MARCH 2019

FUTURE
EMISSIONS
REGULATIONS ENGINE EXPO
+ THE POWERTRAIN

MAPPED OUT TECHNOLOGY SHOW

PREVIEW
Your guide to what to see in Stuttgart
Industry experts predict on May 21, 22, 23 – turn to page 66
the direction of legislation YOUR FREE EXHIBITION
for 2025 and beyond ENTRY TICKET
IS INSIDE!

www.enginetechnologyinternational.com
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TECH INSIDERS
04. Forward thinking
Porsche future-proofs
the turbocharged 3-liter
flat-six that sits under the
hood of the updated 911
08. Big hearted
A look at Aston Martin’s
new naturally aspirated
V12, a 6.5-liter unit that
was co-developed by
the team at Cosworth
13. Double up
Following four years
of development, Nissan
adds two new 1.0-liter
triples to its Micra range
16. Mix and match
The latest addition to
Kia’s Nu engine family
combines Atkinson and
Otto cycles for notably
improved fuel economy
20. Personality profile
ETi talks to Hironori
Kuroe, engineering
manager at Subaru’s
European test and
development center
FEATURES
28. Driving force
Tobias Moers, CEO at
Mercedes-AMG, on the
future of performance
powertrains for the brand
36. Organized chaos
Can close collaboration
with consultancies and
Tier 1s help when engine
development timelines
reach a critical point?
42. Real deal
Continued advancement
in dynamometer tech
is enabling powertrain
simulation testing that
is closer to real road
driving than ever before
CONTENTS
MARCH 2019
MARCH 2019
FUTURE
EMISSIONS
REGULATION
MAPPED OUTS YOUR FREE
EXHIBITION ENTR
Industry exper TICKET IS INSID Y
ts predict E!
the direction
for 2025 and
of legislation
beyond
SHOW PREVIE
Your guide to what
to see
W
at this year’s Engine and hear
The Powertrain Expo +
Technology
Show – page 66
www.enginetech
nologyinternation
al.com
44. Dream machine
Simulation is becoming
an increasingly integral
part of ICE development,
but will it ever replace
physical prototype tests?
50. Talk the talk
Key industry figures
discuss the future of
automotive legislation
and potential regulatory
change in Europe
54 60. Tech savvy
The industry is working
in overdrive, developing
the tech that will enable
OEMs to meet the next
big wave of legislation
66. Expo preview
All the information
you need ahead of
COVER STORY Engine Expo + The
Powertrain Technology
54. Q&A
Director of Transport
36 Show 2019, taking place
this May at the Stuttgart
& Environment Greg Messe in Germany
Archer tells ETi what
OEMs should be doing 78. Lighten the load
to reduce emissions as Increasing digitization in
regulations get tighter the automotive industry
is changing the demands
placed on components
04
REGULARS
18. Engines on test
22. Johnson
24. Taylor
108. Final word
Engine Technology International.com // March 2019 // 01
 CONTENTS
88
103
3 Nicola Turner, Julie Welby
PRODUCTS & SERVICES
80. SFC Koenig 98. V&F
82. Eaton 100. Micro-Epsilon
84. Tenneco Powertrain 101. TLX Technologies
86. Siemens PLM 102. EMAG
88. BorgWarner 103. Garrett –
90. Ovako Advancing Motion
92. Arkema 104. AVL
94. Aumet Oy 106. Products &
96. FEV Services roundup
EDITOR’S NOTE
“With our history at heart and our eyes on the future.” That
was the title of one car maker’s media release at this year’s
Geneva Motor Show. Can you guess whose it was, though?
I’ll give you a clue: Judging by what this company showed
at Geneva in March – and actually taking into account the
last 20 or so international motor shows – it’s really difficult
to believe this particular car maker does have “eyes on
the future”. Or, if it does, then we’re all screwed, forever
imprisoned inside a 16-cylinder 8-liter engine cell.
Because that – the famed W16 heart – is what’s at the
very core of the two ‘new’ models Bugatti was showcasing
at Geneva – the first being the Chiron Sport ‘110 ans Bugatti’
and the second being a one-off super exclusive hyper sports
car, La Voiture Noire.
At a show in which just about every car maker announced
some form of electrification plans – even FCA got in the act,
surprising the industry with electric Fiat and Alfa Romeo
concepts and a production-ready PHEV Jeep – Bugatti
resisted all this and wheeled out the same old same old.
I mean, one teeny plug-in hybrid, four e-motor technology
tour de force isn’t out the question, is it? Just something that
hints at some sort of future powertrain direction?
And before you start writing an email to me… no, I haven’t
forgotten this is Engine Technology International magazine;
all I’m saying is that a 16-cylinder, 7,993cc IC philosophy
isn’t helpful at a time when the industry is having to work
overtime to keep the internal combustion engine alive.
02 // March 2019 // Engine Technology International.com
The word wizards
Editor in chief: Dean Slavnich
Deputy editor: Sam Petters
86 Production editor: Alex Bradley
Chief sub editor: Andrew Pickering
Deputy production editor:
Nick Shepherd
Senior sub editor:
Christine Velarde
Sub editor: Alasdair Morton
Contributors from all corners
James Billington, Lem Bingley,
John Evans, Rachel Evans,
Mike Magda, Max Mueller,
Bruce Newton, Greg Offer, Chris
96
9 Pickering, Leon Poultney, Matt
Ross, John Simister, Michael
Taylor, John Thornton, Karl
Vadaszffy, Richard N Williams
The ones who make it look nice
Art director: Craig Marshall
Art editor: Ben White
Design team: Andy Bass, Anna
Davie, Louise Green, Patrick
MacKenzie, James Sutcliffe,
Production people
Head of production and logistics:
Ian Donovan
Deputy production manager:
Robyn Murrell
Production team: Carole Doran,
Frank Millard, George Spreckley
Circulation manager:
Suzie Matthews
Commercial colleagues
Sales manager: Aboo Tayub
International sales: Damien
de Roche, Chris Richardson,
Joe McCaskill
Those in charge
CEO: Tony Robinson
Managing director:
Graham Johnson
102
2 How to contact us
Engine Technology International
Abinger House, Church Street,
Dorking, Surrey, RH4 1DF, UK
+44 1306 743744
enginetech@ukimediaevents.com
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Subscriptions
£90/US$120 for four
quarterly issues
Published by
Okay, forget the aforementioned four e-motors. How UKi Media & Events, a division of
UKIP Media & Events Ltd
about a shiny new V8 state-of-the-art concept with, say,
quad turbochargers and maybe some form of cylinder Member of the
on demand technology, especially seeing that VW Group Audit Bureau of
Circulations
cousins Bentley, Audi, Porsche and Lamborghini already Average circulation per issue for
specialize in COD? the period January 1, 2018, to
December 31, 2018: 10,708.
But no. Predictably and yawningly we get good old
The views expressed in the articles and
W16. Now let me add two things to this line of thinking: technical papers are those of the authors
one, despite its mammoth size, there are some brilliant and are not endorsed by the publisher.
While every care has been taken during
technical highlights to the Chiron 8.0 heart, no doubting that. production, the publisher does not accept
Two, I take on board the counterargument that Bugatti is a any liability for errors that may have
occurred. This publication is protected by
niche super supercar maker, so really the cry for emissions copyright ©2019. ISSN 1460-9509 (print);
reduction and better fuel economy is nowhere near as ISSN 2397-6330 (online)
Engine Technology International .
big in this part of the automotive world. But it should be. Printed by William Gibbons & Sons Ltd,
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Bugatti, in many respects, is our version of Concorde, so
Engine Technology International USPS
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form? They are not direct competitors, but one just has to Airfreight and mailing in the USA by agent
look over to Maranello to see what the awesomely clever named Air Business Ltd, c/o Worldnet
Shipping USA Inc, 155-11 146 th Street,
engineers at Ferrari are doing with its 3.9 V8, which has won Jamaica, New York, 11434. Periodicals
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US Postmaster: send address changes
And actually, if you do want a more head-on Bugatti to Engine Technology International,
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 TECH INSIDER // PORSCHE 3-LITER I6

SP INN ING
E W HEEL
T H
As Porsche prepares to launch the all-new 911 (992),
ETi hitches an exclusive test and validation ride
in the USA with powertrain director Matthias
Hofstetter to uncover all the engine tech details
WORDS:
KYLE FORTUNE

Matthias Hofstetter has arguably one of the
most desirable jobs in the global automotive
engineering arena. His business card simply
reads: Director of powertrain product lines
for 911/718.
The 21-year Porsche vet, who for seven years
prior to moving to Stuttgart was with Audi, has
always specialized in turbocharged engines.
He started his career working on the 996
Turbo, was instrumental in the implementation
of variable turbine geometry with the 911 Turbo,
and now, with all the 718 and 911 series models
featuring forced induction tech, Hofstetter is a
very busy man.
That the 992 is turbocharged is no surprise;
the second generation of the 991 before it
introduced a 3.0 flat-six turbocharged engine
across the entire Carrera line-up. Much of that
powertrain is carried over, but with ever-tighter
restrictions on emissions mated to the demand
for greater power, Hofstetter and his engineering
team have been hard at work developing – and
future-proofing – the 3-liter turbo flat-six that
sits in the rump of the 992 series 911.
“The base engine is actually the same, the
displacement is the same, the bore and stroke
are the same, but what we have done is move
from a solenoid injector to a piezo injector – this
is because of the emissions – so it has a very
different behavior, especially at cool temperatures
and at part load,” explains Hofstetter.
Such a change has enabled an alteration in
compression ratio, too, but Hofstetter admits that
the biggest modifications are around the exhaust
and intake systems. That’s all in an attempt to
create ‘good’ behavior for the turbos, with more
power in front of the turbines and a more direct
path to the cylinder heads with the air much
cleaner. As a result, the 992’s flows have all
been improved to generate greater turbocharger
speed and to eradicate lag.
The next biggest engineering change is
the repositioning of the intercoolers above the
engine. They’re essentially bigger, enabling

04 // March 2019 // Engine Technology International.com

TECH INSIDER // PORSCHE 3-LITER I6

Development of the new

turbocharged I6 engine
focused on an increase in
peak power output, while
meeting ever-tightening
emissions regulations

Engine Technology International.com // March 2019 // 05

 TECH INSIDER // PORSCHE 3-LITER I6

better efficiencies, says Hofstetter: “With turbo endlessly to make savings, pointing firstly
engines, 1-5°C helps you a lot to make power.” to the change with the manifold, from steel to
alloy. “The previous manifold was heavy, so we
Already optimized decided to go back to a better system, with better
The key goals for the 992 heart over the 991.2 efficiency levels.
engine were clear from the outset: greater efficiency “Today, computer programs do simulations
to meet tougher global emissions standards, as and processing to create a manifold. They’re
well as improved power and response. much better than, say, 10 years ago, so you can
Here, Hofstetter talks of the challenging control it right.
incremental changes, outlining, “When you’re “We started with this technology in the GT2
[already] optimized, you put a lot of effort in for RS; its manifold is made of this alloy material,
a lot less results.” so we used that experience with this car and it
Even so, with the 992 engine, the team has works very well.
achieved its goals, with the Carrera S’s output “Of course, it’s normal at the beginning of
quoted as 450hp (456ps) at 6,500rpm and development to have crashes [failures] – things
torque of 530Nm between 2,300-5,000rpm. that don’t fit, and such, but this is a normal
UK economy figures are 31.7mpg (8.9 l/100km) process during the program. So, we have the
on the combined cycle and emissions of 205g/ first durability test and you have it [the part/
km on the Euro6d-TEMP-EVAP standard. subsystem] completely broken down. That’s
That peak power is the same as the outgoing okay, this is very important to the overall project,
GTS racer, although Hofstetter admits that he and what we say is that when the first durability
thinks ever-increasing outputs aren’t necessarily testing starts, the complete car should break
a good thing: “When you make it more powerful, down. Then you will know that you’re coming
then the brake guys come in and say, ‘We need from the right direction. It’s better to fail and build
larger discs’ – and that adds more weight. Then from that.”
you have more heat, so the cooling guys come in “It’s very interesting to solve such technical
and say, ‘I need bigger radiators’ – and you have problems,” Hofstetter adds. “We need to see
yet more weight. Here the spring is in the wrong it as a challenge to make everything even
direction. We need to look in the other direction, better, and to gain vital experience.”
remove power, remove weight, and you get the
same performance,” he states. VITAL STATISTICS:
ATISTICS:
That the 992 has to carry exhaust particulate Above right: Many of PORSCHE
HE 922
filters is something of a problem then, adding Porsche’s modifications
are based around the
around 15kg (33 lb) to the worst part of the car. exhaust and intake
There’s an largely aluminum body to counter systems, creating Layout:
ut: I6
this added mass, but even so, weight has been greater flow for improved Displacement:
ent: 2,981cc
a battle with the development of the 992. That turbocharger speed and
a reduction in turbo lag Max. power: 456ps6ps @ 6,500rpm
it’s prepared for eventual powertrain hybridization
as well doesn’t help engineering matters (see Max. torque: 530Nm m @ 2,300-5,000rpm
Hybrid Ready , on page 07). Below: While the base Compression n ratio: 10.5:1
As a result, overall development has been engine is the same as its Bore: 76.4mm
hard going, but Hofstetter admits that he likes 911.2 predecessor, the
922 is equipped with Stroke:: 91mm
the challenge. On weight, his team has worked
a piezo injector rather
than a solenoid injector

06 // March 2019 // Engine Technology International.com

 TECH INSIDER // PORSCHE 3-LITER I6

HYBRID READY
The turbocharged 3-liter
Porsche admits that the 992 911 has been unit has been extensively
readied for eventual hybridization. There’s a reworked by the engineers
at Porsche, but the
twin-skinned area in the body to house batteries, displacement, bore and
while the adoption of a re-engineered 8-speed stroke all remain the same
PDK automatic from the Panamera leaves space
in the gearbox casing for an electric motor.
Hofstetter further explains the thinking:
“The car is ready for hybridization, but we can’t
change the wind, we can only set our sails in the
right direction, so we’ve made it ready for hybrid
adaption. But that’s the reason for the weight,
because this gearbox is 20kg [44 lb] more, and
also with the body we have a double layer
arrangement for the battery.”
And Hofstetter admits he’s yet to be won
over, adding, “We’re not convinced with the
present battery technology, and only when
we’re convinced with a concept will it go into
production. The question is, does this car need
a hybrid system? No, not now – but it will do.
We’re fighting with the weight.”

Porsche’s 992 911

has been developed with
eventual hybridization in
mind, with twin-skinned
areas in the body and the
8-speed gearbox from the
Panamera leaving space
for batteries and an e-motor

Engine Technology International.com // March 2019 // 07

 TECH INSIDER // ASTON MARTIN V12

Having it
large
Aston Martin and Cosworth have developed an all-new
naturally aspirated 12-cylinder for the Valkyrie hypercar.
Yes, you read that right: a brand-new V12 powerplant!
WORDS:
DEAN SLAVNICH

1 One day soon, so we’re told,
the legendary V12 engine
will be a thing of the past. In
fact for many people today,
a 12-cylinder racer, grand
tourer or luxury limo already
feels like a dinosaur trying
to survive in a 21 st century
megacity. They are big, loud
and powerful – but ultimately
not suited for modern living.
You can count on two
hands the car makers that
bravely/irresponsibly (delete
whichever word goes against
your persuasion here) stand by the V12 concept.
The obvious names that come to mind first are
Ferrari and Lamborghini, whose V12 DNA runs
to the very core of what each supercar maker is
about. Then there’s Roll Royce, which is the only
‘series’ production OEM to have a V12-exclusive
line-up.
BMW and Mercedes also still offer V12s, the
former perhaps surprisingly so given its efficient
dynamics branding, while the latter uses the
V12 for AMG and Maybach derived models
(for the time being at least; rumors persist this
might soon end) and also supplies its powerplant
to Pagani.
And the seventh and final OEM to steadfastly
support the V12 today? That’ll be Aston Martin.
But even in Gaydon, it seems, there’s been 1. The majority of
planning for a time when 12s are no longer a the engine’s internal
viable engine option, with the British car maker components are
having signed a deal with Mercedes-AMG to use machined from
solid material
its brilliant 4.0 V8 biturbo across its supercar range.
2. The new V12 is a
New atmo V12 fully stressed element
That’s not to say AM is going to shut the door on of the chassis, yet
12-cylinder development anytime soon. The DB11 weighs just 206kg
hit the market in 2016 to critical acclaim, thanks 3. The engine has been
in part to a brand-new twin-turbocharged 5.2-liter developed in conjunction
V12, code-named internally AE31. It was, in fact, with Cosworth using
the first turbocharged series-production Aston proven F1 knowledge,
Martin, and a brilliant showcase of how the car materials and methods
maker was trying to keep large-displacement
4. The Valkyrie’s V12
12s relevant in today’s eco-conscious auto world. boasts maximum power
However, the rules are somewhat different of 1,013ps at 10,500rpm
when it comes to hypercars, and that’s especially and peak torque of
the case for the Valkyrie project. 740Nm at 7,000rpm
In partnership with Red Bull, the ambitious
program, initially code-named NEBULA (an
acronym for RB CTO Adrian Newey, Red Bull
and Aston Martin) and then renamed AM-RB
001, first came to light in 2016. The goal, the
partners say, is to produce some 150 road-going
units of the Valkyrie by 2019 and then a further
25 track-only versions of the hypercar, which
will be called Valkyrie AMR Pro.
Until recently the powertrain of the Valkyrie
has remained a closely guarded secret – but
the focus of much rampant media speculation.

08 // March 2019 // Engine Technology International.com

 TECH INSIDER // ASTON MARTIN V12

But in a move that has surprised many in the figures will be further boosted by a Rimac-produced
industry, Aston Martin has revealed that it is lightweight battery hybrid system that will see
working on an all-new, clean-sheet 6.5-liter the Valkyrie boast total power output of 1,176ps
65° naturally aspirated V12 that will produce and 900Nm total torque.
1,013ps at 10,500rpm. The battery pack integrates all relevant systems
2 Developed in conjunction with Cosworth, and serves as the carrier for the vehicle’s power
and using proven F1 know-how, materials and electronics, while in addition to its power boost
methods, perhaps the standout feature of the and energy recovery system functions, the
Valkyrie heart at this point in time is that it’ll e-motor, which has been developed by Integral
rev to a stratospheric 11,100rpm red line. Powertrain, aids the mechanical performance
According to Aston Martin, the V12 has to of the gearbox. As such, the full hybrid system
meet a simple yet quite extraordinary technical contributes an additional 162ps and 280Nm.
brief: create the ultimate expression of the IC
engine. As such, a normally aspirated design Cosworth expertise
was intended from the very start of the project. Given that the engine is a fully stressed element
“To anyone with a drop of gasoline in their of the car – remove the IC unit and there is nothing
blood, a high-revving naturally aspirated V12 joining the front wheels of the Valkyrie to the
is the absolute pinnacle,” says Dr Andy Palmer, back – and the high level of technology in the
Aston Martin Lagonda president and CEO,
when discussing the Valkyrie’s V12 setup.
“Nothing sounds better or encapsulates
the emotion and excitement of the internal
combustion engine more completely. Despite 3
the apparently insurmountable challenges it
presented, there was never any question that
the Aston Martin Valkyrie would make do with
anything less.
“From the outset the team at Cosworth
was unflinching in its commitment to achieving
benchmarks that pushed the boundaries of the
possible. The result is a quite extraordinary
engine, one that I doubt will ever be surpassed.”
While Palmer is naturally keen to talk up the
project and the engine, there’s real substance to
his headline-grabbing statements. The 6.5 heart
will realize something like 155.9ps per liter at
an absolutely mind-blowing 10,500rpm, before
heading further up to that 11,100 red line. These
are numbers that are unprecedented for an atmo
emissions-compliant road car application.
In addition to the 1,000ps plus power being
generated by the V12, ETi has learned there will
be peak torque of 740Nm at 7,000rpm. And if
that’s not enough, these huge performance IC

Engine Technology International.com // March 2019 // 09

 TECH INSIDER // ASTON MARTIN V12
combustion system, keeping the overall weight
of the V12 down is a huge challenge for the
powertrain engineering team. But this is where
Cosworth is playing a vital and leading role,
especially as the program actively avoided the
use of extreme material alloys that are so new
that their properties over time are unproved.
Aside from the major castings – essentially
the block, cylinder heads, sump and structural
cam covers – the majority of the engine’s internal
components are machined from solid material.
These include the titanium conrods and the
F1-spec pistons.
Cosworth says that not only does this allow
the use of material with ideal properties, but
the ultra-fine machining process means greater
consistency and components that are optimized
for minimum mass and maximum strength.
The result is an ultra-high-performance
engine, spanning 6.5 liters in a 12-cylinder
design that weighs just 206kg. By way of
comparison, Cosworth’s 3-liter V10 F1 engines
(the last before weight limits were imposed by
the FIA) weighed 97kg. If scaled-up to 6.5 liters,
says the British company, this pure race engine
would weigh around 210kg.
1. The first Aston Martin As development of both the car and engine are
Valkyrie prototypes are ongoing, there still remains a lot that’s unknown
in build now along with about the Valkyrie and its V12 powerplant.
V12 dyno testing However, Aston Martin and Cosworth have
shared some IC engine tech details.
2. The heart of the
Valkyrie’s powertrain Perhaps one of the best examples of the
is its clean sheet intense optimization processes that have gone
Cosworth-built 65° into the V12 development to date involves the
naturally aspirated billet machined crankshaft. Starting life as a
6.5-liter V12 ICE solid steel bar 170mm
in diameter and 775mm
long, it is first roughed
out, then heat treated,
2 finish machined, heat
treated again, gear
ground, final ground
and superfinished.
Upon completion
80% of the original bar
has been machined away
and some six months
have passed, but the end
product is a crankshaft
that’s an astonishing
50% lighter than the one
used in the Aston Martin
10 // March 2019 // Engine Technology International.com
1
One-77’s V12 – itself a Cosworth-developed
evolution of AM’s series production V12 and,
for a time, the world’s most powerful naturally
aspirated road car engine.
Commenting on his company’s involvement
in the project, Bruce Wood, Cosworth MD, says,
“Being asked to create a naturally aspirated V12
engine fit for what will surely be one of the most
iconic cars of all time is an immense source of
pride for Cosworth.
“Decades in F1 taught us to expect a pretty
demanding specification from someone with
Adrian Newey’s unsurpassed track record,
but when we started talking about specifics
of power, weight, emissions compliance and
durability, combined with ever harder and
sometimes conflicting targets, we knew this
would be a challenge like no other.
“It’s been a fantastic partnership between
Aston Martin, Red Bull and Cosworth, with
each party bringing a distinct clarity of vision
that has proved essential in delivering an IC
engine way beyond anything previously seen
in a road car application.”
ETi has learned that other top-name suppliers
are also involved in the development of the V12.
For example, it’s thought that Bosch is supplying
the Valkyrie’s ECU unit, traction control system
and ESP, while the high-tech 7-speed DCT comes
from Ricardo.
Development of the Valkyrie continues under
the guidance of Aston Martin, Red Bull Advanced
Technologies and project partner AF Racing.
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 TECH INSIDER // NISSAN HR10DET/HR10DDT

Triple play
Renault-Nissan takes on the Ford
and Volkswagen triples with two new
downsized, turbocharged gasoline engines
WORDS:
ALEX GRANT

Two years into its lifetime, the fifth-generation

Nissan Micra is debuting a pair of three-cylinder
turbocharged gasoline engines designed to be
used across the Alliance’s B- and C-segment
models. Although both displace 999cc, there
are fundamental differences beyond 17ps of power.
Development began just under four years ago,
benchmarking Ford’s 1.0-liter EcoBoost and the
Volkswagen Group 1.0-liter TSI engines, taking
advantage of the three-cylinder packaging and
weight advantages. The project was undertaken
within Europe and focused on improved performance
and efficiency, but also faced mid-process changes
to emissions regulations. Both units are compliant
with the Euro 6d-Temp RDE Step 1 on-road limits,
despite its earlier-than-anticipated deadline.
Daimler had no direct involvement, but the more
powerful DIG-T 117ps (HR10DDT) engine is closely
related to the 1,332cc four-cylinder, which was
co-developed between the manufacturers. Both
feature an open-deck aluminum block with a
72.2mm bore, 81.3mm stroke, and the first use
of Nissan’s bore spray coating technology in a
three-cylinder engine. Introduced on the GT-R,
this saves 2kg and reduces friction by 7%.
“Standard bore lining uses a 2mm cast-iron
lining, and the block is cast around it,” says
Colin Goldsmith, Micra powertrain senior
VITAL STATISTICS:
engineer. “The technology here uses a NISSAN HR10DDT
coating method to spray the bores with
0.2mm thickness of iron, which is
polished to a mirror finish. It reduces Layout: I3
Displacement: 999cc Based on the 1,332cc unit
friction, and you get better heat
that was co-developed by
dissipation into the block, which Compression ratio: 11.0:1 Daimler and the Renault–
helps with more efficient combustion.” Max. power: 117ps @ 5,250rpm Nissan–Mitsubishi Alliance,
The triangular Delta cylinder head, the HR10DDT features Delta
development of which had been led Max. torque: 180Nm @ 1,750- cylinder head technology
by Daimler on the four-cylinder engine, 4,000rpm with overboost to 200Nm
@ 1,750-3,750rpm
is also shared. It features low-noise,
low-maintenance hydraulic tappets, paired Stroke: 81.3mm
with dual variable valve timing and direct Bore: 72.2mm
injection fed by a 250-bar pump. To improve
driveability at high loads and low revs, the exhaust

International com // March 2019 // 13

Engine Technology International.com
 TECH INSIDER // NISSAN HR10DET/HR10DDT

VITAL STATISTICS:
NISSAN HR10DET

Layout: I3
Displacement: 999cc
Compression ratio: 9.5:1 manifold is integrated into the head, meaning a
Max. power: 100ps @ 5,000rpm shorter warm-up phase and optimal gas pressure
Max. torque: 160Nm @ 2,750rpm for the turbocharger.
(manual); 144Nm @ 2,000rpm However, the three-cylinder architecture
(Xtronic automatic) presented unique challenges. The crankshaft and
Stroke: 81.3mm conrods are forged, and Goldsmith says the former
plays an important role in reducing NVH: “Three-
Bore: 72.2mm cylinder engines are unbalanced, so the crankshaft
adopts a symmetrically unbalanced pulley and
flywheel – there is no balancer shaft, so you get
weight reduction and less vibration. The bore spray
coating and improved thermal management also
means you don’t get fluctuations [in temperature]
within the engine, which reduces knock.”
Peak power of 117ps is produced at 5,250rpm,
with 180Nm available between 1,750rpm and
4,000rpm, while an electronic wastegate and
actuators enable a further short-term overboost
function, lifting torque to 200Nm over a slightly
narrower 1,750-3,750rpm range. The engine
is designed for B- and C-segment vehicles, and
according to Goldsmith there are no plans for more
powerful versions or to adopt costlier cylinder-on-
demand technology.

