.
This provides a further step-change
improvement in correlation between
offline optimization and vehicle
validation tests.
There are two objectives in
these developments to evolve
the current process, and to move
toward a substantially simulation-
based engine and vehicle calibration
process. The key is the integration
of different models into an
environment that meets the
accuracy and speed requirements,
while maintaining a commonality
with the existing calibration process.
For effective use of optimization
tools, the simulations must run at
least 100 times faster than real time.
Integrated model based
development (IMDB) also addresses
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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 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,
says Geert-Jan Fransen, product
manager for tribological coatings
at Hauzer.
High productivity and low cost of
ownership are buzz words among
Tier 1 suppliers, which often run
their production facilities 24/7.
Hauzer has achieved a breakthrough
in being able to plate many millions
of bipolar plates per year in an
in-line machine. Furthermore,
calculations on cost of ownership
have shown lower costs than the
target value stipulated by the US
DOE by 2020. We see a clear trend
toward automation and scalable
concepts, Fransen explains.
A three-chamber Metalliner for
152 // September 2017 // Engine Technology International.com
example, can be extended easily
in the future for higher productivity
as required by the manufacturer.
We can also easily integrate the
Metalliner into an existing factory.
Reduction of carbon emissions
is often linked to electric vehicles
and batteries. However, the
development in hydrogen fuel cells,
which also have the potential to
reduce emissions, is gaining pace.
Roel Bosch, business
development manager at Hauzer,
explains, Infrastructure for
hydrogen is now being gradually
introduced in several European
countries and car manufacturers
have started to invest in
the development of fuel cell
technologies, with prototypes
currently under development. It is
widely recognized that hydrogen
technology can be scaled up
to match the demands of the
automotive and transportation
industries, unlike battery
technology, which has its limits.
The crossover point for fuel cell
technology entering the passenger
vehicle market is expected to be
around 2030.
But what can coatings do for fuel
cells? Sputtered carbon coatings
improve the life of the metal bipolar
plates in the so-called PEM-type
hydrogen fuel cells, says Bosch.
The metal plates are exposed
Above: The Metalliner in-line
coating machine can coat
millions of plates per year
Below: Example of a
stainless-steel bipolar
plate. A fuel cell stack for a
passenger vehicle contains
300-400 of these plates.
Image: Borit NV
to acidic environments where
electrical conductivity will decrease
if corrosion occurs on the bipolar
plates. A carbon coating provides
corrosion resistance and, thanks
to the high conductivity of carbon,
ensures electrical conductivity does
not reduce.
Depending on the type of
coating, machine configuration
and layer thickness, an in-line
coating, such as the Metalliner, can
easily coat many millions of plates
per year. Two-sided coatings can
be done simultaneously. Through
our expertise in developing many
types of carbon coatings for the
automotive market and building
in-line production platforms, the
team at Hauzer is able to design
and develop customized coatings
and machines according to
any need.
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 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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visit:
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INQUIRY NO. 516

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

 PRODUCTS & SERVICES

High-strength stainless steel

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

Thermally stable accelerometers

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

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

 PRODUCTS & SERVICES

Flow rate and orifice size calculators

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

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
www.ukimediaevents.com/info/etm
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
FREE READER INQUIRY SERVICE
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
FREE READER INQUIRY SERVICE
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
www.ukimediaevents.com/info/etm
most influenced by grind and heat treatment, to which BNA is INQUIRY NO. 529
specifically tailored.

