AIR Support: Gray Matter

MARCH 2021
AIR
SUPPORT
Industry experts discuss the
developments and alternative
solutions that will open a new
frontier of compressor tech
GR AY
MA T TER ic. En g in e e r s c o ntinue to m
ee t
alth?
a n d a g lo bal pandem ost to their mental he
gislation at c
s, but at wh xplores the help avail
able
Budgets, le all c h all e n g e
E Ti e
RACE READY POWER TRIP LIFE LESSON

Incorporating creative motorsport SEAT opens the doors to its €30m Everything you need to know about
technologies, Toyota has developed one of powertrain center for an exclusive look e-Skyactiv – Mazda’s electric powertrain
the most powerful three-cylinders ever at the OEM’s newest testing facilities that promises minimal lifecycle impact
www.enginetechnologyinternational.com
CONTENTS
IN THIS ISSUE March 2021
04
36 26
TECH INSIDERS REGULARS

04. RALLYING CALL “Electrification 14. PERSONAL IT Y 72. FINAL WORD
The latest three-pot to roll off the Toyota PROFILE A look at the final front-
Motomachi production line, the G16E-GTS is coming quicker The ETi team talks to engined GT to roll off the
delivers 261ps and weighs in at just 109kg
than expected, but Sprint Power’s chief
engineer for battery
Lamborghini production
line, more than 50 years
08. IN THE MIX nobody knows the systems, Steve Doyle after it was first unveiled
Despite Mazda’s continued commitment to
combustion technologies, the Japanese OEM height and speed
has delivered its first all-electric powertrain
of the wave” FEATURES
12. PULL ING POWER 20. POWER POINT 36. STATE OF MIND
The first hybrid powertrain to sit under the SEAT’s €30m Powertrain Industry-related stresses
hood of an F-150 has been designed to deliver Development Centre is the and the Covid-19 pandemic
efficiency, durability and 773Nm of torque latest step as the brand are causing mental health
pursues a more diverse issues, so what support is
OPINIONS powertrain range by 2025 out there for engineers?
16. TAYLOR 32 26. UNDER PRESSURE 42. GOOD T IMING
Michael Taylor shares his opinion on the Despite electrification, Refinement of existing,
ever-increasing role of vehicle marketers continued evolution of and development of new,
turbo and supercharging valvetrain technologies is
18. GEISLER
means that compressor ensuring that the ICE will
Legal expert Alex Geisler gives his thoughts
systems are here to stay remain king for a long time
on the evolution of powertrain legislation
32. KNOWN UNKNOWNS 48. TAKE CHARGE
Michel Forissier, Valeo’s Research led by WMG at
chief engineering officer, the University of Warwick
discusses electrification is changing opinions on
and a significant shift LFP battery technology
in the company’s focus in vehicle applications
Engine Technology International.com / March 2021 1

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Unparalleled change driven by demands for greater sustainability Industry experts discuss the
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Editor’s note
Is this it? Are we really supposed to believe that this is the beginning gasoline- and diesel-engine cars by 2030. But if more automotive
of the end for the ICE? Well, Ford, Jaguar Land Rover and Volvo seem brands go the same way, we will be in danger of having to rely on
to think so. Okay, Volvo was predictable, but of all the companies that an enduring few to push the creative solutions that are out there.
I expected this to come from, the other two were close to last. Note this: Although they don’t make headline news in the way that Ford and
2021 was the year that two of the remaining bastions of combustion JLR have over the past few weeks, there are still companies with their
technology confirmed that they believe the end of the ICE is in sight. hearts in the ICE. Companies who realize that although electrification
The line from Ford is that they’re “going all-in” on electrification. will meet regulatory requirements, it won’t necessarily solve the
No matter how the PR team spin it, what that essentially means is that problem. Don’t get me wrong, I’m all for cleaner drive systems; I just
all of the passenger cars in the auto maker’s European line-up will feel that BEV lifecycle emissions don’t receive the required scrutiny.
be all-electric by 2030. JLR, on the other hand, will have snatched the More people should look at powertrains the way that Mazda does.
ICE away from Jaguar before 2025. I understand that the Land Rover The Japanese brand understands that zero exhaust emissions doesn’t
brand will continue to hybridize in some capacity until about 2036, mean zero emissions. The decision to fit its e-Skyactiv system with
but just watch that message change the moment that BEVs look set a small battery pack to reduce the lifecycle environmental impact
to lead Jaguar to any sort of revival. is proof of that. And I’m looking forward to the day that it unveils
It’s such a shame. Ford had remained resolute in its support of the the straight-six diesel that is expected to power the next-generation
ICE for so long; its multiple International Engine of the Year Award- Mazda 6, or takes the cloak off the rotary range extender unit that
winning 1.0 EcoBoost represents the very best in downsizing. And will be added to the MX-30 line-up, because that’s what we want: cool
JLR invested so heavily in its Ingenium line in the not-so-distant past, technology, with clean ambitions, that proves there is still life in the
creating a truly versatile system that works so well in so many different engine yet.
vehicle applications. I guess that’s why ETi is here. Our role is to help inform you, the
I do actually have some sympathy for JLR. Considering the slightly industry. We are fortunate to have almost unlimited access to the
precarious financial position the company is in, who can blame it for world of powertrain, so we can dive in and discover what’s new out
wanting to reinvent itself? But I’m more disappointed in Ford. If it can there before the vast majority can. And there are so many innovative
afford to invest US$22bn in electric technology by 2025, surely it has developments: this issue looks at the evolving role of turbocharging
the resources to help develop the ICE beyond its current limitations, and valvetrains, for example. Yes, a much broader perspective is now
pushing engines as a clean and viable solution for the future? needed to include all things electric, but thanks to creative thinking
Okay, we can say that they were backed into a corner and that it’s from so many companies, there is still a long life ahead of the ICE.
not entirely their fault: the UK government, and a number of other
governments in Europe and Asia, think they can ban the sale of new Sam Petters
2 Engine Technology International.com / March 2021

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Tech Insider / TOYOTA G16E-GTS
RALLYING
Vital Statistics
MODEL: G16E-GTS
Layout: 3-cylinder
in-line, turbocharged
Displacement: 1,618cc
Chamber: Pent roof
Bore: 87.5mm
Stroke: 89.7mm
Compression: 10.5:1
Valve mechanism: DOHC
4-valve roller-rocker
Valve timing (intake):
open 50°-0° BTDC;
closed 10°-60° ABDC
Valve timing (exhaust):
open 70°-29° BBDC;
closed 0°-41° BTDC
Dry weight: 109kg
Torque: 360Nm @
3,000-4,600rpm
Power: 261ps @ 6,500rpm

oyota has gone all-in on its latest hot
T
hatchback, the rally-bred GR Yaris.
This is no warmed-up production car,
but a machine that directly incorporates
lessons learned from the World Rally
Championship-winning Gazoo Racing
World Rally Team, as well as contributions from non-
Toyota professional drivers. The car is itself designed
TOYOTA’S LATEST POCKET ROCKET IS to be used in motorsport (a fully stripped-out ‘RC’ version
is available) and will serve as the official homologation
DESCRIBED AS THE FIRST EXAMPLE OF model for development of the manufacturer’s next Yaris
THE COMPANY TURNING A MOTORSPORT WRC car.
At the heart of the GR Yaris is an all-new, 1.6-liter,
MACHINE INTO A PRODUCTION CAR. AT ITS turbocharged three-cylinder that puts out an astonishing
HEART IS A NEW, 261PS THREE-CYLINDER 261ps. Codenamed G16E-GTS, the unit has been designed
around the development aims of offering “outstanding,
powerful acceleration” as well as “super-exhilarating,
Words: Graham Heeps continuous power”, according to the OEM. These were
achieved through the introduction of motorsport tech
and by pursuing lightweight construction, all the while
ensuring compliance with Euro 6d emissions standards
(a more powerful, Euro 6b version without the GPF is
available outside Europe).
NG CALL
With
a standard
GPF, the Toyota GR
Yaris achieves Euro 6d
compliance and puts
out 205g/km of
CO2 (NEDC)

Particular attention has been paid to the cylinder head. 1. The GR Yaris
Like the outer wall of the block, the cylinder head’s walls puts its torque
have been made thinner to reduce weight. The shapes of to the road via
a new, lightweight
the intake port, injector spray and combustion chamber
GR-Four AWD system
have all been optimized to increase the efficiency of the
2. The G16E-GTS engine
intake port – high-tumble, high-flow – and realize stable
is being assembled in a
combustion. Borrowing from motorsport practice for new production facility
better high-speed combustion, eccentric, press-fit valve 2
at the Toyota Motomachi
seats have been adopted for the intake valves and the factory dedicated to
diameter of the exhaust valves has been increased. the OEM’s GR vehicles
With a two-level water jacket structure, coolant is 3. To ensure fuel-
mainly directed through the lower jacket to increase the supply performance
cooling effect in the combustion chamber. A partition wall suitable for rally
between the upper and lower water jackets reinforces the and circuit driving,
combustion chamber area to withstand the high pressure a sub-tank-integrated
inside the cylinders and increased heat-load. pump module enables
a 2.1-liter fuel supply
Toyota says that the two-level construction enables to be delivered even
the speed and amount of coolant flow to be optimized when subjected to 1.2g
for high engine output. The coolant flows horizontally of force with the fuel
3
inside the cylinder head to reduce both pressure loss level warning light on
and the volume of the cooling system, improving heater
performance and fuel economy during engine warm-up.
The water jacket is designed to minimize the temperature
difference between the three cylinders, enabling a high
compression ratio of 10.5:1.
For the first time on a Toyota engine there are two
individual timing chain covers (top and bottom). Two-
faced mating has been used for each to ensure a notably
improved seal and to further reduce the weight of the
cylinder head.

Meanwhile the positive crankcase ventilation (PCV)

system draws the blow-by gas directly from the crankcase
with the goal of enhancing ventilation and suppressing
oil deterioration. With the PCV valve installed inside
the engine, the vacuum hose is removed to simplify
the system. The oil mist separator is of labyrinthine
construction to improve oil-mist collection efficiency.
COATINGS AND TREATMENTS

When it comes to the unit’s moving parts, lightweight
pistons with wear-resistant rings were chosen for their
compatibility with high-speed combustion, as was the
spherical combustion chamber, which has been shot
peened for strength. There’s more shot peening on the
sliding surface of the piston skirt to cut friction against
the cylinder bore; the resulting dimples are also said to 5
benefit oil retention. A further friction reduction comes
from applying a resin coat to the skirt surface.
The pistons are one of several components borrowed
from Toyota’s TNGA toolbox along with the high-strength
connecting rods, compact hydraulic lash adjuster, slightly
concaved-radius camshaft and high-energy ignition coil.
A high-strength, Ni-resist cast-iron insert has been
used in the top ring groove. A high linear expansion agent
(SD-1) has been adopted to tighten the piston ring end gap
during warm running, reducing blow-by gases, according
to Toyota. A DLC coating on the circumference surface
of the top ring reduces friction. Meanwhile an eccentric 6
barrel shape is deployed for the circumference of the
oil-ring side-rail for greater reliability and reduced oil
consumption. A DLC coating increases wear resistance.
A large-capacity, belt-driven water pump is designed
to handle the G16E-GTS’s high power output. The oil
cooler is installed in the water pump outlet to enhance
the cooler’s efficiency and enable a lightweight aluminum
cooler to be fitted. The oil cooler is installed upstream
of the main oil filter so that any foreign matter inside the
cooler is removed by the filter system to protect against INTAKE AND TURBO
bearing seizure. Targets for the intake system were to enable a high power
output, providing latent potential for WRC competition.
The battery was relocated to the trunk to make space
4. In place of muffler for a large air cleaner – all 10.8 liters of it – that reduces
construction that uses pressure losses. With the same goal in mind, a compound
multilevel expansion, air filter with both filter paper and a fine fiber layer was
single-level expansion chosen, which also leads to more efficient dust-cleaning.
cuts exhaust pressure, And for the first time on a Toyota, aluminum tape is used
contributing to notably upstream of the airflow meter to discharge the electrical
higher engine output load that accumulates in the intake system. Toyota says
5. Airflow is directed that the vehicle response becomes more linear as a result:
through the vent hole the regulated intake air flows better, so that the perfect
in the engine cover
intake volume may be measured for the amount of throttle
4 to the exhaust side,
enhancing the cooling
that is selected.
performance. The cover The turbo system for the G16E-GTS is integrated into
can be removed and/or the exhaust manifold, reducing weight, and incorporates
installed without tools further Toyota-first technology applications. Ball bearings
6. Toyota moved the GR have been adopted in the body for lower friction levels and
Yaris’s battery into the better response, while abradable seals for the compressor
trunk to afford enough housing are said to enhance the turbo’s efficiency. Toyota
room in the engine bay has also improved the controls to make full use of turbo
for a large air cleaner performance from low airflow volume; it’s said to deliver
excellent acceleration response. 

Tech Insider / MAZDA E-SK YACTIV
IN
THE
MIX
MAZDA REMAINS COMMITTED TO PURSUING hile governments and car makers set
W
deadlines for full electrification, Mazda
LIFECYCLE CO2 REDUCTIONS IN ITS INTERNAL is taking a measured approach with its
COMBUSTION ENGINES, BUT THE OEM’S FIRST future powertrain mix. Predicting that
internal combustion engines will be an
BEV POWERTRAIN OFFERED AN OPPORTUNITY important component of ongoing CO2
TO EXPLORE ENERGY-EFFICIENCY CONCEPTS reductions, the OEM is continuing to optimize the base
technology and selectively deploying alternatives where
market conditions are favorable. Its first battery-electric
Words: Alex Grant car is launching in Europe, and the region offered plenty
of opportunities to learn about the technology throughout
the development process.
“We had to develop the technical specifics almost from
scratch, which was a real challenge,” explains Joachim
Kunz, senior manager at the car maker’s European R&D
center in Germany, responsible for the local engineering
team. “Beside the general demands, such as power output
and recuperation abilities, we had detailed requirements
for the packaging, like size and weight. More specific

Vital Statistics
MODEL: Mazda e-Sk yactiv
Motor: Permanent-magnet
AC synchronous, water-cooled
Transmission: Single-speed,
front-wheel drive
Battery: Liquid-cooled
lithium-ion, prismatic cells
Capacity/Voltage: 3
35.5kWh, 355V
Charging: CCS (Europe),
CHAdeMO (Japan), 6.6kW AC,
50kW DC
Range: 200km (WLTP)
Torque: 271Nm
Power: 147ps
stroke of the pedal, smoothing out the jerkiness of instant

electric motor torque. The ability to tune responses more
finely than in a combustion engine also enabled Mazda
to develop an EV-specific version of its GVC technology.
Uniquely, this can gently apply more torque to the front
wheels while accelerating out of a corner, which shifts
weight onto the rear tires and improves stability.
“The dynamic concept of MX-30 is usable, powerful
acceleration and easy controllability at customer usage,
together with a totally reasonable top speed of 140km/h
(87mph). What we did not intend to offer is, for example,
a needlessly brutal standing start like on some other BEVs
in the market,” Kunz explains.
“For our concept, one fixed gear ratio is fully sufficient,
allowing us to meet our targets for acceleration and top
speed. We took advantage of the lower weight, cost and
complexity that come with this solution. Another benefit
to Mazda were the targets for electric efficiency and, 1. A limited battery is the completely linear controllability of the acceleration,
especially, accurate controllability of the acceleration.” capacity of just 35.5kWh which we had to accomplish in order to realize Mazda’s
enabled Mazda to keep
Manufactured at the Mazda facility in Hiroshima, the human-centric philosophy.”
the all-electric MX-30’s
MX-30 launched in Europe shortly after being introduced weight down, while also This also influenced the sizing of the battery pack.
in Japan as a gasoline mild hybrid, so the two powertrain reducing its lifecycle The MX-30 has an installed capacity of 35.5kWh using
layouts are similar. The e-Skyactiv system was developed environmental impact prismatic cells supplied by Panasonic, and the pack is
in-house, and comprises a water-cooled permanent- 2. Mazda claims that bonded to the body beneath the rear bench and cargo
magnet motor and single-speed transmission at the front the electric MX-30 will area, forming part of the car’s interlocking lateral and
axle, with an integrated AC-DC inverter, DC-DC converter deliver up to 200km of longitudinal ring structures. Efficiency is optimized by
and junction box. Continuing a partnership that began range on the WLTP cycle a bespoke control scheme that reduces losses between
with the development of Mazda’s G-Vectoring Control 3. The first MX-30 BEV the different powertrain components; thin bus bar wiring
(GVC) stability system in 2010, the traction motor was test mules were sent and a heat exchanger beneath the modules minimize the
supplied by Hitachi Automotive Systems and, like the to Europe in June 2019. overall volume. The battery pack’s coolant is shared with
rest of the car, it’s made in Japan. This allowed extensive the cabin air-conditioning.
compatibility testing
with charging networks
FINE-TUNING ONE SIZE
Powertrain development focused on an intuitive, familiar In addition to reducing the weight disadvantage compared
driving experience. The acceleration and regenerative with an internal combustion engine, the limited battery
braking responses were tuned to match the speed and capacity enabled Mazda to reduce the cost and lifecycle

environmental impact of the battery pack, without 1

compromising its suitability for European usage cycles
and charging infrastructure. Kunz says there are no
plans to offer multiple battery capacities, but the MX-30
will be available with a small rotary engine as a range
extender. This could enable it to run on LPG and provide
backup power during outages or emergencies.
He continues, “Mazda offers a range of products and
technologies that customers can choose from based on
their individual requirements and preferences. That
means multiple electrification technologies that use
rotary engines as a power generator will be applied in
line with characteristics of respective regions and how
customers use their cars.”
The first test mules were shipped to Europe in June
2019, packaging MX-30 powertrain components and
structural changes beneath adapted CX-30 bodywork.
These were used not only for chassis fine-tuning to suit
the region’s roads, but to test compatibility with public
charging networks. Despite streamlining the durability
testing, final software calibration and charging tests
proved more time-consuming than expected, says Kunz.
“MRE [Mazda Research Europe] was deeply involved
in development, from investigating and forecasting
charging infrastructure and setting development targets 1. Mazda plans to unveil
for convenient usability, up to actual field verification in the electric MX-30 with
most European countries. For accurate measurements, rotary range extender
always identical state of charge and ambient conditions system later in 2021.
had to be recovered, which was a genuine challenge on The rotary engine will
public chargers,” he explains, reiterating the importance be able to run on LPG
of the learning curve the team experienced.
“We provided background info and requirements
from a European perspective to our colleagues in Japan
during the entire development phase. Europe will be the Multiple electrification
main market for the electric MX-30, therefore the input technologies that use
from our region was crucial.” 
rotary engines as a power
generator will be applied in
line with characteristics of
respective regions and how
2
customers use their cars”
Joachim Kunz, senior manager European
R&D center, Mazda
2. The electric MX-30

shares similarities in
its powertrain layout
to the gasoline MHEV
variant that was first
introduced in Japan

Tech Insider / FORD V6 POWERBOOST
PULLING
POWER
THE FIRST HYBRID POWERTRAIN
UNDER THE HOOD OF A FORD F-150
PROMISES DURABILITY, EFFICIENCY
AND GREATER TORQUE THAN EVER
Vital Statistics
MODEL: Ford F-150
PowerBoost
Layout: V6 turbocharged
+ 35kW electric motor
Bore: 92.5mm
Stroke: 86.6mm
Compression ratio: 10.5:1
Valve operation:
Roller finger follower
Torque: 773Nm @ 3,000rpm
Power: 436ps @ 6,000rpm
SIMILAR BUT DIFFERENT