Power down
Although the IG-T 100 (HR10DET) adopts some
of the same technology, it is not a detuned version
of its stablemate. Development started with the
outgoing 90ps, 898cc Alliance engine, now using
the DIG-T 117’s bore coating and forged crankshaft,
which extends the stroke from 73.1mm to 81.3mm
and raises the capacity to 999cc. Further details
are sparse, but the IG-T 100 uses a conventional
square head and multipoint injection, with variable
intake exhaust timing, and there is no electronic
wastegate for the turbocharger.
“They’re very different – we haven’t added
a few bits here and there,” says Goldsmith. “The
DIG-T 117 is 2-3kg heavier, but that’s because it’s
got the additional valve timing control, a gasoline
particulate filter, and additional electronic parts.
If we didn’t have the weight reduction technology,
such as the cylinder head, then the DIG-T 117 would
be a lot heavier than the IG-T 100.”
Despite just 17ps difference Other new products should benefit quickly – a
in power output between new Clio is incoming, and it’s been suggested that
the two new three-cylinders, these engines will be fitted to the next Captur and
the engines were developed Juke, although plans are unconfirmed as yet. The
separately. Based on the
outgoing 898cc 90ps unit,
Alliance is confident of the improvements achieved:
the HR10DET misses out on “Refinement has come on leaps and bounds from
the Delta cylinder head and two or three years ago, when three-cylinder engines
a gasoline particulate filter were harsh and the harmonics were shot,” says
Goldsmith. “It’s basically half of a straight six, which
has perfect harmonics, and on par with, if not better
than, a four-cylinder.”

14 // March 2019 // Engine Technology International.com

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 TECH INSIDER // KIA 2-LITER MPI
Steps to
success
The latest iteration of Hyundai-Kia’s Nu-family 2-liter engine
combines proven technology with fuel-saving innovations
Kia’s 2020 Soul weaves new technologies
such as the latest ADAS into a familiar-looking
shell. That principle also applies to the 2-liter
engine that will account for the bulk of the new
hatchback’s North American sales.
The 2-liter is the latest product of Hyundai-
Kia’s Nu engine family and is all but identical to
the version that recently appeared in the all-new
Kia Forte. The 149ps, multipoint injection
(MPI) engine replaces the 1.6-liter
Gamma and 2-liter Nu motors in
the outgoing Soul, which made
132ps and 166ps respectively.
Key features of the latest
Nu engine are mixed Otto/
Atkinson cycle operation
and cooled EGR for fuel
economy and emissions
improvements. The unit
is coupled with a Smart
Stream intelligent variable
transmission (IVT), which
is designed to provide the
economy benefits of a regular
CVT with US-friendly driveability.
Former Renault and Nissan engineer Jerome
Gregeois is senior manager for powertrain at the
Hyundai America Technical Center, Inc (HATCI)
powertrain facility in Chino, California.
“It operates on the Atkinson cycle at light load,”
he explains. “When you request full power, the
intake timing changes back to an Otto cycle
to maximize the power. There are also piston
16 // March 2019 // Engine Technology International.com
cooling jets to reduce knocking and a two-stage
variable oil pump to reduce losses and maximize
fuel economy.
“The cooled EGR also reduces pumping
losses and helps with knocking and NOX .
It enables us to optimize timing in the mid-
and high-load areas. But the main impact
is a 1.5-2% improvement in fuel economy.”
The compression ratio is unchanged
from the predecessor MPI engine
at 12.5:1, but Gregeois is sure that
ratios will rise even higher in
the future.
“Any time you increase the
compression ratio you have
to look at knock and what
kind of [fuel] mix it will bring
at the different operation
points,” he says. “12.5:1 is
not extreme, so it doesn’t
require a lot of engineering
around it to accomplish. It’s
a continuous improvement in
compression ratio.
“I think it’s a trend that will continue,
until it’s proved that something else is more
effective. I can see compression ratios going
even higher, particularly because there are
developments in compression ignition for
gasoline vehicles in some operating modes [see
Bright Spark , January 2019 issue, p56]. In order
to do that you need to use a higher compression
ratio. I think in the future we’ll think of 12.5 as low!”
WORDS:
GRAHAM HEEPS
Hyundai-Kia’s latest Nu engine
(pictured, left, in the Kia Forte)
uses a combination of Otto and
Atkinson cycles for fuel economy
improvements and lower emissions
Gregeois’s performance and driveability team
provided feedback to the calibration team in Korea
for the new drivetrain, in particular to achieve US
market-friendly driveability from the combination
of the 2-liter unit with Smart Stream IVT.
“Some customers don’t like the droning
aspect of a conventional CVT,” he notes. “You
reach a target RPM and although the vehicle is
accelerating, there is the impression that nothing
is happening. In the final setup for our application
here, there is a region at light throttle where the
IVT will work like a conventional CVT, smoothly
managing RPM in a continuous way. We then
have a change of strategy when you go deeper
into the pedal – a more automatic transmission-
mimicking mode with six gear ‘ratios’. It’s a fuel-
economy-oriented development that provides
good driveability without that mushy feeling,
so that the technology is better accepted than
a conventional CVT.”
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 ENGINES ON TEST
Lamborghini Urus 4.0 V8
For Lamborghini, trying its hand at an SUV was always going to be
a risky business. After all, it’s been 33 long years since the LM002
rolled off of the production ramp in Bologna. The
concept of a supersport SUV has been rather
uncharted territory. And questions were
always going to be raised about whether
Lamborghini and its first turbocharged
engine was going to be able to inject
that same supercar emotion into an
SUV that is just shy of 2.2 metric
tons. The answer, in short, is yes.
The twin-turbo-assisted 4-liter
V8 engine develops 650ps at the 6,800rpm
redline and a massive 850Nm of torque from
just 2,250rpm, and you feel all of that power.
Despite its substantial size and curb weight, the Urus is brutally
quick, hitting 100km/h in 3.2 seconds, 200km/h in 12.8 seconds,
and then on to a top speed of 305km/h.
Yet, during normal driving the engine is subtle and the Urus is
capable of being restrained. There are none of the minor annoyances
that can come with using a Lambo for everyday driving. Steering is
light, the SUV is easy to maneuver, and you can just about hear the
V8 rumbling away in the background.
But that completely changes when in Sport or Corsa modes.
Accelerate and all eight cylinders bang and crack on the overrun,
constantly reminding you that you are sitting behind the wheel
of one of Bologna’s finest.
Yes, sound augmentation helps. A natural symposer boosts the
natural frequencies of the intake system, but it’s very easy to forget
about that.
If you’re buying a Lamborghini, emissions and fuel consumption
aren’t likely to be the first things on your mind. And that’s a good
thing – emitting 325g/km and averaging 12.7 l/100km (22.2mpg),
its footprint isn’t the cleanest. But as with any of the Urus’ very
minor flaws, you’ll happily ignore it when you hear the V8 pop.
Cylinders: 8 Cubic capacity: 3,996cc
Bore/stroke: 86 x 86mm Compression ratio: 10.1:1
Power output: 650ps Torque output: 850Nm
18 // March 2019 // Engine Technology International.com
BMW M5 Competition 4.4 V8
When BMW announced that it would be releasing a standalone
model for every M car that it makes from now on, there were fears
that it’d be used as a way to rebrand minor changes to the ECU or
software updates. But with the M5 Competition, it isn’t the case.
While the updated powerplant is essentially the same twin-
turbo 4.4-liter V8 that forms the heart of the standard M5, it has
undergone serious retuning to squeeze everything possible out of
it. That puts maximum output at 625ps and peak torque at 750Nm
over a 1,800-5,800rpm rev range.
The development team at BMW M also worked to reduce engine
movement, improving the mounting to offer a significantly tighter
drive unit connection and thus greater chassis response. Aside
from the powertrain, suspension has also been lowered
and stiffened, shorter auxiliary springs added,
and adaptive dampers reworked.
The result is a step-up in the straight-line
power that everyone has come to expect
from the supersaloon, combined with a
more focused ride. It is quick. Put your
foot down, and from standstill the M5
Competition will hit 100km/h in 3.3
seconds, 200km/h in 10.8 seconds,
and on to a limited speed of 250km/h.
And while the Competition can sometimes
feel uncompromising on the UK’s uneven road
surfaces, when in Sport Plus mode it leaves no doubt
that it was designed with the track in mind. The handling is sharp,
the drive engaging, yet it remains controllable.
The M Sport twin-pipe exhaust system is equally impressive. The
note produced by the flap-controlled exhaust is distinctive, gaining
intensity with each step-up in drive mode.
And although the M5 Competition was never intended to
be the most frugal of saloons, BMW has squeezed a respectable
10.8 l/100km (26.4mpg) out of the twin-turbo V8. Meanwhile, CO2
and NOX emissions sit at 246g/km and 0.0156g/km respectively.
Cylinders: 8 Cubic capacity: 4,395cc
Bore/stroke: 88.3 x 89mm Compression ratio: 10:1
Power output: 625ps Torque output: 750Nm
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 PERSONALITY PROFILE

What career did you want when you were
growing up?
When I was a child I actually wasn’t
very interested in cars. But when I got
to elementary school, I was interested
in the school’s environmental program.
I wanted to help overcome the effects
of greenhouse gases. That meant that
when the time came, I made the decision
to study chemistry at university. And from
there, I was applying for jobs. I got in touch
with Subaru – I already had a good idea
about the company, its policies and its
development – and was given the job.
PROFILE: HIRONORI KUROE How did your career progress to the position
Job title: Engineering manager, Subaru you currently hold?
Before my current assignment in Europe,
test and development center, Europe I worked all around the Subaru electrified
Company: Subaru power department in the engineering division.
While I was there, I was put in charge of the
development of high-voltage batteries and
electric motors for hybrid vehicles. I was also
in charge of thermal management system
development for these electric units. So, that
included air cooling, water cooling, and so on.
I developed the high-voltage battery for the
company’s first-generation mild hybrid electric
vehicle. Next, I tried to develop an inverter and
thermal management system for a US-market
plug-in hybrid vehicle. And now I am in charge
of development and technology research for
Subaru vehicles in Europe. That means I get
to research technology and market trends
in the industry. I gather the information and
then feed it back to the Subaru electrified
vehicle unit.
Is there a powertrain that has particularly
inspired you?
We are always looking at the majority of the
industry for inspiration. We are watching the
improvement in technology. Most European
manufacturers now employ a 48V mild hybrid
EV system somewhere in their line-up. But in
the case of 48V mild hybrids at Subaru, at this
moment in time we don’t believe this system
can offer the levels of performance that our
customers want. That is why we have used
a 118V battery in our new powertrain system.
In the future, if the technology improves
with 48V systems, we may be able to offer the

Every time a challenge is solved the world moves forward. And wherever today’s
and tomorrow’s mobility challenges are being solved you’ll find Lubrizol.
Our forward focus helps keep your business ahead. After all, our deep chemistry
and application expertise, industry-leading testing capabilities, and market-driven
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what drives us.

© 2019 The Lubrizol Corporation. All rights reserved.

20 // March 2019 // Engine Technology International.com

 PERSONALITY PROFILE

Our engineers are always looking to European brands

such as Volkswagen and BMW to see how they are
navigating their way through this era of electrification

performance that Subaru customers want in
terms of towing capacity. Then we will have to
think about employing a 48V battery system.
But for now, we are in a distinct position in
terms of battery size with a 118V architecture.
What is the biggest challenge for Subaru at
the moment?
The most important thing for the engineering
team is to find the balance between meeting
tightening regulatory demands as well as
customer demands. In Europe, that means
being able to provide towing performance
and load capacity in the vehicle. Sometimes
you are forced to sacrifice interior space to
make the necessary powertrain changes
to ensure regulatory compliance.
Right now, to achieve both is truly the
biggest challenge for Subaru engineers. We
are trying our hardest to reach a new level
of quality and value for the next generation of
electrified vehicles.
Are there any OEMs that you have particular
respect for?
Our engineers are always looking to European
brands such as Volkswagen and BMW to see
how they are navigating their way through this
era of electrification. We are trying to find out
what powertrains will be best for the European
markets, either EV or plug-in EV, but we will
be releasing an electric vehicle around 2021.
Do legislators help or hinder your work?
It definitely makes things harder. The industry
regulations keep getting stricter and the speed
of the change is also quick. So, to keep up with
that speed of change is the most difficult thing.
To try and keep up, the engineering division at
Subaru has increased simulation to decrease
development times. And as legislators tighten
emissions even further, there will be two ways
to achieve what is required. One way is to
again try to again improve the aftertreatment
systems with GPF technology. Another way is
to employ another powertrain solution such as
BEV or PHEV. We are now reaching the point
in time where we will have to decide which is
the best way to go.
Do you think a single propulsion type will
dominate the industry in the coming years?
The engineers at Subaru are testing all types
of hybrid derivative for future applications as
well as pure electric vehicles. For the moment,
the decision is ongoing as to what type of
powertrain Subaru will employ in the future.
Currently we are fully focused on the e-boxer
hybrid system, which pairs an 118V Li-ion
battery with an ICE and an e-motor.

Engine Technology International.com // March 2019 // 21

 OPINION
I read with interest the news that the UK and Europe
are looking to introduce GPS technology that will
automatically ensure that one’s car cannot break the speed
limit on any given road.
Many readers of this publication are currently in a battle
to see their engine become the most powerful in its class,
yet here is a concept that some cynics have argued will
immediately make a 1,000bhp (1,000bhp/PS) car no
quicker than a 50bhp (50bhp/PS) vehicle. A Bugatti driver
will accelerate from zero to a 30mph (48km/h) speed limit
quicker than the Ford Focus peddler, but given that
exercise takes circa 1.5 seconds, folks argue the Bugatti is
probably no longer worth £2m (US$2.6m) if an automatic
speed limiter is in place!
My friends and I frequently debate just how much power
is necessary. A Ferrari 812 Superfast’s V12 has 789bhp
(799ps). Anyone who has driven one will tell you that it’s
scary fast on public roads. I’ve only
sampled the F12’s ‘mere’ 730bhp
(740ps), and that was daunting
enough around the wet, slippery
In a world that
roads of Modena.
At the opposite end of the
is increasingly
automotive scale is Renault’s Twizy
with just 20bhp (20bhp/PS). I happen
speed sensitive,
to own one of these tandem perhaps we’d all
two-seaters, and thus I can testify
that 20bhp simply isn’t enough! The have more fun
car is licensed to drive on rapid dual
carriageways with a 70mph (112km/h) with less power
speed limit, but joining such a road
with minimal accelerative power is
arguably far more daunting than driving that Ferrari F12!
Indeed, I found the standard Twizy’s power output so
inappropriate that I found a tuner that could boost it to be
a powerhouse with 30bhp (30bhp/
PS). Okay, it’s still not quick, but
it’s now a great deal safer
than it was before.
Safer? Well, integrating
a 20bhp vehicle with
cars that might have
5, 10, 20 or more
22 // March 2019 // Engine Technology International.com
Which is mo
re fun – th
(a bove) or e 81
the Twizy wi 2 Superfast with 789b
th its 20bh hp
p (below)
times that power output isn’t really a recipe for success
PZP[&0[»ZHZKHUNLYV\ZHZ[HRPUNHRUPML[VHN\UÄNO[
But there is nonetheless an argument for less being
TVYL>OLU0KYP]L[OL;^Pa`T`MVV[PZIHZPJHSS`ÅH[VU
[OLÅVVYH[HSS[PTLZ*VTIPUL[OH[^P[O[OLMHJ[[OH[[OL
[PYLZVќLYSP[[SLNYPWHUK`V\OH]LHYLJPWLMVY[YLTLUKV\Z
automotive fun. I’m also a huge fan of
hot hatches because typically they
have accessible – and moreover
usable – power. A Ford Fiesta ST
driver is sticking to the speed limits
and having a ball.
*VTWHYL[OPZL_WLYPLUJL^P[O
that of driving something propelled
by a supercar engine that has all its
power lurking at the top of the band
like a Porsche 911 GT3... a hot hatch –
and the Renault Twizy – is more fun
in the real world.
The problem with such peaky,
mega-powerful engines is that one
would be breaking the speed limit if he or she were to
exploit the full rev range.
It’s one of the reasons I like turbocharged engines:
forced induction typically results in low-end, accessible
power. Don’t get me wrong, I miss Honda’s mechanical
=;,*HZT\JOHZ[OLUL_[JHYNLLR¶I\[PUH^VYSK[OH[
is increasingly speed sensitive, perhaps we’d all have more
fun with less power. It’s quite possible that an imposed
ZWLLKSPTP[JV\SKSLHK[VHKPќLYLU[RPUKVMWV^LYIH[[SL!
the race to create engines that are enjoyable to exploit
without piling on the revs!
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 OPINION
In what seems like a lifetime ago, I was once the
editor of a performance and prestige car magazine.
A key reason I was promoted way beyond my level of
incompetence was my eerie ability to talk car makers
HUKZ[HќLYZPU[VKVPUNYLHSS`Z[\WPK[OPUNZ¶[OPUNZ[OL`
ZVTL[PTLZKPKU»[^HU[[VKVI\[[OL`NV[JHYYPLKH^H`
with the vibe and the giggle, and away they went.
6ULZ\JOQHWL^HZ^OLU^L[HSRLK[OL;PJRMVYKV\[Ä[
(then [OL(4.VM-VYK:OYH`HPU[VSL[[PUNVULVMV\YN\`Z
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bewilderment at Tickford.
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24 // March 2019 // Engine Technology International.com
Could it be
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might be key to a car’s performance.
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a second car a few months ago and I was met with a blank
stare when I asked the dealer what the recommended
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to think so.
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they were missing.
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Big Shirtless Rod when Ford sold him.
/LKPZJV]LYLKH+H]L4VYSL`I\PSKWSH[LIVS[LKVU[V[OL
IPN=
 MAY 21, 22, 23, 2019
Messe Stuttgart, Stuttgart, Germany

NEW FOR 2019

TWO LEADING AUTOMOTIVE
TECHNOLOGY CONFERENCES!

Engine Expo + The Powertrain Technology Show will this year host two
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Messe Stuttgart, Stuttgart, Germany

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 OEM INTERVIEW: MERCEDES-AMG

From straight-line brute to true track-focused

performance in just over 50 years… Tobias Moers,
CEO at Mercedes-AMG, is certain that the
company’s next important step will be an

U
ICE fused with next-gen hybrid tech

WORDS: SAM PETTERS

28 // March 2019 // Engine Technology International.com

 OEM INTERVIEW: MERCEDES-AMG

“The future of the

automotive industry is
electric – BEVs. AMG
will have to be there, or
the brand will disappear”

P
Engine Technology International.com // March 2019 // 29
 OEM INTERVIEW: MERCEDES-AMG

W
hen the AMG brand emerged at the
hands of Daimler-Benz engineers Hans
Werner Aufrecht and Erhard Melcher,
not many would have foreseen the
company’s rapid growth. In just over
50 years, the performance arm has evolved from a
two-man operation to a truly global car brand.
The story so far has been one of evolution. Born from
a passion for engineering and motorsport, AMG spent the
years following its inception equipping more and more
Mercedes models with race technology and systems. But
it wasn’t until 1984 that the brand started to manufacture
its own engines.
And it didn’t take long for the AMG powerplants to
gain big prominence. Just two years later, AMG’s then-
new 5-liter V8 – which was equipped with a completely
independent cylinder head with four valves per cylinder
– was squeezed under the hood of an E-Class coupe.
Nicknamed The Hammer because of its extreme power,
the 300E put AMG eight-cylinders on the map.
Amid AMG’s continued growth and a flourishing
motorsport partnership with Daimler-Benz, the two
companies signed a cooperation contract in 1990. And
from that point on, the brand has managed to make a
name for itself as a performance-focused manufacturer
that looks to push the limits of engine output, torque
and technology.
“AMG is coming out of an era where the company Development of AMG’s
stands for a big-engined sedan with outstanding straight- Project One hypercar is
line performance but weak cornering ability. We have being led by CEO Tobias
Moers. Equipped with a
changed everything now,” explains Tobias Moers, CEO 1.6-liter gasoline V6 and
at AMG, during an exclusive one-on-one with ETi. four e-motors, Project
A keen motorsport enthusiast, the 53-year-old German One promises to develop
over 1,000ps and a top
spends weekends on track in his Mercedes-AMG GT R. speed of over 350km/h

1967 1971 1986 1990 1996 1999

AMG is founded by The 6.8-liter 300 SEL Mercedes’ E-Class is Daimler-Benz and AMG Mercedes-Benz The SL73 AMG
Daimler-Benz engineers wins its class and fitted with AMG’s new agree a cooperation launches the 350ps becomes the most
Hans Werner Aufrecht places second overall 5-liter V8 and is given the contract and begin C36 E50 AMG. The saloon powerful roadster in
and Erhard Melcher at the 24 Hours of Spa nickname ‘The Hammer’ AMG development was fitted with a V8 the world upon launch

30 // March 2019 // Engine Technology International.com


“A performance-hybrid gives us far
more opportunity in the future than
staying with a 12-cylinder engine”
2003 2012
The E55 AMG is The Mercedes-Benz
fitted with a hand-built AMG team tries its hand
supercharged 5.5-liter at a performance BEV,
V8 that produced 475ps The SLS Electric Drive
OEM INTERVIEW: MERCEDES-AMG
ONE BRAND MAN
While Mercedes-AMG’s move to
electrified powertrains has been
somewhat unexpected, it is something
that Tobias Moers is better equipped
for than most realize. Back in 1992,
while studying engineering and
business at university, little-known
BEV startup Hotzenblitz Mobile
gave the German his introduction
to the automotive industry.
Equipped with an asynchronous
three-phase motor and regenerative
braking, the Hotzenblitz was a city
car that utilized 14 12V gel lead-acid
batteries for traction, thus enabling
peak output of 16ps and 70km of range.
Moers himself played an important
role in the BEV’s development, setting
up the prototype factory, as well as
working on both the chassis and the
tube frame, before heading to AMG as
project manager for the E50 in 1994.
From that point onward, the 53-
year-old has devoted himself to the
German performance brand. Working
in various development positions at
2013 2017
After working his way An eight-cylinder
through the AMG ranks, performance-hybrid GT
Tobias Moers is given Concept is unveiled at
the role of CEO the Geneva Motor Show
Engine Technology International.com // March 2019 // 31
the beginning, in 1999 he assumed
overall responsibility for the main
AMG model series, then complete
automobile development in 2002,
before succeeding Ola Källenius in
the role of CEO in September 2013.
And the brand hasn’t looked back.
Moers was the one that pushed for
AMG to be the official sports car
manufacturer for Mercedes-Benz,
introduced the 43 model portfolio,
and is now the driving force behind
development of the new Project One
hypercar – of which all 275 have been
spoken for.
It’s no secret how highly regarded
the head of AMG is, as Daimler board
member for group R&D, Dr Thomas
Weber, said shortly after Moers’
appointment in 2013: “Tobias Moers
has gasoline in his veins. He has
made an important contribution to
the success of our high-performance
brand in recent years. He is an out-
and-out AMG man, who has helped
shape the brand.”
2017 2019
Dr Dieter Zetsche and Mercedes-Benz gives
Lewis Hamilton unveil the 12-cylinder S65 a
Project One at the last hurrah in the form
Frankfurt Motor Show of a Final Edition model
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 OEM INTERVIEW: MERCEDES-AMG

And it is this racing influence that has defined his six-year

spell at the helm. Development emphasis is now fully on “To give you that emotional
dynamic capabilities as well as pure power – something
which has seen sales jump from 32,000 units at the start
of Moers’ tenure, to just under 132,000 last year.
feeling just with the exhaust pipe
But the Affalterbach brand’s biggest evolutionary step
may just be around the corner. As the industry continues
is really not feasible anymore.
to grapple with tightening regulations, performance
developers will be hit hardest. Labeled as ‘old-school’ You’d have to ignore every law”
by some industry watchers, AMG will diverge from the
traditional emotive large-displacement powertrains that
have become so synonymous with the company’s DNA.
“The direction that we are heading in the future will
be electrified powertrains,” states Moers. “A performance-
hybrid gives us far more opportunity in the future than
staying with a 12-cylinder engine.”
What this means is that the current generation
of S Class will be the last Mercedes-AMG to feature
a V12 layout. With the V8 biturbo now outperforming
the 12-cylinder, it’s a move that has been expected, but
isn’t popular with some pure ICE enthusiasts. “The V12
is the past. There would be a need to redefine the V12
segment if we were to move forward with it,” notes Moers.
“The V8, as a 4WD, is much more powerful than the
V12 as of today. You’d need a completely new layout, new
engineering, or at a minimum a new cylinder head to be The Mercedes-AMG GT “You can run the car purely on the battery, and when
Concept that was unveiled
able to achieve that power while remaining compliant at Geneva in 2017 gave a
you’re on the highway you can run on the engine,” he adds.
with all the emissions regulations.” first glimpse of the brand’s “The most efficient way to drive a car on the highway is by
performance-hybrid tech. using a combustion engine at low revs, and that is perfect.”
Driving force The EQ Power+ powertrain The thought of a hybrid performance car may not sit
is expected to be added to
Mercedes-AMG’s strategy is now to pair its renowned eight- the four-door GT line-up well with some ICE fans, with AMG’s wonderful engine
cylinder engine with hybrid technology. The EQ Power+ toward the end of the year exhaust notes becoming somewhat of a brand signature,
system, which was first debuted in the GT Concept shown but Moers is certain that the same emotive feeling can be
at Geneva in 2017 and is penned for production this year, replicated with tweaks elsewhere.
is expected to combine the gasoline V8 with an AMG- “I don’t like to associate the AMG brand with just engine
specific e-motor on the rear-axle subframe. And while noise! And as a driver of a four-door GT, the exhaust pipe
performance figures have yet to be confirmed, Moers has is about 3.5m long [11.5ft] so to give you that emotional
suggested it will generate around 800ps. feeling just with the exhaust pipe is really not feasible
anymore. You’d have to ignore every law,” says Moers.
“Even in the cars of today, we are really good at adding
emotional aspects that aren’t naturally born from the
AUF WIEDERSEHEN exhaust.” This is something that the German company
is researching heavily ahead of hybridization, enlisting
True to Tobias Moers’ word, at the unchanged engine that outputs
2019 Geneva International Motor 638ps and peak torque of 1,000Nm
the help of musicians – including Linkin Park – and
Show, Mercedes-AMG said goodbye between 2,300rpm and 4,300rpm. gaming companies to find the ‘right’ sound for an
to its biturbo V12. At a show where To emphasize the significance of electrically driven AMG.
the automotive world showcased its the S65 Final Edition, the saloon And while we can expect to see EQ Power+ technology
electric future, the 12-cylinder S65 has been given exclusive features make its way through the model range in the coming
was given a last hurrah in the form throughout. In the center console, years, it is Moers’ baby, the Project One, that has made it
of a Final Edition model. the edition ‘1 of 130’ badge confirms possible. It is said that Formula 1 is the rolling laboratory
And while a limited release will the car’s limited-edition status. In for future road cars, but with the limited-run hypercar,
see just 130 made, the S65 Final addition, there is a special black
AMG is taking technology ‘pass-down’ to the extreme.
Edition marks the pinnacle of the engine fitter’s badge highlighting
6-liter V12 biturbo’s story on board that each V12 has been hand-made Having plucked the powertrain directly from Lewis
the S-Class. Under the hood is an by just one person. Hamilton’s W08 EQ Power+ F1 challenger, albeit slightly
detuned and tweaked for everyday driveability, Project
One will demonstrate what is possible in the industry right
now, and provide a glimpse of the brand’s next step.
Packed with F1 tech, the hypercar is equipped with
a 1.6-liter gasoline V6 that will redline at a staggering
11,000rpm, four 160ps e-motors (one per wheel) that rev
up to 5,000rpm, as well as an 80kW electric turbocharger.
“Project One is the one and only example of bringing
Formula 1 technology to road,” beams Moers. “There is no

