Engine Powertrain May 2020

MAY 2020
FERRARI SF90
HYBRID
POWER A hugely reworked F154 turbocharged eight-cylinder,
advanced e-powertrain tech, a revised 8-speed DCT
and a new lightweight architecture. Is this Ferrari’s ri
future powertrain and engineering direction? e rra
i ve Fiew
v
c lus ter ide!
www.enginetechnologyinternational.com Ex in ins
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CONTENTS
MAY 2020
TECH INSIDERS
10. Mach one
The full development
story behind the BEV
04
that Ford is trusting with
the Mustang moniker
16. Personality profile

ETi talks to Richard
Moore, powertrain
director at Lotus
FEATURES
22. Little things
Carlo De Marino, FCA’s
project chief engineer, COVER STORY
discusses the problems
facing the company’s 04. Horsepower
smallest powertrains The Maranello brand takes
a performance approach
28. Hot topic to electrification with its
Basic piston function first series-production
remains unchanged since plug-in
p
plu
lug
ug-i
-in hybrid supercar
the birth of the ICE, but
the designs are evolving
34. Time pressure
Advances in coating
28 technology are ensuring
that next-gen powertrains
will stand the test of time
40. Small wonder

The Technical University
of Munich is leading new
research into optimized
platinum nanoparticles in
REGULARS hydrogen fuel cells
14. Engines on test 48. Virtual reality
18.
20.
Taylor
Johnson
34 Simulation is changing
real-word development
68. Final word and validation, bringing
tests into the laboratory
22
10 40
48
Engine Technology International.com // May 2020 // 01

CONTENTS
54 Editorial
Editor-in-chief: Dean Slavnich
Deputy editors: Rachel Evans,
Sam Petters
Production editor: Alex Bradley
Chief sub editor: Andrew Pickering
61 Deputy production editor:

Nick Shepherd
Sub editor: Alasdair Morton
Contributors to this issue
Andrew Charman, Alex Grant,
Chris Pickering, Jack Roper,
Michael Taylor, Karl Vadaszffy
Design
Art director: Craig Marshall
Art editor: Ben White
Production
Expo media and magazine
production managers:
Lewis Hopkins, Robyn Murrell
60 Deputy expo media and magazine

production managers:
56 Lauren Floyd, George Spreckley

Commercial
Publication directors: Aboo Tayub,
Christopher Richardson
Circulation
Head of audience development:
PRODUCTS & SERVICES James Taylor
50. PCI Machining 62. SFC Koenig Management

CEO: Tony Robinson
52. SKF 63. Applied Nano Surfaces Managing director:
Graham Johnson
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Goodbye, then, high-performance, heart-thumping pure Well, to say it’s been a tragedy actually underplays the December 31, 2019: 10,461
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02 // May 2020 // Engine Technology International.com

TECH INSIDER // FERRARI PHEV
D S: NICH
WOR L AV
DE AN S
al
p erson rst
ery fi
se a nd v facturer’s er
clo u c
e t s up ello man hybrid ra
ETi g ran -in
h th e Ma tion plug
wi t du c
r ie s -pro
se


It was probably around 10 years ago – at the

turn of the decade – that most people in the
automotive industry accepted that powertrain
electrification, in one form or another, was
here to stay.
“We wanted to prove that
And while the Toyota Prius and Honda Insight
were two of the frontrunners that helped pull
it is possible to make a high-
hybrid tech from the very outer margins of the
automotive sphere and closer into the middle, performance car with really
nobody back then would have really thought
hybridization would actually find its way in high driving emotions”
and among the serious R&D plans at pure
high-performance car makers.
Granted, e-powertrain tech was also going
to find a home at, say, BMW, Mercedes-Benz,
Audi and even Porsche – and that includes their
respective sporting lines – but you know the
technology has fully and finally arrived when
Ferrari announces it’s working on its first series
production plug-in hybrid model.
Let’s be clear from the start: those wonderful
engineers down at Maranello are using PHEV
innovation first and foremost for one thing, and
in typically pleasing Ferrari fashion, it is not
emissions or fuel economy related.
“For the SF90 Stradale, we focused mainly
on performance,” says Ferrari CTO Michael
Leiters during an exclusive call to ETi .
“We wanted to prove that it is possible to
make a high-performance car with really high
driving emotions. That was actually the brief
from a technical point of view. From that point
there’s an impact on both fuel consumption and
efficiency, but that’s a result of the technology
– the main target was performance.”
F154 but nearly new

And performance – top-end performance –
courses through the veins of the SF90. Here’s
just a few numbers to get you going: 1,000ps
output; a weight-to-power ratio of 1.57kg/ps;
specific power output of 195ps/l; and 390kg
of downforce at 250km/h (155mph). Needless
to say, this doesn’t only put SF90 at the top of
its (admittedly small) market segment, it’s also
the first time in Ferrari’s history that a V8 is the
top-of-the-range model.
So it’s only right, then, to start things with
that turbo V8 which has been developed to
deliver an astonishing 780ps of that total
1,000ps SF90 top-line figure. This, by the

way, is the highest power output of any Ferrari 2

eight-cylinder ever. And just for good measure,
there’s some 800Nm torque being delivered
at 6,000rpm too.
SF90’s V8 is, naturally, part of the F154
family that has won the overall International
Engine of the Year title for the last four years.
But, says Leiters, it’s not the case that the engine
team simply transplanted the Pista heart – with
a little bit of tuning – into this hybrid racer.
“Roughly speaking, I’d say 80% of this engine
is new,” he says. This meant there was a huge
engineering push on several parts of the IC engine,
starting with a capacity increase from 3,902cc
to 3,990cc thanks to a larger bore of 88mm.
The biggest changes were to the intake
and exhaust system, which Leiters says was 1. The SF90 Stradale
completely redesigned, now housing a new, powertrain is the first from
narrower cylinder head with a central injector Ferrari to feature hybrid
and the adoption of 350 bar GDI – another first technology in this form
for a Ferrari V8 and an increase from 200 bar 2. A more compact clutch
on the other V8s. assembly allowed Ferrari
to reduce the driveline’s
A larger diameter intake valve has also been installation height by 15mm
used as part of the extensive engine upgrades,
3. Behind the wheel of the
but (and how impressive is this?) the ducts are PHEV supercar, you’ll hit
all horizontally lined up at engine head height. 100km/h in 2.5 seconds
This is art and powertrain engineering in one. and get up to 200km/h
The turbocharger assembly has been lowered in around 6.7 seconds
and the exhaust line is higher, as represented 4. Ferrari reworked the
by the tailpipes that sit proudly in the upper exhaust and inlet systems
section of the rear bumper. from the Pista’s F154 unit
The turbochargers themselves – for so long 3
lauded in both the 488 GTB and Pista racers as
being a breakthrough in forced induction tech
– have also benefited from the changes: there’s of the vehicle as well as a central intake on the
electronically controlled wastegates to improve front bumper.
catalyzer heating, and new compressor volutes The Li-ion battery uses pouch cells developed
to optimize fluid dynamics. by Korean supplier SK Innovation. The pack
A flywheel with a smaller diameter has also enables a 25km all-electric drive using just the
been used and there’s been a reduction in the front axle. Top speed when the turbocharged
overall weight of the engine, explains Leiters, V8 is sleeping is 135km/h (84mph) with a
thanks to the use of Inconel instead of steel longitudinal acceleration of <0.4 g . Interestingly,
for the exhaust manifold. reverse can be used only in all-electric mode,
The coolant for the V8 and 4 which means SF90 can be maneuvered at low
transmission is cooled by two speeds without the eight-cylinder.
radiators positioned ahead of the Leiters says use of the two e-motors at the
front wheels. The hot air coming front of the SF90 was particularly important.
off those rads is channeled into Firstly, it helped with the development of a fully
the sides of the underbody electric front axle, known as RAC-e in Ferrari
rather than along the SF90’s circles. As well as providing full propulsion in
flanks. Such a layout means electric drive, the two Marelli electric motors
that airflow along the flanks independently control the torque delivered to
is cooler when it enters the the front wheels, furthering torque vectoring.
air intakes ahead of the rear But the RAC-e innovation didn’t just benefit
wheels, thereby boosting the vehicle dynamics and control. With SF90 being
intercooler radiator efficiency. Ferrari’s first sports car equipped with not only
PHEV tech but also a 4WD system (how else
From IC to EM could such a car handle 1,000ps and sprint
While the V8 delivers 780ps, the remaining from 0-100km/h [62mph] in 2.5 seconds and
220ps from SF90’s 1,000ps promise comes 0-200km/h [124mph] in 6.7 seconds?), total
from hybridization, specifically three e-motors. vehicle weight was an overriding engineering
One of the motors – a YASA axial-flux unit concern throughout the V8-hybrid project.
– sits at the rear between the engine and the “Additional powertrain technology results
8-speed DCT, and is code-named MGUK (Motor in extra weight and we had to think hard about
Generator Unit, Kinetic) due to its very close how we could compensate this weight,” admits
derivation from F1 application. The other two Leiters. “We had to think about how we could
motors are on the front axle and have been realize less weight on other components, and
developed by Marelli. we needed to understand how we could create
The motors and inverters are cooled by a the same driving emotions that our customers
separate circuit with its own radiator at the front want but with the overall added weight.”

1. Ferrari installed a 4WD 1

system to guarantee that
its SF90 could handle all
of its 1,000ps power output
2. The unveiling of SF90
represents an alternative
development direction for
the brand from Maranello.
Ferrari sees the V8 PHEV
powertrain as the future of
Ferrari vehicle architecture
3. The emotion of the driver
was a specific focus during
development of the eight-
cylinder hybrid supercar
“With this project we have

defined the architecture
of the future. It’s a really
important car for us”
That was a difficult An optimized layout,

2
challenge. “So we achieved through the
invested a lot in carbon- adoption of a dry sump
fiber components – that and a more compact clutch
was huge. We also invested 3 assembly with a 20% smaller
a lot in optimizing the design exterior diameter than the
of parts. And in addition to these current gearbox, has shaved some
two factors, and something that was 15mm off the installed height in the car.
crucial for this project, we worked on that This, in turn, lowers total center of gravity of
RAC-e front axle technology, allowing more the running gear by the same amount.
traction and torque vectoring, which enables “If you look at the car, you’ll see the driveline
us to make the car very agile and responsive is very, very low and so the key to making it low
to driver input.” was the gearbox,” adds Leiters.
Leiters says if SF90 didn’t have the RAC-e Despite the addition of an eighth gear and
breakthrough, “We would have to take away maximum torque boost to 900Nm – the latter
200kg from the car to have the same effect. being an impressive 20% increase on the current
It’s a very important feature for us.” 7-speed – the transmission’s overall weight is
As such, total weight of SF90 is 1,570kg. an even more impressive 7kg lower. And that
Hybridization technology, ETi can reveal, figure increases to 10kg when the elimination
accounts for around 270kg of that total mass. of the reverse gear – now taken care of by the
“So, if you consider the extra weight of plug- front e-motors – is included.
in hybridization technology, you can see how The new clutch’s performance is 35% higher,
much work we had to do on the base car to limit transmitting up to 1,200Nm in dynamic torque
the overall weight.” in gearshifts. Thanks to actuation hydraulics,
total clutch fill times have been cut to 200ms,
DCT 8-speed down 100ms from the Pista’s 300ms.
With an eight-cylinder that’s been extensively Given the state-of-the-art technology
redeveloped and the three e-motors, battery and engineering that’s gone into Ferrari’s first
pack, chassis and bodyshell all being new for series-production PHEV, Leiters is forthright
project SF90, you didn’t think the transmission about the SF90’s standing within the car maker:
would be a hand-me-down from somewhere “You have the hybrid technology, which will be
else, did you? an important part of our roadmap for the future,
No – SF90 gets a completely redesigned and this is the first car [from us] on the market
8-speed, oil-bath DCT, co-developed with the with this technology.
team at Magna. “It’s a totally new piece, done “Hybridization technology has had a strong
only for us,” reveals Leiters proudly. “So, we impact on this car, so with this project we have
did the detailing on the package together and defined the architecture of the future. It’s a really
then pure development was done by Magna.” important car for us.”

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TECH
TECHINSIDER
INSIDER////FORD
FORDMUSTANG
MUSTANGMACH-E
MACH-E
DARK
Century-old car maker Ford is entrusting one of its
most cherished nameplates to an electric future – the
Mustang Mach-E. It’s anything but business as usual
HORSE WORDS:
ALEX GRANT
The Ford Mustang is going electric for 2020, It’s the first product developed by Ford’s
but not as we know it. Based on a new bespoke Team Edison, a cross-functional department
EV architecture, the Mustang Mach-E is an SUV formed in 2018, based out of a separate,
intended to be as mainstream a global product open-plan workspace in Detroit’s Corktown
as its more traditional sports car namesakes. district. More Silicon Valley than Motor City,
For Darren Palmer, global program director it is where systems are developed in sprints,
for battery electric vehicles at Ford, the Mustang decisions made quickly and, without it, this car
Mach-E is as much about changing perceptions could have turned out very differently.
of electric mobility as it is about reimagining “Ford [management] had decided that they
one of the company’s most famous names. weren’t making the progress they wanted with
“[Electric cars] had a lot of problems before: electric vehicles, and they needed to take a new
there was no infrastructure, [what infrastructure approach. The vehicles have to amplify what’s
there was] was not combined, they didn’t go far most important about that particular segment,
enough and they cost too much. All those things because that’s what will make customers want
were a massive barrier for people. Our job is to to buy electric. Not that they have to have it,
try and solve those problems before people find but that they want it,” Palmer says.
them,” he remarks. “At the end of 2017 we went downstairs
A veteran Ford engineer and Shelby GT 350 to design, and they showed us [a clay model
owner, British-born Palmer has had a hand in of] the Focus BEV version two. We said that’s
developing some of the company’s best-selling not going to work. We stopped and worked out
models, including the Fiesta, Focus and the what it should be. What is the very best possible
European-market Mustang. But the Mach-E is performance with the technology, what benefits
different, and not just because of its hardware. does it give, and what are our aspirational cars?

TECH INSIDER // FORD MUSTANG MACH-E

The Mustang is the best-selling sports coupe

in the world, so we said, ‘What if we made a
Mustang?’ The design team made an entire clay COMMERCIAL
model of the car in one weekend. That’s where it BREAKS
was born.”
The team at Ford sees part
Layout choices commonality as a vital enabler
The Mach-E is a similar size to the Escape of affordable electric cars. The
SUV (sold in Europe as the Kuga), but based company is developing two
on a scalable platform designed to efficiently models using Volkswagen’s
package its electric drivetrain. Ford is offering Modular Electric Toolkit (MEB)
75.7kWh or 98.9kWh battery packs, housed platform, and the Mach-E’s
in a crash-resistant structure between the axles. architecture is scalable too.
With a focus on cost, both packs are based But delivering an affordable
on common LG Chem pouch cells and designed electric Mustang relies on an
to be as easy as possible to manufacture. Palmer Customer expectations of high performance unlikely sounding synergy
says durability was also a vital characteristic, and short charging stops placed tough demands says Darren Palmer.
as the eight-year, 100,000-mile (160,000km) on the battery pack. The cells are liquid-cooled “The most expensive part
warranty underpins resale values and, in turn, and when necessary heated, to keep them of the whole car is the battery;
finance costs. within the most efficient operating temperature the scale of the battery’s cells
“Customers said they want world-class window, proved by subjecting heavily disguised is the most important thing.
efficiency, so they want range,” he explains. mules to -40°F/C at Smithers Winter Test They are exactly the same
“The only way to get that kind of range is Facility in Michigan. The cooling system also as the Transit Electric. So now
ground-up development. Range is one priority enables 150kW DC ultra-fast charging via a we have a completely different
and performance is another, and we couldn’t combined charging system (CCS) connector segment, which we can deliver
have a Mustang where the performance wasn’t on the left-hand front wing. Around 57 miles because of scale efficiency.
credible. We started to frame the rest of the car (93km) range can be restored in 10 minutes The factory turns out one
around that.” with a compatible charging point, which was cell design, which is critical
The Mach-E drivetrain comprises a single another customer priority. because one battery line can
unit containing the permanent-magnet motor, Rapid development was enabled by heavy flex immediately between the
the control electronics and the single-speed reliance on simulation, though Palmer stresses two vehicles.”
transmission, fitted at the rear axle. Dual-motor that physical prototypes were still required for The battery architecture
versions feature an identical unit at the front requirements were also similar.
axle, albeit with minor packaging alterations “The Transit pulls loads for
for the ancillaries and a slightly dialed back a long time” he adds. “That’s
performance. Palmer says this aids traction challenging for the battery,
from launch and gives the car a rear-wheel bias. so it needs good cooling
Final validation work is also underway for a control – very similar to a
460ps dual-motor GT version, due in 2021. VITAL STATISTICS Mustang Mach-E GT. We use
the same components, but we
can scale the cooling system
Layout: Single or dual-motor electric up or down depending on the
Power: 258-285ps (2WD), 258-337ps exact application. The one on
(AWD), 465ps (GT) the Transit is really big, like a
Ford’s Mach-E benefits Torque: 415Nm (2WD), 565Nm (AWD), GT, because it’s carrying two
from a drive system that 830Nm (GT) loads of weight.”
incorporates the motor, Transmission: Single-speed
control electronics, and
single-speed gearbox in a Battery: 75.7kWh (288-cell), 98.9kWh
single unit on the rear axle (376-cell) lithium-ion, liquid-cooled
Range (WLTP): 2WD 520km
(standard range), 600km (extended range
range).
AWD 420km (standard range), 540km
(extended range). GT 500km
Charging: CCS 150kW (DC)

