Engine Technology International - January 2020

JANUARY 2020
‘V’ IS FOR
’VETTE
Chevrolet’s all-new
mid-engine sports
car and its LT2 V8
is more than next
generation – it’s
next level for GM
FROM AIR
TO FUEL
Could a low-carbon, high-power technology that’s produced
using renewable energy help save the IC engine and realize
the sustainable automotive transportation dream?
www.enginetechnologyinternational.com
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CONTENTS
JANUARY 2020
‘V’ IS FOR
’VETTE
mid-engine sports
and its LT2 V8 car
heart
is much more than
next generation
it’s next level for–
GM
JANUARY 2020
FROM AIR
TO F U E L
TECH INSIDERS Could a low-c
using renew
arbon, high-
powe
able energy help r technology that’s produ
the sustainable save the ced
automotive transpIC engine and realize
ortation dream
?
26
www.enginetech
04. Middle man

nologyinternation
al.com
The full development

story behind the 2020
Stingray, Corvette’s first
ever mid-engined model
08. Built tough

The Blue Oval’s 7.3-liter
eight-cylinder targets
durability, fuel economy
and power at low revs
12. Back for more

Porsche finally equips
the 718 vehicle family
with a new naturally
aspirated six-cylinder
18. Personality profile

Christian Schultze is the REGULARS
latest industry figure to COVER STORY
be profiled by ETi 16. Engines on test
26. Air support 20. Taylor
Canadian tech brand
FEATURES 22. Johnson
Carbon Engineering
80. Final word
32. Power play is pushing for rapid
Prodrive adds a new decarbonization with
US$6.2m powertrain an air capture system 40
development facility to that can be used to
its UK HQ in Banbury produce fuel from air 46. Team player
ETi visits Cosworth’s
36. Future-proof Northampton, UK, base
Upgrades to Millbrook’s to look at development
Bedfordshire, UK, test
center include a 4WD
36 and production of Aston
Martin’s latest atmo V12
emissions chassis dyno
50. Plug and play
40. Game plan Helen Lees, head of
Aston Martin’s chief electric vehicles at PSA
powertrain engineer Group UUK, outlines the
Joerg Ross discusses brand’s efficiency and
future plans for the OEM electrification blueprint
electrifi
56. Liquid
Liqu assets
As the ttransmission
industry continues to
innovate, advances in
innovate
50 lubricant technology
lubrican
proving invaluable
are prov
64. Fuel
Fue for thought
New peperformance and
emissions requirements
emissio
are leading
lead to greater
demand for complex
injection technologies
56
Engine Technology International.com // January 2020 // 01

CONTENTS
66
Editorial
76
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Chief sub editor: Andrew Pickering
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Michael Taylor, Karl Vadazsffy
Design
Art director: Craig Marshall
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Design team: Patrick MacKenzie,
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Production
Expo media and magazine
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Deputy expo media and magazine
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TECH INSIDER // CORVETTE SMALL BLOCK LT2

BEAUTY AND THE
For the C8 Corvette, Chevrolet literally took

its Small Block V8 to a whole new place. ETi goes
behind the scenes on development of the new LT2
WORDS:
GRAHAM HEEPS
No new car this year has created as much buzz analytically first. This time,
as the eighth-generation (C8) Chevrolet Corvette since we didn’t have models for
Stingray, the first mid-engine model in the sports a mid-engine [installation], we
car’s 67-year history. The Stingray’s powerplant is went out to get data on what the
still a 6.2-liter, Gen 5 Small Block V8, but this new application was going to look like.
LT2 version has received a major makeover for life That helped us to refine our models
behind the cabin. up-front and hit the ground running
“It all started about four and a half years ago,” when we got into a more conventional
says Mike Kociba, assistant chief engineer for the development program timing.
LT2. “We began by taking an LT1 [the C7 Stingray “That early work was a major benefit to
motor] and modifying it so that we could evaluate us because we’ve had a tremendous amount of
what challenges we would have with the unique success with the LT2 all through the [development]
packaging and the additional track capability that lifecycle. It helped us to focus on getting everything LT2 is filled with 0W40 oil that
the vehicle group required. buttoned up in time for production.” has been developed by Mobil
“We started vehicle testing way earlier than The biggest change from the LT1 to the LT2 is an to be suitable for street use and
track performance. Previously,
we would have in a conventional application,” he all-new dry-sump lubrication system. The team was Stingray owners had to replace
expands. “The first engine we made went directly tasked with delivering a unit that would handle 1.25g the LT1’s 5W30 oil with 15W50
into a car, whereas usually we’d do everything under longitudinal and lateral acceleration. ahead of taking the car on track

“We went through the whole LT1 system

to figure out our base limitations,” says Kociba.
“One of the issues was that the oil would end up EXHAUSTING WORK
in various places in the engine that we couldn’t
The LT2’s relocation behind the 20-25% improvement
scavenge from. Using only one scavenge pump
cabin and the associated packaging in emissions – yet still
meant that we had to let gravity force the rest of
constraints meant a complete redesign have a much smaller
the oil to one pickup location.
of the exhaust system. “The previous package and much better
“For the LT2, we added two more scavenge
Corvette had a two-converter system – airflow capacity through the exhaust.”
pumps for a total of three. Two of those are in the
a close-coupled converter right by the Another first is that the exhaust
crankcase. Bays one and four run on one scavenge
engine and one under the floor,” explains initially routes upward out of the head,
pump; and two and three on a different one. By
GM’s Mike Kociba. “The system enabled for packaging reasons, which made
separating some of the bays the team were able to
us to meet the ULEV160 standard. For heat-shielding even more important to
separate the impact of the crankcase windage from
the new car we didn’t have the luxury of protect the surrounding body structure
the gravity problems.
all that space, so we had to combine the and rear hatch. The advanced shielding
“Historically, we’ve had problems at high speed
converters into one split-volume, close- has acoustic and thermal properties,
with the oil collecting in the overhead of the engine,”
coupled converter with the O2 sensor in as well as looking good – part of a wider
he continues. “We’d try to make the oil drain down
the middle. We were able to lower the design program to beautify the on-show
through the valley past the camshaft, but when it’s
emissions down to ULEV125 – roughly a engine bay.
spinning at high speed it’s hard to get oil past. To
combat that, we effectively separated the top and
bottom parts of the engine completely. Now any oil
that goes to the overhead of the engine is harvested and hoses, which bring pressure drop and other This is the most powerful
from the valley by the third scavenge pump and packaging concerns, also helped to reduce mass. entry-level Corvette ever.
sent directly to the external oil tank. Nothing has The tank is no longer aluminum but nylon composite A base Stingray can reach
to drain past the rotating camshaft.” and Kociba explains that many design features were 100km/h in three seconds
The net result of this more efficient oil harvesting cast in, for example an integral centrifuge to help
is that the LT2 unit only needs 7 liters of oil, which is separate more air out of the oil.
a 2.1-liter reduction from the LT1. Together with the additional scavenge pumps,
Previous Small Block motors have had dry-sump it all leads to a more consistent and reliable oil
setups, but the LT2’s is configured differently. The supply and the 1.25g in any direction acceleration
tank itself is still an external reservoir, but is directly target has been achieved. “We’ve not found the
mounted to the engine. Eliminating the oil feed lines limits of this subsystem on the track at all,” he says.

