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ULTRA POLYMERS
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SEMI-AROMATIC POLYAMIDES
Amodel
PPA
polyphthalamide
High-temperature polyamide that
offers continuous-use to 190C;
replaces metal where heat, humidity
and chemical resistance are major
considerations.
Ixef
PARA
polyarylamide
High-strength polyamide with
smooth surface for aesthetic,
structural applications; excellent fuel
barrier properties and compatible
with ex and bio-diesel fuels.
KetaSpire
PEEK
polyetheretherketone
Outstanding chemical resistance
and mechanical properties to
250C, easy to process, very good
wear resistance, and excellent
fatigue resistance.
AvaSpire
PAEK
polyaryletherketone
AV-700 Series products deliver
comparable performance to PEEK
with up to 30% lower cost.
Torlon
PAI
polyamide-imide
Metal-like performance in repetitive-
use, load-bearing applications to
275C; outstanding wear resistance
in dry and lubricated systems.
Slated for installation in the
2011 Sonata, ETi gets an
exclusive glimpse of Hyundais
new Theta II at the OEMs
proving grounds in South Korea
THETA II
S
e
o
u
l
m
a
t
e
s
10
September 2010 Engine Technology International.com
R
esponding to North Americas growing
engine-downsizing need, Hyundai
has developed an all-new 2-liter Theta
turbocharged gasoline direct-injection (GTDI)
engine that the South Korean car maker says
generates more horsepower than any of its V6
competitors, but with better fuel mileage than
any competitive four-cylinder model.
Quite a claim, so rst the gures: the four-
cylinder unit produces 274bhp at 6,000rpm and
365Nm of torque from 1,800rpm right through to
4,500rpm. When applied to the popular Sonata,
the turbocharged Theta heart delivers 22mpg in
city driving and 34mpg on the highway. Sufce to
say, the new engine also meets Californias very
strict ULEV2 regulations.
Turbos from Korea
The all-aluminum engine is tted with a compact
balance shaft and engine oil pump module to
control vibration levels in the vehicle cabin, up to
the same NVH level as the companys V6
engines. Hyundais Theta engine features a
Korean-sourced twin-scroll turbocharger and an electronic
wastegate actuator system. When combined with the GDI
system, it results in faster response, much greater control and
instantaneous power delivery. The turbocharger is integrated
directly with the exhaust manifold, which is cast from a very
high temperature austenitic steel alloy for safety at 950C.
With a wall dividing cylinders one and four from cylinders
two and three, exhaust pulses do not interfere, and the turbo
response across the twin scrolls is optimized. The intercooler
for the engine is situated directly behind the vehicle grille area,
and the system is tted with an innovative air-guide design to
direct as much air as possible across the intercooler surfaces.
Degrees of freedom
Hyundai VP of R&D, D. H. Moon, told ETi that the new engine is
built around a bore/stroke arrangement of 86 x 86mm, with a
static compression ratio of 9.5:1. The Theta uses variable valve
timing on both intake and exhaust valves, with 45 of freedom
on both sides. Intake valves are 35mm each; exhaust
valves are 29mm each. The engine uses cast-aluminum
pistons notched for valve clearance and is tted with
a stainless-steel insert to accommodate the top
compression ring. The bottom end features sintered
powdered-metal cracked connecting rods and
forged-steel crankshaft. The offset fuel injector,
operating at 150 bar and using two shots per cycle,
uses a six-hole spray pattern against the piston
crown, which has a built-in tumble dam.
WHATS NEW? HYUNDAI GTDI
VITAL STATISTICS
Turbo type Twin scroll
Bore/Stroke 86mm x 86mm
Valves per cylinder 4
Maximum boost 17.4 psi
Compression ratio 9.5:1
Power 274bhp at 6,000rpm
Torque 365Nm at 4,500rpm
Fuel economy 26mpg
on combined
Electric waste
gate actuator
High-pressure direct
injection system
(high pressure injector)
High-pressure pump
Twin scroll turbocharger
with exhaust manifold,
integrated turbine housing
High-pressure
fuel delivery line
11
WHATS NEW? HYUNDAI HYBRID
electric motor and a low-friction oil pump, all of which eliminate
the need for a traditional torque converter.
Frugal eet
According to the EPA, Hyundai has led the US auto industry in
fuel economy for the last two years, and is currently the only
OEM with an average eet fuel economy of more than 30mpg.
Enhancing this stat is that Hyundai says Sonata Hybrid delivers
best-in-class highway fuel economy, while still delivering
about a 40% improvement in city fuel economy compared with
a Sonata equipped with a 2.4-liter Theta II GDI engine.
The systems two propulsion units develop a total output of
209bhp at 6,000rpm and 265Nm of torque, with 205Nm
coming from the standard 2.4-liter GDI engine.
Where the competition uses a power-split system with a
planetary-gear CVT, the Sonata Hybrid gains a key advantage:
competing hybrid models use electric motors that have to
power a planetary gear set. By utilizing a full parallel drive
system, Sonata Hybrid uses the power from the electric motor
to directly control the vehicle, enabling it to be operated at
much higher speeds than the competition in EV-only mode.
The lithium-polymer battery pack is rated at 5.3Ah, 270V, and
1.4kWh, using 72 individual cells at 3.5 volts
per cell. Hyundai says a clever design allows
their powerpack to weigh less than 50kg and
take up less than 55 liters of volume. The
battery cooling system features a multiple-
curve ow duct receiving cooled air from a
compact cooling fan. The Sonata hybrid will
also weigh less than a conventional vehicle,
use electric air conditioning, and feature
regenerative braking.
Engine Technology International.com September 2010
Hyundais Blue Hybrid
Drive is a full parallel
hybrid technology
VITAL STATISTICS
Engine DOCH CVVT
2.4-liter Theta II
Bore/Stroke 88mm x 97mm
Compression ratio 13.1
Hybrid type Parallel
Motor type Interior-permanent
magnet synchronous
Battery Lithium-polymer
Battery weight 43.5kg
Voltage 270V
Capacity 5.3Ah
T
he Sonata Hybrid will not only be
Hyundais rst hybrid product in the USA
when launched next year, it will also be a
hybrid with a difference, using breakthrough
lithium polymer batteries.
The Hyundai Hybrid Blue Drive is a full parallel
hybrid-drive system, developed after ten years of
R&D. Hyundai says it delivers the same power with
35% less weight, 40% less volume and 12% better
efciency compared with NiMH battery units. In the
Sonata, Hyundai is forecasting 40mpg on the
highway, with 0-60mph of about 9.2 seconds.
Polymer perfection
Project leader, Dr H. S. Lee, says that the lithium
polymer system offers easy assembly, high levels
of serviceability and good isolation of high-voltage
parts. The battery sensing system continuously
monitors voltage, current and temperature, state-
of-charge and power limit, as well as offering built-
in active and passive battery protection. Hyundais
partner in this long-term R&D project is LG Chem,
which has a blossoming subsidiary in the USA
called Compact Power.
Hyundais proprietary full parallel architecture
differs from the power-split technology used by
most companies, thus enabling signicant efciency
advantages at higher speeds. Hyundais novel
idea is the rst such system using lithium polymer
battery technology, effectively leapfrogging the
current competitive NiMH and lithium-ion
applications. This engineering setup is unique in
its use of the companys six-speed transmission
tted with a clutch instead of a torque converter,
modied with a hybrid starter-generator, an
While one part of Hyundais
powertrain operations is
addressing North Americas
downsizing needs, another
department focuses on hybrids
12
September 2010 Engine Technology International.com
Forget downsizing,
Mercedes engineers
are putting the nishing
touches to not one but
two large displacement units
V6 and V8
With many manufacturers keen to concentrate
much of their engine engineering efforts on small-
capacity blocks for small vehicles, it is refreshing
to hear that Mercedes is not entirely toeing the
party line. Yes, they may be smaller than the
motors they replace, but the demand from China
and North America is such, says the German
manufacturer, that the development of new, more
powerful, yet cleaner V6 and V8 powerplants was
never in doubt.
dynamics, means consistent timing and lower
noise and friction levels within the block. A fourth
chain has been included in the engine, which
drives an all-new variable vane-type oil pump.
The pump operates with two pressure stages,
depending on engine load. At low engine speeds,
the pump runs at 2 bar and the oil-spray nozzles
that cool the pistons are deactivated. The nozzles
are then switched on when the engine speeds and
pressures rise.
The cylinder head on the new engines has
a two-part water jacket, to allow the optimum
cooling of the combustion chamber. The bespoke
design of the water mantle also allows specic
increases in ow speeds and heat dissipation at
certain points, together with pressure reduction.
One knock-on effect of this setup is a reduction
in power output on the water pump, despite the
increased engine output.
Mercedes conrms that both the engines
will form a key part of the companys hybrid
future. The V8 is likely to replace the S400
Hybrid within two to three years, says Gerhard
Doll, the Mercedes man responsible for engine
development. Already taking the form of a mild
hybrid, both engines offer stop/start capabilities,
operated with a starter-supported direct-start.