Engine Technology International.com // March 2019 // 33

 OEM INTERVIEW: MERCEDES-AMG
other example. There are a lot of things that
will move boundaries. We have bits and pieces
of tech such as the electric turbocharger, which
we are going to bring down to the rest of the
portfolio and to the other segments as well.
“The battery cooling is also very specific,
very F1-like, but we’ve learned a lot from that
because we engineered the batteries for our
performance hybrid in-house as well.”
Inside information
It’s not just the battery and e-turbo systems
that will be found in the next generation of
Mercedes-AMGs. Pass-down tech from Project
One is expected to include the W08 EQ
Power+’s pre-chamber combustion technology
that was introduced in 2014 as a solution
to the FIA’s reduced capacity requirements,
allowing a strong power output with less fuel
consumption overall.
In F1 application, the engine splits fuel into
two separate combustion chambers for each
cylinder. Combustion is then initiated in a
separate chamber inside the cylinder head. In
the pre-chamber, a rich fuel and air mixture
is created.
Simultaneously, the main combustion
chamber is filled with a lean fuel mixture.
As per F1 ruling, the ignition commences
with the spark plug inside the pre-chamber.
As the burning fuel and air expand, holes in
the bottom of the pre-chamber send jets of
the burning gases into the main combustion
chamber, which fully ignites the weak mixture
and creates the power stroke.
With this setup, the spark plug is used
effectively with the rich fuel-air mix and the
leaner mix is fully burned, with the multiple
jets exiting the pre-chamber.
But for Moers, the knowledge gained during
the Project One development process has been
equally as valuable to future AMG powertrains
as direct technology pass-down. “Everything
that we’ve done in drive mode simulation
during the development of that car will be
used in our other performance hybrids. We
are going to transfer that knowledge into the
performance-hybrid variant of the four-door
GT – and other cars in future,” he promises.
Although the immediate future for AMG is
hybridization, the long-term evolution of the
“Everything that we’ve done in
drive mode simulation during the
development of that car will be used
in our other performance-hybrids”
34 // March 2019 // Engine Technology International.com
PEAK PERFORMANCE
For the automotive industry, downsizing However, engine development wasn’t
continues to dominate development easy. “Regulators and authorities are
plans, with each auto maker looking to talking about Lambda 1 under full throttle.
lower engine capacity while increasing So the more you stress the downsized
peak power output. But is downsizing engine for PS per liter, the closer you get
reaching its engineering limits? to water injection – to ensure that you
While the theory behind downsized have Lambda 1,” Moers comments.
engines was sound – a smaller engine Yet he believes that there is more
size for better fuel consumption and to come from downsized, boosted ICE
boosting tech to bridge the power gap – powertrains. “Never say never. But for
in practice that hasn’t always been the us, naturally aspirated engines are done.
case. For some OEMs, downsized units With turbo engines, you have so many
seem to have hit the limit on power. more opportunities. If the turbocharger,
But according to Moers, that will engine layout and the compression
change with the next-generation A45, geometry is good, in alignment, and is
setting a new benchmark for the four- well done, then I don’t miss naturally
cylinder 2-liter class. “The next 2-liter aspirated engines at all.”
in the A45 is a new design, completely But of all the possible tech options,
different to that of the A35, and it is Moers sees the electric turbocharger
going to generate over 420ps,” he says. as the way forward following its AMG
And while the head of AMG is reluctant application in the £2.3m (US$3.05m)
to reveal any further details, if the A45’s Project One hypercar. “Project One uses
gasoline powertrain does peak at 420ps an electrified turbocharger, and that is
it will be up there with highest specific something that you will definitely see in
output production engines in the world. our future portfolio.”
Technologies such as
e-turbocharging, which
debuts in the Project
One, will be included
in future AMG models
company will see development of a pure BEV. Again.
“You know, the future of the automotive industry is electric
– BEVs,” states Moers without blinking. “Sooner or later,
AMG will have to be there, or the brand will disappear.
To exclude something like that would be stupid.”
In 2012, AMG unveiled the SLS Coupé Electric Drive.
The most powerful production AMG at the time of its
release, the BEV was fitted with four e-motors that would
produce a peak power output of 750ps and 1,000Nm
of torque. But according to Moers, any future AMG BEV
would look to take performance and usability
to the next level.
“The SLS Electric Drive was really great –
too heavy, but great for the time. It’s an icon.
If we were to create a BEV AMG, it will always
be about the trade-off between peak power
and being able to make long runs. But power
will always be around the same mark, so that
means 600kW [815ps].
“We know what we achieved with the SLS
and we know what we can achieve with the
next BEV, but let’s wait to find out more...”
 DEVELOPMENT PROGRAMS

The influence of consultancies

and Tier 1s is now greater than ever.
How are these companies helping
auto makers optimize increasingly
complex powertrain development?

Mend
your
ways To ensure a smooth
development program,
Ricardo Performance
Products can provide
design engineering,
management of the
supply chain, training,
manufacturing and
quality assurance
WORDS:
JOHN EVANS

F
rom pure automotive consultancies to major
Tier 1s, the message is clear: collaboration is
key. With the demands of hybridization and
the challenges associated with WLTP placing
an ever-increasing burden on R&D departments,
auto makers are now demanding closer collaboration between
their suppliers and more support from consultancies as they
seek to resolve some of the greatest challenges many have
faced in decades. There are a number of consultancies and
Tier 1s that can help when that project reaches a critical
point in resources and time.

36 // March 2019 // Engine Technology International.com


AVL
AVL has said that the quest to reduce pollutant and CO 2
emissions is likely to substantially increase the complexity
of future powertrains. This will place significant pressure
on OEMs’ engineering teams, a pressure the automotive
consultancy claims it can alleviate thanks to extensive
experience consulting on powertrain development.
To achieve this, AVL first identifies the most appropriate
trade-offs between the best suitable technology and
the minimum production cost. Combining cutting-edge
technology, senior expertise, unique tools and processes,
with an emphasis on fuel consumption, emissions and
reliability, AVL can play a vital role in the development
of internal combustion engines as a route to cost-effective
fleet CO 2 emissions reduction.
DEVELOPMENT PROGRAMS
RICARDO PERFORMANCE PRODUCTS
Based at the company’s Shoreham Technical Centre in
the UK, Ricardo Performance Products has established an
enviable reputation in the field of powertrain manufacture
and technical consulting, specifically design engineering,
manufacturing, supply chain management, training and
quality assurance. This enables the brand to aid strategy
development, cost reduction and regulatory compliance.
It’s a total support service for auto makers besieged
by competing pressures and new technologies. “Most
companies focus engineering support around their core
programs,” says Mark Barge, managing director of Ricardo
Performance Products. “However, during periods of peak
load or significant change, projects can demand that OEMs’
skills are fully utilized. We can deliver that assistance.”
DELPHI
Although Delphi is a major Tier 1 supplier, a key ingredient
in its success, is – says Mary Gustanski, the company’s
chief technical officer – its ability to work with OEMs on
resolving complex challenges. “Delphi is a Tier 1 supplier
but we’re designing according to customer requirements,”
Gustanski explains. “They give us a problem and we solve
it. We’re being called in earlier and earlier, for example,
on packaging issues involving hybridization.
“The internal combustion engine is far from dead because
most future cars will be hybrids. Auto makers aren’t about
to redesign engines, so we can help make their engines fit
for the future.”
One key area of activity is fuel systems where Delphi,
having raised injection pressures up to 350 bar, is now
plotting pressures of 500 bar. “At 350 bar we’re reducing
gasoline engine particulates by 70%. At 500 we’ll reduce
them further still,” says Gustanski.
Delphi also has a library of software algorithms it can
call on as it seeks to design and optimize solutions. “We
can really help OEMs with WLTP,” adds Gustanski. “We’ll
provide everything from hardware to a complete turnkey
system, designed to our customers’ needs. We’ll mix and
match solutions.”
Engine Technology International.com // March 2019 // 37
 DEVELOPMENT PROGRAMS

MAHLE POWERTRAIN
OEMs’ powertrain departments are under pressure to move
existing models from NEDC to WLTP and RDE at a time when
they need as many resources as possible to develop low-
emission engines.
Simon Williams, RDE development leader at Mahle Powertrain,
says engineering consultancies such as his can help. “We can
streamline vehicle development times and help reduce the risk
of migrating to electrification. Mahle Powertrain has invested
£8m [US$10.3m] in an all-new simulation facility as part of
a proactive solution.
“We reduce development times by offering up-front simulation
and enabling optimization of powertrain strategies before hardware
is physically available, thereby offering auto makers a crucial
time and cost advantage,” adds Williams.

Mahle Powertrain
has recently invested
US$10.3m in the
development of an all-
new simulation facility

GOMECSYS
For many auto makers, minimizing CO 2 production is the
main point of focus amid tightening regulations. But thanks
to variable and superfast actuation – which enables 8%
CO 2 reduction on the WLTP – the variable compression
ratio (VCR) crankshaft from Gomecsys can offer OEMs
a low-cost solution.
And, working in partnership with German Tier 1 Mitec
Automotive, the Dutch engineering company can produce
the VCR crankshaft en masse. Accordingly, demonstration
projects of the VCR crankshaft are now possible.
For Bert de Gooijer, CEO at Gomecsys, it is the Dutch
company’s flexible approach that is enabling auto makers
to tweak existing powertrains to meet the most current
regulations. “VCR is an ICE solution, which, thanks to our
consultancy approach, means Gomecsys can adapt to help
meet the challenge of an existing engine’s WLTP strategy.”
EATON
Managing airflow is a key requirement for current and
future engines. Eaton can assist OEMs in this specialized
area with technologies including its Twin Vortices Series
(T VS) supercharger.
Not just a forced induction device used to increase
horsepower and torque, T VS technology has – claims
Eaton – reached a transition point, it can be employed in
a range of applications involving precision airflow delivery
to the com
combustion engine.
In additi
addition, T VS superchargers are working in concert
turbochargers on downsized engines to deliver cost-
with turbo
effective pperformance and efficiency gains.

Integration of Gomecsys’
new VCR technology can
enable an 8% reduction
in CO2 on the WLTP cycle

Engine Technology International.com // March 2019 // 39

 DEVELOPMENT PROGRAMS

Horiba Mira’s latest

road-to-rig testing
methodology, RDE
Plus, uses chassis
dynamometer testing
and on-road validation FEDERAL-MOGUL
Federal-Mogul’s recently acquired Controlled Power
Technologies division is claiming up to 15% improvement
in emissions from its work helping vehicle manufacturers
enhance the efficiency of engines through electrification.
This isn’t conventional hybridization; the cornerstone
of the approach is recovering energy from the exhaust
stream and returning it via an electric supercharger that
provides highly dynamic control of the airstream.
Nick Pascoe, managing director of Federal-Mogul
Controlled Power, says the use of a few kilowatts
of electrical power carefully synchronized with the
combustion process is able to disproportionately reduce
emissions, and greater thermal management can support
both the random and sustained power
HORIBA MIRA demand of the RDE test. “We work
very closely with engine designers
The renowned testing center is developing a road-to-rig test
to help them integrate this new
methodology known as RDE Plus, using engine-in-the-loop (EiL)
approach to enhancing ICE
– chassis dynamometer testing and on-road validation to alleviate
efficiency,” he says.
some of the complex engineering required for RDE compliance.
All of Horiba Mira’s EiL testing will be undertaken at the
company’s new Powertrain Development Centre, where any
combination of the extended RDE boundary conditions can be
simulated. In parallel, vehicle development can be undertaken
at the Advanced Emissions Test Centre.
Stephen Ratley, engine test leader for Horiba Mira, says,“At
present EiL – in combination with road testing and chassis
dynamometer – offers the most elegant solution to reducing
vehicle and engine development timescales and associated costs.”

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40 // March 2019 // Engine Technology International.com

 SUPPLIER INTERVIEW: ROTOTEST

Dynamic
developments
With the complexity of vehicle systems increasing, the challenge
is to find the most effective way to move from road to rig testing
WORDS: KARL VADASZFFY

R
ecent technological and regulatory vehicle, he says, trying to conduct such
developments have forced OEMs a maneuver on the traditional roller-type
to place considerable emphasis on dynamometer commonly results in an
shortening development cycles as excessive tire slip condition that is unrealistic
a means of staying on top of market in comparison to road testing. “As Rototest’s
requirements and providing a competitive dynamometers connect directly to the
edge. Development efforts are increasingly
directed toward electric and autonomous
vehicles, resulting in a growing number of
automotive derivatives and system components.
This is increasing the demand for modern,
efficient and dynamic test systems that have
the capacity to run multiple types of tests,
including moving from road to test rig, all
while incorporating the evolving complexity
of vehicle systems.
Swedish company Rototest offers solutions
in the area of powertrain dynamometers, with
flexible test systems that offer an unmatched
ability to simulate road conditions, enabling
the transfer of testing procedures normally
performed on roads to the lab. CEO Christian
Engström says, “The result is safer, more vehicle’s wheel hubs, the relationship between Main: Rototest’s 4WD
reliable, and repeatable measurements, the tire and the surface can be defined to dynamometer system
speeding up the automotive development realistically represent dry, wet, snow, or
cycle and assisting in time-management icy road conditions. This is possible not Above left: Rototest’s HDC
technology supports use
improvements and cost savings for users.” only for all the tires together, but also for of an integrated 14DOF
To date, Rototest’s solutions have been each tire independently, enabling test courses vehicle model as well as
exported to more than 25 countries globally. to include, for the vehicle’s powertrain, very external vehicle models
One of Rototest’s focus areas is demanding, demanding road conditions.
dynamic maneuvers that are generally not With the introduction of its Rototest HDC
possible to conduct using a traditional technology, the company is demonstrating its
roller-type dynamometer. Engström explains commitment to providing solutions for the
that a typical maneuver may include a WOT most extreme driving maneuvers conducted
(wide-open throttle) standing start – that is, while testing vehicles on the road. According
maximum acceleration from standstill through to Engström, the Rototest HDC opens new
the gears. Even with a medium-powered possibilities for powertrain engineers to

42 // March 2019 // Engine Technology International.com


conduct highly dynamic maneuvers in
controlled environments, greatly increasing
the level of repeatability and reproducibility.
This new technology will be included as
a standard feature on many of the models in
Rototest’s regenerative dynamometer series
– the Rototest Energy. As well as adding a
very high dynamic capability, it also includes
an integrated 14DOF (degrees of freedom)
vehicle model that is easily parameterized by
only a few physical properties of the vehicle.
“Reducing the number of parameters required,
and restricting them to commonly published
physical properties, not only makes setting
up a new vehicle in the dynamometer system
quick and effortless, but also enables swift
setup of vehicles of a range of makes, such
as competitor vehicles,” says Engström.
The integrated 14DOF vehicle model
comprises 6DOF for the vehicle chassis –
x, y, z movement and yaw, pitch and roll
rotation, and 2DOF for each wheel –
SUPPLIER INTERVIEW: ROTOTEST
Below: Rototest’s
integrated vehicle
model includes 6DOF
for the chassis and
2DOF for each wheel
rotational speed and steering angle. The
ability to simulate individual wheel steering
angles works especially well with Rototest’s
dynamometer solution, which provides a fully
floating test environment, enabling all wheels
to physically provide steering angles, all the
way up to full steering lock (±45°).
It has taken Rototest almost two years
to finalize the HDC technology and it has
required numerous computer simulations,
road tests and laboratory trials to reach the
solution available today. Engström adds, “The
challenges for the project have been twofold:
to get customers to define the requirement
level of road replication, and to achieve a
system that can satisfy these requirements
without being overly complex or requiring
special settings for each configuration. The
objective has been to select the road condition
you want to use, then go.” This means there is
no need for powertrain configuration settings,
such as the mode the vehicle operates in.
Whether it is electric, ICE or hybrid, or even
RWD, FWD or 4WD, should have no bearing
on the dynamometer system.
As many OEMs have invested in countless
engineering hours in developing and tweaking
their own vehicle models – while also being
users of commercial, off-the-shelf simulation
“The relationship software – Rototest has made sure to include
openness as a feature of the HDC. This
between the tire openness enables the Rototest dynamometer
and the surface system to connect to external real-time
simulation environments for OEMs to reuse
can be defined vehicle models developed in other systems,
as well as to further expand the capabilities
to realistically of the system by adding functionalities such
as traffic scenarios and visualization.
represent dry, Those wishing to see a live demonstration
of the dynamometer system should visit
wet, snow or icy Rototest’s stand at the upcoming Engine
Expo + The Powertrain Technology Show in
road conditions” Stuttgart, May 21, 22 and 23, where a fully
Christian Engström, CEO, Rototest operational 4WD system will be showcased.
Engine Technology International.com // March 2019 // 43
 PROTOTYPE SIMULATION

WORDS:
CHRIS PICKERING

of the machine
Simulation has become a vital part of the
engine development process, but could it
really replace physical powertrain prototyping?

44 // March 2019 // Engine Technology International.com

 PROTOTYPE SIMULATION

Driving simulators,
such as the Ansible
Motion system shown
here, can support
physical validation

Engine Technology International.com // March 2019 // 45

 PROTOTYPE SIMULATION
Above: A Mahle
Powertrain model
showing block stress
Right: Some elements
of engine behavior and
performance are harder
to model than others
T
he past half a century or so
has seen the development of
the internal combustion engine
progress from an art into a
science. Once largely dependent
on empirical techniques, it is now a truly
predictive process, where the events taking
place in and around the cylinders are
understood in increasingly minute detail.
Earlier in the decade, it was suggested that
we could see powertrains developed without
physical prototyping as early as 2020.
With barely a year to go, those predictions
are starting to look decidedly shaky. But there
is a very definite move toward increased virtual
development in place of physical testing. So,
the question still stands: Will we ever be able
to design and develop new powertrains using
virtual methods alone?
One of the hardest problems facing
powertrain engineers at the moment is the
sheer size and complexity of the models that
are required.
“We’re not just looking at discrete operating
points anymore,” comments Dr Mike Bassett,
chief engineer for research and advanced
46 // March 2019 // Engine Technology International.com
“The challenge is the transient
behavior of the engine in the entire
vehicle system, potentially spread
over a complete drive cycle”
Dr Mike Bassett, chief engineer for research
and advanced engineering, Mahle Powertrain
engineering at Mahle Powertrain. “The challenge is the
transient behavior of the engine within the entire vehicle
system, potentially spread over a complete drive cycle. It’s
critical to understand things like cold-start performance,
the warm-up process and harsh transients.”
In some respects, this scope and variability actually
works in favor of digital models. They offer total
repeatability and complete control of test conditions.
Want to carry out 100 cold-start tests in a row with
zero soak time or simulate a hot day in Dubai from
a cold office in Sweden? They can do it.
Calculated risk
Of course, the danger with these carefully designed test
cases is that they could miss out on a vital anomaly in
the increasingly complex world of real-driving emissions
(RDE), but there are ways to reduce that risk.
“RDE has an infinite number of potential operating
modes, so it requires a very different approach to a rigidly
defined drive cycle,” says Richard Osborne, global technical
expert for gasoline combustion at Ricardo. “We have been
using a Monte Carlo method approach, where we can
analyze 10,000 possible cycles. If you’re going to cover
a lot of scenarios, you need to use a tool that can solve
very quickly. Realistically, you wouldn’t try to do that
in multidimensional CFD, for instance.”
 PROTOTYPE SIMULATION

“We have to integrate more and more

devices, such as electric motors, batteries and
inverters with related cooling systems”
Alessandro Picarelli, engineering director, Claytex

A variety of approaches exist for ensuring that the full

range of potential test cases get covered. There’s even the
CLOUD-BASED SIMULATION
possibility of introducing a real driver into the virtual
domain using a simulator. Ultimately, however, it will still Cloud-based computing could offer a solution
depend on the accuracy of the simulation tools employed. to the processing demands of large-scale CFD
“Some aspects of the engine are harder to simulate than studies. Many simulation tools now offer cloud
others,” Osborne notes. “Particulate formation is extremely capability, which has the potential to benefit
difficult to quantify because it relies on very complex not just smaller companies, but also large
chemical phenomena both inside and outside the fuel OEMs that are looking to outsource additional
injector. If you think about it, you have the absorption computing power.
“I think we’ll see greater use of cloud simulation
and desorption of fuel and oil in that deposit layer. That’s
in the future,” says Alessandro Picarelli from
a fabulously complicated scenario. NOX production, on Claytex. “This allows you to run thousands of
the other hand, is largely about the temperature, so that’s use cases in parallel – potentially within a few
far easier to model.” seconds, depending on the level of detail – rather
Bassett agrees, noting that the addition of chemistry than going through them sequentially.”
to models is one of the hardest challenges: “The industry This is not without its challenges, however.
has been modeling the mechanical side for a long time. Compared with some computing operations,
That’s very well understood and the physical testing that CFD calculations are relatively hard to distribute
among the multiple cores. The latency between
we carry out now is typically to validate those calculations
these virtual nodes can slow things down, so the
rather than to prove out successive iterations of the design. As powertrain complexity performance benefits of cloud computing aren’t
The real frontier is around combustion modeling and increases, simulations as great as they would be with an on-site cluster.
emissions compliance.” must accurately model
Nonetheless, all the usual cloud computing
more elaborate systems
For complex chemistry problems, the solution is generally – and the interaction benefits apply, including low up-front investment,
to use multidimensional CFD. This is a field that has seen between the components frequent updates and a high degree of scalability.
a steady stream of improvements, but most experts seem
doubtful that we will see a step change any time soon.
The use of large eddy simulation (LES) or direct numerical
simulation (DNS) in place of traditional Reynolds Averaged
Navier-Stokes (RANS) solvers may offer benefits for
academic studies, but in many cases they remain too
processor-intensive for practical development work.
Of course, cost of processing power is continuing to
drop quite dramatically. Parallel processing techniques
help here too, with some simulation tools now specifically
configured to get the best out of multiple cores. What’s
more, the software is becoming more processor-efficient
and easier to use. Techniques such as automatic mesh
generation, for instance, have the potential to significantly
cut down on the time taken to prepare a CFD model.

New challenges
Along with the increasingly broad range of test cases,
engineers are also facing a greater degree of variety and
complexity in powertrain hardware. Technologies such
as electrification and advanced aftertreatment systems
don’t just increase the amount of simulation, they can
also complicate the task of modeling existing processes.
“We have to integrate more and more devices, such
as electric motors, batteries and inverters with related
cooling systems,” says Alessandro Picarelli, engineering
director at Claytex. “The capability already exists to model

Engine Technology International.com // March 2019 // 47

 PROTOTYPE SIMULATION
all of those components, but the tricky part
is the development of the controllers that all
have to work together. Plus, you also have
to ensure that the IC engine still behaves in
a representative manner. For instance, on a
hybrid vehicle it is possible that the electric
motor performance could be limited at low
battery temperatures, so the combustion
engine may need to compensate for that.”
Strength in numbers
There’s a well-established trend toward
combining multiple simulation tools,
for instance, embedding a detailed 3D
in-cylinder CFD model in a wider 1D engine
simulation. Clearly, this involves getting
two or more separate software packages
to communicate with each other efficiently
and without introducing any errors. However,
there are also more subtle challenges.
“Some of the biggest advances in recent
years have actually come in the interaction
between models running at different levels
of detail,” adds Picarelli. “Open interface
standards such as functional mock-up
interface 2.0 [FMI] have made it much easier
for system-level models to integrate highly
detailed calculations like CFD.”
Sometimes, this integration extends beyond
the virtual world and into hardware-in-the-
loop testing. This means prototype hardware
and controllers can be evaluated at very early
stages of the powertrain’s development, which
is fast becoming a prerequisite in order to cope
with shrinking lead times.
All this reiterates the question of whether
or not it will eventually be possible to replace
physical testing altogether. Picarelli concludes
that there is “still a little way to go yet”. Bassett,
meanwhile, points out that some aspects may
remain a sticking point: “In some cases, it’s
possible to get a very good idea of the general
trends in response to design changes, but
you still need physical testing to quantify
the absolute values, so I think we’re a long
way off abandoning physical testing.”
“I think the idea of having just one
engine for final sign-off could be
realistic as a long-term goal”
Richard Osborne, global technical expert for gasoline combustion, Ricardo
48 // March 2019 // Engine Technology International.com
DRIVING CHANGE
Perhaps the hardest thing to “A good simulator can trick
simulate in a lab environment is drivers into responding just
human behavior. Even historically as they would in a real vehicle,”
this has been a hugely important says Kia Cammaerts, technical director
part of powertrain development, with of Ansible Motion. “The results are so
driveability and performance feel both compelling that they can be linked to
highly subjective. With the advent of real physical hardware. One such example
driving emissions regulations, however, is already in operation in Japan with
the task of capturing representative drive a driver-in-the-loop simulator connected
cycles has become critical. to an engine dyno.”
Although physical prototype testing Nonetheless, he emphasizes that
provides the ultimate in ‘realism’, it the current role of driver-in-the-loop
comes with a number of drawbacks. simulation is to support physical testing
Chief among these is the availability of rather than to replace it: “It should be
representative hardware and software possible to sign off combinations of
during the early project stages. There’s components if you have the validated
also the cost of producing a fleet of models of those elements of the
prototypes and the unwanted variability powertrain, but we aren’t yet at the
that can result from changing weather stage where we could sign off an entire
conditions and unpredictable traffic virtual powertrain without any physical
density outside of the test requirements. prototype hardware.”
“A good simulator can trick drivers into
responding just as they would in a real vehicle”
Kia Cammaerts, technical director, Ansible Motion
Below right: While Osborne is upbeat, but also introduces a cautionary
a virtual-only engine note. “I think the idea of having just one engine for
development process final sign-off could be realistic as a long-term goal.
may not yet have been
realized, a long-term We’re maybe talking the tail-end of the 2020s,” he says.
goal could be a single “But we have to make sure we follow the most cost- and
ICE for final validation time-effective approach. It may be that a certain amount
of testing is actually a more efficient way of doing it for
very complex situations.”
So, the jury is still out on zero prototyping. What is
clear, however, is that the importance of virtual testing
can only continue to increase, giving greater insight into
the processes in and around the IC engine.
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 EURO 7 FUTURE LEGISLATION

As the automotive industry contends with emissions

regulations that are stricter than ever before, discussions
have already begun regarding the long path to Euro 7
legislation. ETi speaks with key industry figures to discuss
the what, when and how of potential regulatory change

TWO ALL-NEW
POWERTRAIN TECH
CONFERENCES!
Att the
A th e b
brand-new
ran new T
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Pa
Patt h will
wi ll ppresent
rese
re senentt th
thee
Towards
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Con ferr en
nce – views
v iee w s of leading
l ea
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i n Stuttgart,
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t, in
i n the
th
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f iee ld of
o f powertrain
pow
po
owe
wertrtra
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in
Germany, on May 21, 22 and 23, assessment and validation
2019, during the Engine Expo + testing. Covering the latest CAE
The Powertrain Technology Show simulation and dyno testing tools,
– automotive industry experts will the brand-new conference will
come together to present exclusive focus on increasing the accuracy
papers and reveal the numerous of emissions assessment for a new
technologies and engineering generation of IC engines.
solutions that will help gasoline The next-generation of testing
and diesel engines meet possible tools and techniques will also be
future emissions targets. discussed, workshop sessions will
Thought leaders from legislators focus on helping engineers to get
and global OEMs will debate what more from their existing powertrain
emissions standards are possible testing equipment, and experts will
and how they might be realized. debate best possible practice and
The event will also explore the the right path for future testing of
emission-reducing tech concepts emissions cycles.
that are in their infancy, through To read more on The Path
to proven products. Towards Euro 7 and the Powertrain
In addition, the neighboring Testing conferences, turn to pages
Powertrain Testing Conference 74 and 76 respectively.