Elsewhere, there are further changes at the

top and bottom of the new motor, both related to
its relocation to the rear mid-engine position. The
engine had to sit 25mm lower than before to mate
directly to the transaxle, which incorporates
a newly developed, 8-speed Tremec DCT.
As already seen, replacing the LT1’s oil pan
with what Kociba describes as “effectively an oil
distribution plate that’s only 90mm tall” was one
way to accomplish the lower installation; another
was to change the ratio of the flywheel.
Mass-reduction measures on “Every small block that we’ve made since Gen
the LT2 include an aluminum 4 had the same-size flywheel,” he explains. “All
harmonic balancer, but with
the additional scavenge pumps
of our internal equipment in our engine plants,
and a dry-sump tank mounted everything was made for that larger flywheel, but
directly to the engine the LT2 now it was too big, so we shrank it from 168-tooth-
weighs about the same as its count down to 146. Just so that it can mate directly
predecessor – around 214kg to the transaxle – there’s no change of direction
and the power is produced right to the wheels.”
The starting system had to be redesigned to suit,
“Historically, we’ve had problems at and at the engine plant in Tonawanda, New York,
adapters must be used to mount to the flywheels
high speed with the oil collecting during production testing. “But we’re very pleased
with the flow of power in this car,” comments Kociba,
in the overhead of the engine” “how efficiently this thing puts torque to the ground,
and that positioning is part of it.”
Mike Kociba, assistant chief engineer, General Motors
Take a breath
Also new is the intake manifold, where the
repositioning of the motor worked to the engine
team’s advantage and helped to unlock more
power through better breathing.
“Although it had to go lower in the car for mating
to the transaxle and to achieve the lower center of
gravity, one advantage of moving the engine to the
back was that the top was now not as big a factor
for the driver’s sightline,” he relates. “We were able
to make the intake manifold about 75mm taller,
which is what we’d have preferred it to be on LT1.
That enabled us for the first time to make all the
intake runners of equal length – 210mm – and
to increase the plenum volume from 11 liters to
14 liters, which helps the overall balance of the
manifold. The larger plenum really helps with
high-speed power, too.”
The relocation also means that the Small Block’s
intake manifold is reversed. Air now enters around
cylinders 7 and 8 instead of 1 and 2. The air cleaner
sits behind the engine and transmission.
“Switching it isn’t as dramatic a change as it
sounds, but at the same time we had to make sure
that all of the cylinders got equal amounts of purge
and that all of the crankcase ventilation systems
are still balanced.”
Meanwhile, the LT2’s entire combustion chamber
is carried over from LT1 including valvetrain, pistons
and rods. The camshafts have a different lift profile
– up from 13.5mm to 14mm – and the duration is
slightly changed on both sides as well, to take
full advantage of the extra flow capacity. The
accessories remain on the front of the engine.

TECH INSIDER // FORD 7.3 V8
VITAL
AL STATISTICS:
RD F-250/F-350
FORD
Layout: V8
placement: 7,293cc
Displacement:
pression ratio: 10.5:1
Compression
wer: 436ps @ 5,500rpm
Max. power:
Max. torque:
que: 644Nm @ 4,000rpm
Stroke: 101mm
Bore: 107.2mm

Ford has designed its new 7.3-liter gasoline

V8 to prioritize durability, fuel economy and
power at low revs for demanding commercial,
towing and cold-weather operations
WORDS:
GRAHAM HEEPS

Ford Super Duty pickup customers looking for In these applications, the new engine makes
something beefier than a 6.2-liter gasoline V8 a dyno-certified 355ps and 635Nm of torque
have hitherto had to turn to the 6.7-liter Power both at 3,900rpm. Compact dimensions
Stroke diesel. A new option opens up for the and commonality of parts across different
2020 model year, however, with the addition applications make life easier for technicians.
of an all-new, 7.3-liter gasoline V8. These considerations led to a cam-in-block,
The new motor, which was built in Windsor, pushrod design for the 7.3, as on the 6.7 diesel.
Canada, and makes a chassis-certified 436ps “We knew that our customers did not want
and 644Nm in the F-250 and F-350 pickups, a high-revving engine,” Beltramo explains. “This
will serve customers who need more capability engine is intended for very high durability [at low
but can’t justify the on-cost of the diesel motor, revs] and in the dyno-certified business you
or live in regions where diesel is sold at a premium. don’t want to be making significant power above
“The 7.3 closes the gap between gasoline and 4,000rpm as your CO 2 numbers will be too high. Above and bottom left: The 7.3 motor is paired with the Ford-
the large-displacement turbodiesel,” says Ford Fundamentally, we weren’t going to push the built, 10-speed heavy-duty TorqShift automatic on all models
engineering manager Joel Beltramo, who worked engine into RPM ranges where a dual-overhead except F-650 and F-750, which retain the 6-speed unit
on both the 6.7 and the new 7.3. “In our fatigue cam [DOHC] configuration starts to shine; there
tests, the 7.3 runs fairly close in total number of are packaging negatives with DOHC in how tall
hours to what we require from our turbodiesels. and wide the cylinder heads get.”
That matches up with our expectations of how Work on the development program began That deep-skirted block features six bolts
hard some customers will run them towing.” in 2017 at Ford in Dearborn, Michigan. From the per cap – four for the primary loads and two
start, the high durability requirements informed cross-bolts – to create what Beltramo describes
Data mining the materials choices, which routinely pointed as a “very stout” bottom end. The forged PM
Ford tapped into an extensive database toward a premium material normally used for connecting rods are machined in-house by Ford
of Super
per Duty customer data to shape the a turbocharged EcoBoost gasoline or Powe Power to the final dimensions, as are the gravity-cast
requirements
rements for the new motor, as well Stroke diesel engine, even though the normnormally aluminum heads.
as examining
amining current and possible future aspirated 7.3 won’t see the same peak Meanwhile, the variable-displacement oil
emissions
sions rules. The requirements pressures and elevated temperatures
temperatur pump technology is proven in Class 8 trucks.
were best met by a clean-sheet as the turbo motors. Through software links to the powertrain
design n rather than a derivative Some examples of control module (PCM), the pump not only
of a lighter-duty
ghter-duty engine. this quest for “extreme varies displacement based on RPM, load and
Ease
se of maintenance durability” include th
the temperature, but through a large portion of the
was a consideration for iron block’s deep sskirt engine’s operating range also maintains a set
commercial
mercial operators, and the forged steel
ste pressure in the gallery to feed the bearings.
especially
cially as the 7.3 crankshaft, as well
w “If the engine starts to wear, or the pump
will also
lso replace as the materials
material wears, or oil viscosity is not what we would
the two-
wo- and three- chosen for the have expected, the PCM alters the displacement
valve versions of valves and val
valve on the pump so that the pressure in the main
the 6.8-liter
8-liter Triton seats. Piston gallery is still exactly what we designed and
V10 inn various Ford cooling jets and tested to,” says Beltramo. “It’s able to compensate
medium-duty
um-duty work the coating on th
the top for normal wear plus some noise factors in the
trucks,s, E-Series piston ring are lifted
lif lubrication system that we expect to encounter
and stripped
tripped from turbocharged
turbocharg in the real world. The pump technology is
chassis
sis models. applications, too.
too intended for very high durability, although
on a gas engine we don’t have soot in the oil
like you would get in [heavy-truck] diesels.”
Inset: The 7.3-liter engine is an option on
the 2020 F-Series Super Duty. It’s also Cool down
standard on the F-450 chassis cab, F-550, On the cooling side, a “slightly oversized”
F-600, F-650 and F-750 medium-duty
trucks, as well as on the E-Series and water pump is driven by the front engine
F-53/F-59 stripped chassis models auxiliary drive. Further cooling technology is
borrowed from the 6.7 diesel and the 6R and
10R transmission families in the shape of using
engine coolant to heat engine oil in extremely
cold weather.
“When oil is cold it can collect unburned
fuel from blow-by past the rings and water from
combustion,” says Beltramo. “That can really
kill the performance of engine oil during the
winter in some regions of Canada, for example.
We ran some very severe, prolonged tests this
past winter where we were idling well beyond
the recommended oil-change interval. The truck
is basically stationary for well over 500 hours.
“When we checked the oil quality at the
end of the testing, we found that besides
the additive package being within industry
expected range, the amount of fuel and water
in the oil was negligible. We had effectively
not allowed any fuel or water to build up in
the oil, extending its life.”