When the engine is switched off, a crankshaft
sensor identies the position of the crankshaft and
then, on re-starting, selects the cylinder with the
most suitable piston position for ignition.
Shared experience
The new 4.7-liter twin-turbo V8 (codenamed
M278) will launch in the CL toward the end of the
year, and Stuttgarts latest V6 (codenamed M276)
a 3.5-liter naturally aspirated unit will be
housed rst on the revised CLS, which makes its
rst public appearance at the Paris Motor Show.
The engines will be the rst to experience ZFs
latest 7G-Tronic gearbox, but thats just the tip of
the iceberg when it comes to technological debuts
on the engines themselves. Brand new piezo-
electric injectors from Bosch, engineered to allow
ve injections per intake stroke for the optimum
mixture formation, are a key feature of the
German suppliers third-generation technology,
which boasts a system pressure of 200 bar.
Response time is 0.1m/s, bringing efciency
and economy benets. Mercedes engineers
have developed two bespoke operating modes
homogeneous stratied combustion (HOS) and
homogeneous split (HSP).
Bright spark
Another key feature is that the third-generation
direct-injection system features rapid multi-spark
ignition (MSI), which enables up to four sparks
to be discharged in succession, creating a
plasma and larger spatial expansion than
conventional ignition. Such measures,
says Mercedes, help to improve
fuel economy levels by a quarter,
compared with the previous versions
of the ignition.
Tension release
Hydraulic vane-type camshaft
adjusters have been developed for
the intake and exhaust sides in the
V6 and V8 models. They are more
compact, despite offering better
performance and a greater level of
adjustment. Their compactness has
been helped by a two-stage chain drive
on the engine. This main drive controls
two short secondary chains one on each
bank of cylinders via a primary chain and
intermediate gear. All three chains are individually
managed and adjusted via a chain tensioner. The
low tensioning forces, coupled with low chain
Big
V
WHATS NEW? MERCEDES ENGINES
VITAL STATISTICS
Cylinders - V6
Displacement - 3,499cc
Bore - 92.9mm
Stroke - 86mm
Compression ration - 12.2:1
Power - 300bhp
Torque - 370Nm
VITAL STATISTICS
Cylinders - V8
Displacement - 4,663cc
Bore - 92.9mm
Stroke - 86mm
Compression ration - 10.5:1
Power - 430bhp
Torque - 700Nm
Renaults feature-packed new 1.6-liter diesel is the French
car makers latest weapon in its ght against emissions
Petite Pioneer
WHATS NEW? RENAULT DIESEL
All about the diesel
Renault intends to be the leader in offering low-
CO
2
powertrains by 2015. One route to reducing
its carbon footprint is its new line of electric
cars, such as the Fluence and Zoe, but a more
important one in volume terms is increasing the
efciency of its big-selling diesel engines.
The 1.9-liter dCi common-rail motor has been
a Renault mainstay since 1999. Mid-next year it
will start to be replaced, initially in the Mgane
and Scnic, by a brand-new 1.6-liter dCi 130
unit, codenamed R9M. This downsized motor
is packed with technology to enable it to make
128bhp (or 130PS hence the name) and reduce
CO
2
by at least 14% compared with its larger-
capacity predecessor.
Lead the way
Jerome Escullier, Renaults diesel engine
supervisor for R9M, says that the units high
power output made it difcult to benchmark a
particular competitor in the market. Other 1.6-
liter engines, such as the VW one, have much
less power than ours. Other 130PS engines are
closer to 1.9-liters in capacity, so much worse for
fuel economy. Probably in a year or two there
will be direct competitors that we can benchmark
against, but when this comes to the market next
year, it will be the rst 130PS, 1.6-liter diesel.
Escullier adds that lower-powered variants
will likely follow in time to t different tax bands,
but 128bhp/130PS is probably as high as the unit
will go. This engine has been designed to reach
130PS precisely. We managed to make each
component t precisely to this output in order not
to have too much weight or friction, so its really
optimized to that power level. Any higher-power
version would need quite a few modications.
R9M features a new, four-valve cylinder head;
1,600 bar Bosch common-rail injection system
with triple post-injection; a single, variable-
geometry turbocharger for good low-end torque;
and a start/stop system. The calculation and
strategy for the latter was written in-house by
Renault and the starter itself is from Valeo.
EGR innovation
A particular highlight is the low-pressure EGR.
Air for the system is not drawn until after
pre-treatment by the catalyst and particulate
lter; it then passes through a supplementary
cooler and the main intercooler to improve the
combustion conditions. In order to make it work
well, you need to have very close coupling of the
aftertreatment (catalyst and particulate lter) and
the turbo, says Escullier. That gives a short EGR
path and helps avoid driveability problems.
I believe we will see a lot of these systems on
the market in the years to come but we are proud
to have managed the SOP of this engine in order
to t it with this innovative item.
There were a lot of durability items to be
checked. When you put gas that has already been
burnt through the compressor and intercooler,
theres a lot of work to be done on the materials
themselves, and this is why we have to clean the
air through the catalyst and lter. Its a 3% fuel
economy benet compared with a traditional
EGR, so its huge, but when you look at the
parts involved theres not much cost to the end
customer.
Super swirl
Other features include a variable swirl system that
operates via a swirl valve in the intake manifold;
a variable-displacement oil pump; and a thermal
management system that ensures no coolant
is circulated during warm-up in order to reduce
friction, which saves another 1% of CO
2
.
Following the introduction of the dCi 130 next
year, the next step for Renault will be to replace
the existing 1.5-liter dCi with another smaller
engine. The exact displacement has yet to be
revealed, but Escullier conrms that all the big
fuel economy and emission-reducing items that
weve put into this [1.6] engine will be applied
to the new engine, too. The smart money is on a
1.3-liter sized engine. Watch this space.
14
September 2010 Engine Technology International.com
1
EXHAUST GAS
RECIRCULATION
THROUGH
COLD LOOP
1. Supercharging cooler 2. Engine
3. Exhaust gas 4. Compressor
5. Valve 6. Particle lter
7. Air inow 8. EGR cooler
9. Exhaust ap
10. Exhaust
2
3
4
8
5
6
7
High pressure
EGR circuit
9
10
Stanyl
power
CCLD Laser Tacho Probe
ICP is a registered trademark of PCB Group
Detailed understanding of impacts and
run-ups. Noise radiation versus crank angle
Acoustic Holography, Transient Calculations
Accurate modal analysis with a targeted
set of best-in-class curve-ftters
PULSE Refex Modal Analysis
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FUTURE FACTORY
Picture perfect
ETi
talks to the key people in
engine manufacturing to map
out tomorrows optimum
powertrain production facility
45
Engine Technology International.com September 2010
Picture perfect
FUTURE FACTORY
[Ceramic]
in Perfection
Closed coupled diesel particulate filters (DPF) with pre
DOC based on ceramic HONEYCERAM
technology
meet future exhaust emission standards.
The HONEYCERAM
Oxidation catalyst
SNS
Sensor technology
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Advert_Ukip_09-10_BMW_Diesel-EmTech_275.pmd 16.08.2010, 12:02 1
47
JUST-IN-TIME DELIVERY
A sophisticated logistics system
helps deliver engines in real time,
and this aspect is one of the most
important features of tomorrows
ideal engine production facility.
Those responsible for designing
tomorrows engine plants might
want to take note of Volkswagens
transparent factory in Dresden,
Germany. Constructed in the
center of the State of Saxonys
capital, the base called for a new
logistics system to be developed
that enabled specially designed,
just-in-time goods trams, to deliver
prefabricated components. The
goods trams shuttle back and forth
between Volkswagens logistics
center located in Friedrichstadt, on
the outskirts of Dresden, and the
transparent factory thats located in
the heart of the city.
Such a setup keeps emissions
low. The trams, built by Schalker
Eisenhtte Maschinenfabrik
specically for the Dresden factory,
travel at speeds of up to 50km/h
and make just-in-time deliveries to
the bases impressive underground
logistics-level entrance.
ADVANCED ASSEMBLY
Efcient and exible assembly lines
are key to an engine production
plant running smoothly, and this is
one of the most important factors
shaping tomorrows factory.
Representing an investment
of US$1 billion, Kias all-new
manufacturing base in Georgia,
USA, leads the way when it comes
to assembly-area design. The plant
is outtted with more than a half
mile of height-adjustable conveyors
to achieve the best installation
possible for each engineer, enabling
fast production lines that can adapt
to different installation needs and
applications. Likewise, the Lexus
Kokura plant, also in the USA, has
installed an innovative, clean and
silent assembly-line design for the
new RX 450h powertrain. Replacing
the chain-driven conveyor that most
plants use today, the Kokura base
uses urethane rollers. These have
helped to create a quieter working
environment, making it easier for
engineers to concentrate, and thus
boosting work efciency. As well
as generating less noise, the new
system also uses less energy.