According to Mast, the 1.5kWh lithium-ion
battery and the 10-speed transmission are
similar across the Explorer Hybrid and F-150
Words: Graham Heeps
PowerBoost, aside from minor modifications
ith full-size pickup trucks at the top of for vehicle-specific installation differences.
W
the North American sales charts, efforts The 10R80 hybrid transmission boasts the
to reduce vehicle emissions Stateside same Schaeffler-supplied e-drive module
need to extend beyond family cars and as the Explorer, incorporating a 48ps electric
SUVs. The biggest-selling vehicle of motor, which lengthens the unit by 4in versus
them all, the Ford F-150, is all-new for the standard 10R80.
2021 and boasts a gasoline-electric hybrid powertrain for The F-150’s ICE is different to the Explorer’s,
the first time. however, with a 3.5-liter EcoBoost in place of the SUV’s
The setup is closely related to the one in the Explorer While the F-150’s 3.3-liter unit. The 3.5-liter was modified to function with
Hybrid, launched back in 2019, but the truck installation hybrid transmission the belt-integrated starter to deliver what Ford says is a
brought new durability demands. shares 90% component smooth, uninterrupted transition between EV mode and
“The new PowerBoost powertrain is arguably the most commonality with the gas mode. The primary goal is hybrid operation, in which
complex powertrain that Ford has ever produced,” says 10R80 transmission, the PowerBoost will deliver a new F-150-high output of
Andrew Mast, Ford’s EV features and thermal supervisor its longer hybrid unit 436ps and 773Nm of torque, but the truck will run for
needed a new driveshaft
for the F-150 truck. “Unlike other hybrids, in order to tow 1.6km on electric only.
similar loads to the conventional gasoline F-150 line-up, The battery is assembled in Rawsonville, Michigan.
the PowerBoost needed to keep the step-ratio automatic It is liquid cooled and mounted between the frame rails
transmission. Developing a powertrain that can bias below the load floor, employing what Ford calls a unique
power delivery from either the battery or engine through vibration-isolation system, with no impact on the F-150’s
a step-ratio transmission, to maximize fuel efficiency available passenger space or cargo area.
in every gear at any given operating condition, was “Crossmembers within the chassis frame were carefully
extremely challenging. studied and adjusted to provide the optimal mounting
“All the early customer and media feedback that we location for the battery to withstand the F-150’s durability
received on the Explorer Hybrid powertrain directly requirements,” says Mast. “The F-150 has a very similar
fed the development of the F-150 FHEV,” he adds. “The battery cooling architecture to the Explorer Hybrid, so it
experience gained in optimizing the emissions, fuel shares much of the same fundamental cooling hardware.”
economy and driveability on the Explorer was crucial Mast says that Ford is applying all the lessons learned
to ensuring the PowerBoost was ready to become the from developing the F-150 PowerBoost to its electric F-150,
premium F-150 offering.” which is due to enter production in 2022. 

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PERSONALIT Y PROFILE
WHAT CAREER DID YOU WANT WHEN designing and building three electric sports
YOU WERE GROWING UP? cars and two hybrid vehicles. As a result of
I wanted to be either an engineer or an those projects, in 2009 I took on the role of
architect. As a young man, I felt it was a long chief engineer for hybrid and electric vehicle
process to become a qualified architect, so I integration to grow a new department and
took the engineering route. I had an interest deliver vehicle electrification projects. Five
in mechanical engineering and its diversity, years later it was time for a change, so I joined
feeling it offered greater opportunities to Ricardo as product group head of hybrid and
combine work with studying to be a engineer. electronic systems. In January 2020 I joined
Sprint Power as chief engineer for battery
WHAT WAS YOUR CAREER PATH TO systems to help grow a new company and
GET TO WHERE YOU ARE NOW? team to design, develop and manufacture
Having progressed at school and college, battery and electronic systems.
I was very fortunate to secure a graduate
apprenticeship with the Dowty Group while IF YOU HAD TO CHOOSE ONE CAREER
doing a mechanical engineering degree at HIGHLIGHT, WHAT WOULD IT BE?
Coventry Polytechnic. This four-year course The most rewarding moment of my career
enabled a ‘year out’ from academia to work in was putting the L850 cylinder head into
industry; a combination that provided an all- production as the powertrain design and
Profile: round grounding in engineering in a diverse

aerospace group. From there I joined Dowty
release engineer at Lotus Engineering.
Working to the GM four-phase process
Rotol, progressing to the position of design and QS9000 standards, alongside GM, Opel
Steve Doyle engineer for Dowty Aerospace Propellers. and Saab engineers, I ensured the cylinder
I joined Lotus Engineering in 1994 as a senior head, cam cover and valvetrain were fully
Job title: Chief engineer powertrain engineer to expand my design validated, approved production tooling and
– battery systems experience, a position that spanned six years manufacturing, resolved manufacturing and
and saw me work alongside GM, Opel and development concerns, and managed client,
Company: Sprint Power Saab engineers on a new global engine. In manufacturing, supplier and development
2000 I was promoted to executive powertrain design changes. It was an epic project, with
engineer, a role I thoroughly enjoyed. That client and supplier liaison across the USA,
included responsibility for project managing, Canada and Europe.
Visit Lubrizol360 for industry news, trends and market

and consumer insights about the lubrication and fuel
challenges today’s and tomorrow’s advanced hardware
face. Learn about these subjects and more:
© 2021 The Lubrizol Corporation. All rights reserved. 21-536

PERSONALIT Y PROFILE
“The most rewarding moment of my career DO LEGISLATORS HELP OR HINDER

YOUR WORK?
was putting the L850 cylinder head into Both! New legislation is driving change and
shaking up the industry, enabling the further
development of hybrid and electric vehicles
production as the powertrain design and and providing opportunities to innovate. On
the flip side, however, it is making the task
release engineer at Lotus Engineering” of engineering the next generation of vehicles
more challenging and more costly.
The role I have enjoyed most so far was powertrains across many vehicle types, WHAT IS THE BIGGEST CHALLENGE
being chief engineer for hybrid and electric I honestly can’t say I have a preference for FOR SPRINT AT THE MOMENT?
vehicle integration at Lotus Engineering. systems or tech. What I do enjoy is working We have seen a lot of growth in the last 18
During this period I helped develop a new on advanced, next-generation and cutting- months and we see that continuing through
department, providing technical direction edge technologies and being able to bring 2021. One of the big challenges is continuing
and leadership to the engineering team, those new ideas, concepts and approaches to recruit the high quality of engineers that
as well as developing client proposals and into vehicle demonstration and production. we have done so far as we grow even further,
delivering projects on fuel cell, hybrid and while maintaining the team dynamics that
electric vehicle technology. Some of the IN YOUR OPINION, WHAT ARE THE have been so important to us in successfully
standout projects during that time included BEST POWERTRAINS TO HAVE BEEN delivering our current projects.
the Electric Europa, Proton EMAS, Electric DEVELOPED IN THE LAST 100 YEARS?
Rolls-Royce, 414E hybrid Evora, the Infiniti Picking the best engine or powertrain is WHAT WAS YOUR FIRST CAR AND
Emerg-E and a grid reinforcement project almost impossible, but the most notable WHAT DO YOU DRIVE NOW?
using second-life EV batteries. developments for driving change in the VW Beetle, back in the days when you did
auto industry include Toyota introducing your own maintenance – repairing bodywork
WHAT WOULD BE YOUR DREAM mass-market hybrid vehicles (Prius 1997) and doing the type of tinkering that involved
POWERTRAIN TO DEVELOP – SPECS, and Tesla shaking the automotive space into rebuilding the engine. I still have my wife’s
SYSTEMS, DESIGN, TECHNOLOGIES? taking battery-electric vehicles seriously and first car – a Morris Minor – safely tucked up
Having worked on ‘conventional’ ICEs, breaking the mold on how a car company can in the garage. Now I drive a BMW 2 Series
hybrid technology and battery-electric operate (Model S 2012). Active Tourer, a sensible family car. 
www.iag-ng.at
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OPINION
Michael Taylor
“In an age where horsepower
can be coded up or bought in, are
marketers more valuable to modern
car companies than engineers?”
here is one question that has always RIGHT: Marketers’
T
flummoxed me about the car industry drive to sell vehicles
and the way its engineers – the self- pushed engineers to
develop numerous
professed smartest fellows in the room
power outputs from
– pander to the product marketers they the same powertrain
privately disdain. That question is this:
in an age where horsepower can be coded up or bought
in, are marketers more valuable to modern car companies
than engineers?
The rest of us have always assumed it was a constant
binary struggle between engineers and accountants, but
all the while the marketers were chewing away at both
cornerstones of the business.
Designed-in quality alone would suggest that the world’s
most valuable automotive company, Tesla, has about nine
engineers and is run by a cult-leading marketing god king.
Its annual R&D spend is outstripped by the Volkswagen
Group by about January 6 every year. injection became more precise and turbochargers became
You guys opened the door to them, you know. more reliable than the smoke generators they used to be.
First it was downsizing of engines, and then it was the We can fix most of these emission problems if we keep
appallingly phrased ‘right-sizing’ that spun out of research the same outputs, you all said. Halve them, even.
and development departments. But that’s not what happened, is it?
They asked you engineers to deliver them, like, 10 different No. A light 200ps car became a hefty 300ps car, which
power outputs from the same basic engine, with just coding became an elephantine 400ps SUV.
or easily line-adjusted hardware changes. The chance was lost. They again publicly blamed it on
Then they had to tell the public that, no, they should you, insisting you fed in hundreds of safety kilos when
never chip a cheaper (read: identical) engine for the extra the reality was they’d convinced buyers they needed
power in the top-of-the-line model because, umm, that’s the heated, ventilated seats that the extra power could
what we do for you. For more money. now drag around.
Shameful, I tell you, and the marketers went and High horsepower from normal capacities led to
blamed it publicly on you. A LIGHT 200PS CAR some strange love children, like an Audi RS Q8
Further back, there came the day when computers that runs to 100km/h in less than four seconds.
became widespread, new materials showed up, fuel BECAME A HEFTY 300PS CAR, That sort of thing, ladies and gentlemen, is a
WHICH BECAME AN ELEPHANTINE profligate way to paint a target on your back in
a changing world.
400PS SUV
Then they tricked the world’s drivers into
believing they needed to switch from their comfy,
nice-handling sedans, wagons and hatchbacks into
high-riding SUVs that weighed 25% more, used more
raw materials, drank more fuel, wore stuff out faster
and chewed up the road infrastructure. All for the same
internal size as they had before.
Again, they blamed you engineers – and the public.
They made you the Marlboro Men of your generation.
And still you stay married to them.
You know exactly what a marriage counselor would say,
so why don’t you do it? 

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OPINION
Alex Geisler
“Belatedly perhaps, governments
have now understood that to promote
PHEVs and EVs, they will need
to address range anxiety”
y common consent, the earliest form of RIGHT: Legislation has
B
powertrain was the horse, hence the term been introduced to try
‘horsepower’. After the horse was the ox. and promote electric
vehicles. However, a
With this solution came the earliest form
better infrastructure
of powertrain legislation, namely the 10 needs to be built to
Commandments, specifically number 10, ensure mass uptake
which expressly forbids me from coveting my neighbor’s
ox. Today, powertrain options range from highly covetable
muscle cars to unappealing EVs. As ever, the legislation is
well intentioned, but still somewhat imperfect.
It’s perfectly legal, at least for now, to own and drive
an ancient 5-liter car, with all the associated atmospheric
emissions. The legislators’ approach is to discourage rather
than prohibit. Mostly, this involves tax. As an example, the
emissions charge I pay to drive into London depends on
what car I’m in.
So, what are governments doing to promote the adoption Still, let’s be generous and call the earliest legislation
of PHEVs and EVs? Early legislation was aimed at OEMs not a well-intentioned failure. Belatedly perhaps, governments
consumers, and it involved emissions testing regulations. have now understood that to promote PHEVs and EVs, they
I’ve been a critic of NEDC, WLTP and even RDE, but if will need to address range anxiety. After all, you can make
nothing else they attempt to provide comparative data for it free for me to drive an EV into London, but if I have no
consumers to discriminate between manufacturers. Beyond confidence it’ll get me back home, I won’t be doing it.
that, there is no actual encouragement to consumers to The UK took a pioneering stab at this in 2018 with the
adopt clean air technology. Does a man with a love of cars Automated and Electric Vehicles Act 2018. Part 1 gained
truly desire a Kia Niro? Of course not – but if the legislation attention, at least in the legal press, because it created a
means it’s free in the form of a company car, he may well legal liability theory and an associated role for insurers. In
choose it. contrast, Part 2 rather slipped under the radar, and it deals
But if it’s not free, is legislation effective in driving with infrastructure. At least, it’s supposed to. It says that
growth? Generally, not. As well as range anxiety, which regulations may come into force, or they may not. If so, they
we’ll come to, savings in running costs are outweighed may impose standards on charging point operators, and
by the high acquisition price. Besides, it turns out that may require sharing of information about where they
many hybrids have a worse environmental impact THE ANSWER are. But that’s all about regulating an infrastructure
than conventional fuel-only cars. New data from that doesn’t fully exist yet.
Green NCAP now includes PHEVs, and it turns out TO RANGE ANXIETY IS Meanwhile in the USA, the Senate is also
that the expected emissions benefits aren’t there. proposing legislation aimed at promoting EVs.
This really shouldn’t surprise us. It is entirely
logical that carrying a heavy lithium-ion battery INFRASTRUCTURE The strategy is focused on government agencies
and their employees. Under the inventively titled
system will add weight, and that added weight CHARGE (Charging Helps Agencies Realize General
will increase fuel consumption. Nor should we AND NOT LEGISLATION ABOUT Efficiencies) Act, the administration would hand
be shocked to learn that many users drive long out a card to agency staff to pay to recharge their
distances using the fuel engine, and that others
INFRASTRUCTURE EVs. The answer to range anxiety is infrastructure,
don’t recharge as often as OEMs may recommend. not legislation about infrastructure. As ever, the law is
The popular Mitsubishi Outlander is picked out for criticism an ass that no one would covet. 
as a heavy vehicle with a limited range, which is reported
to perform worse on CO2 emissions than 11 gasoline and Alex Geisler is team lead of the Transportation,
diesel models. The Green NCAP study also found several Automotive & Logistics Group at Duane Morris law
gasoline and diesel cars that performed better in clean air firm. He is regularly retained by OEMs, Tier 1s and
rankings than the Kia Niro Hybrid and Toyota Prius. Tier 2s, test facilities and engineering companies
1 8 Engine Technology International.com / March 2021

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S I T E V I S I T: S E AT P O W E R T R A I N D E V E L O P M E N T C E N T R E
Words:
Richard Gooding
A COMPREHENSIVE, NEW RESEARCH

AND DEVELOPMENT HUB IN MARTORELL
CEMENTS SEAT AND THE VW GROUP’S
COMMITMENT TO POWERTRAIN
DIVERSIT Y AND INNOVATION
POWER
POINT
P
variety before 2025.
ositioned as the gateway
brand to the VW Group,
SEAT shoulders much
of the responsibility for
convincing a new generation
of drivers about the benefits of
electrification. With that in mind, the brand
has pledged to invest €5bn (US$6.04bn) in
R&D projects, equipment and facilities to
meet expected demand for greater powertrain
The keystone of this investment is the

new Powertrain Development Centre (PDC)
at SEAT’s Martorell site in Spain. Situated
within the company’s Technical Centre, the
€30m (US$36m) PDC is built to be the most
advanced powertrain test center in all of
southern Europe.
“An ambitious investment plan has been
underway since 2015 in the powertrain area,
aimed at preparing us for the challenges
required by new regulations and/or changes
in technology,” notes Christian de Domenech,
head of powertrain facilities, SEAT.
At the heart of the site is 1,200m2 of office
space, a central workshop, three emissions
labs, nine multi-energy engine test benches,
an engine preparation area and a vertical
vehicle preconditioning warehouse. Another
separate building houses three chassis dyno
rolling roads and two climatic chambers, one
of which is suitable for simulating altitudes
up to 5,000m with temperatures between
-40°C and +65°C.
“The PDC has seven internal departments,
responsible for the development of gasoline,
diesel and CNG engines, gearboxes, electrical
aggregates, as well as cooling and exhaust
systems,” de Domenech says. “Other areas
are responsible for the integral management
of the projects, the facilities and the financial
aspects of the PDC.”
SEAT’S NEW
MARTORELL POWERTRAIN
DEVELOPMENT CENTRE IS PART OF A
US$6bn
INVESTMENT IN R&D, EQUIPMENT
AND FACILITIES

SOLID FOUNDATION
The focal point of SEAT research and
development since 1975, and home to
the OEM’s main factory and head offices,
the SEAT Technical Centre (CTS) seemed
a perfect location for the PDC. It also houses
chassis, electrical and complete vehicle and
body development departments, as well as
the SEAT and Cupra Design Centre.
Following more than 20 years working
directly for the Volkswagen Group, the EA-2
powertrain department needed essential
upgrades. “Carrying out all engine work made
the investment decision easy, as there was a
solid foundation on which to build something
more ambitious,” explains de Domenech.
Logistically well sited, Martorell offers
ideal infrastructure links to other VW Group
factories, but a balance of infrastructure
and environmental requirements during the
investment and building program had to be
considered. “Major interventions at conduit
levels were needed for fluid and electric
current supplies, adapting to environmental
regulations and optimizing resources,” de
Domenech notes.
Around €5m (US$6.04m) was used to
renovate a pair of emissions laboratories,
ABOVE: SEAT hopes that

the investment in powertrain
analysis equipment will enable
notably faster system testing
Aim high RIGHT: The Powertrain
Development Centre will
Zero-carbon footprint by the year 2050 enable SEAT to ramp up
development and testing of
PHEV and BEV powertrains
VW Group aims to achieve carbon-neutral production
BELOW: A shift to e-mobility
across its portfolio of brands by 2050 and has already and a change in power supply
achieved the goal at its Zwickau plant in Germany, which will enable carbon-neutral
builds the all-electric ID.3 and ID.4. production at SEAT Martorell
SEAT’s Martorell site is also targeting a zero-carbon

footprint by 2050, and the group’s shift to e-mobility
is expected to help the transition. “The expansion of
electric mobility and the switchover of power supply
at production sites across the globe are two important
components in achieving a CO2-neutral footprint, which
applies to products, production and procurement,” says
Christian de Domenech.
An essential part of the process is the reduction of
energy consumption, and the Powertrain Development
Centre has been designed to have a renewable energy
role. “At the PDC, the seven rolling roads and nine
motor benches transform the energy from the tests
into electricity. That is returned to the SEAT grid to be
reused within a sustainable process, to reduce energy
consumption,” de Domenech comments. Even prior
to the PDC build, the Martorell site already housed
the industry’s largest photovoltaic plant, which has
53,000 solar panels generating 15,000,000kWh of
energy every year, saving 7,000 metric tons of CO2.

