NO TALENT

Forget meeting stringent emissions legislation is the lack

of engineering graduates coming through the system
the powertrain communitys greatest ever challenge?

KEEP ON TRUCKING
Having just met tough Euro 6 limits,
heavy-duty diesel engineers must now
find another wave of efficiency gains

January 2015

INSIDE JAGUAR LAND ROVER

SEARCH ENGINES

All the tech details on the Ingenium

architecture, plus an exclusive powertrain
insight into what the future holds at JLR

Up close and personal with stunning

new diesel developments from Audi,
Volkswagen, GM Europe and BMW

www.enginetechnologyinternational.com

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CONTENTS

In this issue...
JANUARY 2015

WHATS NEW?
04. Family values
Jaguar Land Rover
lifts the lid on the brand
new Ingenium engine
family fully designed
and manufactured
in-house by the British
car maker and
reveals why the project
is so integral to its
long-term future plans

NO TALENT
Forget meetin
g stringent emissio
of engineering
ns
graduates coming legislation is the lack
the powertrain
through the system
communitys
greatest ever
challenge?

46

KEEP ON TRUCKI
NG

Having just met

tough Euro 6
heavy-duty diesel
limits,
engineers must
find another
now
wave of efficiency
gains

12. Lessons learned

Unveiled at the Paris
Motor Show, GMs
all-new 2.0CDTi
learns more than a
few lessons from its
predecessor, and
boasts reduced NVH,
improved performance
and lower emissions
14. Fantastic four
BMWs latest 2-liter,
four-cylinder turbo
diesel, making its
front-engined debut
in the 520d, is no
slouch. But
its also
surprisingly
frugal too

January 2015

SEARCH ENGINE
S

Up close and
personal
new diesel developm with stunning
ents from
Volkswagen,
GM Europe and Audi,
BMW

www.enginetechn

ologyinte rnational

.com

16. Engines on test

ETi gets up close
and personal with a
pair of Maseratis: the
evocative Ghibli V6
S; and the Ghibli V6
diesel the Italian
OEMs first-ever diesel

08. Sports fans

Calling on its wealth
of motorsport
experience for the
RS5 TDi concept, Audi
is ensuring that its
next-generation diesel
engines appeal to real
driving enthusiasts
10. Twin agenda
For the all-new eighthgeneration Passat,
VWs MDB architecture
has conceived a new
biturbo diesel engine
that combines highend performance with
hybrid-like efficiency

INSIDE JAGUAR
LAND ROVER

All the tech details

on the Ingenium
architecture,
plus
insight into what an exclusive powertrain
the future holds
at JLR

18. Personality profile

Sabino Luisi, assistant
chief engineer for Fiat
Chryslers 1.8TBi

REGULARS

FEATURES

20. Johnson
22. Taylor
92. Last word

26. Global affairs

As the quest to break
into emerging markets
continues, ETi looks
at where some of the
worlds car makers and
suppliers are building
new engine facilities or
expanding their current
powertrain operations

THE GRADUATES

28

46. Technological
breakthroughs aside,
the future of powertrain
engineering depends on
the ability to attract the
next generation of bright,
young minds

08

04

28. Best of truck

Euro 6 legislation for
heavy-duty diesel
engines represents
the latest step in major
emissions reductions.
And getting there has
been no small task
36. Top cat
Wolfgang Ziebart,
director of group
engineering at Jaguar
Land Rover, and
Ron Lee, head of
powertrain, discuss
the British OEMs
resurgence while
revealing future
engine plans

Engine Technology International.com // January 2015 // 01

CONTENTS

54

52

Contributors from all corners

Farah Alkhalisi, Nargess Banks,
Philip Borge, Josh Bentall, John
Challen, Brian Cowan, Matt Davis,
Rachel Evans, Adam Gavine,
Dan Gilkes, Max Glaskin, Burkhard
Goeschel, James Gordon, Graham
Heeps, John Kendall, Andrew
Lee, Mike Magda, Jim McCraw,
Max Mueller, Bruce Newton,
John OBrien, Greg Offer, Keith
Read, Rex Roy, John Simister,
Michael Taylor, Adam Towler,
Karl Vadaszffy, Saul Wordsworth

CASE STUDIES
42.
52.
54.
58.
63.
66.
70.
72.

Sandvik Materials
BorgWarner
Siemens
Sandvik Hyperion
Rototest
Plasmatreat
PCB
Solvay Specialty
Polymers
74. Micro-Epsilon
76. AVL

78. ContiTech
79. Cosworth
80. Indo-MIM
81. Mecaplast
82. Buzuluk
84. Piemonte Agency
86. Rotor Clip
88. Waukesha
90. Dana

78

72

02 // January 2015 // Engine Technology International.com

The ones who make it look nice

Art director: Craig Marshall
Art editor: Ben White
Design team: Louise Adams,
Andy Bass, Anna Davie,
Andrew Locke, James Sutcliffe,
Nicola Turner, Julie Welby
Production people
Head of production and logistics:
Ian Donovan
Deputy production manager:
Lewis Hopkins
Production team: Carole Doran,
Cassie Inns, Frank Millard,
Robyn Skalsky
Circulation manager:
Suzie Matthews

EDITORS NOTE
At the heart of every car is its engine, so at the very core of
every car maker is the companys powertrain team. And its
this group of engineers that over the years have continued to
deliver, pushing technical and engineering boundaries further
and further, raising the bar higher and higher. Simply put, IC
motors are getting smaller, cleaner and far more efficient,
but power and performance are not being lost. That same
pioneering approach also applies to the alternative powertrain
movement, be that hybrids, plug-ins, range-extenders, full
battery electrics and hydrogen fuel cells. In fact, cars that emit
nothing but water vapor from their exhausts are only a few years
away from mass-market launch, if ones to believe the likes of
Toyota, Honda, Hyundai-Kia, Daimler and Renault-Nissan.
But theres still a lot of work to be done. I visited Jaguar
Land Rover earlier this year and former BMW engineering
guru Wolfgang Ziebart now the British car makers director
of group engineering told me that 50% of all future target
achievements when it comes to emissions will come from
the powertrain. This means the improvement of traditional
engines and transmissions, and adding electrification to the IC
engine, so everything from micro and mild hybrids, through to
full hybrids, plug-ins and battery electric vehicles, he adds.
Its a point worth repeating and taking stock of: half of all of
future emissions cuts will come from the engine, this despite
all the work and optimization thats already taken place on the
powertrain. For me, thats a really rather staggering forecast on
many levels.
Just how can these substantial cuts be achieved? Its the
question on the lips of all engineers, and not just the ones
answering to Ziebart. The truth is that nobody really knows
where such powertrain-related efficiency gains will come
from, but one thing is for certain: tomorrows world is wholly
dependent on the next generation of engineers coming through
the system, fresh young minds that have fresh new ideas.

The word wizards

Editor: Dean Slavnich
Deputy editor: Matt Ross
Assistant editor: John Thornton
Production editor: Alex Bradley
Chief sub editor: Andrew Pickering
Deputy chief sub editor:
Nick Shepherd
Proofreaders: Aubrey JacobsTyson, Christine Velarde

At the Paris Motor Show in October, one very senior engine

head of a leading European OEM told me off-the-record that
the lack of young people graduating from courses relating to
powertrain R&D (be that BA, MA or PhD) should be this sectors
greatest worry. And its a concern thats gone under the radar,
he said. In fact, when I look around, I just see my engineers
getting a little older, a little rounder and a little grayer wheres
the next generation? he asked me.
Like Zieberts point earlier, its worth taking in this latter question
carefully, and it got me thinking while I was doing the rounds
in Paris. Is there really a lack of grads coming through the
system? Is this a problem that affects some countries more than
others? Is the pain shared equally by OEMs and suppliers? Why
are young people seemingly not enthused by engineering?
What does it mean to be an engineer in their eyes? How will
this impact tomorrows powertrains? And just what needs to be
done to overcome this problem from an industry perspective,
as well as from government and academic levels.
Fresh back from Paris, I started to investigate the matter
further, digging deeper and talking to key contacts at Audi,
Bentley, BMW, Brigham Young University-Idaho, Continental,
Delphi, Hyundai-Kia, JLR, McLaren Automotive, Romax,
Toyota, Stuttgart University and Volvo.
The result? A five-page feature starting on page 46 of this
issue. But heres something to whet the appetite now: forget
stringent emissions legislation and finding another 50% of
efficiency gains the lack of graduates could be the single
greatest challenge the powertrain arena has ever faced, and
some countries are far closer to crisis point than others. There
are solutions and all is not lost, but if we are to keep coming up
with pioneering concepts and technologies in the future, nows
the time to act in order to attract those young minds that will, in
turn, unlock those all-important ideas.
Dean Slavnich

Commercial colleagues
Sales director: Mike Robinson
Publication director: Abu Tayub
Publication manager: Paul Adam
International sales: Damien de
Roche, Chris Richardson
Those in charge
CEO: Tony Robinson
Managing director:
Graham Johnson
Editorial director: Anthony James
How to contact us
Engine Technology International
Abinger House, Church Street,
Dorking, Surrey, RH4 1DF, UK
+44 1306 743744
[email protected]
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Average net circulation per issue
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WHATS NEW? JLR INGENIUM

04 // January 2015 // Engine Technology International.com

WHATS NEW? JLR INGENIUM

Modern
family
WORDS: MATT ROSS

Jaguar Land Rover is aiming high with its

new Ingenium engine architecture. ETi takes
a close look at a project the car maker
believes is at the very heart of its future

ll admit it, its pretty tempting to give you all

the specs now, smiles Paul Whitwood, chief
engineer of the new Ingenium engine family.
Hes not quite hopping from one foot to the
other, but his enthusiasm for Jaguar Land
Rovers new powertrain project is unmistakable.
In actual fact, he doesnt have to wait long (JLR
unveiled the full specs for its first Ingenium
variants just a few weeks later at the Paris Motor
Show), but even in early September, during a
tour of the Solihull plant where the first vehicle to
sport Ingenium power Jaguars new affordable
sports sedan, the XE will be manufactured, its
clear that the importance of this engine family to
the companys future plans cannot be overstated.
And that the new, modular architecture opens up
a wealth of possibilities that JLR sees as key to
the growth of the Jaguar, Land Rover and Range
Rover brands.

Engine Technology International.com // January 2015 // 05

WHATS NEW? JLR INGENIUM

Family planning

Of the initial Ingenium developments, the entrylevel powerplant is particularly noteworthy.

The 163ps, 380Nm turbocharged four-cylinder
dieselis the British car makers most efficient
engine to date, boasting CO 2 emissions of just
99g/km and fuel consumption of 3.766 l/100km
(75mpg) when coupled to a ZF six-speed manual
transmission an accomplishment made
possibleby a 17% reduction in internal friction
over its predecessor, and realized through the
use of roller bearings on the camshaft and
balancer shafts, switchable cooling piston jets
that deactivate when not required, computercontrollable oil and coolant pumps, a simplified
low-friction camshaft drive system and a
cylinderbore thats offset to the crankshaft
centerline by 12mm.
Peak power and torque have been maximized,
but the engine is also geared toward transient
performance and low-speed torque. It would
have been easy to trade one for the other, but
weve not done that, explains Whitwood. Indeed,
the 163ps derivative delivers peak torque at
1,750rpm thanks to a variable geometry turbo
from MHI. And variable exhaust camshaft timing
means that optimized emissions dont come at the
expense of peak engine performance either.
The second Ingenium diesel in the XE line-up
from launch a 180ps, 430Nm turbocharged

1. Taking four years to develop, Ingenium

engines are based around a deep-skirt
aluminum cylinder block featuring
thin-wall, press-fit cast iron liners
2. At JLRs new Engine Manufacturing
Centre, one Ingenium engine will roll off
the assembly line every 39 seconds
3. The Jaguar XE is the first JLR
product to benefit from Ingenium

four-cylinder thats also all-aluminum and subject

to the same quest for low friction and quietness as its
smaller sibling has one of the highest torque outputs in
its class. Ingeniums petrol debutants use a single monoscroll
turbo (as opposed to the VGT found in the diesels) and the two
XE launch options boast 200ps and 280Nm, and 240ps with
340Nm respectively.
Using technology such as stop/start, smart regenerative
charging, low viscosity lubricants in the engine and the
transmission, and SCR throughout the family helps Ingenium to
tick its efficiency boxes. But the goal was to retain that suitably
Jaguar-esque driving experience at the same time. Attention

VITAL STATISTICS

06 // January 2015 // Engine Technology International.com

Displacement: 1,999cc
Bore: 83mm
Stroke: 92.4mm
Compression ratio: 15.5:1
Fuel injection: 1,800 bar common rail
Fuel economy: 3.766 l/100km
Emissions: 99g/km CO2

WHATS NEW? JLR INGENIUM

GOING IT ALONE
JLR has a history of engine partnerships
with other manufacturers and while these
will be maintained Our relationship with
Ford and PSA over the years has been very
successful, and that will continue for the
foreseeable future, explains Whitwood
during the Ingenium briefing there exists a belief that such JVs
will have a far smaller role to play as Ingenium ramps up. Could
the end goal be to do away with these partnerships entirely?
Yes, eventually, Whitwood says after the briefing. Never
say never. I think theres always the likelihood that well have
a partnership with one OEM or another for an engine supply of
some sort, but in the main, for the bulk of our engines, we want
to be self-sufficient. We know what engines are best for our
vehicles and we know how to make them. We can control the
quality, the rate and flow, the volume availability, much better
if we do it ourselves. Weve had some really good relationships
in the past and theyll keep going for some years yet. And I
suspect therell be some engine variants where we keep doing
that, because it suits us and it suits them.
Flexibility and control aside, Ingenium also promises to give
JLR a highly sought-after level of specificity. If were brutally
honest, Whitwood says, if you tie up with a manufacturer
unless theyre making a premium sports saloon like yours
their needs are slightly different from yours and there lies some
sort of compromise or balance to be struck. Making engines for
Jaguars and Land Rovers, thats a bit of a challenge in itself,
because they have different attributes and requirements. But we
know what those attribute sets are.
4

to detail, not only in the design of individual components, but

also how those components fit together as an overall system,
is what makes this powertrain so good, Whitwood explains.
We truly believe that these powertrains have ensured that
XE is a true drivers car, but also one that is fully relevant to
todays challenges of things like excellent fuel efficiency, low
emissions and low cost of ownership.

4. Ingenium is JLRs most

virtually developed powertrain
to date, benefiting from an array
of advanced CAD, CAM and
virtual prototyping technologies
5. The wide use of aluminum
means that the Ingenium petrol
powertrains weigh just 138kg

Key to the future

In addition to the new engine family options, there will also

be an XE S model, fitted with the supercharged 3-liter V6
from theF-Type. But JLRs future is heavily predicated on
Ingenium: as if to underscore the scale of the architectures
role, a new variant will be launched every three to six months
over the nextthree years. And the Ingenium project, which
began three years ago, has been delivered by a staff of about
2,000engineers.
We have a number of Ingenium programs running and they
all overlap, Whitwood adds. Its a program of lots of engine
variants but all based on a single, half-liter configuration,
standard bore centers, standard deck heights, all going down
the same manufacturing facility in Wolverhampton.
The significance of a project that will define JLRs engines for
the coming decades was not lost on Whitwood and his team.
To say to someone that theyre going to be designing a
brand new engine from a clean sheet of paper, he enthuses,
and that it will go into a brand new engine family, and theres
going to be a load more engines after that as well if youre an
engine designer, thats all your Christmases come at once.
But thats exactly what JLR has done. And by opting for a
modular, scalable platform, Ingenium is not only suitable for
implementation in future models across all JLR brands, it also
offers the car maker levels of quality control and production
volumes that will surpass anything it has done before.

Mirroring the likes of what Toyota and

Honda have traditionally been famed for, the
manufacture of Ingenium will operate as a no
faults forward system a production model that
sees engines passing through quality checks at
every station, and simply being removed from
the line if any problems are detected, stripped
back and then reinserted into the line before the
fault occurred. Were going to turn the tide with
Ingenium, Whitwood states. Were going to be
matching the Japanese levels of engine quality,
because thats what we have to do.
Such lofty goals are admirable. But theyre
also, in Whitwoods opinion, achievable. JLR has
come from a position of being a relatively niche
player in the market. Were changing. Our growth
will eventually take us to the likes of BMW,
Mercedes, Audi-kinds of magnitude in terms of
size, product offering and volumes.
If XE is JLRs statement of intent to diversify
its product offering with the first affordable
Jaguar, then Ingenium is the measure of how big
its future plans are. The companys new Engine
Manufacturing Centre, where the Ingenium
engines will be built, is the result of more than
US$800m of investment (see page 33). When all
variants are in production, one engine will roll off
the assembly line every 39 seconds.
Every machine is the best machine that
money can buy, Whitwood adds. We havent
scrimped. We know that weve laid down that
factory and thats our future for the next 10, 15,
20 years. So were going to do it right. Once and
for all.

Engine Technology International.com // January 2015 // 07

WHATS NEW? AUDI PERFORMANCE DIESEL

Sporting prowess
Using technology pioneered in
endurance racing, Audi is ensuring
that next-generation diesels can
appeal to real driving enthusiasts
Diesel powerplants have almost become as big
a part of Audis identity as the iconic quattro
technology. In fact, the German car makers
dominance in diesel motorsport has spearheaded
its engineering and marketing campaigns with
equal vigor. And the latest chapter in Audis diesel
story retains that motorsport and performance
theme, and has resulted in the RS5 TDi concept.
The prototype engine (and car) uses innovations
pioneered in Audis LMP1 racing exploits and
features an electronic turbocharger to supplement
its biturbo 3-liter V6. First featured in the R18 E-Tron
Ultra, the electronic turbocharging technology
uses an independent 48V system, which provides
the extra power necessary to activate the e-turbo.
By using 48V power, and by being independent
of exhaust gases, the Vaelo-supplied e-turbocharger
is able to spin to over 70,000rpm in just 250ms.
As Audi points out, this technology eliminates any
form of turbo lag, and means that the RS5 TDi can
deliver high levels of torque from very low revs.
And when Audi references such high levels of
torque, it actually means a staggering 750Nm,
available at just 1,250rpm through to 2,000rpm.
The 3-liter IC base continues spinning up to
5,500rpm, producing 390ps at 4,200rpm.
The free-revving nature of the RS5s diesel
can be attributed to the weight lost by several
reciprocating parts within the engine itself. The
crankshaft, conrods and pistons have all been
redesigned, with an emphasis on weight saving
a total reduction of 20kg from these parts goes
some way toward realizing the engines overall
weight of just 192kg.

12 volt wiring

12 volt battery

48 volt energy storage

12 volt generator

Electrically
driven compressor

48 volt wiring

Instant boost

This total mass includes the e-turbocharger,

which is located in the cars standard intercooler
configuration. Nestled behind the RS5s front
fender, the electric unit sits between the
intercoolers cool side and the turbocharger.
Between idle and 3,000rpm, the technology
delivers instant boost to the engine this works
on the move as well, with the e-booster acting as
a torque fill device. The swept volume and output
of the turbocharger are improved by the electric
turbocharger, explains Christian Erglmeier,
thermodynamics combustion engines engineer at
Audi. It fills in the void, ensuring that full torque is
available as soon as the driver accelerates.
The smaller turbo fed by the E-Booster (as
Audi refers to it) is a Honeywell G17 product,

Right and above: The

inner system workings
of the RS5 TDi concept,
which incorporates a
48V system and a Valeo
developed electric
turbocharger to deliver
750Nm from 1,250rpm

Two-stage
turbocharger

Throttle valve

Bypass valve

Charge air intercooler

08 // January 2015 // Engine Technology International.com

Electrically
driven
compressor

DC/DC converter

while the larger turbocharger, which engages

from 3,000rpm, is a Garrett-supplied GT30. Audi
states that the E-Booster will help deliver up to
7kW of additional power, which is stored in a
lithium-ion battery in the rear of the car. Energy
can be recaptured from a regenerative braking
system, adds Erglmeier. The 48V system could
also be used to power the cars other electrical
systems. It allows for a cost-effective mild-hybrid.
This is currently achieved with a DC/DC
converter, which provides the connection to the
standard 12V electronics system. Audi states
that the 48V setup has the potential to offer
several key benefits: the system could be used
to power thermoelectric heating elements,
electromechanical rear brakes, or engine
auxiliaries, such as oil and water pumps with
more energy than what a 12V electrical system
can deliver. Audi also speculates that the 48V
breakthrough could be used as part of an e-quattro
system. Already implemented on several
show cars, the system is based on a TDi unit,
complimented by an electric motor powering the
front wheels, while a second motor drives the
rear wheels. A further benefit of running a higher
voltage system is the ability to use cables with
a smaller cross-section, ultimately reducing the
overall weight of the wiring loom.
Due to the increased torque loading over the
standard 3-liter V6 TDi, the RS5 TDi loses the
cars original 7-speed DCT and is instead fitted
with a ZF 8HP 8-speed automatic. Audi states
that, thanks to the modular toolkit platforms
that underpin its current models, the technology
can be easily implemented across a range of
cars. However, the initial costs of the electronic
turbocharger and accompanying 48V system
mean that it will first be introduced on the nextgeneration SQ5 and performance version of
the next-generation Q7.

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WHATS NEW? VOLKSWAGEN EA288 BITURBO

VITAL STATISTICS
The 2-liter biturbo (below) with
two BorgWarner blowers, is VWs
most potent four-cylinder diesel
to date. The engine will debut
in the eighth-generation
Passat (main)

Engine: 2-liter, diesel in-line

biturbo four-cylinder
Bore: 95.5mm
Stroke: 81mm
Compression ratio: 15.8:1
Power: 240ps Torque: 500Nm
Efficiency: 5.3 l/100km
CO2: 139g/km

Power
play

Built around Volkswagens MDB engine kit, the EA288

family of powertrains is crowned with a biturbo creation
that boasts headline grabbing performance numbers

The importance of the all-new Passat cannot

be underscored enough for Europes largest
car maker. In 2013, on average, a Passat
was sold every 29 seconds, making it one of
Volkswagens best sellers. And in total, some
22 million examples have been produced since
the models debut in 1973.
As a company, VW is keen to stress that this
eighth-generation Passat development is really
all new, and thats particularly the
case with respect to its engines.
The EA288 range of diesels
will be the only options
available in the UK market
from launch, and have
been built up around
the Groups Modulare
Dieselmotorbaukasten
(MDB) architecture. Sitting
at the top of that diesel
family is a potent biturbo
four-cylinder motor.

Common purpose

As a rule, all MDB engines feature

forced induction and, as a result, VW
has developed three different crankcases to
accommodate the variances in capacity and
performance. One has a reduced displacement
of 1,600cc, while the two 2,000cc variants are
differentiated by the inclusion, or exclusion, of a
balancer shaft. All three stablemates are made
from the same GJL-250 cast iron base as the
previous-generation VW diesels.
While performance is the main talking point
of the biturbo, emissions were a key focus
during the development of the EA288 range.