Engine Technology International.com September 2010
FUTURE FACTORY
FAST FACTS
Volvo has long been a supporter
of eco-friendly manufacturing. The
company took the rst step in 1982,
using residual heat from nearby
reneries to heat its factory in Torslanda,
Sweden. In 1988 it began the use of
natural gas as the main fuel to heat
its Swedish and Belgian factories.
As of 2008, all of Volvos European
manufacturing units use only green
electricity for power, which is generated
through hydropower.
Honing
Honen
Superfinishing
Superfinishen
NAGEL Maschinen- und Werkzeugfabrik GmbH
Oberboihinger Strae 60, 72622 Nrtingen
Tel: +49 (0)7022 605-0, Fax: +49 (0)7022 605-250
E-Mail: info@nagel.com
Fascination I Engineering I Know-how
HONING SUPERFINISHING
www.nagel.com
For more than half a century we have been using our knowledge and innovative
solutions to provide our customers with a technological advantage. With our
honing technology we contribute significantly to achieve improved energy
efficiency of automobiles, hydraulic and pneumatic
control devices and power generating devices.
This means:
- lower CO emissions
2
- improved energy efficiency
- lower internal friction
- reduced noise
- reduced wear
- longer lifetime cycles
We can suppl y cust omi zed
solutions for new materials and
specific surface topographies due to
i n - h o u s e d e v e l o p me n t a n d
manufacturing. Our shared targets are:
machines, tools and cutting instruments of
the highest quality, increased productivity and
safe process.
Precision is more than just a technical question for us!
COST SAVING
A challenging economic climate
calls for astute thinking, and thats
why future production centers will
see more partnerships.
Leading the way in this area is
a 50/50 JV operation between
two leading suppliers, Bosch and
Mahle. They will work closely
to develop and produce exhaust
gas turbochargers, a very costly
subsystem. With their systems
and components know-how, Mahle
and Bosch complement each
other ideally as partners for the
development of new exhaust gas
turbocharger systems, says Mahle
CEO, Heinz Junker.
On an OEM level, one of the best
examples of engine development
partnerships is PSA Peugeot Citron
and BMW, who work together to
create award-winning petrol units.
A close partnership like this allows
for a win-win situation, enthuses
chief engineer of PSAs Prince
engines, Vincent Jacquier. BMW
leads the development and we lead
with aspects such as purchasing and
industrialization. It helps us produce
the very best engines.
Its one thing having a state-of-
the-art engine plant, but such a
sophisticated production base will
run into difculties if its located
in the middle of nowhere. As a
result, very careful consideration is
needed when it comes to geographic
position of future engine factories.
Situated on the banks of a canal,
Volkswagens now iconic Wolfsburg
manufacturing facility is pioneering
when it comes to location. The
facility spans a total area of more
than 6km
2
, with the factory halls
alone taking up a surface area of
1.6km
2
an area large enough to
accommodate the entire Principality
of Monaco!
The clever design incorporates
a network of roads connecting the
individual production facilities,
warehouses, administration
buildings and outdoor facilities, all
of which covers a distance of 75km,
with a further 70km of railway tracks
criss-crossing the grounds, allowing
for optimum infrastructure and links.
Seven locomotives, two shunting
robots and a traverse are also in
operation on the tracks.
BMW will build the car of the future in Leipzig with
high-tech innovations from Bavaria. The main
reasons behind this decision are the production
qualities that Germany has to offer. We have
a tried-and-tested production network here
Norbert Reithofer, Chairman of BMW AG,
Engine Technology International.com September 2010
49
FUTURE FACTORY
FAST FACTS
In only nine years,
BMWs Hams Hall
production plant has
rolled out over two
million engines
LOCATION AND LOGISTICS
When household
names like Ford
use windmills for
their everyday
operations, its a sign
that wind energy
has come of age
Dale Vince, managing director, Ecotricity
GOOD TO BE GREEN
A new engine plant has to be
green and self-sufcient, and so
tomorrows production base will
have to embrace a host of emissions-
reduction technologies, including
solar panels, wind turbines and
possibly even nuclear power.
Fords Dagenham plant, in the
UK, uses the latest wind-turbine
technology to supply all the
power for the car makers diesel
development and production center.
We are at the forefront of
sustainable business, both in terms
of manufacturing technology and
products, states Ford of Britain
chairman, Joe Greenwell.
He says that Fords existing
turbines have produced 6.7 million
kilowatt hours (kWh) of clean
energy each year avoiding more
than 6,500 tonnes of CO
2
emissions
annually, since installation in 2004.
Ford Dagenhams third wind
turbine, to be installed on the
Thames riverbank, is expected to
increase clean electricity by 70%
to 11.5 million kWh per annum
the equivalent to powering another
1,400 homes for a year.
50
September 2010 Engine Technology International.com
FUTURE FACTORY
FORDS TURBINE
TECHNOLOGY
Capacity 2MW
Green electricity
generated annually
6.7 million kWh
Equivalent to powering more than
2,000 homes for a year
Annual CO2 savings
6,500 tonnes
LOCAL ECONOMY
Most analysts agree that a new
plant should pay for itself within ten
years of the initial investment. For
this economic model to work, the
new manufacturing base needs also
to boost the local economy.
Drawing on the example of Kias
new Georgia plant, the car makers
North American president, BM Ahn,
says: The start of production at our
rst manufacturing facility in the
USA demonstrates our commitment
and growth in North America, where
we are adding 2,500 jobs to the
local economy.
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52
September 2010 Engine Technology International.com
INTERVIEW: WOLFGANG HATZ
We have to be realistic: for battery and hybrid
vehicles to have a future, they must be priced
much lower. If that does not happen, the scenario
for this technology will not be so bright
53
Engine Technology International.com September 2010
Family Ties
Meet Wolfgang Hatz. As VW Groups executive director
of powertrain, he is the man responsible for the future
engine line-ups for no fewer than seven car brands
WORDS: DEAN SLAVNICH
INTERVIEW: WOLFGANG HATZ
54
September 2010 Engine Technology International.com
Are we in the nal 20 years of the IC engine?
I dont think so. Theres a bright future for combustion
engines for at least the next decade. We have to be
realistic: the world will not completely change in the next
ve years and well just not be selling only electric cars in
that time frame. Theres no doubt that electric cars have a
future, but only in certain areas. If you look to customer
needs today, we cannot fulll these requirements solely
with electric cars. Customers want cars that have a
driving range of 300kms and cars that have certain
features, but they only want to spend a certain amount
of money. At the moment, on a technical level, we cant
fulll the driving range requirement, and also nancially
electric cars cannot be priced as competitively as cars with
an IC engine. We are convinced that at least in the next
ten years, the model mix for electric cars will grow but
Im certain that growth will not exceed 10%.
With battery electric vehicles, are we simply
reinventing the wheel? At the moment, were
dependent on crude oil for IC engines, but in the
future will we become dependent on lithium?
From what Ive heard and read, we have enough lithium
on this planet to last a long, long time. Its mainly located
in South America, but there are other regions, like China.
Todays hybrid Touareg uses a nickel metal hydride
battery but we will evolve to lithium-ion. The next hybrid
that will come in the group will be the Q5 and then after
that transverse platform installations and they will have
lithium-ion batteries. We have to be realistic: for battery
and hybrid vehicles to have a future, they must be priced
much lower. If that does not happen, the scenario for this
technology will not be so bright. The cells, on their own,
are very expensive: we are more or less at the rate of
US$1,300 per kilowatt/hour for the cells. The forecast for
the next few years is that the price will decrease by
around 50%, but for me, it really needs to drop into the
range of US$250 or even lower to give battery and hybrid
vehicles the chance to become big.
Hybrid Touareg and the upcoming Q5
Hybrid both use high-voltage NiMH
batteries, but longer term, Volkswagen
Group will turn to lithuim-ion systems
VWs rst venture into
the hybrid market
comes with the new
Touareg. There are
no plans for a diesel-
hybrid powertrain
When it comes to creating all-new engines, whats
the rst thing on the minds of your engineers?
At the moment, the most important thing is fuel
efciency, but this varies on the application. If youre
talking about a vehicle like the VW Touareg or Audi A8,
then their fuel efciency targets are much different to the
engines that are installed in the VW Polo or Skoda Fabia.
Across the board, fuel economy is the most important
thing for us at the moment.
As an industry, do we focus too much on CO
2
reduction and not enough on PM, NOx and
other emissions?
VW Group has clean cars. If you look at our ULEV
vehicles in California, our cars are actually cleaning the
air! The challenge unfolding itself now is that countries
such as China and India have automotive markets that are
going to expand in very high volumes and there we come
back to energy and CO
2
. We have to keep in mind that
CO
2
is a greenhouse gas and we have to do everything we
can to reduce it. An electric car might not have any CO
2
emissions being emitted from the vehicle itself, but that
statement needs to be taken in context. Depending on the
country where that electric vehicle lives, the electric grid
could be emitting lots of CO
2
. Some countries, like
Austria, have very low CO
2
levels because it has a lot of
hydropower stations. France, with its nuclear power
stations, also has relatively low CO
2
levels. However,
Germany has a lot of coal-based power stations, and the
situation in the UK is even worse because the power
stations there produce even more CO
2
. As a company,
we have big concerns about the environment.