Proof positive
New battery laboratory on the horizon
As well as the Powertrain Development Centre, SEAT
is constructing a new €7.2m (US$8.7m) high-voltage
battery laboratory at Martorell for the development and
testing of electric vehicle batteries. The 1,500m2 Test
Centre Energy (TCE) will evaluate vehicles, cell modules,
chargers and lithium-ion technology. The TCE is part
of SEAT’s plan to invest €5bn (US$6.04bn) in R&D and
electrification by 2025, and it will be fitted with 1.3MW
of testing capacity.
“With electrified vehicles, there is obviously
ABOVE: The addition of a

THE a symbiosis between the powertrain and the high-
voltage battery system,” says Christian de Domenech.
1,500m2 high-voltage battery NEED TO INCREASE “Coordination between departments is optimal –
lab at Martorell will enable
testing of battery technology EMISSIONS LAB TESTS BY the activities carried out in the different electrified
900%
looking at charging, safety vehicle development phases, from predevelopment
as well as vehicle integration
to vehicle integration and validation, are defined and
elaborated in a ‘project house’ model where centers
and departments are integrated.”
Testing programs will focus on the integration of
BETWEEN 2016 AND 2020 LED TO high-voltage batteries into vehicles, charging systems
including the equipment and functional safety. Climatic chambers will also
needed for compliance with US$10.8M ADDITIONAL enable extreme thermal evaluation conditions.
new testing regulations. “The
investment of more than €30m INVESTMENT Due for completion in April 2021, the TCE will take
[US$36m] has been authorized step over from the existing battery laboratory, which dates
by step, starting with the emissions from 2010 and has a test power of 200kW. The existing
laboratories,” de Domenech explains. lab has conducted 2,000+ assessments and will shift to
“The facilities now have 4x4 rolling roads, low- (12V) and medium- (48V) energy system programs.
fans validated for Worldwide Harmonized
Light Vehicle Test Procedure [WLTP] approval
and Quantum Cascade Laser [QCL] exhaust
gas analyzers. In addition, there are latest-
generation FTIR analysis systems for pre-
and post-cat measurements to comply with
WLTP and Euro 6 regulations. These are
already prepared for their integration into
future Euro 7 requirements.”
Controlled through MPAS Maha Control
software, emissions from vehicles on the
Vulcan and AIP 150kW chassis dynos are
measured by Horiba and AIP systems.
CASH INJECTION
De Domenech notes that the need to increase
the number of emissions lab tests by 900%
between 2016 and 2020 led to additional
investment of €9m (US$10.8m) during
that period: “Nine complete sets of portable
emissions measurement systems [PEMS] “The investment of more than
equipment were added for the Real Driving
Emissions [RDE] road tests and approval of €30m has been authorized
all engine-gearbox combinations.”
The AVL systems installed enable SEAT
to perform up to 80 tests on each vehicle,
step by step, starting with
in pre-release and approval stages. High-
performance vehicle durability rolling roads the emissions laboratories”
run automated dynamic cycles for final Christian de Domenech, head of powertrain facilities, SEAT
vehicle validation and RDE pre-tests with

James robots; AIP and Froude durability

benches continuously analyze test vehicles
for 321,868km.
A seven-story, 12m-high vertical
warehouse preconditions 27 emission
test vehicles, and a nine-slot warehouse
is conditioned at 14°C to perform ambient
temperature correction tests necessary for
approval processes. Overall, the PDC has
a capacity of 14,300 engine evaluations per
year and runs around the clock, with 200
staff evaluating VW Group models 24 hours
“We work in the emissions labs
a day, six days a week.
De Domenech explains that the testing to optimize in-vehicle calibration
program timeframes for current engine
developments depend on the scope of the of the ECU to reduce consumption and
project in question, but as a general rule
the total testing time is between 20 and 23
months. “Hybrids bring the most challenges
polluting emissions as much as possible”
in terms of complexity. Not only do the two Christian de Domenech, head of powertrain facilities, SEAT
propulsion systems have to be developed
and tested singularly, but the interactions, ABOVE LEFT: A five-year conditions, SIMBA takes measurement
transitions and parallel operation also have facility investment program records of numerous parts of the engine,
to be tested,” he explains. involved installation of the facilitating the team’s development work of
equipment to enable 14,300 the ECUs.”
engine analyses each year
REALITY CHECK The advanced simulation system has a high
The longest part of a powertrain development ABOVE RIGHT: SEAT is integration capacity and can be connected to
aiming to develop a more
program is usually the one that includes work real vehicles to carry out simulations under
diverse powertrain lineup
on the application of the ECU. However, de by the year 2025. PHEVs
extreme conditions of both temperature and
Domenech says that this has been reduced will form part of the range altitude using automation integrated within
significantly in recent years thanks to new a driving robot.
BELOW: SEAT’s investment
simulation systems. in the PDC will enable the Supporting project approval phases and
“Within the engine bench facilities, we OEM to better respond to release processes, the PDC’s specialism lies
have a Simulator Bench Automotive [SIMBA] challenges presented by in the development of ECU calibrations for
system developed by the PDC team. Capable hybrid powertrain design reciprocating engines, as well as ensuring
of carrying out simulations of a real vehicle that the current emission regulations are
on an engine test bench under controlled adhered to meticulously while maintaining
the performance levels and quality standards
of the SEAT and Cupra brands, and of the VW
Group as a whole.
“In the first stage of vehicle development,
we specialize in base calibration maps with
the engine on the test bench system, aiming
to reduce gross emission levels and optimize
engine efficiency and performance,” says de
Domenech. “During the second stage we work
in the emissions labs to optimize in-vehicle
calibration of the ECU to reduce consumption
and polluting emissions as much as possible.
Finally, we ensure vehicles meet the quality
standards required by the different brands,
and find the optimal balance of performance,
sportiness and comfort.” 

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Ad_2021.indd 1 27/01/2021 10:26:58

FORCED INDUCTION
THE GLOBAL MARKET FOR

TURBOCHARGER TECHNOLOGIES
IS PREDICTED TO REACH
US$12.8bn BY 2025
Source: McKinsey Center for Future Mobility

FORCED INDUCTION
Under
DESPITE INCREASING ELECTRIFICATION,
FORCED INDUCTION REMAINS A CRUCIAL
TECHNOLOGY AS OEMs PUSH TO MEET
EVER-STRICTER FUEL ECONOMY TARGETS
– AND EVOLUTION IS COMING QUICKLY
pressure
Words:
Alex Grant
nce synonymous with global market value from US$9.6bn in 2018

aggressively over-boosted to US$12.8bn in 2025.
performance cars, turbocharging The aggressive drive characteristics of
has taken on an entirely different the early boosted performance cars are long
role in the last two decades. In the gone, and optimization is now well underway.
wake of the 1998 Kyoto Protocol Garrett Motion’s director for applications
and its resulting focus on vehicle engineering in North America, Geoff Duff,
CO2 emissions, forced induction notes that electric wastegates have become
has been an enabler of better diesel increasingly popular during the last decade
powertrains and downsizing of their to provide finer control of the system, and
gasoline counterparts. With no signs of that that trend is ramping up. Car makers are also
pressure alleviating, it’s still a technology making wider use of alternative combustion
with room to grow. cycles to deliver far more efficient gasoline
Research is promising. The McKinsey engines, particularly as demand for diesel
Center for Future Mobility modeled the declines across Europe. Variable-geometry
roadmap for various drivetrain technologies turbochargers are providing solutions to
in its 2019 Reboost report, predicting that counter their drawbacks.
China, South Asia and the USA are likely to “The Miller cycle offers some benefit
follow Europe’s push for downsized gasoline in fuel economy, but typically you will get a
engines to meet tighter fuel economy targets. reduction in power because you’re displacing
In turn, the research suggests demand will air out of the cylinder to reduce the pumping
increase for more sophisticated and higher- work the piston has to do. To close that gap
value technologies, therefore boosting the there’s a higher demand on the boosting

FORCED INDUCTION
system to provide higher-pressure air in a

smaller space of the cylinder,” Duff explains.
“Our customers are demanding more air “Variable-geometry
turbocharging can
at lower engine speeds and also across the
operating map where they’re using Miller,
and sometimes in combination with lambda
1. But when they’re using the Miller cycle,
they’re typically looking for higher pressure.
really bring a higher
So that’s where things like variable-geometry
turbocharging can really bring a higher level
level of boost delivery
and pressure to the
of boost delivery and pressure to the Miller
cycle engine.”
PRESSURE BUILDING
Variable-geometry turbocharging has really
Miller cycle engine”
been most prevalent in diesel engines, and Geoff Duff, director for applications
gasoline applications introduce some new engineering, North America, Garrett Motion
engineering challenges. James Taylor, head
of performance and emissions at Mahle
Powertrain, says pressure ratios of 4:1 are
now becoming common compared with 2:1
10 years ago, with the resulting impact of
creating more heat. Emissions requirements
mean there’s no way of over-richening
the mixture to keep temperatures down,
so manufacturers are moving to cooled
compressor housings and more exotic
materials such as high-nickel-content
alloys for manifolds, and Inconels
within the turbocharger itself.
“We have seen a market for
gasoline turbochargers set around
950°C pre-turbine temperatures,
but now engine applications are
in excess of 1,000°C or 1,050°C,”
Taylor says. “That movement in
material temperature is coming
to variable-geometry turbos as
well – not to the same extent, but
a notable increase over where the
technology was on diesel engines.”
Electrification is also helping to
fill the gaps. The McKinsey report
“The e-turbo delivers the traditional benefits

of a standard turbocharger, with the added
advantage of electrified boost assistance”
Dr Hermann Breitbach, vice president, global engineering and innovation, BorgWarner

FORCED INDUCTION
Power boost
Work begins on a new all-electric boost system
What if the drivetrain of
the future doesn’t require
a mechanical turbocharger at
all? British company Aeristech
sees its e-superchargers as
a complementary technology
for overcoming lag. It offers
units for 12V or 48V electrical
architectures, which require
no oil, but it’s also researching
opportunities to scale up.
“One of our engineers came
up with a novel concept of how
to control e-motors, which was
to separate control of power Aeristech’s most powerful
and torque from the spinning application to date is a project
of the motors,” explains chief with Mahle Powertrain. The
executive officer Duncan Kerr. companies partnered to pair an
“This resulted in a more e-supercharger with a 1.2-liter
efficient motor that required turbo VW Golf, producing more
LEFT: Garrett e-turbo fewer transistors, as it requires power than a 2.0-liter but with
tech will soon appear just a 10th of the switching 25% better fuel efficiency. Kerr
in production vehicles.
frequency and can operate at says Aeristech is now working
Designed in collaboration
with AMG, the e-turbo high speed continuously. The on an all-electric boost system.
system is expected to controller would traditionally “This means the OEM can
replace the exhaust- overheat as the transistors operate the engine at a higher
gas-driven turbo setups
that feature on the OEM’s would switch too fast. Our compression ratio, which is
2.0-liter I4 and 4.0-liter V8 e-superchargers offer 1.5 thermally more efficient, and
INSET LEFT: BMW’s B57S times the power versus other have a single-boost device not
quad-turbo engine was e-compressors, with two thirds a compound-boost device, so
phased out in 2020, with
the OEM’s straight-six with
of the transistors.” it’s easy to manage,” he adds.
two-stage turbocharging
replacing it in the X5 SUV
suggests mild hybrid drivetrains will reach electrified boost assistance for far superior
between 60% (in North America) and 100% response, because the electrical function can
(in Europe) penetration by 2030, which offers be turned off to return it to the traditional
a cost-effective foundation for e-compressors turbocharger function. The solution can also
to be utilized. Commercial applications to harvest excess exhaust energy and directly
date are mostly in large premium vehicles, convert it to electrical energy to be used for
where 48V electrical architectures are most accessory power or charging the battery.”
common. Audi has a Valeo 7kW e-compressor At Garrett Motion, Duff fully expects
LEFT: Variable turbine
for its V6 and V8 TDI motors. It provides extra e-turbocharger systems to replace “at least
geometry turbochargers
developed by BorgWarner airflow at low revs, which the mechanical a portion” of the company’s mechanical unit
offer additional efficiencies turbocharger is less able to do. volumes, as they offer even finer control of
via improved flow geometry BorgWarner also sees growth potential airflow. Specifically, he says, the technology
in the turbine and reduced for this technology. The company already could enable gasoline units to run at lambda
friction thanks to the use offers e-booster compressors and e-turbo 1 throughout the whole map, avoiding the
of ball bearings rather than systems, which add a motor-generator to an traditional compromises between low-speed
lubricated journal bearings responses and outright power.
exhaust-driven turbocharger. Dr Hermann
Breitbach, vice president, global engineering “The e-turbocharger provides you with
and innovation, explains, “The e-turbo a tremendous amount of flexibility on the
delivers the traditional benefits of a standard low-end side, where you don’t need to have
turbocharger, with the added advantage of a small turbo to generate boost because you

FORCED INDUCTION
have an electric motor to drive it. So that’s

enabling us to bias our size of the turbo to the
upper end of the engine, but still deliver the
boost requirements for the low end,” he says.
In turn, this could further reduce the need
for the highly complex three- or four-stage
turbocharging technologies used for high-
performance diesel engines throughout the
2010s. Breitbach sees a declining market
for engines with more than two mechanical
turbochargers, but he remains optimistic
about the potential for forced induction as a
complementary technology for hybridization.
“If the electric motor is above 60ps or 70ps,
then the turbocharger does not have to be
focused on time to torque, because the motor
can provide torque for acceleration. If the
electrical motor power is significantly below
that value, then the combustion engine, and
New roles
Redeploying supercharger technology
While downsizing has made turbochargers more
common, supercharging has become an increasingly
specialist technology focused on high-performance
ABOVE & RIGHT: Audi’s
gasoline engines. But it continues to evolve. Justin V6 TDI engine that sits
Hopkins, Eaton’s technology development manager, under the hood of the S6
and S7 pairs Valeo’s 7kW
says the company has diversified its product range
e-compressor with a 48V
for specific applications and optimizing efficiency. primary electrical system
“We have a specific blend of oil that enables higher BELOW: Eaton’s 48V
temperatures, we’ve innovated with our bearings to TVS EGR pump improves
be able to run at higher speeds, and I’d say the bulk efficiency by enabling
use of a high-efficiency
majority of improvements are from our knowledge of wastegate turbo rather
the geometric parameters of the rotors as well as both than a variable geometry
the inlet and the outlet ports. Our ability to fine-tune turbocharger to drive EGR
and modify those parameters has enabled broader
efficiency gains as well as broader operating range.”
There are opportunities to redeploy that
technology elsewhere, he explains. Eaton
has developed a 48V positive-displacement
pump based on experience from its
Roots-type superchargers, which
provide a linear airflow for EGR valves
on commercial vehicle diesel engines,
helping to reduce NOX. Hopkins says
this could also provide more precise
airflow for hydrogen fuel cells.
“There seems to be a lot of
momentum for commercial vehicles,
in addition to niche applications for
fuel cells. So it’s exciting for us to look at
what’s going to happen long-term with the
engine versus electrification. We can kind of
play on both ends of that spectrum,” he says.

FORCED INDUCTION
thus the turbocharger, still needs to be fully

focused on time to torque,” he says.
“The trend for downsizing is still going
on; engines for hybrid vehicles in particular
need to be very efficient, so there is a strong
push for turbochargers contributing to high
engine efficiency.”
STRATEGY RETHINK
There are cost implications for deploying
expensive electrification technologies, and
Michel Forissier, chief engineering officer at
Valeo, believes this could cause a rethink of
engine strategies among car manufacturers
in mainstream segments.
“The Japanese way looks to predominate
in the future: a simple IC engine, naturally
aspirated, Atkinson cycle and with a VVT,
then you hybridize it. With hybridization
you can really get the best of two worlds. In
Germany, what they have done in the past is
develop fantastic engines with downsizing,
turbocharging and high-pressure direct
injection. This costs a lot of money and, when
you add hybridization on top, it is extremely
cost-ineffective. So OEMs will de-content the
engines to be more price compatible with
hybrid systems,” he says.
“I believe the turbocharging peak is
already behind us. Diesel is already on the
way down, and with electrification coming,
on the hybrid you will have probably no
more turbochargers than there already are
today. That means in total there should be a
downward slope.”
But, as Mahle’s Taylor explains, this
also creates a requirement for sophisticated,
cost-effective turbocharging as strategies
diversify: “I think bigger vehicles are going to
be driven to plug-in hybridization earlier. It’s
harder to hit CO2 targets with heavy vehicles,
and they can carry the cost. Smaller vehicles
are more of a challenge, and that’s where
we may see the interesting turbocharging
systems because relatively, they’re probably
more cost-effective than electric machines
and batteries.”
So although electrification provides a
useful tool for reducing the carbon emissions
of the vehicle fleet, traditional powertrain
technologies remain vital. Figures gathered
by Garrett Motion suggest that Europe’s 80%
“With electrification coming, on the

penetration rate for forced induction is being
mirrored elsewhere. In North America, it’s
grown from a niche 10 years ago to around
hybrid you will have probably no more a third of all new car sales and is projected
to reach 37-40% by 2024. The US company
turbochargers than there are today” predicts that 75% of all hybrids sold globally
will be turbocharged in 2025, with a global
Michel Forissier, chief engineering officer, Valeo penetration rate of 70% for forced induction
at that point.
Duff is confident that the turbocharger
is unlikely to return to its high-performance,
niche market roots: “I think there’s a strong
growth story for turbochargers, even over the
next 10 years. We’re all focused on improving
the environment, and different technologies
will ultimately start to converge.” 