VW engineers placed the oxidation catalytic

converter, diesel particulate filter and on
the biturbo the selective catalytic reduction
system as close as possible to the engine itself,
enabling the emission-control components to
react more quickly, ultimately reducing tailpipe
emissions. This results in CO 2 levels from just
109g/km for the lower-powered diesel and a still
impressive 139g/km output for the biturbo. So,
while the latter is capable of delivering
up to 5.3 l/100km (53.2mpg) on
highway runs, it is also the most
powerful four-cylinder diesel
in VWs history, producing
240ps from 4,000rpm, and
500Nm from just 1,750rpm.
Scratch the surface
and one will find that the
powerful four-pot shares
the same core system
underpinnings as the other
EA288 offerings, but there
are also heavily uprated
components thrown in to handle
the significant increases in power,
and combustion pressure of 200 bar.
We took the crankshaft, connecting rods,
pistons essentially every part that moves
analyzed it and, where needed, either uprated or
replaced it with something that can handle the
power, explains Karsten Bennewitz, powertrain
development engineer at VW. We also looked
at the diameter of the main bearings in the
crankshaft, purely because of the high loadings
and stresses that the engine will face over its
lifetime. We changed the material choice of
most of the aforementioned components, and

10 // January 2015 // Engine Technology International.com

increased the diameter of the bearings for more

strength and durability.
In terms of the blowers, the diesel benefits
from two BorgWarner products, one highpressure, the other low-pressure, developed
especially for the Passat. Despite the differences
in vane geometry, they operate at 3.8 bar to help
the engine achieve a specific output of 120ps per
liter. A high-performance cylinder head is also
being used for the first time on the biturbo, while
the Bosch CRS2-20 fuel injection system with
piezo injectors is new as well, enabling injection
pressures of up to 2,500 bar.
The pistons in the biturbo are slightly revised,
with the addition of cooling channels. The pin
diameter and length, however, remain the same
at 26mm and 66mm respectively. The piston
skirts feature a low-friction coating, while the
piston pin is finished with a DLC coating.
The higher moving masses of the 2-liter
biturbo means that the engine also features two
vertically offset balancer shafts. Driven by the
crankshaft via a helical spur gearset, the outlet
side shaft has its rotation reversed by means of
an intermediate gear. This was a challenge for
us, explains Bennewitz. The car is at a point
where there is no environmental noise within the
cabin. Therefore we had to put a lot of effort in,
as the rest of the car is so refined.
Installed in the Passats MQB-B platform, the
biturbo is paired to a 7-speed DSG, and fifthgeneration Haldex all-wheel-drive system. In
order to optimize ride comfort at lower speeds,
VW developed a new, centrifugal pendulum
absorber in the gearbox. This enables gear shift
points to be lowered further, decreasing RPM,
and ultimately the fuel consumption of the unit.

 2014 Siemens Product Lifecycle Management Software Inc. All rights reserved. Siemens and the Siemens logo are registered trademarks of Siemens AG. LMS is a trademark
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WHATS NEW? GM 2.0 CDTi

Smooth
operator
With a focus on reducing NVH, improving
performance and lowering emissions, GMs new
2-liter diesel is the latest step in the OEMs powerplant plan
Set to premier in the Opel/Vauxhall Insignia and
Zafira Tourer in 2015, GM revealed its latest large
diesel engine at the Paris Motor Show. The 170ps,
400Nm 2.0 CDTi is all-new with more than 95%
new parts, according to GM diesel powertrain
engineer Jens Wartha and boasts a power
increase of nearly 5% and a torque improvement
of 14% over the 163ps 2-liter CDTi it replaces.
Starting from scratch on the new powerplant
proved to be both an opportunity and a challenge.
You can define challenging targets, Wartha
states. Based on feedback you get from the
old engine, you put targets in place that
stretch you.
That feedback informed many of
the design goals for the new four
cylinder. The highest priority
was on NVH refinement,
Wartha says. We gave a lot of
focus to understanding what we
can do to improve NVH, and we
put a lot of measures in place
to have a very good-performing
engine [in that respect].
There was, Wartha admits, a lot of
negative feedback regarding the NVH of
previous GM Europe diesel units. That was
the reason that we started very early, even in the
analysis phase, to focus on NVH. Its one of the
reasons we set it as one of our key parameters.
A number of design decisions were made to
optimize NVH in the new diesel, starting with the

stiffness of the components of the engine itself,

Wartha explains. We also added a two-piece oil
pan, with a structural upper [made from highpressure, die-cast aluminum] and a sheet metal
lower. This gives you much better stiffness and
much lower mechanical noise from the engine it
was one of the weak spots on the old engine.
On top of the engine, GM identified noise
sources, which were addressed with a new
aluminum cylinder-head design, including an
isolated plastic cam cover. We also isolated our
intake manifold, Wartha continues,
so we have a single shell around
it, which is absorption material.
And we put a balancer shaft,
which was not in the old
engine. The new balancer
shaft module, made of
die-cast aluminum, houses
two counter-rotating shafts,
offsetting up to 83% of
secondary order vibrations
from the engine.
As a result of all GMs
attention to NVH in the new
engine, the unit is 5dB quieter than
its predecessor.

Best behavior

A second key design focus for GM was transient

response. Even if the engine was very good
now, we want it to be better, Wartha says. That

12 // January 2015 // Engine Technology International.com

Top left: The Insignia will

be the first GM Europe car
to benefit from the new
2-liter diesel, which boasts
far greater low-end torque
than the engine it replaces
Above and below: GMs
latest diesel powertrain
really is new, with some
95% of parts and
subsystems being original to
this development program

means focusing on the low-end torque behavior,

not so much on the high power number. Our
power increase is not much just 5-7hp but
weve added 50Nm, and maximum torque is
available from 1,750rpm up to 2,500rpm.
Contributing to this improved behavior is the turbo
choice. GM wasnt disclosing supplier details in
Paris, but Wartha did explain that it had opted for
a VGT with electrical actuator rather than the
previous engines vacuum actuation arrangement,
granting the new powertrain a 20% improvement
in boost response. The VGT and EGR were also
developed as a single system.
Elsewhere in the engine, a redesigned
combustion chamber (which was the subject of
more than 80 computer simulations), reprofiled
intake ports and a new fuel injection system are
specified. The new injection system, with up to
2,000 bar and 10 injections per cylinder cycle,
enables high power density and increases the
overall combustion efficiency, lowering CO 2 and
other emissions.
The new diesel has an important role to play
in GMs engine offensive, which has seen the
company invest US$5.1bn in product and powertrain
development. Diesel plays a different role in
different markets, Wartha adds. In Europe, its a
very important market we have an almost 50%
share between gasoline and diesel. So the central
point is really to serve the European market. But
there are other challenges around the world, like
the USA, China and other parts of Asia.

WHATS NEW? BMW FOUR-CYLINDER DIESEL

Super

frugal five
Its one of Europes favorite upper-medium
exec machines and now its new-generation,
four-cylinder turbo diesel gives it stronger
performance with near-hybrid eco figures
Its big sixes, with anything up to three
turbochargers, set the tone for BMWs performance
diesels, but its the modest four-cylinder motor that
accounts for the majority of sales volumes.
And now the 520d is even better, sporting
BMWs all-new 2-liter, four-cylinder turbo diesel,
shifting the 1,705kg eight-speed ZF automatic
offering to 100km/h in 7.7 seconds. At the same
time, its economical enough to post a hybridesque 4.5 l/100km (62.7mpg) figure for the NEDC
combined cycle. And with a highway rating of
4.1 l/100km (68.9mpg), its the human tank rather
than the 70-liter unit in the BMW sedan (or tourer)
that will dictate the enforced autobahn stops.
The Bavarian car maker claims this is an
all-new engine development and it was when
it made its debut in the X3 earlier this year. And
it still is, if you allow the BMW engineers plenty
of leeway. Technically the diesel was turned
sideways to sit inside the new Mini hatch and the
2-Series Active Tourer, but this is the first time its
found a home in a traditional BMW front-engined,
rear-drive passenger car. So thats something.

Lagging behind

BMWs project director of diesel development for

the 5-, 6- and 7-Series, Christian Hiemesch, knew
the existing four-cylinder diesel could hang with
the Audi and Mercedes-Benz offerings, but had
lagged behind in the sophistication stakes. So
the new version is based on the companys nowstandard process of developing and fine-tuning
an ideal single-cylinder concept
(at almost 500cc)
and turning it into

VITAL STATISTICS

Engine: 2-liter, diesel in-line

turbocharged four-cylinder
Power: 190ps
a modular production
518d, but a far taller (3.077
Torque: 400Nm
reality, meaning that the
to 3.231) final-drive ratio
Transmission: eight-speed automatic
next all-new six-cylinder
and then relying on the
Fuel: 4.1 liters/100km (68.9mpg)
diesel will also look like
more expensive models
Bore/stroke: 90mm x 84mm
this, plus 50% in addition.
extra torque to cancel out the
Compression ratio: 16.5:1
Its undersquare, with a
expected acceleration shortfall.
CO2: 109g/km
90mm bore and a stroke of just
The smaller engine is a lesser
84mm, and besides its obvious
thing in other ways, too, with less
east-west and north-south versions, it
vibration damping leading to some added
can also operate with all-wheel drive, with both
harshness whenever the stop/start function does
the X3 and the Europe-only 520d xDrive as proof.
either half of its name. Thats not an issue that is
Theres enough power, with 190ps on offer at
even noticeable on the 520d.
4,000rpm, but the real story is the torque. The
Hiemesch admitted most of BMWs work on
520d delivers 400Nm
this project centered on making a smoother,
(up 20Nm on its predecessor) from just 1,750rpm.
faster, more economical engine by reducing
It has a fairly peaky curve compared with modern
friction and lifting fuel-injection pressures.
diesel norms, though, with the taper beginning
Theres an entirely new combustion process,
at 2,250rpm, but BMW has given it some eight
a new balancing system and its a completely
automatically changed gears to try to maintain its
new generation of engine, he adds.
strength across the speed ranges.
The common-rail fuel injection unit now
The odd spot with the new engine is that there
delivers diesel at 2,000 bar (up from the old
is a 518d model (a car that hasnt sent BMWs
cars 1,800), which allowed BMW to use new
non-European product planning outposts dancing
Bosch seven-hole fuel injectors and up to seven
with glee), which is 40ps and 40Nm down on the
injections per bang.
520d, despite being architecturally identical.
This gives the car a more complete and
The 518d is 5kg lighter than the 520d (body for
cleaner burn thats further enhanced by a new
body) but nearly two seconds slower to 100km/h
Honeywell variable-geometry turbocharger, with
and its top speed is 17km/h (10mph) down on the
a ball-bearing interface, Hiemesch explains.
520d autos 233km/h (145mph). Youd bet your
The friction depends on the temperature,
house that the 518d delivers some sort of cracking but the ball-bearings alone can give a friction
fuel economy as a counterweight to the speed
reduction of more than 50% when its cold. It is
and performance shortfall, but it doesnt. The auto closer to 20% in normal running.
is actually only a touch worse.
A new electrically controlled oil pump also
Closer inspection reveals
reduces friction by delivering the right pressure
that BMW has pulled a
and volume at the right time.
joker, giving the 520d
The pistons are new, as is the bedplate, block,
precisely the same
combustion system, cooling circuit and balancing
gearing as the
system. The three-layer damping blanket that
surrounds the engine (and also helps it to warm
up faster) is also brand new.
The increasing efficiency of direct-injection
The new BMW 2-liter
turbo gasoline motors can make one wonder
four-cylinder diesel in
whether theres a real future for diesels, but this
520d boasts new Bosch
BMW four-cylinder pushes back against those
seven-hole fuel injectors
thoughts pretty hard.
and a Honeywell VGT

14 // January 2015 // Engine Technology International.com

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ENGINES ON TEST
Style and substance?

Maserati Ghibli V6 S

Maserati Ghibli V6 diesel

Designed by Maseratis powertrain team but manufactured at the

Ferrari factory in Maranello, the Ghibli S V6 shares many of its
core components with the new 3.8-liter V8 in the Quattroporte,
although the smaller sibling runs a 60 vee angle and uses variablegeometry turbochargers rather than the twin-scroll blower employed
in the larger unit. As a package, the 2,997cc powertrain is central to
what the Ghibli S is all about: an evocative, stirring alternative to
some of the German competition in this segment, giving a deep,
raucous V6 howl with just the slightest touch of the accelerator
pedal. In fact, during development, Maserati engineers spent a great
deal of time in getting the sound of the V6 spot on and thats
especially so for the S with much focus going on the exhaust.
As such, the engine maintains Maserati tradition with bypass
valves that open at 4,200rpm in normal mode, but which stay open
throughout when in sport setting. Interestingly, the V6s peak power
arrives earlier than that of the V8, with 409ps at 5,500rpm and
550Nm hitting at 1,500rpm and staying through to 5,000rpm, with
redline being 6,500rpm. That means Ghibli S is quick in a straight
line: 0-100km/h takes five seconds flat, a tenth of a second faster
than the Quattroporte S. Top speed is 285km/h (177mph). The V6s
bore is shared with the V8, along with bore spacings and the combustion
chamber design. It also benefits from its larger brothers cam phasers
to control valve timing. Ghibli S emits 242g/km of CO2, and with
careful driving and when not tempted to arouse that tremendous
V6 growl getting within reach of Maseratis claimed combined fuel
economy figure of 10.4 l/100km (27.2mpg) is not too challenging.
Cylinders: Six Cubic capacity: 2,997cc
Bore/stroke: 86.5 x 85mm Compression ratio: 9.7:1
Power output: 409ps Torque output: 550Nm

Having finally agreed to launch its first ever diesel product, Maserati
had to call in help from VM Motori when it came to designing and
developing the Ghibli V6 Ds powertrain. Mostly based on the Italian
diesel specialists V6 architecture, the 2,987cc six-cylinder diesel
features a single, variable-geometry turbocharger and fabricated
exhaust manifold (including air gap) to help it deliver 275ps at
4,000rpm. While that seems like a relatively unsophisticated setup
when compared with tri-turbo BMW performance diesel sixes, the
Maserati V6 has enough engineering aptitude to deliver a mega
600Nm of torque from a lowly 2,000rpm. And such power is
needed if, on autobahns and country roads alike, the Ghibli diesel is
to provide driving enjoyment as well as company car-satisfying fuel
economy figures, ensuring that the Maserati sedan keeps up with
the likes of BMW, Audi and Mercedes-Benz on all counts. As such,
the 0-100km/h race takes 6.3 seconds while top speed is 249km/h
(155mph). With the help of stop/start somewhat shockingly another
(late) first for Maserati this Ghibli is the first development from the
Italian luxury car maker to fall beneath the 200g/km of CO2 threshold,
with output being 158g/km, which isnt bad at all when you factor in
that 6.3-second sprint time as well as a 1,835kg mass. Maserati claims
a combined fuel economy figure of 5.9 l/100km (47.8mpg) and having
driven Ghibli V6 Diesel extensively, theres no doubt that its far
happier eating up mileage on the motorway than dealing with tedious
urban commuting. The thinking is that the A630 will be instrumental
in Maserati increasing volume, and as an engine, its not a bad first
diesel effort at all. Lets just hope its a case of better late than never.
Cylinders: Six Cubic capacity: 2,987cc
Bore/stroke: 83 x 92mm Compression ratio: 16.5:1
Power output: 275ps Torque output: 600Nm

MASERATI: 100 YEARS IN THE MAKING

MASERATI

Derived from the world of

racing, in 1953 Maserati
created the 740kg A6GCS
53 Berlinetta with a punchy
1.9-liter straight-six engine

Between 1954 and 1960,

the 250F, with its 2.5-liter
naturally aspirated engine,
became an F1 winning
benchmark, bringing home the
drivers championship in 1957

16 // January 2015 // Engine Technology International.com

The first of now six generations,

the original 1963 Quattroporte
boasted a smooth and refined
260ps 4.1-liter V8 powertrain

Shortly after Citrons takeover

of Maserati, the stunning Bora
was produced in 1971, featuring
a 4.7-liter V8 pumping 310ps

In 1967, Maserati presented the

Ghibli and two years later an
open-top derivative followed,
sporting a V8 that ensured a
272km/h (170mph) top speed

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PERSONALITY PROFILE

What career did you want when you were

growing up, and what was your first job?
I always wanted to work in engineering
because my father was a mechanical
engineer, although he now works in civil
engineering. My first job was at the
Polytechnic of Turin as a research fellow
at the Internal Combustion Engines
Advanced Laboratory.

PROFILE: SABINO LUISI

Job title: Assistant chief engineer
for 1.8TBi engine
Company: Fiat Chrysler Powertrain
Engineering

When did you first start playing around

with powertrains?
I first became involved with engines when I
was working on my master thesis, and while I
was a research fellow at the Polytechnic of
Turin. I worked on diesel engines, both on
aftertreatment development and injection
system definition. The aim was to optimize
combustion efficiency and the trade-off
between NOx and soot emissions.
What was your career path to the position
you currently hold?
My degree was in automotive engineering.
As I mentioned, my first job was at the
Polytechnic of Turin and I worked there for two

managed by

partner

18 // January 2015 // Engine Technology International.com

years, after which I joined the Fiat Research

Center and worked on the MultiAir gasoline
engines project. In May of this year I started
work on the 1.8TBi engine as part of the team
led by Aldo Marangoni, head of Fiat Chrysler
EMEA Powertrain Engineering.
What are the best and worst elements
of your job?
The best thing is that you can apply your
knowledge and background to continuously
optimizing current technology. Nevertheless
it is demanding to optimize many specific
components in a synergistic way.
What would be your dream engine
specification?
It would have to be the 1.8TBi its a really
high-performance engine. More generally,
though, a proper specification for gasoline
engines is to have a high compression ratio
in order to increase thermodynamic efficiency
at part load, but with technical solutions
implemented to prevent knocking and cooling
down the exhaust temperatures in high-load
conditions. Advanced gasoline technologies

PERSONALITY PROFILE

The engine that is particularly emotional is the 1.779l, which in 1967

equipped the 1750 GT Veloce along with the 1750 Berlina and 1750 Spider
include a variety of new components and
subsystems aimed at improving fuel
economy. These technologies can act
on pumping losses (downsizing with
turbocharging, VVA, cylinder deactivation and
hot EGR), thermodynamic efficiency (cold EGR
and stratified combustion) and friction losses.
Advanced gasoline engines are expected to
remain competitive in vehicle applications for
the near future, but the technologies to
improve gasoline engines can obtain a better
cost-to-benefit ratio in terms of CO2 reduction.
In your opinion, what is the greatest engine
that has ever been produced?
Related to the 1750 TBi, the engine that is
particularly emotional is the 1.779l, which in
1967 equipped the 1750 GT Veloce along with
the 1750 Berlina and 1750 Spider. It was a
double overhead camshaft, two valves per

cylinder, 80mm bore, 88.5mm stroke

development. Peak power was 120ps at
5,500rpm, with a peak torque of 186Nm at
3,000rpm. A higher ratio final drive was fitted
but the same gearbox ratios were retained.
This engine was one of the most powerful at
the time and can be considered the
grandfather of the 1.8TBi. In contrast to that
natural aspirated engine, turbocharging today
delivers higher performance levels at both
low-end torque and full rated power. In
particular what is really interesting is the use
of scavenging to increase torque output during
transient operation. This technical solution is
based on a controlled post-combustion phase
that takes place at the turbine inlet and not in
the combustion chamber; its target is to
increase the enthalpy level in order to ensure
higher boost pressure and the fastest response
of the engine.

What could legislators do to make your

working life easier?
Legislation is pushing toward a 100g/km CO2
fleet average by 2020/25. This requires not
only detailed optimization of the engine, taking
into account the combustion, pumping losses
and engine/vehicle friction, but also technical
powertrain hybridization solutions.
In your opinion, what will be powering a
typical family sedan in 2030?
The hybridization of engine architecture will
increase, because it is a key technology in
reducing CO2 on the NEDC cycle and under
the other legislative regulations. Further
improvements will focus on optimizing engine
efficiency at specific operating points, using
the best areas of the engine map to produce
energy for the batteries so that the electric side
of the powertrain can be used.

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Engine Technology International.com // January 2015 // 19

OPINION

I had a humbling experience recently at Dunton,

Fords UK-based engine research center, where I was
invited to give a presentation to its product planners about
the success of the companys 1-liter EcoBoost engine,
which has taken a record three International Engine of the
Year Awards on the bounce.
Until that point in late September, I knew the awards
were important but I hadnt realized the impact they have
on employees motivation, future targets and sales. Indeed,
I learned that Ford directly attributes the fact that the 1-liter
was the best-selling gasoline engine in Europe in the first
half of this year to the awards, with such success fully
expected to carry throughout the year, making the little
three-pot the most popular gasoline unit of 2014. In total,
one in five Fords sold in Europe is
equipped with the award-winning
engine but until the tiny EcoBoost
achieved such repeated international
acclaim, car buyers had seen 1-liter
units as too small and underpowered.
Now they see an engine that has won
the hearts of 82 of the most respected
motoring journalists from 34 countries.
And that equals great sales success.
What I found intriguing at Dunton
was the number of questions I was
asked. What makes an award-winning
engine? Why has a diesel never won the overall title? Does
the jury care about technology or just performance? And,
what happened to Hondas and BMWs previous success?
The first question was easy to answer: the jury wants to see
an engine that has good driveability,
great refinement and more than
adequate performance but
not at the expense of
economy or emissions.
It was also easy to
discuss why a diesel
has never taken
home an overall

This is ho w
Fo
for its rece rd kitTed out its Dunt
nt product
on facility
planNers co
nference

International Engine of the Year trophy, and the answer

isnt simply linked to the word international. While it is fair
to say that the jury is global and thus the likes of the US,
Australian, Chinese, Japanese and Canadian judges dont
inherently like diesels, it is also a fact that Europeans often
vote in favor of gasoline designs. When BMWs 3-liter diesel
meets its 3-liter gasoline, the latter wins in Europe. The
same goes for the two Mini 1.5-liter bases. Why? Its about
driveability, and now that gasoline
engines are downsized, they are more
fuel efficient but still entertain and
encourage enthusiastic driving.
Its also a fact that the winner of
the overall award has been less than
1.4 liters in displacement for the past
five years. And each winner has been
turbocharged or supercharged or both.
So yes, advanced engine technology
really does matter on ones way to the
title a humble naturally aspirated unit
has never won the overall prize in 16 years.
Finally, the question of Hondas and BMWs recent lack of
success. The former hasnt won an award since it dropped
its mechanical VTEC, and this comes against a backdrop of
its continued pursuit of its dated IMA hybrid and fuel cell tech.
BMW, on the other hand, hasnt done so well in recent years,
perhaps because it started taking success for granted. In
fairness, its new 1.5-liter engines are clever and rather good,
but it didnt bother pushing their virtues. The result was that
the aging 1.6-liter, jointly developed with PSA, beat the new
units in the 2014 category honors. BMW was embarrassed
by this faux pas, so Id fully expect it to educate buyers and
journalists alike about its developments in 2015. I told Fords
product planners the same. You have been warned!