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TECH INSIDER // PORSCHE 4-LITER SIX-CYLINDER

Box clever
It didn’t take long for Porsche to cave in to demand
and add a few more cylinders to the 718 line-up
WORDS:
DEAN SLAVNICH &
KYLE FORTUNE
Well that didn’t last long. In the same year that The UK has still not left the EU and the USA still a modern-day homage to how things once were for
the UK voted to leave the European Union and the has Trump as commander-in-chief, but Porsche’s many IC performance engines.
USA voted in Donald Trump as president, Porsche resolve for all things four-cylinder for the 718 twins The 3,995cc motor is a naturally aspirated heart
‘controversially’ launched the 718 range exclusively broke earlier this year. Caving in to fan and media that’s paired with a 6-speed manual transmission.
with four-pot power. pressure alike – and probably market demand Yes, you read that right: atmo – tick; stick shift – tick;
And while performance, dynamics and general too – in June the German automotive engineering Porsche – tick.
handling were all ‘up’ compared with the outgoing powerhouse surprised the entire industry when it Speaking exclusively to ETi, Baumann explains
Cayman and Boxster models, Porsche aficionados announced a new 4.0 six-cylinder boxer had been the thinking behind the 718 powertrain expansion:
the world over were desperately missing something. created for the 982 family. “The discussion early on was turbocharged or
Well, two things to be precise: cylinders number five “When the project was launched the question not turbocharged [for this development], and we
and six from the drivetrain. was what engine should we use, and it was clear decided to go for a naturally aspirated engine, and
very soon after that we wanted to use a six-cylinder put focus on the linear behavior, and of course the
engine,” states Markus Baumann, team leader for fantastic sound of a six-cylinder boxer.”
Porsche wanted to develop
development of boxer engines at Porsche.
a six-cylinder that offered
greater sound and linear And this isn’t any ordinary 4-liter six-cylinder that 911 base
behavior than the preceding Porsche engineers have been secretly working on But you’d be wrong in thinking Porsche went big
718 GT4 and Spyder engine for the brand’s ‘entry level’ sports car range. This is with this 718 engine and started development from