I N T E R V I E W E XC L U S I V E : VA L E O
V
aleo is undertaking one of the biggest brake and clutch linings in 1923, acquisitions enabled it
cultural changes in its near 100-year history. to broaden its portfolio to include thermal management,
The automotive household name is reshaping electronics and industrial air-conditioning by the time
its €19.3bn (US$21.6bn) global components the Valeo brand rolled out group-wide in 1980. Now it is
business to focus on fast-emerging trends in focused entirely on automotive technologies, operating
mobility, autonomy and electrification, while 191 plants and 59 R&D centers in 33 countries. And the
withdrawing from slow-moving tech sectors company ranked as France’s top patent-filer for three
altogether. According to Michel Forissier, the years to 2018, and is forming joint ventures and acquiring
brand’s chief engineering officer, the biggest startups for what it sees as the biggest opportunities on
changes could still be ahead. the horizon.
“We see electrification as a major shift The pace of change is unrelenting. As manufacturers
in our industry,” he says. “Where maybe three years face simultaneous pressure to deliver CO2 reductions
ago we were still doing business with Kaizen – a and meet ever-tighter Euro standards, Forissier says
continuous improvement approach to combustion powertrain strategies are now shifting quickly. Several
engines with a bit more hybridization year after year years ago, Valeo began winding down its diesel product
– now there is this wave of pure EVs that is flooding offering, which now accounts for around 1% of sales.
everything. We are now at a point where we believe Forissier sees little chance of this recovering as Euro 7’s
the ICE market will be flat and decreasing over time, 2022/2023 phase-in looms and compliance becomes even
while being mostly hybridized.” more expensive.
Adaptability is already part of Valeo’s company “The pollution regulation is so strict with WLTP and
culture. Founded as a licensed manufacturer of Ferodo RDE requirements that it becomes very expensive to
Known
IN A RAPIDLY EVOLVING LANDSCAPE, VALEO SEES
ELECTRIFICATION AS ITS CORE POWERTRAIN
TECHNOLOGY FOR THE NEXT 10 YEARS,
AND IT’S PREDICTING BIG CHANGES
FOR THE INTERNAL COMBUSTION
ENGINE IN THE MEANTIME
Words:
Alex Grant
ABOVE: An e-compressor
can be used in combination
with a 48V hybrid system to
eliminate turbocharger lag

“Electrification
is coming quicker
than expected, but
nobody knows the
height and speed
of the wave”
Michel Forissier, chief
engineering officer, Valeo
unknowns
do a diesel engine that will pass,” he explains. “Several compared with today’s belt-integrated starter-generators
customers have decided to stop production of diesel and offering benefits elsewhere, Forissier says.
passenger cars and are continuing only for LCVs where “Most customers told us they need the 48V system
diesel’s total cost of ownership is relatively unbeatable. just to supply electricity to the catalyst at cold start, so
In turn, production and technology going into diesel will we see a real trend for Euro 7. If you have a 48V hybrid
probably go down very quickly, including high-pressure configuration then you can power the heated catalyst that
injection and turbochargers.” you need for the -7°C reduction in cold-start conditions
under WLTP, compared with NEDC.”
COST CONTROL In the meantime, the company is reassessing the role
As diesel compliance costs rise, Forissier says car makers of other powertrain solutions. Valeo acquired Controlled
are looking toward mild hybridization as an alternative. Power Technologies in 2012, giving it a head start with
The on-costs for such vehicle solutions compared with a 48V e-compressors for high-performance diesel engines.
conventional gasoline engine – around €1,000 (US$1,206) However, Forissier says many OEMs are now focused on
– are already similar to a modern diesel alternative. battery-electric powertrains for lower-medium vehicles,
Valeo claims that a third of all electrified vehicles sold while premium, high-performance sectors have quickly
globally already use its technology, and collaborations moved toward plug-in hybrids using the motor to provide
such as its joint venture with Siemens are targeting more low-rev torque.
cost-effective, adaptable solutions. The near-future trend Consumers are also increasingly aware of the potential
is a move toward electrified dual-clutch transmissions, of high-performance EVs, he explains, particularly as
doubling fuel economy improvements to around 20% governments at a local and national level begin to signal

the phasing out of combustion engines or banning them RIGHT: The Fiat 1.0-liter
from city centers. FireFly engine is equipped
with a 12V belt-integrated
GLOBAL STORY starter generator system
to offer the benefits of a
“We have seen, for the last 12 to 18 months, an absolutely
hybrid powertrain while
incredible acceleration in the need for electrification. maintaining a low weight
That was already happening in China but was not so
obvious in Europe. Now with Europe it’s accelerated a lot,
and we are really in a rush. We see now America and also
Japan moving, so it is a global story. As a consequence,
most of the R&D resources and plans from the OEMs are
shifting from improving combustion engines, to putting
most of the effort and money on the electric propulsion
systems,” Forissier says.
Commercial realities
A future for hybridized diesel engines
Although powertrain solutions for passenger cars have “I don’t believe the
diversified during the last decade, commercial vehicles
present a different set of challenges. The growth of small diesel engine will
home delivery services means that despite the impact
of Covid-19, sales remains strong – around 1.7 million survive; my guess is everything
vans were registered in Europe in 2020, according
to ACEA – and relatively low running costs for diesel will need to be around 2 liters”
mean this remains the dominant fuel. Michel Forissier, chief engineering officer, Valeo
However, with WLTP and RDE now in place in Europe,
tightening CO2 requirements and low-emission sales However, Valeo isn’t predicting the demise of the
targets of 15% by 2025 and 31% by 2030, Forissier combustion engine yet. Forissier’s projection is a new
car market evenly split between high-voltage (hybrid
says OEMs are looking toward cost-effective solutions.
and electric), low-voltage hybrid and conventional
This includes diesel engines and an ongoing need for powertrains by 2030. Although three quarters of new
sophisticated ancillary systems. cars will still have combustion engines by that point,
“They will need some hybrid commercial vehicles, he believes the next challenge is scaling down expensive
because of CAFE regulations, but diesel and hybrid technologies used in these engines to offset the cost of
are the best fit in terms of fuel economy. They remain electrification – including peripherals such as the need
for automatic transmissions.
relatively expensive but, for commercial vehicles, it’s
Ultimately, he adds, it will depend on how consumers
all about total cost of ownership and operation. If you take to plug-in vehicles as auto makers push the market
can demonstrate a percentage improvement in fuel to meet CO2 targets in the next two years: “Electrification
economy with whatever system, then you can sell it,” is coming quicker than expected, but nobody knows the
he explains. height and speed of the wave. In any case, this means
“So, light commercial vehicles will remain diesel, that the combustion engine will probably be steady, even
declining a bit in volume, and the trend is probably to
probably with bigger displacement for Euro 7, and
simplify the engine to get better cost performance for the
I don’t believe the small diesel engine will survive; full powertrain,” he says.
my guess is everything will need to be around 2 liters. “Fundamentally the trends are here. Now the question
So OEMs will further develop those engines, which will is, what is the speed and the amplitude? Frankly, nobody
be turbocharged for efficiency and emission control.” knows. We were relatively bullish two or three years ago,
and even we have been surprised by the speed of the wave
so far.” 
1 2 3 4
1. Valeo’s DC/DC converter
for 48V hybrid powertrains
2. Water-cooled electronic
rear-axle drive (eRAD) unit
3. The 48V Valeo gearbox
motor generator system
4. 48V belt starter generator
with integrated electronics

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M E N TA L H E A LT H I N E N G I N E E R I N G
State
of
mind
18%
OF ENGINEERS HAVE LOST
A WORKMATE TO SUICIDE
Source: Equal Engineers
Yet, help is out there. The National

SHIFTING BUDGETS, NEW REGULATORY Automotive Roads Fuel Association (NARFA)
FRAMEWORKS AND A PANDEMIC ARE BRINGING has worked with its more than 600 member
businesses in the USA to offer an employee
RAPID CHANGE TO AN ALREADY FAST-MOVING assistance program to those in the industry
INDUSTRY. ENGINEERS CONTINUE TO RISE TO with any personal issues, including giving
access to counseling, referrals and follow-
THE CHALLENGE, BUT AT WHAT COST TO THEIR up services for a broad range of concerns
MENTAL HEALTH? ETi EXPLORES THE SUPPORT including mental and emotional well-being.
In the UK, following Ben’s most recent
AVAILABLE DURING THESE UNCERTAIN TIMES annual industry survey which found anxiety
to be the most detrimental to individuals’
well-being, the charity has expanded its
range of free, confidential online self-help
and support services.
I
“The rise in mental health issues within
the automotive industry is being influenced
by political uncertainty, and the pressure of
advancing technology and welfare reform,”
Words: notes Ben’s health and well-being director,
Rachel Clift.
Richard Gooding
The issues affect both genders but
as engineering remains largely a male-
dominated industry, it is unsurprising that
men appear to suffer most. The most recent
t’s estimated that close to 13% of the global Masculinity in Engineering report from
population are now struggling with mental technology diversity body Equal Engineers
health issues. That is 971 million adults and reveals that men are currently more than
children worldwide. twice as likely to describe their mental health
Even prior to the Covid-19 pandemic as ‘poor’, and one in five engineers has lost a
the data looked bleak. In 2019, the United workmate to suicide. Men in the industry are
Nations estimated that the lost productivity up to three-and-a-half times more likely than
resulting from the two most common mental women to have self-harmed or considered
disorders – depression and anxiety – costs suicide, which the Mental Health Foundation
the global economy more than US$1tn every states is the biggest cause of death in the UK
single year. for men under 40.
And the automotive industry is not
immune. A fast-moving and ever-evolving OVERCOMING STIGMA
environment can become overwhelming, Societal pressures can cause sufferers of
and the uncertainty caused by Covid-19 is both genders to face their issues in silence.
exacerbating the problem. Some people are better at this than others
According to Ben – the UK automotive but either way, stigma still seems to be very
industry support organization, which was much in evidence. “If anyone had health
founded in 1905 – anxiety, depression and issues they wanted to talk about, they would
stress are the greatest causes of sickness be received with a huge amount of kindness
absence, and the charity saw a 52% increase and as much support as the business could
in requests for support from April-September offer them. However, I’m not sure how many
2020 as the pandemic took its toll on health would bring it to the table,” comments Robyn
and well-being. Hughes, director at Protean Electric.

Debbie Francis, senior human resources

business partner at Ford of Britain, has done
much to promote mental health issues and
acknowledges there are still some barriers
to overcome: “The journey will never be over,
because no matter how much we do, that
stigma is a real challenge.”
In March 2018, Ford of Britain signed a
pledge with mental health campaign Time
to Change. It was a top-down approach, of
“IT ALL STARTED
which managing director Andy Barratt was
supportive from the beginning. Francis, who
WITH EMPLOYEE-
was instrumental in setting up the initiative,
explains, “It all started with employee-led LED WORKSHOPS
workshops talking about the importance of
mental health conversations. The reaction TALKING ABOUT
from employees was just overwhelming.”
Through partnerships with MHFA England,
Ford introduced programs and employee
THE IMPORTANCE
‘check-ins’ encouraging staff to talk about
their well-being alongside performance and
OF MENTAL HEALTH
career aspirations as part of the initiative.
A total of 114 employees became mental CONVERSATIONS”
health first aiders, and an Innovation Hub Debbie Francis, senior HR business partner,
has been introduced, where mindfulness can Ford of Britain
be practiced with VR technology alongside

safe spaces to talk.
Ford’s efforts also go beyond the workplace.
Employees venture into the community two
days a year to raise mental health awareness;
when the OEM’s initiatives were launched,
an Elephant in the Transit media campaign
and 10 liveried HGV trailers were used to
encourage men to talk with work colleagues
about their issues.
PSA is also taking mental health out of the
workplace. It has set up an employee mental
health and suicide prevention committee,
and implemented Run For Your Life events
to encourage mental health discussions and
MAIN: Ford’s Elephant in the
fundraising. In January 2020, the company
Transit media campaign to announced an engagement and well-being
encourage men to discuss initiative, which aims to equip employees
their issues with colleagues to take on future industry challenges. Key
ABOVE: Although a stigma drivers include quality of working life and
still remains around mental personal fulfillment.
heath issues, Protean offers
its staff significant support TECHNOLOGICAL PRESSURE
In a fast-changing environment with
constantly shifting budgets, powertrains,

GOING FURTHER
A growth in mental health first aid
Matt Loynes is a facilitator based at Ford of
Britain’s Innovation Hub in Dunton, Essex. He
is an employee champion for the OEM’s Time
to Change Pledge, a mental health first aider
and a men’s health advocate. He also lives with
anxiety and depression.
“Having gone through a low ebb in my mental health
and seeing the power of a friend taking an interest,
I know I can really make a difference. Becoming a
mental health first aider was a natural progression
of my charitable work with the global Ford team, and
I have had many people confide in me and ask me to
lend them my ear,” he explains. “Our next challenge is
to break the stigma. We need people to realize it’s not
a weakness to ask for help.”
Roland Armitage, a supervisor in the electrical and
electronics systems engineering department of Ford’s
product development team, also promotes good mental
health at Dunton: “I helped a team member who was
going through difficult personal issues, and although
that was rewarding, I felt I could have done more with
deeper knowledge.”
Now a mental health first aider, Armitage enjoys
a better understanding of issues: “Everyone’s ‘stress
container’ is different. Something I wouldn’t find
stressful may be felt differently by one of my team.”
regulatory frameworks and skills, it’s little out in the cars and achieve things that satisfy
wonder individuals can feel overwhelmed. their engineering yearnings. From that point
Anthony Manias, head of automotive at the of view, the engineering community can
Israeli active noise cancellation solutions be one of the more vulnerable. They may be
company Silentium, believes technological better equipped, because of black-and-white
pressure is a major issue: “The automotive attitudes and their logical approach to the
industry is moving extremely fast, especially profession, but it doesn’t make engineers
with the advent of electric and autonomous immune to mental pressures and the support
vehicles. The technological pressure opens needed at work and at home.”
opportunities for change, but it’s also
challenging the status quo and what was
Despite the current global uncertainty,
expectations continue to increase. However,
“ENGINEERS
normal before, both in the engineering
community and for customers globally.”
outsourcing is one way to relax pressures
on OEMs who need specialist skills. Ricardo
WANT A PROJECT
As logical problem solving is a common
requirement in the industry, engineers can
TRNTY utilizes a network of global expert
consultants to ‘plug in’ and service its clients. WITH A DEFINED
often dislike ambiguity. “Engineers want a
project with a defined end goal and an agreed
To ease the feelings of remoteness these
consultants can experience, the company has END GOAL AND
timescale,” explains Mahle Powertrain sales created an environment where independent
manager Daren Mottershead.
“The arrival of the Covid-19 pandemic
professionals can enroll and be supported.
A thorough understanding of client needs,
AN AGREED
hasn’t helped this,” says Manias. “Engineers
tend to be precise and practical, more black-
cultural considerations and longer-term
business objectives also reduces stress as the
TIMESCALE”
and-white people, but also quite cynical. consultants know exactly what faces them. Daren Mottershead, sales manager,
They don’t like being confined and restricted. “Some of the projects we work on are in Mahle Powertrain
They like to get their fingernails dirty, and be really niche areas. It really does benefit the

clients but also the independent experts,”

comments Sam Hassall, Ricardo TRNTY
business unit leader. “We monitor project
performance and get feedback from the
client and the consultant. If the engineer
faces a challenge, we can mediate and help
resolve it.” Regular reviews and a dedicated
contact reinforce Ricardo TRNTY’s support,
and despite the inherent stresses, Hassall
“IF THE
reports a rise in the independent consultant
population. “People want more flexibility to
ENGINEER FACES
choose when, where and how they work.”
The freedom of global movement brings A CHALLENGE,
certain challenges, but the sector reports
few tensions. “Diversity can – on occasion
– cause a little friction, but we haven’t seen
WE CAN MEDIATE
it build into mental health challenges yet,”
Whitehead says. Nonetheless, cultural
AND HELP
issues do have to be dealt with carefully.
“Around 40% of our workforce is Chinese, RESOLVE IT”
and working with Chinese staff is different Sam Hassall, business unit
to working with British staff. In China, there’s leader, Ricardo TRNTY
more mental health stigma than in the West.”
Mind-full
Applications to play a vital role
As people’s lives become more mobile, smartphone
meditation and mindfulness apps play an increasing role
in maintaining mental health. Meditation apps enable
users to find some calm in everyday life. Headspace is
one of the most prominent, with more than 160 million
people in 190 countries using it for mindfulness and
mental training. That reduced stigma surrounding mental
health in the West has proved positive for
Clinically validated research is a key element of
many. “A Chinese colleague who transferred
the Headspace experience, with courses ranging to us from our Shanghai office has said
from managing anxiety to productivity and sleep. that he prefers the working environment
The Headspace for Work suite of products is here in the UK,” explains Mottershead. In
also used by more than 600 companies. “Regular Israel, meanwhile, Manias and the team at
meditation helps us cultivate self-compassion, Silentium have worked to cultivate a support
which allows us to more easily accept where we network. “The Israeli culture has a lot to do
with family. Everybody knows everybody
are and maintain our motivation,” says the app’s
else. Both socially and at work, people are
chief science officer, Dr Megan Jones Bell, above. relatively close to each other. They provide
“Taking 5-10 minutes each day to meditate can a level of support.”
help you remain in a calm and present mindset.”
The Buddhify app also provides a range of SUPPORT STRUCTURE
meditations for different situations, and Insight An open-door policy is an important part
of any successful support structure. “We
Timer offers around 35,000 free meditations,
want to have an open culture of inclusion
as well as music and mindfulness lessons. Other where people are free to speak, and that’s
apps, such as Silvercloud Health and Woebot, use not been common in many automotive
cognitive behavioral therapy (CBT) practices to environments,” comments Whitehead.
combat anxiety and depression. Away from apps, Dr Megan Jones Bell, chief science officer
easy self-care tips include eating lunch away from at mindfulness app company Headspace,
elaborates, “To really maintain a healthy
your desk, taking a mindful walk in a more natural
workplace, providing support to employees
environment, and working on just one task at a time. is absolutely essential.”
With that in mind, companies such as
electric vehicle technology business Sprint

LEFT: Companies such an

Ricardo TRNTY provide the
option to outsource work
and therefore ease stress
due to excess workloads
BELOW: Sprint Power has
installed an American diner
in its canteen to provide its
staff with a more enjoyable
workplace environment
Power encourage staff to talk. Richie Frost, Similarly, Silentium has built a common
founder and CEO at Sprint, explains, “I make area at its headquarters to encourage breaks.
sure I’m very approachable, so people can The company is offering outdoor activities to
speak to me in private if they want/need to.” its staff too, with plans in place to increase
At Silentium, the management door is open the level of social interaction through both
at all times for all staff, whatever the nature cycling and running teams when Covid-19
of the problem. “If people just need to take restrictions ease.
a breather or they need somebody to talk to,
management is there day and night. We want
“WE LIKE Although engineering has its challenges,
for many people the rewarding nature of the
to make sure that staff know that support is
always available. Empathy and support are
SOCIALIZING industry can go some way to fostering a sense
of fulfillment and therefore contentedness.
now more important to the industry than
ever,” says Manias. OUTSIDE OF “There’s a certain amount of pride in doing
something meaningful,” believes Hughes.
Workload and working flexibility can “People take what we do incredibly seriously,
help, as can regular health assessments WORK AND WE and that is important to so many engineers.
such as those offered by Mahle Powertrain. It makes a massive difference if you enjoy
Sprint’s Frost thinks creating an engaging
workplace is crucial, too: “We wanted to
ENCOURAGE your job, and whether you care about the
work you’re delivering.” 
create a fun working environment. I put an
American diner into the canteen, along with
FLEXIBLE If you would like to talk to someone about
free vending machines. We also have a very
open-plan office where we can work as one WORKING your mental health, you can contact Ben
via email at supportservices@ben.org.uk
big team.” It’s not just inside the workplace Richie Frost, CEO, Sprint or by phone on 08081 311 333. In the UK,
where happier staff can be curated, though: Samaritans can be contacted on 116 123 or
“We like socializing outside of work and via email at jo@samaritans.org. In the USA,
we encourage flexible working. I honestly the National Suicide Prevention Lifeline is
don’t care how the job is delivered as long 1 800 273 8255. Other international helplines
as it gets done.” can be found online at www.befrienders.org