As a leader in diesel powertrain development, how
concerned are you about PM and NOx?
In my opinion, PM and issues surrounding PM are solved.
Regarding NOx, on a local basis like in mega cities it
is a problem but we have already started with our clean
diesel initiative back in 2008. Weve had positive results
in the USA with the clean diesel Touareg and Q7 SUVs. I
really do think the future is bright for diesels, especially
because they are good when it comes to CO
2
output.
INTERVIEW: WOLFGANG HATZ
55
Im not sure if, by
say 2030, there will
be a segment whereby
there are luxury cars
with big engines
Engine Technology International.com September 2010
Volkswagen Touareg Hybrid - Electric Propulsion Operating Mode
German OEMs have tried to make a breakthrough
with diesel engines in the USA, but its not happened.
Will diesel ever become mainstream in the USA?
In 2009 which was not an easy year for the industry as a
whole our sales mix in the USA for the Touareg and Q7
was nearly a 50% split of TDI engines and gasoline
engines. In the Jetta range, 30% of sales were on the diesel
side. I think consumers in the USA are now realizing the
very, very good fuel economy of diesel engines and Im
sure we will extend our diesel-car line-up in the USA.
Are diesel hybrids the optimum technical solution?
One thing is for sure: its the most expensive solution! Its
not a technology we will pursue at the moment in terms
of production. Currently, weve just started sales of the
hybrid Touareg with a gasoline engine. If we look at the
market, hybrids will not be the biggest technology in
Europe our customers, in the main, will choose
the diesel Touareg. However, hybrids are very
important in the USA and China, but these two
big markets are big on gasoline, so it really
does make no sense to create diesel-hybrid
powertrains and vehicles.
With all this talk of pure electric vehicles
and plug-in hybrids, has the industry
forgotten about hydrogen fuel cells?
Personally, I still believe this technology will come, but
whats certain is that it wont come as quickly as battery-
electric technology. What we must not forget is that a fuel-
cell car is an electric car, but my problem is, where does the
hydrogen come from? First, we need an infrastructure.
Second, how do you produce the hydrogen? If you produce
it from CNG, then CO
2
emissions will be generated. So, it
makes sense to produce the hydrogen with regenerated
Volkswagen Groups
upcoming Small
Family car range will
include a city EV based
on the Up! concept
INTERVIEW: WOLFGANG HATZ
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energy, but in this area there are limits in terms of
efciency levels. These challenges make me believe that
there will not be high volume, mass production of fuel-cell
cars for the next ten years.
With all this talk of emissions, is the end nigh for
large displacement engines?
Downsizing is happening today and for the medium- to
long-term future, we will see further downsizing. Im not
sure if, by say 2030, there will be a segment whereby
there are luxury cars with big engines; its difcult to
predict the next 15 to 20 years. However, in the next ve
years, there will still be V8s and 12-cylinder engines, and
if theyre efcient, then there is no reason as to why we
should not develop these engines. We are using cylinder
deactivation on the new Bentley Mulsanne. It is possible
to improve the efciency of large engines. The new V8
TDI in the A8 is rated at 37.1mpg on combined mode and
even the V8 gasoline is good its actually better than the
Lexus hybrid and thats without cylinder deactivation.
VW Group is helping to lead the way in engine
downsizing, and Volkswagen has recently released
a 1.2-liter TSI engine. Are there plans to go to
below 1-liter with this technology?
It is feasible to reduce the cylinder count by one and then
youre in the range below 1-liter. Its a good idea and this
is a real possibility for TSI.
56
September 2010 Engine Technology International.com
HOW DOES AUDI PLAN TO TACKLE FUTURE
EMISSIONS LEGISLATION?
The brand has developed a diversied concept
for the sustainable mobility of the future based on
four strong pillars and we will continue to expand
our leadership position with the successful TFSI
and TDI engines. At the same time, engineers are
working on a sustainable fuel strategy and the
electrication of the drivetrain.
SO, THE FIRST PILLAR FOCUSES ON
DOWNSIZING?
Yes. TDI and the TFSI remain important power
sources for passenger vehicles. More than
30 Audi models already have CO
2
emissions
below 140g/km. At Audi, TFSI represents
the combination of two of the brands core
competencies direct fuel injection and
turbocharging. In 2004, Audi became the
rst OEM in the world to introduce TFSI
technology, and of course, the 2-liter
TFSI has won many International
Engine of the Year Awards. Forced
induction engines from Audi offer
high torque at low engine speeds
and harmonize perfectly with longer
gear ratios. And its important to add
that this does not mean any loss of
dynamic performance of the vehicle.
The combination of direct fuel
injection, downsizing,
and downspeeding has enabled Audi to increase
efciency by 25% in the last ten years.
AND WHAT ABOUT DIESEL TECHNOLOGY?
That forms our second pillar. The TDI engine in a
mass-produced passenger vehicle another Audi
innovation is already an extremely successful
technology. Since its debut in the Audi 100 in
1989, the electronically controlled turbodiesel
with DI has experienced an increase of over 100%
in power and a 70% increase in torque relative
to displacement! All this and its emissions have
been reduced by 95% over the same period. The
Audi modular efciency platform includes potent
technologies for all combustion engines. One of
them is the further reduction of internal friction
by means of new solutions for the mounting and
coating of the rotating and oscillating parts. In the
future, targeted deactivation of individual
cylinders in the partial load range will
make the engine an engine-on-demand
that can operate as a four-cylinder or an
eight-cylinder engine as needed.
HAVE BIOFUELS GOT A ROLE
TO PLAY IN AUDIS PLANS?
Breakthrough developments in fuels
is what our third pillar is all about. New
fuels will drastically reduce the CO
2
emissions of the engines if
you do not simply look at
the emissions leaving the exhaust system, but
instead take the well-to-wheel view, which
extends from the source of the fuel to the motive
energy at the wheel. Audi already offers the
A4 2.0 TFSI exible fuel that runs on E85. It is
equipped with the worlds rst turbocharged
ethanol direct-injection engine. Second-
generation biofuels will signicantly improve the
well-to-wheel balance of combustion engines.
Whats more, these fuels are no longer in
competition with the food supply. One such fuel
is cellulose ethanol, which a company in Canada
produces using a special technology called
the Logen process, which utilizes straw as the
starting material. This cellulose-based ethanol
reduces CO
2
emissions in the well-to-wheel
balance by around 85%, and also has a high yield
per planted acre.
WHATS THE FINAL PILLAR ABOUT?
Its basically the electrication of the drivetrain.
The basic level comprises the start/stop and
recuperation systems the microhybrids that
Audi already has on the market in numerous
model series. The next stage comprises mild and
full hybrids in the higher vehicle classes. Above
that are applications such as plug-in electric
vehicles, which use electricity from the outlet as
drive energy. These can break down into pure
battery-electric vehicles, battery-electric vehicles
with range extenders and plug-in hybrids.
Five questions with Axel Eiser, head of engine development at Audi
Finally, outside Volkswagen Group, who makes the
best engines in the world?
BMW has developed very nice four-cylinder diesel engines
that I like very much. In the past, Ive really liked some
Honda powertrains especially the S2000 engine, which
for me was a great example of a good, mechanical engine.
Within the VW Group, I really like the TSI Turbo; its very
good to drive. At the other end, Im a big fan of the V10
R8, as well as the RS5 engine.
Electric vehicles, like
the Audi e-tron, will
play an important role
in Volkswagen Groups
future engine line-up
INTERVIEW: WOLFGANG HATZ
Casting Simulation Software ADSTEFAN ensures
9 Easy operation
9 High speed calculation
NOW AVAILABLE IN WORLDWIDE
9 High speed calculation
9 Reliable results
For further information
www.adstefan.com/english/index.html
Distributor Located in
JAPAN, CHINA, TAIWAN, MALAYSIA, INDIA
For other locations, Email to: adstefan@ml.ijs.hitachi.co.jp
Ibaraki Hitachi Information Service Co., Ltd.
World Headquarters (US): +1.317.244.1200
Europe: +44.1483.541000
www.scscoatings.com/auto
When it comes to extreme conditions,
nothing protects like Parylene.
A stable and reliable coating is critical to the trouble-free life of automotive components
as they perform in corrosive environments, including extreme temperatures, fuids,
humidity, UV light and vibration.
SCS Parylene HT is an ultra-thin, pinhole-free and extremely stable protective conformal
coating. Engineered by Specialty Coating Systems, the world leader in Parylene coatings,
Parylene HT is specifcally designed to withstand temperatures up to 450C (long term up
to 350C), higher than most industry standard coatings.
Contact SCS today for more information on using Parylene to ensure the performance
of your advanced automotive technologies.