SPORT UTILITY
Instant torque is a hallmark of electric vehicles, but it doesn’t guarantee
a driver’s car. To ensure dynamic appeal as well as brute acceleration,
Ford’s scalable electric Ford carried out extensive simulation and rig testing of the new platform,
platform that sits at the including virtual laps of the Nürburgring Nordschleife. These tests were
heart of the Mustang sensitive enough to inform engineers of the need for a stiffer rear subframe
Mach-E uses common and helped set a baseline chassis tune, which could then be adapted to
LG Chem pouch cells
Chinese and European tastes.
Europe-bound versions were tuned at Ford’s Lommel Proving Ground in
Belgium, and vehicle dynamics supervisor Guy Mathot says the company
benchmarked its own products for ride, handling and steering response –
particularly the Kuga ST-Line. Although the drivetrain contributes to curb
The first series-production weights of between 2.0 tons and 2.2 tons, the platform makes good use
BEV to be entrusted with of that bulk.
the Mustang moniker was “The advantage of the battery pack, and how it’s built into the platform,
taken to Smithers Winter is that it’s between the front or rear wheels and it’s very low. So although
Test Facility to ensure that it’s a massive weight, 500-600kg, it pulls the center of gravity down in
the battery would function
in -40°C/F temperatures the car and also keeps the inertias very low,” Mathot explains.
“The yaw inertia and roll inertia are actually lower than in a similarly
sized vehicle with the same weight. That helped us to build in good body
control without having to compromise ride comfort too much.”
fine-tuning ride and handling, validating

durability, crash performance and EMC testing.
“Because the powertrains are so smooth, and
you don’t have so many [variations], there
always used to be a challenge with a gasoline
engine in that it shakes the car and there are
noises and bumps – which electrics don’t do.
I think the biggest surprise was how easily they
signed off. We had virtually no issues at all.”
Technically the Mustang Mach-E is capable
of self-improvement. Ford’s first volume-
production BEV features a high-speed data
connection and, unusually, every module on
board can be updated over the air. Ford will
gather anonymized data about how the vehicles
“Ford [management] had decided they are used, not only to optimize the user interface
and vehicle behavior, but potentially to unlock
weren’t making the progress they extra range as well.
“From a technology point of view we could
wanted with electric vehicles, and not have done this car two years ago at this
price – no way,” Palmer concludes. “Because
they needed to take a new approach” of the batteries, we couldn’t have made it.
But now I think this is the first ever attainable,
aspirational electric vehicle. And that’s what
Ford’s about, right?”

ENGINES ON TEST
BMW M135i 2.0 FOUR-CYLINDER

Although not implicitly stated, there has been a fundamental
change in philosophy at BMW. Nothing points to this more than
its latest top-tier 1 Series. The M140i had quite a fan base, but its
successor – the M135i – is a different car entirely.
Out goes the 335ps 3-liter rear-wheel-drive system and in
comes a twin-turbo four-cylinder all-wheel-drive powertrain. An
obvious push for greater efficiency from BMW’s hottest of hatches,
but it’s not that simple. The M135i has also been packed with an
abundance of performance upgrades.
VOLKSWAGEN E-UP AC E-MOTOR The 2.0 at the heart of the M135i is the German OEM’s most
powerful ever four-cylinder and in this application it will
When the e-Up was introduced in 2013, it was rightly met with output 306ps peak power and 450Nm of torque. That’s
enthusiasm. Volkswagen had taken a formula that had worked since enough to get you from zero to 100km/h (62mph) in
the car’s release in 2011 and applied the battery tech that legislators 4.8 seconds. So put your foot down and it certainly
were pushing for. And the Wolfsburg brand got so many things right. doesn’t feel sluggish.
It was a great city runaround, it didn’t shout ‘electric’ like so many Importantly, the M135i now also features a
in its class, and it featured all the ride and build quality needed to four-wheel-drive eight-speed Steptronic automatic
remind you that you’re behind the wheel of a VW. transmission system with a Torsen LSD at the
The only issue was range. Take the 2013 e-Up outside of familiar front and a clutch-type LSD at the back, allowing
surroundings and you found yourself looking down at the dashboard the hatchback to run in front-wheel drive most of the
more than the road, just watching that counter drop. time but 4WD up to a 50/50 torque split when needed.
Seven years on and Volkswagen has given its e-Up and – This is also the first IC-engined model to benefit from
importantly – the powertrain a rework. So, out goes the brand’s actuator contiguous wheel slip limitation (ARB) tech,
the 18.7kWh prismatic battery cells from 2013 and which debuted in the i3. By shortening the signal paths, BMW has
in come 14 banks of 12 lithium-ion pouch cell allowed faster info relay, meaning that slip is far more controlled.
modules that offer 36.8kWh. The result is a car The result of BMW’s major rework is a car that is different to
that will drive 255km (158 miles; WLTP) on what you’d expect from a fast BMW. Far from the straight-line brute
a single charge. that was the M140i, the M135i is rapid, agile and – thanks to its
That’s the range sorted, right? ETi found that for groundbreaking four-wheel-drive tech – handles corners with a
the most part the e-Up’s range counter holds true. confidence that its predecessor never could.
It’s easy to conserve miles on shorter journeys, and It’s a car that will get you from A to B quickly, but will still allow
unless you’re particularly heavy footed on the freeway fuel consumption levels as low as 6.9 l/100km (WLTP). Now more
the range doesn’t drop quicker than it should. than ever, BMW’s top-tier 1 Series is a car for the mainstream.
Putting power to the front wheels via a single-speed
gearbox is an AC electric motor that produces 83ps and 210Nm.
Those peak power and torque figures, although relatively modest,
provide strong performance. VW claims an 11.9-second 100km/h
(62mph) time despite housing a 248kg battery pack under the floor,
but it feels quicker than that. It has more than enough oomph.
Plug the electric city car in to a 230V supply and this Up will
recharge in around 16 hours, but find yourself a fast charger and
it will hit 80% in 60 minutes.
Including a £3,500 (US$4,260) UK government grant, this e-Up
costs £19,695 (US$23,975), which – in comparison with its gasoline-
fueled sibling – is relatively pricey. But for a lot of people it is a price
worth paying for enjoyable, guilt-free electric miles.
Electric motors: 1 Range: 255km (158 miles; WLTP) Cylinders: 4 Cubic capacity: 1,998cc
Motor type: Permanently excited synchronous Bore/stroke: 82 x 94.6mm Compression ratio: 9.5:1
Power output: 83ps Torque output: 210Nm Power output: 306ps Torque output: 450Nm

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PERSONALITY PROFILE
What career did you want growing up? BMW then divested Rover Group and I had
I actually wanted to fly fast jets as a youngster, an opportunity to join Land Rover or Mini. But
then discovered I was short-sighted so began I chose MG Rover Group because they offered
to contemplate helicopters. But as I got into me promotion and more responsibility as a
my teenage years I became more interested powertrain senior manager.
in how everything worked and moved more Sadly MG Rover was not fiscally viable and,
toward engineering. via Ricardo, I joined Shanghai Automotive (SAIC)
Originally, I planned to join the Royal Navy in 2010. I was a founding director at both. I then
within an engineering role – my grandfather went on to become the executive director for
was in the Navy for his whole career – but powertrain engineering at SAIC.
during my time at college I discovered that I After six years there, I joined JLR. Initially as
got seasick, so industry it was. I have enjoyed chief engineer for advanced powertrains, then
it all, even the difficult bits. as chief engineer for electrification systems.
Now, eight years later, I have joined Lotus at
What was your career path to get to where a tremendously exciting time for the business
you are now? as propulsion & electrical engineering director.
After four years at college studying for a B.Eng
PROFILE: RICHARD MOORE in aeronautical engineering, I spent six years in What are the best and worst parts of your job?
the aerospace industry, designing, developing The best is definitely the content around the
Job title: Propulsion & electrical and manufacturing pneumatic control valves technology, its maturity – or lack of it – in the
engineering director for civil and military aircraft. I worked on Saab market and the actual problem-solving. And
Gripen, Concorde, Tornado and Viggen aircraft. I’d say the people and the culture at Lotus
Company: Lotus Cars I then moved to the automotive industry, to are really game-changing. The worst part is
BMW/Rover Group just as BMW had acquired developing budgets and then justifying them.
Rover. I started in powertrain as an engineer It’s imperative, I know, but a massive challenge
and got to middle management at Rover. for most engineers.
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PERSONALITY PROFILE
Electrification to cost, quality and time in a fast-changing

and multi-legislated global market, and in the midst of
a looming global fiscal crisis, is going to be a challenge
Do legislators help or hinder your work? and they stop until it’s green. Not all OEMs can production and foresight of the decision makers
I think they do both. They give us clarity of the say that they do this robustly, and all should be was, looking back, impressive.
challenge in terms of timing and specification, able to. The culture at Lotus is very open and
so we derive targets and the resources we need healthy, so we can and do stop if required until What would be your dream engine to develop?
from their requirements. But they keep moving issues are resolved. A 3-liter V6 gasoline, electrically actuated
the goalposts and they are different by market, infinitely variable valvetrain, so no cams or
which makes the job more challenging. What is the biggest challenge for the team shaft, allowing improved emissions, as well
As an engineer it’s all a little frustrating that at Lotus at the moment? as improved performance and fuel economy.
we struggle to globally unify on lots of the data Electrification to cost, quality and time in a It would make a great 48V solution.
around emissions and certification for targets fast-changing and multi-legislated global
and actual measurements as well. That said, market, and in the midst of a looming global What do you think will be powering a typical
we need to try to understand the political fiscal crisis, is going to be a challenge. But we family sedan in 2040?
environment in which the legislators have to are at our very best when we are up against it. There may be two contenders – hydrogen-
operate. Rather them than me – I don’t have powered fuel cell driving e-machines with
the patience or skills for that. In your opinion, what is the best powertrain a small HV battery, or a large solid-state
ever created? HV battery powering e-machines. George
Are there any OEMs that you have particular I have to say the Jaguar I-Pace – the first Houghton, the chief engines development
engineering respect for? mainstream automotive premium brand to engineer at SAIC, used to tell me there was
BMW. They’re engineering-driven and they do market with Tesla-beating technology and always a third way, so maybe solid-state
what they say. If the gateway is red they say so a genuine premium interior. The start of batteries combined with a fuel cell as well.
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OPINION
There was a time when they strode the automotive

world like giants, walking the halls of the Vienna
Motor Symposium with their minions in tow.
They were the kings, feted even by CEOs at any motor
show stand they deigned to pause near.
And now they’ve gone.
They were the men (exclusively so, unfortunately) who
put the ‘motor’ in ‘motor car’.
They were the superstar engine designers and they’ve
almost all disappeared.
They shared common traits, which almost always
included motorsport, precision design and a loathing GiotTo BizZ
arRini’s le
of marketing departments. went on to ge
po wer the Mi ndar y 350 GT V V12 desi
Surprisingly, they rarely showed a loathing for the ura, Counta
ch and Diab
gn
lo
government regulators that made their jobs a nightmare,
instead seeing challenges, which could be solved given
the right resources and compromises from other areas
of development. Nobody
N b d ever ttopped d th
the fl
flair
i off Gi
Giuseppe B
Busso, whoh
Their names ring across the generations, and include developed classic twin-cam fours and V6s for Alfa Romeo,
Porsche’s Hans Mezger, BMW’s late wizard Paul Rosche and then died in Alfa’s hometown of Arese in 2006, just
and the Italian geniuses Giuseppe Busso, Giotto Bizzarrini three days after his last V6 was assembled.
and Vittorio Jano. Then there are the Every Porsche enthusiast knows
motorsport specialists, Harry Miller, about Mezger, who designed the
Fred Offenhauser, Mike Costin and
Keith Duckworth.
Nobody ever original 911 engine, along with the
917’s monster flat 12 and its variants.
History is littered with genius
designers who delivered results, but
topped the flair of Every BMW fan knows of Rosche,
who delivered its finest four-cylinder
never transcended their design offices Giuseppe Busso, who engines for small cars and made it so
into the enthusiasts’ consciousness, strong it thumped out 1,600ps as an
much less the wider public’s. developed classic F1 engine. And, for good measure, he
Being Italian, though, seemed to rolled out the McLaren F1 motor. Both
help with that. Car enthusiasts know twin-cam fours and men won F1 and Le Mans titles.
Giotto Bizzarrini as the man who Of the current crop, only Friedrich
designed the engines for Ferrari’s 250 V6s for Alfa Romeo Eichler has dared to stick his head
Testa Rossa, the 250 GT and the 250 over the parapet. Eichler began at
GTO, then jumped ship to Lamborghini VW, went to AMG to develop big
after an Enzo putsch and created the 350 GTV’s V12. horsepower fours and sixes, then returned to Volkswagen.
That was in 1963 and his designs were the basis for every His remit extended only to gas-powered engines, which
Lambo engine from the Miura to the Countach to must have pleased him no end when he read the news
the Diablo to the Murcielago. in September 2015.
Vittorio Jano’s machinery proved his worth And that’s one of the reasons why there are no superstar
as one of Bizzarrini’s successors, with his Dino engine designers anymore. With so many regulations and
V6 motor powering the 206 and 246 Ferraris, such enormous consequences, the only famous engine
along with the Fiat Dino and the World designers these days are read about in court papers in
Championship-winning Lancia Ingolstadt, Braunschweig and Stuttgart.
Stratos rally cars. As regulations and turbocharging have vanilla-ed the
But the Dino V6 was flavor of volume engines of the world, marketing and PR
modular and led to the V8s departments have swung their spotlights on designers,
in the 308, 328, Mondial CEOs and even finance people. Finance people!
and Lancia Thema, and also And, so far, I haven’t heard of a single famous e-motor
developed into the twin-turbo designer, except, of course, Michael Faraday, Anyos Jedlik,
monsters of the 288 GTO and William Sturgeon, Frank Julian Sprague and Nikola Tesla.
the F40. For good measure, But they’re all dead.
its layout powered every So, if you want to be famous and you’re reading this
Ferrari until the F430. magazine, you’re probably in the wrong job.

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OPINION
I type this column from my home office as COVID-19

continues to impact our lives on a daily basis. It is the COVID-19 is
set to incr
far greate ease de mand
‘new normal’ – a phrase I’m already rather tired of hearing r rate than
anyone had for EVs at
a
bargained
– but what could it mean for the auto industry? for
Well, reading has become a more popular pastime during
these times of reduced freedom, which is no bad thing for
education. I’m often frustrated when previous lessons are traction. I thought people would prioritize getting back to
seemingly forgotten. work at all costs and to hell with trees, but we’ve all seen
International travel looks set to reduce at least in the the stats: the majority of the world being in lockdown has
shorter term and we’ve all got used to Zoom and the like, reduced smog and freshened the air. Moreover, people like
and many of us have also realized just how much of our the cleaner planet. Indeed, pre-COVID, I had the good
work – and our staff’s work – can be done from home. fortune to travel to Hobart, Tasmania, and while there I
That ultimately means less time wasted commuting experienced truly clean air for probably the first time in my
and less office space required. life. The first land beyond Antarctica, Tasmania boasts the
Perhaps the above facts mean fewer bluest skies you’ll ever see (we couldn’t
cars will be required, but a more likely leave our accommodation without
outcome of the ‘new normal’ is that
more of the cars that people now
Money now needs wearing sunglasses for several days
until our eyes acclimatized). Perhaps
actually want are required. There is
an expression that is used a lot in my
to be invested in that is how the sky is meant to look?
Wouldn’t it be ironic if COVID were
second career as a race driver: Always lowering emissions to benefit lungs in the long term with
be on the right tire at the right time. To demand for lower emissions seemingly
translate, it means that when it is wet, and lowering picking up now we’ve become rather
be on a wet tire, but the moment it is fond of our greener world?
dry enough for a slick, pit and make the them rapidly And so rather than the internal
change. The stop might take a minute, combustion engine gaining a new
but then the slick is worth 10 or more lease on life, I suspect that the pressure
seconds a lap over a wet not performing at its optimum. to reduce emissions will step up more than ever thanks to
It starts to rain again 20 minutes later? Pit for wets… COVID. Any hope that impending emissions legislation may
What is the right ‘tire’ post-COVID for the auto industry? get pushed back is seemingly waning. Money now needs
One of the great surprises to me is that the environment to be invested in lowering emissions and lowering them
– the cleaning of the world’s rapidly – I believe more swiftly than before the coronavirus.
skies – has seemingly gained In what’s currently an economic whirlwind, perhaps funds
significance during the and personnel will need to be diverted from the dynamics
madness of the virus. or safety department to powertrain? One way or another,
I must confess that when car buyers return to showrooms (virtual or otherwise),
I began the COVID it looks like they’ll want more electric cars.
journey assuming One thing is for sure: You need to be on the right ‘tire’, and
that Greta and those companies selling what the ‘new normal’ demands will
friends would lose excel. It’s time to innovate more than ever before.