FROM OLD-SCHOOL ATMO

TO NEW-SCHOOL ELECTRIC
The first all-electric Porsche made its network for a range of up to 100km (62
debut to a mixture of fanfare and furore. miles) in just five minutes. Meanwhile,
With the first variants of the four-door the 93.4kWh Performance Battery Plus
sports saloon to roll off of the production will take just 22.5 minutes to charge from
ramp named the Taycan Turbo and Turbo 5% to 80% in ideal conditions.
S, the unveiling sparked much debate During development of the four-door
within the automotive community as to sports saloon, the Stuttgart brand
whether a BEV car can ever really be a specifically designed a new 2-speed
‘Turbo’. Porsche, for the record, remains transmission for the rear axle. This
adamant that Turbo is a sub-brand and allows the Taycan to produce greater
therefore can be applied to a BEV. acceleration from standing start in first
“We promised a true Porsche for the gear and a longer gear ratio for improved
age of electromobility – a fascinating efficiency and power reservation in
sports car that not only excites in terms second gear.
of its technology and driving dynamics, Equipped with one e-machine on
but also sparks a passion in people all the front axle and one on the rear axle,
over the world, just like its legendary the most powerful Taycan Turbo S
predecessors have done,” says Michael will generate up to 761ps (560kW)
Steiner, member of the executive board with a combined power consumption
for research and development at Porsche. level of 26.9kWh/100km. That gives
“Now we are delivering on this promise.” the performance EV a 417km (260-
In addition to the new 718 And the technology is definitely mile) electric range and a 2.8 second
family, Porsche has added exciting. The first production vehicle to 0-100km/h. The less powerful Taycan
its first BEV to its vehicle
range. Equipped with two be fitted with a system voltage of 800V, Turbo however, will produce peak power
e-machines, one on each the BEV can be recharged using direct of 680ps and will hit 100km/h from
axle, the Taycan Turbo S current from the high-power charging standstill in 3.2 seconds.
model will generate 761ps
a total clean-sheet. Quite the opposite, in fact. The because it’s better suited to higher revs, explains The engine management system adjusts the
‘new’ 420ps unit is essentially based on the 9A2 Baumann, as well as allowing for a higher opening timing of the four VarioCam camshafts according
Evo 3.0 turbocharged engine family that powers velocity of the valve to feed even more air into the to load requirement and engine speed over an
the 911 (992) Carrera models. However, there’s combustion chamber. In addition, an advanced adjustment range of 30 crankshaft degrees on
more to this six-cylinder than just lobbing off a few variable intake system with two resonance valves either outlet side.
turbos and increasing overall displacement. ensures optimum gas exchange in the cylinders. The 420ps – which, by the way, represents an
“What we made totally new [for this engine] is increase of 35ps compared with the previous GT4
the cylinder head, because for a naturally aspirated Welcome change model and 45ps on the outgoing Spyder – comes in
engine we need bigger valve diameters, and the Interestingly, the 4.0 displacement was picked to at 7,600rpm and is complemented by 420Nm of
valvetrain is also new,” adds Baumann when asked differentiate it from the previous 3.8-liter powertrain torque between 5,000rpm and 6,800rpm. As such,
to point out the differences between the two units. offering that Porsche had in its line-up. As such, both 718 siblings break the 300km/h (186mph)
For the first time, piezo injectors are used for both the bore and stroke have had to increase – barrier, with the Spyder topping at 301km/h and
direct fuel injection in a high-revving application. 102mm and 81.5mm respectively. the GT4 at 304km/h. Max engine speed is a
They essentially split each injection process into deliciously old-school 8,000 revolutions.
up to five individual injections, meaning that the Another new technical highlight to this design,
entire technical setup supports a complete which features a gasoline particulate filter emission
combustion process. control system, is adaptive cylinder control, which
Instead of triple tappets, the means in part-operation the technology temporarily
718 racer has finger followers, interrupts the injection process in one of the two
cylinder banks, therefore reducing the overall fuel
consumption and cutting CO2 emissions by as much
Based on the 9A2 Evo as 11g/km.
3-liter that was developed It achieves this by shutting down the bank
for the 992 911 models, the
of cylinders between 1,600rpm and 3,000rpm
4-liter atmo 718 engine was
given an all-new cylinder and a load request of up to 100Nm. Temporarily
head and valvetrain design interrupting the injection process on one of the two
engine banks, the setup effectively operates the
engine in three-cylinder mode, switching banks in
a constant load situation every 20 seconds to ensure
a uniform load flow though the catalytic converters.
As a result, Porsche says the correlated fuel
consumption of the mid-engined rear-wheel-drive
sports cars is 10.9 l/100km according to the NEDC,
while the emissions level for both cars is rated at
249g/km CO2.

ENGINES ON TEST
BMW M850i 4.4-liter V8

Beauty might be in the eye of the beholder, but when it comes to
the 850i coupe, surely there can only be a handful of people out
there that truly believe this isn’t a good-looking car.
But do the engineering and technology match the wonderfully
fluid aesthetics? The first thing to say is that you feel every kilogram
of the near 2,000kg total mass of this coupe when attempting a fast,
tight bend or a narrow country road. But that’s not a bad thing –
this car, let’s not forget, hasn’t been created to be a lightweight agile
roadster, but rather a refined and luxurious sports car that offers
first-class travel and performance over long distances.
Mercedes-Benz G 350 d 3-liter I6 And in that respect, BMW has nailed its engineering ambitions.
The G-Class is not exactly a subtle vehicle. Mercedes-Benz’s The interior is up there with the finest of GTs, while the N63 4.4
off-roader has become as common a sight on urban roads as on V8 smoothly provides all the power you need for
mountain trails, with the top-spec AMG G 63 often seen ferrying a vehicle of this type.
around heads of state and movie stars. The entry-level G 350d, For the 850i offering, the 4,395cc heart,
however, forgoes the range-topping biturbo V8 for the new OM 656 already widely used in BMW’s model range,
diesel engine, an inline six-cylinder unit that is the most efficient has undergone extensive redevelopment
powertrain option in the lineup. for this specific application.
The diesel G-Class produces 290ps and 600Nm The eight-cylinder makes an incredible
of pea
peak torque, and boasts a range of measures sound – perhaps even the best BMW
intended
int to drive down fuel consumption engine notes outside the M car orchestra.
without
w sacrificing performance. The Given the weight of the car, it’s just as
new engine design features stepped- well the N63 has plenty of power. There’s
bowl combustion, two-stage exhaust a huge 530ps at 5,500-6,000rpm while a
turbocharging and MB’s Camtronic massive whack of 750Nm torque comes in at
variable valve timing, with Nanoslide 1,800-4,600rpm. This means that in a straight line the
coating technology contributing to 850i is rapid: 3.7 seconds pass from standstill to 100km/h (62mph).
lowered fuel consumption by cutting Technical highlights of the 4.4 V8 include two enlarged twin-
friction losses in the cylinder system. scroll turbos with charge air cooling located within the V-shaped
That 600Nm is delivered between 1,200rpm space between the cylinder banks; high precision injection; and
and 3,200rpm, which is key, as the G-Class is BMW’s Valvetronic fully variable valve control and Double-Vanos
a big car. Mercedes has also gone to great lengths to control noise, variable camshaft timing tech.
with actively controlled engine mounts used for the first time. The crankcase is brand new, while a new aluminum alloy has
At low speeds the mounts soften to damp transfer of torsional been used to increase the robustness of the basic unit. The use
vibration, and stiffen at higher speeds to improve vibrational of a wire-arc sprayed iron coating for the cylinder walls serves
comfort. Mercedes-Benz’s 9G-tronic automatic transmission has to reduce frictional losses.
been tweaked for the G-Class, with shortened shift and response
times – particularly noticeable at lower speeds when throttle
response feels swift and assured for such a big vehicle.
The car maker has gone to a lot of effort to ensure that drivers
don’t notice the engine most of the time, and the G-Class is a
comfortable car to drive long distance. For the majority of driving
conditions, power delivery is smooth (and even lively, at times)
with little lag. The OM 656 is a well-engineered unit, accomplished
and easy to drive. And while the G 350d might be the entry-level
powertrain, the performance is anything but.
Cylinders: 6 Cubic capacity: 2,925cc Cylinders: 8 Cubic capacity: 4,395cc

Bore/stroke: 82 x 92.3mm Compression ratio: 15.5:1 Bore/stroke: 89 x 88.3mm Compression ratio: 10.5:1
Power output: 290ps Torque output: 600Nm Power output: 530ps Torque output: 750Nm