STAR-CCM+ STAR-CD STAR-CAD SERIES
SUPPLIER INTERVIEW: ARISTO
Engine Technology International.com September 2010
59
Although some suppliers have struggled over
the past two years, Aristo Intelligent Catalyst
Technology has grown in strength thanks to
the companys underlying aim: Our goal
is to help our customers meet emissions
regulations this is what we specialize in,
states Doug Kowalski, the Aristo operations
director.
And it would seem Aristo realizes such
targets with great affect. Founded in 1990,
the Indiana-based supplier has established
itself as a leader in bringing to market
breakthrough catalyst technologies for OEMs
in several different industries, ranging from
high-tech automotive and agricultural
applications, through to marine, commercial
and industrial sectors.
One of the most signicant things we
bring to the table is our coating process,
which is very well controlled and it really is
state-of-the-art, says Kowalski, who is a
veteran in the catalyst business. Having
joined Aristo ve years ago, Kowalski brings
over 25 years of industry experience to the
CATALYST
FOR GROWTH
Doug Kowalski, Aristos operations
director, says the company plans
to widen its product portfolio
60
September 2010 Engine Technology International.com
table. To say hes an expert in coatings and catalysts is an
understatement. He continues: Product identication and
quality control are two standout features that we offer the
market.
One of the companys leading products is its MISO
coating technology that minimizes part handling through
the use of automation and robotics, all of which leads to
more consistent and predictable loadings. Such use of
automation means that MISO benets from fully
automated touchscreen controls that greatly enhance
speed, efciency and precision. To ensure that the highest
development quality needs are met, Aristos MISO process
includes lasering a 2D matrix product barcode on each
catalyst, therefore ensuring every piece meets the exact
specications required.
Meanwhile, the companys innovative BON-X process
formulation technology is playing an equally important
role. BON-X essentially allows for the development of
washcoats that offer ner, more evenly distributed
formulations that provide for a more consistent coating
characteristic. This state-of-the-art formulation process
can be applied to a range of substrates including ceramic
and metallic monoliths; ceramic and metallic foams; high
and low cell densities; standard, thin and ultra thin walls;
diesel particulate lters; and even small volume lawn and
garden equipment.
Our advanced manufacturing system puts together
MISO, a precision catalyst coating process with proprietary
BON-X technology to deliver highly engineered intelligent
catalysts, adds Kowalski, who is clearly proud of the
inroads the company has made in only two decades.
And the operations director has a clear vision where he
wants to take Aristo in the next ve years: We want to
improve our existing platform technologies you always
have to be improving your current products!
Were widening our product portfolio because there
are more and more emissions requirements within the
industry. Part of the new product rollout will be
enhanced NOx control systems that address NOx-related
emissions regulations, which will come into affect in the
next two years. As a company, we dont stand still we
are always looking to improve our technologies. For
example, theres more and more emphasis in particulate
matter for diesel applications, so we have to improve DPFs
to cater for this. Were exploring new substrates that allow
DPFs to work more efciently, but at the same time were
working with our current recipes to enhance our current
products in this eld.
Priding itself on having a lean operation which
enables key decisions to be made very quickly, says
Kowalski, Aristo employs 45 people on a single site. In
the labs of which there are three, the dry-based lab, the
wet-based lab, and the production control lab Aristo
engineers are privy to the latest analytical and R&D
equipment, including surface area analysis, an XRF
and ICP for compositional analysis, and particle size
measurement systems.
With such a setup, its easy to see why Aristo has come
such a long way in a short period of time, as Kowalski
neatly sums up: The R&D team that weve assembled
here is a collection of industry experts. We have a
substantial amount of talent in this area and thats why
were well prepared for the next 20 years!
SUPPLIER INTERVIEW: ARISTO
One of the most significant things
we bring to the table is our coating
process, which is very well controlled
and it really is state-of-the-art
MISO coating technology minimizes
the handling of components through
the use of automation and robotics
Aristo has brought to
market advanced and
high-tech catalysts
that reduce emission
Aristo has brought to
market advanced and
high-tech catalysts
that reduce emission
Less energy, simplied workow
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62
September 2010 Engine Technology International.com
The last six months have
marked the arrival of not one
but three Chinese car makers in
Europe. ETi gains exclusive entry
to two new R&D facilities to nd
what future plans they have
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Low cost VCR technology for all engine types
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65
S
hanghai Automotive Industry Corporation
(SAIC), one of Chinas top ve car companies
with successful JVs with GM and VW, is
looking to European skills and expertise for
the creation of new global designs, including
state-of-the-art powertrains and advanced transmissions.
Drawing on a nucleus of former MG-Rover Group
teams, SAIC formally opened its UK technical center
in Longbridge, Birmingham, in June of this year to
complement its technical facilities in Shanghai, where
1,200 of its engineers are based, and Nanjing, where a
further 200 engineers call home.
The UK technical center adjacent to MG Motor
assembly facilities on the former Rover Longbridge site
houses 300 engineers whose experience in vehicle
programs averages 20 years. It has grown out of Ricardo
2010 Consultants, the group established in 2005 to keep
the considerable MG-Rover expertise intact, and to form
the foundations for SAICs
overseas R&D capability. Three
years ago, ownership of the group
transferred to SAICs UK holding
company to become the SAIC
Motor (UK) technical center, and
18 months later, the team moved
to the
62-acre Longbridge site.
More than US$4.5 million has
been invested in the new center, a
design studio and advanced data center that facilitates
high-speed links with China. Engineering conferences
with teams in China are held daily, and clocks around the
facilities show the time in the UK and China. Synergy is
key to this partnership, especially as with just a couple of
hours overlap at the end of the working day in China and
the start of business in the UK, the company effectively
benets from a 16-hour productive day.
HCCI is not yet a
proven and viable
technology. But if and
when it is, our engines
will be able to bene t
By the end of the year, a further US$2.6 million will
have been invested in relocating and upgrading former
Rover engine test cells to develop the next-generation of
engines for SAICs Roewe brand its rst own brand in
China and for MG models for global markets.
One of the highly experienced former Rover engine
development engineers currently working on a new family
of powertrains for SAIC is chief engineer George
Houghton. He has spent his whole career working for the
companies that preceded MG-Rover and has witnessed a
series of changes of ownership and uncertainty over the
future of key engineers. Today, he sees being an integral
part of SAIC, and its global development, as the beginning
of a new dawn. It really is a fresh start, he says.
Everyone here is committed and dedicated to delivering
the very best in engines, gearboxes and every aspect of
vehicle design.
On the occasion of the formal opening, the team
displayed some of the engines and transmissions
developed in the UK and revealed brief details of the new
powertrains being penned. These, said Houghton, would
be advanced designs offering class-leading power and
performance from compact physical dimensions with
minimum emissions. And they would be able to capitalize
on future developments such as HCCI as and when
such technology became viable, he added. HCCI is not
yet a proven technology. But if and when it is, our engines
will be able to benet. They will be advanced designs able
to take advantage of combustion technology developments.
Although the team is tight-lipped about the overall
specication and power outputs of all the new engines
Engine Technology International.com September 2010
CHANGAN EXPANSION
SAIC is not the only Chinese car maker expanding in the UK. In June of this year Changan
opened its new UK R&D base in Nottingham, and the plan is to use the center to develop
low carbon vehicles of the future, including electric vehicles. The Chinese OEM will invest
US$30.5 million to open and run its Nottingham operation over the next ve years, and the
aim is to recruit 40 powertrain and transmission engineers by the end of this year.
Highlighting the importance of the new facility, XU Liuping, Changan chairman, said:
Setting up our own R&D centers overseas, including in the UK, is a vital stepping stone
for us to utilize global resources and to enter the league of the world-leading car makers.
Changan has already established two design centers, one in Turin, Italy, which was opened in
2005, and another in Yokohama, Japan, in 2008, but the Nottingham facility is of particular
importance for Dr Yu Chenglong, project leader of the UK center: After thorough research
and consideration, we feel the UKs advantages in automotive R&D, the range of its industrial
capabilities, which t well into Changans strategy, and the UKs openness to working with
Changan strongly positions the UK to host Changans R&D center.
A raft of new powertrains
is being developed by
SAIC for the MG brand
A raft of new powertrains
is being developed by
SAIC for the MG brand
GOING WEST
66
under development, ETi can reveal some details. The new
family of small gasoline engines embraces 1.3-liter, 1.5-
liter and 1.6-liter four-cylinder units, with extremely
compact dimensions meaning an attractively small cube
for engine-bay packaging. The 1.3-liter unit will have a
bore and stroke of 75mm and 76mm, and the 1.5-liters
bore will be the same but with a stroke of 84.8mm. The
larger 1.6-liter has a 77.4mm bore and 84.8mm stroke.
The new family of large gasoline engines will see 2-liter
and 2.4-liter four-cylinder units and 3-liter and 3.6-liter
V6s, all designed to be as economical as possible and to
offer optimum power output. ETi has also learned that the
2-liter straight-four bore and stroke will be 88mm/82mm
and the 2.4-liters comes in at 91mm/92mm. Although
the foreseeable climate is not conducive to launching
large-capacity engines, it is believed that the four-cylinder
units have been designed to facilitate rapid development
by joining two to produce a V8.