LEARN MORE ABOUT OUR

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

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

 Eu
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 LAST WORD
BY DEAN SLAVNICH
At one point or another, at some
stage in your life, youll fall for
something rather silly. And the point at
which you fall for said dupe, hopefully
youll take a step back, front up, and
admit you were played. Once, of course,
you realize that the joke was on you.
So, here I am fronting up hands aloft
admitting I was played. The stars aligned
perfectly and it resulted in me biting some
PR bait quite publicly.
Remember Volvos recent announcement
that proclaimed it would put an e-motor in
every model it launched from 2019, marking
the historic end of cars that only have an IC
engine? Or so said the press release. Yeah, well, that.
There I was, catching a delayed flight, thinking ahead
to an upcoming editorial meeting to ensure this is our finest
issue of ETi yet it is, after all, happy 20th birthday to this
fine magazine when having boarded said delayed flight,
up came Volvos release
within an email alert.
And I Tweeted the
first thing that came to
ETi turns 20 years old with this
mind, just as my fellow issue and let me stick my neck
passengers and I were
being asked to switch on the line: come 2037, when this
off all electric items for
take-off. My exact 140 or
magazine takes up the life begins
so characters for social at 40 mantra, IC engines will still be
media? Here, have a
laugh at this: Huge about in an automotive capacity
announcement from
Volvo and 2019 is only
round the corner. Big opportunity got to admire that drive.
Phone went offline as we hit the skies and I spent the
almost-three-hour flight jotting down editorial ideas in
between dozing. I didnt think much more about said Tweet.
Until I landed.
First came the Twitter alerts, mainly people that liked my
thinking on Volvo. Then, as I scrolled through my timeline,
I noticed Volvo was actually getting rather a lot of flak about
the announcement.
Having cleared passport control and now in my taxi, I
re-read the press release in full and realized two things: first,
just how un-newsworthy this news announcement actually
was; and second, given the coverage already attained
(mainly by larger consumer sites, newspapers and media
groups, but including myself with that Tweet), just how
brilliantly Volvo comms did with this piece of marketing.
160 // September 2017 // Engine Technology International.com
In the hours and days that followed,
Volvo became top billing in national
newspapers and high up the agenda
on some really respected news outlets,
across all media platforms. And on
my timeline too.
Of course, we all know the Volvo
announcement really wasnt that big
a deal. Most, if not every car maker,
and certainly the ones that have
similar ambitions as Volvo, will need
to embrace the e-motor tightly and
with much love if its to meet some
tough upcoming legislation. That
means spewing out hybrids, mild hybrids, plug-in
hybrids and full BEVs as fast as possible. But that doesnt
mean its the historic end of cars that only have an IC engine,
as Volvos release stated.
ETi turns 20 years old with this issue and let me stick my neck
on the line: Come 2037, when this magazine takes up the life
begins at 40 mantra, IC
engines will still be about
in an automotive capacity
in one form or another.
And as for France and the
UKs declaration to ban all
IC engined cars by 2040?
Utter nonsense. Pure
hot-air politics, as another
of my Tweets concluded.
But back to Volvo. Later
that day, I received an
email from a good contact
within the industry a
very senior head of comms at a rival car maker to Volvo. Mr PR
chief rightly pointed out the error of my Tweet and the more I
re-read it, the more I actually appreciated the pointer. Here was
someone putting across their view on a private forum as opposed
to jostling and yelling within 140 characters on a Twitter thread.
It took me a while to reply to that email and I basically rolled
with three points: one, thanks much for thinking of me and
privately emailing; two, a wider context explanation (which Ive
given above delayed flight, no network in the skies, didnt
think, etc); and three, surely from a comms strategy perspective,
its a case of kudos to Volvo for absolutely smashing home this
message and getting the brand headline media attention.
I signed off said email with Long live the IC engine. And I
really mean that. I know true sustainable transportation must
happen, and Im not even sure that means full electrics are the
answer, but lets not all be hasty in writing off the IC engine.
 WE ARE
SHAPING MOBILITY
FOR TOMORROW
How will people travel in the future, and how will goods be transported? What resources will
we use, and how many will we need? The passenger and freight traffic sector is developing
rapidly, and we provide the impetus for innovation and movement. We develop components
and systems for internal combustion engines that operate more cleanly and more efficiently
than ever before. We are also pushing forward technologies that are bringing hybrid
vehicles and alternative drives into a new dimension for private, corporate, and public use.
The challenges are great. We deliver the solutions.

www.schaeffler-mobility.com

900276_Mobilitaet_215x275_US.indd 1 20.07.2017 14:30:51

 A Spark of Inspiration.
A Better World.

We start with an idea that evolves to benefit mankind.

As producers of breakthrough advancements in component design,

materials and more efficient propulsion, we drive lighter weight
powertrain solutions that help our customers improve fuel economy
and reduce harmful emissions. Cleaner technologies create better
internal combustion engines for a better world.

federalmogul.com/IndustrialIgnition