Porsche Macan S 3-liter V6
There is something familiar about the latest iteration of the Porsche
Macan S. And while the new model hasn’t seen a whole host of
changes, it’s the ‘newly developed’ six-cylinder that is more familiar
than anything else.
The product of a joint project with fellow Volkswagen brand Audi,
this 3-liter has already seen plenty of action in various applications.
Carrying the EA839 code-name, the V6 unit has previously been
fitted to both the Panamera and Cayenne, as well as the Audi S4,
S5 and SQ5 in different variations.
But if an engine works, it works. And for
the Macan S, the engineers have given it a
redesign and paired it with their 7-speed
PDK. With a central turbo layout – a new
twin-scroll is squeezed between the 90°
cylinder banks – the engine benefits
from shorter exhaust gas paths between
the chambers and the turbo, improving
responsiveness during acceleration as
well as low engine speed torque.
To ensure efficient fuel mixture, the
Stuttgart brand also tweaked the chamber
geometry and used a central injector. Meaning that unless you’re
really heavy footed, you will get close to the quoted 9.8 l/100km.
In this application the EA839 outputs 354ps between 5,400rpm
and 6,400rpm, and 480Nm of torque over a 1,360rpm to 4,800rpm
range. So stick it in Sport Plus and that power is enough to get from
standstill to 100km/h (62mph) in 5.1 seconds. And while that isn’t
as quick as Cupra’s Ateca, power delivery is smooth, the engine is
responsive and the torque is wide-ranging. However, some may want
a sound actuator to make up for its slightly disappointing exhaust note.
Ultimately the result of all this tech is a car that lives up to its
predecessor’s reputation. The Macan is known as a class leader in
performance and handling, and the 2020 Macan S is no different.
In fact it’s good enough to make you wonder whether Porsche really
need a 440ps Turbo model.
Cylinders: 6 Cubic capacity: 2,995cc

Bore/stroke: 84.5 x 89mm Compression ratio: 11.2:1
Power output: 354ps Torque output: 480Nm

PERSONALITY PROFILE
What career did you want when you were If you had no restrictions at all, what would
growing up? your dream engine be?
I actually studied air and spacecraft design. For me, the ideal engine would be responsive
And one day, when I was applying for jobs, and have no negative environmental effects.
my girlfriend put a newspaper in front of me Years ago, Mazda produced an RX-8 with
and there was a half-page advertisement. a hydrogen rotary engine. It was a show car,
It read, ‘Mazda is opening an R&D center in but it would be smart to do something like that.
Oberursel, Germany. We are searching for
lightweighting engineers.’ So my girlfriend Does legislation help or hinder development?
said, “You make airplanes and rockets, you The legislators are not engine experts. They
can make designs for lightweight cars.” So are dependent on external information. The
I applied, and a fortnight later I had the job. problem is that current legislation is a little too
At that time I thought I’d only be with Mazda one-dimensional. The world is complicated
for three years, but it’s interesting. In 1994, for and to believe that a single solution like
example, I made the first electric car in Europe, electrification will solve all our problems is
based on a Mazda Carol. There have always too simplistic. I wish a more comprehensive
PROFILE: been opportunities to work on projects that analysis would be done.
CHRISTIAN SCHULTZE are really fun.
What was the benchmark for Skyactiv-X?
Job title: Technology research director What was your first-ever car and what do you Mazda as a company doesn’t really go for
Company: Mazda drive now? benchmarks. We say, “In an ideal world, what
I have a diesel Mazda CX-5. For me, the 2.2 would the engine be like?” And then we say,
diesel is a super engine because it has great “Really lean, adiabatic, with maybe a super
torque and I often drive 400km to Brussels. Miller cycle. That would be ideal.’” But we
My first car was a 1971 Beetle. It produced are fair enough to ourselves to say we are
50ps and consumed about 10 l/100km. not good enough to do that.
per.stensgaard@outlook.com
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PERSONALITY PROFILE
The problem is that current legislation is a little too one-dimensional.

The world is complicated and to believe that a single solution like
electrification will solve all our problems is too simplistic
Of course, we look left and right to see what pressure sensors for each of the cylinders. kappa can be influenced through the use of
others have achieved, but it is not our start point. Then, based on the pressure curve, we can a lean mixture.
We identify the most desirable solution and then judge if the pressure is at dangerous levels We reached that level of understanding
figure out if there are principle hurdles that will or not, and whether we need to change the maybe four or five years ago. At the beginning,
prevent us from doing that. injection parameters or ignition timing. All it was just basic research. Then we undertook
these things are changed in real time, so a lot of simulation activities, using single pistons
How did the Skyactiv-X development differ we use a high-speed, high-capability ECU. made from glass and high-speed cameras, and
from the company’s previous engine projects? once we fully understood how we can control
We could not do what we are doing with a How long did it take for Mazda to get what is going on in the engine, we started the
normal engine ECU. To get to higher power Skyactiv-X to the point of production? actual development [of Skyactiv-X]. I think
levels you need more fuel, but you can’t inject It is important to distinguish between the engine we got to that point around three years ago.
it at the very beginning because it would be too concept and the actual development activity. It
unstable. You are in danger of self-ignition or was 2008 when we started to sketch and draft How many prototypes were used during the
lack of compression. the idea for Skyactiv-X. At that point, we had development of Skyactiv-X?
So we had to find another way of handling just developed a chart and looked at the control As you can imagine, with a compression ratio
high load. That’s why we have a super-high- factors for higher efficiency. of 16.3:1 and engine knock, you can kill quite
pressure injection system – to inject super We were thinking about what kappa is a few engines if you want. But we didn’t have
late into the fully compressed gas. The 700- dependent on. We understood that if we could many running prototypes; we tried to avoid
bar system is needed to atomize the fuel. Also, change kappa, we would have a great deal of them because it’s very expensive. We had
to prevent knocking we introduced real-time influence [on the efficiency]. We realized that some for late-stage testing.