Also under development is a new family of sub-1.9-liter
diesel engines, which will be vital for sales of new MG
models across Europe. At the same time, the team is
September 2010 Engine Technology International.com
working on development of an existing 1.8-liter unit into
a family of engines specically for China.
Richard Moore, executive director of powertrain says
that his team are also developing a wide range of
transmissions including ve- and six-speed manual and
automated-shift options. Were also looking at seven-
speed transmissions, he reveals. As part of the teams
wider brief, engineers are considering the options for
future alternative drivetrains including electric hybrids.
The sheer scale of work being undertaken in
Longbridge is only appreciated when entering the vast
ground-oor CAD ofce with its row-after-row of work
stations manned by an army of engineers. And in keeping
with the rest of the site, there is room for expansion. We
have a similar amount of room available on the rst oor
of this building, adds Dave Lindley, president of the
SAIC UK technical center and global vice-president of
advanced engineering.
GREAT HOPE
China became GMs largest market
this year, surpassing the USA. GMs
president in China, Kevin Wale,
answers some key questions.
How do you see the Chinese
market shaping up in terms
of powertrain development?
China has realized the importance of
energy and would like to reduce its
reliance on fossil fuels. The OEMs
are encouraged to produce vehicles
with small displacement and fuel
efcient engines. GM is continuing
to improve the fuel efciency of our
products, with a 20% improvement
over the last ve years.
What powertrain mix will the
Chinese market have by 2025?
China is the most exciting emerging
market in the industry. The market
is growing fast and changing
quickly beyond our expectations.
Alternative energy vehicle
development is the most important
task for all car makers in China as
the government encourages them
to invest in new energy vehicles.
According to the policy made by the
central government, car makers will
get the nancial support to develop
and produce electric vehicles. We
also see developing potential for
hybrid vehicles in the short- to
medium-term.
At present, OEMs are using China
as a base to produce cars within the
country for the local market. Are
there any plans to export Chinese
GM vehicles for North America?
GM Chinas rst priority is to meet
the needs of the domestic market.
GMs philosophy has always been
to build where we sell, and we
continue to believe that is the best
strategy for long-term success, both
from a product development and
business-planning standpoint. We
have started to export products to
Latin America and the Middle East
and have announced our intention to
start production of products in India.
Is there a vehicle production
overcapacity problem in China?
No. China is one of the largest markets
in the world. Consumer demands for
private vehicles is high. Compared
to markets like the USA or Europe,
where vehicle owners have reached
600 cars per thousand people, the
number for China is currently 50
cars per thousand people. Capacity
will sometimes exceed immediate
demand needs but with the rapid
growth in this market this capacity is
soon used up.
GM makes some acclaimed,
engines. Will it ever use China
for state-of-the-art engine R&D?
GM brings the most advanced
engines to the Chinese market to
meet the Chinese customers needs.
We have introduced the Ecotec
engines ranging from 1.6-liters
in capacity to a 2-liter turbo, and
SIDI engines from 3-liters in size to
3.6-liters. GM has invested a lot in
powertrain R&D. We have locally
developed P-Tec engines from 1-liter
to 1.4-liters and we will continue to
develop our skills in this area.
Along with SAIC and
Changan, BYD is also
planning to launch new
car products in Europe
Along with SAIC and
Changan, BYD is also
planning to launch new
car products in Europe
GOING WEST
You need !
Because
emissions
control isnt
this easy...
68
September 2010 Engine Technology International.com
REGIONAL FOCUS
H
ungarys automotive sector
contributes 20% of total exports
in eastern Europe and is
considered a Detroit of the East
by many analysts. In 2007, its
vehicle export sales were worth around
US$10.4 billion, and in the same year it
exported US$6.73 billion worth of engines.
The sector employs 100,000 people, or one in
a hundred of its inhabitants.
Hungary is a member of the EU, and from
its strategic position in the middle of Europe
can easily reach East and West Europe, says
Agnes Henter, deputy director and automotive
specialist at ITD Hungary, the Hungarian
Investment and Trade Development Agency.
Our four trans-European motorways run
through the country to provide excellent
access, he adds
Already a nation with
strong nancial
incentives for
foreign investors,
the Hungarian
government that
assumed ofce in
April of this year has plans to go even
further. The new government wants to
simplify the taxation system and reduce
bureaucracy by canceling one in three
previously required permits, so enabling a
new business to establish itself more easily.
This is on top of existing incentives such as
large non-refundable government subsidies,
an 80% reduction of corporate income tax for
up to ten years, and costs covered for training.
When Audi was looking for a new production
site back in 1992, it chose the Hungarian
town of Gyor out of 180 potential venues.
From this, Audi Hungaria Motor was born, an
Audi subsidiary that has manufactured over
15 million engines in the past 15 years, and
has a maximum output of 1.9 million units
per annum. Its multicylinder engines
(ranging from four right through to 12 and
including the award-winning 2.5-liter ve-
cylinder) are deployed not just by Audi but
also by Volkswagen, Seat and Skoda, and are
manufactured at Gyors modern, just-in-time
facility. Such progress means that Gyor is now
the worlds third largest engine manufacturer.
GM has also held a presence in the country
since 1991 and is the sole manufacturer of the
Ecotec 1.6-liter and 1.8-liter Family 1 petrol
engines, with an output of 500,000 units per
year. GM has calculated that its most
productive plant worldwide is in Hungary,
says Henter with pride. Wages here are lower
than in western Europe and this is combined
with a well-educated, industrious workforce.
Due to our engine development center and
our ability to design excellent
products, Hungary is one of the
drivers of engine development
in Europe. We have over 48,000
technical students in higher
education and nearly 20%
of our engineers are
involved in product
improvement.
In 2012 Daimler will
begin production of an
estimated 100,000
compact Mercedes
vehicles per year in
the central Hungarian
city of Kecskemt. This move was backed by
the Hungarian government, which provided a
package of measures showing prioritization
towards the project. As Dieter Zetsche, CEO
of Daimler remarked, A well-trained labor
force, a dense supplier network and favorable
logistics conditions were the main arguments
in favor of Kecskemt. The new site will
create 2,500 jobs, though unlike the Audi,
it would seem that Daimler has no
immediate plans to start producing
engines in Hungary.
Eastern promise
Eastern Europe is a region with a strong automotive legacy,
particularly in the production of components, but how many
countries are making true inroads into engine manufacturing?
WORDS: SAUL WORDSWORTH
13 - 16 January 2011 NEC Birmingham, UK
E0k0PE'5 LAk6E5T
- 0ver 28,b00 nolorsporl lrode buyers
- 0ver 4,000 overseos buyers fron 50 counlries
- 0ver L750m worlh of business generoled ol lhe Show
- 0ver 700 exhibilors
- 0reol Nelworking!
For infornolion oboul exhibiling.
Fnoil autespert.internatienaI@haymarket.cem
Tel +44 l0 20 82b7 8300
0r visil www.autespertinternatienaI.cem
IdgZ\^hiZgVhVigVYZWjnZgVcYWdd`ndjgi^X`Zih
k^h^i/mmm$Wkjeifehj_dj[hdWj_edWb$Yec
dgXVaa/&.*+('.,&'(
0E0ICATE0 TkA0E-0NLY
H0T0k5P0kT EXRIITI0N
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Engine Technology International.com September 2010
Audis Gyor plant has
become the third largest
powertrain production
facility in the world
69
70
September 2010 Engine Technology International.com
SUCCESS IN SLOVENIA
Slovenia, like Macedonia and Serbia,
was part of the former Socialist Federal
Republic of Yugoslavia. Nestled between
the Alps and Adriatic Sea, this country of
two million will admit that it is unlikely
ever to be a leading force in the auto
industry. Nevertheless, it does play host
to one very impressive OEM. Dusan
Busen is MD of the Automotive Cluster
of Slovenia (ACS): Renault-owned
Revoz is Slovenias only car factory, he
says. This group bodywork assembly
plant has the capacity to produce
200,000 Clios and Twingos every year.
Export of these models accounts for
nearly 10% of Slovenian business. The
Brand new image
Like Hungary, Serbia is one of Europes fastest growing
economies. It possesses a population of nearly 10 million
and an established infrastructure, albeit one thats still
recovering from the wars in the 1990s. Incentives to
invest include the lowest rates of VAT (18%) and corporate
tax (10%) in the region, as well as a 10-year tax holiday
for any company creating more than 100 new jobs. If a
projects value is US$250 million and creates 1,000 new
jobs, the state will cover up to 25% of the investment.
Vladimir Tomic is the automotive specialist at SIEPA, the
Serbian Investment and Export Promotion Agency, and he
says the country is ripe for automotive investment: The
government recently declared automotive is one of the
sectors of special importance, he says. This means that
in the future, the very highest level of encouragement will
be given to investors in this area. Our strategic plan is to
have at least two OEMs based here by 2013.