50
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March
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0 19 //// Engine
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The introduction of WLTP and RDE has
seen demand rise for testing opportunities
at the Mahle Powertrain RDE Centre, and the
makeup of this legislation will play a key role
in how Euro 7 emerges from it.
We foresee a broader, more forward-looking
approach that focuses on a wider spectrum
of tailpipe emissions. For example, the WHO
views any air pollution as being undesirable,
and I think we can see legislation following
this lead. Within Euro 6 there are no light-
duty European regulations covering gaseous
emissions such as NO 2, N 2 O and NH 3, which
I think will change.
We believe that whole-life costs should fall
under closer control. EVs have a number of
battery pollutants, which will become more
apparent as current-generation vehicles
age and lithium battery reuse opportunities
PR ABHJOT KAUR
TECHNICAL CONSULTANT,
HORIBA MIRA
Euro 6d emission-compliant vehicles tested
under the new WLTP and RDE tests started
to appear on roads across Europe in 2018.
Discussions about post-Euro 6 emissions
control have already started, but what will
a future regulation look like?
It is expected that future standards will
be fuel neutral, aligning more with the US
and China. Reductions in NO X limits are
inevitable with increasing pressures to
improve urban air quality and introduction
of a new standard for N 2 O could also be
seen. Other newly regulated pollutants
could include ethanol, acetaldehyde and
formaldehyde for ethanol-containing fuels,
as well as ammonia from any secondary
particulate formation.
Fuel-neutral limits for particle mass
(PM) and particle number (PN) could be
adopted with PM cut-off size reduced from
23nm to 10nm. However, if vehicles are
demonstrating compliance with the PN
standard, there may no longer be a need
to measure PM.
Other key areas Euro 7 may consider
include more realistic durability distance
to represent the true life of a vehicle, and
SIMON WILLIAMS
RDE DEVELOPMENT LEADER,
MAHLE POWERTRAIN
are more commonplace. The ICE is easily
recyclable, easy to make and its fuel is also
easy to farm, so this tech will continue to
play a crucial role in meeting future targets.
Whatever the details, clarity is absolutely
crucial. We have seen regular updates
to RDE legislation, and while the rate of
change has slowed, uncertainty remains.
It is unfair to expect manufacturers to
Engine Technology International.com // March 2019 // 51
EURO 7 FUTURE LEGISLATION
low-temperature (-7ºC/19°F) testing that
measures all pollutants for both gasoline
and diesel technologies, as well as the
determination of EV range at -7ºC.
The RDE test could also see test conditions
being introduced to reflect more adverse
weather conditions, worse-case test weights,
fuels, as well addressing the need to better
reflect real-world driving rather than just
adhering to RDE trip parameters. Political
pressure is likely to force the introduction
of a NO X conformity factor of 1.
Horiba Mira also expects new regulations
for non-exhaust particulate emissions from
brakes and tires, and the control of exhaust
ingress from traffic into the vehicle interior.
Furthermore, there are opportunities for
new regulations to encourage the use of
real-time emissions feedback to drivers,
educating them on how to improve their
driving style for better air quality.
Whatever the future holds for Euro 7,
it is clear that new emissions regulations
will consider a wider level of pollutants, a
broader set of test conditions and may even
bring greater accountability to individual
drivers for their vehicle emissions.
aim at a moving target. This has pushed
back the speed and efficiency of testing,
which increases the risk of new vehicle
development delays.
I also think air-quality control will rise in
prominence. As surprising as it may seem, in
this area Europe currently lags behind China
and the US.
Euro 7 needs to happen only when it’s
ready. We’ve seen the confusion caused by
evolving RDE legislation and a repeat must
be avoided. We don’t yet have a clear picture
of where RDE takes the industry in terms of
clean air quality, but as results are collated
and analyzed a proactive strategy can be
considered. I think we will see Euro 7 slowly
integrated between 2023 and 2025, giving
the industry time to conform with likely
strict expectations.
 EURO 7 FUTURE LEGISLATION
HIRONORI KUROE
ENGINEERING MANAGER,
SUBARU TEST & DEVELOPMENT
CENTER, EUROPE, SUBARU
The regulations keep getting stricter and the
speed of that change is very quick, so the
ability to keep up with regulation change is
now the most difficult thing for Subaru. In
an attempt to achieve this, the engineering
division has increased simulation so that
they can speed up development times.
Even now European regulations are
very strict. That’s why we had to tailor the
new e-Boxer hybrid system for the European
market, developing and employing a notably
improved GPF. But as emissions regulations
tighten even further, there will be two ways
for us to achieve what is required. One is
to again try to improve the aftertreatment
JON ANDERSSON
AFTERTREATMENT & CHEMICAL
ANALYSIS MANAGER, RICARDO
The next regulatory stage for light-duty
vehicles is unlikely to happen before 2025,
and heavy-duty regulatory timing will
be broadly aligned. I anticipate complex,
extensive regulations not restricted to limit
It’s important to recognize that the next
level of regulations is still very much in the
formative stage. Studies commencing this
year and lasting 18 months will focus on
gathering information. Regulated pollutants
may be broader than covered under the
current standards, for example, methane,
NO 2 and finer particulates may be included.
The emphasis should be on determining
measures to improve air quality over
52 // March 2019 // Engine Technology International.com
systems, and the way is to employ another
powertrain solution such as BEV or PHEV.
We are now reaching the point when we
will have to decide which is the best way to
go. We have a department that is carefully
watching developments, but – of course –
it’s not easy.
The most important thing for the Subaru
engineering team, right now, is to find the
balance between meeting regulatory and
customer demands. So, in Europe that
means maintaining towing performance
and load capacity. Sometimes you have
to sacrifice space to make the necessary
changes for regulation compliance.
revision as the European Commission and
other stakeholders want this to be the end
of legislation, perhaps ‘Euro U (ultimate)’?
Technology limit-value harmonization,
enabling of low-carbon fuels, cloud-based
in-use performance monitoring using new
sensors and the introduction of pollutants
may be included. Such a large regulation
will take time to develop, and be agreed,
so I suspect we’ll see more Euro 6 stages
in the interim.
Euro 6, which is still in the process of being
fully rolled out.
Delphi Technologies supports standards that
will further improve air quality, but we urge
regulators to consider the timescales required
to deliver cost-effective, robust and affordable
technology solutions that meet the customer
performance expectations.
It is important to complete the studies and
develop regulations that can provide further
MAURIZIO REGGIANI
CHIEF TECHNOLOGY
OFFICER, LAMBORGHINI
There are a lot of rumors [regarding the
Euro 7 timescale]. Everybody is talking
about 2023 or 2025 due to the OEMs
lack of readiness, but I hope it will be
2025. Right now at Lamborghini we are
not ready. We are investigating what we
believe will be the best solution for Euro
7 compliance, and continue to work on
technology development and packaging.
I think Euro 7 will be the next big frontier
for emissions. At the moment we are full
of ideas [about what Euro 7 could entail],
but it is clear that we will need to drop
emissions limits again, while still trying
to increase performance.
We will need to decide on the best
powertrain option for the supersports
sector. It can’t penalize power output
too much and it has to be sustainable in
terms of packaging, because when you
have a big engine it is really invasive
to add systems such as water injection
or other technologies that add to the
complexity of the engine.
Emission reduction isn’t any more of a
problem with a V12 engine. At the end of
the day, what you are able to do with a
single cylinder you are able to apply to
an 8-, 10- or 12-cylinder. I think the main
issue is the way in which you guarantee
Lambda 1 combustion.
MARY GUSTANSKI
SENIOR VP & CHIEF TECHNICAL
OFFICER, DELPHI TECHNOLOGIES
benefits to air quality. This takes time. We
do not expect the next level of automotive
emissions regulations to commence any
time before 2025.
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 EURO 7 INTERVIEW EXCLUSIVE

Illustration: Michal Bednarski

54 // March 2019 // Engine Technology International.com

 EURO 7 INTERVIEW EXCLUSIVE

Carrot
and stick
Transport & Environment’s mission is to promote, at the EU
and global level, a transportation policy based on the principles
of sustainable development. As such, this highly prominent
organization has some very forthright views on what car makers
should be doing today to reduce emissions. ETi caught up
with Greg Archer, T&E director, for an open and frank chat

INTERVIE W:
DEAN SLAVNICH

In the past two years, do you think the automotive

industry has made good progress when it comes
to emissions reduction and sustainability?
No! On the road, CO2 emissions have stagnated largely
as a result of the push to sell SUVs and crossover models,
while the market for electric cars has been chronically
under-supplied. Diesel NOX emissions are finally declining
from new cars, but progress to clean up the 43 million dirty
diesels on the EU’s roads is risible.

What more could have (or should have) been

done in these past 24 months?
The introduction of both new electric models and
deployment of more efficient technologies on ICEs to
lower CO2 should not have been left to the last moment.
As a result, some car makers are now at significant risk of
missing CO2 targets and being fined. Car makers should

Engine Technology International.com // March 2019 // 55

 EURO 7 INTERVIEW EXCLUSIVE

also have done more to clean up the dirty diesels 1

on the road – if they had, then fewer cities would
now be considering diesel bans, charges, and low
emission zones, further undermining diesel sales.

In your opinion, has Euro 6 legislation

proved to be successful?
Partially. The RDE test is an improvement, but
the test boundary conditions are too narrow
and the evidence shows some car emissions
are up to 10 times higher when driven in cold
weather, up slopes, and with harder accelerations
that are not part of the test. Emissions on the road
have not improved nearly as much as suggested by
RDE test results.
I believe the limits should be the same for petrol
and diesel cars; the pollutants addressed must be
widened to include even finer particulates, toxic
emissions and ammonia; and there must be better
durability requirements.

The current legislation calls for OEMs

to achieve fleet-average CO2 targets of
95g/km by 2021. In your opinion, which
car makers are not on target to meet
this goal?
Toyota, Volvo, PSA and the Renault-Nissan
Alliance are all comfortably on track to hit
targets. Fiat, Honda and Hyundai are at
serious risk of missing.

Looking ahead, where should the focus

be: CO2 reduction, PM or NOX?
Deploying zero-emission vehicles – this solves
all three problems.

Despite the NOX limit being established

back in 2007, OEMs are allowed to miss
that benchmark by 110% from 2017 to
2020 – and then by 50% continuously
thereafter. Is that effective legislation?
No, not as effective as it should be. 2

Is it right that manufacturers of

heavier cars are still allowed to emit
more than those of smaller vehicles?
No – but it will be like this until 2030. The reality
is that it is easier for premium manufacturers to
sell zero- and ultra-low-emission models than
companies selling more mainstream models.
panese car
But unless French, Italian, US and Japanese
makers exert more influence in Brussels,sels, their
German competitors will continue too manipulate
regulations in their favor.

“Sales of new cars with ICEs need to end by the early 2030s.
The last car with an [IC] engine must be off the road by 2050”

56 // March 2019 // Engine Technology International.com

 EURO 7 INTERVIEW EXCLUSIVE
3 independent agency, but the Commission has
1. PSA will introduce the
4
e-208 during 2019. The
auto maker is on track to
meet 2021 fleet-average
CO2 targets, but not all
OEMs can claim the same
2. Volvo’s PowerPulse
technology delivers instant
turbo response in diesel
engines – but could the
fuel type be fighting a losing
battle following Dieselgate?
3. Toyota’s Dynamic Force
engine was developed to
increase efficiency and power
output, and reduce emissions
4. Infiniti’s VC-T engine
features more than 300
patents, and is the result
of 20 years of development
5. Renault-Nissan will also
comfortably meet the 2021
fleet-average emissions levels
5
Engine Technology International.com // March 2019 // 57
Is the monitoring and testing of new
engine/vehicle emissions sufficiently
fair and independent? Or does more
work need to be done in this area?
The jury is out on how effective the changes
to the Type Approval legislation will actually
be as the new system is not yet in force. It is
a pity EU countries refused to accept a proper
significantly strengthened powers – hopefully
it will use them to ensure there is a level
playing field.
Is WLTP doing an effective job?
Regrettably, no. WLTP seems to have almost
as many flexibilities in how it is implemented
than the NEDC it replaced. The evidence that
car makers are inflating WLTP CO2 to relax
the baseline for 2025 targets shows that the
system is failing. Real-world checks using
fuel consumption meters are needed to
ensure CO2 is reduced on the road by
15% by 2025 – not just in the lab.
In December 2018, the EU agreed a CO2
deal that will cut new car emissions by
15% in 2025 and 37.5% in 2030. Does
this go far enough?
It is progress – but not sufficient. To be
on track to meet Paris climate goals, a 2030
reduction of about 60% is needed; and to sell
the last car with an [IC] engine by the early
2030s. These regulations won’t get us to that
point – but maybe the market for electric cars
will and thus the regulation becomes obsolete.
Given the balance between the
automotive industry and legislators,
what do expect Euro 7 to look like?
Probably ‘Euro 6 plus’! Investing in better
diesel is a waste of money and most car
makers won’t bother. By the time Euro 7
comes into force, the end of the ICE will be
clearly in sight anyway. The cost involved in
further ICE clean-up won’t be justified and
the legislation may be the straw that finally
consigns the IC engine in cars to museums.
Should Euro 7 be the toughest piece
of emissions-reduction legislation yet?
Of course! But there will come a point where
market realities in favor of zero-emissions
models will have more influence on the
industry and market than emissions
 EURO 7 INTERVIEW EXCLUSIVE

regulations. That point may come before Euro

7 is fully in force, or when it’s implemented.

Would you advocate using Euro 7 as

a platform to ensure that all IC engines
feature some form of electrification by
2022 at the latest?
T&E is not concerned with how emissions
limits are met – only that they are. HEVs and
PHEVs are likely to be transitional technologies
as it is too expensive to equip a car with a
battery, engine and exhaust treatment system.
As the cost of batteries gets cheaper, they will
progressively replace part-electric solutions.

Should ICE cars be banned, and if so,

what timeframe would you implement?
Sales of new cars with [IC] engines need
to end by the early 2030s. The last car with
an [IC] engine must be off the road by 2050
– excepting some quaint heritage models with
exhaust pipes! Car makers are working
hard to ensure emission
results in the lab correlate
Where do you stand on diesel engines? to real-word driving data
I’m surprised the market has declined so fast
and don’t think it will recover as consumer

“By the time Euro 7 comes into force,

the end of the ICE will be clearly in
sight anyway. The cost involved in
further ICE clean-up won’t be justified”

sentiment is so negative. With a much smaller
European market and few other countries
taking up diesel, it simply isn’t viable to
produce new generations of diesel engines.
The technology will fade away, and be replaced
by plug-in models that offer even better torque
and performance.
In terms of highlighting the role of diesel
engines in society, has good actually
come from the Dieselgate fallout?
Half a million people in Europe die
prematurely as a result of air pollution
and diesel engines are the dominant source
in urban areas where most of those deaths
occur. The societal cost of the cheating is
huge; but the scandal has unquestionably
brought forward the end of the dirty diesel
engine – this is positive.
Should diesel car emissions be aligned
with the limits for gasoline cars?
Absolutely! The industry screams that it
wants technology neutral regulations, but
has fought for years for higher limits for
diesels – it’s hypocritical.
Why isn’t this something that the
legislators are calling for now?
The industry successfully lobbied for years
that diesel is a European technology and
should receive preferential treatment and
weak regulators bent to their demands.
But Dieselgate has so discredited the
industry that it is inconceivable that
Euro 7 won’t have common standards
for all fuels – the only serious debate is
whether at current gasoline limits or lower.
Do you see battery electric vehicles
as being the best technological solution
in the march towards realizing truly
zero-emissions transportation?
Yes, certainly in cars, vans and urban delivery
trucks. For long-haul trucks there may be
hybrid solutions such as hydrogen range
extenders or battery trucks with catenary
solutions to recharge on the road. Even short
ferry trips will electrify. Hydrogen fuel cells
will also grow, but are likely to be a niche.
What of the argument that if the grid
is ‘dirty’, then the BEV is also ‘dirty’?
The overwhelming evidence is that even in
Poland today, EVs offer lower emissions on
a lifecycle basis. But the grid is being rapidly
cleaned up and cells will be made in Europe
using renewable electricity [the cheapest] so
the footprint of the cells will sharply decline.
Finally, are hydrogen fuel cells the end
goal when it comes to sustainable
transportation, surpassing BEVs?
Hydrogen may well have an important role
in trucks and ships, but the cost and amount
of renewable electricity needed to power
cars with hydrogen for use in fuels cells
will be prohibitive for the foreseeable future.
Battery solutions will progressively dominate
for cars, although for those regularly driving
very long distances, a niche for hydrogen fuel
cells will emerge.

58 // March 2019 // Engine Technology International.com

Messe Stuttgart, 21-23 May
 EURO 7 TECH DEVELOPMENTS

As the automotive industry looks ahead to Euro 7, ETi

considers the technical challenges that it will present
WORDS:
CHRIS PICKERING

NEXT

BIG T
THING
he roll-out of Euro 6d has not yet
finished and already the specter of Euro
7 is looming. At this stage, nobody knows
exactly what the next set of EU legislation
might contain or even when it will be
introduced. In terms of philosophy, it’s likely to
be a relatively mild evolutionary step from Euro
6d, with fundamentals of RDE and WLTP carried
over. That will no doubt be music to the ears of
OEMs still reeling from the recent upheaval, but the
likelihood of revised limits, additional requirements
and tougher operating conditions means that Euro 7
certainly won’t be trivial.
As a rough estimate, it’s thought details of Euro 7
could begin to solidify around this time next year,
with introduction scheduled for 2025 or thereabouts.
Though not confirmed, it’s almost guaranteed there
will be identical requirements for gasoline and
diesel engines in the future. It’s also believed that
the minimum size of the particles measured for the
particulate number (PN) requirements could reduce
from 23nm to 10nm, which will effectively increase
any given vehicle’s particulate measurement. It’s also
thought NOX requirements (for both engine types)
could reduce from the current gasoline limit of
60mg down to somewhere in the region of 35-40mg.
Other common predictions include that NO2 could
be added alongside the combined NOX value, while
methane, aldehydes and ammonia are all tipped
to be introduced to passenger car requirements.
Changes to the test conditions could also play
a pivotal role, as Rolf Brück, head of catalysts and
filters at Continental Powertrain, points out: “The
temperature could go down to 0°C [32°F] or maybe
even as low as -7°C [-19°F]. The same is true for
altitude – we could be looking at maybe 1,300m
[4,265ft]. And then there’s the cycle length, which
is a minimum of 16km [10 miles] today, but there
is the potential for it to become shorter.”
The issue with reducing the cycle length is that
it places greater emphasis on the critical warm-up
phase. And it’s not the only potential factor, notes
Phil Stones, chief powertrain engineer at Millbrook:
“It’s possible we could see some sort of weighting

60 // March 2019 // Engine Technology International.com

 EURO 7 TECH DEVELOPMENTS

Engine Technology International.com // March 2019 // 61





  
  


 

  
  

 






 EURO 7 TECH DEVELOPMENTS

SLIPPERY BUSINESS
The lubrication system is sometimes overlooked in Mahle Powertrain’s
MJI system could enable
engine optimization. It is particularly relevant where
an increased compression
cold starts are concerned, as every liter of oil in the ratio and high levels of EGR
sump has a heat capacity equivalent to around 2kg of
aluminum or 4kg of cast iron. Nexcel (a startup backed
by Castrol) has developed a system to actively adjust
the volume of oil in the sump, claiming that
testing across various engine platforms
yields an average 2g/km CO 2 improvement
at an anticipated cost of around €42 (US$47)
per gram saved – said to be around half the
“Running EGR lowers the combustion
cost of a mild hybrid system.
Sophisticated simulation techniques
temperatures, which is generally a
are also playing their part. CAE specialist
EnginSoft has been working on oil system
good thing, but it slows combustion”
Adrian Cooper, head of new technology and data management, Mahle Powertrain
development using the Particleworks MPS
(moving particle simulation) tool – said to
increase speed of CFD simulations, allowing not sure there will be too many light-duty diesels available
more scenarios to be evaluated during development. in the Euro 7 timeframe,” comments Mary Gustanski, CTO
Rod Giles, group manager for CAE at motorcycle at Delphi Technologies. “Mild hybridization gives you an
manufacturer Royal Enfield, says the tool has proved average of 15% CO2 improvement, which is enough to bring
its worth: “It’s more important than ever for engine a GDI engine on parity with a diesel and it represents a
designers to consider the distribution of oil mist.
more affordable solution.”
Any oil entering the engine breather system has
the possibility to be ingested into the combustion There are other factors to consider, however, says Brück:
chamber and increase hydrocarbon emissions. “A secondary
condary SCR
S system [for a diesel] wouldn’t require
Likewise, excess oil has the potential to pass by precious metals, so the coating
precio
the rings, again entering the combustion chamber. would be relatively cheap.
Simulation of the oil freeflow has shown itself to An active heating system
be an essential tool in predicting the HC emissions.” would add cost in one area,
but would also bring down
the amount of precious
applied to the cold-start phase of the metals you require. You
m
WLTC cycle. That’s when you get al
also have to bear in mind
the majority of the pollutants, that the equivalent gasoline
th
so adding a weighting ssystem will almost certainly
to that phase would rrequire a particulate filter and
have a similar effect too perhaps active catalyst heating as
reducing the overall well, so the cost increase could actually
limit, but it’s easier be broadly similar for both engines.”
b
than trying to
measure very low In-cylinder methods
concentrations once Aftertreatment will play a major role in meeting the Euro
the engine is warm.” 7 requirements, but it will remain a balancing act with the
engine-out emissions and there are various technologies
Out cold vying to reduce those. One of the simplest solutions – in
Above: Continental
For diesels, it’s likely NOX will be the toughest challenge Powertrain’s SCR principle – is to increase fuel-injection pressure.
and this comes down to two main issues, says Brück: “At technology “When we moved from a 200 bar GDI system to
very light loads, the exhaust temperature could be so low a 350 bar system, we reduced the engine-out particulates
Below: A test vehicle
that a conventional SCR system wouldn’t work. There are on a four-wheel-drive by 70%,” notes Gustanski. “We’re now working on a 500
technologies that could solve this, though. A lot of papers dyno at Millbrook bar system, which should reduce that by another 50%.
have been published recently showing that [electrical] On a practical level, that might
heating is a solution that works quite well, so it would be mean that the cost of your
possible to cover the cold start, even on a shortened cycle. particulate filter falls from
“The second issue comes at very high loads, where the US$300 to US$200.”
temperatures might be so high that the conversion of NOX There are also other in-
in a close-coupled position is limited by the oxidization of cylinder methods on the horizon.
ammonia,” Brück adds. “At that point, we might see a Advanced ignition concepts, such
second SCR injector further down the exhaust.” as Mahle Powertrain’s Jet Ignition
Experts agree that Euro 7 is unlikely to present an (MJI) system, have the potential
insurmountable challenge to the diesel engine, but there’s to improve combustion stability
some debate as to whether it’s worth doing. and increase flame speeds.
“Diesel, for sure, will be more costly. And if you look at This opens up the possibility
what’s happened with consumer sentiment recently, I’m of running at leaner equivalence

Engine Technology International.com // March 2019 // 63

 EURO 7 TECH DEVELOPMENTS

INTELLIGENT DRIVING Connected

systems
1 V2V

2
Connected and autonomous and ADAS
technology could help to reduce Cloud-
tailpipe emissions. For instance, 1 Radar and based
if a hybrid vehicle is approaching camera route
a downhill slope, it could factor modules selection
this into its charge management

3
strategy. One such example is 2 Navigation
Delphi Technologies’ Intelligent system
Driving system, which is said V2I
to have shown a real-world CO 2 3 V2X
improvement of 15% when fitted
to a mild-hybrid GDI vehicle.

ratios, increasing the compression ratio, or extending

the use of EGR.
“Running EGR lowers the combustion temperatures,
which is generally a good thing, but it slows down the
combustion, which can lead to instability in certain
areas of the operating map,” comments Adrian Cooper,
head of new technology and data management at Mahle
Powertrain. “MJI gives us the ability to speed it back Powertrain systems
up, extending EGR further across the operating range.”
The MJI concept relies on initiating combustion in
• 48V mild
ild hybrid
a separate pre-chamber, but there are two variants: an
• Powertrain
train controls

active system that uses an additional fuel injector, and

a passive system that relies on the existing injector.
The latter, Cooper explains, should be roughly cost-
neutral to an existing GDI system and is currently at
the proof-of-concept stage. Were an OEM to pick up
the technology, it could be production-ready in around
three years, he estimates.

