engine technology international

IN SAFE HANDSIn an exclusive interview, Derek Crabb, Volvos powertrain head, discusses VEA architecture and future R&D plans

RELIGHT MY FIREHCCI is back on the development agenda thanks to a new engineering take from Hyundai

www.enginetechnologyinternational.com

FORMULA WONAn illustrative technical guide on the radically downsized drivetrains that will be powering this seasons F1 racers

March 2014

As an industry study concludes that next-generation gasoline direct injection engines cause more air pollution than modern day diesels, ETi asks if time is running out for GDI technology?

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In this issue...WHATS NEW?

04. Detroit muscle Billed as the most track-capable Corvette in history, GM has supercharged its Gen5 small-block V8 to ensure that the ZO6 racer is good for 633ps and 861Nm of torque

08. Split personalityBased on BMWs N57D30T1 straight-six diesel, Alpina engineers have created the worlds most powerful diesel car and its not a lightweight sportscar!

10. Engines on test Two Jaguar Land Rover V-powered creations are taken to task: the smooth 4.4-liter diesel in the new Range Rover and the screaming 5-liter supercharged petrol heart in the F-Type

12. Personality profileDr Aldo Ruotolo, engineering staff manager for diesel engines, Opel/Vauxhall

CONTENTS

Engine Technology International.com // March 2014 // 01

IN SAFE HANDSIn an exclusive interview, Derek Crabb, Volvos powertrain head, discusses VEA architecture and future R&D plans

RELIGHT MY FIREHCCI is back on the development agenda thanks to a new engineering take from Hyundai

www.enginetechnologyinternational.com

FORMULA WONA technical illustrative guide on the radically downsized drivetrains that will be powering this seasons F1 racers

March 2014

As an industry study concludes that next-generation gasoline direct injection engines cause more air pollution than modern day diesels, ETi asks if times already running out for GDI technology?

END GAMEMARCH 2014

FEATURES

20. Renewed hope Once regarded as the panacea of the IC engine, the HCCI development trail has, in recent times, gone cold. Now, that could be set to change, thanks to a new engineering twist from engineers at Hyundai

26. Test bedEngineering experts around the world discuss what the future holds for emissions testing as market needs evolve and legislation becomes ever more stringent

34. Breath of fresh air Senior Flexonics EGR cooler division director, Michael Murphy, discusses upcoming technology breakthroughs, as well as market trends and engineering challenges

42. RIP GDI? A controversial new study says that high-tech GDI powertrains cause more air pollution than modern diesel engines. ETi unravels the evidence

COVER STORY

14. Johnson16. Davis72. Last word

REGULARS

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04

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The word wizardsEditor: Dean SlavnichAssistant editor: John ThorntonProduction editor: Alex BradleyChief sub editor: Andrew PickeringDeputy chief sub editor: Nick ShepherdProofreaders: Aubrey Jacobs-Tyson, Christine Velarde

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

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Commercial colleaguesSales director: Mike RobinsonPublication director: Abu TayubPublication manager: Paul AdamInternational sales: Damien de Roche, Chris Richardson

Those in charge CEO: Tony RobinsonManaging director: Graham JohnsonEditorial director: Anthony James

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Over the past three months, Ive spent quite a lot of time with two car makers. Two very different organizations whose paths until recently were somewhat entwined and seemed to be leading each company down challenging and perhaps even perilous routes, a point made even more pertinent given Saabs plight under the ownership of GM. I am, of course, referring to Jaguar Land Rover and Volvo, who until recently were both owned by another Detroit mothership, Ford.

As the credit crunch of 2008 bit hard and then the global recession kicked in, the consolidation that had taken place in the industry in the late 1990s began to unravel. Daimler and Chrysler filed for divorce, GM and Fiat parted, and Mazda untied itself from Ford. Sub-brands in the USA, like Oldsmobile and Saturn, were put to bed, while other companies, such as MG Rover in the UK, simply died. Smaller car makers that were the subject of huge interest by bigger OEMs just a decade before were put up for sale, and this included JLR and Volvo.

The former eventually found new owners in one of the largest industrial groups in the world, Tata, while the latter joined one of Chinas biggest OEMs, Geely. Its too simplistic to say that neither has looked back since, but talking with respective heads of engineering in Coventry and Gothenburg of late, theres a real sense of renewed vigor, direction and engineering purpose since the under new management placard was hung up at both headquarters.

At JLR, I was one of only a few journalists to be treated to a pre-Frankfurt Motor Show reveal of Jaguars C-X17 concept. Vehicle line director Kevin Stride told me there are huge plans for both British brands to expand in the next five years. Much of this growth will be underpinned by an all-new aluminum monocoque architecture called IQAL, which will first conceive a mid-size C/D segment sedan in 2015.

IQAL will be modular and flexible, and will focus heavily on lightweight solutions, which isnt really a huge surprise given JLRs engineering leadership when it comes to aluminum. The architecture will also be rear-wheel drive, but with AWD capability. The new sedan, meanwhile, will be the first JLR product to be equipped with all-new four-cylinder diesel and petrol engines, enabling Jaguar to break the 100g/km of CO2 barrier for the first time. It will be the most efficient car in its segment, promised Stride. And all this comes off the back of new products in the Range Rover family that include diesel-hybrid powertrains, as well as ongoing research programs looking into plug-in hybrids and full electric models.

And I cant help but feel Volvo is on the same trajectory. Having spent time with the car makers head of powertrain, Derek Crabb (see page 38), theres so much on the go at the Swedish OEM that it almost makes unbelievable reading: new, state-of-the-art, downsized four-cylinder petrol and diesel engines in the form of the VEA family, the latter of which features revolutionary i-Art Denso injectors; research programs looking into three- and two-cylinder IC designs; all-electric vehicles, next-gen plug-in petrol- and diesel-hybrids, and flywheel technology; and new models in just about every segment to ensure growth. I cant help but be impressed.

Last word, then, has to go to Crabb, who told me, You come into powertrain engineering when youre 16 or 17 years old and you want to work on new stuff. Theres a lot of new technology coming on board and whats unique to Volvo is that were changing the company. We took a lot of Ford powertrains and applications that werent always the most exciting, and now were headed in a new direction. These are really exciting times.

Dean Slavnich

EDITORS NOTE

02 // March 2014 // Engine Technology International.com

CONTENTS

36. Go your own way Having had to make do with Ford powertrains and applications for so long, Volvo, now owned by Geely, has got itself an all-new IC engine family that includes downsized four-cylinder diesel and petrol offerings. But thats just the start of things to come, says Derek Crabb, the Swedish car makers head of powertrain

48. Race against time Early, pre-season testing has seen all the F1 manufacturers struggle with new rules and engines. ETi brings you a technical illustrative guide to the technology powering this years racing cars

54. Gomecsys56. Federal-Mogul58. Micro-Epsilon60. Lubrizol61. AVL62. Critt M2A63. Solvay Specialty Polymers 64. Hidria65. ContiTech66. Busch Clean Air

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GMs Gen5 small-block V8 gains a super-compact supercharger and an all-new 8-speed automatic to handle the resulting

increased power surges of 633ps and 861Nm of torque. European and Japanese racers have been warned!