OPINION
If you’re one of those people kicking yourself for not

snapping up one of Audi’s accidental, short-lived V12
TDI Q7s, then worry no more. Volkswagen has just made its
replacement. Again, it was made by accident and, again,
it will almost certainly be short lived.
Welcome to the Volkswagen Touareg V8 TDI, with
900Nm of torque, 421ps of power, enough urge to hurl OriginalLy
de
2,305kg of five-seat luxury to 100km/h in 4.9 seconds, TDI V8 was re veloped for the Bentay
purposed fo ga
and stupendous sophistication. r the Volksw , VW Group’s
agen Touare
But blink and you’ll miss it. That’s because, just like g
the Q7 V12 TDI, the Touareg V8 TDI’s existence is a happy,
fleeting piece of damage limitation expected to survive
in showrooms for between one and two years, when its Th T
The Touareg was theth only l choice
h i because
b it is
i essentially
ti ll
current emissions compliance runs out. the same as the Bentayga beneath the skin; but it wasn’t the
Let’s circle back to 2008, when Audi showed the R8 V12 obvious choice because the Volkswagen badge certainly
TDI Le Mans concept car to leverage its winning Le Mans doesn’t demand the same price as a Bentley.
car from the days when Audi diesels The engine couldn’t go into the
were things of promise and joy, rather Q7, because Audi already had its
than shame, crime and cost. Still, the own high-tech V8 diesel in the SQ7,
car never made production.
Unfathomably, VW had already
This diesel V8 was and Porsche went diesel-shy last year,
so that left the Touareg. You have to
developed an all-new engine for the
R8 V12 TDI Le Mans, so confident was
actually designed, wonder how this could happen to the
same manufacturing group – twice.
it that the car would be approved. engineered and Admittedly, times were more
It had suppliers all booked up with innocent back in the Q7 V12 TDI’s
guaranteed volume contracts, too. developed for the day. Thirty billion dollars later, being
Then it wound up with nowhere to a diesel engine developer at VW
put that damned engine. The only Bentley Bentayga isn’t helping you to score dates
reason it ended up in the Q7 V12 at parties – nobody is carrying
TDI was because it was the only around business cards that say
Audi with a bay able to swallow ‘Volkswagen Diesel Engine Chap’,
the tall, narrow-angle engine. because they’re all too worried about US Immigration
Volkswagen couldn’t do something that expensive, giving them the same treatment as Oliver Schmidt, former
presumptuous and short-sighted again, could general manager in charge of the car maker’s environmental
it? Well, turns out it did. and engineering office in Michigan.
There are mitigating circumstances this Change your mind about something, as Bentley did,
time around, though. It’s not all VW’s fault – just and you end up madly scrolling through the Rolodex
mostly. This diesel V8 was actually designed, trying to decrypt whatever code they’re using for diesel
engineered and developed for Bentley’s development engineer these days – ‘fossil fuel squasher’,
Bentayga. The trouble was that ‘spark-free ignition specialist’, ‘cast-iron block section’ and
those pesky Bentley buyers have ‘high-compression thermal energy transference manager’
less time for diesel than was are all distinct possibilities. It’s hard for these guys to stay
perhaps originally thought. in touch with each other, or for product planning to find them.
The Volkswagen Group They’ve become the ghosts of the company, like MI6 or the
was left with an expensively CIA. We all know they’re there, but if they don’t want to be
developed engine, engineered seen, you’ll never find them.
with Bentley sophistication They pop up now and again while a program is being
and refinement in mind, green-lit, then they disappear into the mists of Wolfsburg
suppliers all signed up and don’t emerge until, years later, when they have an
and nowhere to put it. engine for you. Or, as it turns out, for somebody else.

FROM THE PUBLISHER OF ENGINE+POWERTRAIN TECHNOLOGY INTERNATIONAL
JA NU
ARY
2020
‘V’ IS
’VET FOR
Chev TE
mid-e rolet’s
and ngine all-new
is muits LT2 V8 sport
s ca
next ch more heart r
it’s negenerat than
xt lev ion –
el for
GM
R
NE W FO
2020
F RO
TO FM AIR
UEL
Coul
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usin a low-c
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new arbon,
Alternative fuels to
the ab hi
susta le ener gh-pow
inab gy er te
le au help chno
tom sa
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trans en at’s
porta gine an produc
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reduce and eliminate

ogyinte
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om al.c
carbon emissions Battery cars aren’t

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OPINION
Confusion continues to reign over what is and

what isn’t environmentally friendly. In a restaurant
the other day, my children were given paper straws with We don’t neE
d the masSiv
their drinks while I was given wooden picks with which to e mansion,
but we want
it!
stab my grilled halloumi cheese. But here’s the thing: the
straws are entirely non-reusable, as are the wooden picks.
Both the straws and picks will no doubt end up in landfill
to rot away and in doing so ironically boost CO2 emissions. commute to work this morning made an iceberg melt.
In my twenties, the advice was to stop using paper Unregulated media is dangerous.
bags because the rainforest was being destroyed. Now, before you throw Engine + Powertrain Technology
Use plastic bags, they said. In my forties, the opposite International in the recycling bin in a rage, I’m not for
is seemingly true: use paper bags because plastic bags a second suggesting that we don’t live in an excessive
are killing dolphins. The rainforest, we can assume, is world. We do, we absolutely do. And despite claims from
therefore fixed. Indeed, you’ll note that this publication many, few in the developed world are truly living in poverty.
has arrived in a paper envelope rather than the more Abundance is everywhere, even for those who have less.
traditional equally recyclable plastic wrap The amount of food that exists – or rather the amount of
used to protect magazines in transit. food that ends up being wasted every
We swapped to paper envelopes after day – is nothing short of a global crisis,
readers asked us to make the change The point I’m especially given the fact that there are
to protect the oceans. Meanwhile, as millions of other humans who still don’t
I sit on my plastic chair, typing on my making is that get to eat enough. But the idea that
plastic keyboard… swapping to paper straws or planting
And now we have a Formula 1 world we all take too a tree in an airport terminal is the
champion saying that he wants to be solution? It’s quite frankly ridiculous.
carbon neutral. Given that he drives
much – and that The solution is to do away with straws
thousands of kilometers for no good
reason and flies around the world to
won’t change because we don’t need them. The
solution is to abolish airplanes. The
do so, good luck with that. Me? I’m just solution is to eat less. The solution
trying to come to terms with the fact that I have stolen is to live in a smaller house. Don’t buy a TV. Don’t read a
Greta Thunberg’s childhood and dreams. magazine. Don’t buy a car. Don’t turn on the lights. Don’t
It is a world gone mad; a world fed by a relatively small turn on the heating or air-conditioning. Don’t light a fire.
handful of well-meaning tree huggers, who use social Use your hands to eat. Wipe your ass with your hand.
media to push their message, The point I’m making is that we all take too much and that
a message that is unpoliced. won’t change. Even Greta takes too much of far too many
‘Fake news’, Mr Trump would things. She’ll use a washing machine to clean her clothes
call it, but the correct word and spend hours online on her computer educating herself
is ‘propaganda’. Online about the plight of the human race. She doesn’t need so
you can read that the many clothes or a computer. She does, however, want them.
world is flat; that you Equally, Lewis Hamilton is not about to stop racing any time
eat eight spiders soon. He enjoys it far too much and it pays him far too well.
each year in your In short, Greta and Lewis are as confused as the rest of us:
sleep; and that your want versus need – and want wins more often than not.