VA LV E T R A I N I N N O VAT I O N
Words:
Daniel Lloyd
Good timing
T
THE VALVETRAIN INDUSTRY IS ADAPTING TO NEW
MARKET TRENDS AND REFINING TECHNOLOGIES
TO MAKE THE NEXT GENERATION OF
INTERNAL COMBUSTION ENGINES
THE MOST EFFECTIVE EVER SEEN
he internal combustion engine Electrification and autonomy might be

has a long life ahead of it yet. dominating brand R&D budgets, but there
That’s the message from the are opportunities for astute firms to impress
companies that are investing in with new ICE solutions. For example, variable
the development of intelligent valve timing (VVT) has been around in cars
valvetrain technology in a bid for decades, but is now starting to crop up in
to create more efficient and other, less expected, markets.
economical ways of powering Eaton is one of many companies now
next-generation vehicles. applying its focus to the heavy-duty diesel
The greatest ostensible threat and commercial vehicle sectors. In the USA,
to the valvetrain sector is full commercial vehicle manufacturers must
electrification of the global vehicle fleet, but reduce CO2 emissions by 20% by 2024, and
that day is still some way off. As things stand, 27% by 2027. NOX reductions of 70% and 90%
the ICE is set to remain king for the next few for those same time periods are also advised.
decades, at least. Eaton has conducted lab tests proving that
“Percentage-wise, the market share of its cylinder deactivation (CDA) technology
vehicles with internal combustion engines can reduce emissions of both gases in diesel
is certainly going to take somewhat of a hit, engines. For gasoline, CDA is primarily an
but if you factor in the expected growth in economizer: it makes the engine effectively
the automotive space and the requirements smaller at low power. But that’s not the case
coming in, that gives us enough justification with diesel.
to keep investing in this development area,” “In the diesel world, where you have fuel
explains US power management company that runs extremely lean – so very little fuel
Eaton’s innovation and advanced technology with lots of air – that gain is not significant,”
executive, Dr Mihai Dorobantu. says Dorobantu. “There, CDA technology is
A QOROS 3
PROTOTYPE WITH FREEVALVE
TECHNOLOGY DELIVERED
45%
MORE POWER AND 47% MORE TORQUE
THAN THE MODEL WITH A STANDARD
CAM-BASED ENGINE
MAIN: Freevalve technology

enables Koenigsegg’s TFG
engine to output 600ps as
well as operate on 0-100%
renewable fossil-free fuels
RIGHT: The Camcon IVT
system can enable OEMs
to reduce ICE emissions
and improve driveability

used to reduce the amount of air that goes

into an engine under low load so that you
don’t cool down the aftertreatment system.
It keeps the aftertreatment system hot and
working and reduces NOX .”
Furthermore, Eaton’s expanding
CDA portfolio can be combined with
other products to create a connected
system. “We can do that very fast,
within one engine revolution,
and we can do it very precisely,”
says Dorobantu. “For example,
if you can implement an engine
brake, CDA and late intake valve
closing [LIVC], you can do engine
braking while trying to stop, you
can do CDA at low load and idle,
and you can do LIVC while you
are running and want to affect the
Miller cycle. Implementing any one
of these functions is conceptually simple
but commercially difficult. With a package
of three or four of these functions, you get
three or four benefits for roughly the same
complexity. Suddenly it starts to become
economically attractive.”
CAMLESS CAPABILITIES
The camshaft is a stalwart combustion
engine component, but there’s potential
for camless offerings to provide OEMs
with even more engine flexibility than
variable cam timing. Sweden’s Freevalve,
for example, earned global acclaim after
its own camless valve system appeared in
the Koenigsegg Gemera’s twin-turbo Tiny
Friendly Giant inline-3. Freevalve uses
electrohydraulic-pneumatic actuation
to create precise, independent lift profiles
that match external conditions. Additionally
it enables the engine to operate on 0-100%
renewable fossil-free fuels.
“We’re working with an extreme high-
performance engine, so it’s a very downsized
design for high efficiency, as well as a very
wide torque curve and high peak output,”
says Freevalve co-founder and chief scientist
Urban Carlson. “The width of the torque
curve is completely unprecedented, due
to the full flexibility of the valvetrain. This
is especially important in a hybrid, where ABOVE: Koenigsegg’s new
you don’t have a gearbox. You really want TFG engine uses Freevalve
to have not only high peak power and RPM, electrohydraulic-pneumatic
but also high power throughout the whole actuation tech to precisely
and independently lift the
RPM range.” valves. The TFG engine will
The 1,700ps Gemera is, of course, a truly sit under the hood of the
radical car. But Freevalve reckons the same Gemera, which is expected
technology can also work in mass-produced to enter production in 2022
hybrid vehicles. “It’s much cheaper to have RIGHT: Camcon intends
camless technology than a gearbox,” notes to use artificial intelligence
Carlson. Freevalve has also been proved in to enable calibration of its
non-hybrids: during system testing a Qoros 3 Intelligent Valve Technology
prototype delivered 45% more power and 47%
more torque than the standard cam-based
engine. Freevalve believes that ICE efficiency
will improve more in the next decade than in
the last century, as cleverer methods of valve
control are developed.

“THE WIDTH OF THE Efficiency boost

TORQUE CURVE Camcon receives IVT development boost
IS COMPLETELY Camcon’s push for greater engine efficiency has been

given a significant boost through the addition of Drive
UNPRECEDENTED, System Design (DSD) as a technology partner for the

IVT project. The partnership builds on an existing 10-
DUE TO THE FULL year relationship in which DSD has played a major role
within the IVT design team. Expectation is that further
FLEXIBILITY OF involvement for the consultancy will enable Camcon to
ramp up development of IVT.
THE VALVETRAIN” Over the course of the IVT development project, the
two companies have already come together to complete
Urban Carlson, chief scientist, Freevalve
over 1,000 hours of dynamometer testing on a four-cylinder
gasoline unit, and build a technology demonstrator vehicle
and a four-valve single-cylinder development engine. They
are currently working on combustion research at Brunel
University in London.
And now, following DSD’s decision to step into the role
of technology partner, the companies intend to turn their
focus to increasing the supply of single- and multi-cylinder
development engines – thus placing IVT in the hands of
leading OEM and Tier 1 powertrain development divisions –
as well as managing hardware, software and functionality
development projects.
Intelligent Valve Technology

developed by Camcon uses
rotary actuators to control
engine poppet valves for
independent variability
“THERE’S AN OPPORTUNITY IN
HAVING SO MUCH FLEXIBILITY
IN WHAT YOU CAN DO WITH
THE VALVETRAIN”
Mark Gostick, chief operating officer, Camcon

DIGITAL TRANSFORMATION
Another company to realize the potential
of the heavy-duty diesel market is UK-based
Camcon, which has developed Intelligent
Valve Technology (IVT). Using digitally
controlled electronic actuators serving as
‘mini-camshafts’ for each cylinder head, IVT
offers unlimited valve settings. It essentially ABOVE: Implementation
digitizes the camshaft’s job, giving engineers of Freevalve technology
the freedom to program operation for each enables OEMs to do away
cylinder. Having initially focused on getting parts such as the throttle
body, camshaft, cam drive,
IVT into car models, Camcon is now looking
timing gear and wastegate.
for diesel openings. This allows a notably more
“Selling improvements to the passenger compact engine package
vehicle engine can be difficult because it
RIGHT: Eaton is applying
tends to be an emotional sell, whereas in most of its development
heavy-duty diesels it’s entirely rational,” focus to commercial and
explains Camcon COO Mark Gostick. heavy-duty diesel systems
Technical director Roger Stone adds,
“We can offer methodologies that allow
manufacturers to actually reduce the cost
of their exhaust aftertreatment systems.
Heavy-duty aftertreatment systems cost
a fortune these days.”
Camcon, alongside technology partner
Drive System Design, has built the first
single-cylinder engine for heavy-duty
application. The engine is an affordable
testbed on which Tier 1s and OEMs can
explore the benefits of IVT before putting
it into production. Camcon had already built
a light-duty single-cylinder engine, which
formed the basis for the heavy-duty version.

Building confidence
Camcon is still pursuing light-duty clients, Shifting budgets require proven technology
and doing so by offering a much easier way
to deploy IVT. Although OEMs are generally Although the opportunities for the valvetrain
comfortable with adapting to the valvetrain’s sector are absolutely clear, there are some
physical components, assistance is almost glaring challenges that mean the companies
certainly needed with the intricate software. involved must tread with a degree of caution.
“On one hand, there’s an opportunity in
“We operate in a very conservative market,”
having so much flexibility in what you can
do with the valvetrain,” says Gostick. “But on explains Eaton’s Dorobantu. “We have a chicken-
the other, there’s a problem: where on earth and-egg situation. These technologies need to
do the OEMs start in terms of calibrating the be proved at scale, but nobody wants to take
engine, and then integrating that calibration them up at scale unless they’re proven. That’s
into the vehicle? OEMs always want to do the where regulations and advanced R&D programs
integration, but we can offer tools that can help in building up that confidence and mileage.”
help them. Although we started out as a jack
Another difficulty is the dramatic shift in
of all trades, I now see our position in the
value chain as a provider of both software OEM budget allocations from ICE technology
and software tools for the design chain.” to electrification strategies. “Partaking in
The valvetrain sector continues to be electrification and various levels of autonomy
active in its efforts to provide manufacturers takes money, which takes money away from
with more efficient solutions. Beyond Eaton, somewhere else,” Dorobantu notes. “That
Camcon and Freevalve, there are a multitude
somewhere else might be in the development
of companies working to demonstrate how
the ICE can be further optimized. Delphi, for of the ICE. While that may be an opportunity
example, is continuing to market its Dynamic for suppliers, there are significant hurdles to
Skip Fire cylinder deactivation technology, pass. It just means that companies like Eaton
which can save up to 15% in emissions and have to be very careful with how we deploy our
fuel economy, while Schaeffler and Mahle are resources to make sure that when we deploy
also key players.
something, it’s of a really good quality so that
Boosted by demand in heavy-duty diesel
and hybrid markets, the valvetrain industry we maintain our reputation in the market.”
is leveraging innovation to keep the internal
combustion engine relevant and acceptable
for decades to come. 
ABOVE RIGHT: In diesel
engine applications, CDA can
be used to minimize air intake
under low load to keep the
aftertreatment system hot
BELOW: Camcon valvetrain
technologies allow OEMs to
cut the total cost of exhaust
aftertreatment systems “THESE TECHNOLOGIES
NEED TO BE PROVED
AT SCALE, BUT NOBODY
WANTS TO TAKE THEM
UP AT SCALE UNLESS
THEY’RE PROVEN”
Dr Mihai Dorobantu, innovation and advanced
technology executive, Eaton

U N I V E R S I T Y F O C U S : WA R W I C K
TAKE
CHARGE
THE UNIVERSITY OF WARWICK IS CHANGING
OPINIONS OF LITHIUM IRON PHOSPHATE
BATTERIES, WITH RESEARCH LED BY
WMG SHOWING THAT THE TECHNOLOGY’S
INHERENT SAFETY LENDS ITSELF TO MORE
TIGHTLY ARRANGED, ENERGY-DENSE
AND LESS EXPENSIVE BATTERY PACKS
Words:
Richard Gooding
F
or much of the automotive industry, solid-state
technology is the holy grail in the quest for lightweight
batteries that offer a longer life and a higher tolerance
of charge-discharge cycles. The technology itself is based
on a relatively simple idea: rather than using an aqueous
electrolyte solution, it uses a solid electrolyte. A simple
concept, but relentless R&D into the technology has yet
to bear fruit.
Lithium iron phosphate (LFP) technology, however,
is able to offer similar benefits and enable high-speed
charging and discharging. Comprising LiFePO4 as the
cathode material, LFP rechargeable batteries are also
non-toxic due to non-inclusion of cobalt, as well as
structurally stable.
With LFP batteries quickly gaining momentum in the
automotive industry, WMG at the University of Warwick
has conducted a series of tests to investigate the impacts
on LFP battery cell aging from high-current operation.

Commercially available LFP cylindrical cells –

comprising a double-sided cathode and anode – were
analyzed in the study. The testing method consisted of
a cell failure test. Groups of five charge-discharge cycles
were applied, with increasing current rates: a 0.5C cell
rating signifies the cell can be fully discharged in two
hours. A whole charge-discharge cycle (without any
pauses between) takes four hours, so a higher C rate
E
equals a higher current. The failure test took a day to
complete per cell. This was repeated several times to
validate the data.
“The current rates were started at 20C [full charge
or discharge in 180 seconds],” explains Justin Holloway,
lead engineer, WMG. “This was followed by 40C [full
charge or discharge in 90 seconds], 60C [full charge or
discharge in 60 seconds], 80C [full charge or discharge
in 45 seconds], and finally 100C [full charge or discharge
in 36 seconds]. This is far more aggressive than normal
EV cell usage, which is typically 1-0.5C [full charge or
discharge in one to two hours].”
Current and voltage were monitored during the test cell
temperature analysis, and the data used to identify what
the maximum current was for a particular cell. Holloway
reports that this was found to be 20C for both charge and
discharge (1.38 and 4.4 times greater, respectively, than
manufacturer stated current limits).
HIGH RATE CYCLING

After establishing this current limit, a high rate cycling
test was carried out. “This test was typical of other aging
tests but it was more aggressive, as it used a 20C charge
(a)
1 1. The WMG academic
department undertook a (B)
series of tests to investigate
the impact of high-current
operation on LFP cell aging
2. Cell failure test showing
temperature changes and
voltage profiles. (A) Entire
plot. (B) Closer view of 20C
constant current discharge.
(C) Precise look at the
constant voltage discharge
2 (A) (a)
(a)
(b)
(C) failure test showing voltage profiles and temperature chan
Figure 1. Cell
closer view of 20C CC discharge, (c) a closer view of
This is the data taken from the cell failure test with the increasing
(b)
(a) (b) (c)test showing voltage profiles and temperature
Figure 1. Cell failure
Figure 1. Cell failure test showing voltage profiles and temperature changes. (a) shows
closer the entire
view plot,
of 20C CC(b) a
discharge, (c) a closer vie
closer view of 20C CC discharge, (c) a closer view of CV discharge.
This is the data taken from the cell failure test with the increas
This is the data taken from the cell failure test with the increasing cycles of charge and discharge.
and discharge cycle to simulate applications where says Holloway. “The thermal stresses are thought to be
higher currents might be needed [where fast charging caused by localized temperature increases in the charge
and/or discharging is required, such as HEVs],” explains and discharge cycles. Temperatures were experimentally
Holloway. “The test took two weeks to undertake, with the determined in this study as well as determined through
cell failing, going beyond capacity and resistance limits.” modeling in other studies.”
The main outcome was deformation of the jelly roll The analysis involved physical examinations of the cell
(where a cylindrical cell is wound around a mandrel). after testing, but models were not developed specifically
“As-received cells were found to be symmetrical around from this research. Previously developed models were
the mandrel, but following testing the cathode and anode used to augment the discussion of heating and cooling
were ‘kinked’, or locally deformed.” The deformations within the cell.
emanated from the center of the cell in an axial direction Holloway notes that the jelly roll deformation has
toward the outside of the cell, suggesting the core of the been observed in other aging studies, and is discussed
cell was the hottest. This was caused by thermal fatigue as being contributory to resistance increase and capacity
and the associated aging phenomena in the electrodes. decrease in the cell. This limits the lifetime of the cell
“These ‘kinks’ are where the jelly roll has plastically in automotive applications. “One way to mitigate this
deformed through the application of thermal stresses,” deformation would be to design a cell with cooling in
3. Typical cell test data

for a high rate cycling test.
(A) Typical cell test data. (B)
Closer view of cell test data.
Temperatures are in gray
(A) (B)
(a) (b)
Figure 3. Typical cell test data for high rate cycling test. (b) shows typical cell test data, (c) a closer view of
cell test data.
Fast-forward This is the data taken from the high rate cycling test. Temperatures are shown by grey, showing in
increase in temperature of the cell during cyling.
Improved infrastructure to bring change
Holloway, right, believes that more reliable and plentiful
infrastructure will see a shift to less distance-focused
battery technology in future. “EV technology prowess
currently appears to be restricted due to the limited
charging infrastructure. When we fast-forward to more
accessible and reliable charging networks, we will be
able to move to a lower-range battery pack. Batteries
will be smaller and will take less time to charge.”
Mindset and material use may also benefit from
the developments. “Couple quicker refill times with
a faster-charging cell chemistry, and we start to see
significant changes in attitudes toward range anxiety
and the perception of needing really high-capacity
battery packs.
“With the goal shifting from a focus on energy
density, LFP starts to become a much more attractive
material. From a supply chain stance, this enables a
shift away from an overreliance on materials such as
nickel, and geopolitically dubious and toxic materials
such as cobalt.”

(A) (B) (C)
“WHEN WE FAST-FORWARD
TO MORE ACCESSIBLE
4 AND RELIABLE CHARGING
NETWORKS, WE CAN MOVE
TO A LOWER-RANGE
BATTERY PACK”
5 (A) (B) (C) Justin Holloway, lead engineer, WMG
(B)
6
(A)
(C)
(D)
the center of the cell. This would relieve the localized 4. Axial x-ray computed
temperatures at the center of the cell and reduce the tomography scans. (A) As
thermal stresses within. Convection cooling could also received cell. (B) Failure test
cell. (C) A high rate cycled
be an option, and the presence of a rigid center pin in the cell. The red arrows show
design of the cylindrical cell has been found to mitigate the kinks and the tabs are
these deformations.” shown by blue arrows
5. Frontal scans of the
AGING MECHANISMS as-received cell (A), high
However, integrating these solutions into battery rate cycled cell (B) and
development wouldn’t be without issues. “Convection the cell failure test cell (C).
cooling at the center of the battery cell would necessitate Any deformation of the cell
a total redesign of the cylindrical cell and would include is indicated by red circles
the challenge of establishing sufficient surface area for 6. Axial scans of high rate
the cooling mechanism without the removal of material cycled cell. (A) Schematic
that stores energy,” says Holloway. Several commercial of cell. (B) Top of cell. (C)
cells already integrate a center pin into their cylindrical Middle of cell. (D) Bottom
of cell. Red arrows show
cell, but Holloway reports that other factors also place any kinks and the tabs are
demands on development. “Cell manufacturers will have indicated by blue arrows
their own internal characterization and testing protocols
that will inform – through performance feedback loops –

how to improve manufacturing processes: material type, 7. Surface examination 8

mixing and coating of electrodes, drying and processing of the anode electrodes.
considerations.” The electrodes’ current collectors were (A) As received anode.
(B) High rate cycled anode.
manufactured from copper and aluminum, but Holloway
(C) Cell failure test anode.
says that different anode and cathode chemistries can Red squares show plating Copper current
have differing aging mechanisms. Anode collector
8. A scanning electron
Despite the results, manufacturer guidelines are micrograph of the cross
still valid, confirms Holloway. “We tested a commercial 10µm
section of a kink. The red
lithium battery above the manufacturer’s recommended arrows show cracking and
currents and found that the cell could tolerate high rate delamination. The copper Anode Copper current collector
cycling for a short and impractical lifetime. We do not current collector is bent
recommend use of the batteries above these limits, as due to thermal stresses it
experienced during testing 9
the manufacturers place these limits for safety as well as
to maintain lifetime criteria. However, we are saying that 9. Cell failure testing setup.
these cells are quite safe given they could sustain higher Between the positive and
negative terminals at the Figure 8. Micrograph (a) and schematic (b) of kinking observed.
than specified currents without failing.
top and bottom respectively
“This research will inform on how much cells can there is a top, aThis is an
middle andScanning Electron Micrograph of a cross sec>on of a kink. This shows cracking and
deliver outside their recommended safe zone without delamina>on (at red arrows). The copper current collector is ‘kinked’ or bent due to the thermal
a bottom thermocouple
catastrophic failure,” says Holloway, but there are also
stresses it experienced during tes>ng.
plans to extend the research to other formats outside
of cylindrical cells. “We will continue to analyze how
batteries fail by determining the mechanisms of failure,
allowing remedial actions to improve the safety and
lifetime of these devices.
(A) Posi>ve terminal
7
Top thermocouple
5mm
5mm Middle thermocouple
(a) 5mm
“THIS RESEARCH WILL INFORM ON
(a)
(B)
HOW MUCH CELLS CAN DELIVER
(a) OUTSIDE THEIR RECOMMENDED
Bottom thermocouple
SAFE ZONE WITHOUT