All charged up

WHATS NEW? CORVETTE Z06


GMs Gen5 small-block V8 gains a super-compact supercharger and an all-new 8-speed automatic to handle the resulting



GM engineers have increased LT4 fuel efficiency by leveraging the same trio of advanced technologies on the Corvette Stingray powertrain: direct injection, active fuel management and continuously variable valve timing


Billed as the most track-capable Corvette ever, the 2015 Z06 model unveiled at the recent North American International Auto Show is powered by a supercharged LT4

small-block V8 and an all-new 8-speed automatic transmission to take the fight to more exotic supercar nameplates.

GM Powertrain has now been working on the Gen5 family of engines for nearly five years and from the start of this journey, the design took account of the structure required to handle the Z06s 633ps power output and 861Nm of torque, according to Jordan Lee, global chief engineer for small-block V8 engines and program manager for LT4.



That means that the new motor shares much of its componentry with the standard Stingrays LT1 (as exclusively revealed in the January 2013 issue of ETi), including its 6.2-liter capacity, but there are some important engineering differences.

The most obvious is the addition of a supercharger. The all-new, purpose-built design is remarkably compact in order to keep the overall engine height low as low as the LT1 in fact. A joint development between GM and Eaton, the new, more efficient blower is up to 85mm lower than the unit fitted to the LS9 engine in the old Corvette ZR1, and 9kg lighter. The rotors are smaller so the displacement is smaller too; one revolution of the LS9 supercharger was equal to 2.3 liters of air displacement, but for LT4 its 1.74.

We spin the supercharger faster to get the same amount of air throughput, Lee explains. Theres no fuel consumption penalty from spinning it faster; the friction drag has to do with how much air youre moving, so the drag is pretty much the same.

Yet such a technical change has meant that the compression ratio drops from 11.5:1 on the LT1, to 10:1 for the supercharged LT4.

A lot of boosted engines with direct-injection seem to converge on the same figure

The LT4 engine shares its GM-made E92 ECU with the LT1, but naturally gets its own software maps


Hardware storeNaturally there are some hardware changes within the engine to take account of the extra loads being placed upon it. A higher-strength steel alloy is used for the crankshaft. The connecting rods are different too, being machined to remove mass, and the conrod pins are DLC-coated for better durability at higher temperatures. The rods are still made from high-strength steel (powdered metal forgings); the supercharged LS9s Pankl titanium items werent required on this engine.

Titanium is used for the Delwest-supplied intake valves, however, to reduce valvetrain mass and to help sustain higher rpms the LT4 revs to 6,600rpm like the LT1, though according to Lee the power doesnt drop off as noticeably above 6,000rpm, so the shift speeds are likely to be set higher than the LT1.

Mahle remains the piston supplier but the LT4s higher cylinder pressures demand the use of a forged piston instead of the LT1s cast piston and the top ring is PVD coated. The cylinder head is from a different alloy 356-T6 (in place of 319-T7) and the Rotocast process is said to result in better material properties. The exhaust manifolds are the same configuration as the LT1, but cast stainless steel replaces cast iron to handle the heat loading from the extra throughput. That heat loading also demands a larger oil cooler, but all other principal engine components remain unchanged, as is the firing order of 1-8-7-2-6-5-4-3.

We havent finalized the engine mass yet but its a little heavier than the 220kg LT1, probably around 240kg, estimates Lee. The supercharger adds significant mass and the steel fuel pump is pretty heavy as well to handle the fuel pressures up to 2,000psi/20MPa.

Lee says that durability testing (at the time of writing) of the new unit is ongoing. When an engine makes that much power and torque, it takes a lot of work to meet the durability requirements, he acknowledges.

Weve made modifications to the crankshaft in certain areas where we saw some weaknesses. The bearings have proved very robust weve had no issues there likewise the valvetrain. The only other thing weve been developing continuously is the accessory drive. We get some torsionals in the accessory drive and it has been hard on some of the brackets, but weve strengthened those and are in the next phase of testing; we think those issues are behind us as well.

A large 1.7-liter Eaton R1740 TVS supercharger force-feeds the engine and spins at up to 20,000rpm, incorporating a shorter rotor design that allows the boost to arrive quicker

WATCH OUT PDKGMs brand new 8-speed automatic transmission the Hydra-Matic 8L90 (M5U) was designed from the outset for the Z06 application. That meant handling 861Nm of torque in a package small and light enough for such a high-performance vehicle. Its the first time that Chevrolet has offered an automatic option (theres also a 7-speed manual) on a range-topping Corvette in modern times.

The transmission is made up of four separate gearsets and five clutches, explains Bill Goodrich, assistant chief engineer, 8-speed RWD transmissions. A key feature is that in every gear state we have three of the five clutches applied; with only two open, you minimize the drag and spin losses you get from an open clutch pack.

The development team made extensive use of FEA to optimize for mass. Where we have low-stress areas on parts, weve cast, stamped or machined holes in them to remove unnecessary mass, while maintaining strength in the critical areas, adds Goodrich. We were able to achieve a product that fits in the same envelope as the current 6-speed auto but that is 3.5kg lighter (about 95kg overall).

Smart material choices also help keep the mass down. In a first for GM, the gearset carrier is made of aluminum, despite the high load requirements, while the clutch piston housing is made from magnesium, as is the cover plate for the control system. Meanwhile, the clutch housing is made from aluminum but with a steel insert for the high-stress area where the shafts are connected.

The other main development focus for the 8L90 was on reducing shift times. The team benchmarked the Porsche 911s PDK transmission and claims to have matched or beaten its shift speeds through a combination of hardware and software design. This included replacing the previous variable bleed solenoids with more responsive variable force solenoids and relocating the pump from the crank centerline to a new, chain-driven location down in the heart of the control system. In terms of electronics, a dedicated, all-new Hitachi T87 ECU offers packaging flexibility and all-new GM control software for rapid paddle-shifts on demand.


of 10:1, and ours is no different, adds Lee. It seems to be a good balance, a high compression ratio, taking advantage of the cooling of the direct-injection fuel system and still not worrying too much about knock sensitivity or detonation.

One of the things to counteract the knock sensitivity is that the intercoolers in the supercharger have a unique new clamshell technology. Turbulators inside the cooling tubes improve the heat rejection to the fins, meaning that the actual intercooler brick is 23% smaller than the old LS9 one, but the heat rejection efficiency is 10% greater. That means we can now drop the temperature of the inlet air by up to 65C across the intercooler brick.


In creating the worlds fastest diesel production car, Alpina engineers radically improved one of the best diesel powertrains on the market

If one were to quote a 0-100km/h sprint time of 4.6 seconds, youd automatically assume up for discussion is a lightweight, two-seater sportscar thats been carefully crafted with just one thing in mind: high performance. And perhaps the last thing you would think of is a compact diesel sedan weighing the best part of 1,600kg thats capable of carrying five people and their luggage for a skiing trip to the Alps. But the latter is exactly what the clever engineers at Alpina have done.

Welcome, then, the D3 Bi-Turbo, the worlds fastest diesel production car, with 700Nm torque, 350ps power, a top speed of 278km/h (173mph) and that superquick, supercar-like acceleration of sub-five seconds. And making such power number-crunching even more impressive is the fact that Alpinas newest BMW spin-off is rated at a highly impressive 5.3 l/100km (53.2mpg) for fuel economy and emits just 139g/km of CO2.