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OEM
OEM INTERVIEW:
INTERVIEW FCA
FCA
FAMILY
PLANNING FCA is readying a new family of compact gasoline engines.
Project chief engineer Carlo De Marino says the company’s
smallest powertrains face the biggest challenges
WORDS:
ALEX GRANT

OEM
OEM INTERVIEW:
INTERVIEW FCA
FCA

OEM INTERVIEW: FCA
T
he formation of Fiat Chrysler foundation underpinning offerings to an was a very interesting aspect of developing
Automobiles in 2014 seemed like a ever-broader customer base with associated a global engine family.”
clash of well-established automotive variations in operating conditions and The Fiat that De Marino joined in 1996 is
cultures, but the group has become user expectations. barely recognizable today. A graduate of both
more than the sum of its parts. Importantly, they are developed against aeronautical and mechanical engineering, he
With a product portfolio spanning from the backdrop of – and in readiness for – spent his first years at the company testing
the Fiat 500 city runner to the unmistakable seemingly unending regulatory change. For solutions for Euro 3 emissions compliance
Americana of the RAM 3500 dually truck, the project’s chief engineer, Carlo De Marino, and onboard diagnostic port integration,
FCA is finding opportunities in new markets finding a line of best fit meant calling in before moving into ongoing development of
and leveraging some unlikely sounding the sharpest minds FCA had to offer. the outgoing four-cylinder Fire engine series.
synergies. This includes the tough task of “I am coordinating a team of 350 people His career spans a period of mixed fortunes
simplifying what could become an overly all over the world, which has been the best for the automotive industry, let alone for Fiat
complicated drivetrain line-up. experience ever,” he says with a broad itself, and his familiarity with the company,
From a global perspective, smile. “Not only from a technical including driving his own 500, formed the
the FireFly three- standpoint, because I could pick basis for ideas of what should come next for
and four-cylinder the best competencies, but the manufacturer.
engines form a also anthropologically
cornerstone of because bringing Thinning the crowd
that process, together Chinese, FCA will phase out two engine families –
as they have North American, four-cylinder Fire and two-cylinder TwinAir
the greatest Brazilian and turbo – as new models adopt the FireFly
geographical reach. Italian engineers units. These are based around a lightweight
They are the modular 1 is not easy. This aluminum engine block with an offset crank
“We keep as much flexibility

in our design activities
as possible, to be ready
for the unknown”

OEM INTERVIEW: FCA
KEEPING IT REAL
The FireFly program began with a huge global simulation aimed
at understanding the use and environmental demands presented
by different markets and applications. De Marino says better
digitization has enabled the company to use around 25% fewer
engine and vehicle prototypes during development than in the
mid-2010s, reducing the time required for development and
cutting costs.
“Ten years ago we were talking about road-to-rig activity –
reducing the number of vehicle prototypes and moving to the dyno.
For example, the tilting dyno can be a very good answer to the
‘Jeepness’ requirements, the climbing requirements, but you can’t
simulate a sudden rock that the vehicle would encounter, so you 3
need to test that. Now we’re talking about road-to-computer, and
this has made a lot of progress.”
But, he says, it’s a complementary technology rather than a
replacement: “There is a limit to simulation, beyond which you
need to create prototypes. There are a number of maneuvers that
the drivers might make but we can’t simulate, such as fast gear
shifting or a change of mind. You can predict the reliability of the
system, with some tolerance, but a physical test needs to provide
the definitive answer.”
1. Fiat plans to phase out and either three or four 333cc cylinders in engine speed, are really quite different.
its Fire and TwinAir engine
ranges, with the OEM’s strong cast-iron liners. Regional calibration needs to understand
new lightweight FireFly Internal hardware adaptations for regional customer needs, so that customers accept
engines taking their place market differences are minimal; changing and appreciate the engines according to the
2. FCA’s parts toolkit the pistons can raise the compression ratio to way they drive,” De Marino explains.
allows the FireFly engine
unit to be adapted to suit ‘aggressive’ bioethanol fuels for Brazil or “Let’s say that in a typical control system
vehicle-specific needs, lower it to mitigate knocking while running 35% is dedicated to the driveability feeling,
enabling capabilities on 89-91 RON gasoline, common in both and the rest is base calibration that varies
including deep water
fording North America and China. Neither requires depending on the fuel choice, fuel quality
3. The latest gasoline mild
alterations to the block, which was developed and environmental conditions. This can
hybrid engine from FCA and manufactured in partnership with FCA be done with a global standard approach.
combines a 1.0 FireFly unit subsidiary Teksid. “I calibrate my system to cope with the
with a lithium-ion battery
and a belt starter generator
Further scalability is available using two worst and best fuel, and the FCA team will
4. Jeep’s plug-in hybrid
or four valves per cylinder, electrification, put that in the map so that the system can
system for the Renegade forced induction and the ability to fine-tune recognize the kind of fuel it is dealing with
and the Compass features responses based on customer tastes. “Engine and switch to the right map. It takes a little
a four-cylinder FireFly
engine and a GKN electric
calibration development is another crucial bit more effort and time, but then you have
rear axle element, because driving style and customer the insurance that anywhere you go, your
expectations about responsiveness to the gas engine will behave in the best way.”
pedal, or the way the vehicles ramp up with They also face operating conditions no
previous units would have
seen. The FireFly family
4 is designed with the full
spectrum of electrification
in mind, not only in terms
of accommodating physical
components, but also the
demands of spending an
increasing share of the
journey switched off and
cooling down. De Marino
says the aluminum block
halves the warm-up phase,
which is further accelerated
by a specific combustion
strategy. Additionally, thermal
insulation is able to ensure
components retain the heat

OEM INTERVIEW: FCA
1. FCA’s shared powertrain

architecture allows models
KNOWN UNKNOWNS across the entire brand
portfolio to be electrified
In a shared architecture, the FireFly 2. The Fiat Panda’s mild
engines can be adapted using a toolkit hybrid powertrain variant
of parts to tailor them to applications combines an atmo FireFly
across the FCA portfolio. De Marino engine with Valeo’s 12V
powertrain technology
highlights that Jeep-specific vehicle
requirements include modifications
for water fording and to avoid oil
starvation on steep inclines, all of
which can be added as a bolt-on
where required without increasing
costs elsewhere.
This approach also readies the
vehicles for electrification, and the
first hybridized versions will launch
this year. Jeep is introducing plug-in
hybrid versions of the Renegade and
Compass, based on the 180hp 1.3-liter
1
four-cylinder turbo FireFly engine,
but featuring a GKN electric rear
axle, underbody protection and
23in wading capability. from the engine for as long as possible even
A 70hp three-cylinder, naturally while deactivated.
aspirated version of the same engine
is being paired with a Valeo 12V mild-
“Regional calibration
A flexible approach
hybrid system for the Fiat Panda and
500, where the priorities were low needs to understand “Government rules are changing pretty fast,
so the only possible answer now is flexibility,”
cost and efficient city driving.
“We protected the layout, the customer needs, so says De Marino. “Be flexible for any possible
regulation that may be around the corner. We
packaging and the hardware features
for any kind of known electrification that customers accept have solutions for what is known so far, what
technology – meaning projects are
still in the advanced design phase and appreciate the is going to be dictated by regulation, what is
now in place and what is going to be put in
and not yet in production. At one
end is benchmarking, and at the engines according to place. Meanwhile we keep as much flexibility
in our design activities as possible, to be
other is consulting with engineering
companies that have a broader view the way they drive” ready for the unknown.”
of what’s going to be the future. Those possible unknowns include top-level
This has been pulled together and company changes. The OEM’s long-rumored
put into the design features of our merger with the PSA Group was confirmed
family,” De Marino explains. 2
in December 2019, focused on delivering
economies of scale by sharing resources,
reducing the number of platforms and engine
architectures, and reinvesting the savings in
CO2-reducing technologies. The merger is
likely to further broaden the requirements for
new projects, but De Marino says it’s too early
to predict how it will pan out. He is, however,
optimistic about what this might enable him
to work on next.
“We have a lot of experience of company
marriages in the past, and are ready to catch
any opportunity for our line-up and develop
a much wider competence on a number of
different products.
“It’s our call as an engineering department
to develop proposals that can balance costs,
have the flexibility to switch to a slightly
different solution as soon as possible and
be ready for the market with off-the-shelf
commodities. I can’t say more than that, but
that’s the message I provide to my team – that
this new adventure we are going to start will
represent a really huge opportunity for both
companies,” he concludes.

PISTON EVOLUTION
Performing
under pressure
PISTON EVOLUTION
The basic function of pistons has

remained the same since the dawn of the
internal combustion engine, but the
detail design is still evolving
WORDS:
CHRIS PICKERING

PISTON EVOLUTION
S
pare a thought for the pistons inside an internal
combustion engine. Not only are they critical
to the function of the engine, but they have
possibly the toughest job description of all:
subject to peak accelerations that are measured
in thousands of g, roasted at hundreds of degrees for
hours and exposed to pressures that are comparable
to having a fully laden 747 run over your foot.
Virtually any significant change to an engine will have OPPOSED PISTON ENGINES
a knock-on effect on these operating conditions. This For all the efficiency improvements in
means that while the fundamental role of the piston has recent years, upward of 60% of the energy
remained unchanged for well over a century, the detail that goes into a typical combustion engine is
design has evolved dramatically in recent years, both still wasted. Of that, the vast majority is lost
for gasoline and diesel engines. The big question is, as heat – much of which escapes through the
cylinder head.
what happens next?
In an opposed piston engine, there is no
“The main focus at the moment is the reduction of cylinder head. The combustion chamber is
CO2 and NOX emissions,” comments Matthias Fahr, senior formed by two pistons moving toward each other
manager for passenger car piston development (EU) at KS in the same bore. This dramatically decreases
Kolbenschmidt. “That means improving the thermal and the surface area for a given volume, slashing
mechanical efficiency of the engine. As far as the piston heat rejection.
is concerned, this generally equates to higher combustion On the expansion stroke, the pistons move apart.
temperatures and lower friction levels.” This means that modern designs typically have two
crankshafts at opposing ends of the engine, geared onto
Weight reduction is another key topic, with every
a central shaft. That sounds costly and complex until you
gram shaved from the piston setting off a chain reaction consider that an opposed piston engine working on a two-
through the engine, as Sylvain Rubio, technical director stroke compression ignition cycle removes the need for a
of Swindon Powertrain, explains: “The mass of the piston conventional cylinder head, ignition system or valvetrain.
is one of the first things you calculate when you design The concept dates back to the dawn of the IC engine,
an engine. From that, you can work out the rod mass that but in recent years it has seen something of a revival.
will be required to deal with the resulting forces and the US developer Achates Power is said to have recorded
loads on the crankshaft. These factors then influence the an indicated thermal efficiency of more than 52% on a
strength of the crankcase that you will need to hold 2.7-liter opposed piston gasoline compression ignition
(GCI) engine. The company has also collaborated with
everything together; design of that one single part
Cummins on an opposed piston diesel engine with the
becomes hugely significant.” goals of improving power density by more than 50%
Unfortunately, as Rubio explains, significantly reducing and reducing fuel consumption by 13% compared with
the weight of the piston can be difficult to achieve when conventional designs.
you also have to increase its resistance to thermal and
mechanical loads. Trends such as turbo downsizing have
made the job of the piston designer harder than ever, with 1 1. Matthias Fahr, senior
manager for passenger car
the peak cylinder pressures in gasoline direct injection piston development at KS
(GDI) engines now approaching those of modern diesels. Kolbenschmidt, believes
Increasingly, gasoline pistons feature ring carriers and that using steel pistons can
offer a 1.5% improvement in
cooling galleries. These are both well-proven concepts in the efficiency of an engine
diesel powerplants – offering improved durability at high
cylinder pressures and better temperature resistance –
but they can be far more challenging to implement on
gasoline designs.
“The difficulty when it comes to applying these concepts
to a gasoline piston is that you generally have a lot less
“The main focus at the moment is the

reduction of CO2 and NOX emissions.
As far as the piston is concerned, this
generally equates to higher combustion
temperatures and lower friction levels”
Matthias Fahr, senior manager, passenger car piston development (EU), KS Kolbenschmidt

PISTON EVOLUTION
However, the higher combustion

temperatures made possible by using
steel pistons can improve efficiency
by around 1.5%, according to Fahr.
Similarly, using a stronger material
like steel allows the height of the
pistons to be reduced, which
decreases the contact area and
hence minimizes friction.
Steel pistons are not exclusively
the preserve of diesel engines either.
Formula 1 engine manufacturers
have experimented with steel alloys
in pistons, reportedly using 3D
2 printing to leverage topologically
optimized internal structures.
Again, the idea was to improve the
mass to work with,” comments Fahr. “We 2. Lightweight, thin-walled design’s resistance to temperature and pressure, which
piston designs pose notable
use salt cores inside the mold when we cast problems when it comes to
begs the question of whether steel pistons could find their
the pistons and the thermal management of salt core casting the part way into heavily-boosted gasoline road car engines?
the piston mold becomes significantly more 3. The continued push for “I think we’re unlikely to see steel pistons in
challenging when you have a fairly small, ultimate engine efficiency conventional gasoline engines,” comments Fahr. “On
has changed machining
thin-walled component.” requirements for pistons
a diesel engine you can reduce the compression height
and increase the loading on the pin bore to cancel out
Material challenges the weight increase that comes from using steel, but with
In recent years, there has been a trend toward smaller gasoline items this isn’t an option. The thermal
using steel for diesel pistons rather than the durability benefits would be of little use on a normal
more traditional aluminum. This has created gasoline engine too, because excess temperature would
a challenge for the suppliers as it involves a increase the risk of auto ignition. It’s possible that this
completely different manufacturing process, engine technology could be useful for things like HCCI
with forgings in place of castings and new combustion, however, where the conditions are closer
machining requirements. to those of a diesel.”

PISTON EVOLUTION
Shape shifting
Another area where gasoline and diesel tech
have converged is piston crown geometry. FREE PISTON ENGINES
GDI is a well-established concept these days, Most combustion engines use untethered within the One of the key benefits of
but the crown shapes may continue to evolve. a crankshaft and connecting cylinder. Its expansion is a free piston engine is that it
“We are still seeing alterations to crown rods to convert the piston’s controlled by the firing of allows almost infinite scope
geometry as the OEMs optimize the injection linear motion to rotation. the charge (either by spark to vary the compression
and turbulence in GDI engines,” comments That’s essential if you wish to or compression ignition) ratio, as Sam Cockerill, chief
Fahr. “Typically, there are also deep valve transfer power mechanically while its rebound onto executive of linear power
pockets on GDI pistons to optimize the via a gearbox, but when it the compression stroke is specialist Libertine explains:
comes to electrical power in controlled by an air spring. “If you need to run at 100:1
gas exchange, which further increase the
a range extender or a series By magnetizing the piston for the first few strokes to
complexity of the shape. As a result, we’ve hybrid, you’re no longer and surrounding it with coils, maintain the combustion
seen something of a switch from partially-cast bound by that constraint. it’s possible to create a highly temperature level, that just
surfaces to fully machined surfaces.” This has led a number of efficient electrical generator. becomes another part of the
Historically, the crown shape on a gasoline companies to revisit the idea What’s more, the long, thin calibration engineer’s toolkit.
engine could be produced by turning alone, of free piston engines, first linear shape means it could “This flexibility also
but the current GDI geometry requires a series proposed in the 1920s. Here, be integrated directly into lends itself to mixed mode
of more complex milling operations, Fahr the piston is essentially EV ‘skateboard’ platforms. operation, so you could
have a peak power mode
explains. Consequently, piston manufacturers
at lambda 1 where it’s
have had to invest in machining capabilities producing, say, 40kW; and
and have also had to address the challenge also an HCCI mode where
of maintaining process times with these it produces 20kW at much
increasingly complex procedures. higher efficiency. This ability
While suppliers generally deal with the to combine power output
structural side of piston design, it’s usually The linear shape of with super-high efficiency is
a free piston engine design one of the benefits that these
the OEM that develops the crown surface lends itself to application in
shape (along with the rest of the combustion EV-type skateboard platforms engines offer.”
volume). Notable improvements to simulation
techniques are helping to refine this highly
complex task, but traditional engineering
judgement still plays a major role.
In 2017, a team of powertrain engineers “The ability to combine However, it’s by no means
guaranteed that complexity
at Volvo scooped the company’s technology
award for developing a ‘wavy’ piston for diesel
power output with super-high of the piston geometry will
continue to increase. “There
truck engines. They identified that the oxygen
in the center of the combustion chamber was
efficiency is one of the benefits were a few years where
the bowl shape became
never fully utilized, developing a piston with that free piston engines offer” extremely critical for the
six ridges (coupled with an injector using six combustion efficiency,”
Sam Cockerill, chief executive, Libertine
orifices) to direct the flame into this unused notes Rubio. “That’s still
space. Under laboratory conditions, this true in the diesel world, but
halved the engine’s soot production and it’s becoming less critical in gasoline engines, where the
reduced fuel consumption by around 2%. mixing efficiency is now largely driven by the port design
rather than the piston shape. We’re nearly back to the
shape of a port-injection design.”
Volvo’s ‘wavy’ piston Perhaps the most fundamental question is whether the
design for diesel truck
applications features six
piston development will take a back seat now that many
ridges to direct the flame OEMs are keen to channel resources into electrification.
into the unused space The general consensus, however, seems to be that pistons
within the piston head will continue to evolve for as long as the ICE exists.
“We will see an increased level of hybridization, but
I think development of the base engine will continue. In
fact, it could lead to new challenges,” comments Fahr. “If
you run on electric power for extended periods, then the
engine could start to cool down in between. That leads to
different wear characteristics, more complex lubrication
needs and additional emissions challenges. Similarly, if
you were to design a range extender engine, where the
speed range was extremely narrow, I think that would
also have an impact on the piston.”
Whatever the future holds for the combustion engine –
as part of a conventional powertrain, a hybrid system or
a range extender – it looks like pistons will remain a key
area of development for many years to come.