FROM THE PUBLISHER OF ENGINE+POWERTRAIN TECHNOLOGY INTERNATIONAL
JA NU
ARY
2020
‘V’ IS
’VET FOR
Chev TE
mid-e rolet’s
and ngine all-new
is muits LT2 V8 sport
s ca
next ch more heart r
it’s negenerat than
xt lev ion –
el for
GM
From the founder

and organizer of F RO
TO FM AIR
UEL
Coul
d
usin a low-c
g re
new arbon,
the ab hi
susta le ener gh-pow
inab gy er te
le au help chno
tom sa
otive ve the IClogy th
trans en at’s
porta gine an produc
ww w.e
nginet
echnol tion d ed
ogyinte drea realize
rnation m?
om al.c
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COVER STORY
In a scenic and quaint corner of rural Canada,

tech company Carbon Engineering has developed
a pioneering low-carbon, high-energy fuel that’s
produced using renewable energy and fresh air
Fueling change
Illustration: Sean Rodwell

AIR TO FUEL INNOVATION
WORDS:
ALEX GRANT

T
he rapid decarbonization of 1
transportation looks set be one of
mankind’s biggest challenges. This
sector accounts for over a quarter
of global CO2 emissions, according
to the World Health Organization, making
it a sizeable contributor to climate change.
Yet it’s also a deep-rooted system, difficult to
reinvent and harder still to replace wholesale.
But what if it didn’t have to be? At a pilot
plant in British Columbia, an alternative is
taking shape, delivered not by a revolution
in the drivetrains, but by redesigning the fuel 1. Carbon Engineering’s
licensing model means
that goes into them. Synthetically produced that it will give blueprints
from thin air using renewable energy and and training to any partner
fully compatible with today’s vehicles and the companies, allowing them
to build their own plants
current infrastructure, Carbon Engineering’s
2. The plant in Squamish,
automotive alchemy isn’t the stuff of science BC, Canada, can capture
fiction, even if at first glance it might appear up to 1 ton of CO2 every day
to be. It’s a combination of familiar, proven
processes and an existing supply chain – and 2
it’s ready to scale up.
Realistic timeframes and price points The technology requires

Steve Oldham, the company’s chief executive
officer, sees it as a solution to some of the
biggest hurdles ahead. “Our expectation is
that personal transport will move to electric
100 times
less land and water than biofuels
cars – it’s going to take a long time, but that’s
a feasible, reasonable solution. and isn’t location-dependent
“Trucks and airplanes are much harder
and, to a degree, ships are as well, so we really
focused our attention on a product that could
benefit those markets,” he explains.
“But, since we started to do that, the
urgency of climate change mitigation has
increased continuously. It’s not that obvious
that the world can move away from personal
vehicles that are fossil fuel-based on a timeline
that’s compatible with what the scientists tell
us we need to do.”
As such, synthetic fuels are an added layer
for the company, formed by scientists at the
University of Calgary in 2009 with an initial
focus on developing a low-cost, scalable and
modular system for capturing atmospheric
carbon dioxide. Backed by private investment,
the plant in Squamish launched as a proof of
concept in 2015 and now captures 1 ton of
CO2 per day, stored as calcium carbonate entire transportation sector released 1.25Gt and the production of fuel using gas-to-liquid
pellets or compressed gas. of CO2 in 2017, according to the European technology is industry standard. That helps
And most importantly, it’s proving this can Environment Agency. when we talk to people in the industry.”
be done affordably. Peer-reviewed research “Then we looked at what we could do
showed the plant could capture carbon at less with that CO2, and one thing you can do is Well-to-wheel reduction
than US$100/ton, where previous estimates produce hydrocarbons,” Oldham continues. Squamish produced its first batch of synthetic
had this at an economically unviable US$600/ “Our direct air capture capability produces fuel in 2017 and has continued to develop
ton. The underlying hardware is commercially CO2 from the atmosphere, so you’re starting the concept with refiners, laboratories and
available, enabling rapid up-scaling, and the substantially carbon-negative. If you have a airlines. The result is a colorless, smokeless
company says these require 1,000 times less source of clean hydrogen, which is carbon synthetic diesel and kerosene, primarily
land than planting trees to cut carbon. It neutral, then you can combine those together aimed at heavy-duty road, marine and
claims removing 1.0Gt of carbon per year to make a hydrocarbon. aviation applications. Oldham claims a
would require as much land as the area of “We use a Fischer-Tropsch process today. 10-fold reduction in well-to-wheel carbon
the Canary Islands. In context, Europe’s This process has been around since the 1920s, intensity with between 3% and 5% higher

GETTING FUEL FROM AIR

Carbon capture
Large fans draw the air over tightly corrugated PVC
sheets with a high surface area, wetted with a water-
based contactor. CO 2 molecules are absorbed into
this solution, and converted into calcium carbonate,
stored as pellets. It’s a modular solution, based on
CO 2 mitigation technology from cooling towers and
cement factories and designed for easy scaling. The
3 4
company says it can remove 80% of CO 2 from the
air passing through.
Air to fuels
Based next to renewable energy sources, the
plants are able to produce carbon-neutral hydrogen
from water using electrolysis and heat the calcium
carbonate pellets to release CO 2. The two gases are
then heated in the presence of a catalyst, forming
synthetic hydrocarbons via the Fischer-Tropsch
process. Any CO 2 released during this process
can be recaptured using Carbon Engineering’s
innovative technology.
Enhanced oil recovery (EOR)

EOR claims to offer a more sophisticated extraction
method than drilling, improving yields by 10-25%,
according to Occidental Petroleum. This process
injects CO 2 into underground chambers, forcing
trapped crude oil to the surface and re-injecting
any of the gas that escapes, eventually trapping
all of it underground, the company says. Carbon
Engineering claims using captured CO 2 can offer
carbon-neutral or carbon-negative fossil fuels –
3. Carbon Engineering iss
able to extract 80% of CO O2 and that’s on a well-to-wheel basis.
from the thin air that passes
sees
through its capture systemem
m
4. Via electrolysis, the
company can generate
carbon-neutral hydrogen, n,
while heating of calcium m
carbonate pellets releasesess
CO2. The two gases can
then be used to produce
“Our direct air capture capability
synthetic hydrocarbons
produces CO2 from the atmosphere, so
you’re starting substantially carbon-negative”
Steve Oldham, chief executive officer, Carbon Engineering
energy content per liter compared with the particulates and almost no sulfur – ideal for
equivalent fossil fuels, and – although he sees the marine sector, which is also facing ever-
a limited demand for doing so – the process tightening limits on the latter.
can also be adapted to produce gasoline. Fuel companies have, naturally, taken
The knock-on effect is a much easier, faster an interest – Chevron is among the investor
potential roll-out. At US$1/liter, production partners in the organization. And Oldham
costs are said to be in line with biofuels, but says that solves a forthcoming challenge for
the technology requires 100 times less land them: “Here in North America, our launch
and water and isn’t location-dependent. market, we have several states, provinces and
What’s more, it’s designed as a drop-in federal agencies that have imposed carbon
alternative, capable of being run at 100% intensity limits on fossil fuels. The refiners
concentration without modifying the engine, are looking for low-carbon synthetic fuels
and compatible with existing distribution and to blend with. And because our fuel is made
retail infrastructure. Combustion emits fewer from atmospheric CO2 in the first place, we’re