Completed in just one year, thanks to the fact that the engine had largely already been developed for Alpinas XD3 model, every aspect of the D3 Bi-Turbo and powertrain were analyzed and refined to optimize performance, comfort and style, says Andreas Bovensiepen, Alpina CEO.

The engines roots come from BMWs 3-liter aluminum straight-six diesel base, but in order for the D3 Bi-Turbo to meet its development goals, numerous modifications have had to be made to the powertrain including incorporating the latest generation of common rail direct injection and

a two-stage turbocharger with variable turbine geometry. On the Alpina P1/1 diesel, the chargers are fed from larger ducts with optimized radii, enabling the engine to breathe more freely by reducing induction air losses by 30% over the standard design. A bespoke induction system plays a central role in supporting the increased power output of the P1/1 as well as improving throttle responses. Meanwhile, the addition of Alpinas ECU software allows full advantage to be taken of the better fuel / air flow and cooling.

Our engineers have further exploited the potential of this engine and in particular reduced pressure losses by optimizing the intake paths, explains Bovensiepen. We also achieved effective de-throttling of the intake paths from the air intake to the air filter body, which results in more power and a more responsive engine.

In total, some 50 Alpina engineers worked on the D3 Bi-Turbo project, while a variety of suppliers, including Bosch and Mahle, AKG, Akrapovic and BMW Steyr, supported Alpinas engine development efforts.

Cold comfortBovensiepen says that a high-tech cooling management system is of central importance in the D3 Bi-Turbo. As such, the setup includes an intercooler thats 20% larger with flow-optimized aluminum ducting that serves to increase the density of the fuel/air mixture to further better performance. A stronger radiator (850W instead of 600W) in the engine cooling circuit is placed behind the bespoke front spoiler, which directs air to the main cooling package . Control is provided by a dedicated thermal

Alter ego

Despite various subsystem upgrades, the P1/1 Alpina engine (above and below) weighs the same as the N57D30T1 BMW diesel on which it is based

VITAL STATISTICS

Cylinders: SixDisplacement: 2,993cc

Bore x stroke: 84mm x 90mmCompression ratio: 16.5:1

Power: 350ps at 4,000rpmTorque: 700Nm from 1,500rpm

to 3,000rpmEmissions: 139g/km of CO2

systems control unit that uses information from the vehicles databus to optimize powertrain temperature and reduce parasitic loading on the engine by momentarily switching off the fan when maximum acceleration is required.

During development, Bovensiepens team also paid special attention to the hot side of the diesel, with the use of a bespoke, free-flow exhaust manifold produced from the super-strong material (austenitic cast iron) D5S, which allows the maximum exhaust temperature associated with the high power output to be increased by 50C. The 13.6kg quad-outlet exhaust system, developed with Akrapovic, has been designed specifically for gas flow as well as for acoustic characteristics.

As with nearly every other aspect of the D3 Bi-Turbo, the ZF eight-speed transmission has also been modified to suit Alpinas specific needs. In fact, Bovensiepen says that as much as 20% of the gearbox system is adjusted for the very high torque of BMW Alpina automobiles, including recalibrated software to provide smooth gear changes with no noticeable interruption to power delivery.

WHATS NEW? BMW ALPINA D3 BI-TURBO

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ENGINES ON TEST

The thing about the F-Type is that its drive is as good as its looks. We all know how design chief Ian Callum has been lauded for the styling of Jaguars new baby, but underneath all that gorgeous exterior is high-end technology that makes this two-seater, front-engined, rear-wheel driving convertible a proper sportscar and pushes established rival models all the way. In straight lines, tight countryside corners and dynamic weaving roads, the F-Type handles superbly, with the V8 models electronic limited-slip differential maximizing traction and minimizing wheelspin. Engage dynamic driving mode, and Jaguars sub-1,600kg Porsche racer finds an even higher level of being, with sharpened throttle response, increased steering weight and gearshifts from the ZF 8-speed transmission being made even faster and higher up the rev range, all culminating in a greater level of slip. But for us, the star of the show the glue that fuses together the F-Types stunning looks with its sportscar driving qualities is the wonderful, third-generation JLR V8 supercharged engine. Probably the best sounding powertrain weve had the fortune to drive in recent times thanks mainly to sublime active exhaust tuning the 5,000cc heart serves up 495ps and 625Nm of torque, resulting in a 0-100km/h sprint of 4.2 seconds. Much of the V8s seamless power comes from its Eaton Roots-type twin vortex charger, the boost control of which is managed by Bosch software. And on those rare occasions when we did refrain from pressing the accelerator pedal hard to unleash all that supercharged power and the deeply satisfying growl of the V8, we even managed fuel economy of 12.2 liters/100km (23mpg)!

Jaguar F-Type 5-liter V8We expected much from the all-new Range Rover. Partly because this fourth-generation development had been launched by JLR with great confidence This is the most refined, most capable Range Rover ever, they said but also because the new model has further ascended the automotive hierarchy, now competing against ultra-luxury creations from the likes of Bentley, Maserati and even Rolls-Royce. So, lets make things clear from the start: on almost every level this British-designed and -built SUV, code-named L405, did not disappoint. Why? Because it is teeming with cutting-edge technologies that make a difference. Thanks to JLRs aluminum-based R&D philosophy, the new Range Rover with its all-aluminum monocoque body and structure is 39% lighter than the outgoing model with its steel body. In the real world that means 420kg being shaved off, and that sense of the new Range Rover not being a heavy, lumbering, oversized 4x4 conveys itself nicely when one is behind the wheel. It is a surprisingly agile and nimble drive, meaning it can compete with luxury sedans. In fact, having done a lot of miles in the new Range Rover in a combination of motorway driving and London-based inner-city commuting we can report that this JLR development actually fuels confidence behind the wheel, which is no easy engineering task when creating a vehicle that weighs in excess of 2,000kg. Our L405 came with the SDV8, which embodies the vehicle it powers: smooth, refined and highly impressive, offering 339ps and 700Nm of torque that takes it from 0-100km/h in 5.1 seconds. A combination of urban and motorway driving delivered fuel economy topping 8.8 liters/100km (32mpg).

Land Rover Range Rover 4.4-liter V8

Cylinders: Eight Cubic capacity: 4,367ccBore/stroke: 84mm x 98.5mm Compression ratio: 16.1:1Power output: 339ps Torque output: 700Nm

Best of British

Cylinders: Eight Cubic capacity: 5,000ccBore/stroke: 92.5mm x 93mm Compression ratio: 9.5:1Power output: 495ps Torque output: 625Nm


RANGE ROVER KEY MOMENTS

1966: Work begins on the first Range Rover prototype, known as the 100-inch station wagon

1970: The original two-door Range Rover goes on sale

1981: The first four-door Range Rover hits the market

1982: Automatic transmission becomes available

1983: A 5-speed manual is introduced

1989: Range Rover becomes the first SUV to be fitted with ABS antilock brakes

1992: Range Rover becomes the first SUV to be fitted with electronic traction control

1994: Second-generation (P38a) Range Rover goes on sale

2001: Third-generation (L3222) Range Rover is launched

2005: A second model line Range Rover Sport is realized

2006: Land Rover Terrain Response technology and a TDV8 diesel are introduced into the Range Rover line-up

2009: A 5-liter supercharged engine is made available

2010: A ZF 8-speed automatic is integrated into the product line

2011: Range Rover Evoque enters production

2012: All-new Range Rover (L405) is revealed

Best of BritishBest of BritishBest of BritishBest of BritishBest of BritishBest of BritishBest of BritishBest of BritishBest of British

PERSONALITY PROFILE


What career did you want when you were growing up, and what was your first job?Growing up, I was always interested in cars. Im Italian, so of course you think about Ferrari and Formula 1 and thats what made me want to work in an environment like I do today.