Yes, advanced
engine technology
really does matter
on ones way
to the title

20 // January 2015 // Engine Technology International.com

Y!
R
A
I
D
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Taylor

OPINION

If youve seen any sort of wildlife documentary, youll

know that the natural world wastes nothing. Even the
biggest of animals that dies on the African savannah gets
eaten first by the lions, then whats left goes to the hyenas,
then the jackals, then the buzzards, then the creepy crawlies
and finally the microbes. Nothing that ever breathed is wasted.
The thing is, Ive seen similar philosophies at work inside
the R&D labs of car companies, and not just the stripping
of the carcasses of the once mighty elephants in the room.
The truth is, car makers are full of research expeditions
that never reach their goals, but end up delivering quite
extraordinarily useful side yields. And thats exactly what
you see all over the Mercedes-Benz S500 PHEV, at the
launch of which I had a good discussion with boffin Dr Uwe
Keller, starting on pneumatic valvetrains.
Using air to move valves up and
down in tautly controlled ways has
been the norm in F1 for more than two
decades now. Its actually probably
four but nobodys saying.
What Keller would admit to was that
Benz started a program, in the early
1990s, to bring pneumatic valves over
to road cars. A few years later, he found
himself at the head of the project, but it
failed. Except it didnt really.
True, you just dont see the
pneumatic valvetrain on road cars today
theres not one single car with it, which is
odd given that it was perfected to the point of
managing 22,000rpm on old-school V10s.
There were, Keller admitted, some
problems with pneumatic valves
for road cars that Benz didnt
foresee. The first was noise,
with engineers finding the
bursts of air and the valves
banging open and slamming
shut so loudly you could hear
them over the sound systems.

22 // January 2015 // Engine Technology International.com

R&D progra ms
pneu matic va hardly ever go to wast
e,
lvetrain an
d Ca mtronic as the
projects

show

Still, the potential benefits were clear to see. You could

vary, infinitely, the lift and the timing but you had, according
to Keller, to be almost unbelievably quick to control it.
It took a long time, but they got the speed and noise
issues solved, only to find the fatal flaw that nobody had
spotted: it takes a fearful amount of energy to drive a
pneumatic valvetrain. And there were more issues. The car
world was heading toward turbocharging and the added
backpressure meant that whatever
drove the pneumatic valves would
need even more energy to drive it and
to manage it. Other insurmountable
problems included weight as well as
engine down-speeding, meaning that in
2003, Benzs dalliance with pneumatic
valvetrains finally ground to a halt.
But it wasnt a total loss, because
these things rarely are. The company
had an overlapping program working
on lean stratified combustion and this,
it turned out, combined with some
by-products of the pneumatic research, could deliver what
the engineers were looking for in the first place.
We learned a lot and got a great deal on combustion
development. We learned a lot about desotto, HCCI and
Camtronic. It all came out of that research. And despite
having a hybrid engineering title, Keller insists there is plenty
that valvetrains can offer IC engines in the next few years.
In fact, the speed of development, insists the Mercedes
engineer, isnt the actual problem. Its linking together
disparate developments of odd musings and thought
experiments and proofs so that the right quirk can meet the
right problem and get it solved. And nothing not a single
failed experiment should ever go to waste.

It took a long time,

but they got the
speed and noise
issues solved, only
to find the fatal flaw

tional Engine
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ENGINE MANUFACTURING

Location, location,
location
ETi looks at where some of the worlds car
makers and suppliers are spending their
powertrain money on when it comes to
expanding production or building new facilities

WORDS: MATT ROSS

USA
Teslas much-hyped
gigafactory in Nevada,
slated to be operational by
2020, will cost an estimated
US$5bn. Panasonic has come
on board as an investor in the
facility, which is projected
to employ 6,500 people by
the start of the new decade.
In July, Infiniti began
production at its new,
US$319m powertrain plant
in Decherd, Tennessee.
Ford recently invested
US$359m in retooling its
Dearborn plant for production
of the new aluminum body
F-150, and is spending
US$1.1bn to retool and expand
its Kansas City base.
Approximately

90%

of new car sales in the USA

come from the so-called Big
Eight manufacturers of GM,
Ford, Toyota, Chrysler-Fiat,
Honda, Nissan, Hyundai/
Kia and VW

26 // January 2015 // Engine Technology International.com

MEXICO
Mexico is proving attractive for both OEMs
and suppliers alike. Metalforming specialist
Waukesha Metal Products recently announced
the acquisition of Revstone Fabrication in San
Luis Potosi, expanding its presence in the country
by taking on the 10,220m 2 facility.
Denso will spend US$53.8m on expanding
its Apodaca plant in Nuevo Len. In addition,
Hamanakodenso (a Denso group company) has
established a new facility in Salinas Victoria City,
also in Nuevo Len, to produce solenoids for
engine and airflow control units for its North and
South American customers.
In August, Kia signed a US$1bn deal to build
a state-of-the-art manufacturing plant in
Monterrey, Nuevo Len. For the Korean OEM,
facilities in Mexico not only allow it to expand
its presence in the country, but also improve
the supply chain into the USA. Kia joins a long list
of OEMs that either already operate facilities in
Mexico or have announced plans to do so
including BMW, Daimler, Fiat-Chrysler, Ford,
GM, Honda, Nissan, Toyota and V W.

The North
American Free Trade
Agreement (NAFTA)
between the USA,
Canada and Mexico
came into effect on

JANUARY 1,
1994

ENGINE MANUFACTURING

UNITED KINGDOM
There was an estimated US$4bn plugged into the British automotive industry
in 2013. Large-scale investments by JLR in Solihull and Mini in Oxford are now
just the latest in the countrys resurgence there are more than 25 vehicle
manufacturers in the UK today. One of them is Aston Martin, which
is spending US$33.4m on expanding its Warwickshire engine R&D facilities and
headquarters.
Theres also a strong focus on attracting more investment to the country.
The Manufacturing Technology Centre in Coventry recently unveiled the UKs
first digital factory demonstrator, which includes a customizable 3D virtual
reality manufacturing environment, designed to attract potential investors.

FOUR
OUT OF
FIVE

cars built in the UK

in 2013 were
exported

CZECH REPUBLIC
Home to koda and TPCA (a
joint venture between Toyota
and PSA Peugeot Citron),
the Czech Republic is showing
signs of increased investment
from suppliers and OEMs alike.
Continentals turbocharger for
Fords award-winning 1.0 EcoBoost
engine is now manufactured in
Trutnov before switching to the
Czech Republic in 2014, the part
was made in Germany. Continental
now operates seven facilities
within the country.
Parts company Hyundai Mobis
will invest US$121m in a new
plant in Monov, near Ostrava,
scheduled for opening in 2017
(Hyundai also produced its one
millionth car at its Noovice facility
in 2013), while South Korean tire
manufacturer Nexen Tire will
invest US$1.17bn in Czech facilities
between 2016 and 2023.

CHINA

Foreign investment
in the Czech auto
industry currently
stands at around

US$14bn
Chinas car
production up to Q2
of 2014 was up

12%

on the same period

the previous year

The worlds largest automotive market is

an obvious draw for many companies. In
September 2014, BorgWarner revealed that
it had produced in excess of 1.5 million EGR
valves at its plant in Ningbo. By 2016, the
company plans to be making one million
such valves every year. Also in September,
BorgWarner announced the opening of a
second plant in Taicang.
ZF is forecasting such growth in the AsiaPacific market, and China in particular, that
the company is virtually quadrupling the size
of its Shanghai headquarters, offices and R&D
laboratories. In October, ZF formed a joint
venture with Chinese auto manufacturer BAIC
and revealed plans for a new plant, located
southeast of Beijing.
Volkswagen is expanding its Chinese presence
with new plants in Qingdao and Tianjin. JLR
announced plans for an engine plant in the
country earlier this year, while Hyundai has
upgraded its plans for China from one to two
new factories. GM has also announced it
will build five new plants in China, as part of
US$14bn of investment through to 2018.

Engine Technology International.com // January 2015 // 27

HEAVY-DUTY DIESELS

Star

struck
The latest round of emissions legislation
represented the toughest yet for heavy-duty
diesel engine developers. But just where do
the next efficiency gains come from? Its the
question on the lips of all truck engineers

WORDS: JOHN KENDALL

28 // January 2015 // Engine Technology International.com

HEAVY-DUTY DIESELS

Engine Technology International.com // January 2015 // 29

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HEAVY-DUTY DIESELS

uch recent engineering endeavor

and hard work came to a head
earlier this year when tough Euro
6 limits for heavy-duty diesel
engines kicked into action,
representing the latest stage in a program
extending over 20 years to reduce toxic
emissions spewing from the exhausts
of trucks. Compared with the original
1992 Euro I regs, the result has been a
major reduction in all pollutants. Using EC
steady-state testing cycle mandatory limits
for comparison, CO has been slashed 66%,
HC by 88%, NOx by 95% and PM by an
astounding 98%.
For the truck makers and their suppliers,
achieving the necessary reductions for Euro 6
might be mission complete, but the process
has involved the use of costly and complex
technologies. Before the latest European
emissions stage, engine manufacturers could
reach the required limits by using one of two
control technologies: SCR or enhanced EGR.
In the build-up to Euro 6, it was widely
expected that a combination of the two
systems would be needed to achieve the
desired limits, but in practice some
manufacturers, most notably Iveco and more
recently Scania, have developed Euro 6
compliant engines using SCR only. However,
this has increased the range of injection
pressures that must be factored in by the
new engines and equipment manufacturers,
especially as at present peak injection
pressures range from below 2,000 bar to
around 2,700 bar.
Its difficult not to be impressed by the
overall emissions reductions realized by truck
makers, but the technologies needed to bring
such reductions about in the real world have
led to an upward trend in fuel consumption
and CO2 emissions, especially as engine
management systems have been designed to
prioritize toxic emissions reductions over fuel
consumption. This has been offset to an
extent by the same engine downsizing trend
that continues to take place with light-duty

1. Tier 1s such as Delphi are

undertaking new development
work on injectors and injection
systems to make heavy-duty
diesel engines more efficient

2. Delphis F2 distributed
pump diesel common-rail
injector is part of a system
that the supplier says is
the worlds first ultra-highpressure common-rail
development to be mounted
entirely within a cylinder head
3. Delphis heavy-duty diesel
engineering director, David
Draper, says inroads made in
injection are key to efficiency

The cost/benefit equation still doesnt look so

good for HCCI the amount of information around
now has dropped to almost zero, whereas six or
seven years ago there were papers upon papers
David Draper, heavy-duty diesel systems engineering director, Delphi

gasoline and diesel units, essentially allowing for 10- and

11-liter IC bases producing 400ps to replace the larger 13
or 14-liter engines of a few years ago.
Improved aerodynamics and reduced rolling resistance
will have a notable role to play in making further
reductions in overall fuel consumption, but even so the
general consensus within the industry is that there is still
more that can be done to engines to boost efficiency.
Booster shot
2

For starters, fuel injection equipment suppliers can improve

efficiency by reducing leakages and generally improving
efficiency in the system, as David Draper, heavy-duty
diesel systems engineering director at Delphi, explains:
There are always leakages around clearances, pumping
plungers and valves, so its a matter of reducing leakages
within the whole system to a minimum. Then you also
look at other ways of improving efficiency, which is
reducing all the dead volumes, where we pump up to
pressure unnecessarily and let it go again. If you put all
that together, then purely by improving efficiency in
generating pressure and delivering it to the engine you
could aim to improve overall CO2 emissions, or vehicle
efficiency, in the order of up to 2%. That may not sound a
lot, but its pretty good, especially when you are trying to
raise overall thermal efficiency from the engine to 49-51%.
Draper reckons even more can be done, and says that
fuel injection suppliers will have to deliver equipment that
provides the right fuel injection characteristics. This could
mean injection pressure, multiple injections, rate shaping,
or the type of injections generated. He believes that such
inroads could enable another round of vehicle efficiency
improvements in the order of 2%.
Maybe there will be more scope in future years to look
at more novel combustion systems, he adds. But in the
short term, Delphi does not expect big changes from
current fuel injection systems: Fundamentally, its the

Engine Technology International.com // January 2015 // 31

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HEAVY-DUTY DIESELS

The coatings themselves are getting more

interesting. Its more of a revolution than an
evolution. Were now not just looking for durable
and wear resistance, we are looking for coatings
with a much lower coefficient of friction
Keri Westbrooke, engineering and technology director, Federal Mogul

would have to be stronger and I think that

other means of improving overall efficiencies
look more achievable. The cost/benefit
equation still doesnt look so good for HCCI
the amount of information around now has
dropped to almost zero, whereas six or seven
years ago there were papers upon papers.

same diesel cycle, not HCCI and others. They are still
way off and it might be a case of never, as they have been
for 10 years, so theres no fundamental breakthrough
that we see happening in the next 5 to 10 years, but
improvements on existing cycles.
Once lauded as the great combustion hope, for Draper,
HCCI falls into the too difficult box where heavy-duty
diesels applications are concerned. It requires such a
high level of control and fuel properties are important
too, he reasons.
Its never been found feasible to make it work at
high loads and the 50% load point is more typical where
trucks run. It just looks too big a problem to solve. It also
generates very high in-cylinder pressures, so structures
3

Sensing the friction

2

1. Innovative polymer
coated bearing shells have
been developed by Federal
Mogul that promise fuel
consumption and CO2
emissions reduction by
withstanding mechanical
loads produced by heavily
boosted powertrains
2. The Elastothermic piston
from Federal Mogul allows
for lower temperature of the
first ring groove by about
50C, reducing carbon
deposition and groove
and ring wear for long
life low oil consumption
3. The US Tier 1 estimates
that its bearing coatings
technology can increase
the life of bearing shells
by more than five times in
extreme engine applications

But advancing fuel injection technology isnt

the only avenue truck makers have open
when it comes to raising overall efficiency.
There also seems to be plenty of scope when
it comes to friction, and specifically reducing
it, especially when taking into consideration
all the surfaces that are affected by this
phenomenon in an IC unit, including pistons,
bearings, rings and bores.
Piston rings and pistons are by far the
largest contributor to mechanical friction
in the engine, confirms Keri Westbrooke,
Federal Moguls director of engineering and
technology, who adds that the contribution
is split roughly 50-50 between the piston
and the rings. So we have to come up with
durable piston ring coatings or treatments
that will survive the life of the engine.
Those are now moving quite considerably
from galvanic-type and chrome-based coatings
to physical vapor deposition coatings, and
were now getting into DLCs. The coatings
themselves are getting more interesting. Its
more of a revolution than an evolution. Were
now not just looking for durable and wear
resistance, we are looking for coatings with
a much lower coefficient of friction.

Engine Technology International.com // January 2015 // 33

HEAVY-DUTY DIESELS

2
1 and 2. At the heart of the
new Atego drive system
are two completely
redesigned BlueEfficiency
Euro 6 powertrains from
Mercedes. First theres
the four-cylinder 5.1-liter
OM 934 unit that comes
with a choice of four power
offerings, and then theres
the six-cylinder 7.7-liter
OM 936 common-rail
development with a
performance range from
238ps through to 299ps
3. Combining EGR and
SCR, Scanias new V8
engines, driving the
Streamline product range,
combine performance of
up to 580ps but with key
fuel consumption savings

The simplest way of getting good gas sealing and good

oil control is to have rings with an enormous amount of
spring force or tension in the bore. But what contributes
to the friction? Higher tension rings. So were now coming
up with new peripheral or new ring designs, new face
designs, anything that allows us to reduce tension but
maintain the oil or gas sealing capability.
The combination of decreased friction levels from new
coatings materials and changes to ring design, such as
reduced tension and shorter ring height, can make a
key contribution to lowering total engine friction, thus
impacting greatly upon emissions output as well as fuel
consumption. Whats more, lowering the height of the top
piston ring can cut friction by up to 28%, says Federal
Mogul. Similarly, reducing the tension in the oil control
ring can lessen friction in that ring by up to 30%. And
using the latest DLC eases friction in the top ring by up to
22%. Federal Mogul believes that advanced ring coatings
could help to reduce specific fuel consumption by up
to 1.2% and that other measures could help to cut ring
friction by a further 1.2%.
Weight reduction is another highly important issue
for engine manufacturers, in terms of both reducing the
total mass of the complete unit as well as systematically
stripping weight off specific parts and subsystems. As a
result, component weight reduction is particularly
important to suppliers like Federal Mogul. Its because

34 // January 2015 // Engine Technology International.com

the reciprocating mass of our pistons is also a direct

contributor to friction, explains Westbrooke. Thats
why we try to come up with lightweight architectures
and lightweight materials.
Revised piston design can help to reduce reciprocating
mass. The piston compression height is the distance
between the centerline of the piston pin, which connects
the piston to the conrod, and the piston crown. If we
can take an existing piston and make it 10mm, 15mm
or 20mm shorter, the engine manufacturer can do one of
two things, adds Westbrooke. It can either lengthen the
connecting rod, and that has a friction reduction benefit
by reducing the side forces, or reduce the block height by
10mm, 15mm or 20mm, and then youre talking about
20mm of cast iron.
An added impact to the gradual tightening of emissions
regulations has meant that temperature and pressure
levels have been escalating dramatically. And its not just
pressure, looking at firing pressure or cylinder pressure as
a number, but its also things like pre- and post-injection,
where were looking at pressure rise rates, says Westbrooke.
So while we try to calculate the mechanical load of the
pressures on the pistons and the rings, sometimes were now
faced with almost a moving target in terms of the pressure
effect. Then theres the magnitude of cylinder pressure.
Some years ago we were looking at 160-170 bar. These days
were looking at firing pressures of 240 bar in production.

OEM INTERVIEW:
INTERVIEW JAGUAR LAND ROVER

On the

A recent trip to Jaguar Land Rover

confirmed that theres much more
to project Ingenium than just highly
efficient four-cylinder powertrains
WORDS: DEAN SLAVNICH

36 // January 2015 // Engine Technology International.com

uch has been the haste of Jaguar Land Rovers

meteoric rise in recent years that the local
authority that runs Whitley, on the outskirts of
Coventry, UK, is having to create all-new roads,
routes and infrastructure to cope with the
massive increase of traffic going to and from the global
HQ of the UKs largest car maker.
But such traffic conundrums should be looked upon
with nothing but a positive spin temporary journey
woes are the result of a company thats increased market
share from below 15% in 2008 to 40% as of last year,
culminating in more than 425,000 JLR vehicles leaving
various showrooms around the world. And thats just
the start: according to senior execs such as Dr Wolfgang
Ziebart, director of group engineering, the company plans
to launch no fewer than 50 products in the next five years,
starting with the all-new Jaguar XE.

OEM INTERVIEW:
INTERVIEW JAGUAR LAND ROVER

Engine Technology International.com // January 2015 // 37

OEM INTERVIEW: JAGUAR LAND ROVER

We will invest 3.5bn (US$5.6bn) in new products,

states Ziebart, a former BMW board member who headed
up product development. What does this mean? In the
past we brought out a new car once every second or third
year, but going forward well launch a major new car
every six months. Its a significant change of pace for us.
Rare opportunity

The impact of such plans is already being felt on JLRs

engineering divisions. To give you a scale of it, we
currently have 2,000 engineers in powertrain thats
twice as many as we had only five years ago, so were
growing quickly, really quickly, says Ron Lee, powertrain
engineering director.
A further 500m (US$805m) is being spent on an
all-new state-of-the-art engine manufacturing center in
South Staffordshire, nestled nicely between JLRs three
existing sites at Halewood, Castle Bromwich and Solihull.
Having recently been opened, its the first new plant JLR
has built from the ground up and will create 1,400 jobs
when at full capacity. More significantly, the 100,000m 2
base will be home to Ingenium engine production, a
project thats close to Lees heart.
Ingenium is a new engine family concept for us. These
lightweight, low emission and configurable petrol and
diesel turbocharged engines on a common architecture
will deliver both efficiency and performance, whether
they are driving a Jaguar or a Land Rover, he says.
We were able to design Ingenium in the way we wanted
because we had that fantastic opportunity to start with a
completely clean sheet of paper its a rare opportunity for
engine engineers. We werent handcuffed by any of the
usual restrictions or compromises that are forced onto us,
so we had no existing production machinery that we had
to reuse. We had no carry-over engine architecture that
we were trying to amortize. There was no existing plant
that we had to modify. And capping it all off, the engine is
going into an all-new vehicle. This was a truly rare moment.
Costing the best part of 800m (US$1.3bn), work on
project Ingenium started just over four years ago. At its
very core, the powertrain family has a design based around
a deep-skirt aluminum cylinder block featuring thin-wall,
press-fit, cast-iron liners. The lightweight blocks share the
same bore, stroke, cylinder spacing and a 500cc cylinder

In the past we brought out a new

car once every second or third year,
but going forward well launch a
major new car every six months
Dr Wolfgang Ziebart, director of group engineering, Jaguar Land Rover

capacity, allowing for a modular setup that

guarantees configurability and flexibility.
Lee, who during his three decades at the
company has just about seen it all, sheds
some more light on the powertrain strategy:
In among all the other engineering
challenges and goals of this program (see
page 4), we needed the new engines to be
able to fit seamlessly into our installations
for both north-south and east-west
architectures. It also has to be able to
accommodate front-, four- and rear-wheeldrive configurations, as well as dealing with

JAGUAR LAND ROVER IN NUMBERS:

138kg

21%

23%

is the total weight of the XE AJ200D unit

reduction in JLRs operating CO2

emissions has been realized since
2007 per vehicles built

of the 425,006 JLR vehicles sold last

year were based in China

72,000
hours of dyno testing and 2 million realworld miles testing was undertaken during
Ingenium development

29,000+

38 // January 2015 // Engine Technology International.com

JLR employees globally

3.5bn
(US$5.6bn) investment will result in
50 new models in five years

OEM INTERVIEW: JAGUAR LAND ROVER

We were able to design Ingenium in the way we

wanted because we had that fantastic opportunity
to start with a completely clean sheet of paper
its a rare opportunity for engine engineers
Ron Lee, powertrain engineering director, Jaguar Land Rover

performance upgrades and electrification, so as these

technologies become ready and available, we can easily
introduce them, adds Lee.
That means options like three-cylinder designs and
cylinder deactivation have both been factored in, as well
as various forms of powertrain electrification.
We looked 10 years into the future and asked ourselves
what are the things that might happen with this engine?
We then went to a number of the big consultancies and
asked them the same question independently, so the likes
of Ricardo, AVL and FEV. They all submitted their findings;
we compared each one carefully and then went through
all the key technologies looking at how wed implement
each system. These are not things that would fit with no
design change in the existing layout, but we know that
each one has a plausible way of being deployed.
Emissions mission

auto, manual and hybrid transmissions. Finally, the new

family has to be able to cover both smaller and larger
displacement sizes for the future.
Similar to what Volvos undertaken with its VEA
investment, Ingeniums modular nature serves to reduce
complexity, raise quality and simplify manufacturing.
And like VEA and VWs MQB, JLRs architecture has been
designed with an eye on the future.
When we set out on the program, we looked 10 years
into the future so that we could look at all the technologies
that Ingenium may use moving forward and we protected
the engine in terms of developments for fuel systems,

Main image: The South

Staffordshire 100,000m2
engine manufacturing
center will be home to
1,400 personnel and is
JLRs first new plant
built from the ground up
Below: Work on Ingenium,
a flexible and modular
engine architecture,
started four years ago.
Pictured here is the
AJ200D unit in XE

Ingenium is not just important to JLR in the immediate

future, powering the XE in 180ps/430Nm and 163ps/380Nm
in AJ200D form, with the latter becoming the most
efficient Jaguar ever, achieving 75mpg and 99g/km CO2;
the new engine family will also act as a catalyst for the car
maker to fully embrace powertrain electrification.
In this respect, Ziebart is a man with emissions on his
mind: The major challenge for all of us is CO2 reduction
and improving fuel economy. Governments have set tight
regulations on emissions, so going forward from 2020, in
the EU the average consumption of vehicles should be
below 100g of CO2 per kilometer, which is roughly
4l/100km (75mpg) fuel economy. These are very, very
tight regulations.
According to the engineer who headed up the 3 Series
platform in a former BMW life, what this means for JLR
on a company-wide basis is that fuel consumption
between 2007 and 2020 needs to have been slashed by
45%. So, in 2007, our car fleet had an average of 242g
CO2, but by 2020 this needs to go down to 132g. Currently
were at 180g, so theres still a way to go for us to achieve
the remaining target. But Ingenium, insists Ziebart, will
play a starring role in getting JLR over that 2020 line.
I would say that 50% of future target achievements
when it comes to emissions will come from the powertrain.
This means the improvement of traditional engines and
transmissions, and adding electrification to the IC engine,
so everything from micro and mild hybrids, through to full
hybrids, plug-ins and battery electric vehicles.
Ziebart says that other areas for automotive engineers to
look to for emissions reduction include vehicle weight, as
well as coming up with new measures relating to parasitic
losses. But its the powertrain thats the biggest single
contributor to emissions, he warns.