COATING ADVANCES
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utomotive powertrain technology is
progressing at a rapid rate as the industry
embraces new propulsion platforms such as
EVs and seeks much greater efficiency from
the ICE. One result of this scenario is that, in
order to ensure drivetrains can produce these efficiencies
while surviving the stresses involved, OEMs are
increasingly turning to manufacturers of specialist coatings.
For example, UK coatings specialist Zircotec is
experiencing marked growth as OEMs fully embrace the
opportunities provided by what director Graeme Barette
describes as surface engineering technology. “They realize
this technology can influence design at that early stage,
rather than them developing a platform, testing it, and
identifying a problem that needs a fix,” he comments.
Barette notes that manufacturers now work closely with
coating suppliers at a much earlier stage of development,
and in a more areas: “Today, when you see a car on the
motorway you will struggle to tell whether it is two years
old or 10 years old, because of the great improvements the
industry has made in external and component coatings.
They ensure the vehicle lasts 100,000 miles rather than
simply meet a three-year warranty. Vehicle lifespans have
improved markedly.”
Efficiency drive
Powertrains are a prime area for efficiency improvements,
particularly with recent trends toward downsizing, which
has a tendency to increase stress on components. According

COATING ADVANCES
to Keri Westbrooke, chief technology officer There has been a shift toward a system
at Tenneco Powertrain, there are significant design approach, remarks Westbrooke:
increases in both the thermal and mechanical “A more expensive coating process is often
loads on the surfaces of critical components recognized as being the most cost-effective
of the engine such as pistons, pins and rings, solution overall. Success really depends upon
while engineers also demand lower friction ensuring that any process is suitable for series
and extended durability. manufacture. This may not be visible to our
“Surface coatings are effective solutions customers, but is crucial in transferring the
for wear resistance, thermal management benefits of research to the consumer.”
and friction reduction, but present challenges
such as ensuring good substrate adhesion, Material advances
maintaining high standards of consistency Key materials used in such products as
in series production, meeting customer cost Tenneco’s EcoTough piston skirt coatings
expectations and, most importantly, adhering include epoxy/phenolic resins with graphite 2
to high environmental standards throughout to reduce friction and prevent scuffing, and
all of the steps in the manufacturing process,” carbon fibers to provide wear resistance. the conditions don’t allow the use of other
Westbrooke says. Piston rings benefit from the application of a insulation methods,” Barette says.
hydrogen-free DLC (diamond- “Coating technologies are being linked
like carbon) coating, which to improve insulation at the top end of the
gives smooth cylinder bores exhaust and as a result improve performance
and accommodates the use of of the whole system, retaining heat to ensure
very low-viscosity oils, while better turbo performance and efficiencies.”
resisting corrosive attack that Ensuring heat is dissipated in an area
can result from new combustion where it is free to do so, or keeping it within
and emissions technologies. the exhaust stream, is another reason that
Newer powertrains work coatings technology is now being factored
at higher temperatures, which in at the design level. “All of the big names
places greater emphasis on in automotive manufacturing are reviewing
coatings to provide heat these solutions, seeing what works best and
barriers. “Zircotec coating what doesn’t,” Barette says.
technologies are used widely
as heat barriers, either on full Featherweight
exhaust systems, or specifically Wear issues can rear their head when it
1 in very localized areas where comes to component lightweighting, a clear
route to improved economy and emissions.
1. Composite components Lightweight components in engines can suffer
offer weight savings but Zircotec plasma-spraying from integrity issues that coatings can help
also accelerated wear and an exhaust system. Powder,
poor temperature
overcome, using tech that was developed by
introduced into the jet from a
resistance. A ceramic plasma torch is melted and companies such as Zircotec for motorsport.
coating can protect such propelled at the substrate “Formula 1 is using carbon composite within
parts while presenting a where the molten droplets
class A surface finish for
power units and utilizing coating solutions to
flatten, solidify and adhere
aero and aesthetic reasons to the substrate as a coating ensure that the lightweight components work
2. Ceramic coatings can and survive in that environment,” Barette says.
reduce heat loss, cutting
under-hood temperature
and increasing the thermal
efficiency of the engine
“Formula 1 is using carbon

composite within power units
and utilizing coating solutions
to ensure that the lightweight
components work and
survive in that environment”
Graeme Barette, director, Zircotec

COATING ADVANCES
Lightweighting is particularly 1
relevant for EVs, which present new
challenges but also major opportunities
for coating manufacturers. For example,
the battery pack adds weight, forcing
manufacturers into use of plastics and
composite materials that will wear far
more quickly than a metallic component.
Highlighting one area where coatings can
help increase wear resistance of non-metallic
parts, Barette says, “Surface engineering allows
us to put a thin layer of stainless steel onto
the external surfaces of a plastic part. Visibly
you couldn’t tell the difference between it and
steel, but the weight reduction is significant.”
High-voltage insulation and RF shielding
is another EV specific challenge. A traditional 1. Application of polymer
solution has been to encase battery packs in coatings to bearings can
aluminum boxes, a heavy but effective means help counter the increased
thermal and mechanical
of preventing interference. Here, Zircotec is loads resulting from
working on carbon-composite battery boxes engine downsizing and
with a coating that creates a Faraday cage, therefore harder-worked
powertrain components
while helping control heat from the battery
2. Car makers are realizing
and providing wear protection. the importance of factoring
Hybrid and stop/start applications also in the application of new,
place additional wear issues on bearings high-tech coatings such as
Tenneco’s EcoTough at the
through frequent restarting. Here, bearing design development stage
coatings such as Tenneco’s IROX have proved in order to increase overall
2
particularly effective (a polymer resin binder longevity of components
contains a number of additives dispersed
throughout the matrix). According to
Westbrooke, a modification of the binder
system on a molecular level, coupled with
subtle changes to the composition, produced
excellent sliding properties and a high fatigue
load with very high wear resistance.
“The ability to self-generate a DLC
Future trends
film in situ during engine operation
Looking to the future, Westbrooke believes
the most exciting area of development is in
could overcome limitations faced
so-called ‘self-healing’ coatings. “The ability by conventional coatings”
to self-generate a DLC film in situ during
Keri Westbrooke, chief technology officer, Tenneco Powertrain
engine operation could overcome limitations
faced by conventional coatings, which have a

finite thickness and so eventually wear away,”
WRAPPED-UP PROTECTION he says. “Because the regeneration depends
Coatings are not the only solution for manufacturers seeking to protect vulnerable parts. For on reaction with the lubricating oil, the
example, on the latest Audi e-tron EV there were concerns that in an accident, the car’s DC- formulation of the oil must be compatible,
DC convertor for its low-voltage electrical system could break free and make contact with which may compromise other aspects of its
other live electrical parts, posing a hazard for occupants and emergency services. performance. If the coating can be perfected
Audi therefore contracted insulation specialist Frenzelit to provide a protective sheath, fully it could become very significant.”
encasing the convertor. Roland Wegscheider, design power electronics/charging systems at
Barette sees future coatings development
Audi, explains, “We defined all of the key requirements in our specifications. At the top of the
list were cut resistance, electrical insulation, temperature resistance and media resistance.” centering on emerging technologies, with
Audi already used aramid in other areas such as cable sheathing, and the material was coating solutions allowing much greater
the first choice for the convertor sheath, providing an ideal balance between lightweight and use of plastics and carbon composites in EVs
abrasion resistance. The final product was subject to extensive testing, including a climatic and lightweight ICEs: “The focus is on aiding
shock resistance test with a temperature range of 80°C to -40°C (176°F to -40°F) and a manufacturers to get their design right at an
temperature shock test from -40°C to 95°C (-40°F to 203°F), both of which demanded no early stage, and how surface engineering and
change in tensile strength to secure a pass. Resistance to moisture was also tested at 40°C coating solutions can best work on lightweight
(104°F) for over 400 hours. Since the joints represent a potential weak point, they also had materials in high-temperature environments
to pass a seam test. All the tests were passed successfully.
– this is intrinsically linked to where the
industry is moving.”

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UNIVERSIT Y FOCUS: MUNICH
Catalyst
for change
The Technical University of Munich’s
interdisciplinary team is optimizing the
size of platinum nanoparticles in hydrogen
fuel cells for enhanced mass activity in
electrochemical oxygen-reduction reactions
WORDS:
JACK ROPER

Engine Technology International.com // May 2020// 41

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n the face of it, there seems to
be few downsides to the use
of hydrogen fuel cells in the
automotive industry: uptake “Nanoparticles of a specific size
would reduce global reliance
on oil while promoting development of are difficult to synthesize. Indeed,
renewable-energy resources. In reliability
and efficiency terms, they can trump internal
with most synthesis methods
combustion engines and rival traditional
battery-electric vehicles. Currently, however,
you get a mixture of sizes”
manufacturers prefer to use electricity from Kathrin Kratzl, project author, Catalysis Research Center,
Technical University of Munich
precharged batteries rather than storing
hydrogen on board a vehicle and doing
the conversion ‘live’.
There may be
1
80 hydrogen-ready
filling stations in
Germany and 42 in
California alone, but
there are only two
between the west
and east coasts of
America, 17 in the
UK, one in Eastern
Europe, six in Spain,
and three in Italy.
1. Kathrin Kratzl (far right),

joined the Technical
University of Munich’s
catalysis research team
as project author in 2017
2. Platinum nanoparticles
containing approximately
40 atoms and at a size of
1.1nm across were found
to be the most reactive
There are none in Africa, Australia, or South America, and

indeed very few are planned there, so the value of buying
a fuel cell vehicle depends on where you live.
Cost is a factor; the platinum acting as a catalyst for
the oxygen-reduction reaction (ORR) in the cell is very
expensive. Could this be the reason we haven’t seen the
technology taken up by the big vehicle manufacturers?
A new way
An interdisciplinary team at the Technical University of
Munich’s Catalysis Research Center led by Dr Roland
Fischer, professor of inorganic and organometallic
chemistry, and Dr Aliaksandr Bandarenka, professor of
physics of energy conversion and storage, has recently
discovered a significantly more efficient size for the
platinum nanoparticles.

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This discovery could allow next-generation

fuel cells to perform twice as well as cells in
the FCEVs currently on the roads, or they
BEV ALTERNATIVE?
could offer similar performance using only Although it seems as if gasoline and emissions when the hydrogen is
half the platinum. “It turns out that there are diesel will only be replaced by pure derived from methane (steaming),
certain optimum sizes for platinum stacks,” electric or hybrid vehicles in the short so most experts believe it needs to
term, Kratzl insists that commercial be produced from a non-carbon
Dr Fischer explains. “Particles measuring customers will be better off using source using renewable energy.
about 1nm in diameter and containing fuel cells. “For taxis and trucks in the Only Toyota with the Mirai, Hyundai
approximately 40 platinum atoms are ideal.” transportation and logistics sectors, with its ix35 Tucson and Nexo, and
“Platinum catalysts of this order of size have it makes more sense to use fuel cell Honda with the Clarity currently
a small volume, but a large number of highly engines because of the long charging have front-line cars on the market,
active spots, resulting in high mass activity,” times and relatively short ranges for although BMW is investing heavily
comments Bandarenka. “But more complex battery-powered HGVs. Companies in the technology and is expected to
shapes require more complicated synthesis don’t want their fleet stationary enter the fray in 2022 with vehicles
overnight for charging, so fuel cells based on the X5. Audi is expected to
methods. This will make computational
make economic sense already.” arrive in 2025 with the h-tron, while
and experimental studies more and more Until there’s a large uptake of the the team at Nissan is experimenting
important in the future.” technology, however, governments with using ethanol to produce hydrogen
Having joined Fischer’s team in 2017, and companies like H2 Europe won’t that then reacts in a solid oxide fuel
project author Kathrin Kratzl brings notable invest in installing hydrogen pumps cell. Industry insiders believe that this
experience of working with metal-organic at regular filling stations. Meanwhile, could be the catalyst for more OEMs
frameworks (MOFs). MOFs are crystalline large-scale production of the gas to develop vehicles, and some even
microporous materials that are formed through isn’t always environmentally friendly predict FCEVs could become cheaper
self-assembly of organic and inorganic building because there can be high carbon than gasoline-powered cars by 2030.
blocks via coordination bonds under mild
conditions in solution. They have been shown
to be suitable host matrices to incorporate
and stabilize a variety of metal nanoparticles.
“Platinum is the best catalyst for oxygen-
reduction reactions in fuel cells,” Kratzl notes,
“but nanoparticles of a specific size are very
difficult to synthesize. Indeed, with most
synthesis methods you get a mixture of sizes.
A theoretical model predicted the most active
nanoparticles would be in the 1-3nm diameter
range, so we developed a synthesis for one
of these optimal sizes by slowly growing
nanoparticles from individual atoms.
“The team at the Catalysis Research Center
then used computational screening of various
sizes based on the strength of the interaction
between the surface site and the reaction
intermediates, which resulted in
1.1nm being the most reactive.”
Maintaining control
To ensure the reactions take in the catalyst are normally roughly coated onto carbon
place at the optimum rate, with a high surface area, but this presented Kratzl and
the platinum nanoparticles her co-authors, Batyr Garlyyev and Marlon Rück, with a
problem because they had to control the number of active
sites during the reaction.
“Synthesis of platinum nanoparticles with a precisely
defined size constitutes an immense challenge because
the growth process is statistical,” Kratzl adds. “In some
“Particles measuring about 1nm in particles, for example, more atoms will come together,
so you end up with varying size distributions, especially
diameter and containing approximately for spherical nanoparticles with diameters below 2nm.
“Even after successful synthesis, small nanoparticles
40 platinum atoms are ideal” exhibit high surface energies that render them prone to
Dr Roland Fischer, professor of inorganic and organometallic chemistry, agglomeration. This tendency to agglomerate increases
Catalysis Research Center, Technical University of Munich as particle size decreases. One strategy to synthesize and
stabilize metal nanoparticles in the size regime close to
1nm is based on their incorporation in MOFs by taking
advantage of the size confinement of their cavities.”

“Complex shapes require more

complicated synthesis methods.
This will make computational
and experimental studies
more and more important” The team To improve vehicle range, the gas must be
Dr Aliaksandr Bandarenka, professor of physics of energy conversion investigated compressed and stored at extremely high
and storage, Catalysis Research Center, Technical University of Munich the stability of pressures inside the vehicle. This hurdle has
approximately already been cleared according to Toyota,
1nm platinum which claims that its carbon-fiber and
nanoparticles, and then measured ORR activity over glass-fiber-reinforced, polymer-lined fuel
1,500 cycles. The catalyst showed stability comparable tanks can resist impacts five times greater
to that of commercial platinum, but extended stability than traditional steel tanks can handle.
tests under fuel cell conditions – such as in a membrane
electrode assembly – still need to be performed. “We One to watch
demonstrated MOF-templated platinum nanoparticles Kratzl believes fuel cell vehicles already make
with 1.1nm size, which was predicted to be the optimal perfect sense and that the implications of the
size in our computational screening,” Kratzl continues. team’s findings are overwhelmingly positive.
“The nanoparticles show approximately 1.49mA/cm 2 “We could double the output of a commercial
specific activity, which is about two-and-a-half times Tanaka catalyst, or maintain the same output
higher than a commercial catalyst (0.61mA/cm 2). The using only half the platinum,” she says.
measured mass activity of 0.87 ±0.14 A/mg Pt1 coincides “It’s difficult to say what this means
with the computational prediction of 0.99A/mg Pt1 with for FCEVs because we’re a long way from
respect to the error interval, and it exceeds the mass applying the catalysts in industrial cells,
activity of the commercial catalyst (0.42A/mg Pt1) by but our research should contribute to the
a factor of more than two.” development of more efficient catalysts,
This is the highest activity reported among pure which could make FCEVs more profitable
platinum-based electrocatalysts for the oxygen-reduction and therefore viable alternatives to internal
1. Kratzl and her co-authors reaction of similar sizes. However, the team acknowledged combustion engines and electric vehicles.
Dr Batyr Garlyyev (left)
and Marlon Rück (right) that their approach to synthesizing platinum nanoparticles Around Bayern there are already filling
had problems ensuring with high precision based on predefined, atom-precise and stations every 200km [125 miles] and it only
an optimum reaction rate, ligated platinum clusters as precursors, and on a suitable takes five minutes to refuel. For people who
as control was required
over the number of active MOF, may present significant opportunities – but it will drive a lot and don’t have time to charge their
sites during the reaction also have limitations. vehicles, fuel cells are definitely an option.”