What was your career path to the position you currently hold?My career has been very particular for an Italian engineer. After I graduated, I got my PhD at the University of Torino in 1993. Shortly after, I won a competition to become an assistant professor in the aerospace department, where I stayed until 2003. After that, I joined the company that was part of the joint venture between GM and Fiat. Then, in 2005, I moved to GM to work in the powertrain department. Since then, I have taken different roles and been responsible for various activities at GM within powertrain development.

What are the best and worst elements of your job?As a manager, what I like most is dealing with technical data and working with people.

What Ive realized is that developing a new product like the 1.6 CDTI year after year is extremely challenging, because you cant design a new product that is best-in-class in only one area; you have to make improvements in so many different directions. Its not like going to the moon, but to have a product that is affordable and attractive to the customer is very challenging.

What car do you currently drive?I drive a 2-liter 167ps Insignia, which I like a lot. I remember being very impressed in 2010 at Millbrook with this very model. At the time, I was running the dyno group and a tester drove us around the track. He did some unbelievable driving with the car, even though it was a normal production vehicle exactly like the one I have. I was so impressed that when I got home I started driving in a more dynamic way because I realized that this vehicle could do a lot of things I never knew it was capable of!

What would your dream engine specification be for todays eco-friendly world? The targets we set for the 1.6 CDTI are actually

Job title: Engineering staff manager, diesel enginesCompany: Opel/Vauxhall

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Every time there is a new engine by BMW, it is always very interesting. When BMW arrived with its 2-liter biturbo engine in 2007, it was a good

achievement. We have used it as a benchmark with our own engines

very appropriate. We have best-in-class from a power density perspective, best-in-class from a noise perspective, and extremely low friction. Part of the dream, for something that is real and makes a lot of sense, is to have an engine thats very quiet, very torquey, with low fuel consumption and emissions.

Emissions legislation aside, what would be your dream engine specification?A high torque engine at low rpm something like a diesel with very nice behavior. And Id like it to be combined with low fuel consumption and low NVH. Thats just one example, and one that I would want for my family car. However, if you ask me about my fantasy car, then Id opt for something a little different still high torque and low rpm, but with a very dynamic and sporty sound, which is typically achieved with a gasoline engine.

In your opinion, what is the greatest engine that has ever been produced?That is a good question, and in this case, because of the dream engine I described earlier, I would have to say the Cosworth engine that was used in Formula 1 around 20 years ago. This was an engine that, when it was designed, beat everyone. At that particular time there was nothing else that could match it.

Which OEMs do you have an engineering respect for in terms of engine development?I like VW, but in particular I like BMW. Every time there is a new engine by BMW, it is always very interesting. When BMW arrived with its 2-liter biturbo engine in 2007, it was a good achievement. We have used it as a benchmark with our own engines, to compare targets and behavior.

What could legislators do to make your working life easier?I dont think its a matter of changing legislation to make life easier. I think that legislation has to be defined for everyone to have a better life. If we removed all these emissions standards upgrades, my life would be much easier, but, at the same time, I think we need them. Im happy that there are all these increases and improvements.

In your opinion, what will be powering a typical family sedan in the year 2030?I really believe there will be more electric support to the IC engine. I dont know if it will only be electric thats probably too challenging but I think this is the direction. I have a really hard time believing that an engine will be all- electric you need emotion, which comes from performance and sound.

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OPINION

caption if nded here? caption if nded here?

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Hiring the wrong person can result in your

company taking a dramatic turn for the worse

Good people are hard to find. Indeed, in my day-to-day role here as managing director of UKIP

Media & Events, publisher of this and 29 other magazine titles plus organizer of exhibitions around the world, including of course Engine Expo, I spend 99.9% of my time managing others mistakes and poor choices.

Now before you think that Im an arrogant so-and-so, proclaiming to be fault-free, Im the first to say that its easy to spot the errors of others from a distance. The man at the coalface can, by physical definition, see only the small section he is working on, but the man standing 20m back can see the full picture a lesson I learned long ago through racing. After all, when watching trackside, I can drive a second per lap faster than anybody else, but the reality is that I may well be a second slower, making the same mistakes when on the track myself. There are, however, some folk in my position or any kind of managerial role that are not bold enough, are blinkered, or are too inept to spot errors before a product is finalized. And its these people that are to blame for unacceptable delays, poor quality or performance inefficiencies. So, how do you spot such people before you employ or promote them?

I once experienced a wonderful example of the wrong man being employed in a position of authority at a now defunct car manufacturer. The company in question had a history of making fun-to-drive vehicles, but it had lost its

way for some 10 years. Realizing they needed to inject some life

back into their cars helm and boots, the board looked for

a man who could lead the dynamics department

back to glory. They had found they boasted proudly

before we journalists had the chance to drive their new car a man who worked at a German car company famed for its dynamic, fun products. Well, after we all drove the car in question, we decided that theyd actually found a guy who the German OEM was willing to let go!

As a result, I have yet to let a talented, determined member of our team here leave our employment and I hope I never do. The above example also shows why

I dont pay much attention to rsums when Im recruiting. I remember discovering the CV of a chap who worked here, which hed accidentally left on a printer. Its content and claims were spectacular and anyone on this basis would have employed him had the facts on his rsum been true! Yes, hed worked on the exhibition he said hed worked on, and yes, the exhibition had seen revenue and visitor numbers increase dramatically every year, but to suggest the success of the event was

because of his efforts was absolute fantasy. Somewhat unsurprisingly, we parted company soon after.

On the subject of fantasy, I have learned over the past 20 years that many people dont know their own limitations. Im referencing the determined but delusional character. He or she may work more hours than others and they are always busy, but they dont actually physically produce much. Yet if you ask him or her how its going, youll be told how marvelous everything is and that all is in hand. Its typically the same person who blames everyone but themselves for the inevitable errors.

My advice to you is: if you spot any of the above traits in a potential candidate, run run as far away as possible!

Theyd actually found a guy

who the German OEM was

willing to let go!

201424 / 25 / 26 JUNE

2014

STUTTGART, GERMANY

PLUS the International Engine

of the

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The European expo of specialist e

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OPINION

Volvos four-cylinder Drive-E architecture has

put the OEM on solid ground for the next decade


There are times when you look around and suddenly find yourself in a more intimate relationship than you

actually imagined possible or necessary. And such it is with Volvos new Drive-E powertrain plan and my good self. Like strangers on a train in the night, were getting pretty tight. The windows in the cabin arent steaming up or anything, but you get my drift.

With a quiet mega-infusion of US$11bn (a strange quietness that perhaps only Swedish and Chinese industrialists can pull off) from majority stakeholder Zhejiang Geely Holding Group, Volvo seems to be on a solid new path to technological independence from its legacy Ford Premier Automotive Group ties of yore. To me, the era of when the Blue Oval was going to rule the premium car world now seems light years away.