Engine Technology International.com // January 2015 // 39

OEM INTERVIEW: JAGUAR LAND ROVER

The situation is such that we can leave no stone

unturned to squeeze out fuel economy improvement.
That means advanced hybrid powertrains based on
Ingenium architecture are not far off for JLR. Hybrids are
very important to the industry, but also very important
to us in particular, confirms Ziebart. In spite of the many
improvements we have achieved with combustion engines,
for vehicles like ours, such as the Range Rover, there is
currently no obvious route to come to a double-digit CO2
per kilometer figure except by using hybrid powertrains.
So, we have introduced the Range Rover Hybrid and,
going forward, we assume that the electric part of the
powertrain, the e-motor, will become greater and more
powerful, whereas the combustion engine might get smaller.
Range Rover last year debuted the companys first
conventional hybrid production models, but plug-in
derivatives are on the agenda too: I believe that plug-in
hybrid technology will come close to full battery electric
systems, especially if you offer enough range during the
electric part of the operation. I feel this will be a key
technology for us and it will mean that in the future we
will be able to enjoy products such as the Range Rover, as
opposed to driving micro cars.
However, for now and until the new engine facility is
up to speed and fully ramps-up Ingenium production
itll be business as usual for JLR as it continues to buy in
co-developed Ford/PSA Peugeot Citron motors, but
eventually the plan is for Ingenium family members to
replace such units across all ranges, but this will happen
on a model-by-model, organic basis, says Ziebart.
In the past, engine technology was very much a stable
technology, so we carried over an engine at least for two
or three generations of vehicles and, in some case like the
V8, an engine can have a life of five decades! But now
going forward, with all the challenges we have, engine

SELF-DRIVING INGENIUM?
JLRs investment in Ingenium ensures that its new vehicles will
come equipped with efficient engines brimming with technology
that also provide power and performance. And on a companywide level, the new powertrain family also guarantees the car
makers future, bringing in-house all engine R&D expertise and
production capability, allowing it to react to changing market
demands, and implementing new technology. But what does the
long, long-term future look like for JLRs powertrain plans? And
might Ingenium one day even include self-driving aptitude?
Autonomous driving, from our point of view, is a
continuous journey that started in 1996, when
Jaguar was the first to bring ACC in the XK to the
market, says Wolfgang Epple, JLRs director
of research and technology.
Over time, various supporting functions
have been implemented, such as
emergency braking and sub-functions that
help make the car autonomous, taking
more of the load away from the driver.
That is a continuous journey and from our
perspective it will take another five to 10
years before we as an industry can offer
autonomy.
However, the former BMW, Lotus and
Proton chief engineer says that when discussing
autonomous driving, its important to think about the
enjoyment people get from behind the wheel. Basically, every
driver has two states: the first is commuting from A to B, a
tedious work /school journey that really nobody likes to do.
The other is the more emotive state, driving on country roads
and enjoying the fun of motion and mobility. For us, the tedious
one is where autonomous comes in, because there the driver
can do something else in the car, being more productive and
staying connected. The other, second state, is where we want to
maintain the joy of driving and being in control.

Its a great time for the company, but in

particular for engineering. We have the
financial means, the engineering skills
and the ambition to be number one in
automotive technology
Dr Wolfgang Ziebart, director of group engineering,
Jaguar Land Rover

Range Rover was the first JLR

brand to launch a hybrid
powertrain, but soon Jaguar and
Land Rover models will follow

40 // January 2015 // Engine Technology International.com

technology has become one of the most dynamic technologies.

So there are changes and improvements more or less every
year, not every decade. Its extremely important to have a
very flexible approach and to take this capability in-house.
While our current engines are state-of-the-art, going
forward, we see that if its possible to introduce a new
technology [on an engine thats bought in], then you must
negotiate with a third party to introduce that new
technology, and in that situation youre already in a
no-win position. Having this capability in-house and in
our own hands means were securing our future.
Its a great time for the company, but in particular for
engineering. We have the financial means, the engineering
skills and the ambition to be number one in automotive
technology.
Its a telling final remark from JLRs group engineering
director and one thats difficult not to believe given the
growth of the company in the past seven years. Ziebarts
sign-off stayed with me as I sat in traffic leaving JLR
global HQ on the way to the M40 motorway that would
take me back down to London. New roads or not, traffic
or free-flowing, soon most Jaguar and Land Rover
products will be sporting advanced powertrains and
taking emissions reduction head on. This is a rejuvenated
car maker thats intent on pushing BMW, Audi and
Mercedes-Benz all the way.

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GDI MATERIALS

Performance

materials
The increasing requirements of GDI engine technology
demands the use of advanced materials, capable of
realizing high performance under stringent conditions

he issues of environmental degradation and

energy shortages are becoming increasingly
important, making governments, automotive
manufacturers and the public all look for
improvements in vehicle fuel economy, and
reductions in vehicle emissions.
This drive to deliver fuel economy with lower emissions
is being dictated by tougher regulations across Europe
and the USA as well as in China, where phase IV of
the vehicle emission standards is now in force.
Gasoline direct injection (GDI) engines achieve an
ultra-lean burn within the combustion chamber through
stratified fuel charges delivered at high pressure,
achieving more complete fuel combustion. In doing so,
they deliver improved fuel economy, lowering emissions
and achieving the same (or even higher) dynamic
performance with reduced engine displacement.
The first fuel injection technology appeared in 1920,
but it was not until the mid-1990s that GDI engine
technology overcame technical challenges, and
commercial applications were seen in European and
Japanese markets. Several world-renowned automotive
companies including GM and Ford developed
engines using GDI technology for use in their new
models. In China, domestic car makers including Geely
and First Automotive Group (FAW) also introduced GDI
engine technology. We are now seeing the emergence of
the third generation of GDI engines.
Due to the initial high development costs, GDI engines
were first utilized in high-end vehicles. But as the
technology has continued to mature, however, numbers
have increased substantially and, as a result, production
costs have fallen.

42 // January 2015 // Engine Technology International.com

Material requirements

Currently GDI engines are being used right across model

ranges. Some manufacturers are even preparing to
gradually increase the proportion of GDI engines used
across their product ranges to 100% from 2015.
After the introduction of its EcoBoost engine, Ford
found that fuel economy improved by 20% and CO2
emissions fell by 15% compared with the previous
equivalent, non-GDI engine.
Now there are targets to improve vehicle fuel efficiency
further, developing the technology over the next five
years as GDI engine operating pressures increase from
current levels of around 20MPa to 30-35MPa. Some
automobile manufacturers are looking to increase
operating pressures to 70MPa as part of long-term
development goals.
In comparison, the working pressure of a conventional
engine is around 5MPa, while the working pressure of a
GDI engine must reach at least 20MPa to make the fuel

Above: Sandvik
Pressurfect tube
use in a GDI engine,
highlighted in blue
Right: The advantages
of the GDI system

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Above: A typical GDI

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burn efficiently and achieve energy conservation. Also,

due to the increasing use of ethanol in fuel, the risk of
corrosion is now far greater. Conditions in the engine
are now much tougher, so only those materials with
high strength, corrosion resistance and in particular
resistance to stress corrosion cracking in a high-pressure
environment, can ensure adequate and safe fuel
combustion. This is particularly pertinent when car
manufacturers guarantee the operational life of their
GDI systems for 10 years or 200,000km. Hence the
market requires high-performance materials to satisfy
the demands of car manufacturers wishing to increase
GDI engine working pressures.
Current engines use stainless steel tubes that are
suitable for low-pressure fuel lines and rails, but are
unable to handle the higher pressures required by
tomorrows GDI systems. More advanced, lightweight
materials are needed, not only to reduce the weight of
parts and components, but also to improve engine
performance and handle higher operating pressures.
This achieves the twin goals of reduced fuel use and
lower emissions. Such programs are increasingly favored
by the market.
However, when a new material is selected for an
automotive application, it has to go through rigorous
checks to comply with the procurement standards.
Therefore only suppliers with strict quality standards,
reliable technologies and execution capabilities can meet

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the lac
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GDI MATERIALS

the demanding requirements. Such products include

Sandvik Pressurfect, specifically developed for GDI fuel
rails and fuel lines, and Pressurfect XP, a duplex tube for
GDI fuel rails.
Sandviks manufacturing process implements integrated
production from smelting material right through to the
finished product. As a result, the entire production
process and material performance are completely
controlled and fully traceable which ensures that
material composition, surface quality, mechanical
properties and corrosion resistance are consistent.
This results in production quality being maintained
from batch to batch. The chemical composition of the
material is critical in this process.
Throughout the production process, the use of hot
extruded base tube material in appropriate sizes ensures
that there are no defects in the inner surface of the pipe
and also helps to improve the corrosion resistance. A
bright annealing process is used to further enhance the
surface quality of the tube material, reducing the deposit
of pollutants and salts, while further increasing the
corrosion resistance of the material.
Finally, before the product leaves the factory, a full
inspection is carried out, including a 100% eddy current
inspection and PMI test. According to customer
requirements, ultrasonic testing can also be conducted.
In order to fulfill the requirements of automotive
applications, the outside diameter and wall thickness
tolerances of Sandvik Pressurefect tubes are extremely
tightly controlled.

Progress through cooperation

1: The fatigue strength

comparison between
the dedicated GDI
material grades
2: The yield strength
of Sandvik Pressurfect
material the strength of
Pressurfect XP is more
than twice as high
3: The Sandvik
Pressurfect tube

44 // January 2015 // Engine Technology International.com

Established over 150 years ago, Sandvik has a 70-year

history in the automotive industry. The company
provides advanced, high-quality materials to the worlds
leading car manufacturers, for use in everything from
spark plugs, airbags and brake components, through to
engine materials, shock absorber shims and catalytic
converters. In addition Sandvik supplies advanced
cutting tools for the manufacture of a wide range of
automotive components.
Today, Sandvik is cooperating with leading car
manufacturers and engine developers on the use of
Pressurfect XP seamless stainless steel tubes on highpressure fuel lines and rails. Benefiting from a high yield
strength, the material will easily handle the increased
pressure requirements of future GDI systems. The high
pressure at which the tubes can operate ensures full
combustion of fuel, reduces energy consumption and
lowers emissions. In addition, Pressurfect and Pressurfect
XP comply with the requirements for lightweight
automotive materials. At the American Society of
Automotive Engineers 2014 annual meeting, the Sandvik
products were given the SAE Technology Award.
Sandvik optimizes the chemical composition, fabrication
process and production parameters to make the mechanical
properties and corrosion resistance of Pressurfect XP
superior to all other products available on the market.
This enables customers to improve safety and reliability
when designing GDI systems using Pressurfect XP tubes.
As mentioned, some car manufacturers have started
developing GDI engines with a working pressure twice
that of existing systems. Pressurfect XP can actually help
reduce the thickness of tube walls by 40%, eliminate
stress corrosion cracking and thereby greatly improve
the fatigue strength and yield strength of the material.
Meanwhile, brazing performance is also improved,
making the assembly of nozzles and other component
quicker and easier for the fuel systems of tomorrow.
Sandviks worldwide tube mills are sited close to
major automotive centers and produce high-performance,
seamless stainless steel tubes for local markets, satisfying
the demand from automotive manufacturers through
localized supply and full technical services.

T
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THE GRADUATE ISSUE

University

challenged

46 // January 2015 // Engine Technology International.com

Its becoming apparent that the

powertrain communitys greatest
challenge is not meeting all-new
stringent emissions legislation its
all about attracting fresh young
minds to take up engine engineering
WORDS: DEAN SLAVNICH
ILLUSTRATION: DALE EDWIN MURRAY

THE GRADUATE ISSUE

ime and time again, the powertrain community

has stood up to seemingly impossible challenges
with innovation thats simply breathtaking, not
only overcoming said complex hurdles with
aplomb, but in the process raising the engineering
benchmark several notches.
But somewhat ironically, the sector is facing its greatest
and gravest challenge yet, one that cant be solved in
the pioneering R&D labs where over the decades so much
magic has happened. Putting it bluntly, as engine engineers
grow older and perhaps a little grayer, fresh, younger
minds are not coming through the system fast enough.
There is a lack of graduates, for sure, says Rolf Frech,
Bentleys engineering director and a man well placed and
respected in VW Group. Therefore we have reacted by
working together with the UK government, establishing
a scheme with the University Technical College in Crewe.
For me, it was strange when I came over to the UK
[in 2011 from Porsche] to find that this kind of education

partnership did not exist. In Germany it does,

and it works really well.
Frech is not alone with his concerns. Despite
vastly increased budgets thanks to the huge
growth that the company has managed to
realize in recent years, Jaguar Land Rover just
cant recruit fast enough. Its a big problem
and its an issue for the industry as a whole,
confirms powertrain head Ron Lee.
To give you a scale of it, we have 2,000
engineers in powertrain thats twice as
many as we had only five years ago, so were
growing quickly. Weve mopped up engineers
from all over the UK and eventually you get
to the point where you cant just keep on
recruiting people, so we have quite a big
graduate and apprentice scheme whereby we
take on 30 graduates a year, and up to 15
different types of apprentices.

Engine Technology International.com // January 2015 // 47

THE GRADUATE ISSUE

Both Frech and Lees viewpoints make for

worrying reading, but the lack of powertrain
grads coming through the system is not just
a UK problem. I think that specifically for
powertrain, both the global and UK resource
is stretched, points out Richard Farquhar,
head of powertrain at McLaren Automotive.
And Toyota Europes engine chief, Gerald
Killman, fully agrees with Farquhar: The
number of graduates in Europe and Japan is
low there is potentially a need for a higher
number of engineering graduates to get into
the field.
We need to find more robust ways to have
a steady number of students coming through.
What does it mean to become an engineer? If
we can answer this, then the perspective for
young people may be more interesting.

The prospects of being hired right now

are very good particularly for applicants
with degrees in automotive engineering

Its all in the name

Killmans stance is a highly pertinent one.

Toward the end of the last millennium,
engineering in many countries went out of
fashion, as numbers swelled in BA and MA
courses in the likes of media, photography
and IT, and the hangover from that point is
still being felt today.
We do recognize that engineering has a bit
of a problem selling its own profession, and
that other professions are better at selling
themselves, reaffirms Delphis vice president
of HR in EMEA, Bernhard Just. Therefore we
try to join with others to get communication
into the schools that engineering is a great
and attractive opportunity, that it offers a
really long-term career, and offers high job
security over the long term.
Frech at Bentley, meanwhile, is
keen to highlight that partnerships
are the key to making sure
engineering is high on the agenda
for young people: At a certain
time, around the 1990s, it was
not really popular. But now its
coming back, and the task for
companies like Bentley and
VW Group is to support
this and make it interesting
for young people to get
into engineering.

48 // January 2015 // Engine Technology International.com

The upshot of this is that Bentley has

been one of the most proactive OEMs
in encouraging engineering take-up
with the youth. On the back of its
upskilling project, in May 2014
the luxury car maker announced
plans to create 140 new jobs at its
Crewe HQ, 90 of which are skilled
engineers and 51 new apprentices,
its biggest single apprentice intake
in a decade. Then, in August, plans
were unveiled that will see the creation
of a new University Technical College (UTC)
that will open in September 2016, offering courses for
14- to 19-year-olds that are designed with input from
local employers, including Bentley, Siemens, Bosch, Jacobs
Engineering and OSL Rail. Capping off the Bentley drive,
in September a new dedicated apprenticeship training facility
was opened by the company at South Cheshire College.
But as Frech alluded to earlier, in other parts of Europe,
Sweden and Germany for example, industry-academic
partnerships have been the norm for many years, which
is perhaps one of the reasons why the lack of grads
problem in these countries is not so acute, with some
going as far to say theres no grad quandary at all.
Overall, we do not have specific problems attracting or
finding grads with powertrain engineering qualifications,
counters Volvos HR director, Elisabeth Wildgren.
Like JLR in the UK, the Swedish car maker is on a roll
in terms of product expansion, but at the same time its
reaping rewards from historically close ties with local
universities. In fact, Volvos just about to embark upon

THE GRADUATE ISSUE

recruiting the next-generation of graduates to its global

graduate program. Last year, we got more than 2,400
applications and we hope the program will be at least as
popular this year. In addition, we have specific targets
within R&D set for graduates, so this year our goal is
that 25% of the externally recruited positions will be
appointed by graduates.
Somewhat ahead of the product expansion curve to
Volvo is Audi, which has benefited greatly from its Step
project that combines vocational training at the car maker
with an engineering degree course at Ingolstadt University
of Applied Sciences.
We are a big believer in young talent, enthuses Antje
Maas, part of the HR team at Audi. This year we are training
about 750 young people in 23 technical and commercial
occupations. In addition, we offer a variety of entry-level
programs for college graduates and applicants with
prior work experience. Impressively, Audi has formed
partnerships with no fewer than 29 colleges, over a third
of which are located in Baveria and Baden-Wurttemberg.
With the company on course for continued growth, its
planning to hire about 3,000 new people this year in Germany
alone, so the prospects of being hired right now are very
good particularly for applicants with degrees in automotive
engineering, electrical engineering and electronics,
mechatronics and alternative drive technologies, adds Maas.
Regarded by many as one of the industrys powertrain
development leaders, the story at BMW is much like the
intake thats taking place at its fierce rival Audi. Last year,
the i3 and i8 creator hired around 1,000 engineers, 10%

2
1. Bentley has been one
of the most proactive car
makers in encouraging
engineering in schools and
colleges. In addition to
hiring 52 new apprentices,
VW Groups luxury brand
is also a driving force
behind the new University
Technical College in Crewe

2. Antje Mass, part of Audis

HR team, says the grads
problem is not such an
issue in Germany thanks
to successful industryacademic partnerships
3. Audi has benefited
greatly from its Step
project, linking in-house
vocational training with an
engineering degree course
at Ingolstadt University
of Applied Sciences
4. Jaguar Land Rover is
in a hurry to recruit new
powertrain engineers,
including graduates. The
British OEMs engine team
has doubled in five years

of which slotted into various powertrain activities. A

quarter of those new heads were graduates.
We actually start at a very early stage to enthuse young
people for technology and for technical jobs, explains
Jochen Frey, part of the HR team at BMW. The car makers
Junior Campus initiative at BMW Welt, encouraging young
minds to explore automotive technology and sustainable
mobility through fun learning activities, has been a huge
success, attracting over 15,000 visitors. There are also
collaborations at BA, MA and PhD levels at eight leading
universities across the world, including MIT in the USA.
The view from the other side of the fence in Germany
is just as impressive. At the Institute IVK Universitt
Stuttgart, course manager for automotive and engine
technology, Dr Bernhard Buerle, says grad numbers have
more or less stayed the same across the past five years.

Engine Technology International.com // January 2015 // 49

THE GRADUATE ISSUE

Playing catch-up

But while Germany and Sweden seem to

have cultivated fruitful industry-academic
partnerships that ensure rich graduate
engineering pools of talent, other parts of
the world have some work to do, and thats not
just the UK.
Its a supply and demand issue for sure, states Justin
Miller, automotive engineering technology program
director at Brigham Young University-Idaho. So, about
five years ago it was tough to find engineering-related
jobs in the industry. Now the industry has come ranging
back, everyone wants engineers. The supply of engineers
cannot immediately match the demand. Students who are
graduating from school today chose their major at least
four to six years ago when the industry wasnt looking as
healthy as it does today.
But Miller says theres another factor also at play in the
USA: Detroit. From my perspective, the single biggest
deterrent to people entering the industry in the USA is the
location of the jobs. Most of the automotive engineering
jobs here are in the Michigan area and, lets face it, Detroit
doesnt have the greatest reputation right now.
Toyotas Killman says part of the problem with Japan is
its aging population and low birth rate. And what of the
industrys largest automotive market, China? The
education system is still growing and developing there,
explains Delphis Just. They do have quite excellent
universities where you get some brilliant graduates, but it
reflects the size of the market that the number of people
coming from universities is low in comparison.
Just says the Chinese are building up better universities,
building up their numbers, so that over the next 10, 15
and 20 years were going to see more highly skilled and
educated graduates coming out of Chinese universities.
There is a clear target from the Chinese government for
not only having the lower level engineering tasks being
fulfilled in China, but also having the high-end tasks
undertaken in the country as well.

SUPPLIER ISSUES
Theres one theory that a lack of
skilled graduates within the industry
is felt more deeply at supplier level
than that of the car makers. An
OEM remains an OEM and therefore
an OEM, especially for graduates,
seems to be more attractive, explains
Just at Delphi. From my perspective,
we cant really compete. Some of
them arent able to offer global roles
or global careers, but an OE typically
has a better reputation for graduates
than a Tier 1 supplier. So, in the UK,
the closer we get to JLR the more
difficult it might get. We dont see
a shortage, but we do see more
competition but that all depends on
the region youre in.
In this respect, a good supplierbased example of how Tier 1 and
Tier 2 companies are developing
partnerships with local universities,
allowing them to attract fresh young

Electric revolution

Yet perhaps the greatest worry entwined with the lack of

graduates issue is one that will impact all of the industry,
including companies located in Germany and Sweden.
Theres not necessarily a lack of graduates in general in
the field of powertrain, but a shortage of certain skills, reveals
Frey at BMW. These are mainly skills that go beyond the
traditional IC engine toward electrification and hybridization.