CATASTROPHIC FAILURE”
Negative terminal
Justin Holloway, lead engineer, WMG
5mm “However, there is another compelling area in this

research. LFP has many beneficial strings to its bow,
5mm but it is challenging to monitor the state of charge of
these cells. We foresee exciting developments in the
(b) 5mm incorporationFigure
of 11: Cell failure
reference testing setup
electrodes intoshowing thermocouple location.
these cells,
(C)
allowing better characterization of the cell itself.”
(b) The ultimate ramifications of the LFP tests for the
automotive industry point to cheaper and safer battery
(b) packs. “LFP cathode material is a lower-energy-density
material compared with nickel-rich cathode chemistries.
It’s also a lower-cost material, capable of safely enduring
much higher currents,” Holloway notes. “As it doesn’t
offer higher energy density at cell level, it hasn’t been
the favored cathode chemistry for automotive purposes.
But now that it is known to be safer at higher currents,
cells can be packed more closely. This can serve to close
the pack-level density and lower the pack cost. As LFP is
5mm more benign in its failure, it is attractive for transport,
where safety, range and cost can be benefitted.” 
5mm
(c) 5mm
(c) (a) shows as received anode, (b) shows high
Figure 7. Surface examination of anode electrodes.
rate cycled anode and (c) shows cell failure test anode. Plating is shown by red squares.
(c) (a) shows as received anode, (b) shows high
Figure 7. Surface examination of anode electrodes.
Figure 7. Surface examination of anode electrodes. (a) shows as received anode, (b) shows high
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Products and ser vices / TENNECO
Active
1
exhaust valves
Operation-specific flow variation allows
electronically controlled exhaust valves to
help overcome the compromise between acoustic
performance, backpressure and system volume
utomotive engineers worldwide are under pressure
A
to do more with less. They must satisfy increasing 1. Tenneco’s electronic
customer expectations for performance, refinement valve with integrated
return spring for
and convenience while creating solutions to reduce installation in the main
fuel consumption and emissions to minimize climate exhaust path, where
impact and improve air quality, especially in urban environments. the valve is required
In optimizing the installed powertrain, there are inevitably trade-offs to open automatically
during a malfunction
between systems. This becomes a real challenge in the exhaust line,
2. A Tenneco electronic
especially for hybrid applications that are increasingly commonplace, valve for applications
as vehicle manufacturers adopt this technology as a straightforward that do not require an performance expectations of automotive manufacturers and their
and cost-effective means to meet regulatory targets. integrated return spring, sports car enthusiast customers.
Engine efficiency improvements via downsizing and turbocharging allowing the use of a Clearly, the traditional compromise between backpressure,
much smaller actuator
lead to higher full-load exhaust gas temperatures. Downsizing through exhaust volume and sound levels can no longer deliver a satisfactory
cylinder deactivation introduces significant variation in the engine’s result; a step change in exhaust system technology is required.
acoustic signature, exacerbated in the case of hybrids by switching A viable solution to this challenge has been provided by applying
the engine off completely when the vehicle is in electric mode. These electronically controlled exhaust valves.
notable development challenges must be addressed by the exhaust
system while minimizing backpressure, to maintain maximum ACOUSTIC DAMPING
powertrain efficiency, comply with increasingly restrictive drive-by Tenneco uses electronically controlled valves that direct the exhaust
noise regulations and ensure that hybrid drivers do not notice the gas flow to suit different operating conditions, using a pivoted flap
transition between electric and ICE operation or any engine modes to vary the flow cross-section. This not only permits a reduction
in general. in total system volume, but also helps minimize sound variation
The packaging space available for the exhaust system is also between operating modes, ideal for when a hybrid switches from
shrinking in hybrid vehicle systems due to the need for an ICE, ICE propulsion to electric mode. In combination with traditional
as well as electrification components such as additional batteries passive acoustic components of exhaust systems, such as mufflers,
and motors. All variants of hybrids – whether mild, full or plug-in the controlled valves minimize unwanted noise by adjusting the pass-
– present considerable new engineering challenges, including the through area of the pipes and providing additional acoustic damping,
need for creative packaging solutions to accommodate additional especially in part-load operation conditions, without introducing
systems, and managing thermal requirements. These challenges additional volume.
become even harder to solve in smaller vehicles such as city cars, “Reducing exhaust gas backpressure is essential to maximize the
and in combination with larger battery sizes required for vehicles efficiency of an ICE and to cut CO2 emissions, but it must be achieved
with a higher degree of hybridization, such as plug-ins. within the constraints of drive-by noise regulations,” notes Marcel
In premium sports cars the issue is one of layout. Mid-engine Womann, engineering manager, acoustic products at Tenneco’s
architecture is the predominant layout and is seen as dynamically Clean Air business group in Edenkoben, Germany.
superior to traditional front engine installations. However, such a “Traditionally, this is achieved by adding more acoustic volume
design has a negative impact on the available length and volume in the exhaust system – a solution not well suited to the constrained
of the exhaust system. Drive-by noise limits must be met despite packaging needs of a hybrid. By developing a range of controllable
the reduced package space, while satisfying both the acoustic and valves for use in the main exhaust gas path and also in a bypass,

Products and ser vices / TENNECO
There is much more to the development process than simply

configuring the exhaust system with electronic valves. In view of the
demands for short development and time-to-market periods during
the introduction of new product technologies such as active valves,
2 simulation techniques are used routinely at Tenneco for feasibility
studies, process simulation and production planning. Hardware
validations on a component and system level are supported by
virtual simulations using FEM for structural and flow analysis, as well
as other computer simulation tools.
A production example of the packaging benefits offered by
electronically controlled valves can be found in the 2020 Corvette C8
Stingray. Tenneco developed and supplied the complete cold-end
exhaust system, featuring a number of electronic valves, on what
is the first-ever mid-engine Corvette. Compared with the traditional
front-engine layout, the mid-engine architecture imposed severe
limitations on the exhaust system package space available while also
posing challenges regarding high exhaust gas temperatures.
Tenneco enabled a low system backpressure and optimized
engine efficiency, while meeting all regulatory requirements and
preventing excessive heat transfer to surrounding components. This
was accomplished by using a specially developed high-temperature
electronic valve with an innovative decoupled actuator design, which
greatly reduces heat conduction to the valve electronics and reliably
operates at exhaust gas temperatures much higher than those of
traditional front-engine architectures.
“Whether mid-engine sports car or compact hybrid application,
the increasing constraints on future exhaust systems are likely to
make the management of exhaust gas flows using active valves
increasingly popular,” concludes Womann. “Crucially, they provide
Tenneco has been able to maintain the acoustic and backpressure a straightforward solution to satisfy the many conflicting requirements
requirements, without recourse to large muffler volumes.” of an exhaust system while reducing its overall package.” 
Tenneco’s controlled valves are available in ‘smart’ and ‘base’
variants. The ‘smart’ actuators feature comprehensive, integrated 3
3. Tenneco’s new high-
electronics that adjust the valve flap position independently based temperature electronic
on commands from the engine control unit. The ‘base’ actuators valve has the actuator
have a less complex electronics module and are directly operated decoupled from the
by the engine control unit. valve body, which
significantly reduces
Valves are available with two distinct operating strategies: the the conduction of heat
valve control system may use just the two end positions ‘fully open’ to the valve electronics
and ‘fully closed’ or a control system, which continuously opens
or closes the valve between the open and closed position within
a specific engine operating range. Tenneco’s valves offer a variety
of electronic interfaces, including status and diagnostic feedback
capabilities for onboard diagnostics.
HIGH-TEMPERATURE APPLICATIONS
“Importantly, and especially in potential applications where space
constraints limit the size of the car’s exhaust system, we have also
considered the significant impact that high exhaust gas temperatures
have on the operation of active valves,” says Womann.
“To overcome the issue of failure at temperatures significantly
higher than active valves traditionally operate at,” he continues,
“our solution has been to develop special versions of our controlled
valves in which the actuator is decoupled from the valve body,
which represents a significant step forward in actuated valve design.
When combined with our latest developments in valve materials, this
enables use on vehicle architectures with extremely high exhaust
gas temperatures.”
501 FREE READER INQUIRY SERVICE
To learn more about Tenneco, visit:
www.ukimediaevents.com/info/etm

Products and ser vices / OVAKO
Metallurgical
development
Improved fatigue performance can help transmission designers
get the most out of their highly loaded drive components
he latest step in the development of bearing-quality of lighter and slimmer engine and powertrain components. IQ-
T
steel (BQ-Steel) is IQ-Steel – an ultra-clean isotropic 1. IQ-Steel – the result Steels are already well established in high-pressure automotive
of Ovako’s IQ process –
steel with properties that match remelted steels. offers much enhanced
applications such as diesel engines that are subjected to high and
IQ-Steel is optimized for fatigue strength through fatigue performance cyclic injection pressures. Transmission components have also
strict control of steel cleanness, and it offers emerged as an area of particular interest.
uniform and excellent properties in all loading directions. With Designers aiming to enhance the performance of an existing
a development process that involved thousands of examinations product can make a simple upgrade to IQ-Steel with very few or no
of the impact of defects on fatigue performance, the metallurgy design changes. However, thanks to its improved fatigue properties,
of IQ-Steel is both purer and more consistent than in conventional IQ-Steel can enable many components to be downsized. This can
steel grades. allow the creation of next-generation powertrains with considerable
Because IQ-Steel contains smaller and more widely distributed gains in power density, freeing up room for additional components
inclusions, it can also handle much higher mechanical forces in all to create a system with superior performance, but still within the
directions than conventional steels. This enables the production original space envelope.

Products and ser vices / OVAKO
When a major increase in power density is required, IQ-Steel is a it can handle higher and more complex strains and loads over
great starting point for an entirely new powertrain concept, with the 2. IQ-Steel provides a longer periods. Furthermore, through the combination of IQ-Steel
number of performance
steel allowing engineers to free up space for surrounding systems advantages, allowing
properties and an alloying composition selected to optimize surface
to enable new levels of hybridization or to extend the range of an for lighter, stronger and structure after carburizing, it is possible to eliminate processes such
electric drivetrain. more compact parts as shot peening.
FATIGUE STRENGTH COMPETITIVE EDGE

Based on decades of research into fatigue, Ovako has developed a In the world of motorsport, every single kilo counts. This is why
detailed understanding of the correlation between defect size and leading teams depend on lighter, stronger transmission components
fatigue strength. The elongated inclusions that are found in typical to gain a crucial competitive edge. For Mats Karlsson, founder and
engineering steels have an important impact on the mechanical lead engineer at Unic Transmissions, IQ-Steel has made it possible to
properties of any component. This is because they destabilize the create driveshafts, gears and spline parts that are lighter and have
steel metallurgy, compromise fatigue strength and initiate cracking. longer lifetimes than designs based on conventional steel.
Inclusions must therefore be minimized where possible. BQ-Steels As a supplier to several world championship motorsport teams,
were an important step in the development of clean steel. Ultra- few understand the advantages of clean steel like Karlsson. He says,
clean IQ-Steels have taken this to the next level. With a higher degree “IQ-Steel enables a lighter, stronger, more compact transmission
of purity and smaller and much less elongated inclusions, IQ-Steels design that is capable of withstanding the most extreme forces:
exhibit better isotropic behavior after rolling. They can be used to acceleration from zero to 100km/h in less than two seconds, hard
build more reliable parts with uniform properties, which withstand braking and even harder turns.
complex loads in all directions, not only in the rolling direction. “Using a lightweight powertrain has two major benefits. The first is
It is important to note that IQ-Steel is not a steel grade itself. It is the that the lower rotational mass means faster acceleration and a more
result of the IQ process that can be applied across a range of grades. responsive feel for the driver. The second is that the car’s weight
Fatigue and its effects on the lifetime of critical steel components distribution can be optimized for improved handling.”
are a pressing concern for many transmission system designers. For over a decade, Unic has leveraged the material properties of
The accelerating drive for improved performance must be matched clean steel to provide transmissions for the world’s best competitors,
by the properties of the material. IQ-Steel provides a wider range including two world champions, as well as transmission parts for top
of design opportunities because, in contrast to conventional steels, level sports cars. The company also uses IQ-Steel for further weight
reduction by designing hollow driveshafts with the core drilled out,
1200
2 without sacrificing strength.
Karlsson suggests that the same design opportunities could hold
significant potential for the wider automotive industry. “Today’s
1000 modern automotive industry places extremely high demands on
high-performance steel and weight reduction. IQ-Steel is well suited
IQ-Steel
Fatigue Failure to these applications, where an initial focus on heavier parts such as
800 crown wheels could lead to massive weight reductions and increased
Fatigue strength [Mpa]
BQ-Steel design freedom.”

Ovako’s own test programs, carried out through years of rotating
600 bending fatigue tests, support this conclusion. By combining design
and material properties, the result is a lighter transmission system
with dramatically enhanced service life.
400 Conventional Steel IQ-Steel offers a number of advantages for transmission systems
thanks to 40-100% higher bending fatigue strength in simple load
cases, and up to 130% higher bending fatigue strength in multiaxial
200 load cases compared with conventional steel. It can also facilitate
Safe Zone major design changes for next-generation systems. 
0
0 10 20 30 40 50
Defect size [µm]
60 70 80 90 100 502 FREE READER INQUIRY SERVICE
To learn more about Ovako, visit:

Products and ser vices / ROTOTEST
Powertrain dynamometer
ADAS functionality will become 1. Rototest’s powertrain lthough the automotive industry has been forced
A
dynamometer enables to find new ways of working during the current
mandatory in European vehicles steering while driving
health crisis, the pace of vehicle development
in 2022, putting pressure on 2. The powertrain dyno
developed by Rototest
has not been substantially affected. However,
manufacturers to fully optimize can be driven in IPG’s the combination of new buying patterns, rapid
technical change and faster consumer adoption of new technology
CarMaker sim software
vehicle development and testing means the industry now has to look for new methods to optimize
time-to-market.
Swedish company Rototest specializes in vehicle test systems
that allow road testing to be moved indoors, thereby enabling far
greater efficiency in the development process by providing a highly
repeatable, controlled laboratory test environment.
In 2022, new safety technologies will become mandatory in
European vehicles to protect passengers, pedestrians and cyclists.
They encompass advanced safety features commonly known as
advanced driver assistance systems (ADAS). The objective of these
systems, which most new vehicles are now equipped with, is to
assist the driver in different traffic scenarios. One example is lane-
2 keeping assist (LKA), which uses a front-mounted camera, radar or

Products and ser vices / ROTOTEST
IPG CarMaker
EtherCAT
1-10kHz EtherCAT
10kHz
Vehicle model including tire models
Dynamometer
e.g. IPG CarMaker with IPG Xpack4
controller
(hard real-time) Test object (UUT)
both in combination with the electrical power steering of the vehicle 3. Rototest systems Development of ADAS functionality is traditionally conducted in
to adjust the steering angle to keep the vehicle in lane. can either be connected software-in-the-loop (SIL), model-in-the-loop (MIL) and hardware-in-
to external simulation
environments or used as
the-loop (HIL) environments where software, models and hardware
FLOATING INSTALLATION built-in vehicle models components are used in a simulated test environment to calibrate
Functions such as LKA are where the unique floating system featured 4. Rototest dynos fully functionalities. From HIL, traditionally the development is then
on Rototest’s dynamometers excels. Floating installation means that support the test vehicle transferred to road testing. A novel, more efficient and repeatable
the test object or test vehicle is not fixed to the floor. This means the with a unique floating method is to calibrate the performance of the ADAS function while in
dynamometer system allows steering maneuvers to be conducted installation that doesn’t the laboratory, thereby reducing time-consuming, resource-intensive
require any restraints
while running. Additionally, the steering angle can be connected to road testing.
the dynamometer controller that dictates wheel speed to correlate
with the steering radius. PATENTED TECHNOLOGIES
Furthermore, because the dyno units are able to follow the Rototest owns numerous patents for its dynamometer technology
steering direction very easily on the floor, the Rototest system can and has recently added a new one for a testing technology that
fulfill the needs of applications where just the possibility of being can replicate steering torque such as self-aligning torque, which is
able to analyze steering is enough. For more complex applications, torque that steers the wheel while rotating around its vertical axis.
steering torque capabilities may be required, replicating torque The solution from Rototest does not require any modification of
steer when driving on road, for example. LKA may be an application the test vehicle, so it can be applied to any vehicle and even works
where this kind of analysis is necessary, as could other steering on vehicles with four-wheel steering. Rototest Natural Steering can
capable functions such as fully autonomous driving. This is because be installed in minutes and adds a servo-assistance functionality to
steering torque is often used as a feedback signal to the vehicle’s the dynamometer, thus providing the vehicle with representative
internal model and supervision system. steering torque.
The dynamometer system – in combination with the servo-
assisted steering – can be operated through, and is fully supported
4 by, an integrated 14DOF vehicle model. This ensures that the testing
environment is easily accessible. For customers who wish to use
simulation together with a dynamometer, Rototest’s dyno systems
support an open API to externally control the dynamometer units
independently, enabling connection to any simulation environment
regardless of interface, such as CAN, UDP and EtherCAT.
To simplify the step from HIL to vehicle-in-the-loop, Rototest has
partnered with German real-time automotive simulation company
IPG Automotive and implemented IPG’s CarMaker/TestBed EtherCAT
API, offering a ready-to-run interface. This also enables modeling
of the vehicle’s surrounding environment, including objects such
as other traffic, making it a complete test environment.
The Rototest powertrain dynamometer – and its connectivity
solutions – not only offers ways to achieve massive time savings,
but also only requires a hard, flat floor to be installed. And as there
are no horizontal forces acting on the vehicle during testing, full
acceleration and emergency braking are undramatic, with the
system design ensuring a stable test environment as well as an
unmatched vehicle installation time. 