Remember how pleased we all were with the Volvo-spec and Yamaha-built B8444S 4.4-liter V8 engine that was shipped to and finished off at the Volvo plant in Skvde? Toast. The Ford legacy in-line T5 and T6 motors? Burnt toast or at least they will be very soon.

Like VW Group has wisely done with its modified 2-liter gasoline and diesel in-line-four families in conjunction with

the MQB transverse modular architecture, Volvo is

doing the same comprehensive overhaul with a range of Drive-E 2-liter gasoline and diesel motors to be mounted in the all-new Scalable Product Architecture (SPA). But Volvo is going even further

because it can do so seeing as its product line-up is nowhere near as complex as that within VW Group.

The result will be that every single Volvo product by late 2016 will

ride on SPA underpinnings and be powered by some calibration of 2-liter in-line-four Drive-E engines.

the MQB transverse modular architecture, Volvo is

doing the same comprehensive overhaul with a range of Drive-E 2-liter gasoline and diesel motors to be mounted in the all-new Scalable Product Architecture (SPA). But Volvo is going even further

Volvo product by late 2016 will

This is such ecstatically good news for the suffering Swedes on so many levels. I have a sneaking suspicion that the Swedish government and public are now feeling quite sheepish when they think back on their zeal to destroy the Swedish motoring industry during the heart of the global great recession. They were cock-sure about just letting both Saab and Volvo Cars slide into the bottomless sea. This is why I have inadvertently become quite close with

SPA and Drive-E within Volvo; I love great decision making exactly when this is all that can save a situation.

Talking with Volvos intensely clearheaded R&D engine guru Derek Crabb, one feels the new moxie in the Gothenburg air. This strategy looks down the road a good 10 years or more when mark my little words, folks every single major automotive company will be under pressure to execute exactly what both VW Group and Volvo-Geely have pulled off.

What about limiting bigger models to this 2-liter strategy? Wont the popular XC90 SUV and great-sedan-still-in-search-of-an-audience S80 suffer when compared on paper with certain German and Japanese competitors still hauling around macho sixes and eights? Well, the current top-rated Drive-E T6 gasoline motor hits 306ps and 400Nm thanks to a twincharger setup Eaton supercharger and 23.2psi BorgWarner turbocharger. And the modular systems are already prepared to seamlessly incorporate variously power-rated electric motors and lithium-ion battery sets.

Those obsessed with engine cylinder capacity would be wise to hoard now because the sixes and eights are vanishing like glaciers into the Baltic.

I love great decisionmaking exactly

when this isall that can save

the situation

2014

Taking place on the second day o

f Engine Expo,

the highly acclaimed Internation

al Engine of the

Year Awards have become some

of the most

sought-after accolades in the ind

ustry, with the

winners often using the logo as a

centrepiece

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attracts the most senior engine d

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w w w . e n g i ne - e x p o . c o m

24 / 25 / 26 JUNE 2014

STUTTGART, GERMANY

SEE the International Engine

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STUTTGART, GERMANY

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CONTACTTim Sandford, U

KIP Media & Events, Abinger Hou

se,

Church Street, Dorking, Surrey, R

H4 1DF, UK

Tel: +44 1306 743744 tim.sandf

[email protected]

REGISTER ONLINE AT:

www.engine-expo.com

COMPRESSION IGNITION


Hyundais new prototype engine takes the homogeneous charge compressionignition concept to the next level. But can the Korean car maker succeed where others have failed and realize a production-ready gasoline powertrain that mimics a diesel?

WORDS: JIM McCRAW

One step

Efforts to develop a gasoline engine that is cheaper and cleaner yet as efficient as a diesel have been ongoing for several years now. Working on homogeneous charge compression ignition (HCCI) technology, a form of internal combustion

in which well-mixed fuel and oxidizer (typically air) are compressed to the point of autoignition, General Motors, Volkswagen and Mercedes-Benz have all tried and failed to bring the concept to market.

And following a heightened period of HCCI-focused R&D activity by the aforementioned OEMs between 2007 and 2009, the trail went cold. Until now. In November 2013, Hyundai revealed a production-style gasoline direct injection compression ignition engine thats code-named GDCI, which takes a new and different approach to HCCI technology to achieve the same end goal.

The engine is a US Department of Energy-funded energy independence project Hyundai is sharing with Delphi as the lead partner. Led by Nayan Engineer (yes, thats his real surname), manager of engine design, test and development for Hyundai, and his team, the goal was to build a practical four-cylinder IC unit using 87-octane regular gasoline that could be installed in a vehicle, not just a single-cylinder lab prototype. Thus, it is only 1.8 liters in displacement, measuring 82mm across the cylinder bore and 85.2mm in crankshaft stroke.

The payoff after all the hard engineering work and a great deal of testing is that, installed in a 2009 Hyundai Sonata and featuring an automatic transmission with fewer forward speeds than current transmissions (because the torque curve will tolerate fewer speeds), the GDCI engines fuel economy is an astounding 25% better than that of Hyundais mass-produced MPI gasoline engine.

A dierent tackHaving noted the then-pioneering work of General Motors on its HCCI engine (a modified 2.2-liter Family II design installed in an Opel Vectra and Saturn Aura), Volkswagen on its combined combustion system (CCS) and gasoline compression ignition (GCI) breakthrough, and Mercedes-Benz on its DiesOtto powertrain, Engineers team took a different engineering approach and designed a compact 1.8-liter IC unit featuring both a supercharger and a turbocharger. The former is a clutched Eaton TVS R410 supercharger thats placed on the intake side for low-rpm boost, with cut-off at around 2,500rpm. The latter charger is a BorgWarner product that sits on the exhaust side for high-rpm boost. The turbocharger is a variable-geometry design that enables creation of backpressure and internal EGR when required. Independently, the mechanical booster and the exhaust turbine can each produce 2.5 bar maximum boost.

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Such a setup also allows for the supercharger to be programmed to work in compound fashion with the turbo if necessary. The Hyundai prototype is packaged with a very large production-style intake charge air cooler, an alternator and an air-conditioning compressor, as well as a compact front-end accessory drive system that uses a very efficient belt and pulley principle to cut parasitic losses from the supercharger.

Engineer says that although GMs HCCI development is a low-emissions engine with a very efficient low-temperature combustion, it is very difficult to control across the whole spectrum of speed and load, and is a design that depends on conventional spark ignition to take over when required. In comparison, the Hyundais GDCI creation has no need for spark plugs which is perhaps the biggest difference between this design and previous HCCI efforts because it does not use big-bang combustion.

Were injecting late, and were using gasoline because it has autoignition tolerance, explains Engineer. As the fuel injects under this high compression ratio [14.85:1], we have high temperatures in the

ALL QUIET ON THE WESTERN FRONTQuite why HCCI has failed to take off could be due to the rapid pace in which cheaper, simpler and more efficient technologies that perform similar functions are being developed.

Dr Richard Osborne, chief engineer for gasoline engines at Ricardo, says the consultancy spent four years (between 2000 and 2004) researching HCCI, only to conclude that the things needed to enable it, such as complicated valvetrains and complex controls systems, can potentially be applied in other ways, while getting a similar level of benefit.

Osborne admits that the technology does offer attractive emissions benefits NOx output

can be 99% lower than a conventional spark ignition concept, he says but the Ricardo chief engineer is unsure as to how well HCCI fits with the overall needs of gasoline engines. One of the biggest drivers for gasoline engine development is fuel economy, and HCCI will certainly help that, but not much more than stratified charge, lean burn engines.