“If you look at what’s happened with hybridization becomes a prerequisite

consumer sentiment recently, I’m not
sure there will be too many light-duty
diesels available in the Euro 7 timeframe”
Mary Gustanski, chief technology officer, Delphi Technologies
Electrification
A fleet average limit of 95g/km will come into effect
across the EU in the 2021 and there are plans to slash
that by a further 37.5% by 2030. By that point, a high
degree of electrification will be required across the range
and manufacturers are keen to embrace this technology.
“We foresee OEMs investing in high-pressure fuel
injection, but we don’t expect them to go to great lengths
redesigning the engines to accommodate things like
elaborate variable valve actuation. Some of the existing
designs have that and they will remain, but for the rest
we expect the manufacturers to concentrate their
resources on electrifying the vehicle,” says Gustanski.
“There will come a point where some degree of
on certain vehicles. And Euro 7 could
be that point.”
Clearly, shutting down the combustion
engine is a good way to reduce the
vehicle’s average tailpipe emissions,
but it’s not without its challenges.
“The difficulty [for a combustion
engine] is now becoming the light-off
period,” comments Cooper. “It’s entirely
possible to blow the whole cycle’s emissions limit before
you’ve lit the catalyst off. Range extender vehicles should
allow plenty of time to start the engine and condition the
aftertreatment. But where you only have partial dynamic
performance on the electric system, there’s a danger that
you may have to start the engine in a hurry if you get a
strong tip-in. That means [hybrids] are potentially more
challenging than a conventional architecture.”
It’s clear, then, that the powertrain engineer’s life is not
Top: Delphi’s Intelligent going to get any easier. It’s equally evident that Euro 7 is
Driving system utilizes unlikely to require a fundamental shift in technology
connected and ADAS (either for gasoline or diesel engines). But once we pass
technology to reduce
fuel consumption through that milestone, the whole discussion will start again.
optimized propulsion And that’s when things could get really interesting.

64 // March 2019 // Engine Technology International.com

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 EXPO PREVIEW
MAY 21, 22, 23, 2019, MESSE STUT TGART, GERMANY

..

Page Page
69 71

Welcome to your definitive guide to the 21st edition

of Engine Expo + The Powertrain Technology Show
Europe, held on May 21, 22 and 23 at Messe Stuttgart,
Germany! Read on to discover numerous new
engine and powertrain technologies that will
be on display and details of the speakers at
The Path Towards Euro 7 Conference and
The Powertrain Testing Conference

Page Page
74 76

66 // March 2019 // Engine Technology International.com

 EXPO PREVIEW
REGISTER NOW FOR YOUR FR EE PASS! w w w.engine-expo.com

E
ngine Expo + The
Powertrain Technology
Show Europe takes place in
Hall 6 at the Messe Stuttgart,
Germany, on May 21, 22 and 23,
and will showcase some of the
latest technology for emission
reduction and efficiency.
Among the innovations on
display will be high-tech forced
induction solutions from Van
Der Lee Turbo Systems, advanced
prototyping technology from AC
Tech, brand-new techniques in
metal injection molding from
MIMplus, leading insulation
breakthroughs from Nipass,
and state-of-the-art casting
from Hitchiner. Meanwhile,
Aumet will be displaying its
Z-engine powertrain model
– an intelligent engine that uses
single-fuel RCCI combustion.
Other standout names from the
show floor include Nostrum
Energy, Goodridge, Oerlikon
Surface Solutions, Industrie
The Awards Saleri, Nincar AdvanTech
International, Helical Technology,
To find out who makes the Rollax and G.W. Lisk.
greatest engines in the world, be There are even more engine
sure to attend the International technology specialists to be
Engine + Powertrain of the Year found in the adjacent Automotive
Awards 2019 trophy presentation, Testing Expo (Halls 8 and 10),
which will take place on May 22 which boasts over 400 exhibitors,
at Engine Expo + The Powertrain many of which will be presenting
Technology Show. The awards, their latest powertrain testing and
now in their 21 st year, celebrate development solutions.
the best of powertrain design, This year also sees the
engineering and innovation, addition of two brand-new
with one powertrain eventually invitation-only (OEM/Tier 1)
becoming the International conferences: The Path Towards
Engine of the Year for 2019. Euro 7 Conference, which will
Ferrari has recently bucked the examine the technologies and
trend of small capacity engines solutions that could make
winning the title, winning three significantly reduced emissions
awards back-to-back for its possible for the internal
stunning 488 V8 twin-turbo. Can combustion engine; and The
the high-performance unit retain Powertrain Testing Conference,
its crown and become the first which will present the views
manufacturer to win four titles of leading experts in the field
consecutively? Be sure to attend of powertrain assessment and
the International Engine of the validation testing. There’s also
Year Awards trophy presentation the free-to-attend Technology
at the 2019 Engine Expo + The Demonstration Area, featuring
Powertrain Technology Show! 30+ industry-leading speakers.
A full program can be found
on our website.

Engine Technology International.com // March 2019 // 67

 EXPO PREVIEW
WHAT YOU
WILL SEE AT
THE EXPO...
Innovation from Italy
Aluminum is a material that is
likely to remain an important
part of the automotive industry.
Its strength and lightness make
it an ideal material, but the key to
the success of many components
is in the casting. For more than 50
years Fonderie has had a foundry
in the heart of Italy producing parts
for a range of sectors. Supplier
to a selection of the best-known
brands, Fonderie specializes in
Applying MIM to automotive
The team from MIMplus will
travel to Stuttgart to share their
expertise on metal injection
molding (MIM) – an established
manufacturing method for the
serial production of complex,
high-precision metal components.
The greatest advantage of using
Dual-mode pump
p Design and validation support
Visitors considering a choice
of an electrical or mechanical
system solution should visit
the Saleri stand to learn more
about the company’s dual-mode
electromechanical water pump
(EMP), which combines the
benefits of today’s mechanical
pumps with the benefits of
electrical ones. The EMP is a
highly variable pump in terms
of performance and power, with
electronic actuation allowing
speed control of the impeller
over an extremely broad
timeframe. The EMP can operate
in electrical mode for 95% of
its life. In mechanical mode it
uses the driving power from the
ICE to reach extreme cooling
capabilities, needed for severe
68 // March 2019 // Engine Technology International.com
the production of mechanical
components and third-party
finished machines. Its expertise
lies in aluminum gravity sand
castings and shell casting in a
low-pressure die-casting foundry.
Visitors will be able to discover
more about Fonderie’s innovation,
and its foundry, which is filled
with the latest in automation.
Fonderie - Booth E6220
MIM is that it allows a wide range
of materials to be processed,
from standard stainless steels to
special stainless-steel alloys and
high temperature materials like
nickel and cobalt-based alloys.
MIMplus has been involved in the
manufacturing process for years
conditions during
vehicle operation.
The current voltage levels in
vehicle wiring (12V and 48V),
do not enable electric water
pumps to cope with the most
severe working conditions.
Industrie Saleri - Booth E6240
MAY 21, 22, 23, 2019, MESSE STUT TGART, GERMANY
Rapid part
production
When it comes to components,
getting a quick ‘yes’ on part
Components
design is essential to hitting
project timelines. ProtoTool (Rapid
Tooling) by HLH Prototypes is a
rapid manufacturing solution that
distribution
For visitors interested in
specialized automotive
allows faster part production. The
system boasts fast part realization
and design verification, allowing
extensive testing of production-
quality components in real-world
components and parts
distributor, Wuhan Dong
conditions, with the ultimate
result of entering the production
Feng is authorized by the tooling phase with confidence.
Dongfeng Motor Corporation,
one of the largest automotive HLH Prototypes - Booth E6405
manufacturers in China. Wuhan
Dong Feng is able to supply a
range of components including
the ZD30 engine with Nissan
technology and ZD30 parts.
Wuhan Dong Feng
Industry - Booth E6507
and believes the high freedom
in design and choice of material
makes it attractive to the
automotive sector, especially
for components in the ‘hot zones’
of conventional vehicles, such
as the combustion parts of the
engine or the exhaust system.
MIMplus - Booth E6340
Making a first-time appearance at this year’s Expo, Nichols
Portland can offer support with powdered metal components
or fluid transfer devices. The company offers state-of-the-
art design and validation of mechanical and electric pumps.
Headquartered in Portland, Maine, the company says it is in
the process of adding a second facility this year.
Nichols Portland - Booth E6505
Nichols Portland
will be at the Expo
to showcase its
capabilities in
powdered metal
components
 EXPO PREVIEW
REGISTER NOW FOR YOUR FR EE PASS! w w w.engine-expo.com

ACTech
is equipped
with the tools
to cast new
parts quickly

Advanced prototyping
Prototypes take time
to produce. Additive
manufacturing cannot do
everything, and casting and
CNC-machined parts can have
long lead times. ACTech says it
can turn around rapid prototypes
in notably faster cycle times than
elsewhere in the industry. For 25
years the company has produced
castings and CNC-machined parts
for customers around the globe
in the automotive and aerospace
sectors. Its ‘all in’ concept is
able to ensure parts are of the
highest precision and quality.
By controlling all the production
processes itself, ACTech says
it can realize rapid cycle times.
This independence – it says –
makes the company both fast
and reliable. And with 31,000
prototyping projects completed,
it may have a point.
ACTech - Booth E6310

High-tech diesel powertrain REGISTER NOW

Diesel engines have come in for
a lot of criticism recently, and
there has been a flurry of activity
in the sector as engineers look to
reduce emissions. Aumet’s 2-4
stroke diesel Z-engine works with
spark-controlled, single-fuel RCCI
combustion. A controlled ignition
point helps to achieve efficiency
and avoid too high a pressure in
the cylinder. The result is a lean
R
air-fuel mixture, containing both
IEGR and LPEGR, which contains FOR YOUR
steam that can be condensed
and injected to the intake ports to FREE PASS!
control the TDC temperature. The w w w.engine-expo.com
result is 20% lower manufacturing
costs and 20% lower weight. The
Z-engine also remains compatible
with regular industry components.
Aumet - Booth E6600

New developments in bearing technology Casting

Expo newcomers Rollax will
be heading to Stuttgart for the
2019 Expo, where the company
will showcase a range of new
developments in strut bearings,
gearbox sensors, and special
bearings produced using the
company’s state-of-the-art
assembly methods and automated
technologies. With over 40 years
of experience and more than
300 patents, Rollax’s expertise
includes transmission and
gearboxes, strut suspensions,
steering systems, and seating
bearing solutions.
Rollax - Booth E6620
process
Returning to Expo in 2019,
Hitchiner understands that
the evolution of engine design
requires components with a high
stiffness-to-inertia ratio, fatigue
durability, high fuel pressure
or temperature resistance with
complex geometry that allows
compact packaging. Hitchiner
will present solutions to all
these demands, thanks to its
investment-casting counter-
gravity technology. The result
is metal components in ferrous,
nickel and cobalt-based alloys
that have high level complexity,
compactness and fatigue
properties compared with
conventional casting processes.

Hitchiner - Booth E6455

Engine Technology International.com // March 2019 // 69

 ANSWERING UNIQUE
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WITH CUSTOM
ELECTROMAGNETIC
SOLUTIONS

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REGISTER NOW FOR YOUR FR EE PASS! w w w.engine-expo.com
Cutting-edge components
Visitors to this year’s Expo should
stop by the Advantech booth to
learn more about the company’s
cutting-edge component solutions
including precision cold forming,
metal forming, and lightweight
and high-pressure die casting.
Advantech experts will also be
able to talk more about precision
Sophisticated diesel tech
Diesel engines come in all
shapes and sizes, and many
manufacturers specialize at
one end or the other. However,
Hatz supplies technologically
sophisticated components,
such as connecting rod parts
from small 1-cylinder two-
stroke engines up to heavy-
duty 12-cylinder applications.
The company has been
Foundry tooling and prototyping
Stop by the Acme Tools booth to
discover why capacity is so vital
to engine manufacturing. Engines
are not small things – this is why
Acme Tool’s captive foundry has
a 300kg melting capacity. As
the leading foundry tooling and
prototyping company in India, it
stamping, aimed at various
parts of the powertrain
including engine valve train
components, timing chain
systems, electrification and
autonomous products, as well
as flat wire edgewise winding.
Advantech - Booth E6500
making diesel engines for over
a century, and for the past 30
years has been supplying a
range of components to OEMs,
including tailor-made, highly
diversified products as well
as a wide range of assemblies
and machined parts for its own
engine production.
Hatz - Booth E6250
focuses on prototypes, small
batches and pre-series production
of cast and sheet-metal parts
using a range of materials
including graded cast iron, ductile
iron, CGI, ADI and cast aluminum.
Acme Tools - Booth E6520
EXPO PREVIEW
Demonstrating
electrification
Austrian powertrain specialists
Obrist will head to Stuttgart to
make their Engine Expo + The
Powertrain Technology Show
debut in 2019, and will treat
visitors to a demonstration of
a new plug-in hybrid electric
powertrain that is able to
combine the benefits of
conventional PHEV and BEV
systems. With electrification
Enhancing now a dominant theme across
the automotive industry,
turbocharging the new Obrist technology
combines electric driving
A new portfolio of systems and comfort with unlimited range
technologies from bespoke turbo at maximum efficiency and
experts Van Der Lee will be affordable cost. Featuring an
showcased at this year’s Expo. efficient, ultra-compact and
These innovations are designed high-power combustion engine
to enhance the capability and and a battery, the HyperHybrid
controllability of turbochargers, solution represents an answer
including a range of wastegate to emission targets and low-
products from fully integrated cost electrification.
wastegate control solenoids
and smart control systems for Obrist Powertrain - Booth E6525
e-actuators, to standard frame
size low-resistance external
wastegate modules. As more
and more engine manufacturers
seek efficiency savings, many
have looked to the turbocharger.
And even though turbochargers
REGISTER
have been around for a while,
there have been significant
NOW FOR
advances in many of the
components and systems that
YOUR FREE
make up the modern forced
induction system. The Van Der
PASS!
Lee team is on hand to share w w w.engine-expo.com
their expertise with visitors.
Van Der Lee - Booth E6325
Water injection system
The benefits of water-controlled on a standalone controller
end-of-compression temperatures allowing flexibility in firing
are obvious: water is inexpensive, events, which can be tied to the
readily available, vaporizes easily fuel injectors or operated via a
and has no negative impact on more conventional crank angle-
vehicle emissions. The full water based injection control strategy.
injection system on show at
the Expo by Nostrum Energy Nostrum - Booth E6615
is aimed at all scenarios from
on-road to off-road, as well as
stationary and research engine
applications. The system also
provides knock mitigation,
octane-on-demand and NO X
management, and can be used
in performance, efficiency or
commercial engine applications.
The vehicle-integrated
injection system relies
Engine Technology International.com // March 2019 // 71
 EXPO PREVIEW
Discovering
powder
metallurgy
Those wanting to learn about
additive manufacturing should
be sure to visit The European
Powder Metallurgy Association
booth, where the EPMA will
be distributing its range of free
powder metallurgy publications,
including introductory guides
to additive manufacturing,
hot isostatic pressing, metal
injection molding and press and
sinter, as well as its Spotlight on
PM guides featuring case studies
from various industry sectors
Showcasing investment casting
Investment casting plays a pivotal
role in automotive manufacturing.
Citimetal has both a manual and
a semi-automatic production line,
with the latter able to produce
more than four million pieces
a year. Applications for the
Thin-wall, light weight investment castings for high-performing applications
• Near-net-shape
countergravity casting
technology
• High-volume capacity
• Full-service machining,
ÄUPZOPUNHUKHZZLTIS`
• Corrosion-resistant
stainless steels
• High-temperature
applications
Serving global markets with manufacturing operations in USA and Mexico • www.hitchiner.com
72 // March 2019 // Engine Technology International.com
MAY 21, 22, 23, 2019, MESSE STUT TGART, GERMANY
Exhaust insulation products
Keeping a handle on exhaust
gas temperature is critical for
insulation systems to withstand
temperatures of up to 1,000°C.
numerous reasons, not least
to prevent heat from damaging
The company has a range of
insulation products made from
components near the exhaust
system or causing heat issues
stainless steel and aluminum,
and insulations of soft fabric
inside the cabin. Stop by the with waterproof layers. Based in
Nipass booth to learn how a region of Europe renowned for
the company offers exhaust a long tradition of manufacturing
motor vehicles and accessories,
the company says it makes use
of the extensive experience of
the workforce and craftsmanship
including automotive, aerospace in the area.
and medical. There will also be a
range of components displaying Nipass - Booth E6605
applications from across all
sectors of powder metallurgy.
EPMA - Booth E6640
automotive industry range from REGISTER NOW
the gearbox, engine, fuel system,
turbocharger, and exhaust FOR YOUR
manifold and system to chassis
and door-closing mechanisms.
FREE PASS!
w w w.engine-expo.com
Citimetal - Booth E6255
•*VSSHIVYH[P]LKLZPNU
HUKKL]LSVWTLU[
• Extensive automotive
PUK\Z[Y`L_WLYPLUJL
•9HWPKWYV[V[`WPUN
•:[HY[[VÄUPZOWYVNYHT
management
•9LWYVK\J[PVUVMÄUL
KL[HPSZ
• Special coatings
 Being a serious company, we do not barter.
Although we do make exceptions
in the case of problem solutions.

Our credo: Only those who understand will find solutions.

That is why tectos should be your first choice when it comes to vibration optimization
of drive shaft systems for vehicle prototypes and associated test beds. No matter
whether they are motorcycles, passenger cars, commercial vehicles or industrial
engines.

Vibration control solutions

• Vibration optimization for vehicles
• Vibration optimization for test beds
• Torsional vibrations and related shaft
fractures

Engine test beds

• Speed in excess of 10000 rpm
• Adapting to downsizing concepts
• Tuning the test to real vehicle behaviour
in connection with RDS

tectos gmbh, Gradnerstrasse 145, A-8054 Graz T +43 316 228 617-0 E sales@tectos.at www.tectos.at
 THE PATH TOWARDS EURO 7

The Path Towards

Euro 7
CONFERENCE
With the automotive industry focused on meeting the
next big step in powertrain regulations, a new conference
examines the technologies and solutions that could
make internal combustion engine compliance possible

T
he automotive industry’s path to Euro 7
compliance will be discussed at the first-ever
The Path Towards Euro 7 Conference, taking
place alongside Engine Expo + The Powertrain
Technology Show in Stuttgart, Germany, on DISCUSSED:
May 21, 22 and 23, 2019.
Proposed emissions standards are likely to take Technologies and
a great deal of engineering complexity and cost to
achieve. This means that attaining the next stage solutions that could make
of emissions legislation requirement without overly significantly reduced
increasing these engineering factors is the next
significant hurdle the internal combustion engine emissions possible
must overcome. for the internal
Engine Expo + The Powertrain Technology Show
will bring together leading experts to present exclusive combustion engine
papers revealing the numerous powertrain technologies
and engineering solutions that exist to help gasoline
and diesel engines meet these possible future targets.
The event will also explore various technological
emission-reducing concepts that are in their infancy,
through to proven products. Various bolt-on solutions
will be presented and engineering challenges discussed,
debated and tackled.
The path toward significantly lowering internal
combustion engine emissions starts here! Read on to
discover a hand-picked selection of what’s in store...

74 // March 2019 // Engine Technology International.com

MAY 21, 22, 23, 2019 MESSE STUTTGART, GERMANY
SPEAKERS INCLUDE:
CO2 challenge and the race for fewer
emissions in the future – Euro 7 and
beyond
Michael Schweikl, managing consultant,
PA Consulting, Germany
Are emissions regulations now
exhausted?
Jon Andersson, global technical expert,
emissions measurements and standards,
Ricardo, UK
Engine downsizing and waste heat
recovery – key to meeting future
emissions and CO2 regulations? Current
and future views
Prof. Ricardo Martinez-Botas, professor
of turbomachinery, Imperial College
London, UK
The key role of flexible high-pressure
injection systems for sustainable
passenger car diesel engines
Dr Carlo Beatrice, senior scientist,
Istituto Motori – Consiglio Nazionale
delle Ricerche, Italy
Visit the website to view the full program
REGISTER ONLINE NOW FOR YOUR PLACE!
www.engine-expo.com/en/euro7
A lifecycle approach to clean
liquid-fuel powertrains
Andrew Atkins, chief engineer –
technology, Ricardo, UK
Jet ignition technology for further
C02 and NOX reductions
Mike Bassett, chief engineer,
Mahle Powertrain, UK
The challenges of future emission
regulations from a control perspective
Prof. Benjamin Pla, CMT-Motores
Térmicos – Universitat Politècnica de
València, Spain
Technologies to meet future particle
number requirements for high-
performance gasoline engines
Prof. Luciano Rolando, assistant
professor, Politecnico di Torino –
Dipartimento Energia (DEN-ERG), Italy
CONFERENCE ATTENDANCE IS FREE, PROVIDED
YOU WORK FOR AN OEM OR A TIER 1 SUPPLIER
Engine Technology International.com // March 2019 // 75
THE PATH TOWARDS EURO 7
LAUNCHING A
BRAND-NEW
POWERTRAIN
CONFERENCE!
Free access to the neighboring
Powertrain Testing Conference
Euro 7: Why is it necessary? What do
environmental groups expect from
future legislation?
Anna Krajinska, consultant emissions
engineer, Transport & Environment, UK
Scenarios for Euro 7 – impact on Europe’s
powertrain mix
Al Bedwell, director global powertrain,
LMC Automotive, UK
EAGLE: Recent advances towards a highly
efficient gasoline engine adapted for future
electrified powertrains
Xandra Margot, CMT-Motores Térmicos
– Universitat Politècnica de València,
Spain
Panel moderator
Margriet van Schijndel-de Nooij,
secretary general, European Automotive
Research Partners Association, Belgium
 POWERTR AIN TESTING

Powertrain
testing
CONFERENCE
As assessment and validation testing becomes an
increasingly vital part of the automotive industry
and powertrain development, a new conference
will present the views of leading experts in the field

T
he Powertrain Testing Conference, created
by the organizers of Automotive Testing
Expo, Engine Expo + The Powertrain
Technology Show, will present the views of
leading experts in the field of powertrain
PRESENTED:
assessment and validation testing on May 21, 22
and 23, 2019. The views of leading
Covering the latest CAE simulation tools as well as experts in the field of
dyno testing tools, Engine Expo + The Powertrain
Technology Show will also major on increasing the powertrain assessment
accuracy of emission assessment for a new generation and validation testing
of internal combustion engines.
Furthermore, next-generation testing tools and
techniques will be discussed, while a number of
workshop sessions will focus on helping development
engineers to get more out of their existing powertrain
testing equipment.
The conference will also look at best practices and
debate the right path for future testing of emission
cycles. Finally, expect to discover how to better
interpret and manage test data.
The path toward significantly improved powertrain
assessment and validation testing starts here! Read
on to find a hand-picked selection of what’s in store…

76 // March 2019 // Engine Technology International.com

MAY 21, 22, 23, 2019 MESSE STUTTGART, GERMANY
SPEAKERS INCLUDE:
Transient characterization of gasoline
direct-injection engines for real driving
emissions
Dr Byron Mason, senior lecturer in
advanced propulsion, Loughborough
University, UK
Predictive maintenance – customized for
powertrain test benches
Bernhard Fuchs, specialist testing
technology, BMW AG, Germany
Force, torque, moment and strain
measurements through complete
powertrain instrumentation
Michael Castiglione, VP, Michigan Scientific,
USA
High-precision vehicle fuel economy and
emissions testing
Dr Terry Alger, director, automotive
propulsion systems powertrain
engineering division, Southwest Research
Institute, USA
Stress measurement and FEA correlation
of engine crankcase for powertrain
durability test
Sangwoo Cha, KIA – Hyundai Motor
Group, Korea
Visit the website to view the full program
REGISTER ONLINE NOW FOR YOUR PLACE!
www.engine-expo.com/en/powertrain
PEMS testing experience across the
automotive platform and application
Nick Molden, founder and CEO, Emissions
Analytics, UK
Production ready with virtual calibration
Martin Abart, product manager, AVL List
GmbH, Austria
Digital twins – flexible real-time
integration in test facilities
Dr Felix Pfister, business development
powertrain, IPG Automotive GmbH,
Germany
Test of an electric propulsion system for
autonomous driving
Patrick Vikari, senior technical expert,
Hofer Powertrain, Germany
Measurements of powertrain mass
properties
Dr Scott Zagorski, mechanical engineer,
S-E-A Limited, USA
Onboard evaluation of tank-to-wheel
mechanical efficiencies
Enrico Corti, founder, Alma Automotive Srl,
Italy
CONFERENCE ATTENDANCE IS FREE, PROVIDED
YOU WORK FOR AN OEM OR A TIER 1 SUPPLIER
Engine Technology International.com // March 2019 // 77
POWERTR AIN TESTING
LAUNCHING A
BRAND-NEW
POWERTRAIN
CONFERENCE!
Free access to the neighboring
The Path to Euro 7 Conference
In-cylinder combustion recordings in
optical engines: Why, how and what
Dr Marcus Lundgren, head of laboratory/
assistant professor, Lund University,
Sweden
System design and experimental
verification of an electric drive unit
Dr Thomas Holdstock, senior control
engineer, Drive System Design, UK
Precision measurement of valve travel and
rotation in fired engines
Dr Rolf Slatter, CEO, Sensitec GmbH,
Germany
The dangers of aeration and how to test for it
Anthony Khoraych, president and CEO,
ATA (Advanced Test and Automation Inc),
Canada
High dynamic maneuver testing in
hub-coupled dynamometers
Christian Engström, CEO, Rototest,
Sweden
Fast transient emissions from light-duty
and heavy-duty vehicles
Dr Mark Peckham, senior director,
Cambustion Ltd, UK
 SUPPLIER INTERVIEW: MIBA BEARING GROUP

Bearing the

One of the main

challenges of
digitization is the
interconnection
of all stages in the
manufacturing chain