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SUPPLIER INTERVIEW: HORIBA
Can virtual technology enable

emissions testing earlier in the
development process, effectively
ending manufacturers’ reliance
on real-world vehicle testing?
WORDS:
KARL VADASZFFY
World view
S
Above: Horiba is able to teve Whelan is leader of the global development physical testing to be controlled by virtual modeling.
connect its automated
transient testbeds to a
and application center for Horiba – a renowned We’ve been developing HIL systems. Here we have
test route simulation for manufacturer of precision instruments for a computer model of a vehicle, driving in a virtual
virtually generated RDE measurement and analysis, including emission environment, connected direct to a real engine on an
vehicle test scenarios
measurement equipment, powertrain and engine automated transient testbed. The engine is controlled
Top right: The MEDAS
altitude simulation system
dynamometers, battery and fuel cell test equipment, and by the simulation and responds as if it were being driven
is included in Horiba’s RDE+ test automation software and hardware controllers. around the virtual test route. This enables us to measure
solution, enabling dynamic Whelan and his team have been developing an integrated real-world emissions from virtually generated RDE
control of ambient pressure, solution to enable real-world development in the lab and scenarios, giving us the best of both worlds – real
temperature and humidity
around the motor under test validating a design in the virtual domain. Launching in and virtual.”
Right: Virtual testing June, RDE+ is a calibration and testing solution that aims The complex data flows and workflows are controlled
solutions, developed by to reduce development time and costs for OEMs and by Stars Enterprise, Horiba’s new and highly flexible
the team at Horiba, enable Tier 1s. It connects on-road real driving emissions interactive test and development management tool.
significantly quicker and
more efficient RDE testing (RDE) testing to the chassis and powertrain laboratories, This will enable the company’s customers to manage
enabling real-world development and validation in a lab test facilities from a scheduling point of view, as well as
environment. By connecting these same labs to the virtual managing and integrating all the equipment, processes,
world, a vast array of challenging RDE scenarios can be data handling, analytics and reporting. Enterprise is
protected against. app-based and modular, and can be readily configured
“We’re using road-to-chassis and road-to-powertrain using state-of-the-art web-based programing, which is
tests so that we can do development and validation of the open to all.
real world in the laboratory,” Whelan says. “We’ve taken RDE+ will be available at all Horiba labs – in the UK,
Horiba’s hardware and software and interfaced it with Japan, India, the USA, Germany and China – where RDE
industry-standard virtual tools such as vehicle simulation replication and vehicle simulation has been integrated
and environment simulation (IPG CarMaker), enabling the into the physical test facilities.

SUPPLIER INTERVIEW: HORIBA
“Today it’s not possible to rely on road testing to

develop a product because of the number of errors and
lack of repeatability on a road test,” Whelan says. “If you
make a variable change on your calibration and rerun a
road test, the variation you get back might be due to your
change or a different road condition. You just don’t know.
This is why the lab is so important.”
Reality check
And new regulations increase the system’s value. “The
emissions, fuel economy and efficiency that we’re worried
about is now referenced to real driving, not just a single
test cycle as in years gone by, when the real world wasn’t
taken into account.” Indeed, with the introduction of Euro
6d, the RDE regulations are strict: altitude up to 1,300m;
temperature from -7°C to 35°C (19°F to 95°F); gentle to
aggressive driving; and urban, rural and highway driving
– through all of which testing has to satisfy real world
conditions. Instead of a single cycle there are now an
almost infinite number of cycle permutations or scenarios.
“Don’t forget, regulatory bodies can take a vehicle at any
ADVANCE WARNING
time and test it at an approved test facility,” Whelan notes. Good road-to-rig emulation early in a chassis dynos alike. It is also mobile
“If they take it on a PEMS test and it’s outside the legal development program is crucial. To this and can be moved from dyno to dyno.
end, Horiba’s RDE+ solution includes So how do you check early on in a
levels, everything will start to unravel.”
MEDAS – the Horiba Multifunctional program – even at concept stage – if
This means a manufacturer has to have a high level Efficient Dynamic Altitude Simulation you have the right size engine, the right
of confidence that a vehicle has been thoroughly tested. system – which dynamically controls turbo spec, and the right fuel injection
“A vehicle now has to be developed for RDE scenarios and the ambient pressure, temperature and system and strategy to be able to meet
maneuvers, rather than for one test cycle. The only way humidity around the engine so that the RDE everywhere in your region? “You
to satisfy this fully is to use the virtual domain to evaluate engine thinks it’s at altitude. use RDE+, whose virtual tools enable
such a multitude of scenarios, just as in the validation of “We can run any road test, data log far more modeling, connecting early
autonomous vehicle control software and ADAS safety. it, bring it back to the lab and run it on prototype engines, so that you can get
The only way to do this is via simulation, because the an engine. Or we can take a simulated the powertrain on a testbed within the
vehicle in a simulated environment to first year of a vehicle program,” adds
number of scenarios is mind boggling. That level of
any place on the planet, and run that Whelan. “Using the digital vehicle
testing can never be achieved on the road; we have to simulated road test,” says Steve Whelan. model that has been created in the
use a virtual scenario-based development methodology.” MEDAS can be added to any test design process, you can then test
Testing needs are wide-ranging, Whelan adds: “We facility, enabling environmental that engine before you get your first
need to explore thousands of scenarios in the virtual replication to engine, powertrain and prototype vehicle through.”
domain to find the myriad issues and then use advanced
calibration methods to calibrate the system out of the

problem. But identifying the problems is the key thing.”
Whelan believes that Horiba’s RDE+ is necessary, not
just because of regulations, but because of the time and
cost savings it affords. He says that there are several major
issues with the way vehicles are currently developed. First,
the number of prototype vehicles needed in the field to get
data back from fleet testing is substantial. Second, a real
problem with vehicle programs is where climatic testing
of vehicles is typically not commenced until the prototype
is quite advanced. “By that time, if you discover an RDE
problem, such as an issue with the exhaust aftertreatment
system or the turbocharging system, then you’re in really
big financial trouble. By that time in the program you’re
perhaps a year from the start of production. Costs can
grow exponentially. It’s the stuff of nightmares.”
Whelan concludes, “The concept we’re working toward
is doing more with less. With growing demands from
electrification, CAV, ADAS and cyber resilience, the slice
of the cake for powertrain gets smaller – but the workload
grows higher with RDE. The solutions have to be more
efficient and quicker, as today the last place you want to
be testing is on the road because it takes so long, costs too
much and is highly variable. RDE+ fixes all that.”

PRODUCTS & SERVICES
Dual-spindle machining
A flexible dual-spindle machining center can enable more efficient component
production for electric powertrain and internal combustion system manufacturers
With e-mobility applications

PCI Machining’s Meteor
– and vehicle battery trays in single- and double-spindle
particular – in mind, PCI Machining machines, including the
added a larger machine size to TS3000V-W, can produce
a range of sizeable cast-iron
its range in 2019. The company, and aluminum components
which designs and manufactures
machining solutions for the mass
production of automotive parts,
introduced the Meteor 3000-W
(single-spindle) and TS3000V-W
(double-spindle) machines, which
enable 3,000mm, 1,600mm and
1,260mm strokes for x-, y- and z-axis
respectively. The z-axis stroke is
split between the spindle and the
trunnion table, which are both French company PCI has
able to travel up to 630mm. added specialist machines
to its range with battery
Dual-spindle horizontal tray machining in mind
machining centers are now
playing an increasing role
ole
in automotive component ent
manufacturing. This
includes producing
parts for internal
combustion engine
systems, as well As well as having experience
as electric motor in custom-developing machining
housings and processes and the machines for a
battery tray required part, PCI Machining also
components for specializes in the engineering and
hybrid and fully electricc supply of transfer lines and turnkey
vehicles. Dual-spindle machines production lines for automotive
mponents for
are able to produce components parts manufacturers. The company
nearly any automotive application. – which now belongs to the Tongtai PCI’s Meteor
A subsidiary of PSA Group until Group – has recently opened up to TS3000V-W
machining area
2015, PCI has extensive experience enabling more efficient production the international market, benefiting
in high-speed parts machining. through simultaneous machining from Tongtai’s support in the form
The company can offer its Meteor of two identical parts, through of a global machine tool group. aims to maintain its technological
range of single- and double-spindle simultaneous machining of two This year, PCI Machining standing to enable it to meet
machines in various sizes – 630- symmetrical parts, and through celebrates 70 years as a company customers’ most demanding
2,400mm strokes – for a wide range simultaneous and independent and more than 1,000 installations expectations. The company’s
of sizeable aluminum and cast-iron machining of a single large part globally. Since the company’s numerous partnerships with
powertrain parts. with the two spindles. The ability establishment, innovation has been multidisciplinary players enables
PCI’s double-spindle machines to make micro-adjustments notably part of its DNA. More than just it to anticipate changes and further
feature two completely independent increases machine accuracy. A machine tools, the company has improve its expertise.
spindles, available in four or five wide variety of components can previously developed a honing
axes, and different spindle options. be machined such as transmission, system for machining centers and FREE READER INQUIRY SERVICE
The HSK100 offers up to 12,000rpm, structural and chassis parts. PCI eSpindle technology for smart To learn more about PCI Machining,
while the HSK63 enables up to machines are designed to offer manufacturing processes. visit: www.ukimediaevents.com/info/
18,000rpm. Flexibility is a key aspect feed rates up to 90m/min and Fully committed to a significant etm
INQUIRY NO. 501
of the Meteor machine range, thus an acceleration of 20m/s2. research and development plan, PCI

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PRODUCTS & SERVICES
Powertrain electrification
Entirely new categories of electrically powered engine accessories are creating
unique reliability challenges for the next generation of highly efficient powertrains
As regulators continue to particular, many engine accessories

tighten the emissions control operate in extremely demanding
requirements for passenger cars, environments involving
manufacturers and their suppliers high temperatures and
are pursuing a range of strategies aggressive fluids or
to improve their products’ efficiency gases. In addition,
without sacrificing reliability, comfort to minimize size and
or driver experience. weight these novel
Experienced in the automotive systems are often
industry, SKF continues to work very designed to rotate at
closely with companies to help them extremely high speeds.
find innovative ways to improve These conditions mean
efficiency and reliability, and bring that the bearing technology
new tech into production. Replacing used in electrical accessories
more traditional journal bearings on is a critical factor in their overall
camshafts and balancing shafts with performance and reliability. The
advanced rolling element units that challenges are well illustrated by
cut friction losses, for example, has two of the most complex emerging
helped OEMs achieve meaningful applications: electric boost systems
CO2 reductions without altering and electric compressor systems Electric boost systems and electric
packaging, assembly operations for cabin air-conditioning. HVAC compressors require bearings to
or long-term reliability. Forced induction plays a major work in high-speed, high-temperature
and sometimes polluted environments
Detailed design changes such as role in modern vehicles, enabling
these are essential for a sector that companies to improve efficiency by
needs to target all possible sources using smaller, lighter engines with producing products such as the system’s refrigerant fluid.
of power loss, but the demands of lower losses. A major limitation of corrosion-resistant components Conventional bearings perform
future engine generations are also turbocharging, however, is poor made from ceramic and stainless poorly in such conditions and
driving architecture modifications to performance in transient driving steel, advanced heat-resistant HVAC refrigerants can corrode
the automotive powertrain. In more conditions. Under acceleration, it coatings and grease formulations standard bearing steels, leading to
conventional engine designs, around takes time for a turbo to reach full developed for high-end motorsport. issues with reliability and lifespan.
15-20% of the power produced pressure, meaning lower efficiency Electric air-conditioning systems In response, SKF has developed
is used to run pumps, fans, boost and a less satisfying experience for are expected to enter widespread bearings that use heat treatment
systems and other accessories. The the driver. Electric boost systems industry use in the coming years. technologies such as carbonitriding,
switch to electrical power for these aim to address this with a fast- The designs in production or under that offer excellent performance in
components reduces parasitic loads, acting electric compressor that development today are of two main poor lubrication conditions. Bearing
allows greater control flexibility and operates for short periods to fill the types: conventional and mild hybrid cages made from PEEK, a high-
provides opportunities to use energy gap and allow the turbo to catch up. vehicles, which use single-mode performance engineering polymer,
recovered via regenerative braking. Electric boost system bearings compressors to provide cooling enable extended operation in high
The use of electric power for experience operating temperatures only, as heat is available from the IC temperature levels.
more accessories and auxiliary parts of between 150°C and 180°C engine; and pure electric vehicles, Auto makers and component
is aided by the adoption of higher (302-356°F). They also operate at which use a dual-mode design that suppliers are pursuing electrification
voltage electrical systems, especially high speeds: with bearings rated to can also operate as a heat pump. on many fronts, and SKF is working
the move to a 48V architecture; 48V operate at NDm factors of between The conditions experienced by with them to overcome emerging
systems can increase the electrical 1 and 1.3 million. In addition to these electric HVAC compressors are challenges, and to provide the key
power available to an IC vehicle by a demanding conditions, the vehicle’s almost as challenging as those technologies that will bring the next
factor of four, while reducing power exhaust gas recirculation (EGR) associated with boost systems. efficiency frontier within reach.
distribution losses and enabling the system requires the bearing to cope Maximum operating temperatures
use of lighter wiring and parts. with exposure to corrosive gases. are similar, and these compressors FREE READER INQUIRY SERVICE
To learn more about SKF, visit:
The switch to electric accessories To design bearings capable of typically use motors integrated into
presents some new challenges for meeting these operating conditions, the pump housing, with lubrication INQUIRY NO. 502
the automotive sector, however. In SKF has drawn on its experience provided by a mix of oil mist and

PRODUCTS & SERVICES
Emissions compliance
The automotive industry is rapidly evolving, driven by increasingly
stringent regulations for pollutant emissions and CO 2 reduction
In Europe, the enforcement the overall emissions concept, such

During development
of RDE methods to notably as Base Emission Strategies (BES), of diesel passenger
reduce pollutant emissions and Auxiliary Emission Strategies (AES) cars it is important
the switch from NEDC to WLTP documentation in Europe, and to find cost-effective
ways to guarantee
for CO2 reduction are posing new Auxiliary Emission Control Device emissions compliance
challenges for OEMs. Furthermore, (AECD) documentation in the USA.
since the Dieselgate emissions The AES/BES and AECD strategy
scandal, public awareness has been definitions must be matched with
increasingly focused on this area. the powertrain concept and with
The result is that – particularly the vehicle matrix on the basis of
in Europe – the discussion has gone the relevant technology package
from being technical and fact-based, for the engine and exhaust gas
to become a predominantly political aftertreatment system. To minimize
and overarchingly emotional debate. the risk of exceeding defined limits
As a consequence, for automotive in the field, it is therefore necessary
manufacturers it is not enough to to implement frequent quality
simply fulfill emissions regulations monitoring throughout the entire
and regulative norms. development process.
Public expectations demand The preferred choice of tool for
ultra-low pollutant emissions and this task is AVL CRETA, which
low environmental impact over the is used for data set management,
complete life of a vehicle, so OEMs for AES/BES and AECD monitoring,
are forced to react and take strong and also for quality monitoring and
action to prove stable cleanliness. model variant management.
Therefore, maximizing emissions Complementing the established
robustness in the field is more toolchain, the comparison with
important than ever before. To a broad AVL emissions database providing solutions for lifetime as well as (pre-) calibration
develop appropriate emissions enables the identification of possible robustness with reduced time and for non-standard environmental
compliance in a cost-efficient and emission risks in every phase of the development efforts, and maximizes conditions, component protection,
focused way, methods are required powertrain development process. emissions robustness. “There are vehicle/engine derivatives and
that secure and ensure robustness In addition, specifically tailored RDE numerous influences involved in RDE evaluation, including SIL, HIL
of the vehicle fleet, starting in the replacement cycles are focused guaranteeing emissions robustness or virtual testbed.
development phase. on the most relevant testing tasks throughout the life of the vehicle,” Additionally, the virtual test
The target is to combine real and for the most areas of concern says Enzi. “We have to consider environment is used for validation
vehicle usage profiles in various possible. This allows the validation a variety of topics and some are tests as a continuous companion
environmental conditions, include of the potential for vehicle emissions harder to achieve than others.” throughout the whole calibration
component aging and component robustness at the chassis dyno To master the complexities that process, for production tolerance
tolerances, and consider all these testing stage. managing these challenges creates, and robustness investigations,
factors in the development process. These activities, known as it’s mandatory to use model-based and takes into account system
According to AVL’s Bernhard Enzi, RDE-replacement cycles or RDE development tools such as AVL interactions. AVL is able to provide
senior product manager, passenger reference cycles, address all the Cruise M, which combine the advanced solutions that support its
cars/LCV, and Christian Martin, potential emission risks that result strengths of empirical and physical industry customers in mastering
product manager, passenger cars/ from the huge variety of traffic models. In the development process, development complexity and the
LCV, with new vehicle components situations in a synthetic chassis Cruise M can employ consistent trade-off between CO2 efficiency
it’s usually comparatively easy to dyno test. models with increasing refinement, and emissions compliance, including
meet targets. However, the behavior The creation of such replacement which ensures highly stable results lifetime robustness.
of aged components is significantly cycles is based on a high number of during testing.
less predictable. representative RDE measurements This approach is used for concept FREE READER INQUIRY SERVICE
To learn more about AVL, visit:
Legal requirements have to in the AVL database as well as a simulation in the office and for
be defined at the very start of the test-generation methodology. This automated OBD testing, for xCU INQUIRY NO. 503
process – in the documentation of is the most effective approach for controls development and validation,