Likewise, David Blundell, principle engineer of powertrain development at Lotus Engineering, thinks the pros of HCCI may not outweigh the cons. I believe an insufficient operating region combined with worse than expected fuel economy and emissions results have caused a

cooling off. While the operating range can be extended with complex fuel injection and valvetrains, the benefits versus cost, complication and durability are hard to justify.

And while GM, VW and Daimler may well have put their respective HCCI concepts on the shelf indefinitely, these supposed disadvantages havent stopped other OEMs from trying to progress the technology further.

If you look at what Mazda is doing with SkyActiv, it s classic Mazda in that they like to do things slightly differently from everyone else, says Osborne. Its almost quirky, and HCCI kind of fits into that narrative for them.

cylinders and a lot of EGR. So we are delaying the combustion and controlling the burn very effectively compared with homogeneous [charge compression ignition], which goes off in one big bang. We call it partially premixed compression ignition. The Hyundai powertrain man says the engine uses Delphis multiple late injection technology to inject a small initial shot of fuel before top dead center, and the main shots after top dead center so that heat release takes place much later than in a diesel.

Another element of the design that makes it work is rebreathing. The engine uses a Delphi electric cam timing system with brushless DC motors that is much faster and more accurate than oil-driven camshaft phasers, has a much higher degree of authority, and gets around the parasitic losses of oil-driven cam phasers.

We have high temperatures in the cylindersand a lot of EGR. So we are delaying the combustion and controlling the burn very effectively compared with homogeneousNayan Engineer, manager for engine design, test and development, Hyundai

1. One of the biggest differences between Hyundais GDCI concept and previous HCCI designs is the lack of spark plugs

2. GDCI benefits from electronic cam phasers

1

2



The Hyundai engine also features a cam-in-cam design that bumps the exhaust valve open a second time during the intake stroke so that whatever exhaust is residing in the exhaust port is sucked into the chamber to add rich, unburned hydrocarbons. This helps us get, on the next compression stroke, very high temperatures that enable autoignition to occur, outlines Engineer.

He adds that the prototype design uses much lower injection pressures than modern diesels (about 500 bar rather than 2,800 bar or more) because gasoline vaporizes much more quickly than diesel fuel.

To withstand the enormous cylinder pressures present with a high-compression supercharged design, the GDCI unit uses very hefty steel Mahle pistons with a peak in the crown; they are made of a proprietary alloy for this specific high-boost, high-compression application.

Cost versus performanceEngineer says that the extra costs involved in such an engine for mass production, with a supercharger, turbocharger, water-based charge air cooler and other expensive components and subsystems such as the electric cam phasers and control electronics,

are offset by the engines performance.If you compare it to a state-of-the-art

diesel engine, you have to spend a lot of money on expensive emissions equipment, essentially a little chemical factory that you have to put downstream of the engine. In our engine, emissions

are extremely low. What you need is a three-way catalyst and an oxy catalyst. This is required because with any low-temperature combustion system you need to oxidize the HCs and the COs, so we have a small, close-coupled oxy catalyst.

At this point, we do not foresee the need for an LNT NOx reduction system. So, if you take the emissions system out, its a big cost saving. Diesel injection pumps and injectors are also very expensive; our gasoline injectors are about the same cost as conventional GDI injectors. Ours are unique injectors, but theres nothing unusual about the spray pattern and hole size. We might even be able to use camshaft e-phasers on the exhaust side only where we need the rebreathing. The steel pistons would be expensive, but so are modern aluminum alloy pistons with their cooling sprays and cooling jackets around the ring lands. So, we think we will be right in the middle: more expensive than a gasoline GDI engine, but less expensive than a diesel.

supercharger, turbocharger, water-based charge air cooler and other expensive components and subsystems such as the electric cam phasers and control electronics,

are offset by the engines performance.

are extremely low. What you need is a three-way catalyst and an oxy catalyst. This is required because with any low-temperature combustion system you need to oxidize the HCs and the COs, so we have a small,

VITALSTATISTICS

Hyundai GDCICompression ratio: 14.85:1

Bore: 82mmStroke: 85.2mm

CO2 emissions: 20-25% (estimated) improvement over the MPI engine

Fuel saving: 25% improvement over the MPI engine

At this point, we do not foresee the need for an LNT NOx reduction system. So, if you take the emissions system out, its a big cost savingNayan Engineer, manager for engine design, test and development, Hyundai

1. In terms of development costs, Hyundai says GDCI takes the middle ground: more expensive than GDI engines but cheaper than diesels

2. Schematic of the combustion chamber and spray pattern of Hyundais GDCI development. The prototype engine makes use of unique injectors

2

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EMISSIONS TESTING

With tighter emissions legislation due to come into forceacross the next five years, engineering experts reveal whatsdriving emissions testing today and explore a future thats likelyto be even more challenging for car makers and suppliers

Onred alert

Much of Renaults engine design, development, testing and validation takes place at the car makers 10,000m2 Viry-Chtillons facility, where optimizing power units for its Formula 1 motorsport activities also takes place

WORDS: KARL VADASZFFY


EMISSIONS TESTING

In emissions testing, technology is king. It plays the leading role in ensuring legislation targets are achieved, while enabling engineers around the world to tackle increasingly difficult challenges. One of the leading suppliers of test equipment facing these

technical hurdles is Horiba Automotive Test Systems. Yet the companys head of global product planning, Les Hill, has a somewhat straightforward outlook when discussing the complex issues that suppliers face: Nowadays, having a successful test facility is not just a simple question of accurate emissions measurement capability. You also need an accurate and repeatable engine or chassis dynamometer to simulate the loading during operation, the test cell environmental conditions and their control, and the test automation system. Only when you put all these together can you then produce data thats realistic, repeatable and reproducible.

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EMISSIONS TESTING

Also vital for precise emissions measurement is the means by which gas from the exhaust is extracted, conditioned and processed. Enter, then, the sample handling system (SHS), which must eliminate unwanted factors, such as contaminants, which affect an analyzers performance, while keeping the components that need to be measured intact. The required combination is analyzer technology with an effective SHS, and a controller with an easy-to-use operator interface as well as a comprehensive interface to test the automation system, adds Hill.

To this end, the Tier 1 supplier has developed flow controllers and system controllers, and recently launched its Horiba One Platform, which enables the integration of a greater number of instruments, including analyzers (between 5 and 30) and SHS modules, which are organized into multiple lines of analysis such as tailpipe, engine out, mid-bed or diluted exhaust streams.

The system controller has to be flexible to handle a multiplicity of configurations within the system, and thats what weve managed to achieve, continues the Horiba exec. It will enable us to fulfill future industry OEM requirements, which will be for more components with a greater capacity for customization.

Mapping the futureThe move toward the normalization of drive cycles, as part of the world harmonized light-duty test procedures (WLTP), is one of the industrys current key challenges, says Cambustions engineering manager, Chris Nickolaus.

Im running a WLTP on a chassis dynamometer. Its more transient than NEDC, so its more demanding in terms of getting the robot or human to drive it accurately. But also in terms of optimizing the vehicle and the engine calibration, it needs a lot more time spent on optimizing the transient operation because you encounter a wider range of engine speeds and load operating conditions.