WORDS: KARL VADASZFFY

A
s a development partner and
With the demands of the producer of engine bearings for
automotive industry ever medium- and low-speed engines,
Miba Bearing Group manufactures
evolving, led by technological components that play a major
innovations and environmental role in both engine function and service
regulations and concerns, life, supporting the positioning of
crankshafts and camshafts, limiting
the performance demands the amount of friction caused during
on engine components operation, and protecting engines
from damage and breakdown.
continue to increase Rainer Aufischer, a 35-year veteran with
the company, is Miba Bearing Group’s chief
engineer. He says that digitization is a major
driver in industry developments and

78 // March 2019 // Engine Technology International.com


“The application relies on data from the
engine, and the engine relies on data from
key components. Ensuring these steps are
seamless is vital to maximize efficiency”
Rainer Aufischer, chief engineer, Miba Bearing Group
innovations, which are at the forefront of the
company’s work. “This is particularly led by
the inclusion of intelligent products, or smart
products, that are directly interconnected with
the application to enable maintenance or data
generation in order to better utilize a
product. For example, when it comes
to sensoring in the engine, there’s the
need to take measurements wirelessly
to a certain extent because it’s not easy to
transfer data out of moving parts, and then an
intelligent receiver enables big data analytics
to modify the portfolio of the application for
the best use of the component that lies there.”
He explains that this type of digitization
can be understood at three levels: the sensor
itself and the reading, which means an error
action is needed if the sensor is not working
correctly; a sensor that looks for near-future
failures or for catastrophic results, which
means an alert for the whole system is
SUPPLIER INTERVIEW: MIBA BEARING GROUP
required; and a sensor for lifetime prognosis,
to determine how long a product will survive
in an environment before it needs to be
replaced. “The purpose of all of this is to
ensure the whole environment is safer and
more efficient,” Aufischer comments.
The main challenge of digitization, he adds,
is the interconnection of all the steps in the
manufacturing chain. “As the component
supplier, we work with the engine supplier,
which is when the first integration of our
component into a running machine happens.
Then you have the installation of the engine
into an application. All these parts of the
chain have their own digitization demands –
for instance, the application relies on data
from the engine, and the engine relies on data
from key components. Ensuring these steps
are seamless is vital to maximize efficiency.”
Aufischer states that there is a major
industry focus on cranktrains, of which
bearings are major parts. He says the
cranktrain is “at the core of the engine”,
explaining that if a cranktrain fails, everything
stops. “From that standpoint, it’s a vital
component to the entire engine system. If
there is a catastrophic failure, the repair is very
costly and time-consuming. Therefore, there
is a significant demand on key components
when it comes to monitoring to see how secure
a system is, and then maintenance needs to
be enabled and completed accordingly.”
Miba Bearing Group’s engineers – who
have a global base, with sites in Austria, the
USA and China – become involved early on
with clients in the process of engine design,
often playing a core role in testing to ensure
Engine Technology International.com // March 2019 // 79
feasibility, material selection and choice of
bearings. “Our engineers’ skills are transferred
globally, but they work locally, which means
that our clients benefit from a skill set that is
established across our network, but the face-
to-face dealings they have will always be with
a local expert. This means communication
can never fail.”
Aufischer believes the role of alternative
fuels will continue to increase as CO2 footprint
becomes even more important globally. “The
use of gaseous fuels is already increasing, but
this is just the start.”
He says the USA has increased gas
attractivity with its fracked gas, and already
small truck fleets are on test in the USA and
Europe. In addition, ECAs (emission
controlled areas) and emissions
legislation have intensified the
use of gaseous fuels in ship
propulsion and power plants.
“Gaseous fuels offer lower
CO2 emissions, giving a better
emission portfolio to the
environment. As their usage
increases, there is the need for
our bearings to become slightly higher
performance, because of the combustion
spread of gaseous fuels. We need to slightly
extend load capabilities because these fuels
also contain different combustion products,
which when they come into the oil system
may introduce more corrosion and other
performance demands on the bearing.”
But despite a trend toward alternative fuels,
Aufischer argues that the ICE is here to stay
because “there is no intermediate alternative
and we will always need transportation”.
He concedes that there will be a mid-term
change in the application of alternative power
systems, but suggests the engine will remain
for the long term. “Our primary focus must
be on enabling further CO2 reduction, engine
efficiency, environmental protection, and
ensuring we have a safe and reliable working
principle behind the engine, which brings us
back to the roles that digitization is playing,
and can further play.”
 PRODUCTS & SERVICES
Expansion plug solutions
Engineered plugs create a secure metal-to-metal port seal without the need for
sealant or extra machining, thus lowering costs and preventing contamination
As engine designs continue
to advance, units become
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80 // March 2019 // Engine Technology International.com
The innovative
design of Koenig
Expander plugs
creates a secure
metal-to-metal seal
without sealant or
extra machining,
lowering process
costs and the risk
of contamination
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FREE READER INQUIRY SERVICE
To learn more about SFC Koenig, visit:
www.ukimediaevents.com/info/etm
INQUIRY NO. 501
 Rethinking Powertrain Testing
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Measuring turbocharger rotational speed represents

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PICOTURN eddy current turbospeed sensors
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 PRODUCTS & SERVICES
Emissions compliance
In preparation for tighter emissions regulations worldwide, advanced internal
combustion engine technologies are helping OEMs on the road to compliance
Heavy- and medium-duty
commercial OEMs are facing
a number of deadlines worldwide to
reduce carbon dioxide and nitrogen
oxide emissions. Expected CO2
reductions of 25-30% and NOX
reductions of up to 90% will require
considerable technical changes.
Before those deadlines can be met,
OV^L]LYTHU\MHJ[\YLYZÄYZ[OH]L
to determine which technologies
will help them achieve these targets
and at what cost.
OEMs must choose a path to
compliance, and time is running
short, as most of the regulations
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2025 timeframe.
Eaton’s Vehicle Group has a
portfolio of engine air management
and advanced valvetrain solutions
that are able to reduce NOX and CO2
emissions in commercial vehicles.
Many of these are based on the
company’s new modular variable
valve actuation technology, which
allows OEMs to select the features
they want to use based on their
particular needs.
Diesel cylinder deactivation (CDA)
and intake valve closure (IVC) can
be used to reduce fuel consumption
between 5% and 25%, increase the
rate of aftertreatment warm up, and
maintain higher temperature levels
during low load operation. These
technologies can also be used at
road loads to achieve active diesel
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without requiring the usual method
of dosing the oxidation catalyst.
CDA is a technique where a
combination of cylinders can be
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reducing displacement. It can be
implemented at low loads (below
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to improve thermal management
of the aftertreatment system and
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82 // March 2019 // Engine Technology International.com
CDA is achieved by deactivating
the valve motion and fuel injection
in a six-cylinder engine for two,
three or four cylinders, resulting
in four-cylinder, three-cylinder or
two-cylinder modes, respectively.
Vehicle acceleration is limited
by the engine’s ability to increase
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the desired torque and power level.
Results show that it is possible to
operate a diesel engine at low loads
in CDA without compromising its
torque and power capabilities – a
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implementation of CDA in diesel
engines, which initial testing shows
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on engine response.
IVC modulation reduces the
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decreases NOX through reductions
in in-cylinder temperatures prior to,
during and following combustion.
IVC enables the engine calibration
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including earlier injection timing.
Selective catalytic reduction
(SCR) systems are able to operate
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are between 250°C and 450°C.
Once the aftertreatment system
has reached this temperature range,
it is preferable to maintain turbine
outlet temperature (TOT) within
this range so that dosing of the
diesel oxidation catalyst, which
still requires temperatures above
250°C, is not needed to keep SCR
temperatures elevated.
Eaton’s CDA and IVC technology
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at all speeds, reducing emissions
through improved aftertreatment
Eaton’s type V hydraulic lash adjuster
thermal management and providing for heavy- and medium-duty diesel
[OL^LSJVTLZPKLLќLJ[VMIL[[LY or natural-gas vehicles can enable
fuel economy. These technologies consistent combustion, better engine
can be used at higher loads for packaging, reduced service costs and
notably improved valvetrain dynamics
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recirculation (iEGR), which helps
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the path to regulation compliance
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designed to save fuel while meeting
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Eaton’s positive-displacement
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to lower engine pumping losses
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Eaton Vehicle Group
can offer significantly
improved NOX and
CO 2 emissions with
a portfolio of engine
air management and
valvetrain solutions
for commercial and
passenger vehicles
Eaton’s Type V CDA
provides the ability
to simultaneously
reduce NOX and CO2 at
challenging low-load
operations, while also
including hydraulic
lash adjuster benefits
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positive displacement pumps when
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Though similar, a supercharger
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applications and is designed for
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the need to drive the EGR, allowing
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In an engine designed with
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Two further technologies that
Eaton has developed are its new
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sense, the engine decompression
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driving the current trend of engine
downsizing and downspeeding
in commercial vehicles, which is
resulting in the need for improved
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Eaton’s decompression engine
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ZVS\[PVU[OH[PZHISL[VZ^P[JO
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power at lower engine speeds and
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Engine Technology International.com // March 2019 // 83
PRODUCTS & SERVICES
PTWYV]LKM\LSLJVUVT`^OPSL
lowering total cost of ownership
as well as reducing wear and
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,H[VU»ZO`KYH\SPJSHZOHKQ\Z[LY
/3([LJOUVSVN`VW[PTPaLZ[OL
]HS]L[YHPUWLYMVYTHUJLI`WYV]PKPUN
precise valve seating over the life of
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noise reduction and elimination of
services for the manual valvetrain
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reduced service cost, improved
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FREE READER INQUIRY SERVICE
To learn more about Eaton, visit:
www.ukimediaevents.com/info/etm
INQUIRY NO. 502
 PRODUCTS & SERVICES
Distortion measurement
Increasing efficiency and emissions requirements are leading to greater demand
for accurate and comprehensive measurement of cylinder bore distortion
The continuing trend toward
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the combustion temperatures and
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time, cutting engine emissions also
means reducing oil consumption
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between the piston skirt, rings and
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This combination requires both
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throughout the entire stroke under
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84 // March 2019 // Engine Technology International.com
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distortion has been accelerated
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sophisticated modeling techniques
depend on correlation with tactile
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challenge has been to accomplish
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Distortion Lab, which is based in
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The Incometer measurement system
has been updated to include the option
of using the same test setup in a
single process, enabling the accurate
detection of bore diameters with regard
to cylinder distortion within the engine
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in bore distortion measurement
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diameters with a causal relationship
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distortion control and a consequent
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distortion and the components
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bottom dead center, which almost
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 PRODUCTS & SERVICES

The team in
Burscheid has
over 45 years
of experience in
bore distortion
measurement,
following the
collaborative
development of
the first Incometer
process in 1973

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INQUIRY NO. 503
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Engine Technology International.com // March 2019 // 85

 PRODUCTS & SERVICES

CFD-based rate shaping

Optimization of multipulse injection strategies delivers a cost-efficient methodology
to cope with the complexity of future gasoline direct-injection combustion systems

In order to stay competitive

against emerging alternative
powertrain solutions, the gasoline
engine needs to undergo further
PTWYV]LTLU[ZPU[OLYTHSLѝJPLUJ`
and the reduction of particulate
matter emissions.
Yet any measure to meet these
development goals comes at the
penalty of increasing complexity
of the combustion system, implying
a direct increase of development
cost and time-to-market. Thus, a
key to modern GDI development is
the ability to virtually explore more
Z`Z[LTJVUÄN\YH[PVUZHUKLUNPUL
operating strategies, building fewer
physical prototypes, and reducing
the corresponding cost-intensive
physical testing.
Among the various high-potential
TLHZ\YLZ[VZPNUPÄJHU[S`PTWYV]L
GDI fuel economy as well as reduce
emissions is the use of multipulse
injection strategies aimed at ideal Above: CFD image of fuel injection event
fuel distribution and turbulence for a GDI central injector configuration
conditions for optimum combustion. Below: The trade-off between turbulent
However, reliable virtual shaping kinetic energy and fuel distribution and capable design exploration The derived targets to achieve
VMPUQLJ[PVUYH[LWYVÄSLZYLX\PYLZ homogeneity in the engine combustion tool, catering for the automated this goal were to maximize the
chamber at ignition timing for the 80
OPNOS`HJJ\YH[LOPNOÄKLSP[`*-+ intelligent search of better strategies turbulent kinetic energy and fuel
multipulse injection strategies studied
simulation technology and a robust in a very complex and constrained distribution homogeneity in the
design space. combustion chamber at ignition
230
(ZZPNUPÄJHU[WYVNYLZZOHZILLU timing, thereby ensuring an ignitable
THKLPUIV[OÄLSKZV]LY[OLWHZ[ TP_[\YLH[[OLZWHYRWS\N-\Y[OLY
220
decades, and thanks to increasing JVUZ[YHPU[Z^LYLZWLJPÄLKMVY[OL
computational power, a comparably TH_PT\TMYHJ[PVUVMM\LSÅV^PUN
210 computationally intensive simulation back into the intake port and
Z\JOHZPUJ`SPUKLY*-+PZUV^H UVU]HWVYPaLKSPX\PKM\LSYLZPK\HS
200 candidate for design exploration. in the chamber at ignition timing,
Turbulent kinetic energy (J/kg)

Based on that, engineers at assuming they are a major

190 Siemens PLM established a fully
PU[LNYH[LK*-+IHZLKKLZPNU
180 L_WSVYH[PVUTL[OVKVSVN`[VÄUK
improved injection strategies.
170
;OLNVHSVM[OLÄYZ[KLTVUZ[YH[VY
Z[\K`H[:PLTLUZ734^HZ[VÄUK
injection strategies that optimize
160
JVTI\Z[PVULѝJPLUJ`VMHNLULYPJ
gasoline engine operated under full
150
0.8 0.85 0.9 0.95 1 load stoichiometric homogeneous
Equivalence ratio uniformity index (-) charge conditions at 4,000rpm.
contributor to particle emissions.
A generic fuel injection pulse
train was parametrized, enabling
any number between one and
four trapezium spray pulses, with
a variation of injection start, pulse
durations and intervals between
any two pulses.
-VYLHJOVM[OLZ[YH[LNPLZH
[YHUZPLU[*-+ZPT\SH[PVUVM[OL
mixture preparation from intake

86 // March 2019 // Engine Technology International.com

 PRODUCTS & SERVICES

The injection rate

profile of the reference
strategy and two high-
performing strategies.
The unfeasible strategy
can be included if a

Injection rate (a.u.)

compromise is made
on acceptable levels of
fuel in the port, in return
delivering benefits
regarding turbulence,
residual liquid fuel and
greater fuel uniformity

350 400 450 500 550 600 650 700

Crank angle (degree)

directly boost late turbulence levels strategies stand out: a three-pulse

through compression up to ignition
timing was carried out using fully
automatic in-cylinder simulation.
Covered physics include moving
piston and valves, spray injection
and vaporization, the droplet-wall
interaction and wall wetting, as well
HZ[OLZ`Z[LT»Z[\YI\SLU[ÅV^HUK
air-fuel mixing.
A tool-embedded optimization
algorithm was used, characterized
by its hybrid and adaptive nature.
That is, it automatically used a blend
of state-of-the art optimization
algorithms combining local and
global search strategies and tuned
itself to the design space during
the search. This strategy was very
JVZ[LќLJ[P]LPUJVTWSL_HZ^LSSHZ
simple problems.
The performance metrics of all studied
injection strategies. Both reference
and interesting candidate strategies are
highlighted by bold lines. Bright red
lines denote the infeasibility regions
for constrained performance factors
Consequently no optimization
expertise was required to conduct
the study and the only input needed
for the optimizer was the number of
injection strategies to be assessed.
This means that over the course
of the study 80 injection strategies
were studied fully autonomously on
a high-performance computational
cluster system.
(ZHYLZ\S[HKPZ[PUJ[[YHKLVќ
between the engine’s turbulent
kinetic energy and fuel homogeneity
became obvious. Early pulses tend
to lead to better air-fuel mixing with
UVKPYLJ[LќLJ[VU[\YI\SLUJLH[
ignition, whereas later pulses may
at the cost of decreased mixing
time. Very late pulses result in non-
vaporized fuel in the chamber and
non-ideal timing may cause fuel to
be recirculated into the intake-port
K\YPUNHIHJRÅV^WOHZLYPNO[
before intake valve closure.
>OPSLTHU`VM[OLZLLќLJ[ZHYL
to be qualitatively expected from
ÄYZ[ZPNO[[OLHSNVYP[OTTHUHNLZ
[VÄUKV[OLY^PZLOHYK[VPKLU[PM`
compromise solutions among
numerous competing objectives.
Despite the strict requirements
on valid solutions, several feasible
strategies were found using the
proposed method.
A detailed analysis thanks to
CFD gives a deep insight into how
[OLZWYH`HќLJ[Z[OLPU[HRLQL[HUK
fuel distribution with the various
injection timings. The big data
analysis reveals how outstanding
strategies manage to boost the fuel
uniformity and tumble with ideally
timed early intake-phased pulses,
thereby improving turbulence as
the tumble breaks down and at the
same time ensuring ignitability and
further boosting turbulence with a
perfectly timed late pulse. All this
while simultaneously mitigating
fuel related constraint violations.
Based on these insights from
the automated design exploration,
the engineers were able to choose
from a series of better performing
Z[YH[LNPLZLHJOVM^OPJOVќLYLK
\UPX\LILULÄ[Z
In comparison with the four-pulse
reference strategy, two further
strategy, where the intake port fuel
and liquid fuel present at spark
timing are reduced by 80% and
60% respectively, at a slight cost
of reduced turbulent kinetic energy;
and another strategy consisting of
two pulses to improve vaporized
fuel in the gasoline engine, levels
of turbulent kinetic energy and fuel
homogeneity, all simultaneously,
at an acceptable penalty of fuel
IHJRÅV^[V[OLPU[HRLWVY[
Which one might be the ‘right’
choice remains an engineering
challenge that typically cannot
be answered by any algorithm.
0[PZ[OLZ`ULYN`VMLѝJPLU[
H\[VTH[LKPKLU[PÄJH[PVUVM
high-performing strategies in
a highly complex design space,
combined with the engineer’s
unbeaten experience-based
ÄUHSHZZLZZTLU[VMIL[[LYYH[LK
options, that adds value to the
engine-optimization process.
While this study has proved
the potential of CFD-based rate
shaping for GDI engines, Siemens
engineers only see it as a starting
point. Thanks to a fully embedded
H\[VTH[LK^VYRÅV^L_[LUZPVUZ
to spray targeting, valve timing and
piston shape optimization are now
WVZZPISLVќLYPUNH[VVSZL[[VZOHWL
UV[VUS`M\[\YLPUQLJ[PVUWYVÄSLZI\[
also the complete GDI system.
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To learn more about Siemens PLM, visit:
www.ukimediaevents.com/info/etm
INQUIRY NO. 504

Engine Technology International.com // March 2019 // 87

 PRODUCTS & SERVICES

Integrated drive module

Advanced propulsion solution combines power electronics, e-motor and transmission
technology in a compact design for optimized installation, weight and efficiency

The automotive industry

is experiencing its biggest
transition so far, and trends such
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BorgWarner, a leading company in
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portfolio already features multiple
EV and HEV technologies, such
as thermal management systems,
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BorgWarner’s electric drive
module (eDM) and its innovative
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company’s fully holistic approach
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to mount the eAxle iDM either at
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transmission technology based on drive module is an all-in-one propulsion
solution that combines inverter technologies
the company’s eGearDrive, and a with a transmission and an electric motor
cutting-edge drive motor featuring
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[LJOUVSVN`-PN\YL extended pure EV range and thus UL_[SL]LS-PN\YL;OLJVTWHU`»Z the controller and communications
By intelligently combining the HSV^LYIH[[LY`JHWHJP[`)LZPKLZ latest inverter generation has a WYV[VJVSZLUOHUJPUNÅL_PIPSP[`
three EV components in a single handling input speeds of up to ÅL_PISLHYJOP[LJ[\YLHUKKLSP]LYZ The engineers at BorgWarner
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a tailor-made solution to meet TV[VY[LJOUVSVN`;OL/=/ ILVWLYH[LKMYVT=+* JVUÄN\YH[PVU-PN\YLPUZ[LHKVM
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drive module, is already in serial
production and features an
eGearDrive transmission and an
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higher exposed surface in the end-
turn area, resulting in machines

88 // March 2019 // Engine Technology International.com

 PRODUCTS & SERVICES

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Figure 3: HVH winding technology (left) and S-winding technology (right) take up
20% less space than round wires and have 10% less mass than conventional motors
Figure 2: The iDM’s highly integrated
power electronics offer full software
functionality with an option for high-
level control of EV or HEV vehicle
dynamics and energy management
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FREE READER INQUIRY SERVICE
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INQUIRY NO. 505
 PRODUCTS & SERVICES
Hybrid steel application
Developments in material properties and mechanical design are supporting greater
peak firing pressures and higher temperatures for the next generation of engines
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90 // March 2019 // Engine Technology International.com
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PRODUCTS & SERVICES
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FREE READER INQUIRY SERVICE
To learn more about Ovako, visit:
www.ukimediaevents.com/info/etm
INQUIRY NO. 506
 PRODUCTS & SERVICES

Plastic fuel line solutions

A philosophy based on continual product development and evolution has led
to today’s innovative low washout, impact- and heat-resistant multilayer tubing

Often in industrial applications

First used in Citroën’s 1956 DS,
the most crucial parts of a Rilsan polyamide-11 is still used
system are hidden behind a simple for high-performance fuel lines
exterior. What may seem obvious
is usually the result of an extensive
evolutionary process, punctuated
with both technical and regulatory
challenges. The automotive industry
is no exception, especially when
it comes to fuel lines. Far from a
simple rubber tube, the multilayer
fuel lines for gasoline engines today
are the result of a saga of issues
and innovations. There were four
major challenges that led to today’s
low washout, high-impact and
heat-resistant multilayer tubing
(MLT) such as Arkema’s advanced
Rilperm 5340 construction.
Before plastic, the alternative
to metal fuel lines was rubber. Its
high heat resistance made it a logical
choice. Rubber hoses, even though
still in use for high temperatures
close to the engine, are 3-4mm
thick and prone to swelling.
The need for an overall higher-
performance material eventually
SLK[V[OLÄYZ[SVUNJOHPUWVS`HTPKL

Technical polymers need to be able to
produce complex tube designs, such
as this 30mm diameter corrugated
five-layer MLT with an EVOH barrier
(LCPA) under-chassis fuel line,
used in Citroën’s 1956 DS. The
solution was made from Arkema’s
ÅL_PISLHUKOPNOWLYMVYTHUJL
Rilsan polyamide 11. Up to
100% bio-based, it is a lightweight
polyamide resin with low moisture
absorption, excellent chemical
and thermal aging properties
(up to 175°C [347°F] in air with
acids and 135°C [275°F] in water-
IHZLKÅ\PKZ;OLTH[LYPHS»ZOPNOLY
rigidity means that it requires fewer
attachment points, contributing to
cost advantages.
Similarly the introduction of
ethanol with biofuels reinforced
LCPA’s place in gasoline fuel lines,
thanks to their chemical resistance
properties. However, increasing
concerns about fuel permeation
and volatile organic compound
emissions resulted in more stringent
regulations and created a need for
new fuel line structures.
0U[OL Z[OLÄYZ[YLZ[YPJ[P]L
regulations regarding evaporative
emissions were put into place in the
USA and Europe, and have since
regularly been tightened. This was
the second major challenge for the
automotive industry. The regulations
meant that barrier materials with
very low permeation were needed
in fuel lines. To overcome the issue,
multilayer fuel lines with chemical
barriers had to be developed. The
ÄYZ[ZVS\[PVUKL]LSVWLKOHK[^V
layers – LCPA for the outer
SH`LYHUKÅ\VYVWVS`TLYHZ
[OLIHYYPLY¶^OPJOZPNUPÄJHU[S`
increased the line’s price.
0M,;-,PZ[OLTHPUÅ\VYVIHYYPLY
PVDF can also be used for fuel
contact. However, it is less resistant
to cold temperatures than other
solutions, which limits its use. This
means that it was mainly used in
tropical areas including Southern
Asia. Other barrier materials were
then introduced, including PPS,
PPA, PBN and EVOH. This reduced
overall permeation by up to 100
times compared with traditional
monolayer tubing.
At the same time, another issue
^HZPKLU[PÄLK:[H[PJLSLJ[YPJP[`