PRODUCTS & SERVICES
Grinding optimization
During the grinding process, small details can have a large impact on results.
Running multiple functions simultaneously can make results more certain
The grinding operation is the

final process in the production
of metal parts. Gearboxes today are
far more complicated than in the
past due to the higher number of
gears, faster shifting speeds and
the increased reliability demanded.
Thus the grinding process is much
more crucial than it has ever been.
The main responsibility to fulfill
these demands is placed on the
shoulders of gearbox manufacturers.
As a result, there is much greater
pressure on the manufacturing
machinery suppliers. This means Balance Systems’
technologies have
that they are expected to produce company can move the masses of imbalanced and thus reducing been developed to
a machine and related equipment the balancer in a predictive mode, the quality of the workpiece. The enable transmission
that is able to reach much tighter which means the customer can acoustic emission systems are able manufacturers to
reach increasingly
geometric tolerances and achieve balance the grinding wheel in only to detect the contact point between
tight tolerances
notably better surface finishing. a few seconds. the grinding wheel and the dresser, and manufacture
Here is where Balance Systems’ In fact it’s necessary to balance as well as between the grinding components with a
equipment comes into play. The the wheel once per part, because wheel and the workpiece. better surface finish
Italian company produces auxiliary gear grinding is crucial to the The benefits of this system are
equipment for grinding machines reliability of the transmission, and threefold. The initial benefit to noise
that can perform the functions of for that the gears must be perfectly measurement can be seen during
balancing, wheel contact detection shaped. Balance Systems’ fully dressing. The dressing operation
and process measurement. Balance predictive technology can balance ensures that the shape of the
Systems’ processes include the grinding wheel in just a few grinding wheel is in accordance
automatic grinding wheel spindle seconds, rather than the 20 or with the design tolerances. During
balancing, touch-detection systems 30 seconds that other products the grinding process, the shape
using acoustic technology, and typically take. of the grinding wheel determines
in-process gauging. This equipment An important feature of the the shape of the workpiece,
is all installed in a grinding machine. automatic spindle balancing is its so if there is an error
The company’s customers are most moment-free design. The balancer in the grinding wheel,
commonly the manufacturers of has two masses that rotate to the same or a similar
these grinding machines, or an end compensate for the imbalance of error will appear in
user that wants to improve its own the grinding wheel, and these two the workpiece. The
grinding process. masses have the same dimensions grinding process
The company’s technology offers and positioning with respect to controlled by the
benefits in three main areas. In the the balancing head so that the Balance Systems
case of automatic grinding wheel two critical forces generated during equipment ensures
balancing, Balance Systems’ the rotation are equal in amplitude. that the shape of
Absolute Balancer can enable the Since they are aligned on the same the grinding wheel is
grinding tool to be balanced in a far plane, the resultant force generated according to the design,
more predicable way. The method to is zero, which means there is no which consequently
balance the grinding wheel using a additional centrifugal effect on the guarantees the quality
trial-and-error approach, observing spindle. This patented design has of the workpiece.
behavior, and then making decisions proved to be superior to alternatives The next benefit comes from
based on what is seen, is therefore where there is displacement the system’s ability to detect
now outdated. With the ultimate between the two masses, resulting contact between the grinding
Balance Systems algorithm, the in the balancer being slightly wheel and the workpiece,

PRODUCTS & SERVICES
To enable the perfect gear

shape, wheel balancing
is required for every part.
New predictive balancing
technology from Balance
Systems means that the user
is able to balance the machine
spindle much more quickly
which en enables ideal synchronization through quick and efficient collision

between
b n tthe grinding wheel and the detection, which ultimately reduces
part,
paa improving
pro
r the cycle time. The cost. As soon as a collision happens,
approach
app p
proach h time of the grinding wheel the machine can be stopped.
can n be imm
improved via an increased In-process gauging measures a
yet controlled
ccontro
ro average speed. part during the machining process.
The
Thh third
h benefit is related to As the grinding wheel is removing
machine
mach h ne safety. A feature called
hine material from the workpiece, the
Crash D Detection detects anomalies equipment measures the part and,
in termsms of noise generated by the in real time, controls the in-feed of
machine
machi in during the machining the grinding wheel based on the
proce e These include anomalies
process. actual diameter of the part. One
such
suc h as crashes, which can be benefit resulting from this is time
ccreated through operator mistakes
cr saved during production. The old
or even by mechanical failures in way is to grind the part, stop the
the machine. The system detects machine and manually measure the
any collision immediately, typically part, which is then pushed back into
within 1.5ms; the grinding machine the grinding machine. This process
can then be stopped instantly. The takes time and is also susceptible to
reaction time is absolutely crucial human error. In the grinding process
and the Balance Systems equipment it is important to remember that a
ensures that this can be achieved small incorrect detail can make a
significant difference. These parts
typically have microns of tolerance,
and during any manual operation
mistakes are very easy to make.
Balance Systems has historically
focused on premium applications,
but since 2015 it has launched new
products including the VM15, with
the aim of increasing its footprint in
the mid-complex application market.
Industry users can now use the
company’s high-end technology,
which was initially available only to
premium applications, to improve
grinding machines that need to be
more efficient, precise and safe.
Francesco D’Alessandro,
manager for Balance Systems’ FREE READER INQUIRY SERVICE
North American HQ, believes To learn more about Balance Systems,
that accurate gear grinding is visit: www.ukimediaevents.com/info/etm
now more important than ever INQUIRY NO. 504

PRODUCTS & SERVICES
Cold-end exhaust system

An enhanced thermal management and acoustics system for a high-performance,
mid-engine powertrain addresses issues with heat build-up, NVH and space
When it comes to designing a

sports car or even a supercar,
it’s well documented that use of
a mid-engine architecture offers
many benefits in terms of weight
optimization, handling, braking
and performance. However, while
positioning the powerplant in the
middle of the car, directly behind
the occupants, is considered the
best practice for optimizing driving
dynamics, such a design layout also
presents engineering challenges
in terms of NVH, heat build-up and
space constraints.
Potential issues are compounded
by the fact that all of these must be
addressed without compromising
performance and sound – essential
characteristics, especially in the
case of sports cars and supercars.
In its recent collaboration with
General Motors on a new exhaust
system for the high-performance,
mid-engine Corvette, Tenneco
has been able to overcome these
challenges, providing creative Tenneco is supplying General
technical solutions to accommodate Motors with the complete cold-
the emissions system’s thermal and end exhaust system for its new
mid-engine Chevrolet Corvette.
packaging requirements as well as Pictured here is the optional
other demands, such as optimizing ‘performance’ exhaust system
efficiency while also minimizing
detriments to performance and
retaining the characteristic exhaust [1,382°F] exhaust gas temperatures,” considerable step forward in
note that is synonymous with the explains Dmitri Konson, Tenneco’s actuated valve design, and when
Chevrolet Corvette. vice president of Global Clean Air combined with Tenneco’s latest
Tenneco’s successful approach, Engineering. “This isn’t an issue in tribological developments in valve
conducted by its Clean Air business the vast amount of applications, but materials, can be used on mid-
group, included significant research in a mid-engine, high-performance engine vehicles as well as any
and development into active valve configuration the exhaust gas other application with extremely
technology, which is used in the temperatures can peak at much high exhaust temperatures.
production of sophisticated exhaust higher levels than the acceptable With its new active valve
systems for high-performance limit for conventional valves with technology able to withstand
vehicles. These valves are employed electronic actuators.” extreme temperatures, Tenneco
to vary system backpressure and to Tenneco’s solution was to develop was able to incorporate two of
shape the exhaust sound to provide a new valve arrangement with the the electronic exhaust valves
the correct balance of powertrain actuator decoupled from the valve with decoupled actuator in the
performance, sound characteristics body, operating through a link arm, mid-engine vehicle’s exhaust system Dmitri Konson, VP
and regulatory compliance. to greatly reduce heat conduction to to work in concert with the sports of global engineering
“Typically, such electronic valves the valve electronics. This innovative cars’ cylinder deactivation function at Tenneco’s Clean
Air business group
cannot operate reliably above 750°C system arrangement represents a for optimum efficiency and lower

PRODUCTS & SERVICES
A newly developed electronic

valve with decoupled actuator
enables the system to notably
reduce the conduction of heat
Tenneco’s multilayer heat

shields are constructed from a
sandwich of insulation between
two thin stainless-steel layers,
minimizing the system’s profile,
weight and installation space
emissions. Two additional multilayer heat shields, constructed the right sections of the cold-end Edenkoben, Germany, have been
conventional coupled electronic from a sandwich of insulation exhaust system, achieving optimum able to develop highly innovative
valves from Tenneco’s portfolio between two thin stainless-steel acoustics across the entire RPM answers to the challenges posed by
were also used for an optional layers. The use of the multilayer range. The overall low-backpressure the exhaust system of a mid-engine
performance-focused exhaust shield technology minimizes the design, incorporating four tailpipe powertrain layout. What the teams
version, allowing greater acoustic weight and packaging size of the outlets, enabled General Motors have achieved is a very powerful
differentiation of a number of finished assembly significantly, to meet its targets for engine power demonstration of Tenneco Clean
selectable drive modes as well providing the minimum profile in and emissions – with and without Air’s system integration capabilities,
as additional power. order to support the engineering cylinder deactivation. and automotive technology transfer
Another area that the team and styling requirements. As Konson concludes, Tenneco’s from development programs like
at Tenneco investigated is how The need to be able to generate recent global development work this enables us to design and create
to limit the unwanted transfer of a soundtrack that epitomizes the into the engineering of an exhaust more innovative solutions for future
high exhaust temperatures to the signature character of the Corvette system for a high-performance generation vehicles.”
vehicle’s surrounding components. was another consideration for the mid-engine vehicle is certain to
To effectively manage the thermal Tenneco engineers. Subsequently, have a positive influence on other FREE READER INQUIRY SERVICE
To learn more about Tenneco, visit:
and packaging requirements of a its partnership with General Motors projects. “Working together, our
mid-engine configuration, Tenneco’s resulted in a brand-new approach product and engineering teams INQUIRY NO. 505
engineers have developed special to flow mixing between the left and in Grass Lake, Michigan, and

PRODUCTS & SERVICES
Thermal management
The drive toward new-energy vehicles and greater efficiency from conventional
powertrains represents a challenge for OEMs when managing thermal energy
Legislation continues
Electronic transmission
to drive global OEMs to oil pumps (left) provide
reduce emissions and improve fuel the oil flow that cools the
economy by imposing stringent traction motors in battery
electric and hybrid electric
standards. But how OEMs choose vehicles. The primary and
to address these standards varies. auxiliary electronic coolant
Some are downsizing engines or pumps (right) can deliver
introducing hybrid electric variants precision engine cooling
of popular models. Others are opting
to shift product line-ups toward
BEVs or FCEVs. Still others are
adopting a mix of approaches.
OEMs are also continuously
seeking new ways to reduce power
consumption and improve both
packaging and operating efficiency.
Then there are new EV startups
arriving on the scene, introducing
passenger cars and autonomous
driving solutions in unprecedented electronics, power inverters and
cycle times. other heat-management tasks using
This new playing field changes plate or tube-type heat exchanger
the competitive industry landscape, system designs.
creating an interesting challenge Following its acquisition of the
for traditional OEMs and suppliers. global fluid pressure and controls
These dynamics are what drives business of Magna International in
Hanon Systems, a full-line supplier early 2019, the company is now even
of thermal and energy management better positioned in automotive
Cooling fan modules feature a
solutions. Equipped with a portfolio thermal and energy management brushless direct current motor
specifically designed to help OEMs with an expanded product portfolio and an integrated control unit,
meet legislative challenges in that encompasses solutions such which optimize the motor power
and the aerodynamic efficiency
conventional powertrains, the as transmission oil pumps, coolant
company is also able to support pumps, refrigerant valves and
solutions for alternative powertrains. cooling modules with brushless fans to maintain a constant engine
Today’s vehicles contain more direct current (BLDC) motors. coolant temperature, and are also
electrical componentry than ever, Electronic transmission oil pumps equipped with a BLDC motor and
and the ability to maintain the are ideal for stop/start and hybrid integrated control unit to deliver
optimal operating temperature of applications. These auxiliary pumps aerodynamic efficiency and
these devices is a critical factor in are able to maintain pressure in the optimized motor power.
automotive design. transmission during engine shut-off The expanded electronic coolant
Chillers deliver coolant to the and operate to supplement the pump portfolio adds primary
batteries system and enable heat mechanical oil pump, resulting in electronic coolant pumps that fully
pump cooling performance, while lower emissions and greater fuel replace the mechanical versions,
refrigerant and coolant contact economy. Similarly, for BEV and and offers an expanded auxiliary
heat exchangers dissipate battery PHEV platforms, these pumps coolant pump power range to meet
heat for precise temperature control provide the oil flow that cools the customer requirements. In
that improves lithium-ion battery the traction motors as well as the addition, boost pumps operate
performance and life. Beyond lubrication oil for the transmission. on demand – using energy
battery thermal management, Hanon Cooling modules developed only as needed – which
Systems also supplies solutions to by Hanon Systems incorporate minimizes power
control the temperature of sensors, new-generation electronic cooling consumption and

PRODUCTS & SERVICES
The heat-pump system is

an alternative to conventional
electric heaters, offering the
benefit of both cooling and
heating in a single solution
control and can be extended for efficiency in low-load conditions, driving range in BEVs. Capable of
more complex control solutions. and coated scrolls equipped with achieving the desired temperature
Hanon Systems has experience backpressure control to optimize in freezing temperatures, the system
in moving coolant and refrigerant, compression efficiency. Electric offers a power-saving alternative
and is a leader in automotive fluid scroll compressor solutions have to PTC heaters while providing
transport. Internal heat exchangers wide applicability across hybrid, passenger cooling.
(IHX) enhance performance of the battery electric and fuel cell electric As a key part of a standard heat-
refrigerant by combining suction vehicles, as well as in heat-pump pump or climate system, refrigerant
and liquid A/C lines to exchange system applications that use R134a, valves control the temperature, flow
energy in a counterflow system R1234yf or R744 (CO2) refrigerants. rate and pressure in the refrigerant
arrangement. These coaxial tube Delivering cabin comfort in cold loop, and enable both heating and
can reduce the total number of designs integrate directly in the or warm conditions without notably cooling by switching modes and
coolant pumps. refrigerant circuit for better cooling impacting electric vehicle driving reversing the functionality of the
Refrigerant valves support capacity than conventional A/C range is another very important heat exchanger. By redirecting
the transfer of coolant across the lines and are available in multiple consideration for OEMs. With this the refrigerant using multipurpose
propulsion gamut from combustion variants, including the patented in mind, Hanon Systems developed valves from Hanon Systems, cabin
engines to electric, hybrid electric tube-in-tube IHX design. its heat-pump system. Powered by cooling and heating can use the
and fuel cell electric vehicles. The The heart of a vehicle’s A/C an electric scroll compressor, the same system components.
tech can also be used to support system is the compressor, which innovative design draws heat from Considering the challenges OEMs
battery cooling, DC/DC converters both pressurizes and circulates ambient air and repurposes waste face in today’s competitive market,
and power electronics, and can be refrigerant through the system. The heat from the vehicle’s electronics, auto makers can have peace of mind
integrated into a heat-pump system. strength-enhanced scroll design motor and inverter to serve as an knowing there are proven solutions
Multiport electronic coolant valves of Hanon Systems’ electric scroll additional heat source in cold available to address thermal and
use energy only when switching compressor features an onboard environmental conditions. energy management needs.
to route coolant based on need, e-motor and high-performance Compared with conventional
and are available in various control electronic inverter. Operational systems that incorporate a positive FREE READER INQUIRY SERVICE
strategies and configurations. across an 850-11,000rpm speed temperature coefficient (PTC) To learn more about Hanon Systems,
With an innovative cylinder concept, range, the compressor incorporates heater, this approach supports the visit: www.ukimediaevents.com/info/etm
INQUIRY NO. 506
these valves deliver discrete coolant two pre-outlets that enable high heating system while increasing