Nickolaus says that Cambustion recognizes an increase in the use of automated mapping placing an engine on a dynamometer and using a test matrix, while a computer optimizes all considerations. For example, he adds, we

INTERNATIONAL VARIATIONSHow is the global emissions-testing arena shaping up? According to Hill at Horiba, At the base level of equipment, there is a great deal of commonality, but that changes higher up in the process, such as when you look at the type and number of test cells in use.

Some OEMs like to do as much testing as possible before the real vehicle is used so at engine or powertrain level. Other OEMs tend to do less upfront and more at the vehicle level on chassis dynamometers. In addition, certain countries have alternative fuel initiatives, such as the use of CNG, so if you have such a fuel trend, as in Brazil, the type of analytical and SH systems you supply will be dependent on that.

For FEVs Tomazic, legislation continues to play a great role: Regulatory requirements dictate in many cases the use of specific

equipment. An example of different measurement methods are those used for heavy-duty gaseous emissions, which are governed by 40 CFR Part 1065 in the USA. These high-accuracy requirements exceed the levels that European and Asian measurement systems have to demonstrate.

And Nickolaus at Cambustion highlights a Russia-specific test that demonstrates key differences from one market to another: Because of low ambient temperatures, theres a test conceived around a parked vehicle with a gentle tailwind. Customers idle their cars to provide cabin heat, often for prolonged periods. They want to check that the combination of the engine and the aftertreatment system are capable of resulting in tailpipe emissions that couldnt cause CO poisoning if the tailwind blows the exhaust gas toward the cabin air intake.

have instruments running in test cells for three shifts a day, and the engine is being run at different steady-state and transient conditions to map all the emissions. Then, you can choose different operating conditions or strategies to optimize. Automated mapping enables you to get lots of data in as short a time as possible.

Yet Dr Dean Tomazic, FEV CTO, argues that the most effective emissions testing takes into equal consideration the engine, transmission, vehicle integration and chassis development. You have to work all vehicle technologies together, he states. In simulation you need to go through lots of scenarios to identify the best configuration that will enable you to meet your targets.

Theres a lot of upfront work to configure the overall system and then optimize each component. The rest is calibration and application work, and from an algorithm development perspective, with new software in the controller, we look at airpath models to minimize engine out emissions, different direct injection and warm-up strategies to optimize the catalyst operations.

1. At FEV, emissions testing takes place on a whole scale vehicle level, taking into equal consideration the engine, transmission, vehicle integration and chassis development

2. A Horiba test cell in action. The companys One Platform enables the full integration of a greater number of instruments, including analyzers (between 5 and 30) as well as SHS modules

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Calibration engineers just got a head-start.

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EMISSIONS TESTING

Tomazics views are echoed by Eric Watel, engine engineer at CRITT M2A, who says that mastering huge product diversification is a major challenge in powertrain development, especially when taking into account forced induction IC designs: To improve fuel efficiency and minimize the engine-out pollutant emissions, the turbocharger matching must be perfectly optimized for each application. It requires a consistent application of simulation models and, therefore, thorough testing of the turbocharger to feed those models.

CRITT M2As turbocharger testing facilities comprise four development gas stands and further expansion is on the horizon: We are improving our experimental setup to extend the turbocharger characterization, adds Watel. The challenge is to implement industrial measurements that fit with advanced simulation models, which are only used in the academic world at the moment.

Model approachLike forced induction systems, aftertreatment technology has become increasingly important to passenger-car engines in recent years. Pi-Innovo, a services company based in the UK, has developed a range of one-dimensional mathematical models of common aftertreatment components such as DOC and DPF, taking input from conventional sensors and creating virtual sensors to understand what goes on inside components such as catalysts and filters. These models enable accurate control by predicting parameters such as temperatures, pressure drop, soot load and emissions in real time.

Estimating gas species, temperatures and pressures inside the middle of the cat is necessary, says CTO David Price. You can easily put in the temperature probes, but trying to get an undistorted sample of gas out of the middle is almost impossible without disturbing the flow. Therefore, we use temperature samples at various points inside, and immediately in front of and behind each element of the cat.

With stringent Euro 6c legislation scheduled for full implementation in passenger cars by September 2018, the future will bring greater demands to measure particle numbers and small size particles for particulate matter. And Price foresees additional challenges: The particles are so small, the question is how to trap and count them. Plus, they have a habit of coalescing and then breaking down along the exhaust.

1. An Audi powertrain engineer handles a test station at the German car makers engine testing center in Neckarsulm

2. Taking into account turbochargers during engine testing is an important aspect in which CRITT M2A specializes

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EMISSIONS TESTING

Whats more, the Pi-Innovo CTO predicts that their impact on the publics health will also come to the fore: There will be studies that show they have even more effects on health than first thought. But the health problems they cause arent necessarily related to what comes from the tailpipe; the problem is when they get into the air and react with other things.

Another expected trend but one thats perhaps still five years away is onboard measuring of real driving emissions (RDE) through portable emissions monitoring systems (PEMs). Cambustions Nickolaus believes this will happen because there are concerns that diesel NOx might not have fallen as much in the real world as hoped for. With RDE, you do all the usual development and certification, and then youre checked up on in the real

world against certain limits but nobody knows what those limits are yet.

He continues, Getting any piece of equipment thats used to working on a test bench to work on board a vehicle is difficult. When you run on a test bench, youve got all the electrical power you want, but on board you dont want to load the vehicle with electrical systems because it skews the results if you start drawing power from the alternator. That means running off batteries, which means traditional vacuum pumps that produce a lot of heat, are out of the question because theyll flatten the batteries very quickly.

Pi-Innovo has already trialed this kind of testing, fitting analyzers into the back of a pickup truck. Price says that the test was useful because it was possible to have a range of drivers employ random driving styles while monitoring emissions. The measurements werent as accurate as in labs, but Price adds, Its better than simulation, because drivers do all sorts of things that cant be anticipated in simulation.

As such, it seems that testing technology will need to evolve quickly on a whole-scale incorporation level in order to meet future testing demand. In a telling final statement, Horibas Hill adds, To cater for the future trend of RDE using PEMs, our system solutions need the ability to integrate and exchange data with other test cells, such as chassis, powertrain and engine. The test cells themselves already have a much wider range of environmental control from sub-zero to above 40C but this integration will need to be greater as we push forward.

To cater for the future trend of RDE using PEMs, our system solutions need the ability to integrate and exchange data with other testcells, such as chassis, powertrain and engineLes Hill, global product planning, Horiba Automotive Test Systems

HOW LONG CAN YOU GO?With regulation becoming evermore stringent, will there come a point when emissions legislation poses an engineering challenge too far for suppliers? Theres a big push on equipment manufacturers to come up with equipment that can measure down to extremely low levels, states John Briggs, chassis rolls manager for Procat Testing. Does there come a time when something becomes unreadable? And when youre working with such low levels, you need to be assured of the validity of the data. Is the equipment up to measuring these lower standards and providing accurate results?

Pi-Innovos Price agrees with his Michigan-based counterpart, noting that testing to tighter legislation is not without its difficulties. Legislation challenges you to do better, be more efficient and be more accurate, he says. Expected working life has lengthened, and limits have become tighter.

Trying to prove through testing that no matter what happens to a vehicle, and no matter what the driver is going to do, it s still going to meet levels for its warranted life, is exceptionally challenging. You cant just go and drive 120,000 miles in 10 different ways, so the key is to keep developing our lab methods and technologies to enable us to keep up with the challenges.