McLaren Automotive is
another huge supporter of
young people taking up
engineering studies. But
the car makers head
of powertrain, Richard
Farquhar, says courses
that dig deep into electric
vehicle technology are
crucial not only for the
future of the industry but
also the next-generation of
engineers coming through

50 // January 2015 // Engine Technology International.com

minds that are at the cutting edge

of innovation, comes from Romax,
which works closely with numerous
UK academic institutions. Nicola
Wade, HR business partner at
Romax, explains the benefits: New
graduate minds can help bring new
ideas, and can facilitate in the
acceleration of different ways of
working and thinking.
So, todays young people are
massively communicative and this
encourages a new way of working
that can ensure product quality,
faster time to market and less room
for error.

And that, for many, is at the very pulse

of the problem. The industry is in need of
not only traditional mechanical engineers,
but a new breed of tech-savvy
mathematical modeling geniuses.
For me this is absolutely clear
advanced propulsion, hybridization and
electrification are the future, insists
Farquhar, the man who helped create the
wonderful M838T at McLaren. I dont
just mean electric motors with IC engines,
but the holistic systems approach. We
need to electrify actuators and other
powertrain and vehicle systems and
functions to make the base powertrain more efficient.
Miller agrees with his OEM counterpart when
discussing changing needs. When I was growing up,
every young person wanted a car. That was what we
dreamt for and saved for. Today, that passion for cars is
being shared by a passion for iPads, video games and
other technologies.
I smile when I look at the textbooks that I used when I
was in college. A lot of the information in them is outdated
and the same thing will happen to the material that
students learn today except it will occur faster for them.
But Miller is clear in how he sees the future and how
the industry will face up to its greatest challenges: I
believe that some of the brightest minds in our world are
just now coming of age. They look at problems differently
than their parents did. Most of us are used to being told
what we can and cant do, but these young students are
growing up in an environment where nothing seems
impossible to them. They simply dont impose limits on
themselves.

FC CHARGING

Fuel cell
air supply
1

As fuel cell electric vehicles play an increasingly important role in realizing

emissions regulations, a scalable charging system for the cells is required

ehicles with fuel cells are

becoming more and more
important for the fulfillment of
future emissions regulations for
passenger cars. As with
combustion engines, the fuel cell needs
compressed air to provide a high power
density. BorgWarner has collaborated with
OEMs to develop a charging system for fuel
cells known as a fuel cell air supply (FCAS),
which has a high maturity level and is
scalable to support various applications.
In the USA, electric vehicles and fuel cell
vehicles receive high credits, so they have a
positive effect on manufacturers CO2 balance.
However, since a breakthrough in battery
technology is not in sight, fuel cell electric
vehicles (FCEVs) are seen as the solution to
providing emissions-free driving with a
satisfactory driving range. FCEVs generate
electricity in the fuel cell. Hydrogen from the
vehicle tank reacts with oxygen from the
surrounding air to generate electricity.
Auxiliary systems supply air and hydrogen in
the correct ratio. As in a conventional internal
combustion engine, compression of the
intake air leads to increased efficiency and
power density.

52 // January 2015 // Engine Technology International.com

Most charging technologies known can also be

applied to fuel cells. Compared with a supercharger, a
turbocharger with radial compressor and turbine achieves
higher system efficiency, but not only because the turbine
recovers the exhaust gas enthalpy of the fuel cell. In
addition, the turbocharger improves NVH behavior and
packaging space. As the process temperature of modern
fuel cells for vehicles is rather low, the exhaust gas
enthalpy provided to the turbine is not sufficient to drive
the compressor. For this reason, a powerful electrical
motor becomes the essential component of the FCAS
system. The steady-state electric power required can be
derived from the compressor drive power and the power
losses from the electric motor and the power electronics.
If the optional turbine is available, the power generated
can be subtracted. The required transient behavior
determines the dimensioning of the electric motor, since
the maximum power demand during transients can be up
to 150% above the stationary demand.
The FCAS consists of a bearing system with two journal
bearings and one bidirectional thrust bearing, an electric
drive with stator and rotor, water cooling, a radial
compressor and an optional turbine with variable turbine
geometry (VTG).
System components

Because of their similarity, the basis for the development

of the FCAS radial compressors was the variants available

FC CHARGING

for internal combustion engines. This allows the

characteristics of the fuel cell regarding specific mass
flow and pressure ratio to be optimally matched. The
turbine geometry can be carried over from the
conventional turbocharger with a difference in matching
only. Due to the lower temperatures, the turbine material
can be downgraded. The lower enthalpy can be optimally
used by means of the VTG with adjustable guided vanes.
On the turbine side, a comprehensive choice of variants is
available to match the FCAS to the desired application.
The most important factors for the FCAS are maximum
efficiency and a high power density. For this reason, a
permanently excited synchronous electrical motor was
selected to drive the system. Two variants with a scalable
power output are available for use with or without a
turbine. For a compact and efficient machine, high speeds
are advantageous. However, with rising speed the
centrifugal forces acting on the permanent magnets in the
rotor also increase, limiting the maximum circumferential
speed. The first critical bending speed of the rotor, which
must be above the operating speed, sets a further limit.
With increasing rotor speed, the cooling system of the
electric motor becomes more challenging a target speed
of 120,000rpm at rated power has turned out to be the
best compromise between cost, efficiency, overall size and
transient behavior.
Because the fuel cell must not be polluted with
hydrocarbons or other chemicals, foil bearings (also

1. FCEVs are an important

part of meeting future
emissions targets
2. BorgWarners fuel
cell air supply system

known as air bearings) were used. These

provide a number of advantages: an oil supply
is not necessary, noise emissions are low and
high speeds are possible. Foil bearings are
robust against acceleration and vibration and
are maintenance-free, unlike other bearing
systems. A lifespan with more than 100,000
stop-starts had to be achieved, as did good
damping qualities with a high efficiency.
The cooling had to be realized without
external air. An oil-free bearing system allows
more flexibility in compressor design and
orientation of the device. Defined purging
with air from the compressor is desired to
reduce the bearing temperature. Besides this,
air bearings appear to have a much higher
rotor stability than that of conventional
turbochargers. Shaft motion is reduced by a
factor of up to 10, so smaller gaps are realized
in the compressor and the turbine, resulting
in higher efficiency.
Only direct current is available in the FCEV.
For this reason, an inverter is employed to
provide current and to control the
synchronous electrical motor of the electric
turbocharger. Also, certain requirements must
be met: maximum power at a high efficiency;
scalability for different system power
requirements; a high-quality current signal
for the electric motor to minimize losses
occurring inside rotor and stator; robustness
and suitability for automotive applications;
a compact size; and low cost. An essential
part of the development was the use of
semiconductors approved for automotive
applications, as well as other aspects, including
product lifetime, conformity with the
automotive standards of electromagnetic
compatibility, and safety at high voltages.
Transient response

The fuel cell must be able to deliver the

dynamic power required. The available
system power is directly correlated to the air
mass flow supplied and the boost pressure.
For this reason, the air supply system needs
to be highly transient too. For a turbocharger,
the pressure level is directly linked to the
circumferential speed of the compressor. High
speed gradients are therefore necessary for
good transient behavior. The ramp-up time
was important during the development of the
FCAS and can be estimated in advance by
taking into account the limits for the electric
power and the required compressor power,
the bearing friction power to be overcome,
and the efficiency in the electrical chain.
The FCAS system will be a major
contribution to enabling zero-emissions
propulsion concepts of the future. It features
innovative technologies such as a high-speed
electric motor and air foil bearings to meet
the specific requirements of the fuel cell.

Engine Technology International.com // January 2015 // 53

// CASE STUDY // SIEMENS

Torsional analysis
HIGH-QUALITY DATA ACQUISITION AND ANALYSIS IS VITAL FOR UNDERSTANDING TORSIONAL VIBRATION,
AND IS CRITICAL IN THE OVERALL DEVELOPMENT OF THE NEXT GENERATION OF ENGINES AND DRIVELINES
Torsional vibration analysis investigates
fluctuations in angular position, velocity
or displacement on a rotating shaft and
is an essential part of modern-day product
development. It is also useful in determining the
effect these factors have on an entire systems
vibration behavior. Historically, torsional
vibration was primarily an element of fatigue
studies, but currently, it is quite important
for NVH issues as well. This is especially
relevant today, as automotive manufacturers
are answering the call for more sustainable
automobiles by introducing more advanced
hybrid and electrical powertrains, and
downsized internal combustion engines. These
newer engines bring more design puzzles to
the fore. For example, fewer cylinders and a
more efficient combustion process increases
the amplitude of oscillating loads throughout
the engine, while using turbo compressors
to produce higher power and more torque in
small-size engines leads to even more torsional
vibration issues. Trickier issues call for better
and more effective torsional vibration analysis.
Engines aside, considering torsional vibration
is crucial when designing the driveline and its
components, such as crankshafts, torsional

dampers, clutches, gearboxes and front-end

accessory drives. Troublesome torsional
vibrations can appear anywhere along a
powertrain or driveline, wreaking havoc on the
overall vehicle performance, NVH comfort or
even driveline durability. This is why it is key
to investigate all the sources, including gears,
chains, belt couplings and joints.
Despite tremendous progress in simulation
technology, overall system complexity still
requires engineers to accurately measure
torsional vibrations under actual operating
conditions. Correct physical testing processes
and accurate data acquisition contributes
to improved simulation models, and helps
to precisely define countermeasure to
solve issues. Both aspects provide a better
understanding of the overall driveline
performance and play an important role in
aligning torsional vibration analysis with the
vehicle NVH and durability targets as a whole.

Measurement techniques
Obtaining the correct test data is imperative
and various measurement techniques can
be applied. The sensor selection, which
fundamentally influences measurement quality
1

54 // January 2015 // Engine Technology International.com

and accuracy, will primarily depend on shaft

accessibility. Setting up a test is a complex task
with quite a few trade-offs to consider.
In some cases, electromechanical sensor
types such as strain gauges and accelerometers
can be used. Strain gauges, glued directly on
the shaft, are classically used for durability
analysis. For noise and vibration measurements
on the other hand, accelerometers deliver
significantly better accuracy, thanks to high
dynamic ranges and good higher frequency
responses. Both techniques, however,
require telemetry and slip rings to transfer
measurement data from the rotating shaft
to the fixed measurement system. This
instrumentation complexity often drives NVH
engineers to use coder-based sensors.
Coder-based techniques use a sensor to
detect equidistantly spaced markers (known as
coders) located on the rotating part. Attached
to the non-rotating part, the sensor measures
the time delay between consecutive passing
markers to estimate the angular speed.
This technique can measure both RPM and

// CASE STUDY // SIEMENS

discrete angle position at the same time. Since

calculating the rotational speed requires a time
delay inversion, measurement errors can easily
occur, impacting the measurement quality.
This is why extremely high detection accuracy
is crucial. The number of markers is the main
quality-influencing parameter. So in theory, the
more markers, the better.
When a coder wheel is easily accessible, like
on a gear or a starter, magnetic pick-up sensors
are commonly used. Most modern engines
contain a coder wheel and magnetic pick-up for
accurate control of the combustion cycle and
equipment synchronization. This wheel typically
contains either 60 or 36 teeth, with one or two
physically removed for the Top Dead Center
(TDC) localization. Data acquisition is used to
compensate for the missing teeth. LMS Test.Lab
signature testing software and LMS SCADAS
hardware offer an automatic correction solution,
including TDC localization, as seen in Figure 1.
Optical sensors can be an interesting
alternative to magnetic pick-ups when metal
coder wheels are not easily accessible.

Figure 1: An interpolation
method, included in LMS
Test.Lab Signature Testing,
regenerates the missing pulse;
the one immediately after is
used as an absolute angle
reference (TDC)

Figure 2: LMS SCADAS Mobile

data acquisition hardware
with the LMS SCADAS RV4
module, providing tacho signal,
torsional vibration and
angular position information
Figure 3: The zebra tape
instrumentation and automatic
correction by LMS Test.Lab

Combined with zebra tape (tape with black and

white stripes) or zebra disk, optical sensors
are a quick way to apply torsional sensors
on most rotating systems. Zebra tape can be
applied anywhere along a rotating shaft, on
locations without gears, or where the number
of gear teeth is insufficient for correct torsional
vibration results. However, where the two ends
of the tape come together, the distance between
two stripes is no longer equidistant. A unique

automatic method within LMS Test.Lab, applied

before analysis, can correct this (Figure 3).
Finally, sensors based on laser interferometry
can be used in certain cases. Since this is quite
expensive and not very practical for mobile
testing, this technique is generally limited to
NVH engineers working on large machines.
LMS Test.Lab software and LMS SCADAS
hardware support all sensor types and
techniques, including data acquisition and

Engine Technology International.com // January 2015 // 55

// CASE STUDY // SIEMENS

complete torsional vibration processing.

The LMS SCADAS hardware family features
a dedicated four-channel input module for
rotational vibrations (LMS SCM-RV4). This high
quality, precision module permits simultaneous
acquisition of any coder sensor type. It provides
torsional vibration and angular position
information, and allows real-time correction
for missing or double pulses. The acquisition
card also includes the sensor powering. LMS
Testing Solutions is not limited to the measuring
torsional vibrations only. They completely
integrate NVH, acoustics and durability testing
in one environment. The relation between
torsional vibrations and the operational
response of a system (acoustic, durability)
can be investigated using the same system.

Figure 4: A combination of
displacement and torsional
sensors can animate the
behavior and help engineers
understand phenomena,
including belt flapping
Figure 5: Transmission error
can be quantified during
performance optimization, and
requires precise rotational
speed measurements

Application examples
In an example of the use of these testing
solutions, belt flapping and front-end accessory
drives can be examined. To avoid problems
such as belt flapping, belt resonances and
reduced efficiency in driven components,
torsional vibrations of all driven components
are measured, analyzed and animated with
LMS SCADAS and LMS Test.Lab. Besides the
torsional vibrations, belt displacement can also
be measured in parallel using laser displacement
sensors, as well as classical vibrations and noise
elsewhere on the system. This provides unique
insight into all the parameters (Figure 4).
Another example is the investigation of
gearbox transmission errors, which express
the difference between the theoretical angular
position of a driven gear and its actual position.
There is a risk in heavily amplifying the high
dynamic variation in shaft rotational speed and
torque, creating sources for noise, vibration and

durability problems. Design or manufacturing

imperfections, such as gear mesh inaccuracies,
gear eccentricity, unequal tooth width or pitch
deviations, can be responsible for this behavior.
Gear teeth deflections, caused by local flexibility,
play a role, and potentially lead to gear whine
noise as well. To quantify the transmission error
during transmission performance optimization,
highly precise rotational speed measurements
are required (Figure 5).
The power spectrum of the transmission error
provides interesting information on its potential
root cause. A high first-order contribution, for
example, might indicate gear misalignment.
6

Figure 6: The vibration

spectrum on the
transmission. The
prominent gear meshing
frequency and the
sidebands around show a
typical modulation pattern,
caused by a gear-meshing
problem thats combined
with gear misalignment

56 // January 2015 // Engine Technology International.com

When a gear is not well centered, its rotational

center deviates from its geometrical center,
leading to both acceleration and deceleration
during one cycle. A dominant second-order,
on the other hand, can be explained by two
accelerations and decelerations during one
cycle, rather than by gear eccentricity.
In practice, the combination of different
phenomena leads to more complex power
spectra, showing patterns which propagate to
related noise and vibration spectra (Figure 6).
A third example of using these testing
solutions is tuning torsional dampers on a
crankshaft. To avoid any destructive effect
associated with the first torsional mode, a
torsional damper needs to be designed and
tuned. The working principle is simple: mass,
stiffness and damping are selected to optimally
absorb energy at the crankshaft torsional
resonance frequency. LMS Testing Solutions
supports the process for optimal damper design.
These examples show the complexity of
torsional vibration problems and the potential
damage it may cause. There is clearly a need to
accurately measure and understand the effects
of torsional vibrations on the next generation of
engines as well as any other product design
combining noise, vibration and durability
problems in one integrated environment.

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// CASE STUDY // SANDVIK HYPERION

Materials
selection
CHOOSING THE APPROPRIATE ENGINE COMPONENT MATERIALS
FOR USE IN EXTREME POWERTRAIN APPLICATIONS IS VITAL TO
MAINTAINING OVERALL SYSTEM EFFICIENCY AND RELIABILITY
The fast pace of development in the automotive
industry is no secret. Engineers of diesel
and gasoline engines are constantly facing
the challenge to increase fuel efficiency and
decrease emissions. As a result, standard
pressures in diesel fuel injection systems have
risen above 2,000 bar. Although the supply of
fossil fuel is finite, development and human
ingenuity are constant the new generation
of injection systems is already producing
fuel pressures of up to 2,500 bar, and levels
are increasing. Human resourcefulness and
creativity are also evident in the alternative
fuels that are being developed and introduced
to the market.
Increased pressures (and the resulting
elevated temperatures and wear) place
particular demands on the material properties
of the injection system components, as do the
corrosive properties of blended fuels. In short,
material selection plays a vital role in the
reliability and efficiency of fuel injections and
NO x -SCR systems.
Sandvik Hyperion, part of the wider Sandvik
global engineering group of more than 47,000

employees, operates in the fields of hard

and super-hard materials. These materials
withstand, and perform very well under,
extreme conditions. The companys large
research and development team carefully
tailors the properties of the materials,
right down to the micron-scale, to meet
the challenges of wear, pressure, heat and
corrosion. Cemented tungsten carbide offers
a unique combination of mechanical and
thermal properties that satisfy the requirements
for components used in injection systems,
powertrains, turbochargers and fuel pumps.
Sandvik Hyperion has been involved in the
development of automotive components for
more than 30 years.

System efficiency
For ultimate system and energy efficiency,
a fuel injection system requires exact
movements from all of its components. Even
the smallest deformation or surface flaw can,
and will, cause disturbances. In powertrain
components, such as wear pad/tappets,
surface wear can also influence the opening

Production of valvetrain
components in cemented
tungsten carbide

58 // January 2015 // Engine Technology International.com

and closing movements of the valve, ultimately

having an impact on both the final injection and
combustion process.
Sandvik Hyperions components have
excellent dimensional stability and surface
quality thanks to the fineness of the cemented
carbide grades and the companys renowned
quality management and control. The
components maintain shape, thanks to the
very high Youngs modulus and compressive
strength of the materials, as well as a low
coefficient of thermal expansion.

// CASE STUDY // SANDVIK HYPERION

Components post sintering, at

Sandvik Hyperions production
unit in Barcelona, Spain

Parts made of cemented tungsten carbide

have great resistance to corrosive wear the
type of wear associated with blended fuel
types containing ethanol, for example. In
addition to this, Sandvik components are
notably resistant to mechanical wear. No wear
was evident after millions of cycles run in
durability behavior tests which saw cemented
carbide resist wear and scratching from other
cemented carbide components, as well as
from steel. The engineered grades offer heavy
load and corrosion resistance combined with

high durability against mechanical fatigue,

while performing very well in mechanical
assemblies, such as brazing and shrink fitting.
Due to a strong metallurgical bond between
cemented carbide particles, components show
no defoliation under high shear stresses. Any
additional thermal or coating processes have
been made redundant.
An extra feature of cemented tungsten
carbide is the flexibility of the material.
Properties, such as thermal conductivity,
hardness, density, and corrosion resistance

can be tailored to meet specific requirements.

For example, the grades that Sandvik has
developed for operations in high temperatures
(about 800C) have proven outstanding in nonlubricated conditions.
Sandvik Hyperion develops tailor-made
solutions for fuel injection systems, such as
stop solenoids, actuators and mechanical
transmitters, valve pistons, valve needles and
valve balls. For powertrains, the company
develops rollers, pins, wear plates, wear pads,
valve lifter plates and valve seats. Bushings

Engine Technology International.com // January 2015 // 59

// CASE STUDY // SANDVIK HYPERION

A selection of Sandvik
Hyperion automotive
components, designed
to handle the increasing
pressures, temperatures
and wear found in modern
engine applications

and axles are engineered for turbochargers.

Sandvik Hyperion also offers components for
optimized NO x systems and parts for pumps.
The companys innovation, combined with the
versatility of the cemented tungsten carbide,
offers endless possibilities.

Production process
2

1. Sandvik grade H10F

at x1500 magnification
2. Sandvik grade H6F at
x1600 magnification

Sandvik Hyperions cemented carbide

solutions are manufactured using a closedoff powder metallurgic process. This enables
the company to produce large volumes of
components, while maintaining a high level
of consistency. Each step of the production
process is performed in-house, and Sandvik
owns the Wolfram Bergbau tungsten mine
in Austria. From the mine to the finished
products, there are no external parties involved.
The production starts with research and
development, proceeds to tungsten carbide
powder production, and culminates with the
design and manufacturing of components that
fit the customers needs. Sandvik maintains
full control over the quality of its products,

60 // January 2015 // Engine Technology International.com

and close cooperation with customers and

investment in research and development is
paramount in the development of innovative
solutions. The company is equipped with
two world-class application laboratories for
materials analysis and performance testing
in Worthington, Ohio, USA; and another in
Coventry, UK. It also has an advanced modeling
center in Wuxi, China. Sandvik Hyperions
laboratories enable modeling, product
development, characterization and evaluation
of a wide range of materials, including tungsten
carbide, ceramics, diamond and cubic boron
nitride. The company is especially recognized
for its research for example, it recently
won the award for Best Paper 2014 at the
Metal Powder Industries Federation (MPIF)
international conference.
With a strong commitment to enhancing
its customers productivity, profitability and
safety, Sandvik Hyperion aims to strengthen its
clients competitiveness with its services and its
innovative cemented tungsten carbide, diamond
and cubic boron nitride solutions.

SEMTECH-LDV
Efficient and flexible Portable Emission
Measurement System (PEMS) solutions.

[email protected]
www.sensors-inc.com

AN ENGINE TECHNOLOGY INTERNATIONAL PUBLICATION

Transmission Technology International is the worlds

only publication dedicated to the design, development and
manufacture of automotive transmission and drivetrain
systems. Published annually and sent directly to over
12,000 key powertrain engineers and decision-makers
throughout the global OE automotive industry, with
additional distribution at many of the industrys leading
transmission-related events, Transmission Technology
International comprises a unique mix of news, features and
interviews, together with product and company profiles.

SEPTEMBER 2014

Balance of

power
As the auto industry embraces the
EV movement, what does the future
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SHOCK AND AWE

Developing a DCT for the most
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technical challenge for engineers

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ALIVE AND SHIFTING

HOME TRUTHS

The games far from over for manuals

and automatics, says Peugeot Citrons
powertrain chief, Christian Chapelle

Fords head of transmissions, Chuck

Gray, on why its crucial to retain R&D
and production expertise in the USA

www.enginetechnologyinternational.com

Our response: Investment in the future.