To learn more about Rototest, visit:

Products and ser vices / NESTE INNOVATION
Renewable
fuel solutions
A global view of clean and sustainable energy solutions will enable the
automotive industry to considerably reduce emissions straightaway
ith legislation to reduce greenhouse gas (GHG) considering the deadline set to reach emissions targets. Focusing on
W
emissions tightening and with irreversible climate 1. Frontier Economics’ a single solution would be a grave mistake.
crediting system allows
change looming, the automotive industry needs to the use of renewable
The necessary technical breakthroughs already exist. All policy
look at all possible solutions, and not neglect the fuel solutions to meet makers and the industry has to do is create an operating environment
ones already available. fleet emissions targets and culture that enable optimum use of the available technologies
With that in mind, it is important to consider emissions over the to combat climate change. In practice, this would mean establishing
entire lifetime of the vehicle when aspiring to develop more climate- a new regulatory framework recognizing renewable and alternative
friendly solutions. All emissions, from manufacturing to recycling, fuels as a means of reducing vehicle CO2 emissions.
must be taken into account.
Many people are surprised by the results when the emissions of MEETING TARGETS
electric and diesel cars over their lifetimes – about 200,000km – are Renewable fuels offer the potential to further reduce GHG emissions,
compared, factoring in different energy sources. An electric vehicle helping OEMs meet the new fleet targets without compromising the
running with 100% wind power seems the best solution, but a diesel ongoing electrification initiatives. In this way, the full potential of both
running with 100% renewable fuel can prove a better choice. options can be used.
The GHG emissions from the vehicle production process and from Together with Neste, Frontier Economics has developed a model
electricity production have a large impact and are often neglected that allows the industry to meet fleet targets by purchasing tickets
when comparing alternatives. from renewable fuel producers via an EU-controlled trading system.
None of the alternatives available – including both electrification The tickets cover the lifetime CO2 emissions of the vehicles and
and renewable fuels – will be sufficient on their own, especially when can be used to either lower the fleet average or be allocated to a
A voluntary
A voluntary crediting
crediting system
system that
that links
links to
to RED
RED II prevents
II prevents
double
double counting
counting and
and provides
provides aa climate-effective alternative
climate-effective alternative
1

Products and ser vices / NESTE INNOVATION
The
Thecurrent
currentCO
CO22regulation
regulation is
is not telling the
the whole
wholetruth
truth
2 LCA-Based Vehicle Emissions 3
Regulatory Focus
Life cycleanalysis
Lifecycle analysis
Well-to-Wheel
Well-to-Wheel
Tank-to-Wheel
Tank-to-Wheel
Raw Material Material, Powertrain

Material, Powertrain & Fuel & Fuel/Energy
Fuel/Energy Use
Use End-of-Life
End Recycling
of Life Recycling
Vehicle
VehicleManufacture
Manufacture
Extraction
Extraction Components Manufacture
Components Manufacture Energy Cycle (Tailpipe
(Tailpipe Emissions)
Emissions) and Disposal
Recognizes the GHG advantages of biofuel, and takes Current Vehicle Emissions
GHC of electricity generation into account Regulatory Focus
single vehicle to create a carbon neutral vehicle. This enables the On top of this, Neste HVO is used as a blending component in
vehicle industry to achieve true emission savings by ensuring that 2. Different solutions fossil diesel in several countries, contributing to a reduction in CO2e
need to be evaluated
greater volumes of renewable fuel reach the market. over the entire lifecycle (carbon dioxide equivalent) from road traffic. Unlike with biodiesel,
The system is connected to the Renewable Energy Directive, 3. Availability of Neste
there is no blending limit, which means it is possible to go above the
so the renewable fuels are guaranteed to meet all of the stated MY HVO100 and other traditional 7% without any issues.
sustainability requirements. renewable solutions is Neste believes strongly that by developing technologies based
There is much hype around new technologies, but without continuing to improve on lignocellulosic biomass, algae and power-to-X it is possible to
any consideration for the fact that they will require the renewal of 4. A comparison of significantly increase the share of renewable fuels.
the climate impact of
vehicle fleets and energy logistics, which comes at a very high cost “Renewable and alternative fuels have the potential to replace half
different powertrains
and means the benefits will be slow to be realized. Unfortunately, and energy sources, of all fossil fuel used in road traffic by 2040. We just need to give them
there is not so much focus on what can be done now and over the based on European a fair chance,” explains Mats Hultman, head of OEM partnerships,
next 5-10 years. Commission JEC WtW Neste Innovation and R&D. 
2020 data (use phase)
The talk of banning internal combustion engines is a case in point.
as well as other public
Combustion engines are not the problem – it is the fossil fuel used to sources (production
power them. Banning the combustion engine would close the door and vehicle end-of-life)
Lifecycle analysis of different powertrain options
in a passenger car (tons of CO2e)
on several sustainable solutions, such as biofuels and e-fuels, which 4
the auto industry cannot afford to exclude if it wants to reach climate
targets and reduce GHG emissions from road traffic.
An important part of the solution is using existing sustainable
solutions such as renewable diesel and biomethane, in combination
with scaling up new tech solutions such as e-fuels. To fully use this
potential, favorable regulation that recognizes the potential of these
solutions is needed.
INCREASING USE
Neste already has a product available in large scale that is able to
reduce GHG emissions by up to 90% compared with fossil diesel.
Neste MY Renewable Diesel (HVO100) is available at approximately
500 filling stations in Europe and North America, with nationwide
coverage in Finland, the Netherlands and Sweden. Production of vehicle Use phase 200,000km Vehicle end-of-life
Unlike fossil diesel, Neste MY Renewable Diesel has no aromatics
or impurities, so the fuel combusts with maximum efficiency. The
high cetane number ensures clean, efficient combustion, keeping
the combustion engine significantly cleaner than the traditional
biodiesel FAME.
To learn more about Neste Innovation, visit:

Products and ser vices / ROBERTSHAW
Thermal
management
Advanced cooling and fluid control countries are incentivizing consumers to switch from ICE vehicles
to EVs through subsidies and tax incentives. Several European cities,
for next-gen thermal management including Amsterdam, Brussels and Barcelona, are implementing
systems can help manufacturers new legislative policies to reduce the number of ICE vehicles on
meet changing technical needs the road.
These policies are changing consumer attitudes toward EVs
– another major factor in projected growth. In Germany, where
mpacted by significant market transformation driving range and lack of charging infrastructure are barriers to
I
and public policies around reduced emissions, the 1. The Ranco five-port adoption, the government has earmarked US$2.8bn of investment
valve is one example of
global automobile industry has entered an exciting for EV charging infrastructure as part of an economic recovery plan,
Robertshaw’s multi-port
new era. The long-standing need to continuously cooling valves, which and passed legislation mandating installation of an EV charging point
improve the efficiency of internal combustion maintain a low pressure at all fuel stations.
engines to drive reduced emissions is coinciding with technological drop while reducing
plumbing complexity,
advances in hybrid electric vehicles, plug-in hybrid electric vehicles DESIGN CHALLENGES
connections, space
and battery-electric vehicles. Combined, these trends present the requirements, leaks EVs present the need for new specialized fluid system designs for
need for unprecedented innovation to create an emission-free, and total system cost outcomes such as efficient thermal management. As the industry
climate-friendly ecosystem. Fluid control is one area with great retools for increased EV production, the prevention of premature
potential for technical innovation to drive the transformation of parts wear and vehicle breakdowns is as much of a priority as it ever
the industry. was for ICE vehicles, but optimal battery and motor performance
The stakes are high, particularly in regard to EV research and is also a major priority. Maintaining an optimal lithium-ion battery
development. By the end of the decade, experts predict that EVs will temperature range of about 15-27°C facilitates maximum battery
comprise anywhere from 28% to 36% of global vehicle sales, and the performance and life. Also, EV motors are inherently subject to
competition to capture market share is intensifying among vehicle lower temperatures than ICEs, so breakdowns are considerably
manufacturers. Europe will be one of the leading areas of adoption less likely. All these EV-specific factors create significant innovation
during this period: by 2030 it will account for 27% of the global EV demands around thermal management systems that ensure a low
market, behind only China (49%). By then, the European domestic pressure drop.
market share for EVs is forecast at 42%, also trailing only China (48%). By designing new, state-of-the-art liquid cooling systems, EV
Public policy is one factor driving demand for EVs in Europe. manufacturers can keep the battery and motor at optimal operating
For example, Germany plans to reduce greenhouse gas emissions temperatures. This prevents the battery from overheating, maintains
by up to 95% by the end of 2050 compared with 1990 levels. Many the e-motor’s operating efficiency, maximizes driving range and

Products and ser vices / ROBERTSHAW
2 3
extends the life of the vehicle’s power systems, and, therefore, The unique design of the Ranco five-port valves combines the
the life of the vehicle. 2. The Ranco six-port functions of multiple two-, three- and four-port valves into a single
More efficient cooling is one example of the value better valve offers the same valve and offers the same benefits. Additionally, five-port valves
design and cost benefits
fluid control can add to vehicle design. Robertshaw, a leader in as the five-port valve consolidate two valve functions into one by combining the series/
automotive fluid control and thermal management technology, but has an additional parallel mode valve and proportional blend valve. These valves suit
helps manufacturers design fluid control systems that perform port to suit a different various vehicle communication options including LIN, PWM, basic
efficiently with reduced design complexity and enhanced overall system configuration and analog.
system performance. 3. Ranco also offers Robertshaw also offers an integrated coolant bottle system
an integrated thermal
system that features a
that gives manufacturers further opportunities to reduce system
REDUCING COMPLEXITY coolant pump, check complexity and cost by scaling down the number of components.
Robertshaw is a global design, engineering and manufacturing valve and multi-port Previously, the company supplied only valves and actuators for
company that offers more than 10,000 custom electronic and valves to regulate the many cooling systems, and other vendors supplied an inverter
flow of coolant to
electromechanical controls for customers including manufacturers the cooling systems
motor, pumps, a chiller and an expansion tank. The company
of passenger cars and medium- and heavy-duty trucks. Multi-port saw the potential to create a single centralized solution and help
coolant valves with electronic controls and an integrated coolant manufacturers cut system complexity, space requirements and
bottle system are some of the company’s products that serve as key cost. Perhaps just as important, this system eliminates the hassles
components of many systems, and reduce design complexity and of managing multiple vendors and part numbers. For this system,
system costs. Robertshaw provides the coolant reservoir, valve, actuator, pumps
The company offers Ranco two-, three-, four-, five-, six- and and chiller. The manufacturer works with a single partner that lowers
eight-port valves, which minimize pressure drop by reducing the testing and installation costs and provides a smaller, lighter solution.
amount of energy required to move coolant. Additionally, they are Just as importantly, the manufacturer can save between 6-33% on
engineered to prevent system leaks. They are available in various the cooling system.
port sizes to accommodate various system design architectures In an increasingly competitive global automotive market,
and communication protocols including LIN, analog, PWM and Robertshaw has introduced technical solutions such as these with
external controls inclusive of 12V, 24V and 48V. These valves ease the aim of enabling vehicle manufacturers to keep up with changing
plumbing complexity by reducing complex loops and connections — marketplace demands. 
Robertshaw has various connection options for the points that exist,
including quick connect. Equipped with an integrated mounting
bracket, these valves enable manufacturers to reduce fluid volume
and hosing, and therefore required system space and cost.
To learn more about Robertshaw, visit:

Products and ser vices / THE LEE COMPANY
Plugging
technology
A global manufacturer has found a cost-effective solution to reliably seal cross-
drilled holes in transmissions and engines, ensuring reputations are maintained
ne of the largest automotive manufacturers in 1 2
O
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 the leaking plugs were
unacceptable, and the reputation of the company was at risk. So,
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 Lee’s plugging technology
evaluation. After several 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 to identify the
design objectives for a zero-defect sealing device, The Lee Company
benchmarked the design solution against the client’s other plugging
technologies. It also introduced the OEM to the concept of design of Controlled expansion during installation causes the lands and
experiments (DOE) and demonstrated its problem-solving ability. 1. The Lee Company’s grooves on the outside of the Short Betaplug’s body to bite into the
Short Betaplug is a pre-
wall of the fluid passage, creating a completely leak-tight seal and
assembled, one-piece,
TAPERED EXPANSION PLUG tapered expansion plug ensuring retention.
Through this challenge to find a 100% reliable seal for cross-drilled specifically engineered The unique tapered plug design eliminates the requirement for
holes, The Lee Company developed the Short Betaplug. This was to seal fluid passages tight manufacturing tolerances and enables the designer to minimize
without the need for
designed to be a pre-assembled, one-piece, tapered expansion the wall thickness required around the plug, even when using brittle
a thread or any sealant
plug specifically engineered to seal fluid passages in castings and housing materials.
2. Controlled expansion
housings without having to use either threads or sealants. during seal installation The Short Betaplug continues The Lee Company’s mission to
enables the lands and design and build state-of-the-art products that exceed customers’
3 grooves on the outer expectations for utility, performance and quality. The firm constantly
diameter of the plug strives to improve product designs, the manufacturing process and
body to bite into the
wall of the fluid passage,
the quality system. The ultimate goal for The Lee Company is a zero-
creating a leak-tight seal defects product and a fully satisfied customer.
3. The Lee Company’s For over 70 years The Lee Company has pioneered the design
Short Betaplug solved and manufacture of small precision fluid control components for a
the manufacturer’s wide range of industries, including aerospace, medical and scientific
problem with leaking
instrumentation, industrial and – of course – automotive. Its products
plugs, which had been
causing complaints and are recognized worldwide for quality, reliability and performance.
high warranty expenses Its capabilities and engineering expertise keep the company at the
forefront of fluid control technology and identify it as an innovator
in the field of fluid handling and control. 

To learn more about The Lee Company, visit:
6 4 Engine Technology International.com / March 2021

Products and ser vices / IAG-NG
Onboard of a chassis or engine

test facility. This makes
FTIR system
comparative measurements
2 with the same IAG-NG device
a simple task. To further enable
comparative measurement, the OFS
is equipped with a CANbus as well as a
freely customizable AK interface. In addition,
The result of 18 months of extensive the OFS features a GPS and g-shock sensor.
development, a new compact onboard For onboard use, IAG-NG developed a separate power supply
diagnostics system enables accurate module, the SVM, which consists of battery packs and a sine
converter. The operation time of a preconditioned OFS, using the
and portable emissions measurement SVM, is roughly six hours depending on environmental conditions.
EXTENSIVE EXPERIENCE
n 2019, IAG-NG decided to begin development of an Rainer Pokorny, CEO and CTO at IAG-NG, says, “Thanks to years of
I
onboard Fourier transform infrared (FTIR) system. 1. IAG-NG’s latest OFS know-how in the design of heated valve and filter blocks, we were
FTIR system is compact
For the Austrian company, the most challenging able to give the OFS a total gas volume of less than 100cm3. The FTIR
and light enough to be
aspects of the technology development were mounted on a tow bar spectrometer that is used for the OFS is capable of up to 5Hz data
limitations in size and weight, strong vibrations, 2. The OFS has been acquisition, features a stainless-steel gas cell with an internal volume
elevation variety requirements and operation resources. But at the designed to cover all of 70cm3 and offers an optical path length of 5.11m.
end of last year, following 18 months of extensive development and future requirements for “The massively reduced system volume, accurate component
dozens of on- and off-road tests, IAG-NG launched its answer to the onboard detection of heating, and high level of parts quality has led to a truly impressive
NH3 and N2O emissions
increasing industry demand for portable onboard diagnostics (OBD) NH3 T90 response time of less than three seconds when using a 2m
measurement systems. heated line.”
The IAG-NG OFS is designed to be compact. Measuring just 600 x IAG-NG caters for all commonly used fuel types such as diesel,
500 x 400mm and weighing less than 50kg, it can be used not only gasoline and CNG as well as most calibration categories (N2O, NH3,
on a tow bar but also inside the passenger cabin. And thanks to a CH4). The company’s library is constantly being updated, and these
sophisticated new type of cushioning and suspension, the OFS will updates are automatically passed on to users. Calibrations remain
allow operation under acceleration forces of up to 9g. permanently stored on the device and are checked annually.
The sampling concept, which is based on vacuum extraction The OFS operation software is equipped with all routines to be
pump technology, can generate a software-adjustable sample flow EPA 1065 compliant, including vacuum leak check, linearity check
of up to 6 l/min at an altitude of 1,500m and up to 12 l/min at sea level. and interference check. PDF reports of all these checks can be
Thanks to the design and measurement physics of the FTIR system, generated automatically. 
it is not necessary to carry any additional operation or calibration
gases inside the vehicle.
The operating voltage of the OFS is 230V. This offers the flexibility
to use the OFS either as an OBD system or in the safe environment
To learn more about IAG-NG, visit:

Products and ser vices / ACERTA ANALY TICS
1 Obviously, that’s much more information than a human being

can be expected to handle, hence the need for machine learning.
By analyzing the noise generated by the gearboxes during testing,
Acerta’s LinePulse machine learning platform was able to identify
specific signatures based on the energy present at different levels
of frequency.
USEFUL INSIGHT
Although the supplier’s engineers had attempted a similar approach
on their own, it was only with machine learning that they were able
to examine the data at a sufficient volume and with enough depth to
gain useful insights. For example, by focusing on variables correlated
with rotation, LinePulse was able to normalize the aforementioned
signatures despite changes in RPM (and hence pitch) during testing.
As a result, LinePulse was able to detect manufacturing defects
that produced structure-borne noise, such as gear-tooth fractures.
It could even identify problems with individual gears on the basis
of gearbox noise alone. In the end, Acerta’s LinePulse achieved 89%
classification accuracy in predicting which gearboxes would survive
and which would fail while still under warranty. This approach has
Machine
also proved to be applicable to testing other rotational systems, such
as tires, fans and transmissions.
By integrating machine learning into its existing end-of-line testing,
the supplier considerably increased the rate at which its test data
learning
was analyzed. By the company’s own estimates, this is expected to
reduce its warranty expenses due to gearbox failures by over €2m
(US$2.4m) per year.
This is just one example of how machine learning technology can
amplify domain knowledge to unlock the otherwise hidden value of
manufacturing data which, for many auto makers, is being collected
Artificial intelligence is enabling and stored but not fully utilized.
auto makers to fully capitalize on Other examples of machine learning applications that deliver real
manufacturing data to increase results in manufacturing include reducing the time for root cause
analysis, increasing the visibility of a unit’s production history, and
production quality and efficiency even generating recommendations during the assembly process to
improve throughput and reduce variability in real time. 
here is a lot of hype around artificial intelligence, 2
T
machine learning and the much broader concept 1. The Acerta LinePulse
Industry 4.0. And the natural question that many platform can analyze
the noise frequencies
vehicle manufacturers will be asking is, “Can these generated by a gearbox
actually make a notable impact on the production to identify gear fractures
line and, if so, how?” 2. Acerta Analytics’ AI
It’s true that AI and machine learning are very recent additions technology can help
to the automotive engineer’s toolkit. Hence there are relatively to reduce variability
in manufacturing and
few use cases to act as proof of their value. Nevertheless, there are decrease timescales
demonstrable results from empowering manufacturing data with AI. for root cause analysis
Here is one case: a leading driveline supplier was looking to
reduce the number of warranty issues from its gearboxes. Although
the units were covered under warranty for 5-10 years, some were
only lasting for two. Customers were becoming frustrated, and the
company was experiencing significant losses from shipping and
replacing the gearboxes that failed under warranty.
The company provided Acerta Analytics with its gearbox testing
data, which was distributed across multiple files representing
six independent tests, each of which was recorded differently.
The result was a very large, unstructured data set totalling over
10TB in size.
To learn more about Acerta Analytics, visit:

Products and ser vices / SFC KOENIG
Check valve
pressure relief
A compact check valve overpressure component enables global automotive
manufacturers to meet strict performance and reliability requirements
s auto manufacturers strive to achieve efficiency 1 2
A
goals, legacy assemblies are increasingly being
analyzed to identify opportunities to save space,
reduce weight and modernize designs. Recently,
SFC Koenig worked with a commercial vehicle tier
supplier on a redevelopment project for an exhaust gas recirculation
(EGR) system. Through the integration of a Koenig check valve pressure
relief solution, the customer was able to create a more compact
assembly that met strict performance and reliability requirements.
The check valve overpressure component provides critical safety
functions that maintain exhaust system performance even during
high-pressure conditions.
From early in the design phase, the SFC Koenig engineering team
collaborated with the customer to review installation challenges,
including small bore sizes, complex port configurations and difficult During assembly of the EGR valve, installation equipment
installation locations. A special Koenig 5.5mm, reverse flow, check 1. The SFC Koenig part efficiently positions the one-piece BR 5.5 valve into the proper
acts as an exhaust gas location within the port. The part’s serrated external sleeve is
valve pressure relief design was selected for the application and
relief valve within the
configured to meet specific application requirements. engine system, similar then expanded into the port walls, creating a completely secure
During normal exhaust system operation, the check valve remains to the one shown here metal-to-metal seal that permanently sets the pressure relief valve
closed. However, when system pressures increase – typically due to 2. A BR 5.5mm reverse in place. With controlled, even, low radial forces and no torsional
higher temperatures – and reach the predetermined 10 bar cracking flow check valve offers forces throughout the entire installation process, the SFC Koenig
pressure, the valve opens, channeling exhaust gases back into the critical performance sealing solution minimizes port deformation, cracking and damage
and safety functions
fuel system. When the pressure levels reduce to 8 bar, the valve within the EGR system
to the base material.
automatically closes. Additionally, SFC Koenig components support flexible alignment
3. A 3D CAD schematic
of the BR 5.5mm Koenig tolerances, and are designed to achieve precise positioning in deep
EFFICIENT INSTALLATION check valve. Red and hole installations. This enables the auto maker to position the check
The new fuel system design features thin port walls. The design blue arrows indicate the valve within the assembly, ensuring a truly safe, strong and reliable
part’s circumference
of Koenig’s check valve components is based on an expansion installation within the complex system geometries.
and serrated sleeve,
principle, effectively addressing thin-wall challenges by evenly which expands into Installation of the Koenig check valve relies only on a metal-to-metal
distributing stress in the housing, both during installation and the base material. The interface, and requires no chemical sealants or additional machining
throughout long lifetime operations. green arrow indicates processes, reducing the risk of contamination.
the direction of gas flow
SFC Koenig engineers worked closely with the customer to identify
4. SFC Koenig offers the installation location as well as force and distance controls. During
check valves in both
3 4
forward and reverse development, the team also provided analysis testing, reporting and
flow configurations reviews, collaborating with the customer throughout the redesign
process. SFC Koenig’s extensive experience partnering with major
auto makers, combined with the track record of its solutions – with
failure rates less than 1ppm and more than five billion parts installed
– enabled the customer to focus on significant system integration
challenges, while the SFC Koenig team concentrated on the EGR
pressure relief check valve function. 