1. Audi powertrains are subjected to functional testing at extremely low temperatures while on engine testbeds in cold chambers at the OEMs Neckarsulm facility

2. Mercedes-AMGs 5.5-liter V8 biturbo is mounted on a test bench as engineers verify the performance of all engine parts and subsystems

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1With high-tech R&D at its very core, theres little wonderthat one Tier 1 supplier continues to set new engineeringbenchmarks through its advanced EGR cooler technology

With a rich engineering history dating back to 1902, Senior Flexonics is a company bursting with innovation, state-of-the-art solutions and highly acclaimed R&D. The Bartlett, Illinois,

headquartered supplier employs 2,600 people in 13 locations across four continents, having opened two new high-tech facilities in the past 12 months. Such growth, according to Michael Murphy, director for the EGR cooler business unit, is part of the very fabric at the Tier 1 company.

As an organization we are always looking for new ways to support our customers. One of our key philosophies is being close to our customers, so we have just opened two facilities one in Saltillo, Mexico, and the other a JV in Wuhan, China to bring our products closer to our customers. Looking forward, I see this trend continuing as we aim to bring more value to our customers.

Murphy says the goal for the medium term is simple: to continue to do what the company is already doing very well. In reality, that means maintaining solid growth thats fuelled by key acquisitions, and delivery to the market of the right technologies at the right times, on a local basis. But just which specific technologies are on the agenda for Senior Flexonics R&D team? With the strong problem-solving culture at the company, I envision a continued focus on product development as well as on bringing our current technologies to new markets, outlines Murphy. We continue to actively develop technologies for fuel cells, waste heat recovery and renewable energy applications. This includes products such as our plate heat-exchanger technology used in solid oxide fuel cells and high-temperature gas-to-gas applications that are capable of temperatures up to 1,000C. We recently completed development of a process for brazing

WORDS: JOSH BENTALL

Cool heat

high-temperature steels such as Inconel to ceramics, and are also continuing to improve our current products to bring additional value to our customers.

Pushing EGR boundariesPart of this renewed product push includes new EGR cooler designs, in the process helping car and truck makers to meet performance, emissions and reliability targets. And Murphy says this is an R&D area that Senior Flexonics has good form in: The core of our companys technical capabilities is metal expansion. The integration of our thermal expansion technology into a high-capacity stainless steel heat exchanger is what differentiates our product from others on the market. This capability has led to a design that can handle both high-cycle and low-cycle thermal fatigue. We maintain our leading-edge designs by listening to customers a design that suits one customers needs might not be what another customer requires. As such, we will work to tailor our EGR cooler offering so that every customer gets the right product for their application.

Senior Flexonics EGR cooler journey started with the Bend-A-Flex cooler innovation in the early 1990s, when the companys engineers created a solution that resulted

in individual tube compensation for thermal stress reduction in low-cycle thermal shock events. We continue to improve the design of the Bend-A-Flex coolers for reduced air and coolant-side pressure drop as well as weight reduction, adds Murphy.

And these improvements will help with new CO2 regulations that our customers are challenged with.Having the ability to take on both high-cycle and

low-cycle thermal fatigue is a key attribute of Bend-A-Flex. And while being able to handle both types of cycles is a major benefit, its the latter that Murphy is particularly impressed with: Low-cycle thermal fatigue events can be defined as phenomena that occur during non-normal

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1. Senior Flexonics Bend-A-Flex technology is helping cooled EGR systems to survive harsh operating conditions in natural gas engines, where temperature levels can reach 100C higher when compared with typical diesel powertrains

2. Advanced analysis work of Bend-A-Flex technology, specifically with regard to a cupped bulkhead component

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With high-tech R&D at its very core, theres little wonderthat one Tier 1 supplier continues to set new engineeringbenchmarks through its advanced EGR cooler technology

With a rich engineering history dating back to 1902, Senior Flexonics is a

JOSH BENTALL

Cool heatCool heatCool

high-temperature steels such as Inconel to ceramics, and are also continuing to improve our current products to

1. Senior Flexonics Bend-A-Flex technology

local basis. But just which specific technologies are on the agenda for Senior Flexonics R&D team? With the strong problem-solving culture at the company, I envision a continued focus on product development as well as on bringing our current technologies to new markets, outlines Murphy. We continue to actively develop technologies for fuel cells, waste heat recovery

applications that are capable of temperatures

the companys engineers created a solution that resulted

And these improvements will help with new COregulations that our customers are challenged with.Having the ability to take on both high-cycle and

low-cycle thermal fatigue is a key attribute of Bend-A-Flex. And while being able to handle both types of cycles is a major benefit, its the latter that Murphy is particularly impressed with: Low-cycle thermal fatigue events can be defined as phenomena that occur during non-normal

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SUPPLIER INTERVIEW


operating conditions, explains the EGR cooler business director. Generally, these events affect an engines cooling system in a non-normal way, events such as belt slip, cooling aeration and low coolant levels.

These conditions are non-normal but can be expected to happen during the life of the engine. In these types of conditions, the normal design boundary parameters start to break down, often resulting in runaway metal expansion that the structure cannot accommodate. It is in these types of conditions that Bend-A-Flex rises above other solutions in the industry that attempt to solve this problem with macro-level thermal compensation, but this merely extends the time to failure from instantaneous to mere seconds, and this is nowhere near good enough.

Our micro-level Bend-A-Flex individual tube compensating technology can survive these types of events thousands of times and this has been the basis for our EGR cooler designs since their inception. So, whether a customer is looking for a Bend-A-Flex, plate, coaxial, or the new upcoming Flex-A-Fin EGR cooler, they will all utilize the same principle of individual tube compensation that has helped make our EGR coolers the most durable coolers on the market.

Past experience shaping the futureMurphy says that having extensive R&D experience in the EGR cooler field with Bend-A-Flex being the foundation of such expertise is vital as Senior Flexonics pushes ahead with new breakthroughs. Aiding this cause is a new analysis team thats been established within the company thats fully dedicated to further EGR cooler development. For our current products, this team is tasked with improving the designs in such a way as to add more value for the customer, elaborates Murphy.

Whether thats material selection, component elimination, DFM improvements or system component integration, this team remains active with current products. One interesting application the team is challenged with for our current Bend-A-Flex product is the push toward natural gas engines with cooled EGR. This brings a new level of challenge to the EGR cooler as natural gas applications run about 100C hotter than their diesel counterparts, thus making the coolers ability to handle high-cycle thermal fatigue an even greater challenge. The next EGR cooler that the team is working on is the Flex-A-Fin EGR cooler, a development that combines the low/high-cycle thermal fatigue capabilities of Bend-A-Flex technology with the higher power density of a fin-in-tube style cooler.

Leading the way in this technological area, Senior Flexonics EGR coolers maintain 94-97% efficiency. The next challenge is how to achieve and maintain such high levels of thermal efficiency while maintaining durability and reducing the pressure loss of the product. As our customers are working hard to meet new requirements for greenhouse gas emissions, the push for pressure drop improvement is strong, adds Murphy. There is a trade-off between heat transfer/thermal efficiency and pressure drop when designing an EGR cooler. As engines and technologies have continued to develop over the past decade, the strong push for higher thermal efficiency has been replaced with

engine technology international

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