PRODUCTS & SERVICES
Airflow control system

An electrically driven airflow pump provides accurate
ate and fast air control to manage
g
hydrogen fuel cellll voltage
g and enable the powertrain
p to operate
p at peak
p efficiency
y
Fuel cell technology is not

new, but its developmentnt rate Eaton’s TVS pumps can
has increased in recent years thanks be scaled to suit the output
uce
to its potential to greatly reduce demands of any fuel cell
carbon emissions in transportt
applications. Additionally, its ever-
ord
increasing viability for real-word
applications has manufacturers rs
and suppliers exploring ways to
put hydrogen fuel cells into moreore
production vehicles.
Eaton’s Twin Vortices Series
(TVS) pump technology has proved oved
to be an integral component in
hydrogen fuel cell modules, with h
the precise airflow control offered d by Hydrogen molecules break down
the TVS unit allowing the cells to o into protons and electrons due to
operate at peak efficiency. Becauseuse an electrochemical reaction in the
the pump is electrically driven, it iss fuel cell catalyst. The protons travel
able to provide accurate and fast through the exchange membrane
air control, which enables rapid to the cathode. internal combustion engine stringent emission regulations make
fuel cell voltage control. The number of layers dictates applications, but minor them more feasible since they emit
Hydrogen fuel cell systems the amount of power each stack modifi ti
modifications have made the unit no pollutants, only water vapor.
are composed of proton exchange e can produce, which subsequently ideal for fuel cells. Unlike the That has led many automotive
membranes condensed between means that the more stacks a car supercharger system, the fuel cell manufacturers to look to introduce
a positive electrode (cathode) and is equipped with, the more power blower is directly mounted to an fuel cells in commercial vehicles
a negative electrode (anode). The it is able to put out. electric motor, which operates first, many of which operate on
hydrogen is introduced to the anode, To operate efficiently, fuel cell in a range between 300-450V DC predetermined routes where there
and oxygen (from air) is introduced stacks need precisely controlled and has no pulley or front cover. can be refueling stations placed
to the cathode. air and hydrogen flow. Generally, It is possible to calibrate the strategically. This scenario now
the more air pressure fed into the electric motor to operate at gained greater traction, particularly
Eaton’s Twin stack, the more power density less than 14,000rpm. in China, which is seeking to reduce
Vortices Series the stack produces, depending The technology is also scalable emissions and has a widespread
pump can be
applied to both on the overall limits of the unit’s across a broad range of rotor public transportation system.
ICE and FCEV design parameters. displacements and can be adapted Eaton is already supplying TVS
applications Eaton’s pumps deliver to fit each customer’s specifications. units to several of these customers
a precise oxygen flow, Used by Danfoss Editron in their for use in hydrogen-powered buses,
calibrated and controlled Fuel Cell Compressor System (FCS) with plans for increased production
for transient duty cycles. product line, the TVS Roots-based going forward.
While the company is compressors offer a larger efficiency Although hydrogen-powered
currently focused on window, as well as significant noise passenger and commercial vehicles
delivering airflow for and heat reduction from traditional are relatively scarce at this point in
hydrogen fuel cell stacks, centrifugal compressors. time, new opportunities are opening
the future could see One significant obstacle to up due to proven solutions – such
opportunities for hydrogen widespread hydrogen fuel cell as those provided by Eaton – easing
delivery and recirculation. vehicle production is the lack of a the development process.
Eaton’s TVS rotating hydrogen fuel infrastructure. Unlike
group technology is gasoline, diesel fuel and electricity, FREE READER INQUIRY SERVICE
To learn more about Eaton, visit:
known throughout the hydrogen fueling stations are scarce.
transportation industry The handful in operation in the USA INQUIRY NO. 507
for its use in supercharged are largely on the West Coast, where

PRODUCTS & SERVICES
Cycle boosting
Boost technology can manage CO2 emissions, exhaust gas recirculation, airflow and
aftertreatment temperature during real-world and regulatory drive cycle operation
When looking to minimize

When looking to minimize cycle
cycle CO2, the SuperTurbo NOX , the SuperTurbo is employed
system can be controlled in to both decrease engine-out NOX
a variety of different ways creation and optimize the SCR
conversion efficiency. The need
to drive high-pressure EGR creates
additional available power at the
turbine. The SuperTurbo turbine is
designed to capture the power from
this pressure drop and return it to
the crankshaft as compounding,
resulting in efficiency gains larger
than the negative engine pumping
effect. The goal is to minimize
consumption of diesel and diesel
exhaust fluid simultaneously. The
SuperTurbo also allows EGR to
remain active during transients,
and the turbo ramp rate can be
prescribed to balance the air/
fuel ratio and EGR. To manage
aftertreatment temperatures, the
For years, many industry- and the mechanical CVT offers higher consumption (ISFC). There are SuperTurbo can be outfitted with
publicly funded efforts have power levels (50kW instantaneous, also operating conditions that lack a turbine bypass valve. Full exhaust
shown the best achievable single 30kW continuous) and does not exhaust enthalpy where efficient bypass of a conventional turbo
brake thermal efficiency point for require high voltage/current or supercharging is an overall brake disables boost, and partial bypass
commercial diesel engines. While other components related to vehicle specific fuel consumption (BSFC) is non-optimal for SCR temperature
optimized steady-state engine drive hybridization, such as power benefit. With the SuperTurbo able to and boost response.
efficiency has proven merit, the electronics or battery storage. With draw compressor power from both The SuperTurbo valve can fully
regulatory landscape is shifting an air management device capable the turbine and crankshaft, the air bypass the turbine heat-sink and
toward real-world and drive cycle- of balancing efficient supercharging and EGR flow to the engine can pressure drop, allowing exhaust heat
based efficiency and emissions and turbo-compounding, the key be optimized. to flow directly to the aftertreatment
standards. The enabling effects to finding engine efficiency rests in Significant cycle CO2 reduction system. The bypass area is variably
of advanced air management how it is applied. also comes from engine transient changed to control EGR flow. While
technology can be key to unlocking When looking to minimize cycle efficiency. The acceleration rate of in bypass, the SuperTurbo operates
benefits in a variety of engine cycles. CO2, the SuperTurbo system can be the compressor can be specifically as a pure supercharger. This is ideal
The SuperTurbo was developed controlled in a variety of ways. The controlled with the SuperTurbo. during both cold start and low load
as a full cycle on-demand air first priority has always been tuning During a transient the air/fuel ratio cycles, and is even more effective
management system. It works by air/fuel ratio throughout the cycle, can be kept at a higher level. The when combined with engine stop/
applying a high-speed planetary with proven capability to control resulting in-cylinder transient start systems and other mild hybrid
traction drive directly to the boost pressure ±2kPa. In-cylinder efficiency means more fuel goes to powertrain strategies. In addition,
turboshaft, which locates the turbo combustion efficiency is prioritized. piston work and particulate creation it is possible to use the variable
machinery, enables bidirectional Higher engine power levels result is reduced. Again, the ability to draw control of transient air/fuel ratio
transfer of power and reduces in the SuperTurbo functioning as transient compressor power from to manage temperatures in the
the speed to a range more suitable a compounding device, returning both the turbine and crankshaft is exhaust system when necessary.
to variable ratio components. The excess exhaust power back to fundamental to this effect. Over a full
SuperTurbo system can incorporate the crankshaft. However, even transient drive cycle, the cumulative FREE READER INQUIRY SERVICE
To learn more about SuperTurbo, visit:
electric motors/generators that are when compounding, tuning of the benefit of efficient transients can be
more off-the-shelf in terms of speed SuperTurbo is focused on optimal a large contributor to overall cycle INQUIRY NO. 508
and temperature exposure. However, airflow and indicated specific fuel CO2 reduction.

PRODUCTS & SERVICES
Sealing and flow control

Changing requirements in the automotive industry and ongoing advances in seal,
check valve and flow restrictor technology require fresh product innovation
Engine design is in the midst steels, but lightweighting initiatives

of a revolution. Electric motors require new materials. The design
are replacing internal combustion of SFC Koenig’s parts components
engines, and support systems are effectively supports many
having to be adapted to the new composite materials as well as
requirements. As 2020 marks systems produced with additive
the 50 th anniversary of the Koenig manufacturing techniques. In
Expander, a one-piece expansion 1
addition, aluminum components
seal design from SFC Koenig, the are now available and the company
company is celebrating how both is continually developing solutions
engine and automotive design for new materials, accommodating
has progressed over the past five thin walls and complex geometries.
decades, and its role in innovations. In the past, safety was most
“Compared with 50 years ago, 2 commonly viewed as a product
automotive design and performance 1. SFC Koenig offers expander plugs, check valves of the performance of critical
requirements are more precise,” and flow restrictors, as well as engineering support systems. Here, SFC Koenig
says David Ramirez, application to help in product selection and system integration has one of the industry’s best
engineer at SFC Koenig. “We are 2. In electric vehicles, Koenig Expander seals are performance records, with field
used to prevent access to electronics and sensitive
proud to have been involved in many fluid systems, providing tamper-proof protection failure rates less than 1ppm in
notable advances while maintaining that can improve safety and reduce warranty claims over five billion parts installed.
the safety, reliability and engineering 3. In addition to automation support, SFC Koenig As today’s electric vehicles
ingenuity customers expect from offers installation solutions, including the ExPress have a number of high-voltage
our products.” 3000 and 5000, hydropneumatic table presses with and sensitive assemblies, seals
force and distance controls for precise installation
In that time, the number of now play a new, vital safety role,
systems viewed as ‘critical’ has preventing access to housings
expanded. Braking applications and transmissions, cooling systems and has adapted its parts design to and fluid systems. SFC Koenig
powertrains have traditionally been vehicle suspensions. easily integrate into high-speed components are entirely tamper-
the focus. However, modern vehicle Installation reliability has always and automated assembly lines. proof and limit access by untrained
designs, and EVs in particular, have been a requirement. In the 1970s Parts have been modified, making users without significant and visible
strict requirements for sealing and production lines involved a number them easier to grab and position damage, protecting people and
flow control products, which now of manual operations. A flow-control in robotic environments. They also preventing false warranty claims.
serve critical roles in motor cases, or seal product had to be correctly require no additional machining “At every stage of the industry
installed to prevent failure. With processes – such as threading, and in so many innovations, SFC
SFC’s one-piece design, parts are milling or honing – which not only Koenig parts are there,” summarizes
easy to install, ensuring repeatable eliminates manufacturing steps but Ramirez. “We are actively working
quality and dependable seating. keeps production lines free of debris. with some of the world’s largest
“Our expansion design installs Part positioning, performance manufacturers on cutting-edge
securely and requires no chemicals and control requirements have also designs. While our products and
or sealants,” comments Ramirez. increased for seals, flow restrictors applications have advanced during
“Components feature a serrated and check valves since 1970. “During the past 50 years, we remain fully
3 expansion sleeve that expands installation, our parts are distance- committed to supporting customers
evenly into bore walls, permanently and force-controlled, have flexible with unrivaled system performance,
setting into the base material. There tolerance allowances and exert safety and reliability. We are really
is minimal risk for the contamination even pressures,” explains Ramirez. excited for the future, and to be
and leakage that is common with “That, combined with unrivaled part of it.”
commodity-type seals, such as cup performance, provides precise flow
plugs and threaded screws, which control and a range of capabilities, FREE READER INQUIRY SERVICE
To learn more about SFC Koenig, visit:
are often misaligned.” even for highly unusual needs.”
To meet today’s manufacturing The company originally INQUIRY NO. 509
operation requirements, SFC Koenig developed parts using various

PRODUCTS & SERVICES
Surface engineering
Advances in tribology continue to support the automotive industry’s
drive for improved internal combustion engine efficiency and durability
Despite recent advances 1 2

in alternative propulsion
technologies, including e-drive
systems and fuel cell technology,
the internal combustion engine
will continue to be the dominant
transportation solution for the
foreseeable future. The continuing
pursuit of improved fuel economy
stands behind many of the recent
breakthroughs in engine technology.
The development of advanced
combustion strategies and surface
finishing methods, as well as the 3 Production liner, 10W-30 800rpm, PCP 73.6 Triboconditioned liner, 10W-30 800rpm, PCP 73.6
1. Mechanochemical surface finishing
availability of high-sensitivity testing technology offers a range of benefits
rigs and digital twin simulation tools,
2. ANS Triboconditioning technology
creates new opportunities for engine application enhances cylinder bores
efficiency optimization. Differences in heavy-duty diesel engines. The
between compression-ignition and advanced technology enables safe
migration to lower viscosity crankcase
spark-ignition engines are becoming lubricants for improved fuel economy
increasingly blurred, with the very
3. AVL Excite simulation of the ring
latest engine concepts combining pack/liner friction for a standard
the benefits of both. On the lubricant plateau-honed gray cast iron (GCI)
side, there is an increasing use liner and a GCI liner treated using the
Triboconditioning method. A significant
of synthetics due to their superior reduction in asperity friction and wear
performance. The move toward is predicted for the latter. SAE 10W-30
lower viscosity crankcase lubricants API FA-4 engine oil is used as lubricant
helps to further minimize on-road
greenhouse gas emissions. mechanochemical isotropic finishing cylinder bores, crankshafts, gear carriers and synchronizer
Modern ICE designs deploy (MCISF) as well as reactive pressure camshafts and other automotive system parts.
a myriad of engineering solutions. rolling (RPR). Despite the significant components. It enables, through a The chief advantage of the PM
In addition, surface engineering is differences in the process flow and single finishing operation, a superior process is that it enables production
gaining focus due to its impact on hardware, these surface processes surface with a significantly reduced of net-shape, or near-net-shape
durability and efficiency, and use result in the development of a coefficient of boundary friction as parts, with little or no machining.
of new materials and sophisticated progressively plateaued roughness well as improved wear resistance Unfortunately, sintered parts usually
manufacturing methods are notably profile with reduced gradient and load-carrying capacity. have lower fatigue strength than
improving quality and precision. roughness and increasingly negative In recent years, there has been their wrought steel analogs. This
Self-lubricated hard coatings, skew. This process is accompanied a growing interest to manufacture is where the mechanochemical
conversion coatings, thermally by the formation of a low-friction various automotive parts using the surface finishing comes in handy
sprayed coatings, isotropic finishing tribofilm, incorporating doping powder metallurgy (PM) process, – the densification of the surface
and burnishing methods are just a elements from the process fluid. The which provides a cost effective combined with an in-manufacture
few examples of what is available result is that the running-in behavior alternative to conventional forging running-in effect enables a boost
to engine developers. of treated components is improved and cutting processes. Common in the mechanical and tribological
Mechanochemical surface and useful service life is extended. applications include various engine properties of such parts.
finishing processes show the great Furthermore, treatment conditions and transmission components, such
potential to improve the tribological can be optimized for a component as sprockets and hubs in the engine FREE READER INQUIRY SERVICE
properties of engine and drivetrain individually, offering a high degree timing system, valve guides, cam To learn more about Applied Nano
parts. Variants of this technology of design flexibility. lobes for assembled camshafts, Surfaces, visit: www.ukimediaevents.
com/info/etm
include Triboconditioning, vibration- Triboconditioning technology balancer gears, bearing caps, gears INQUIRY NO. 510
assisted Triboconditioning (VATC), has been successfully used to treat and vanes for oil pumps, planetary

PRODUCTS & SERVICES
Plugging technologies
A global automotive manufacturer has found a cost-effective solution to seal cross-drilled
holes in transmissions and engines reliably, ensuring its reputation is maintained
One of the largest automotive 1 2

manufacturers in the world
was conducting a global evaluation
of current techniques for sealing
cross-drilled passageways in
transmissions and engines. The
company had already employed
a variety of plugging technologies
in an attempt to discover a solution,
but all were ultimately found to
be unreliable. The environmental
cleanup and warranty repair costs
associated with leaking plugs were
not acceptable, and the company’s
reputation was at risk. In response,
it decided to form an internal team
to search for a long-term solution.
While attending the SAE
International show in Detroit,
Michigan, the OEM’s project head
visited The Lee Company’s booth
to discuss the specifications of
aerospace plugs and its plugging
technology evaluation. After several
3
discussions with the customer,
The Lee Company, based in
Connecticut, began developing
a custom plug to solve the issue.
Working with the OEM’s engineers 1. Controlled expansion during grooves on the outside of the plug For over 70 years The Lee
to identify the design objectives installation enables the lands and body to bite into the wall of the fluid Company has pioneered the design
grooves on the outer diameter of the
for a zero-defect sealing device, passage, creating a leak-tight seal and manufacture of small precision
plug body to bite into the wall of the
The Lee Company benchmarked fluid passage, creating a leak-tight seal and assuring retention. fluid control components for a
the design against the OEM’s 2. The Lee Company’s Betaplug is a The unique tapered plug design wide range of industries, including
other plugging technologies. It also pre-assembled, one-piece, tapered eliminates the requirement for tight aerospace, medical and scientific
introduced to the OEM the concept expansion plug specifically engineered manufacturing tolerances and instrumentation, industrial and –
to seal fluid passages without requiring
of design of experiments (DOE) and the utilization of threads or sealants
allows the designer to minimize of course – automotive.
demonstrated its power in helping the wall thickness required around Its products are recognized
3. The Lee Company’s Betaplug solved
to solve complex problems. the OEM’s problems with leaking plugs, the plug, even when using brittle worldwide for quality, reliability and
Through this challenge to find a which resulted in customer leakage housing materials. performance. Its unique capabilities
100% reliable seal for cross-drilled complaints and high warranty costs as The Short Betaplug continues and engineering expertise keep the
well as significant internal rework costs
holes, The Lee Company developed the company’s mission to design company at the forefront of fluid
the Short Betaplug. This was and build state-of-the-art products control technology and identify it
designed to be a pre-assembled, that exceed customers’ expectations as an innovator in the field of fluid
one-piece, tapered expansion plug for utility, performance and quality. handling and control.
specifically engineered to seal fluid It constantly strives to improve
passages in castings and housings product designs, the manufacturing FREE READER INQUIRY SERVICE
without having to use either threads process and the quality system. The To learn more about The Lee Company,
or sealants. ultimate goal for The Lee Company visit: www.ukimediaevents.com/info/
etm
Controlled expansion during is a zero-defects product and a fully INQUIRY NO. 511
installation causes the lands and satisfied customer.