To learn more about SFC Koenig, visit:

Products and ser vices / BORGWARNER
Clutch
module
Innovative shift technology can help meet the fast-growing
demand for more efficient hybrid and electric drive systems
n order to provide maximum efficiency, today’s
I
propulsion systems require sophisticated solutions
for the entire powertrain. This includes clutch
modules. BorgWarner’s Multi-Mode Clutch Module
(MMCM) meets growing demand for innovative
shifting technologies within the hybrid and electric vehicle market.
This mechanical clutch offers a range of selectable operating modes
Freewheel Free Freewheel
ranging from freewheel clockwise and counterclockwise, to locked CCW mode CW
and free. Cam
gray
Hybrid and electric engine technologies are developing rapidly, transparent
creating both growing demand and additional opportunities for Turn cam Turn cam
innovative solutions along the drivetrain, such as enhanced shifting clockwise counterclockwise
technologies like MMCM. This system not only improves traditional 1
single-direction synchronization by considerably reducing drag
torque, it also manages to retain the last position that had been and soft launches on hills with high gradients can be enabled via
selected while not consuming additional power. Outer and inner 1. The MMCM system’s the system’s high torque capacity and near-zero drag, as can single-
selectable operating
race, pawls and a cam are the main components of this selectable modes (free, freewheel
direction synchronization. These features also allow performance
pawl clutch, enabling freewheel clutch operation with a passive clockwise and freewheel improvements for small, low-torque passenger vehicles. In addition,
shift. Switching from overrun to block and vice versa is automatic. counterclockwise) are the multi-mode clutch can reduce parasitic losses for better system
The interaction of the pawls with the inner race is controlled by the enabled via the use of efficiency in normal driving conditions because it is disengaged
a rotating cam system
cam. This enables multiple operating modes. while the secondary clutch is operating at the respective higher gear.
2. The BorgWarner If a planetary gearset is employed with two clutches, including the
MMCM is designed for
DIVERSE APPLICATION internal combustion, MMCM (first gear) and a friction clutch (second gear), the system can
A multispeed gearbox can significantly enhance electric vehicles hybrid or fully electric also be used as a brake.
by, among other benefits, lowering total cost of ownership and powertrain application Different application options are available using either hydraulic
positively influencing overall efficiency for notably improved range. or electric actuators, the size of which is determined by system
Multispeed gearboxes using an MMCM as the shift element can requirements such as shift speed and residual torque. Hydraulic
offer advantages in high-efficiency applications and under normal actuation can be implemented through two positions – including
driving conditions. In sports car application, improved acceleration a transient middle position – or by employing a three-position
discrete actuator and distinct piston areas. Control of the system
2 through electrical actuation is possible, for example, via a strong
proportional solenoid or a parking lock actuator.
Electric and hybrid vehicle propulsion systems are subject to
constant development, and so are their parts. Electric motors and
their dynamic drive characteristics require innovative solutions for
the entire powertrain. Advanced shifting technologies can support
the growing demand for maximum efficiency, which is necessary
to counteract the reduced energy density of electrical storage
systems. Advanced components such as the MMCM are providing a
multitude of options to meet the requirements of various propulsion
solutions for successful vehicle electrification and hybridization. 

To learn more about BorgWarner, visit:

Products and ser vices / PCI MACHINING
2
1
The double-spindle machines from PCI feature two completely

independent spindles, available in four or five axes, and different
spindle options. The HSK100 offers up to 12,000rpm, and the
HSK63 enables up to 18,000rpm. Flexibility is a key aspect of
the Meteor machine range, enabling more efficient production
through simultaneous machining of two identical parts, through
simultaneous machining of two symmetrical parts, and through
simultaneous and independent machining of a single large part
Machining
with the two spindles. The ability to make micro-adjustments
considerably increases machine accuracy. A wide variety of
components can be machined, such as transmission, structural
and chassis parts. PCI machines are designed to offer feed rates
for e-mobility
up to 90m/min and an acceleration of 20m/s².
As well as having experience in custom-developing machining
processes and the machines for a required part, PCI Machining
specializes in the engineering and supply of transfer lines and
turnkey production lines for automotive parts manufacturers.
A flexible, high-speed machining center can The company – which now belongs to Tongtai Group – has opened
up to the international market, benefiting from Tongtai’s support in
enable more efficient production of aluminum the form of a global machine tool group.
and cast-iron parts for internal combustion And now PCI Machining is celebrating 70 years as a company
and electric powertrain system manufacturers and more than 1,000 installations globally. Since the company’s
establishment, innovation has been part of its DNA. More than just
machine tools, the company has previously developed a honing
ith e-mobility applications – and battery trays in system for machining centers and eSpindle technology for smart
W
particular – in mind, PCI Machining added a larger 1. The Meteor machining manufacturing processes.
systems come in various
machine size to its range in 2019. The company, Committed to a significant research and development plan,
sizes, and in double-
which designs and manufactures machining or single-spindle, for PCI aims to maintain its technological standing to enable it to
solutions for the mass production of automotive production of a range of meet customers’ most demanding expectations. The company’s
parts, introduced the Meteor 3000-W (single spindle) and TS3000V-W powertrain components numerous partnerships with multidisciplinary players enable it
(double spindle) machines, which enable 3,000mm, 1,600mm and 2. PCI technology can to anticipate changes and further improve its expertise. 
1,260mm strokes for the x-, y- and z-axis respectively. The z-axis enable production of
large powertrain parts
stroke is split between the spindle and the trunnion table, which are such as battery trays
3
both able to travel 630mm. 3. PCI has designed its
Dual-spindle horizontal machining centers are playing an dual-spindle machining
increasing role in automotive component manufacturing. This centers to enable the
includes producing parts for internal combustion systems, as well as manufacture of parts
for ICEs, BEVs and HEVs
electric motor housings and battery tray components for hybrid and
fully electric vehicles. Dual-spindle machines can produce parts for
almost any automotive application.
PCI was a subsidiary of PSA Group until 2015, and has extensive
experience in high-speed machining. The company offers its Meteor
range of single- and double-spindle machines in various sizes – 630-
2,400mm strokes – for a wide range of sizeable aluminum and cast-
iron powertrain parts.
To learn more about PCI Machining, visit:

Products and ser vices / TLX TECHNOLOGIES
Power
savings
Elimination of parasitic energy consumption is a vital
step in the pursuit of more energy-efficient vehicles
he migration from traditional vehicle development TLX Technologies has developed an integrated latch release circuit
T
to electric mobility and more efficient ICE options 1. TLX Technologies’ for failsafe operation of latching solenoids, eliminating the need for
did not happen overnight, but the growth in OEM latch release circuit can modifications to the system control strategy. This provides a simple
to be used in place of a
and supplier innovations continues to shift the standard solenoid to cut plug-and-play replacement for a standard solenoid while reducing
technological landscape at a rapid pace. That constant current draw the constant current draw to microamperes.
means the automotive industry is now in a race to bring the best 2. Latching solenoids When the solenoid is energized to pull in, a capacitor is charged
vehicles to buyers as soon as possible. are able to maintain in parallel. Power is then removed from the solenoid coil while being
Range is a key challenge in e-mobility, so design teams are under their state indefinitely maintained to the capacitor. Even though the capacitor requires
without drawing power
tremendous pressure to save every amp possible. One resulting a constant voltage signal to maintain charge, it draws nearly zero
trend is the replacement of standard solenoids and solenoid valves current. When the power source is removed from the capacitor,
with enhanced components that use latching technology. This the capacitor discharges, therefore providing the reverse-polarity
technology enables the solenoid to maintain either an open or pulse needed to de-latch the solenoid. This means that the latching
closed state indefinitely without drawing power, providing greater solenoid is controlled, simply, on the system level, in the same way
efficiency. It delivers important benefits, especially in cases where a traditional solenoid is controlled: power on to pull in, power off to
a solenoid or valve operates on longer cycles. However, significant return. Only the power consumption profile is significantly altered.
difficulties must be overcome to capitalize on the energy savings this For example, consider a solenoid that requires 12W of power to pull
technology offers. in. A traditional solenoid will also require 12W, or in the case of peak-
First, the control module in the vehicle must be able to send one and-hold control, perhaps 3W to hold it in the open position. Using
signal to actuate the solenoid and a different reverse-polarity signal the latch release circuit, 12W will be required to pull in, but almost
to de-latch the solenoid. Second, if the solenoid loses power, it must no power will be needed to maintain that position indefinitely, thus
maintain the last commanded state indefinitely rather than returning notably decreasing energy consumption.
to a failsafe position like a traditional solenoid. Mitigating these issues This latch release circuit is not completely free of challenges.
can create unwanted complexity in the control strategy, but there One downside is that the circuit, although lightweight, does add
are methods to overcome these obstacles and realize the desired size when integrated into the solenoid. However, this technology
power savings. could also be integrated at the ECM or BCM level to optimize total
system packaging. The transient power signature of the capacitor
FAILSAFE OPERATION also creates a challenge. Due to the very low resistance of a depleted
One way to simplify the control strategy of a latching solenoid is capacitor, there is a particularly large inrush current associated
to utilize a capacitive discharge circuit to de-latch the solenoid. with charging a capacitor. In one such application, an inrush current
of approximately 24A was observed. Although this inrush current
2 is only realized for a couple of milliseconds, it is likely that circuit
protection or isolation would be needed to protect other electrical
systems on the vehicle.
Eliminating parasitic energy consumption is crucial for improving
energy efficiency and range in new vehicles. The latch release circuit
with failsafe for latching solenoids is a highly innovative way to keep
control schemes simple while eliminating the constant power draw
seen with traditionally driven systems. Although this solution does
increase the size of the component, the power savings provide a
significant return on investment, particularly for applications with
a longer cycle time. 

To learn more about TLX Technologies, visit:

LEARN MORE ABOUT
OUR ADVERTISERS
NOW!
MA RCH
2021
A
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Industry exp
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INDEX TO ADVERTISERS
Accurate Technologies SAS............................................................................................35 Ovako AB..............................................................................................................................13
Acerta..................................................................................................................................35 PCI-SCEMM..........................................................................................................................25
BorgWarner GmbH...........................................................................Outside back cover Robertshaw.........................................................................................................................19
Eaton Corporation............................................................................... Inside front cover Rototest AB.........................................................................................................................25
Engine + Powertrain Technology International SFC Koenig...........................................................................................................................17
Online Reader Inquiry Service...............................................................................71 Tenneco................................................................................................................................3
IAG Prüfstandstechnik GmbH..........................................................................................15 The Lee Company................................................................................ Inside back cover
Lubrizol Limited..................................................................................................................14 TLX Technologies...............................................................................................................17
Neste Corporation..............................................................................................................11 www.enginetechnologyinternational.com...........................................................53, 71

FINAL WORD
Front runner
THE JARAMA WAS FAMOUSLY FERRUCCIO LAMBORGHINI’S FAVORITE
MODEL, YET IT PROVED TO BE THE LAST OF ITS KIND. ETi TAKES
A LOOK AT BOLOGNA’S FINAL FRONT-ENGINED GRAND TOURER
Words: Callum Brook-Jones
he Lamborghini success achieved an impressive 53/47
T
story has undoubtedly weight distribution.
been built off the OEM’s Most importantly though,
uncanny ability to create beneath the hood lay a 3,929cc,
a range of sleek, powerful 24-valve 60° V12 based on
rear-mid-engine supercars. Giotto Bizzarrini’s legendary
The Miura and the Countach were icons of original – the very same engine
the 1960s and 1970s, but if you had asked that powered the Espada and
Ferruccio Lamborghini to name his favorite Islero. Fueled by no fewer
model, he would have singled out a two-plus- than six double-body Weber
two grand tourer: the Jarama. 40 carburetors, the 12-cylinder
Lamborghini was famously critical of Enzo unit featured a pair of overhead
Ferrari and the cars he created, feeling that camshafts either side of the cylinder
they were too unrefined for road use. The banks and generated a peak power
Bologna brand’s early grand tourers were output of 350ps at 7,500rpm. This meant
an answer to that, but although the Jarama the Jarama could hit a top speed of 260km/h
was Ferruccio’s car of choice, it turned out to when fitted with a five-speed manual.
be the last front-engined GT to be produced Just two years after the unveiling of the After the Jarama, Bizzarrini’s
by the company. Jarama, Lamborghini released a GTS variant legendary V12 engine went on
Taking its name from fighting bulls bred at the 1972 Geneva Motor Show. The new to power the Miura and Countach
in the Jarama river area of Spain, the 1970 model introduced revisions to the V12, with in the rear-mid-engine layout
V12 grand tourer was a product of lead vehicle updated carburetors, cylinder heads and
designer Marcello Gandini. Influenced by the exhaust system helping to deliver 365ps. occupied by the Islero. But, commercially
architectures of the earlier GT350, GT400 and Alongside these changes, a newly designed, speaking, it wasn’t Lamborghini’s finest
Islero, the Jarama’s design encompassed an GTS-specific transverse air intake allowed hour. Just 328 were ever built – a small
array of 1970s automotive trends, including air to be drawn in via the hood. number even by Lamborghini standards.
angular body lines and two pairs of headlights Unlike Lamborghini’s front-engined Yet, despite a relatively short-lived stay
that could be hidden away under motorized layout, the 60° V12 layout stood the test in the manufacturer’s vehicle line-up,
flaps at the front. of time and was produced in various forms the elegance, comfort and power that the
Due to its all-steel construction, the Jarama all the way from 1963 to 2011 before being Jarama – and its 12-cylinder – offered made
– which featured an Espada chassis that was replaced by the 6.5-liter L539 unit, which it everything that Ferruccio Lamborghini
shortened by 272mm – weighed in at 1,450kg. had a lighter block, revised firing order and believed Ferrari couldn’t deliver. And for
That’s 135kg heavier than its predecessor, oversquare bore-to-stroke ratio. that reason, the brand’s final front-engined
the Islero. Despite this weight, and thanks to The Jarama did achieve its primary goal, grand tourer will be remembered as one of
a combination of design efforts, Lamborghini which was to fill the gap in the market once his all-time favorites. 

LEE MINIATURE CHECK VALVES | RELIEF VALVES | SHUTTLE VALVES | FLOW CONTROLS | PRECISION ORIFICES | EXPANSION PLUGS
SOME COMPANIES IMITATE.
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valves to shuttle valves, flow controls, precision
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we’ve been delivering engineered solutions
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We have the experience, product breadth, and
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860-399-6281 | 1-800-LEE PLUG | www.leeimh.com
The Lee Company WESTBROOK•LONDON•PARIS•FRANKFURT•MILAN•STOCKHOLM
EngineTechInternational_JUNE2020.indd 1 5/7/20 2:00 PM

We enable the switch –
to highly efficient electric drives.
Whether in a highly efficient combustion engine, an intelligent hybrid system or the very latest electric drive: BorgWarner is
driving propulsion system solutions of today and tomorrow. With our electric product portfolio, we already cover virtually all
fields of technology that are critical to electric vehicles, including electric motors, transmissions and power electronics, single
or as complete eAxle module solutions, and thermal management. As a product leader in the field of propulsion systems,
BorgWarner is paving the way for a clean, energy-efficient world.
borgwarner.com

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MARCH 2021

RACE READY POWER TRIP LIFE LESSON

IN THIS ISSUE March 2021

TECH INSIDERS REGULARS

Engine Technology International.com / March 2021 1

PRODUCTS & SERVICES Editorial

Anthony James Average net circulation per

US Postmaster: send address changes to Engine + Powertrain Technology International,

2 Engine Technology International.com / March 2021

Learn more at tenneco.com.

4 Engine Technology International.com / March 2021

oyota has gone all-in on its latest hot

Engine Technology International.com / March 2021 5

6 Engine Technology International.com / March 2021

Meanwhile the positive crankcase ventilation (PCV)

COATINGS AND TREATMENTS

Engine Technology International.com / March 2021 7

8 Engine Technology International.com / March 2021

stroke of the pedal, smoothing out the jerkiness of instant

Engine Technology International.com / March 2021 9

environmental impact of the battery pack, without 1

2. The electric MX-30

10 Engine Technology International.com / March 2021

SIMILAR BUT DIFFERENT

12 Engine Technology International.com / March 2021

Ovako_advert_215x275_Feb_2021.indd 1 2021-01-12 10:38:42

Profile: round grounding in engineering in a diverse

Visit Lubrizol360 for industry news, trends and market

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14 Engine Technology International.com / March 2021

“The most rewarding moment of my career DO LEGISLATORS HELP OR HINDER

The Onboard FTIR System for exhaust gas measurements on the

Engine Technology International.com / March 2021 15

here is one question that has always RIGHT: Marketers’

16 Engine Technology International.com / March 2021

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y common consent, the earliest form of RIGHT: Legislation has

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Ranco is meeting the needs

Integrated Electronically Controlled Multi-Port Valves

Low pressure drop

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A COMPREHENSIVE, NEW RESEARCH

The keystone of this investment is the

Engine Technology International.com / March 2021 21

ABOVE: SEAT hopes that

SEAT’s Martorell site is also targeting a zero-carbon

22 Engine Technology International.com / March 2021

ABOVE: The addition of a

Engine Technology International.com / March 2021 23

James robots; AIP and Froude durability

24 Engine Technology International.com / March 2021

Learn more about our testings solutions at www.rototest.com

Double independent spindle - Flexibility and versatility combined

Learn more at www.pci-machining.com

Ad_2021.indd 1 27/01/2021 10:26:58

THE GLOBAL MARKET FOR

26 Engine Technology International.com / March 2021

nce synonymous with global market value from US$9.6bn in 2018

Engine Technology International.com / March 2021 27

system to provide higher-pressure air in a

“The e-turbo delivers the traditional benefits