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Fuel economy and efficiency?

Alternative fuels? Lower emissions?

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// CASE STUDY // ROTOTEST

Powertrain testing
FLEXIBLE, ACCURATE DYNAMOMETER SYSTEMS CAN PRODUCE THE DATA REQUIRED TO HELP CAR MAKERS
OPTIMIZE POWERTRAIN STRATEGIES, HELPING MANUFACTURERS MEET STRINGENT EMISSIONS LEGISLATION

The Rototest Energy system at Fiats

Balocco site has the ability to detect
changes as small as 0.01Nm

There are many challenges involved in meeting

the forthcoming European emissions legislation
of 95g/km of CO 2 . Vehicle solutions already
exist that can meet this legislative limit, so
the level itself is not the main issue for most
OEMs. The challenge lies in meeting this target
as an average fleet figure, while maintaining
a competitive end product in terms of both
price and perceived value a product with a
price that consumers accept. Turning to full
electrical vehicles is perhaps the most obvious
strategy, although this will increase the cost of

the vehicle, given current battery technology.

Hybridization is another option, but this adds
complexity to the vehicle, along with higher
costs, due to the multiple propulsion systems.
The alternative to these options is continued
optimization of the existing propulsion system.
For engines with electrical auxiliaries, this may
include studies to optimize the running of these
auxiliaries as they may not have to be run at
full power, but can be operated at only the level
required, and may even be switched off when
not required. Minimizing drag in the powertrain

subsystems (such as in the engine, the gearbox

and the differential) will result in higher
efficiency, and thus help to lower the vehicles
CO 2 emissions.
Individual improvements can be very small.
For example, a pump may have a maximum
power consumption of 100W. A component drag
improvement can be just fractions of a Newton
meter. In order to understand and correctly
prioritize the engineering efforts, it is important
that the measurements can be conducted
with great precision. If information is missing

Engine Technology International.com // January 2015 // 63

// CASE STUDY // ROTOTEST

Left: Fiat has recently

installed a new test
system from Rototest

or difficult to interpret, wrong decisions may

be made, causing delays and a less efficient
use of the engineering resources. It is also
beneficial in cases where the improvements
are focused on existing products (including
interdependent multi-subsystems), if the testing
can be conducted on the complete powertrain
or vehicle.
Swedish dynamometer manufacturer
Rototest has recently installed a system
capable of such measurements at Fiats test
site in Balocco in northern Italy. Fiat has
used dynamometer equipment from Rototest
for many years. The Italian OEM has been
particularly pleased with the innovative
hub-coupled dynamometer system, due to
its accuracy and ease of use. This was part of
the reason why Fiat decided to also invest in a
regenerative system from Rototest.
The newly installed dynamometer is from
the Rototests Energy series. It is also hubcoupled, but has an additional high-resolution
torque option. This enables switching between
standard and high resolution and, when in
high-resolution mode, is capable of detecting
changes as small as 0.01Nm. The ability to
detect such small changes enables studies and
research to be conducted on complete vehicles

something that was not previously possible

with conventional technology, such as rollertype dynamometers.
The Rototest dynamometers differ from
traditional roller-type chassis dynamometers in
that they connect directly to a vehicles wheel
hubs, and do not use the tire to transfer the
load. This rigid coupling, in combination with a
one-per-wheel dynamometer, makes it possible
to conduct independent measurement of forces
and losses, and also enables independent
control of each wheel. Such control can be
beneficial in studying powertrain torque
distribution, specific driving circumstances,
or in determining differential losses.
The dynamometer can be connected to a
vehicle in minutes and, thanks to its clever
design, can operate in many different modes.
This allows the equipment to mimic the behavior
of a traditional roller-type dynamometer, an
engine dynamometer, or even that of a fixed

Right: The Rototest Energy

dynamometer is a very
flexible, hub-coupled system
that can be connected to
a vehicle within minutes

64 // January 2015 // Engine Technology International.com

test rig. The Rototest Energy dynamometers

have four-quadrant operation forward and
reverse speed, both with absorbing or motoring
load. The system is also fully regenerative,
which means absorbed power is fed back to
the network grid. The system is a fully aboveground solution, with very limited requirements
in terms of infrastructure: a flat floor and an
electrical supply. As a result, it can be installed
at a customers site in less than two days, thanks
to the system being fully pre-commissioned at
Rototests factory, prior to delivery.
Customers with a two-wheel-drive system
can easily upgrade to four-wheel drive if
required. This upgrade is simple, as a result of
the dynamometers independent axles the
system can easily adopt a second axle. With
the addition of a second control cabinet, a fourwheel-drive system can just as easily be split
into two, operationally independent two-wheeldrive systems, thus providing double capacity
for two-wheel-drive vehicle tests.
Fiats purpose-built facility, with multiple
dynamometer systems from Rototest, fulfills
an important role in Fiats complete vehicle
testing program. As with all customers, Rototest
works closely with Fiat to continuously develop
new testing methods to further improve the
systems, as well as increasing the systems
capabilities. Only the future will tell what
challenges lay ahead, but Fiats Balocco site is
well equipped to tackle these, whatever they
may be.

Sometimes it's better NOT

to co-operate with the biggest one
Piston and Sealing Rings
Castings and Machined Castings

www.buzuluk.com

BUZULUK a.s.; Buzuluck 108, 267 61 Komrov, CZECH REPUBLIC; +420 311 575 111; [email protected]

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// CASE STUDY // PLASMATREAT

Plasma treatment
THE USE OF PLASMA TO TREAT SELECTED SURFACES DURING ENGINE MANUFACTURE CAN CLEAN
AND STERILIZE WITH FAR BETTER RESULTS THAN CHEMICAL WIPES, ENABLING OPTIMAL ADHESION
Increasingly, consumers are demanding green
vehicles electric, hybrid, plug-in, alternative
fuel sources, lower emissions, better mileage,
you name it. They want to feel good about what
they drive, and environmentally conscious when
theyre en route to wherever theyre headed.
While the industry has made great strides in
this department, engine technology itself has
traditionally lagged behind. Plasmatreat North
America has spent a lot of time looking at ways
to improve the engine manufacturing process.
Over the past several years, the company
has developed a technology thats not only

environmentally friendly, but also more

effective than many existing processes used
in engine manufacturing.
Take, for example, the use of form-in-place
extruded room temperature vulcanized (RTV)
silicone gaskets. The standard process has
always been hand-wiping with various wet
chemicals in order to remove the contaminants
from the surface. This method rarely results in
the perfectly clean surface required for effective
adhesion, and often leads to oil leaks.
The process itself is fundamentally flawed
for this particular task. Factories are not dust-

Plasmatreat technologies have

been developed to improve the
engine manufacturing process

66 // January 2015 // Engine Technology International.com

free, sterile environments far from it, in fact

and the potential for human error is always a
factor. Even assuming a very capable worker
performing at a very high level, the process is
neither foolproof nor predictably replicable.
Another problem that often arises in
engine manufacturing is corrosion creep
along adhesive and sealant bond lines due
to moisture penetration, which is a typical
phenomenon in mating surfaces. Even strong
adhesion or sealing cannot completely prevent
the risk of oxidative attack on the substrate
itself. Again, pre-treatment with wet chemicals

// CASE STUDY // PLASMATREAT

Using plasma treatments can

reduce the need for chemical
manufacturing processes

is the standard procedure, and it is not fully

effective for this task.
Additionally, any situation in which
employees are working closely with chemicals,
myriad safety considerations come into
play. The workers must be carefully trained,
supervised and equipped with the proper
personal protective equipment. They must also
be instructed on what to do in the event of an
accident or chemical spill which can lead to
lost production time and an OSHA investigation,
not to mention poor publicity and a possible
lawsuit if a worker is badly injured or killed.
Finally, chemical-laden manufacturing
processes have strict requirements with
regards to the proper storage and disposal of
the chemicals involved, including potentially

contaminated wastewater. This is a highly

regulated area that can quickly become both
expensive and burdensome for manufacturers.
After years of research and tests, Plasmatreat
has developed the Openair plasma process,
which can be readily incorporated into existing
production lines, as no special chamber is
required. All thats needed is air and electricity.
Plasma technology is based on a simple
physical principle matter changes its state
when energy is applied to it. Solids become
liquids, and liquids become gases. If even more
energy is applied to matter in the gaseous state,
it becomes ionized and goes into the energyrich plasma state the fourth state of matter.
When plasma comes into contact with solid
materials like plastics and metals, its energy

acts on the surfaces and changes

key properties, such as surface energy.
Despite the general publics relative
unfamiliarity with plasma, more than 99%
of the visible matter in the universe is in the
plasma state. It can be seen in its natural form
on Earth as lightning, or as polar light in the
Arctic and Antarctic. During a solar eclipse,
plasma can be observed as the bright corona
of light around the sun.
The Openair plasma process harnesses the
high energy of plasma and applies it to various
manufacturing contexts, with impressive
results. Plasma meticulously cleans and
sterilizes surfaces far more effectively than
chemical wipes can. It also primes surfaces for
optimal adhesion of glues and coatings (the

Engine Technology International.com // January 2015 // 67

// CASE STUDY // PLASMATREAT

plasma activation process), making existing

adhesives more effective, and stabilizes and
modifies the oxide layer on the metal. Finally,
the PlasmaPlus nanocoating process can
produce functionalized surface characteristics
that meet special product requirements.
In the gasket example discussed above,
the Openair plasma jet can be mounted to
the RTV dispensing robot, extended to the
substrate surface during plasma treatment, and
retracted during the RTV dispense cycle. This
configuration ensures that the exact same path
is traversed for both treatment and dispense.
If the cycle time does not allow two passes,
then a separate station can be used to treat the
substrate before dispensing the RTV.
By treating the metal substrate with Openair
plasma just prior to applying the RTV, the
resulting bond is so strong that the RTV will
actually tear before the bond itself fails,
leaving a portion of it stuck to each side of the
substrates. This is defined as full cohesive
failure. The potential for oil leaks a possible
outcome of sealing onto a surface that isnt
perfectly clean, and one of the largest sources
of vehicle-related customer complaints is
greatly reduced.
The Openair PlasmaPlus process can also be
used to effectively coat engine pump housings.
1

Plasma processes also result in

increased levels of adhesion

TRW Automotive, one of the worlds leading

companies in the development of integrated
safety systems for the automotive industry,
has employed this technique since 2007,
using the process for applications with the
highest requirements for resistance against
environmental conditions such as corrosion
avoidance, thermal resistance, and splash
water stability.
The nanocoating process, developed
in collaboration with Plasmatreat and the
Fraunhofer IFAM, is applied to engine pump
units made from aluminum pressure die
castings in order to prevent corrosion. These
components play an integral role in servo
steering systems for a multitude of vehicles,
and are subject to high reliability requirements.
2

1. Plasma used in the

full treatment and
cleaning of aluminum
2. Openair plasma is
becoming widely used
in the auto industry

68 // January 2015 // Engine Technology International.com

Subsequent integration into the final assembly

process now requires little effort and involves
no disruptions to production. It has also
provided TRW Automotive with a pre-treatment
feature that can be easily applied upon
customer request.
Because plasma is simply highly energized
air, the Openair plasma process creates no
fumes, pollution or chemical waste. Workers
like it because its safe, and manufacturers
like it because its effective and readily
replicable. Many wet chemistry processes can
be eliminated altogether with the use of dry
Openair plasma technology including entire
washing processes and the accompanying
high-energy drying processes.
High-efficiency plasma activation makes
the use of environmentally hazardous and
potentially health-damaging bonding agents
and primers unnecessary. The significant
improvement in adhesion enables the use of
alternative, often water-based VOC-free paint
and adhesive systems.
Going green has many benefits not just for
the Earth and the folk who work in automotive
factories, but also for the quality and reliability
of the completed engines. For this reason, the
use of Openair plasma is now becoming an
industry standard.

// CASE STUDY // PCB

Measuring acoustics
NEW TECHNOLOGY ENABLES ENGINEERS TO MEASURE ACOUSTICS IN HIGH-TEMPERATURE
AREAS OF THE POWERTRAIN, RESULTING IN FAR GREATER LEVELS OF SYSTEM REFINEMENT
When automotive NVH engineers bring their
new ideas and designs to market, they juggle
a number of concerns. They must consider, for
example, cost, durability, safety, weight and
comfort. Engineers must test performance at
the component, system and vehicle levels,
and characterize the acoustic performance of
components or subassemblies that generate
vehicle noise.
Acoustic testing for vehicle development
includes characterizing noise in the vehicle
interior, as well as quantifying the noise at
sources such as the engine and powertrain. The
idea is to define the subjective characteristics
of noise for all passengers. In addition to the
overall sound level, automotive NVH engineers
have incorporated frequency analysis, speech
interference metrics, linearity and harmonic
analysis to represent the human perception of
noise. Due to the accuracy required in these
measurements, engineers need high-quality
microphones to quantify the variety of noise
sources in an automobile.
Powertrain noise significantly contributes to
the acoustic signature of the vehicle, and affects
the customer experience and comfort level.
Characterizing and quantifying powertrain noise
and noise sources is particularly challenging
because it often requires taking measurements
in high-temperature environments.
The traditional electret microphone and
preamplifier all-in-one designs limit operating
temperature capabilities to 50C. IEC 61094-4
working-class compliant test and measurement
microphones can operate in temperatures up
to 150C, but require the use of a separate
preamplifier, which can limit their usefulness.
These preamplifiers were typically limited to
80C, which prevented them from being a viable
solution for powertrain noise measurement.
Advances in technology have enabled
manufacturers to enhance preamplifier
specifications up to 120C so that the
microphones can be used in higher operating

1: Probe microphones are

available with a variety of tips

2: Operating capabilities up to
120C allow for use in engine
compartments and other
under-hood applications

temperatures, such as engine compartments

and other under-hood applications.
While 120C is acceptable for many engine
and high-temperature test areas, certain
applications (such as manifold and exhaust
testing) require microphones that can operate
in even higher temperatures. New probe
microphones can operate in extremely hightemperature environments (up to 800C),
thanks to a separate housing, stainless steel tip
heat sink, and by separating the microphone
and preamplifier from the heat source probe.
Very small probe tips (as small as 1.3mm)
enable test engineers to test in small areas that
require extremely high temperatures.

70 // January 2015 // Engine Technology International.com

Longer and shorter probe tips each have their

advantages, so multiple tip lengths are typically
provided. The longer tips allow for higher
operating temperatures, in some cases as
high as 800C, but because the length serves
as a low pass filter, they reduce your upper
frequency response. The shorter probe tips can
measure higher frequencies (up to 20KHz), but
dont have the same capability for measuring
higher temperatures.
As customer requirements continue to
increase in terms of quieter, more refined and
more fuel-efficient vehicles, the measurement
of acoustic performance of the various noise
sources will continue to be a top concern.
Characterization of powertrain, exhaust and
engine compartment noise offers specific
challenges due to the high-temperature
test environments. In the past, acoustic
measurements in high-temperature areas
were restricted due to operating limitations of
the sensors in the measurement microphones
and preamplifiers. High-temperature
preamplifiers and specialty probe microphones
now enable automotive test engineers to
quantify and qualify these sounds to design
better products that ultimately improve the
customer experience.

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[email protected]

// CASE STUDY // SOLVAY SPECIALTY POLYMERS

GDI fluoroelastomers
Recent industry developments and emerging
trends have generated increased interest in
gasoline direct injection (GDI) as one of the most
promising future strategies for fuel economy
improvement in IC engines. The market outlook
for GDI systems has never been better due to the
intensifying global debate surrounding climate
change and the need for further reductions in
fuel consumption and carbon dioxide emissions.
GDI works at very high pressures up to 350
bar thus effective sealing, even at very low
temperatures, is mandatory to avoid a disastrous
fuel leakage. Furthermore, the diffusion of
alcohol/gasoline mixtures as fuel makes the use
of standard low-temperature fluoroelastomers
unsuitable due to excessive swell. This has
resulted in the need for fluoroelastomers with
excellent resistance to any potential type of fuel,
as well as excellent low-temperature flexibility.
Solvay Specialty Polymers Tecnoflon VPL
fluoroelastomers show comparable chemical
resistance to high-fluorine content grades,
which are regarded as best-in-class in terms
of fuel resistance. However, Technoflon VPL
provides low-temperature capability equivalent
to and even exceeding the top low-temperature
fluoroelastomers available today.
Solvays latest R&D efforts have led to the
development of a novel monomer and an

innovative production process, which have both

been patented. This platform has continued to
nurture new products since the launch of the first
commercial Tecnoflon VPL fluoroelastomer grade
in 2008. The most recent material introduction
currently being commercialized is a completely
new fluoroelastomer grade with a Tg of -46C
(-51F), offering excellent fuel resistance.
Solvays breakthrough is based on several
key developments, including: the discovery
of a new class of perfluorinated monomers
(perfluoromethoxy vinyl ethers or MOVE), which
are more effective in lowering the Tg than current
perfluoro-oxygenated monomers; the development
of liquid uncatalyzed fluorination (LUF) to
synthesize MOVE monomers on an industrial scale;
and the development of MOVE-based Tecnoflon
fluoroelastomer/perfluoroelastomers with
properties far beyond previous Tg limits.
This technology platform has enabled the
development of Tecnoflon fluoroelastomers with
glass transition temperatures as low as -46C
(-51F), and a unique Tecnoflon perfluoroelastomer
with a glass transition temperature of -30C
(-22F). There is no compromise in key properties,
such as long-term sealing force, compression set,
fluid resistance and thermal aging performance.
Using the MOVE monomer platform, Solvay
has also developed a full range of new high-

MOVE-based FKM (VPL)

PMVE-based FKM
HFP-based FKM

Fluoroelastomer classification: fuel resistance and low-temperature level properties

72 // January 2015 // Engine Technology International.com

Bosch

RESISTANCE TO A RANGE OF FUEL TYPES AND LOW-TEMPERATURE CAPABILITY MAKES NEWLY

DEVELOPED FLUOROELASTOMERS SUITABLE FOR USE IN GASOLINE DIRECT INJECTION TECHNOLOGY

Solvays newly developed Tecnoflon VPL

fluoroelastomers, utilized in fuel injectors

performance, low-temperature peroxide curable

fluoroelastomers. The first two commercial
grades are Tecnoflon VPL 85540 and VPL
55540 (lower viscosity version), both of which
have a TR10 of -40C (-40F). These materials
were optimized to deliver the chemical resistance
typical of peroxide curable fluoroelastomers and
excellent mechanical properties with a very low
glass transition temperature.
Many OEMs and car makers requested
the development of new Tecnoflon VPL
fluoroelastomer grades with strong chemical
resistance, but with a Tg of about -30C (-22F),
for use in applications where an extremely
low temperature is not required. This led to the
development of Tecnoflon VPL 85730 and VPL
45730 (lower viscosity version). These two grades
exhibit considerably improved fluid resistance
compared with traditional low-temperature
fluoroelastomers at -30C (-22F), while retaining
the same low-temperature flexibility.
The Tecnoflon VPL series has since been
expanded by creating an intermediate grade with
TR10 (Tg of -35C/-31F), offering a cost-effective
combination of low-temperature service and
chemical resistance.
The future potential of GDI systems is enhanced
with Solvays latest fluoroelastomer technologies,
which successfully deliver superior levels of
chemical resistance and outstanding performance
at low temperatures.

EXHIBIT. SPONSOR. ATTEND.

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P2300378_183x115_Engine Technology.indd 1

28.10.2014 12:42:16

// CASE STUDY // MICRO-EPSILON

Eddy current sensors

ADVANCES IN EDDY CURRENT SENSOR TECHNOLOGY ARE STREAMLINING PRODUCTION,
IMPROVING PERFORMANCE AND INCREASING THE AMOUNT OF AVAILABLE CUSTOMIZATION
As well as the miniaturization and increasing
functionality of non-contact displacement
sensors based on electromagnetic measuring
principles, smooth process integration is also
a decisive factor in highly automated industrial
production environments.
In addition to tactile (gauging) sensors,
non-contact metrology is now also used
to measure displacement, deformation,
stretching, distances, position and other
geometrical shapes and sizes. These sensors
often measure faster, more accurately and
more reliably than tactile sensors. The
measurement data isnormally available in
real time to automatically regulate and control
the production. Quality control is not only
carried out on finished products, but metrology
can also supervise and optimize production
processes. The aim is to improve product
quality, reduce rejects to a minimum and to
lower total production costs.
The new eddyNCDT 3001 is a cost-effective
eddy current sensor with housing that has,
to date, been reserved only for inductive
sensors and proximity sensors. This compact
sensor comes with integrated electronics,
including temperature compensation, and
offers an excellent price-to-performance
ratio, as well as easy operation. The high
measurement accuracy and linearity, as well
as the high frequency response rate of 5kHz,
are outstanding, compared with other sensors
in the same price class. The sensors are
factory-calibrated for ferromagnetic and nonferromagnetic materials, and boast a measuring
range of 4mm. The sensors are protected to
IP67. Because the sensors are easy to use and
cost-effective, they are particularly suitable for
standard production in OEM applications. The
new DT3001 series opens up new application
fields for the Micro-Epsilon product range based
on the eddy current principle.
Eddy current sensors from Micro-Epsilon
measure displacement, distance, position,

The DT3001 series of eddy

current sensors opens up a
new range of applications for
the Micro-Epsilon portfolio

oscillations, vibrations and so on. Non-contact

eddy current sensors offer extremely precise
measurements where sub-micron accuracy is
required. Modifications to the standard eddy
current sensors are often required, particularly
for mid-size and large series. What can be
modified? Sensors can be adapted in many
different ways to suit customer-specific
applications for example, changes can be
made to the cable, sensor material and design,
and to the controller. Customized sensors
can be produced efficiently, which results in
considerable cost reductions. For example,
sensors with integrated electronics in a
miniature housing or special sensor designs are
often requested by systems integrators.
Examples of customized modifications are
modified offset and measuring range; housing
and mounting options for the sensor; sensors
that are pressure-resistant up to 2,000 bar;
miniaturized sensors; various materials for coil,

74 // January 2015 // Engine Technology International.com

housing and circuit boards; individual cable

lengths; and specific target calibrations.
Micro-Epsilon has been developing and
manufacturing its own eddy current sensors
since 1980. During this time, the technology has
been continuously improved and adapted to new
requirements. In terms of sensor miniaturization,
the companys 2.4mm diameter sensor is
unrivaled. The development efforts have taken
conventional sensors to their physical limits.
A new technology, therefore, had to be found
one that made the sensors suitable for new
applications. Research conducted over recent
years has led to the development of a printed
coil embedded in an inorganic carrier material.
Thanks to recent material and technological
developments, a path has been paved for the
new ECT process. The material requirements
for the carrier material are that it must not be
metallic, nor may it emit gas. It also needs to
have a low coefficient of expansion.