92 // March 2019 // Engine Technology International.com


1000 μm 250 μm 400 μm 150 μm
50 μm 150 μm
750 μm 100 μm 150 μm
50 μm 400 μm
400 μm 150 μm
Rilsan PA 11 Two layers Rilperm 5040 (PA 12)
LCPA/ETFE Rilperm 5140 (PA 11)
LCPA: Long-chain polyamides, mainly PA 11 or PA 12
The evolution of Arkema’s polyamide plastic fuel lines for automotive applications
build-up in the hose
SLK[VHUL_WSVZPVU
risk with sudden
electrical discharge.
The use of conductive
plastic for the inner layer
of the hose eliminates this risk
and improves safety. Conductive
plastic is now mandatory in the US
market and is used by a selection
of auto makers including Hyundai
and more recently Volkswagen.
In the meantime, the EVOH
barrier has become the most
commonly used material for low-
permeation solutions, especially
when the line under the chassis
is plastic. Not only is EVOH the
best barrier material up to 40%
alcohol in fuel (E40) but it is also
highly cost-competitive and easy
to process. However, the barrier
also brought challenges.
EVOH solutions tend to be brittle
and require careful disposition of
the multilayer structure. OEMs
have to place the EVOH layer in
[OLUL\[YHSÄILYaVUL[OLJLU[LYVM
the composition where constraints
and forces are reduced. In addition,
EVOH does not adhere to LCPA.
Thus, a tie layer has to be added
Rilperm 5340 to the composition. This leads to
(Low washout)
multilayer tube constructions such
as the Rilperm 5040 (or 5041 when
JVUK\J[P]L^OPJOPZZWLJPÄLK
widely in the USA, in particular
by Ford. The polyamide 11-based
solution Rilperm 5140 is preferred
by Japanese OEMs.
Arkema didn’t stop development
there and improved the structure
with a new layer named Rilsan
;PLÅL_;OPZUL^[PLSH`LY[LJOUVSVN`
was not just an adhesive layer, but
an integrated structural tie. It added
greater adhesion and mechanical
WYVWLY[PLZPUJS\KPUNÅL_PIPSP[`HUK
strength. This patented technology
eliminates the inherent brittleness of
classic ties and increases the overall
performance of the structure. The
JVTWHU`PZHISL[VVќLYZ[Y\J[\YHS
tie solutions with polyamide 6- or
610-based structures, depending
on the system’s performance and
cost requirements.
A last big issue that needed to be
ZVS]LK^HZ[OLL_[YHJ[HISLJVU[LU[
Polymers contain small molecules
(monomers and oligomers) that can
cause elution problems when in
prolonged contact with solvent. In
M\LSSPULZ[OPZJHUTLHUHZPNUPÄJHU[
risk of injector clogging. Note that
polyamide 12 resins contain much
Engine Technology International.com // March 2019 // 93
PRODUCTS & SERVICES
more oligomer content than
the others. Hence OEMs voiced
the need for lower oligomer levels
and more recently low washout (all
L_[YHJ[HISLZTH[LYPHSZ[VPTWYV]L
their fuel lines performance.
The main challenge was then
[VKL]LSVWHULѝJPLU[Z[Y\J[\YL
that remained cost competitive.
In response, Arkema introduced
a new EVOH-based structure
named Rilperm 5340. This
structure is competitive thanks
to the use of an innovative
polyamide 6-based structural
tie layer, while the use of Rilsan
polyamide-11 for the skin means
performance levels aren’t
compromised. Arkema’s Rilsan
WVS`HTPKLJHUVќLYPTWHJ[
strength at low-temperatures,
thermo-chemical resistance,
HUKSV^VSPNVTLYHUKL_[YHJ[HISL
performance. A conductive version
has also been developed, which
currently includes an EFEP internal
layer (Rilperm 5351).
Rilperm MLT solutions based
on Rilsan polyamide 11 and other
Arkema LCPAs and alloys are used
all over the world for the toughest
working conditions. They are
JVZ[LќLJ[P]LYLWSHJLTLU[ZMVY
both metal and rubber in highly
technical applications. Behind
development of Arkema’s MLT
solutions is an ideology of constant
improvement, to help every auto
THRLYÄUK[OLTVZ[HWWYVWYPH[L
solution, from monolayer to
Ä]LSH`LYZ[Y\J[\YLZHUKTVYL
FREE READER INQUIRY SERVICE
To learn more about Arkema, visit:
www.ukimediaevents.com/info/etm
INQUIRY NO. 507
 PRODUCTS & SERVICES
Emissions reduction
A new-generation engine model uses single-fuel reactivity-controlled
compression ignition for improved NOX and CO 2 emission levels
Today’s demands for lower
NOX and CO2 emissions are
not easy to meet without incurring
extra costs. An EV powertrain is
one solution for this problem, but
only if the electricity is produced
via a low CO2 emission method.
This is not the case in the majority
of countries worldwide.
Battery price and weight are
slowing the growth of EV numbers
and it is expected that the ICE will
continue to dominate the passenger
car market. Hybridization helps ICE
cars to recuperate energy made via
braking, and even small batteries
of 1-2kWh are big enough for this
purpose in passenger cars, but
other actions are also needed to
solve the NOX and CO2 problem.
The split-cycle engine, where
compression is transferred partially
or totally outside the work cylinder,
is an innovative development in
combustion engine technology.
;OPZVќLYZUL^[OLYTVK`UHTPJ
possibilities to adjust the working
cycle and combustion. As there are
The Z-engine enables significantly reduced fuel consumption
94 // March 2019 // Engine Technology International.com
methods to control temperature
at top dead center, homogeneous
charge compression ignition (HCCI)
combustion is possible in the Aumet
Z-engine at all loads.
HCCI combustion is the latest
trend in automotive IC engine
development, with both Mazda
and Honda recently publishing
information on their new HCCI
projects. HCCI has lower heat
losses and quicker combustion
than normal combustion and
[OLYLMVYLIL[[LYLѝJPLUJ`HUK
also lower emissions. In Honda’s
most recent gasoline engine the
company uses a homogeneous
fuel-air mixture, ignited with an
extra injection to the spark plug.
Aumet’s two- or four-stroke
diesel Z-engine model works
with spark-controlled single-fuel
reactivity-controlled compression
ignition (RCCI) combustion. When
controlling the ignition point with
spark, it is possible to achieve
PTWYV]LKLѝJPLUJ`HZ^LSSHZH]VPK
too great a pressure in the engine Aumet’s diesel Z-engine
combines the benefits of both
two- and four- stroke engines
HCCI injector
Ignition injector
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Control of the ignition point via a spark avoids the build up of too much pressure in the cylinder
 PRODUCTS & SERVICES

Aumet’s Z-engine,
equipped with an
adjustable turbo-
bypass channel
and an LPEGR
system, has been
designed to produce
significantly lower
NOX and CO 2 levels

cylinder. The air-fuel mixture in the

Z-engine is lean, lambda 1.3 to 1.9,
and contains around 10% IEGR and
25% LPEGR.
IEGR enables rapid evaporation
of fuel during the main fuel injection
and also makes the formation of
active radicals possible, therefore
lowering the fuel’s activation energy.
LPEGR contains a lot of steam
and when it condenses in the high-
pressure intercooler, the resulting
water can be injected into the intake
ports of the Z-engine to control
top dead center temperature. The
controlled turbo-bypass channel
helps to keep the in-cylinder IEGR
pressure at the end of the exhaust
cycle at about 2 bar. Thus the main
fuel injector, which has an outward-
opening conical nozzle, can form
a homogeneous mixture in-cylinder.
As the Z-engine’s top dead center
temperature is low, the main air-fuel
mixture in the cylinder is lean and
its Livengood-Wu integral can be
kept between 0.7 and 0.8, meaning
self-ignition can be prevented. The
ignition injection with side injector
forms a rich mixture around the
high-voltage spark electrodes and
as this fuel is fully evaporated, it is
easy to ignite accurately with high
voltage sparks. Mixture ignition
occurs at a lower temperature than
[OLULNH[P]L[LTWLYH[\YLJVLѝJPLU[
regime of the mixture, so engine
knock is impossible.
RCCI and HCCI combustion can
enable ultra-low NOX production,
especially when top dead center
temperature is low, as it is in the
Z-engine. Because the ignition fuel
is completely evaporated before its
ignition, it produces very little NOX.
Particle emissions generated from
HCCI combustion are very low and
are ‘wet particles’, combusting
easily in an oxidation converter.
0U[OLALUNPUL[OLTHZZÅV^
of the piston compressor can be
adjusted through the early intake
valve closing method, this also
means that no throttling occurs.
The Z-engine has expansion ratio
of 25:1 at all loads and therefore
a high TDC pressure. The spark
ignition at up to 150 bar requires
a high ignition voltage. In the Aumet
Z-engine this is solved through the
use of both positive and negative
polarities against the earth in the
TPKKSLLSLJ[YVKLZVM[OLTVKPÄLK
spark plugs. This means that the
majority of commercial ignition
components, such as ignition
coils, can be used.
As a result of all these factors,
[OLALUNPULTVKLSVќLYZWHY[SVHK
IYHRLZWLJPÄJM\LSJVUZ\TW[PVU
of 180g/kWh and NOX emissions
of 0.005-0.01g/kWh, with just
an oxidation converter needed.
The system also reduces the
manufacturing costs and weight
by 20%, as well as eliminating
the need for urea. In addition,
the Z-engine uses standard
automotive industry components.

1. Ignition injection, 2. Exhaust 3. Fuel injection to 4. Intake 5. Final compression

combustion and work the hot internal EGR FREE READER INQUIRY SERVICE
To learn more about Aumet Oy, visit:
The working process behind Aumet’s Z-engine. The innovative system allows a 20% reduction in weight and manufacturing costs www.ukimediaevents.com/info/etm
INQUIRY NO. 508

Engine Technology International.com // March 2019 // 95

 PRODUCTS & SERVICES
EV powertrain simulation
Advanced simulation software is enabling flexible development of varied
powertrain formats, therefore meeting the demands of future mobility
Automotive megatrends
including emerging market
mobilization, green and clean
energy technologies, safety and
convenience are shaping customer
decisions and political legislation.
In turn, these trends impact future
vehicle and powertrain technologies
and their usage rates. Nearly 22%
of total CO2 emissions are emitted
by the transportation sector and
this share will continue to increase.
By 2020, vehicle sales are projected
to reach up to seven million in India,
35 million in China and 100 million
globally. While this is positive growth
for the automotive industry, it is
concerning for the environment.
To combat these challenges,
FEV is performing engine, drivetrain
and vehicle analysis to determine
feasible improvements, including
engine downsizing, Miller cycle,
MYPJ[PVUYLK\J[PVUHUKLSLJ[YPÄJH[PVU
Additionally, the company’s experts
SVVRH[LѝJPLUJ`PTWYV]LTLU[Z[V
the combustion cycle, mechanical
components and gas exchange.
;OLTVZ[ILULÄJPHS[LJOUVSVN`
Accelerometer
A virtual accelerometer was used to measure acceleration of the P2 hybrid topology
96 // March 2019 // Engine Technology International.com
path for the customer, auto maker
or supplier is selected on existing
constraints, one of which is cost.
The key components of
LSLJ[YPÄLKWYVW\SZPVUZ`Z[LTZ
include the engine, transmission,
e-motor, battery and controls. With
this level of component complexity
come several challenges. First,
interdisciplinary knowledge of the
mechanical, electrical, thermal and
control components is required.
Second, optimal system integration
of single components requires
ZWLJPÄJL_WLY[PZL;OPYK[OLYLPZHU
extensive number of combinations
and layouts possible, so there is
no single solution on the market.
System engineering is required
to guarantee the best development
with respect to customer needs,
which typically include fuel and
energy economy, emission and
market targets, cost, performance,
and comfort and driveability.
There are several possibilities
for e-motor mounting to the driveline
HUK[OL`HYLJSHZZPÄLKMYVT7[V
P4 for parallel hybrid topologies.
Acceleration
P0 mild hybrid topology with 48V BSG
;OLYLHYLÄ]LWVZZPISLWYVW\SZPVU
system layouts for ICEs, seven
for hybrid drives and eight for full-
electric vehicles. This means there
are at least 20 unique layouts to
consider, making it a challenge to
model and simulate all layouts and
component interactions. To solve
this, FEV has developed modular,
f/Hz ZJHSHISLHUKÅL_PISLZPT\SH[PVU
10k software – Virtual Dynamics.
Virtual Dynamics can be used
5k
to model and simulate a P0 hybrid
topology, also known as a mild
2k
hybrid with 48V belt-driven starter
1k generator system, which is coupled
to the engine. By using Virtual
500 Dynamics software for a P0
topology hybrid powertrain it is
200 possible to analyze dynamic belt
SVHKHUK]PIYH[PVUKLÄULWYVWLY
100
belt tensioner systems, view
[LUZPVULYILOH]PVYKLÄULYLX\PYLK
pre-stress and damping, analyze
20 +Z[YLZZHUKMH[PN\LKLÄULW\SSL`
JVUULJ[PVUZHUKYLKLZPNU[OLÄYZ[
main bearing as there are additional
loads from the belt-driven starter
generator system.
P2 hybrid including e-motor generator
Virtual Dynamics software
was used to model a P2 hybrid
topology propulsion system in
which an e-motor generator is
mounted to the transmission.
The model consists of a fully
coupled internal combustion
LUNPULK\HSTHZZÅ`^OLLS
transmission and e-motor
NLULYH[VY(ÅL_PISL[YHUZTPZZPVU
OV\ZPUNÅL_PISLZOHM[ZHUKNLHYZ
oil type and temperature are also
included to simulate and assess
the characteristics of noise,
vibration, harshness and gear
whine. A virtual accelerometer
PZTV\U[LKVU[OLÅL_PISLJHZPUN
of the transmission to predict the
accelerations and was measured
on the test bench. Results were
compared and analyzed and a
positive correlation was found as
the accelerations match in both
amplitudes and frequencies.
FREE READER INQUIRY SERVICE
To learn more about FEV, visit:
www.ukimediaevents.com/info/etm
INQUIRY NO. 509
 FROM THE PUBLISHER OF ENGINE TECHNOLOGY INTERNATIONAL MAGAZINE
INSIGHT ON
CHANGE FROM

200+
ERS!
SPEAK

November 26, 27, 2019

VIENNA, AUSTRIA

CHANGING THE WAY PEOPLE THINK ABOUT

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 PRODUCTS & SERVICES
Engine oil measurement
Highly accurate oil consumption and dilution evaluation can safeguard the internal
combustion engine from performance losses and the possibility of breakdown
Modern engine technology
demands high standards of
lubrication to safeguard the engine.
Lubricant loss and oil dilution in an
internal combustion engine are two
well-known processes that seriously
HќLJ[WLYMVYTHUJLHUKJHUL]LU
result in breakdown.
The downsizing of engines in
conjunction with turbocharging can
lead to enhanced oil consumption.
Equally, a reduction in piston ring
thickness at concurrent increased
temperatures and cylinder pressure
carries the risk of oil loss. Engine oil
JVU[HPUZZL]LYHSJVTWVULU[ZZ\JO
HZZ\SM\YWOVZWOVYHUKHKKP[P]LZ
that are capable of reducing the
LѝJHJ`VM[OLJH[HS`[PJJVU]LY[LY
resulting in higher NOX emissions.
-3\IL:LUZL automotive applications, engine torque, speed and blow-by all affect oil consumption.
-JHUWYV]PKLHZ`Z[LTMVY
98 // March 2019 // Engine Technology International.com
0UHKKP[PVU[OLZ`Z[LTHKKP[P]LZ
can interfere with the sensor units
that are responsible for reliable
engine management. While SO2
and sulfur-containing aerosols
resulting from oil consumption
are unwanted air pollutants,
[OLZLLTPZZPVUZJHUHSZVZLY]L
as a tracer when optimizing engine
performance in situ during
KL]LSVWTLU[HSZ[HNLZ
By taking into account the
initial sulfur content of the fuel
and oil mixture, in conjunction
^P[O[OL[YHUZPLU[HPYHUKM\LSÅV^
SL]LSZTLHZ\YLTLU[ZVM[OLJOHUNL
in SO2 concentration in the exhaust
NHZJVTWVZP[PVU^PSSYL]LHS[OL
amount of oil lost.
The V&F GasOxidizer is capable
VMJVU]LY[PUN[OLKPќLYLU[[`WLZ
of sulfur components, including
particle bound sulfur, into SO2.
Real-time measurements of
the SO2 content, employing the The V&F technology can be used to monitor gasoline, diesel and CNG engines. In
OPNOS`ZLUZP[P]L=
mass spectrometer, facilitate an This engine characteristics map shows the relationship between all of these factors
accurate calculation of the oil
consumption in the engine. +7-Z`Z[LTZULLK[VILYLN\SHYS` using the V&F FuelSense mass
Oil dilution poses another major regenerated. The industry has now ZWLJ[YVTL[LY^OPJOWYV]PKLZ
challenge in engine management. KL]LSVWLKHWVZ[PUQLJ[PVUTL[OVK a real-time picture of the amount
Incomplete combustion of gasoline, [OH[I\YUZVќZVV[HWYVJLZZ[OH[ of oil dilution.
diesel and biodiesel often leads leads to fuel enrichment in the oil. V&F’s lubricant performance
to fuel leaking into the crankcase. =
measurement instrumentation is
,_JLZZP]L\UI\YULKM\LSWHZZLZ L]HS\H[PVUVMVPSKPS\[PVUJVTWYPZPUN capable of identifying the system’s
between the piston and cylinder HUVPSZHTWSPUNKL]PJLHUKTHZZ oil consumption and dilution during
wall and results in oil dilution, where spectrometric characterization. combustion. The V&F equipment
P[HS[LYZ[OLS\IYPJHU[»Z]PZJVZP[`HUK In this system, V&F LubeSampler WYV]PKLZ[PTLYLZVS]LKKH[HK\YPUN
may cause lubricant failure. is connected to the oil sump of KYP]PUNJ`JSLZHUKLUHISLZMHZ[
Furthermore, the soot produced the engine. A small portion of the engine mapping. The system can
by diesel engines constitutes VPSPZ[YHUZMLYYLK]PHHKVZHNL]HS]L be used to monitor gasoline, diesel
a major air pollutant, and diesel into a thermodesorption unit where and CNG engines. The results are
WHY[PJ\SH[LÄS[LYZ+7-ZHYL\ZLK ]VSH[PSLJVTWV\UKZPUKPJH[P]LVM H]HPSHISLPUZ[HU[S`HUKHKQ\Z[TLU[Z
[VWYL]LU[[OLZVV[MYVTLU[LYPUN oil dilution, are separated from the can be implemented until the best
[OLLU]PYVUTLU[;VH]VPKJSVNNPUN S\IYPJHU[+LWLUKLU[\WVU[OLM\LS LUNPULWLYMVYTHUJLPZHJOPL]LK
used for the combustion process,
V&F’s lubricant performance measurement HYHUNLVMZWLJPÄJNHZLZVYNHZ FREE READER INQUIRY SERVICE
system allows analysis of oil consumption. mixtures can be produced. The To learn more about V&F, visit:
To perform exhaust gas sampling on the
YLZ\S[PUNM\LSZWLJPÄJ]VSH[PSLNHZ www.ukimediaevents.com/info/etm
IC engine, a heated probe tube is used INQUIRY NO. 510
mixture is subsequently analyzed
Online Engine Oil Consumption Measurement
- LubeSense & GasOxidizer using the SO2 tracer method
- Suitable for diesel, gasoline and CNG engines
- Pre and post turbocharger or each cylinder
- Detection level below 1g/h
- Time saving, easy installation and operation
- Minimized service and operation costs

Online Oil Dilution Measurement

- Turnkey equipment FuelSense & LubeSampler
- Continuous oil sampling with recirculation to the oil sump
- Suitable for diesel and gasoline engines
- Fast measurements within minutes
- Detection level below 0.2 % dilution
- Time saving, easy installation and operation
- Minimized service and operation costs

V&F www.vandf.com
Analyse- und Messtechnik GmbH T +43 (5223) 43105
 PRODUCTS & SERVICES
Displacement sensors
An innovative approach to precision measurement has led to highly accurate
inductive displacement sensors that are suitable for harsh industrial environments
Displacement, position and
distance are some of the most
frequently measured quantities in
[OLÄLSKVMPUK\Z[YPHSTLHZ\YLTLU[
technology. Micro-Epsilon is a
WPVULLYPU[OLÄLSKVMPUK\J[P]L
displacement sensors based on
the eddy current principle. For
more than 50 years Micro-Epsilon
– a company that specializes in
displacement measurement sensor
products – has contributed to the
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[HZRZPUYLZLHYJOHUKKL]LSVWTLU[
on test rigs, in quality assurance,
and in the monitoring of machines
HUK[VVSZ(ZVULVM[OL]LY`ÄYZ[
companies to bring sensors based
on eddy currents to market maturity,
Micro-Epsilon can be considered a
SLHKLYPU[OLPUK\J[P]LKPZWSHJLTLU[
sensor market, with a large product
range in this area.
These non-contact displacement
sensors are ideally used where no
forces should be exerted on the
target and where fast displacement
changes must be recorded. For
applications where the system’s
standard sensors are performing
at their limits, the company can
modify the sensors accordingly.
The changes that are most often
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HUK[HYNL[JHSPIYH[PVUZKPќLYLU[
TV\U[PUNVW[PVUZTVKPÄLK
TLHZ\YPUNYHUNLZPUKP]PK\HS
cable lengths, and the inclusion
of an integrated controller.
Based on the eddy current
principle, Micro-Epsilon’s sensors
are accurate. NCDT displacement
sensors from the eddyNCDT series
can also be used in measurement
tasks that require extreme accuracy.
Depending on the type, eddyNCDT
ZLUZVYZJHUVќLYYLZVS\[PVUZKV^U
to a few tenths of a nanometer. And
based on a sophisticated three-
point linearization, the sensors
keep linearity errors to a minimum,
100 // March 2019 // Engine Technology International.com
Designed for precise
measurement in
harsh conditions,
eddyNCDT sensors
from Micro-Epsilon
aren’t influenced by
dust, humidity or oil
[OLYLI`JVU[YPI\[PUN[VV]LYHSS
accuracy of the measurement.
The displacement sensors are
H]HPSHISLPUTLHZ\YPUNYHUNLZ
from a few 100μm up to 80mm.
Measurement speed is high and
the possible measurement
frequency is fully dependent
on the frequency of the oscillating
circuit. EddyNCDT sensors from
4PJYV,WZPSVUVќLYHMYLX\LUJ`
response up to 100kHz. To date
– due to the ferrite core that
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JVU]LU[PVUHS[HJ[PSLPUK\J[P]L
ZLUZVYZHYL\UHISL[VHJOPL]LH
comparable frequency response.
With high-precision displacement
measurements such as this, thermal
PUÅ\LUJLZT\Z[ILJVUZPKLYLK
;OLZLPUÅ\LUJLZJHUILJH\ZLKI`
thermal expansion of the specimen
and sensor or by the temperature
dependency of the oscillating
circuit. The sensors from Micro-
,WZPSVUHYLHJ[P]LS`[LTWLYH[\YL
compensated and so resistant
[V[LTWLYH[\YLÅ\J[\H[PVUZ;OPZ
means the sensors can be used
in a -40°C to +200°C (-40°F to
392°F) temperature range and
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0UK\J[P]LKPZWSHJLTLU[ZLUZVYZ
based on the eddy current principle
HYLYLZPZ[HU[[VL_[LYUHSPUÅ\LUJLZ
HUKJHUL]LUIL\ZLKPUL_[YLTLS`
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THNUL[PJÄLSKZWLUL[YH[LPUZ\SH[VY
TH[LYPHSZL]LU[HYNL[ZILOPUKHU
insulating layer can be used as the
measurement object. Dirt, dust,
O\TPKP[`HUKVPSKVUV[PUÅ\LUJL
results. The eddyNCDT sensors
HYLL]LUJHWHISLVMHWWSPJH[PVUPU
ambient pressures up to 2,000 bar.
The technology can also be easily
integrated directly into machines.
For this situation, Micro-Epsilon
OHZKL]LSVWLKHPUUV]H[P]L[`WL
of coil wrapping that enables an
extremely small sensor design.
Typical applications for the
company’s eddyNCDT sensors can
be found in wind turbines, where
the oil gap between bearing and
shaft must be monitored. If this gap
becomes too small it can result in
damaged bearings and, ultimately,
system failure. High temperatures,
high pressures and the presence of
lubricating oil between bearing and
shaft make this application ideal for
PUK\J[P]LLKK`J\YYLU[ZLUZVYZ
Also, with the clutch disc between
rotor and generator, eddyNCDT
sensors are able to monitor axial,
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this application, the sensor system
is often subject to harsh ambient
conditions such as pressure, oil
HUK[LTWLYH[\YLÅ\J[\H[PVUZ0U
VќZOVYLHWWSPJH[PVUZ[OLLќLJ[ZVM
salt water must also be considered.
0UHKKP[PVU[OLZWHJLH]HPSHISLMVY
the displacement measurement
sensors is extremely limited. And
it is for that exact reason that
4PJYV,WZPSVUOHZKL]LSVWLK
its range of miniature sensors.
FREE READER INQUIRY SERVICE
To learn more about Micro-Epsilon, visit:
www.ukimediaevents.com/info/etm
INQUIRY NO. 511
 PRODUCTS & SERVICES

Thermal management
Implementation of custom solenoid valves in thermal management systems to
accurately control flow rate can enable greater vehicle reliability and efficiency