And Serbia is already half way to meeting such a goal:
Fiat currently manufactures the Punto Classic, the
forerunner to the Grande Punto, and exports to nearby
markets. Recently, it was announced that Fiat would move
the manufacture of the Fiat Multipla and Idea minivans
from Turin to Kragujevac, resulting in an investment of
US$1.2 billion. The Serbian Government will itself invest
around US$315 million.
Its plan is to produce 200,000 units per year, continues
Tomic, but this, though, will not include any engine
manufacture. The production of engines is not in a good
state in Serbia right now, admits Tomic. Fiat get their
engines from their production plant in Poland. This may
change in time but not yet. We have made engines in the
past but no longer.
So Serbias potential as an engine manufacturer remains
unexplored. It benets from the advantage of being able to
export goods to the large Russian market without tax
the only country in Europe with such an agreement. Yet it
is still not a member of the EU and despite a number of
notable successes, there is no denying the country suffers
from problems of perception. Our country was under UN
sanction, during the war in former Yugoslavia and I think
many potential investors still have a bad impression of
Serbia, explains Igor Vijatov, CEO of the Automotive
Cluster of Serbia. We are now a modern democratic
country with a free market and the biggest
challenge for us is how to convince
investors that Serbia is a safe and
good place for investment.
Step by step
Like Serbia,
Macedonia is also
looking to secure
automotive business,
but rst the country needs to re-establish
old ties. As part of the former Yugoslavia we
used to be part of global supply chains through
Fiat, but the links were severed after the break-up of
the country and these companies were cut adrift,
admits Dejan Janevski, portfolio manger for Macedonias
USAID Competitiveness Project. Our principal aim right
now is to support these companies and help them nd
their way back into these chains.
The organizations that survived and regenerated now
mainly develop safety systems and car batteries, along
with a few engine components. Fiat is considering a
couple of companies here that they have old relationships
with but we are not close to manufacturing our own
engines, admits Janevski. The concept of an organized
approach to the automotive business here is fairly new. The
Auto Cluster of Macedonia was only founded in 2007.
Despite this the country boasts big investment wins in
Johnson Controls and Johnson Matthey, the latter viewing
Macedonia as its mega-Euro plant for the next decade. It
is also a young country 45% of the population is under
30. Operating costs are among the very lowest in Europe
and it has good proximity to assembly plants in central
Europe and Turkey. We hope to attract a few Tier 1s here
by 2015, outlines Janevski, but for the most part our
focus will be moving our domestic suppliers up a Tier.
REGIONAL FOCUS
Fiat will invest up to
US$1.2 billion in the
Kragujevac facility
engines are
manufactured in
France. We still have a little
way to go when it comes to
creating a proper infrastructure.
As with all other countries in the
region, Slovenias investment incentives
are impressive: any foreign manufacturing
investment bringing 25 new jobs to the
region will be granted over US$1 million
from the government, which will also fund
up to 30% of total investment costs, and
this may be 40% for medium-sized
companies and 50% for small ones.
However, for now at least there is a
particular barrier to the establishment of
an engine manufacturing plant. Our
employment rate is very high, says
Busen. Before the economic crisis last
year we were close to employment
saturation. Therefore we would struggle
to accommodate an OEM who wishes
to employ 3,000 of our workers. We are
more interested in SMEs.
Slovenia is home to
Renaults Revoz
plant that rolls out
the Clio and Twingo
Like all Swiss technology;
it runs like clockwork.
Looking for unsurpassed solutions in certified connections?
OETIKER, your global expert and personal partner, always meets you halfway: customer-specific
from development, to installation tools, to complete system solutions.
Industry authorities choose OETIKER. www.oetiker.com
Tailor made water pumps
From design to mass production
manufacturer since 1942
via Ruca, 406 - 25065 Lumezzane, Brescia (Italy)
tel +39 030 8250411 - fax +39 030 8922536 www.saleri.it - e-mail: info@saleri.it
ExtraEnergy is an international non-prot
organization with headquarters in Tanna,
Germany. Its activities promote the
development of independent information
and testing of light electric vehicles (LEV).
Correspondents reside in China, France,
Italy, Japan, Korea, Spain, Taiwan, and
the USA. ExtraEnergy proudly hosts the
Worlds largest LEV collection.
www.EnergyBus.org
EnergyBus is a new industry standard
for connecting electric components
of LEVs. It consists of a connector set,
communication protocol, and energy
management system. EnergyBus is
currently being developed under the
lead of EnergyBus Inc. in cooperation
with CAN in Automation (CiA) Inc.
www.batso.org
BATSO is a battery safety and certifica-
tion standard. Batteries which have
successfully passed a test according to
BATSO regulations are certified with the
BATSO seal.
The project partners of BATtery Safety
Organization are ExtraEnergy, ITRI, TUV
Rheinland Taiwan, and UL.
www.LEVconference.org
www.ExtraEnergy.org
The conference on Light Electric Vehi-
cles, organized by ExtraEnergy, is a key
event for the entire LEV industry to stay
up to date with the latest developments
of electric mobility worldwide. The LEV
Conference location alternates annually
between Taiwan and Germany.
13 - 16 January 2011 NEC Birmingham, UK
E0k0PE'5 LAk6E5T
- 0ver 28,b00 nolorsporl lrode buyers
- 0ver 4,000 overseos buyers fron 50 counlries
- 0ver L750m worlh of business generoled ol lhe Show
- 0ver 700 exhibilors
- 0reol Nelworking!
For infornolion oboul exhibiling.
Fnoil autespert.internatienaI@haymarket.cem
Tel +44 l0 20 82b7 8300
0r visil www.autespertinternatienaI.cem
IdgZ\^hiZgVhVigVYZWjnZgVcYWdd`ndjgi^X`Zih
k^h^i/mmm$Wkjeifehj_dj[hdWj_edWb$Yec
dgXVaa/&.*+('.,&'(
0E0ICATE0 TkA0E-0NLY
H0T0k5P0kT EXRIITI0N
IG69:DCAN96NH13 & 1/ JlNUlRY 2O11
PRODUCTION NEWS
September 2010 Engine Technology International.com
72
Ashland India has acquired a 10-acre site in India to build
a packaging and blending plant for the Valvoline-branded
automotive and heavy-duty lubricants. The site will be
located in the Ambernath industrial area near Mumbai,
and will have an initial production capacity of 100 million
liters per year. Construction of the plant is scheduled to be
completed toward the end of 2011, with the facility being
managed by Valvoline Cummins, a JV established in 1998
between Ashland and Cummins India.
ASHLAND SECURES PRODUCTION SITE
The JV manufacturing plant
operated by PSA Peugeot
Citron and Mitsubishi
Motors has ofcially started
vehicle and powertrain
production. Located in
Kaluga, Russia, the state-of-
the-art facility is 70% owned
by PSA, with the remaining
30% taken by Mitusbishi.
This plant represents a joint
initial investment of US$607
million and will help
realize growth for both
OEMs in Russia.
The Kaluga
partnership
represents the latest in a
growing line of JV projects
that PSA and Mitsubishi
have formulated in recent
years. The two OEMs share
production platforms in
Japan for manufacture of
SUVs including Citrons
C-Crosser. The French car
maker has also bought into
Mistubishis EV technology,
with the upcoming Citron
C-Zero and Peugeot iOn
models heavily based on the
Mitsubishi i MiEV, which
has been launched in Japan
and the UK.
KALUGA PLANT OPENS FOR ACTION
The Renault-Nissan Alliance has
unveiled measures that will
further strengthen its partnership
with AVTOVAZ, Russias leading
car manufacturer. Codenamed
the AVTOVAZ Development
Program 2020, the three partners
are aiming to secure a combined
Russian market share of 40% by
2015. Essentially, this will mean
a growth of 10% in the next ve
years. In February 2008 Renault
bought a 25% stake in AVTOVAZ,
but its only now that the partners
are formulating a plan that will
see the three brands Renault,
Nissan and Lada work closer
together. With three plants in
Russia, the Renault-Nissan/
AVTOVAZ partnership will have
a production capacity of 1.3
million units by 2012. And as
part of the agreement, Renault-
Nissan will introduce quality
controls and established
production processes that will
ensure maximum exibility to
enable the Russian OEM to
achieve the highest product
quality goals.
ALLIANCE STRENGTHENS RUSSIAN PARTNERSHIP
KALUGA FACT SHEET
Location
180km south-west of Moscow
Management
Didier Aleton, managing director;
Masayuki Imada, deputy managing director
Surface Area
145 hectares (adjacent to a 30
hectare supplier park)
Production Capacity
125,000 vehicles per year (in three shifts)
Vehicles Produced
Mid-range sedan vehicles for Peugeot and
Citron; mid-range SUVs for Mitsubishi,
Peugeot and Citron
Headcount
3,000 employees
Toyotas Deeside plant in the UK has become the car
makers rst manufacturing facility to produce a hybrid
vehicle engine outside Japan. The 1.8-liter VVT-i drivetrain
will be installed in the all-new Auris. The production process
for the hybrid powerplant sees raw aluminum being smelted
and cast on-site, prior to machining, with assembly and
testing of the completed unit also taking place at Deeside.