THE EXPO FOR ELECTRIC & HYBRID VEHICLE

TECHNOLOGY RETURNS TO NOVI, MI, USA IN 2015

SAVE THE DATE

SEPTEMBER 15 17, 2015

K
O
O
B
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// CASE STUDY // AVL

Future timing drives

AS CHAIN SYSTEMS GROW IN POPULARITY, ENGINEERS MUST CONSIDER A RANGE OF TIMING DRIVE
SOLUTIONS WHEN DESIGNING POWERTRAINS IN ORDER TO MEET THE MODERN INDUSTRYS REQUIREMENTS
A considerable reduction in fuel consumption,
meeting stringent CO 2 legislation, reducing
real driving emissions and extending engine
operating range where fuel consumption and
emissions are regulated: these are the most
relevant drivers of worldwide passenger car
powertrain development.
The challenge for engine developers is
to further increase efficiency while meeting
increasing cost pressures.
Engine trends such as general downsizing,
CO 2 reduction, lowering total cost of ownership,
and increasing engine lifetime have a
considerable impact on the layout and the
quality requirements of timing drives.
Recent trends in timing drive concepts show
that the market share between timing belts and
timing chains has been approximately 50-50
until the midpoint of the last decade. Recently,
there has been a continuous growth in the use
of chain systems, a trend expected to see the
timing chains share rise to 67% in 2020.
The distribution of these systems varies
considerably between markets. The main
market for belt-driven engines is Europe,
whereas chain drives tend to dominate the
global market.
Belt in oil technology is increasing in
popularity throughout Europe. As a result,
the global expected uptake for this relatively
new technology is about 3%. In Asia, local
production will start in 2016, including the
localization of belt in oil technology.
The demands that future combustion engine
families place on timing drive systems can be
broken down into key criteria. The four main
timing drive concepts bush and roller chain,
inverted tooth chain, dry belt and wet belt can
be compared in terms of these categories.
Downsizing, which involves the use of fewer
cylinders, causes higher crankshaft dynamics
and higher cam torque excitation due to the
lower firing frequency. The higher stiffness of
chain drives is an advantage from a dynamic

Figure 1: Current and

predicted global market
share between timing
belts and timing chains

Figure 2: Noise levels

observed in different
timing drive systems

response point of view. Reference belt and

chain drive systems with similar loads show
similar dynamic timing errors.
The reduction of frictional losses in all
engine systems is a key goal in new engine
development. The friction behavior of belt
drives is typically very good. Timing chain and
belt systems can achieve similar friction levels
if implemented using the latest technologies
and guidelines. For inverted tooth chains, there
is a friction disadvantage when compared with

76 // January 2015 // Engine Technology International.com

bush and roller chains, as observed by AVL.

The application of low-viscosity oils offers
further potential for reduced friction.
NVH is clearly a major issue for discussion.
Belt drives, in general, have very good NVH
behavior, whereas ambient influences can
have a negative impact on NVH in dry belt
applications. In uses of belt in oil drives, the
combination of the good NVH behavior of the
belt and the oil sealed cover arrangement
results in superior overall NVH. All chain

// CASE STUDY // AVL

drive concepts can achieve good engine

NVH performance if the major design rules
are considered. Chain drive layouts with
noticeable whines may result in sharp noise
characteristics. Inverted tooth chains, also
called silent chains, achieve NVH performance
comparable to recent belt in oil drives.
Three different elongation effects are
considered in chain and belt drives. Elastic
elongation is relevant in belt drives. Elongation
of up to 0.3% had been measured under
dynamic peak load, which must, at least
partially, be considered in the valve-to-piston
clearance. Permanent stretch of belts is
considered during the assembly process.
The initial elongation of the chain can be
compared with the permanent stretch of the
timing belt. Wear elongation is typically limited
to 0.2-0.25% for belt drives. For bush, as well
as inverted tooth chain drives, the maximum
elongation limit is up to 0.6%. The latest chain
technology shows the potential to reduce the
limit for chain elongation to 0.2-0.3%.
The further increase of soot in oil, as well
as compatibility with worldwide fuel types,
will influence the overall durability and wear
behavior of current engine systems. Engines
require high material resistance to corrosion
and increased wear resistance under poor
lubrication conditions due to fuel contamination.
There is limited data available for belt in oil
systems, but the technology is not considered
to be overly sensitive to soot contamination,
whereas belt swelling is seen to be critical with
alternative fuels, such as ethanol. Bush chain
drives are proven in worldwide applications,
with several new technologies developed
(based on recent field studies) in regard to wear
reduction. The inverted tooth chain is more

Figure 3 (right): The

total drive lengths
of timing systems
Figure 4 (below): A
comparison of the four
drive concepts, allowing
for a weighting of the
performance attributes

sensitive to oil deterioration due to the smaller

diameter of the chain pins.
In terms of package envelope, chain drive
layouts show an improvement of 9-20mm
compared with belt drives in terms of engine
length. New inverted tooth chains can achieve
smaller widths than bush or roller chains.
Chain drives can achieve a system weight
advantage of 0.9-2.0kg, and a total engine
weight advantage of 0.4 to <1.0kg. Belt drive
systems require much wider belt pulleys
and, depending on the concept, multipiece
pulley design, in order to achieve the required
tolerance compensation.
Significant cost advantages can be
achieved for chain drives, including double
VVT system application. VVT for dry belt
applications requires additional sealing of the
VVT assembly, a sealing interface between
camshaft and cylinder head, and a sealing of
the central fixing bolt bore.
A summarized comparison of the bush chain,
inverted tooth chain, dry belt and wet belt
timing drive concepts can be seen in Figure

4, allowing for a weighting of the different

performance attributes.
All four drive system concepts have both
advantages and disadvantages, whereas the
weighting of the different assessment criteria
may vary according to specific engine type and
vehicle application.
Each timing system, both in gasoline and
diesel engines, can achieve the best friction
performance if the layout is tailored specifically
to the application.
Reliability and environmental performance
is a key factor in engine development. Oil
contamination is a challenge that must be
considered when using wet belt systems, as
well as inverted tooth chain systems.
A comparison of the different concepts in
terms of weight and package indicates overall
advantages for chain systems. Different engine
designs, vehicle packages, or marketing
requirements also have a big influence on the
final timing drive system layout.
NVH variation within timing drive types,
dependent on the design layout, is much higher
than the typical mean differences between
bush and inverted tooth chain, as well as dry
belt and belt in oil.
In terms of dynamic behavior, the higher
stiffness offered by chain drives proves to
be beneficial. The benchmark of currently
developed belt and chain drive systems shows
similar dynamic response in timing drives,
given similar load profiles.
Considering total engine cost, a chain
system has advantages compared with both
belt in oil and dry belt systems, especially when
considering applications involving the use of
variable valve timing.

Engine Technology International.com // January 2015 // 77

// CASE STUDY // CONTITECH

High-temperature hoses
NEW FUEL LINES HAVE BEEN DESIGNED THAT OFFER NUMEROUS ADVANTAGES OVER PLASTIC/STAINLESSSTEEL SOLUTIONS, WHILE ALSO MANAGING TO MEET VERY STRINGENT GLOBAL CLEANLINESS REQUIREMENTS
Innovations from ContiTech Fluid Technology
are helping to realize new engineering
solutions relating to high-temperature hoses for
turbochargers, with the companys fuel lines for
modern truck engines also being able to meet
the most stringent of cleanliness requirements.
The new generation of high-temperature
oil hoses for turbochargers are enabling us
to venture into 250C temperature territory,
states ContiTech product developer Klaus
Brhne. In addition, the hose design features
numerous advantages over the Teflon
corrugated tubing and flat hoses used to date.
Such benefits include the fact that the hoses
have much greater flexibility, thus enabling
tight bending radii, as well as being lighter
and able to fit into smaller package spaces.
Such advantages are further amplified by
lighter system integration when combined with
aluminum tubes.
The new sheathed hoses are used on the
supply and return sides of the turbocharger.
The key to withstanding the high temperatures
in this part of the powertrain is the braided
sheath, made of a plastic that delivers high
temperature and chemical resistance, that
encloses the FKM with the rubber inner lining,
thus offering excellent stretchability. The
molding process gives the hoses very tight bend
radii and they can withstand high operating
pressures of 15 bar (218psi).
The hose is part of a kit that the customer
selects for a particular application, and therefore
results in cost benefits as well. The new product
can be used for lubricating turbochargers and
additional powertrain applications.
ContiTech has also mastered the challenge
of the increasing demands placed on the
cleanliness of fuel lines for modern engines.
Even the smallest particles can damage or
destroy extremely fine injector nozzles, so
ContiTech has invested just over US$500,000
in a unique rinsing unit at the companys Karben
site in Germany. A special cleaning medium

Left: In ContiTechs
pioneering rinsing unit, a
special cleaning medium
and exceptionally fine filter
ensure solid particles are
removed from the fuel lines
Inset: Although the new oil
hose from ContiTech looks
like a conventional item,
its loaded with the latest
material innovations

and exceptionally fine filter ensure that no solid

particles, which are not allowed according
to the latest stringent purity requirements of
well-known engine manufacturers, are found
in the fuel lines. This means that we satisfy
the requirements for the latest generation of
engines and are also ideally equipped for future
developments, adds ContiTechs head of R&D,
Christof Kirsch.
With its extremely resilient fuel lines for
heavy-duty truck engines, ContiTech is helping
OEMs to make a crucial contribution with regard
to new-generation powertrain development,
relating specifically to environmental matters.
The Karben manufacturing site currently
produces tens of thousands of high-tech lines
every week for customers around the world.
But the issue of cleanliness in this specific
powertrain area is playing an increasingly
important role not just in relation to trucks, but
also in construction, agricultural machinery,
compressors and machines for transport of

78 // January 2015 // Engine Technology International.com

materials. The same applies to hydraulic

lines for industrial applications that are
manufactured at ContiTechs Hoppengarten
site. Here, too, ContiTech ensures that
the lines meet customers most stringent
cleanliness specifications.
ContiTech is able to supply parts to its
commercial vehicle and industry customers
worldwide using local production operations
thus working with the same processes and high
standards as in Europe. For example, ContiTech
supplies truck manufacturer Paccar with
coolant lines that withstand temperatures up
to 210C. The Tier 1 also provides the OEM with
high-temperature oil hoses for turbochargers
from locations in Germany as well as Brazil.
The company produces a variety of lines for
Volvo from its plants in Germany, France, Brazil
and China, and earlier this year ContiTech
began parts production in Mexico of a range
of applications, from power-steering lines to
heated urea lines for SCR systems.

// CASE STUDY // COSWORTH

Powertrain research
EXPERIENCE WITH HIGH-PERFORMANCE ENGINES, COUPLED WITH INVESTMENT IN SIMULATION
AND EMISSIONS MEASUREMENT TECHNOLOGY, CAN LEAD TO INNOVATIVE POWERTRAIN SOLUTIONS

Founded in London in 1958, Cosworth is well

known for employing its motorsport-inspired
engineering and manufacturing capabilities to
supply powertrain and electronics technologies
to high-performance vehicle manufacturers
around the world.
The groups reputation for continually
delivering demanding, customer-driven
powertrain consultancy programs in
compressed timescales means Cosworth may
not always be considered a likely candidate
for blue sky research and development
activities. However, the company is investing
in additional simulation tools and emissions
measurement technologies to carry out a set
of research projects that it believes will make
a fundamental difference in developing new
powertrain solutions for its OEM customers.
The companys renewed strategic focus
in the automotive industry has steered
it toward the investigation of interesting
solutions for combustion, pressure charging
and lightweighting, with the goal a grand
challenge of an emissions-compliant
253ps/liter gasoline engine, able to run on
just 200g of fuel per kilowatt-hour, that
delivers fuel economy benefits, but in realworld driving conditions.
The alignment of requirements between fast
road vehicle manufacturers and elite motorsport
technical regulations is stronger than it has
ever been, explains Cosworth technical
director Bruce Wood. As such, the powertrain
solutions for a Le Mans Prototype championship
contender and todays premium sports car
have a great deal in common. The transfer of
technologies is happening in both directions at
pace with the adoption of direct fuel injection
and forced induction, and the inherent efficiency
advantages that these bring.
Combustion simulation, testing and analysis
are paramount to delivering on the targets that
Cosworth has set for this challenge. The initial
R&D is focused on the in-cylinder conditions and

As a leading global powertrain developer, Cosworth has invested heavily in new tools and equipment for the
measurement and analysis of emissions. This data can play a vital role in powertrain development. Whats more, the
company has also invested substantially in additional software for in-cylinder combustion analysis (inset)

the investigation of some innovative combustion

concepts that can be used in both road and race
engine designs. Parallel programs of simulation,
design and prototype manufacture enable the
rapid implementation of these concepts into
Cosworths three-cylinder research engines for
correlation with the simulation results.
Our analysis has shown the three-cylinder
engine to offer several advantages when
downsizing with regard to both effective
turbocharging and the cylinder dimensions,
Wood continues. Designing and building a
complete three-cylinder research engine,
rather than a single-cylinder variant, also
allows us to test the full boosting system and
validate our models. Of course, a six-cylinder
variant for a really high-performance engine,
using all of the technology developed for the
triple, is also a possibility!
To facilitate this work, Cosworth is investing

heavily in new tools and equipment. These

include additional software for in-cylinder
combustion analysis and a substantial
investment in the companys capability for
measuring emissions, including fast-response
hydrocarbon and particulate analyzers to
allow researchers to conduct investigations
into combustion and emissions during
transient events.
The R&D project also includes drive cycle
simulations to define the regions of engine
operation where the increased efficiency will
deliver the greatest fuel economy gains. Our
racing engines deliver optimum fuel efficiency
at high power outputs, where they spend the
majority of their time, Wood says. Our goal for
a road vehicle engine is to utilize this technology,
but in a way that delivers efficiency gains in realworld driving conditions, while still delivering
high performance when demanded.

Engine Technology International.com // January 2015 // 79

// CASE STUDY // INDO-MIM

MIM technology
FASTER AND CHEAPER THAN CONVENTIONAL MACHINING TECHNIQUES, METAL INJECTION MOLDING
ENABLES THE PRODUCTION OF COMPLEX SHAPED PARTS THAT WOULD OTHERWISE PROVE UNFEASIBLE
A range of Indo-MIM metal
injection molded parts

Against the backdrop of a challenging economy,

competition within the manufacturing industry
is stiff. This has made many industries look at
innovation as a weapon to differentiate them
from competitors.
Within the automotive industry, this is
even more prevalent, as the expectations of
consumers in regard to technology and comfort
increase day by day. Nowadays, style and
aesthetics are a particular focus, and versatility
is in higher demand. As a result, the pressure is
on the automotive industry and the automotive
component industry, in particular to innovate.
Necessity is the mother of invention, and so it is
with innovation. Product designers are hungry
for new technology and processes.
Metal injection molded (MIM) technology
is inherently innovative, something that
differentiates it from the other conventional
metal cutting and metal forming technologies.
The ability to injection mold complex contours
grants it a unique status among the crowd of
manufacturing technologies, and has made it
possible for many designers to bring unique
product features to the manufacturing world for
the first time.
In challenging cases where materials
suggested by designers were difficult to use due
to the non-availability of production-friendly

cutting tools or machine tools, MIM has provided

a solution, thanks to its shape-forming capability
and resulting component strength. MIM
technology is a four-step process that uses very
fine particle powders (typically 15~20m) as the
basic raw material. The process needs a mold, in
the shape of the component, to accord requisite
shape to the feedstock. Subsequent to this is
a debinding process, and finally a sintering
process that allows for densification and renders
the full strength to the component. MIM is able
to produce components with strength that is
equivalent to that achieved through stamping,
forging, casting or machining. The process
is a boon to the manufacturing industry, as
it delivers complex shapes, which otherwise
would involve greater production time and cost.
Indo-MIM, based in Bangalore, India, has
been manufacturing complex, shaped parts
using the MIM process since 1997. It has now
become one of the worlds largest companies
in this field, and has developed more than
3,500 varieties of parts for global customers.
The company sets itself apart as a result of
its willingness to take on challenging jobs
from its customers. With customers in 45
countries, Indo-MIM has been a supplier to
market leaders and Fortune 500 companies in
every field including automotive, consumer

80 // January 2015 // Engine Technology International.com

electronics, cell phones, hand and power tools,

sporting goods, machinery and equipment,
locks, medical devices, sewing and textile
machines, mountaineering equipment, and
aerospace and marine equipment. Indo-MIM
offers its customers fully finished products
including any post-MIM machining and surface
treatments, sub-assemblies as per customer
requirements, redesign support for new
launches, prototype capability for validation
of design, and mass production.
Indo-MIM has now begun conducting
technical seminars in various countries, both at
customer locations and various industrial areas,
to disseminate information about this innovative
technology, and is making technical teams
in various industries aware of the processs
capabilities. These seminars have been well
received by the industry.
Indo-MIM is a Lean Six Sigma company that
uses Kaizen as its DNA, and works on improving
process capability for all the individual parts it
manufactures at both its plants in Bangalore.
Every part made at Indo-MIM goes through
a systematic feasibility study, followed by a
methodical process design. The structured
approach used by the Indo-MIM team has helped
to put robust processes in place that ensure
sustainable and consistent quality assurance.

// CASE STUDY // MECAPLAST

Synthetic air filtration

SYNTHETIC AIR FILTRATION TECHNOLOGY CAN HELP MEET THE INCREASINGLY HIGH PERFORMANCE
REQUIREMENTS OF MODERN ENGINES, BUT WITH A FAR REDUCED OVERALL ENVIRONMENTAL IMPACT

Mecaplasts synthetic media (left) utilize two layers

to increase overall filtration performance (above). The
continuous improvement in synthetic media constitution
and production has seen it overtake the performance
levels of traditional paper filters (below left)
250%

Dust holding capacity performance

Traditionally, engine air intake filter elements

are made with paper a well-known
technology. Current under-hood trends have
moved toward increased engine performance
and higher airflow rates due to the increasingly
widespread use of turbocharged engines.
This evolution has led to a need for increased
filtration performance. At the same time, new
environmental regulations have led to greater
engine complexity under the hood, and an
ongoing reduction of room for the air filter. On a
practical level, using paper technology requires
frequent maintenance interventions to ensure
ongoing engine reliability. In this context, paper
filtering elements are showing their limitations.
Several years ago, Mecaplast identified the
benefits of implementing synthetic, non-woven
technology in engine filtration. In comparison
with paper (and paper plus fleece) the synthetic
media improves the overall performance of the
air filter improved durability, efficiency and
stability through the components lifetime. The
excellent characteristics of synthetic media also
make it possible to design smaller parts, while
maintaining high performance levels. Moreover,
the development of this new media is competitive
in terms of price. With synthetic media, the air
intake line is cheaper than with paper plus fleece.

200%

150%

100%

Mecaplast synthetic media

Paper

50%

Paper and fleece

0%
2009

2010

2012

2013

2014

2016

Evolution over years

Synthetic filtering elements have been in mass

production for seven years, and Mecaplast is
focusing on the continuous improvement of both
media constitution and the production process.
Mecaplast is involved in many aspects of the
development of synthetic filtering elements,
from media formulation to production tools. The
precise composition of the synthetic filtration
layer has been made specifically to fulfill car
makers technical requirements.
The synthetic media consists of two
layers, which gives the best compromise of
high capacity and overall efficiency. With its
experience in developing air intake systems for
customers all over the world, Mecaplast has
used laboratory tests and vehicle evaluations
to create an innovative solution that fulfills
filtration requirements.

Stability during the components lifetime

is ensured by polyester fibers, which are
insusceptible to humidity and naturally flame
retardant, without any chemical treatment.
Synthetic media is also better for the
environment, as it is mainly produced with
polyester fibers from recycled materials.
Synthetic media has a lower environmental
impact than paper filters (inaccurately called
paper, while containing up to 30% resins).
However, for both paper and synthetic
solutions, current filtering elements are generally
produced with a polyurethane foam gasket,
widely used as standard in engine filtration.
Polyurethane is not particularly eco-friendly
which offers the challenge to replace the
polyurethane gasket. Mecaplast has taken a new
step with the development of a 100% synthetic
fiber filter element. In this case, synthetic fibers
replace polyurethane foam. With this innovative
solution, Mecaplast once again reduces the
impact of the filtering element on the environment
becoming 100% mono-material, with the added
advantages of being lighter and recyclable.
A high-performance solution with increased
lifetime, available for harsh and challenging
environments, the Mecaplast synthetic filter is
leading the way in engine air filtration.

Engine Technology International.com // January 2015 // 81

// CASE STUDY // BUZULUK

Piston ring production

PRODUCTION EXPERIENCE, COUPLED WITH INVESTMENT IN TESTING AND QUALITY MANAGEMENT,
IS KEY TO ENSURING CUSTOMERS BENEFIT FROM THE BEST POSSIBLE COMPONENTS AND EXPERTISE
With more than 550 years working in the
iron-production industry, Buzuluk is one of
the oldest companies in the Czech Republic.
Located in Komarov, Buzuluks history can
be traced back to the 15th century, when the
ironworks were established.
This tradition continued as the company
moved into piston ring production in 1932,
and with the acquisition of rubber processing
machinery from Svit Gottwaldov in 1952.
Following Buzuluks early work producing
piston rings for koda Autos 1.3-liter engine,
one of the companys first important customers
was Kolbenschmidt a renowned producer of
pistons, cylinder liners and other components.
To this day, Kolbenschmidt remains one of
Buzuluks biggest customers for piston rings.
Through investment in new technology,
increased resources dedicated to R&D, the
construction of a new testing facility and the
implementation of new production and quality
management methods, Buzuluk now supplies
piston rings for customers across the world.
In the small engine segment, Buzuluks main
customer is Stihl. Audi, Sollers and Zaz are the
companys main customers in the Otto engine
market. In terms of diesel, Buzuluk supplies OE
engines to Lombardini, Zetor, Tatra, and others.
Buzuluk has also discovered opportunities
in the development of new rings for hydraulic

valve variable timing systems for combustion

engines. The first rings were for Volkswagens
VR5, VR6 W8 and W12 engines. Thereafter,
Buzuluk supplied rings for VVT systems for the
Audi R4, V6 and V8; Porsches 996; the Bentley
V8; and AMG. The most recent serial application
of VVT rings is the new Volvo VEP4 engine.
Today, Buzuluk produces piston rings with
diameters from 25-140mm, made from cast
iron and nodular cast iron. To improve the
durability of gray or nodular cast rings, a
chromium coating is necessary a process
Buzuluk started in the 1950s. The first porous
chromium coating was used on piston rings
for military applications in 1970. At this time,
only the very top section of the coating was
porous. Porous chromium throughout the
cross-section of the coating was introduced in
the late 1990s. From here, Buzuluk developed

A variety of factors, including component

geometry and tangential force, are
considered in developing piston rings

82 // January 2015 // Engine Technology International.com

chromium-ceramic coating a technology that

could not be supplied to customers before the
end of FM patent protection. To further improve
the durability of nodular cast rings, Buzuluks
diamond graphite coating was developed.
Buzuluks steel ring production began with
a chromium-coated, three-piece oil ring for
kodas 1.3-liter engine. It now produces steel
compression rings and three-piece oil control
rings with chromium coating and nitriding. To
fulfill the demand for low-friction rings, PVD and
DLC coatings have recently been introduced.
Low friction is also dependent on geometry
and tangential force. To lower the top ring
friction, low axial rings with asymmetrical
working surface profiles are produced. Oil control
rings with extremely narrow lands ensure good
oil consumption with low tangential force.
Rings for piston compressors in automotive
applications are particularly technically
interesting. Buzuluk cooperates closely with
Wabco a relationship that has led to the
building of a special compressor-testing rig
at Buzuluk. This testing rig has significantly
improved the development of new rings.
Buzuluks experience with VVT systems
means it is able to do more than simply supply
the rings themselves, and can provide support in
developing the whole assembly.
Buzuluks proven success ensures that its
customers receive high-quality parts, as well as
cooperation in terms of technical development,
service and customer satisfaction.