Next-generation vehicles B [tesla] B [tesla] :VSLUVPKZVќLYZOVY[YLZWVUZL

require improved thermal 1.6000e+000
1.6000e+000
1.4857e+000
[PTLZ^OPSLLUHISPUNÅV^JVU[YVS
management control. Keeping 1.4857e+000
1.3714e+000
1.3714e+000
1.2571e+000 accuracy up to 2%. Solenoids also
components and systems within
1.2571e+000 1.1429e+000
1.1429e+000
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1.0286e+000 WYV]PKL[OLHKKP[PVUHSILULÄ[VMH
the optimal temperature range can
9.1429e+001
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8.0000e+001
8.0000e+001
6.8571e+001
MHPSZHMLWVZP[PVU([`WPJHSZVSLUVPK
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5.7143e+001
5.7143e+001
4.5714e+001
has a hard stop with a mechanical
4.5714e+001
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3.4286e+001
2.2857e+001 YL[\YU;OPZPZILULÄJPHSPUZHML[`
custom solutions incorporating applications where the device must
2.2857e+001 1.1429e+001
1.1429e+001 0.0000e+000
0.0000e+000

solenoid valves is emerging as an return to its initial position in a state

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;OLZLZVS\[PVUZJHUILVI[HPULK
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ZPTPSHYZVSLUVPK]HS]LZVYHUHYYH`
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There are three electromechanical
solenoid valve types used in most
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proportional and latching. The
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the valve will determine what type
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allows the controller to vary the
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Figure 1: Latching magnetic circuit (left) and binary magnetic circuit (right) valve types
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The latching circuit incorporates
permanent magnets and requires
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=HYPHISLZZ\JOHZWYLZZ\YLKYVW
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H[[YPI\[LZHSSYLX\PYLTLU[ZJHU
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this technology. Solenoid valves can
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LSLJ[YPJHSJVTWVULU[ZHUKZ`Z[LTZ
or the entire cooling system. Since
valves do not require proximity to
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electrical component temperature-
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sensitivity requires temperature to
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producing physical samples. Figure IPUHY`THNUL[PJJPYJ\P[YLX\PYLZ [OLZLIHZLSPULWSH[MVYTZM\[\YL
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NLULYH[LKMYVTLP[OLYHWLYTHULU[ THNUL[PJWLYMVYTHUJL^LPNO[ project timelines and cost savings.
Each custom solenoid valve is
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can show any
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material selection means valves
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-50°C to +200°C (-58°F to +392°F).
Engine Technology International.com // March 2019 // 101
WLYMVYTHUJLPTWYV]LTLU[PU
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Implementing a custom solenoid
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solution is resistant to extreme
[LTWLYH[\YLZJHULUZ\YLHJJ\YH[L
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PTWYV]LZYLSPHIPSP[`HUKLѝJPLUJ`
FREE READER INQUIRY SERVICE
To learn more about
TLX Technologies, visit:
www.ukimediaevents.com/info/etm
INQUIRY NO. 512
 PRODUCTS & SERVICES
Turbo shaft machining
A complete system line enables reliable and precise machining of turbocharger shafts,
including pre-turning, hardening, grinding and ECM balancing, while decreasing costs
Turbocharger production is
one of the most demanding
tasks in automotive engineering.
High-strength materials, precise
geometric requirements, large
quantities and price pressure are
key challenges for both OEMs and
suppliers. The continual pressure
[VZPNUPÄJHU[S`KV^UZPaLWHPYLK
^P[O[OLL]LYPUJYLHZPUNKLTHUKMVY
high-performance parts, is making
components such as turbos the
main focus for production planners.
These planners are demanding
automated production solutions
that increase quantities produced,
^OPSLKLJYLHZPUNV]LYHSSJVZ[WLY
part and guaranteeing precision.
To meet this demand, EMAG has
developed a complete production
solution – a fully linked production
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developed by a single source,
^OPJO^PSSJVTWSL[LS`THJOPUL[OL
turbo shaft. This process includes
pre-turning, hardening, grinding
and ECM balancing.
;OLKV^UZPaPUN[YLUKKVLZUV[
HWWLHY[VILZSV^PUNKV^U(UK
as displacement decreases, OEMs
JVTWLUZH[L^P[O[\YIVJOHYNPUN
The intake air is compressed and
then forced into the combustion
chamber at maximum pressure,
leading to extreme performance.
In modern engine applications,
[OLJVTWYLZZVY^OLLSYV[H[LZ
at up to 290,000rpm, resulting in
very high component temperatures.
The manufacture of turbocharger
shafts is a demanding task. They
are made of high-performance
TH[LYPHSZZ\JOHZ0UJVULS^OPJO
JHU^P[OZ[HUK[LTWLYH[\YLZVM
V]LY‡*I\[HYLKPѝJ\S[[V
machine due to material hardness.
Despite this, turbos still have to be
WYVK\JLKPUSHYNLX\HU[P[PLZ^P[O
precision and process reliability.
Markus Neubauer, a technical
102 // March 2019 // Engine Technology International.com
application engineer at EMAG,
ZH`Z¸6\YL_WLYPLUJLILULÄ[Z\Z
because our range of technologies
cover the entire process chain –
MYVTWYLTHJOPUPUN[VÄUPZOPUN
including balancing.
“This means that the complete
line, including planning, project
management, implementation
and service, comes from one
ZV\YJL;OPZILULÄ[WSH`ZH
KLJPZP]LYVSLPULZ[HISPZOPUNHUL^
turbocharger production facility.”
The line’s advantages can be
ZLLU^OLU`V\SVVRH[[OLJVTWSL_
THJOPUPUNWYVJLZZ^OPJOYHUNLZ
from component pre-turning and
induction hardening to grinding
and electrochemical balancing.
At the start of the machining line,
HWHSSL[PaLYYVIV[WSHJLZ[OLISHURZ
on the conveyor belt of the VTC
100-4 vertical turning center, and
[OLTHJOPUL»Z^VYRWPLJLNYPWWLY
transports the component into the
machining area. In a single clamping
operation, the turbine shaft can be
WYL[\YULK^P[OMV\YH_PZTHJOPUPUN
enabling reduced processing times.
The vertical design and resulting
MYLLÅV^VMJOPWZWYL]LU[ZJOPW
build-up.
A second robot removes the
pre-turned parts from the conveyor
ILS[VM[OL=;*HUKMVY^HYKZ
them for the heat treatment process
PU[OL405+4^OLYL[OL
engine components are quickly
heated to a precise temperature.
If it is necessary to harden the
bearing seats on the component,
that is also possible.
Various grinding operations then
take place in the third and fourth
VWLYH[PVUZ-PYZ[[OLOVYPaVU[HS
grinding of the shaft is performed
on an EMAG HG 204. Next, the
VLC 200 GT vertical grinding
THJOPULÄUPZOLZ[OLYPUNNYVV]LZ
HUK[OLV\[LY^PUNJVU[V\YVM[OL
[\YIPUL^OLLS6W[PVUHSS`[OL^PUN
JVU[V\YJHUILKLI\YYLK^P[O
an additional driven brush in the
machining area of the VLC 200 GT.
After the components have
WHZZLK[OYV\NOH^HZOPUNMHJPSP[`
HUKHTLHZ\YPUNZ`Z[LT[OLÄUHS
operation takes place – balancing
From blank to
finished engine
component in five
operations. The
EMAG machining
line produces an
output of 420,000
to 450,000 turbine
rotors every year
via electrochemical machining
in the CS machine. This chip-free
WYVJLZZPZWLYMVYTLK^P[OHZPUNSL
repeat step. Due to the non-contact
YLTV]HSVMTH[LYPHS[VVS^LHY^P[O
this machine is minimal.
The entire turbocharger shaft
(turbine rotor) can be completed
^P[OPUZLJVUKZ-VYH[OYLL
shift operation, this results in an
V\[W\[VM[V
turbine rotors per year. After
balancing, the part is ready for
PUZ[HSSH[PVU¸>LHS^H`ZN\HYHU[LL
a tailor-made system architecture
for these and similar projects,”
adds Neubauer. “For this reason,
,4(.WYV]PKLZJ\Z[VTLYZ^P[O
HSSVMP[ZWYVK\J[RUV^SLKNL
Providing this kind of machining
RUV^OV^MYVTHZPUNSLZV\YJL
can guarantee success, especially
in the production of challenging
WV^LY[YHPUJVTWVULU[Z¹
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INQUIRY NO. 513

Advanced technologies
As the automotive industry undergoes rapid change, new forward-thinking technologies
are enabling OEM integration of turbocharging, electrification and software solutions
In October 2018, Honeywell
Transportation Systems
became Garrett – Advancing
Motion. The company remains
committed to providing state-of-
the-art technology as it adds a new
chapter to more than six decades
of innovation resulting in more than
1,400 patents and an installed base
of over 100 million turbos globally.
Garrett aims to drive forward-
thinking tech solutions for software,
[\YIVJOHYNPUNHUKLSLJ[YPÄJH[PVU
The next generation of Garrett
technology will focus on enabling
vehicles to become notably safer,
TVYLJVUULJ[LKTVYLLѝJPLU[HUK
more environmentally friendly. That
means building on the company’s
core turbocharging technology
while embracing new opportunities
created through the rise of hybrid
and connected vehicles.
Garrett is already pioneering new
solutions to address these trends,
with highly engineered products
fully integrated with its customers.
A turbocharger is not a traditional
automotive technology. Turbos
can reach speeds well in excess
of 350,000rpm, or approximately
3,000 rotations in the time it takes
you to blink your eye.
The forces acting on a turbo
HYLPUJYLKPISL(TPSP[HY`ÄNO[LYQL[
Turbo
technology
Electric &
hybrid
Connected
vehicles
is designed to withstand about 14g
of force, while a turbocharger must
routinely survive up to 25g vibration
levels. Clearances are seven times
thinner than a human hair, and
temperatures can reach more than
1,030°C (1,886°F). The global focus
is now on gasoline ICE applications
and CO2 emission reductions,
leading Garrett to design turbo
systems that can take advantage
of alternative combustion cycles.
PRODUCTS & SERVICES
energy sources through technology
solutions such as its two-stage
electric compressor for fuel cells.
Connectivity and autonomous
vehicles are also on the rise and
greater connectivity increases
vehicles’ vulnerability to cyber
attack. Reliability and assured
functionality will become even more
JYP[PJHSMVYIV[OÅLL[V^ULYZHUK
operators. Garrett has developed
industrial strength technologies
to help auto makers protect and
secure their vehicles while also
maintaining performance.
As more and more cars become
connected, the need to protect
them, passengers and vehicle data
against cyber threats grows. Garrett
is preparing for this by developing
solutions that detect intrusions to
the connected system, analyze the
potential threats, take protective
Signs are that the industry is action, and report concerns to
headed for an electric future. As OEMs for resolution.
such, Garrett is integrating a new Whether it’s via hybridization,
era of electric products, including connectivity or autonomy, vehicles
e-compressors and e-turbos with are becoming increasingly complex.
traditional mechanical applications, Ensuring reliability now includes
[VM\Y[OLYPTWYV]L[OLLѝJPLUJ`VM having the ability to look forward
hybrid and electric powertrains. The and forecast and diagnose issues.
company has also said that interest Garrett believes that knowing
in alternative energy sources such something is starting to degrade,
as hydrogen continues to grow, and and allowing preventive action with
it will continue to support innovative quick and precise diagnosis of the
issue, is critical to maximize vehicle
Above: As OEMs use and customer satisfaction.
continue to add As a 65-year-old company under
complexity to
vehicles, Garrett is a new banner, Garrett is focused on
developing state-of- being a leader in the mechanical,
the-art technologies electrical and software domains.
to meet demand
in turbocharging,
This enables the company to help
hybridization and leading OEMs address problems
vehicle connectivity that they need to overcome.
Left: Garrett’s engine
boosting solutions FREE READER INQUIRY SERVICE
are enabling further To learn more about
improvements in Garrett – Advancing Motion, visit:
CO2 emissions and www.ukimediaevents.com/info/etm
powertrain efficiency INQUIRY NO. 514
Engine Technology International.com // March 2019 // 103
 PRODUCTS & SERVICES
Fuel cell technologies
Fuel cell powertrain technologies offer the possibility of zero emissions as well
as integration with the energy matrix, using hydrogen as an energy vector
The increasing need for clean energy
is driving the development of fuel cell
technology in the automotive industry
In previous years, leading
governments worldwide have
taken a strong stance with regard
to greenhouse gas emissions and,
more recently, local emissions and
particulates. Japan, China, Korea,
the EU and California are just a few
examples. The death toll associated
with air pollution is estimated to be
around seven million people every
year, according to the World Health
Organization. The increasing need
for clean energy has been driving
technology development.
Hydrogen can be a useful
option as an energy vector as
it can be produced by several
methods, including as electrolysis
using renewable energy, biomass,
and reformation of natural gas
and other fossil fuels. Therefore,
hydrogen fuel cell solutions can
HSSV^NYLH[LYÅL_PIPSP[`PUIV[O[OL
storage and the use of energy.
Fuel cell solutions are often the
preferred choice when making use
104 // March 2019 // Engine Technology International.com
of hydrogen because of the larger
JVU]LYZPVULѝJPLUJ`JVTWHYLK
with an internal combustion engine.
Fuel cells for automotive application,
most typically in the form of a PEM
(proton exchange membrane), have
HJVU]LYZPVULѝJPLUJ`VMJOLTPJHS
to electrical energy in the range of
60-64%. They can also be reliable
and quiet.
When hydrogen is not readily
available an alternative fuel cell
technology can be used, such as
a solid oxide fuel cell (SOFC). These
cells operate at higher temperatures
and can work with most available
fuel types, including CNG, LPG,
diesel, gasoline and ethanol. SOFC
fuel cell technology is particularly
useful for stationary applications
and as range extenders, where less
dynamic operations and startup
time are not major requirements.
AVL has been working on several
fuel cell projects over the past 16
years with both PEM and SOFC
technology. The company has also
completed powertrain projects with
passenger vehicle OEMs, truck, bus
and stationary applications.
The company has also gained
experience and competence in the
ÄLSKVMM\LSJLSS[LJOUVSVN`[OHURZ
to early involvement in development.
Since 2002 numerous patents and
papers have been published by the
company worldwide. Its network of
competence centers is far-reaching
globally. With experience branching
from component level all the way up
to system integration, the company
can work throughout the automotive
supply chain.
AVL predicts opportunities
for heavy-duty trucks and intercity
bus applications to implement fuel
cell powertrains. When combined
with clean diesel technologies,
assuming hydrogen costs can
achieve the predicted price of
US$4 to US$6 per kg, fuel cell
technology could prove to be a
Image Description: Fuel cell
truck
competitive solution. The hydrogen
infrastructure for these applications
can be built up relatively quickly
as the demand for gas ensures
a positive business case for even
TVYLYLÄSSPUNZ[H[PVUZ^OPJO\U[PS
now has been the main stumbling
block for passenger cars.
AVL has positioned itself as a
leading system integrator for trucks
and buses by heavily investing into
a state-of-the-art test center in
Graz, Austria, which is able to test
fuel cell systems up to 500kW. In
addition, the company has built an
VѝJLPU=HUJV\]LY*HUHKH^OPJO
houses the fuel cell stack experts
working on the development of
operating strategies to ensure the
required durability and robustness
for truck applications.
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 International Vienna
Motor Symposium
15 - 17 May 2019, Hofburg Vienna

Lectures in the Plenary:

Future Mobility - Strategies and Solutions
+ Dr. Volkmar Denner, Robert Bosch GmbH,
on the topic “Beyond the Hood – Rethinking Mobility“
+ Keiji Kaita, Toyota Motor Corporation,
on the topic “Diversified Electrification –
Key for Toyota‘s Challenge towards Sustainable Society“
+ Henrik Green, Volvo Car Group,
on the topic “Attractive Cars for a Changing Society –
Volvo Cars R&D Strategy“
+ Dr. Frank Welsch, Volkswagen AG,
on the topic “ID. Volkswagen – Simply Electric“
+ Andreas Tostmann, Volkswagen AG,
on the topic “Transformation – The Road to Future Mobility“
+ Günther Apfalter, Magna International Europe GmbH,
on the topic “Future Mobility – A New Business Model?“
+ Hubertus Troska, Daimler AG,
on the topic “The Dynamic China Market“

In-depth Technical Lectures on

• New SI and CI Engines
• Innovative Engines / Components
• Future Fuels
• Low Emission / Emission Concepts
• Electric Drives / Hybrid
• Fuel Cell / Future Powertrain Concepts
• Autonomous Driving
• View to the Future

Poster Presentations
Comprehensive Technical Exhibition and
Social Programme
For details see www.vienna-motorsymposium.com
The volumes containing the technical papers will be available
from 15 May 2019 onwards.
Organization:
Austrian Society of Automotive Engineers (ÖVK)
Elisabethstrasse 26/24,
1010 Vienna
Tel.: +43/1/585 27 41/0, Fax: +43/1/585 27 41/99, E-Mail: info@oevk.at
Chairmen: Univ.-Prof. Dr. B. Geringer, Univ.-Prof. Dr. H. P. Lenz
 PRODUCTS & SERVICES
Altitude simulation
ETC’s altitude simulation
system is a uniquely designed
system in that high-altitude
conditions are simulated at
the engine induction air and
exhaust manifolds. The system
includes a combustion air
unit, which precisely controls
environmental conditions with
four high-speed control valves
and a vacuum system.
With ETC’s technology
there is virtually no variation
in the induction and exhaust
manifold pressure. The Altitude
Simulation System also offers
greater cost efficiency than
an altitude chamber, which
has gained the attention of the
aircraft and racing industries as
well as many automotive OEMs
and Tier suppliers.
The ETC system performs
altitude simulation tests from
sea level to 10,000m (±10m),
and pressure stability transient
testing ±1.5kPa from idle
to full throttle in less than
five seconds. This allows
transient control, with engine
consumption change rates of
up to 400kg/h possible. The
four-control valve system
allows the engine intake and
exhaust manifold pressure to
be maintained at precisely the
Cemented carbide
Swedish company VBN
Components is now able to
3D print cemented carbide – a
material previously considered
impossible to print due to its
high carbide content. VBN has
proved that its high-carbide
material Vibenite 290 can be
printed – but this new product
raises the bar even higher. The
patented Vibenite 480 contains
approximately 65% carbide and
is based on powder produced
by large-scale gas atomization.
There is no mixing, drying,
pressing or sintering needed,
106 // March 2019 // Engine Technology International.com
same altitude. ETC just requires
the customer to supply the
engine air-mass consumption
rate in real time to tune the
system’s transient response.
This performance verification
can be applied to multiple test
profiles including FTP, NTE,
RMC, TRC CITY, Mountain Cycle,
LRT, NRTC, WHTC and HDT.
The simulation system
provides precise temperature,
humidity and dew point control
(±0.5°C steady state, and
between 1°C and 1.5°C dew
point for the transients defined
above). It can also be easily
retrofit to existing chambers
or engine test cells and offers
CANbus and Modbus as well
as other communication
protocols for a user-friendly
test cell interface.
FREE READER INQUIRY SERVICE
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INQUIRY NO. 516
as in the traditional
cemented carbide
process. This new
type of hard metal has a
long-term heat resistance
of 750°C (1,382°F) and is
corrosion-resistant and magnetic.
Vibenite 480 lends itself
to applications where steel is
normally used, but replacing it
with hard metal would increase
production efficiency. Appropriate
for hard-metal applications
with a complex geometry, it is
referred to as a hybrid carbide – it
combines the two material worlds
Tribological coatings
Founded in Italy in 1991,
STS has three high-technology
service centers (Brescia, Padova
and Bologna) specializing in tool
refurbishment as well as physical
vapor deposition (PVD) and
plasma-assisted chemical
vapor deposition (PACVD) coatings.
A leading supplier for Italy’s largest
industrial groups, STS’s coating
department is dedicated to anti-
friction and anti-wear coating on
mechanical components.
The increasing need to improve
automotive and racing performance
means STS has invested heavily
in R&D in the PVD and PACVD
coatings field. The main goal for
the company has been to improve
the component’s duration of use
and endurance against wear,
focusing all efforts on developing
a low friction coefficient coating
together with elevated hardness.
The experience gained and the
availability of PVD and PACVD
technologies have enabled STS
of PM-HSS and
cemented carbide.
“It is particularly
satisfying to be able to
offer our new cemented
carbide product to customers
who have been asking for such
a material for some time now.
We are starting a new era in
Swedish material history,”
says Ulrik Beste, chief technical
officer at VBN Components.
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INQUIRY NO. 517
to offer its clients applicable
solutions to multiple problems.
STS has found success using
DLC coating technology on pistons,
piston pins, injection nozzles and
camshafts. This type of coating
uses PACVD technology and can
be deposited at low temperatures
and with elevated hardness due
to the presence of carbon in the
form of graphite (sp2) and diamond
(sp3). This makes PACVD coating
the most resistant to sliding,
abrasion and chemical attack.
STS has now introduced a
high-performance coating in PVD
technology: polymer-like carbon
(PLC). The coating process can
be classified as metal doped
diamond-like carbon (Me-DLC).
Subjected to temperatures of
between 140°C (284°F) and 480°C
(896°F) depending on the material
on which it is deposed, testing on
PLC reveals improved performance
of the rocker arms during open and
close motions.
The WC/C coating consists of a
layer of tungsten carbide together
with carbon. Deposited via
magnetron sputtering technology
at temperatures below 180°C
(356°F), WC/C can be used on
engine gears, pumps and bearings.
STS has also developed a specific
CrN coating for the automotive
and racing industries. This coating,
which is deposed with PVD
technology, focuses mainly on
endurance against wear. With a
friction coefficient higher than DLC,
PLC and WC/C, the CrN coating has
demonstrated strong adhesion at
elevated thicknesses (up to 10μm).
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 PRODUCTS & SERVICES

Overcoming challenges in electromobility

In the future, it is highly
The industry trend away from While the hybrid engine likely that some mechanical
the established IC engine, toward concept is versatile, the components will disappear from
full-electric propulsion, is causing connection of both drives the IC engine compartment.
concern among many suppliers has not yet been standardized. However, before the full-electric
of mechanical components that To connect such drives, Rollax of this system (compared with engine is capable of serving the
their products may no longer develops mechanical customized sprag-type freewheel clutches mass market, hybrid engines
be required. bearings – such as freewheels or or electric clutches) include both will be needed. Rollax takes this
However, a snapshot of the declutching bearings – which are fast and precise clutch operation, shift in the automotive industry
industry as it stands suggests used in various hybrid devices low-friction torque during idle as an opportunity to enhance
electromobility is not yet fully as generators, power-split pumps, mode, compact dimensions, and its development competence
capable of supporting the clutches or brakes. commercial benefits. The Rollax in mechanical components,
requirements of the market – To ensure the operation of needle bearing clutch protects providing movement solutions
in terms of vehicle range and supporting devices with both each drive input through blocking to its customers.
charging infrastructure. For of the engines, Rollax relies during inversion of the direction, FREE READER INQUIRY SERVICE
this reason, IC-electric hybrid on mechanical needle bearing driving the device in the optimal For more on Rollax, visit:
engines often represent the clutches with specific, adjusted way. Both engines can support www.ukimediaevents.com/info/etm
ideal solution. support bearings. The advantages and overlay each other if needed. INQUIRY NO. 519

INDEX TO ADVERTISERS
AB SKF.................................................Inside Back Cover
Arkema ................................................................................... 19
ATI France SAS................................................................... 81
Aumet OY.............................................................................. 35
AVL List GmbH.........................................................................
Inside Front Cover
BorgWarner GmbH .......................................................... 15
Busch Clean Air SA ........................................................49
Cambustion Ltd................................................................ 59
Eaton Corporation ........................................................... 41
EMAG GmbH & Co KG ......................................................11
Engine Expo 2019 .............................................23, 25, 26
ETC TESTING & SIMULATION SYSTEMS ..............40
Federal Mogul .............................Outside Back Cover
FEV Software and Testing Solutions GmbH..... 21
Garrett Motion Inc........................................................... 38
Hitchiner Manufacturing Co Inc .............................72
Industrie Saleri Italo SpA............................................ 62
Lubrizol.................................................................................. 20
Miba AG ...................................................................................12
MICRO-EPSILON Messtechnik
GmbH & Co. KG ..........................................................70
Österreichischer Verein für
Kraftfahrzeugtechnik .......................................... 105
Ovako AB ................................................................................17
Renishaw ..............................................................................32
Rollax ......................................................................................65
Rotor Clip Company Inc .............................................. 53
Rototest International AB............................................ 81
SFC Koenig.......................................................................... 53
Siemens Industry Software NV .................................3
Sonceboz .............................................................................49
STS Srl ....................................................................................65
Tectos GmbH.......................................................................73
The Future of Transportation
World conference 2019 .........................................97
TLX Technologies .............................................................70
Turbo Energy Ltd ............................................................. 62
V&F Analyse- und Messtechnik GmbH .............99
VBN Components AB ...................................................107

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ON THE AGENDA?
With our patented Vibenite®
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• complex geometry
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about our unique materials.

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A new performance
 FINAL WORD
Fond farewell
Morgan Motor Company says goodbye to the V8 with two final eight-cylinder
roadsters, ushering in a new era of in-line 6, forced-induction technology
For Morgan Motor Company, 2018
marked the 50 th – and final – year of its
V8 engine. The manufacturer has featured a
naturally aspirated eight-cylinder in its line-up
since 1968, but in December the company bid
farewell to the much-loved engine layout. To
mark the special occasion, Morgan has built
two final V8-powered cars – an Aero 8 and
a Plus 8 – to add to its heritage fleet.
The V8 engine has played an important
part in Morgan’s long history. In 1968, as
a result of diminishing availability of the
four-cylinder unit that formed the heart of the
Plus 4, the company adopted a Buick-based
Rover V8 and planted it under the hood of its
famous roadster.
The birth of the V8-powered Morgan Plus 8
couldn’t have come at a better time. Following
the release of the Plus 4 Plus coupe in 1962,
of which only 26 were made, the brand was
struggling with low sales volumes. The
success of its eight-cylinder roadster pulled
it back from the brink.
Equipped with the 3.5-liter all-aluminum
Rover V8 and a 4-speed Moss gearbox that
offered peak output of 170ps at 5,200rpm
and 285Nm, the Plus 8 was one of the UK’s
fastest accelerating production cars at the
time of release, powering from 0-100km/h
in 6.7 seconds. And while poor aerodynamics
somewhat limited the roadster, it would reach
around 124mph (199km/h).
Over the next 36 years, a Rover-sourced
powerplant remained at the heart of the Plus 8.
Around 6,000 examples were built at the
company’s Pickersleigh Road factory in
108 // March 2019 // Engine Technology International.com
WORDS: SAM PETTERS
Malvern, before the model was discontinued
in 2004 when emissions requirements got
the better of the Rover V8, ending production.
But that wasn’t the end for the V8 engine at
Morgan. At the Geneva Motor Show in March
2000, the British manufacturer had unveiled
its next-generation roadster, the Aero 8. This
car was remarkably advanced for Morgan, with
a lightweight bonded aluminum chassis and
all-aluminum body panels built around the
traditional wooden frame. But it was the unit
under the hood that was the biggest change.
The Aero 8 was equipped with an all-new
4,398cc N62B44 V8 that also featured in
the BMW 5 Series, 6 Series, 7 Series and the
X5 between 2001 and 2007. Improved power
output courtesy of the German OEM meant
that the difference in performance was
dramatic. The Aero 8 would produce 286ps
and reach 100km/h (62mph) in five seconds.
For the time, that was supercar numbers.
On the back of the Aero 8’s success, and
following an eight-year hiatus, the
Plus 8 was reintroduced to the
Morgan range in 2012. This
time around it had the new
aluminum chassis tech and
an upgraded 4.8-liter derivative
of the V8 that first featured in
the Aero 8. And that BMW
unit remained at the heart of
both the Plus 8 and Aero 8
until the very end.
Generating 372ps and
570Nm of torque, the DOHC
piston engine was used in BMW
The Plus 8 was
equipped with a
naturally aspirated
BMW V8 following
its return to the
Morgan Motor
Company’s vehicle
line-up in 2012
applications all the way up to 2010, before
the auto maker switched to forced-induction
technology. But Morgan Motor Company had
the BMW prototype division hand-build units
to keep it under the hood of its cars – even
powering the final Morgan V8s in late 2018.
The very last Plus and Aero 8s may have
just rolled off the production line, but the
future is bright for Morgan away from the
eight-cylinder engine. At Geneva in March,
the OEM unveiled its eagerly anticipated Plus
6 model and its BMW-sourced turbocharged
in-line 6 that has been plucked straight from
the Z4 and the Toyota Supra. If there was going
to be a sign of a new era for Morgan, a turbo
in-line 6 as the flagship powertrain is it.
The auto maker also recently announced
that a majority stake in the company has been
bought by Investindustrial, the investment
company that owns stakes in various OEMs
such as Aston Martin and Ducati. And while
investment never guarantees progress, at
the start of a new era for the British
heritage brand, Italy’s
Investindustrial has promised
to deliver significant
international development.
Such ‘international
development’ could mean
anything, but after bidding
farewell to the V8 and
introducing forced induction,
the signs are that Morgan
will look to continue to blend
tradition with modern
powertrain tech.
Trying to squeeze more
from every drop of fuel?
Changing internal combustion engine architecture
to accommodate every new bit of CO legislation is
expensive. So what is the most economical way to get the
most out of fuel without sacrificing performance or going
Realise your
over emissions limits? Working with SKF, you can explore, powertrain goals.
modify and optimise solutions for engine performance Visit us on skf.com
at every level. From driving excitement to efficiency and
environmental legislation, SKF will help you realise your
powertrain goals for today and the road ahead.

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We are writing
a new chapter.
Joining forces to develop new technologies
for cleaner power around the globe.

is now the Global Powertrain division of

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