The nished engines are then shipped to Toyotas second
UK plant in Burnaston for installation. Toyota opened its
Deeside operation in 1992 and it currently has more than
500 people on site, working two shifts ve days a week.
TOYOTA ROLLS OUT FIRST EURO HYBRID
Like all Swiss technology;
it runs like clockwork.
Looking for unsurpassed solutions in certified connections?
OETIKER, your global expert and personal partner, always meets you halfway: customer-specific
from development, to installation tools, to complete system solutions.
Industry authorities choose OETIKER. www.oetiker.com
Tailor made water pumps
From design to mass production
manufacturer since 1942
via Ruca, 406 - 25065 Lumezzane, Brescia (Italy)
tel +39 030 8250411 - fax +39 030 8922536 www.saleri.it - e-mail: info@saleri.it
ExtraEnergy is an international non-prot
organization with headquarters in Tanna,
Germany. Its activities promote the
development of independent information
and testing of light electric vehicles (LEV).
Correspondents reside in China, France,
Italy, Japan, Korea, Spain, Taiwan, and
the USA. ExtraEnergy proudly hosts the
Worlds largest LEV collection.
www.EnergyBus.org
EnergyBus is a new industry standard
for connecting electric components
of LEVs. It consists of a connector set,
communication protocol, and energy
management system. EnergyBus is
currently being developed under the
lead of EnergyBus Inc. in cooperation
with CAN in Automation (CiA) Inc.
www.batso.org
BATSO is a battery safety and certifica-
tion standard. Batteries which have
successfully passed a test according to
BATSO regulations are certified with the
BATSO seal.
The project partners of BATtery Safety
Organization are ExtraEnergy, ITRI, TUV
Rheinland Taiwan, and UL.
www.LEVconference.org
www.ExtraEnergy.org
The conference on Light Electric Vehi-
cles, organized by ExtraEnergy, is a key
event for the entire LEV industry to stay
up to date with the latest developments
of electric mobility worldwide. The LEV
Conference location alternates annually
between Taiwan and Germany.
The 2010 Conference will take place in
Cologne on October 4-5.
ContiTech Fluid Technology
has developed extremely
resilient engine fuel lines specically
for high-performance truck engines
with up to 16-liters displacement.
As a result, ContiTech is making a
major contribution to improving
driving safety, riding comfort and
environmental protection. With the
new engines, it has been possible
to reduce both consumption and
emissions a novelty for the North
American market. Its sustainable
concept makes the system future-
proof without restriction, not only
with regard to the strict American
EPA 10 exhaust-emissions
standards, but also for potential
future measures for reducing
exhaust gas emissions. The fuel
lines are characterized by their low
maintenance costs, high reliability
and long service life.
Conventional fuel lines would not
be able to cope with the needs of
these heavy-duty engines. This is
why ContiTech developed a new
generation of lines especially for this
application. Due to a new, extremely
temperature-resistant rubber
compound and special braiding,
which can sustain the high
operating pressures, the lines can
withstand pressures of up to 35 bar
and operating temperatures of up to
130C. The lines withstood the
ame test for a period of four hours
without any noticeable loss in
performance. Stainless steel
braiding is also available to increase
the levels of heat dissipation, this
further improving the test results.
The fuel lines with 15mm inside
diameter can also be supplied as
double lines, thus saving time and
space during assembly. The lines
can simply be attached directly to
the engine using a special ange
and secured with a screw. The new
high-performance engines and the
fuel lines from
ContiTech are used
in many makes of
heavy trucks built at sites around
the globe. For example, ContiTech
exclusively serves fuel lines to the
new line of engines from Paccar.
The plants in the USA and the
Netherlands are supplied with 27
variants of the tried-and-tested PAK
lines. Seven lines per truck means
that packages can be tailored to the
specic engine. Minimal engine
clearances call for plastic lines with
narrow bending radii and maximum
exibility. Metal lines are no longer
capable of satisfying these
specications as they cannot
absorb the vibrations that occur
when an engine is running. As a
result, these metal lines
can break easily.
Incorporating its know-
how from the car sector, ContiTech
developed preformed PAK lines
for commercial vehicles. The
advantage of these lines is that they
absorb all vibrations and very
reliably connect all the aggregates
to the diesel engine fuel supply
in spite of the minimal installation
dimensions and narrow bending
radii. The line connections comprise
a polyamide lining spray, coated
with a thin layer of rubber to
enhance re resistance. The
connections were optimized for the
higher requirement of the commercial
vehicle market. Thanks to polyamide
A look at applications in the latest generation
of high-performance truck powertrains with
reduced consumption and emission levels
Resilient fuel lines
lining, the lines can withstand
pressures up to 14 bar and
temperatures from -35C to +100C.
ContiTech is one of the few
suppliers in the industry that
can produce such a hose line
for this special application,
thus contributing to the further
development of modern engines.
ContiTech Fluid Technology has developed
extremely resilient engine fuel lines
specically for high-performance truck
engines with up to 16-liters displacement
Gnter Frlich at ContiTech
Fluid Technology
W. www.contitech.de
ONLINE READER
ENQUIRY NO. 501
74
September 2010 Engine Technology International.com
PRODUCTS & SERVICES
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PRODUCTS & SERVICES
Variable valve control is a key
factor for creating modern,
economical, low-emission IC
engines. The combustion process
can be adapted to the specic
performance requirements and
lling of the combustion chamber
can be optimized to increase energy
efciency and reduce emissions.
The Schaefer Group can look
back on a successful tradition in the
development and manufacture of
various components for variable
valve-control systems. The product
portfolio ranges from camshaft
phasing units and switchable
tappets up to the new INA
cam-shifting system and UniAir,
the worlds rst electrohydraulic
valve-control system.
The Schaefer Group has gained
extraordinary expertise during the
many decades it has developed
and manufactured high-precision
hydraulic components that are
matched to each other in the
range. This solid foundation has
enabled the Schaefer Group to
manufacture highly sophisticated
technologies, such as UniAir.
Camshaft phasing units shift the
opening curve that is dened by the
cams to an earlier or later point in
time. Camshaft phasing units do not
inuence the lift. Instead, they shift
the timing to optimally adjust it to
the load conditions and speeds.
The Schaefer Group has offered
these components since the mid-
1990s. Current hydraulic camshaft
phasing units require signicantly
less space than their predecessors
due to continuous development. In
addition to the benet of smaller
space requirements, the reduced
masses have a positive effect on
the moment of inertia and improve
engine response. Mechatronics is
also on the advance in this sector.
Electromechanical camshaft
phasing units respond even more
rapidly and require less space. The
effects achieved with camshaft
phasing units can be further
enhanced in conjunction with
switchable tappets. But the INA
product range comprises even
more components and systems
for variable valve control.
An example is the cam-shifting
system, which offers a wide range
of options and benets. It provides
the freedom to design valve-lift
curves and enables the combination
of cam-prole shifting and cylinder
deactivation. The INA cam-shifting
system does not need a hydraulic-
switching system. The electrically
controlled cam-shifting system
compensates the difculties
occurring in hydraulic systems due
to higher oil viscosities in the low-
temperature range by means of
switching that is not dependent on
oil pressure. The positive control
during the switching operation
ensures cyclical switching within
one rotation of the camshaft, even
at low temperatures. Another
benet is the systems low mass
moment of inertia due to small
moving masses. The original valve
springs used in the engine without
valve control variability can usually
be maintained. Smaller space
requirements, low system complexity
and reduced CO
2
emission levels
are the key, additional advantages
of this technology.
Schaefer has been successful
in the market not only with various
mechanical valve-variability systems
but also with UniAir, the worlds rst
fully variable hydraulic-valve control
system, developed in collaboration
with Fiat Powertrain Technologies
(FPT). This system is also controlled
by means of a camshaft. Here,
however, a hydraulic element,
controlled by an electronic valve,
enables almost completely free
variation of the valve opening curves
Switchable tappets, camshaft-phasing units, cam-shifting technologies
and UniAir are all sophisticated systems at the forefront of engine design
Advances in valve control
for each individual cylinder. Multiple
opening within a control cycle is
also possible. The effects on engine
power, torque and emissions are
considerable. In conjunction with
downsizing, for example, the fully-
variable hydraulic-valve control
system reduces fuel consumption
and CO
2
emissions by up to
25%. And through increased
performance levels, higher torques
and optimized engine response,
UniAir not only benets the
environment and the budget but
also the driving pleasure.
UniAir from the Schaefer Group
is the worlds rst electrohydraulic
valve-control engine technology
September 2010 Engine Technology International.com
76
Schaef er Group
E. info.de@schaef er.com
W. www.schaef er.com
ONLINE READER
ENQUIRY NO. 502
RILSAN
HT lower the
overall system cost and ensure longer service life of engine components.
Rilsan