THE EXPO FOR ADVANCED BATTERIES

RETURNS TO NOVI, MI, USA IN 2015

SAVE THE DATE

SEPTEMBER 15 17, 2015

K
O
O
B
NOW
2015 EXHIBITION OPPORTUNITIES

NOW AVAILABLE
CONTACT US TODAY TO SECURE YOUR
PRIME EXHIBITION BOOTH LOCATION
JOIN THE GROUPS ON LINKEDIN

WWW.THEBATTERYSHOW.COM

FOLLOW US @THEBATTERYSHOW

[email protected]

// CASE STUDY // PIEMONTE AGENCY

Exhaust development
A CLUSTER PROJECT IN ITALY IS ENCOURAGING LOCAL COMPANIES TO RESEARCH AND DEVELOP
ADVANCED NEW SOLUTIONS, INCLUDING EMISSIONS CONTROL SYSTEMS AND UREA TUBE ASSEMBLIES
In Turin, home of the Italian automotive
industry and a key location for engine
development, components suppliers and
mechatronic engineering companies are
devising time- and cost-effective solutions to
reduce emissions and increase performance.
Modelway an engineering company focused
on the development of industrial applications
for virtual sensors, mathematical models and
automatic control software has developed
an innovative multivariable air boost pressure
control system for turbocharged diesel engines,
named STC-AirControl. The system is intended
to control the engine intake manifold pressure
and oxygen concentration. The increasingly
strict requirements of next-generation emissions
rules requires a new approach to control design,
in order to find the trade-off between engine
performance and emissions. STC-AirControl
has been developed using Modelway STC
(self-tuning control) technology, which enables
designs based directly on experimental data,
without the need for deep first principle law
studies. This solution enables designers to limit
the laboratory calibration activities required as
real-world operating conditions are implicitly
considered from experimental data. This form
of development is also suited for considering
engine-to-engine variations, environmental

Rubber cover

Urea lines

Rubber sleeve
Urea/water lines
Sender unit
1

conditions and component aging. This approach

also yields a significant reduction in the time
and the cost of control system development and
synthesis. STC-Air Control has been realized in
collaboration with GM Powertrain Europe, within
the iDeA project, financed by Regione Piemonte.
Errecinque a leading industry developer of
thermoplastic tubes for application in trucks,
2

1. The mechanisms of
a urea tube assembly
2. A comparison between
the references and the
controlled outputs
(during a WLTP cycle) of
Modelway STC-AirControl

84 // January 2015 // Engine Technology International.com

passenger cars, motorcycles, tractors and

construction machines has outlined a new
approach to urea-related solutions in exhaust
systems. Turin-based Errecinque aims to be
regarded by OEMs as a market leader for urea
tube assemblies and urea sender units, while
the companys flexibility, it believes, grants
its products unparalleled value. The company
is developing tailor-made solutions to fit all
kinds of urea tanks, meaning OEMs can choose
between non-heated versions with level and
temperature sensors, or heated versions with
or without urea quality sensors. Customers
can select plastic or rubber head types, and a
choice of top or bottom urea filters. A variety
of tube lengths is also available. Errecinques
production lines are easily adapted to smaller
or larger volumes.
Modelway and Errecinque are active
members of the From Concept to Car cluster
project, managed by Piemonte Agency
and financed by Regione Piemonte and the
Chamber of Commerce.

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// CASE STUDY // ROTOR CLIP

Selecting retaining rings

AS A VITAL PART OF ANY NEW DESIGN, RETAINING RINGS MUST BE SELECTED ACCORDING
TO THEIR DIFFERING CHARACTERISTICS AND FULL SUITABILITY FOR A GIVEN APPLICATION

Figure 1: A recommended groove profile for flat retaining rings the dimensions
and proportions are calculated to resist shearing, even under maximum loads

On a daily basis, design engineers are

challenged to come up with economical designs
that reduce weight, size, raw materials and
labor. This competitive mandate affects every
facet of the design, including the fasteners
needed to hold components in place. One
style of non-threaded fastener that has been
widely used to accomplish these goals is the
retaining ring. Knowing which ring to use in a
given situation can greatly contribute to the
effectiveness and economy of a design.
Just as a screw needs a correctly tapped
hole, retaining rings need properly cut grooves
for best performance. Both groove walls should
be parallel and perpendicular to the axis of
the shaft or housing. Groove depth should
be held to specifications because the depth
and the groove bottom radii determine the
amount of support the load bearing groove wall
will provide. The edge margin which is the
distance of the groove from the end of the shaft
or housing has been calculated to provide
sufficient material to resist shearing even under
maximum loads (Figure 1).
Since rings most often fail due to deflection,
design examples are given to show how

Figure 2: Sharp corners (left) provide the ideal contact with the ring, and result
in better load support than a corner radius (center) and a chamfer corner (right)

conditions affect capacity thrust. In the first

assembly, shown in Figure 2, the part has
sharp corners, which provide ideal contact
with the protruding portion of the ring and,
therefore, the best load support. The other
two one with a radius and one with a
chamfer represent conditions that
compromise thrust capacity. It is worth
noticing that the retained part contacts the
ring at its outer edge. When a load is applied,
it creates a lever action against the loaded
groove wall. Under extreme loads, this can
lead to deflection of the ring and, ultimately,
to failure. If these conditions exist and this
should be carefully investigated before the
design is completed it may be advisable to
consider using a reinforced retaining ring to
ensure the integrity of the application.
The selection of ring types best suited for
specific loading conditions is equally important
to correct groove preparation. While many ring
styles share common design characteristics,
each has its own special features which must
be considered in relation to the individual
design. For instance, where loading conditions
call for maximum groove engagement, basic

86 // January 2015 // Engine Technology International.com

rings shown in the left half of each drawing

in Figure 3 will be the best choice. However,
where load isnt critical but, for example, the
lug protrusion of the basic rings creates an
interference problem or where a uniformly
protruding higher shoulder is of importance
preference should be given to the inverted
rings shown in the right halves of each drawing.
It is common for inverted ring designs to be
used in low load capacity applications, where
aesthetics are the main concern. The two
styles are interchangeable as far as groove
dimensions are concerned.
In cases of very heavy loads, the reinforced
ring, shown at the right half of Figure 4, will
outperform the basic ring because of its greater
section height, lug shape and thickness.
These rings may also remedy instances of
fatigue failure.
Radially installed rings also differ. The
Crescent (C) ring, as shown on the left of
Figure 5, is preferred where space is at a
premium and loads are not very heavy they
are also more tamper resistant. The E-ring in
the middle is ideal for large shoulders, whereas
the reinforced E-ring on the right functions best

// CASE STUDY // ROTOR CLIP

Figure 3: A comparison of standard rings (on the left of each drawing) which
are better for load-critical applications and inverted rings (on the right)

Figure 5: Radially installed C-ring (left), E-ring (center) and reinforced E-ring (right)

Figure 4: A reinforced ring (right) is better suited for heavy load applications

Figure 6: The recommended groove engagement for beveled ring types

for applications characterized by high vibration,

RPM and cyclic loads.
The reinforced ring is interchangeable with
the E-ring, but grips the groove bottom with
3-5 times the radial force, and has greater
resistance to fatigue failure. The outside
diameter is often larger than the E-rings,
which is another factor to consider. All three
styles of radially installed rings are available in
taped cartridges for assembly with dispensers
and applicators.
Beveled rings serve essentially the same
purpose, but work on a different principle.
Advantage is taken of the rings spring
characteristics, but in the rings own plane.
The internal ring has a 15 bevel along the outer
periphery, the external ring along the inner

edge. The groove profile corresponds to that of

the ring, with the beveled wall bearing the load.
Here, too, the calculation of groove location is
of utmost importance.
The drawings on the left of Figure 6 show
minimum groove engagement; that is, with the
ring seated to at least half the groove depth.
The internal ring is compressed to less than
its free diameter, whereas the external ring
is spread more than its free diameter. The
spring properties of the rings will cause the
internal type to open and the external type to
close more completely, in each case exerting
axial pressure against the retained part. The
groove location must be precise to prevent full
bottoming of the ring in the groove. The ring
acts as a wedge between the groove wall and

the part, which it locks rigidly. The assembly

will not breathe as with a bowed ring that may
deflect under load.
While the beveled edge of the ring moves
along the beveled groove wall for further
endplay take-up, until it may conceivably
reach the position shown for maximum groove
engagement, it cannot back out, even when
under load.
Whatever a particular applications fastener
requirements, its possible to find a retaining
ring that can meet them. The challenge is to
find the right one the ring that will perform
according to your specifications and deliver
the expected economies. Considering the rings
described above is a solid first step to achieving
that objective.

Engine Technology International.com // January 2015 // 87

// CASE STUDY // WAUKESHA

International expansion
THE ACQUISITION OF METALFORMING FACILITIES, EXPERTISE AND EQUIPMENT IN
MEXICO IS ALLOWING A GLOBAL SUPPLIER TO EXPAND AND GROW ITS ENTIRE BUSINESS
In January of 2014, international metalforming
supplier Waukesha Metal Products finalized
the acquisition of Revstone Fabrication,
based in San Luis Potos, Mexico. With
markets growing significantly in the Mexico
region, and especially in those markets that
Waukesha has been serving for many years,
the acquisition of the Mexico-based company
serves to complement and expand Waukeshas
operations in the region.
Having initially considered a business plan
that involved leasing around 2,800m 2, and
building a facility in central Mexico, Waukesha
viewed the opportunity to acquire a facility
about four times that size (with equipment and
a capable team already in place) as one not to
be missed. We were very excited to move our
Mexico strategy forward with the addition of

the Revstone Fabrication operation in San Luis

Potos, stated president and CEO Jeff Clark.
We can expand and grow our total business
by being in this Mexico location, based on the
relationships that we already have, Clark
said. Theres no shrinking in southeastern
Wisconsin. We will continue to grow in this
market as well.
Clark sees the companys business in Mexico
continuing to accelerate, and with several
automakers investing in Mexican plants in the
last couple of years and with more to come in
the future the potential is there. The vehicle
industry makes up about 40% of Waukeshas
business, and it ships nearly 40% of its total
products to Mexico. The country is becoming a
pivotal location for auto exports and is expected
to grow significantly in years to come.

Waukeshas lasercutting equipment

88 // January 2015 // Engine Technology International.com

The announcements from luxury car

companies (such as Audi, Nissan-Infiniti,
Mercedes-Benz and BMW) that they are
moving into the Mexico region shows the
confidence these automakers have in Mexicos
capability. Not only are the announcements
from these automotive companies a positive
sign for Mexico, but for metalforming
companies like Waukesha as well.
In the past, Mexico traditionally stood as a
secondary, low-cost vehicle production country,
with territories such as Asia and Europe
dominating production in higher-cost markets.
The recent announcements from these wellknown car companies is a strong indicator that
the production capabilities and quality in the
region have developed significantly over time,
now making them a viable option in the supply
chain. Other automotive companies that have
announced plans to develop into the Mexico
region include Honda, Kia, Mazda and Nissan.
Mexico is an expanding, robust region for
new and current markets. Not only are the
automotive markets increasing, but other
industries are starting to see the benefits as
well. Energy, lighting, industrial, consumer
and other industries have also set up shop in
Mexico. These industries are prime markets that
Waukesha serves.
Theres quite a bit of supply chain growth
down there, continues Clark. My vision, and
what I see here, is we are a North American
Free Trade Agreement (NAFTA) supplier.
Mexico is a natural extension of being a
complete NAFTA supplier.
With the newly acquired 10,220m 2
manufacturing facility in San Luis Potos,
Waukesha is near its customers plants in
Mexico which means lower logistics costs,
faster delivery, and a reduction in the amount of
inventory in the pipeline. Not only will Waukesha
be able to continue its stamping and fabrication
services in Mexico, the company has also
expanded its capabilities with existing equipment

// CASE STUDY // WAUKESHA

The facilitys stamping presses

range from 120-600 tons

A CNC tube bender with

a capacity of 75mm

Waukeshas new San

Luis Potos facility

from Revstone Fabrication. The new facility

has capabilities that include metal stamping
up to 600 tons, sheet metal fabrication, tube
fabrication, metal cutting, machining, robotic and
manual welding, press punching and forming,
brake forming, and hardware insertions. With a
strong staff in place, transferred from Revstone
and led by managing director Carlos Alcantara,
production got underway early in the year.

Shifting selected product lines to Mexico

will free up space at the companys 4,460m 2
Sussex facility, which is nearing capacity. This
shift will benefit existing opportunities, which
will boost business with domestic customers,
Clark explains.
I really see manufacturing regionalizing
across the world. I just dont see how, with
logistics costs going up, youre going to want to

have your supply chain so far away. I just see

that becoming more regional than having this
global supply chain. So does that mean that
Waukesha Metal Products wont go to China
some day? No. But we would only go there if we
had a reason to supply into that market.
Not only is the expansion about the logistics
and lead-time, its about Waukeshas customer
commitment and responsiveness as well. With
40% of its production going down to Mexico
every year, a lot of the companys current
customers see this expansion into Mexico as a
statement to maintain customer relationships.
With the new Mexico facility in San Luis
Potos, and dedication to its Wisconsin
locations as well, Waukesha will continue to
offer the world-class engineering, technology,
and processes that are so vital to its customer
partnerships today.

Engine Technology International.com // January 2015 // 89

// CASE STUDY // DANA

Cleaner combustion
A PATENTED AIR/OIL SEPARATION SYSTEM PROTECTS CRITICAL ENGINE
COMPONENTS WHILE REDUCING BOTH OIL CONSUMPTION AND EMISSIONS
Proper ventilation throughout internal
combustion engines is vitally important
considering recent advances in engine systems
that impact airflow. As nearly 2% of combustion
gases leak through piston rings, oil from
engine lubrication adds to the airstream, which
becomes blow-by gas. When these gases
progress back through the air intake, the oil
content burns during combustion. This can
potentially cause damage to critical engine
components, higher oil consumption, and
increased emissions when a high-performance
separation system is not in place.
Increased combustion pressure from engine
downsizing also leads to a larger amount
of small oil particles in the blow-by gas.
Moreover, automotive manufacturers must
meet increasingly strict global legislation that
demands reduced emissions and lower oil
consumption, while also finding new methods of
enhancing engine efficiency and performance.
Dana has developed an innovative solution to
help achieve both government and automotive
manufacturer requirements through a highly
efficient, scalable, MultiTwister air/oil
separation system. This latest advancement
in separation technology is a cost-effective,
lightweight system that functions as one
precise unit to effectively remove oil particles
from the blow-by gas stream. As a result,
emissions and oil consumption
levels are reduced, keeping
engines running at peak
performance.

1. Danas MultiTwister
air/oil separation system
removes larger oil particles
from the airstream through
single helixes and a wall in
front of the helixes. The
captured oil is directed into
a siphon-like drain to flow
back through the crankcase

90 // January 2015 // Engine Technology International.com

After combustion, the blow-by gas stream

is directed through a lightweight plastic Victor
Reinz cylinder-head cover. The airstream
initially enters the cover through large holes,
which have one helix inside to pre-separate
larger oil particles. These larger particles
collect on the walls of the helix and flow down
the sides into a drain. The drains unique siphon
design controls overflow, allowing oil to empty
back through the crankcase. Additional large oil
particles are caught on a wall just in front of the
helixes, which also flow into this drain.
Remaining oil particles in the blow-by gas
stream are directed through Danas patented

INDEX TO ADS

AB Sandvik Materials Technology........13

AVL List GmbH............................................ 9
2

BorgWarner BERU
Systems GmbH ........... Inside Back Cover
Busch Clean Air SA ..................................19
Buzuluk AS ............................................... 65
Centro Estero per ......................................18
Contitech GmbH ......................................... 3
CTI (Car Training Institute)......................73
Dana Corporation ......................................15
Electric & Hybrid Vehicle Technology
Expo 2015..................................................75
Engine Expo 2015 Europe........ 21, 23, 24

xxxxxx

MultiTwister separators. Several separators

are incorporated within the head cover
to remove smaller oil particles from the
stream and reduce contamination even
further. Every unit includes multiple, smaller
parallel holes, each with two 180 helixes
in opposite rotational directions. The stream
rushes through these helixes at high velocity,
disrupting airflow, which causes most oil
droplets to collect on the inside walls and drip
down onto the cover. The remaining particles
collide with the impact wall on the other side
of the separators and also accumulate in
the cover. Under specified conditions for a

2. The cover incorporates

several MultiTwister
separators. Every
separator includes multiple
parallel helixes, each with
two 180 helixes in opposite
rotational directions to
disrupt airflow. This causes
oil particles to coalesce on
the inner helix walls and
drip down to the pan below

3. Oil particles left in the

stream collide with the
wall on the other side of
the MultiTwister separators.
These particles collect
together and drain back
into the crankcase

given vehicle, a valve will open to empty the

collected oil from the cover to the oil pan below.
Subsequently, the MultiTwister separators
allow clean air to flow back through the intake
system for combustion.
The highly efficient, extremely reliable
air/oil separator system enables vehicles to
run cleaner with no maintenance required
to protect expensive engine components.
Through flexible design capabilities and
careful assessment, Dana engineers can
customize each unit to meet customers exact
requirements. Rigorous testing procedures
also simulate extreme environments to ensure
long-term performance, regardless of outside
or under-the-hood conditions. Plus, with Danas
expansive network of design, manufacturing
and distribution facilities, lead times are
effectively reduced for faster delivery.
As combustion engines become smaller and
more powerful, Dana can protect important
engine components with the most advanced,
efficient air/oil separator system available. The
company is committed to continuously improving
engine performance, while helping meet the
stringent emission and fuel-consumption goals
of the global automotive market.

Engine Technology International Online

Reader Inquiry Service .... 43, 45, 57, 85
Federal-Mogul Holding Deutschland
GmbH .......................... Outside Back Cover
GPM GmbH................................................28
Indo-Mim ................................................... 69
Maypole Engineering Solutions Ltd .....71
Mecaplast Group ..................................... 62
Micro-Epsilon Messtechnik
GmbH & Co KG ........................................ 30
Plasmatreat................................................17
PoSalux SA ................................................71
Procat Testing .......................................... 62
Rotor Clip Company Inc ......................... 30
Rototest AB ...............................................28
SAE International .....................................73
Sandvik Hyperion .....................................51
Senior Flexonics..........Inside Front Cover
Sensors Europe GmbH ........................... 61
Siemens Industry Software NV ..............11
Solvay Advanced Polymers LLC...........41
Sonceboz SA............................................ 65
Stresstech Oy ............................................41
The Battery Show 2015 ........................ 83
TLX Technologies ................................... 85
Transmission
Technology International ....................... 61
Waukesha Metal Products.....................33

LAST WORD
WORDS: REX ROY

n
o
i
t
c
e
n
n
o
French c
Back in September the ETi team was literally covering
much distance at the 2014 Paris Motor Show, getting a
peek under the hoods of some of the latest cars and having
a look at technologies being unveiled by the big hitters in
the automotive industry.
Styles may have changed (of vehicles and attendees
alike) over the years, but Paris is still one of the industrys
key calendar dates, and the show has seen more than its
fair share of launches and debuts. Take 1974, for example,
when Citron unveiled the brand new CX named for
the French abbreviation for drag coefficient in reference
to its sleek aerodynamic styling. The distinctive sedan,
designed by Robert Opron, who had also penned the
CXs predecessor, the GS, will perhaps be best remembered
for its iconic silhouette, as well as for its use of Citrons
unique hydro-pneumatic self-leveling suspension. But
the CX, which has just turned 40, had plenty going on
in the engine bay as well.
For starters, the CXs engine compartment ended up
being relatively small. Citron had originally planned to
power its new sedan with a compact rotary development,
but when that powerplants program was scrapped, the
1974 CX 2000 was fitted with a transversely mounted
1,985cc four-cylinder gasoline unit that developed 102ps
and 152Nm at 3,000rpm. The engine, with its cast-iron
block and light alloy head, was made in the Trmery
plant and, when coupled to a front-mounted four-speed
gearbox, boasted a 174km/h (108mph) top speed.
The CX debuted during a time of great transition for
the French auto maker. Launching amid the formation
of PSA Peugeot Citron in the 1970s, the CX came just
a year after the 1973 oil crisis. It was the first Citron
sedan of its type to be specified with a diesel, offering
an option to European car buyers that, Citron believed,
brought increased fuel efficiency without sacrificing
driving experience. Whats more, the Economique
version of the launch powertrain featured altered gear
ratios that cut 7km/h (4.3mph) from the top speed, but

16 //// September
92
January 2015
2011////Engine
EngineTechnology
TechnologyInternational.com
International.com

The CX was pioneering

on many engineering
levels, not least because
it was the first Citron
sedan to be driven by an
economical diesel engine

upped fuel efficiency. The CX 2200, fitted with a twin

carburetor, churned out 112ps.
The size of the engine bay would continue to have
a role in the CXs evolution over the following years.
Despite an enthusiastic reception in Europe the CX
won European Car of the Year in 1975 updates to the
model were slow to materialize, and thanks to that
engine bay, restricted to four cylinders. But the CX still
sold well, recording 1.2 million global sales through
1991, even though the USA remained closed to the car
following a 1974 decision by NHTSA to prohibit
passenger cars with height-adjustable suspension. Thus
one of the CXs most defining characteristics prevented
any measurable uptake across the Atlantic.

Citron had originally planned

to power its new sedan with a
compact rotary development
Engineering revisions to the CX, though slow in
coming, did trickle through along the years as the
vehicle matured. Among them, the 1977 CX 2400
GTi was fitted with a 2,347cc electronic fuel-injected
four-pot that developed 128ps and a maximum torque
of 197Nm at 3,600rpm. Such enhanced power meant
that it was capable of reaching 191km/h (118mph), and
was considered the fastest French tourer of its time.
Then in 1984 the 2.5-liter CX GTI Turbo arrived on the
scene, boasting 168ps and 294Nm at 3,250rpm,
topping out at 223km/h (139mph).
CX production wound down in 1989, with the last
estate versions discontinued in 1991. And though you
might struggle to spot a CX outside of a Citron owners
club nowadays, theres no denying that this striking car
left its mark in history.

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