PRODUCTS & SERVICES
FTIR analysis technology

A high-performance, modular Fourier transform infrared measurement system
enables highly reliable and precise analysis of automotive exhaust emissions
At the start of 2019, IAG-ng

Prüfstandstechnik separated
from IAG. And now, the Austrian
company and is back in the hands
of its founders, Dieter and Rainer
Pokorny. IAG-ng Prüfstandstechnik
has extensive experience in the
application of Fourier transform
infrared (FTIR) measurement
technology, offering technically
sophisticated solutions, which
guarantee the highest levels of
reliability. Designed to be modular,
IAG-ng’s measurement systems
can be adapted to requirements.
The IAG-ng Versa06 exhaust
analysis system is reliable and
user-friendly. Efficient gas flow
within the device plays a crucial
role in good dynamic response comes with a DisplayPort extender.
IAG-ng’s Versa06
and evaluation of components Compact exhaust This allows all the signals for a
that are difficult to measure. analysis system monitor, mouse and keyboard to
Company CEO Rainer Pokorny ensures optimized pass through one single network
gas flow without cold
explains, “The benefits of IAG-ng’s spots, offering closed- cable. On the operator side, there is
FTIR system are such because it iss loop temperature and a receiver that separates the signals
based on optimized gas flow without out pressure control in and enables the connection of a
cold spots, and closed loop controll the system’s gas cell
standard monitor, mouse and
for pressure and temperature in keyboard via USB and HDMI.
the gas cell. This is the basis for “In terms of the precision of
precision measurement.” Optionally, y, analysis it provides, the Versa06
gas flow can be software-adjusted, Compact is no compromise exhaust
which enables the user to switch regulators, switching units and which means it does not require analysis system,” Pokorny says, “and
between minimum sample flow high-temperature lines. All sampling a heated sample gas pump. And it offers every feature and capability
and fast response for synthetic modules are remotely controlled by because these pumps are intricate at the same level as the standard
gas bench (SGB) applications. The the measurement device itself and components, the Compact system Versa06 system. It even contains
advanced system allows speeds of are shown on its display panel. All is more service-friendly. the same maintenance parts as it
5Hz as standard. parameters, including temperature This exhaust analysis system harks back to the Versa06 modular
The Versa06 model allows all and switching status of the entire does not allow the later integration design components.”
analysis methods and calibration system, can be configured and of additional analyzers – besides the IAG-ng safety gas cell purging
types. IAG-ng’s library is constantly operated from a central location. FTIR – and Pokorny explains that is also standard on the new system,
updated and these updates are Launching in summer 2020, this is a significant benefit: “Allowing as well as the standard Versa06
automatically passed on to users. the Versa06 Compact offers all the integration of additional analyzers features such as automatic liquid
Calibrations remain permanently capabilities of the original Versa06, requires a more complicated base nitrogen refill and software
stored on the device and are but in a more compact design. While setup, which adds cost. So if the adjustable sample gas flow.
checked annually. the footprint remains the same, the user does not need that feature,
IAG-ng’s Versa06 can be used Versa06 Compact is just 730mm why pay for the option and end up FREE READER INQUIRY SERVICE
with any of the company’s sampling high compared with the 1,240mm with a more complex system than To learn more about
modules, ranging from a simple standard Versa06 model. is required?” IAG-ng Prüfstandstechnik, visit:
heated line to extensive multiple The Versa06 Compact has been With the system requiring remote INQUIRY NO. 512
extraction systems with pressure designed as a low-pressure system, operation, the Versa06 Compact

PRODUCTS & SERVICES
Lubricant additives
Silicon-based micro- and nano-particle additive technology can improve
the efficiency, reliability and durability of engines, gears and differentials
1 and its performance was tested

1. Rewitec additive technology builds
a protective silicon-based coating to and improved in cooperation with
engines, gears and differentials. This universities based in Germany.
treatment takes effect in three steps Experiments on a two-disc test
2. Engine compression before bench have demonstrated friction
(yellow) and after (gray) Rewitec reduction of up to 55% in common
technology application in a 3-liter engine and gear oils. In addition, a
BMW X1 SUV (model year 2010)
significant reduction in wear, surface
3. Application of Rewitec lubricant roughness and temperature were
2
additive was found to enable a 41%
friction reduction in a common gear
observed. The results of this test
oil for electric vehicle applications phase have also been confirmed
during a two-disc bench lab test on alternative configuration test
4. Engine power and torque before benches including pin-on-disc
and after Rewitec application in a and FE8 benches.
1.4-liter Audi A3 (model year 2017) Because model lab tests cannot
completely reproduce complex
systems such as engines and gears,
several tests with passenger cars,
race cars and transporters were also
Performance and efficiency 3 performed. Following application
optimization have been one of the innovative technology, testers
of the most important goals since observed a significant increase
the invention of the automobile. in engine compression, especially
And while optimization is typically in high mileage units. Consumption
associated with increased costs and of fuel was also reduced by up to
complex modifications, it is possible 8%. Emissions tests performed by
to improve these parameters both vehicle analysis company Horiba
easily and quickly by improving the showed a notable reduction in
tribological system and lubricant exhaust gases. At the same time,
properties, which is possible by 4 in newer vehicles power and torque
– Engine Power – Engine Torque
adding lubricant additives. levels were increased by up to 16ps
German company Rewitec (a 6% increase) and 15Nm (a 5%
develops and manufactures new increase) respectively.
innovative silicon-based nano- and Rewitec’s additive technology
micro-particle surface treatment has been in use for 17 years and has
technology, which is compatible been applied in more than 100,000
with all common engine and gear vehicles and in several thousands
oils. The active particles in this of industrial mechanisms, including
additive use lubricants as a carrier wind turbines, where efficiency and
and build a protective silicon-based reliability are crucial. All in all, the
coating to engines, gears and advanced Rewitec particle-based
differentials through an adsorption oil additive technology has been
process. This reduces friction, wear, proven to enable a significant
surface roughness and temperature. improvement in vehicle efficiency,
The surface modification only takes reliability and durability.
place in areas with boundary and
mixed friction regime, where added FREE READER INQUIRY SERVICE
To learn more about Rewitec, visit:
protection is needed.
The company began development INQUIRY NO. 513
of this additive technology in 2003

PRODUCTS & SERVICES
Water injection controller
Nostrum Energy develops Nostrum’s patented KiWi

advanced dilute combustion colliding jet injectors employ
systems and fuel injection jet-to-jet collision as opposed
technologies for aftermarket, to a traditional air shear breakup
research and OEM applications. mechanism. This method notably Dedicated hybrid transmission
n
The company’s latest development improves atomization and reduces
is a Tier 1 level water injection liquid lengths, thus avoiding intake
controller. Nostrum water injection port impingement, as well as The main driver for dedicated hybrid
systems provide knock mitigation, minimizing water consumption. transmission (DHT) and dedicated
octane-on-demand, component Thanks to the company’s water hybrid engine (DHE) drivetrains is
protection, or NOX management injection controller, water injection to facilitate a reduction in the cost of
firing events can be tied to fuel specific subsystems. For the same vehicle le
for performance, efficiency and
injector firing events or controlled performance and reduced emissions levels, els, the
commercial engine applications.
by more conventional crank angle- nsate for the
benefit of an e-motor can easily compensate
This technology helps address
based injection control strategies, ine and transmission.
removal of certain features from the engine transmission
increasingly stringent emissions
allowing water injection to be DHT hybrid powertrains introduce a component that permanently
and fuel economy standards,
adapted to virtually any engine needs electric power management. DHTs driven by an ICE and an
enabling higher engine efficiency
application. The Nostrum solution e-machine offer multiple running possibilities where the e-machine
and compression ratios without the
is designed for on-road, off-road, is used either as a generator or as a propulsion element.
use of fuel enrichment or ignition
stationary power and research Punch Powerglide’s DHT concept features a patented gears-
timing retard.
engine applications, and is suitable and-shafts arrangement in compact packaging to meet the space
for a range of fuel types including requirements of new platforms. This system offers an integrated
gasoline, diesel and natural gas. high voltage solution, with its own e-machine and electronic power.
The transmission operation requires precise and reliable
operation of the dog clutches chosen to support the highest
efficiency of the overall power flow. The synchronization of the
dog clutch during the gearchange is managed with the introduction
of an electric variable transmission (EVT) mode, which makes this
DHT concept a powershift transmission.
The base transmission variant has been developed to propose
four mechanical speeds, enabling good functionality and lower
FREE READER INQUIRY SERVICE system costs. But through the application of slight alterations
To learn more about to the solution’s modular design, Punch Powerglide’s DHT can
Nostrum Energy, visit: also become a two-gear transmission system with an EVT mode
www.ukimediaevents.com/info/etm or even a single-gear transmission to offer the lowest possible
INQUIRY NO. 514 transmission cost. All of Punch Powerglide’s transmission variants
can still be manufactured on the same line.
FREE READER INQUIRY SERVICE
To learn more about
Punch Powerglide, visit:
INQUIRY NO. 515
Component forging
In today’s industry it is difficult 8 years of experience in the an NKH one-ton hammer, as well
enough for an Indian startup to forging industry respectively – as billet induction heaters.
gain access to an Indian OEM, the company has established With its team of technically
let alone join the list of trusted itself as a respected manufacturer, qualified engineers, Bull Forge
suppliers for international OEMs, supplier and exporter of forging is capable of manufacturing a
but forging company Bull Forge products and forged components. range of components including
has achieved that feat. Founded Bull Forge has carved a gear blanks, flats, spindles, yoke
in 2013, Bull Forge – a company niche in the automotive industry shafts, pinion shafts and rings
that aims to deliver high-quality catering to clients’ ever-growing in various metal grades such as
products at a highly competitive requirements. The company is carbon steels, alloy steels and
price – has worked with the likes well prepared for large-scale stainless steels.
of Chrysler and Harley-Davidson. production, with a manufacturing
Under the guidance of unit equipped with the appropriate FREE READER INQUIRY SERVICE
managing director Daljit Singh machines. These include an To learn more about Bull Forge, visit:
Anand and director Gagandeep array of forging presses, a Huta www.ukimediaevents.com/info/etm
INQUIRY NO. 516
Singh Anand – who have 25 and three-ton forging hammer and

FINAL WORD
Pushing
boundaries
ETi takes a look at development of Volkswagen’s groundbreaking W16 – the

brainchild of Ferdinand Piëch and heart of the Bugatti Veyron – 15 years on
WORDS: SAM PETTERS
Ferdinand Karl Piëch (1937-2019) masterful 12.8-liter in-line 8-cylinder engine enabled the piston strokes of all four cylinder
was known as an autocratic visionary – that would output approximately 300ps. It was banks to act on a single crankshaft as well as
revered by most, feared by many. An engineer the height of performance at the time. permitting a displacement of over 7 liters. It also
by trade, Piëch rose through the Volkswagen And in 1998, following short negotiations, left enough space for turbochargers. Four of
ranks to lead the regional manufacturer from Volkswagen secured the rights to the French them, in fact.
Wolfsburg on a path to becoming the giant that brand from Italian car importer Romano Artioli. In 2001, Bugatti announced plans for a
we now know. The VW CEO had his brand. Taking his W18 limited production run of the Veyron. The name
Shortly after the Austrian’s resignation from engine from concept to production, however, and the basic layout of the drivetrain were now
VW, he was asked to list the five most important wasn’t so easy. fixed, the VW engineers just had to finalize
vehicles in his time at the OEM. His answer was The first prototype – the EB 118 – was created an engine design that would meet Piëch’s
the Porsche 917, Audi Quattro, VW XL1, VW in record time, making its debut at the Paris requirements. The target was 1,001ps and
Phaeton and the Bugatti Chiron. And while the Motor Show in October 1998. It was the first a 407km/h (253mph) top speed.
Chiron was unveiled not long after his departure concept car with 18 cylinders, a coupe with a Why 407km/h? It was Ferdinand Piëch that
from the brand, it was Piëch’s 18-cylinder vision specifically designed 6.25-liter front engine. developed the Le Mans-winning Porsche 917
that made it possible. And by the time the Tokyo Motor Show rolled that hit 406km/h on the Mulsanne Straight.
In 1997 – following a discussion with the around the following year, Bugatti had taken the Piëch was clear: the Veyron had to go faster.
then-head of powertrain development at concept further with the EB 18/4 Veyron. Again And it did. Fifteen years ago, the Bugatti
Volkswagen, Karl-Heinz Neumann – Piëch equipped with Piëch’s 18-cylinder heart, the Veyron became the first series production
scrawled a concept for an 18-cylinder engine EB 18/4 Veyron established the basic elements car to produce more than 1,000ps and break
on the back of an envelope. The idea was to of the Veyron’s future design. But when the the 400km/h (249mph) barrier. Thanks to an
take three VR6 cylinder banks and offset them near-series EB 16.4 Veyron was introduced ultimate design that combined two VR8 engines
by 60°. The initial expectation was for the atmo to the public in Paris in September 2000, the and an 8-liter displacement, the W16 produced
W18 to develop 555ps from a displacement numbers had changed. the 1,001ps and 1,250Nm necessary to push the
of 6.25 liters. Instead of using an 18-cylinder, VW had Veyron all the way to 407km/h.
All that Piëch needed was a brand to fit the decided to use a W16 format to make the unit Piëch and his team had created a motor that
engine, and Bugatti fit the bill. The Molsheim lighter and more compact. Two V8 engines would power the Veyron for 10 years and go on
company had a reputation for groundbreaking were arranged at an angle of 90° to each other, to sit under the hood of the 1,500ps Chiron. A
motor innovation – in 1926, Bugatti introduced and the cylinder banks of each V8 unit were car that stood out to Piëch as one of the most
the Type 41 Royale, equipped with a technically separated by an angle of 15°. This arrangement important of his incredible career.

LEE MINIATURE CHECK VALVES | RELIEF VALVES | SHUTTLE VALVES | FLOW CONTROLS | PRECISION ORIFICES | EXPANSION PLUGS
SOME COMPANIES IMITATE.
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Innovation in Miniature
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860-399-6281 | 1-800-LEE PLUG | www.leeimh.com
The Lee Company WESTBROOK•LONDON•PARIS•FRANKFURT•MILAN•STOCKHOLM
Navigating the Path to Cleaner Mobility
No matter the technical challenge, from small two-cylinder
engines to large bore applications, new Tenneco is your partner
to enable cleaner mobility with more efficient, more sophisticated
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lasting benefits for current and future propulsion systems.
Learn more at newtenneco.com.
Powering Progress with Cleaner Mobility

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MAY 2020

Discover AVL Emission

16. Personality proﬁle

40. Small wonder

Engine Technology International.com // May 2020 // 01

61 Deputy production editor:

60 Deputy expo media and magazine

56 Lauren Floyd, George Spreckley

50. PCI Machining 62. SFC Koenig Management

58 UKi Media & Events, a division

02 // May 2020 // Engine Technology International.com

04 // May 2020 // Engine Technology International.com

Engine Technology International.com // May 2020 // 05

It was probably around 10 years ago – at the

F154 but nearly new

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way, is the highest power output of any Ferrari 2

Engine Technology International.com // May 2020 // 07

1. Ferrari installed a 4WD 1

“With this project we have

That was a difficult An optimized layout,

08 // May 2020 // Engine Technology International.com

EXTREME ■■ Ruggedly designed accelerometers

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The Mustang is the best-selling sports coupe

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fine-tuning ride and handling, validating

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BMW M135i 2.0 FOUR-CYLINDER

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Developing vehicles that meet emissions Integrated measurement systems

To find out how we can help you achieve RDE compliance,

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• 0 ppm often approached, always improving

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Electriﬁcation to cost, quality and time in a fast-changing

Double independent spindle - Flexibility and versatility combined

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There was a time when they strode the automotive

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OVER 300 EXHIBITORS!

THE SUBURBAN COLLECTION SHOWPLACE, NOVI, MICHIGAN, USA

OCTOBER 27, 28, 29, 2020

I type this column from my home office as COVID-19

20 // May 2020 // Engine Technology International.com

THE SUBURBAN COLLECTION SHOWPLACE, NOVI, MICHIGAN, USA

OCTOBER 27, 28, 29, 2020

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Engine Technology International.com // May 2020 // 23

“We keep as much ﬂexibility

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