a really, really good blend stock to reduce carbon intensity,”

he explains.
“The disadvantage of our system, however, is that our FOSSIL-FREE FEEDSTOCKS
energy use is higher than biofuels. So we will locate our
plants where the renewable energy sector wants to be, Coffee grounds
but isn’t today; locations where it’s sunny, windy, whatever More commonly used to fuel tired brains, coffee grounds have a high
calorific value even after brewing and are a consistent, high-volume
it may be, but there’s no transmission grid, no storage, or
feedstock for biofuels. UK company Bio-Bean, supported by Shell,
no local demand. We will base a plant right next to them, has partnered with Argent Energy to produce B20 biodiesel containing
take 100% of their energy, and convert that to high-density coffee oils, and a pilot project in London is using this fuel to power a
and easily transportable liquid fuel.” fleet of buses.
Licensing model Grape marc

Compressed CO2 also has applications for the fuel industry. Bordeaux-based transportation operator Citram Aquitaine has
Working with Occidental Petroleum, Carbon Engineering deployed a Scania bus adapted to run on bioethanol derived from local
wine producers’ waste product. Volumes are plentiful; 100,000 metric
is aiming to break ground on its first commercial plant in
tons of grape marc – leftovers from pressing grapes – are produced
2021, likely to be in Texas, and the idea here will be very in the region each year. Raisinor France Alcools, which collects the
different to the strategy that is currently used. Occidental material, says this can produce a low-energy bioethanol, which
makes widespread use of enhanced oil recovery (EOR), reduces CO 2 emissions by 85%, NOX by 50% and particulates by
extracting crude oil by forcing and sequestering CO2 into 70% compared with diesel.
underground domes. As such, carbon capture is a natural
fit, says Oldham. Sewage
“Our solution is to build one of our plants next to where Renewable energy company Genifuel has licensed a technology from
you do the EOR, so you don’t need the pipeline and you the US Department of Energy’s Pacific Northwest National Laboratory,
which can turn human waste into fuel. The process is said to mimic
use atmospheric CO2. When you do that, the CO2 you’ve
how crude oil is made naturally, heating the sludge to 300°C (572°F)
captured from the atmosphere and put into the ground at 3,000psi, but it produces biocrude within minutes, which can then
is greater than the amount contained in the crude when be refined to make fuel. A plant is under construction in Vancouver.
combusted. So we’ve invented carbon-neutral fossil fuel.
“This concept that you can make fossil fuels carbon
neutral is a very powerful concept that we’re very keen
to bring to market and demonstrate. Because there’s A facility of this scale could
no change to the infrastructure, we don’t put the fossil produce up to 250 barrels
of synthetic fuel every day
fuel people out of business and lose all those jobs and using Carbon Engineering’s
smart Air to Fuels process
FLYING FREE
Electrification is beginning to gather pace with road
and marine transportation, but the energy density of
liquid fuels makes them harder to replace in aviation.
Pressure is mounting however; IATA data suggests
the aviation sector accounts for 2% of all man-made
CO 2 emissions, and operators have had to report
emissions outputs since the start of 2019.
“The need is greatest in aviation, because there’s
no other solution to decarbonize it, but the regulation
is slowest in that area,” states Oldham. “If you’re a
regulator, you don’t legislate for changes to aviation
while having no solution. So aviation may become the
earliest adopter of carbon-neutral fuel, because its
need is greatest and its next-best alternative is way that economy. So, we think that’s a very “Decarbonization and addressing the
more expensive.” powerful capability.” climate change issue requires multiple
Low-carbon fuels could offer quick reductions. The In turn, the hope is that this can be solutions; we are merely one tool in the
International Council on Clean Transportation (ICCT) rolled out quickly. Carbon Engineering toolbox,” he outlines.
says the US aviation sector burned 12.5 billion gallons operates on a licensing model, providing “Electric vehicles are great, biofuels
of fuel in 2018, or around 3.8% of the total 315 billion
blueprints and training for companies are great, and we’ve become a piece of
gallons of crude oil used that year, based on US Energy
Information Administration reporting. So Oldham sees
to build as many of their own plants as the jigsaw. It’s going to be challenging
its work with Occidental offering a good fit. they need. The components are shared to replace a billion cars with electric
“EOR is about 5% of US crude production today. with other industries, so there’s no need vehicles in the timeline that we need
If all of that 5% of fuel production in the USA became for a new supply chain and no reliance to get to zero emissions. So having a
carbon neutral [using captured carbon], then that on non-existent economies of scale. synthetic fuel that is carbon neutral, or
5% could be dedicated to aviation – and then you The technology is ready, says Oldham, almost carbon neutral, and compatible
decarbonize aviation,” he says. but the legislation around the carbon with the cars that currently exist, is
intensity of fuels needs to catch up. a great tool to have.”

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PRODRIVE POWERTR AIN DEVELOPMENT CENTRE
Prodrive takes its next-generation IC engine and alternative-fuel powertrain

engineering capabilities to the next level with a US$6.2m facility investment
Driving force
“The WRX project [Mégane RS RX]

improved our analysis capability as it
is an extremely stressed engine and we
had a very short space of time to do it”
Arthur Shaw, chief powertrain engineer, Prodrive

BANBURY
LONDON
WORDS:
SAM PETTERS
A
ston Martin Racing has enjoyed
a history of success. An integral
part of the brand’s DNA, Aston
Martin’s involvement in motorsport
has seen the company rake in
numerous Le Mans and world championship
titles over the years. And over the last 15, it
is Prodrive that deserves much of the credit.
Working relatively quietly behind the
scenes, it is the UK company that optimizes
the engines at the core of each AMR car. And
while much of the recent work at Prodrive has
been focused on enhancing the turbocharged
4-liter that sits under the hood of Aston’s V8
Vantage road car for competition in GTE, GT3
and GT4, the British company’s expertise in
powertrain development is extensive.
It was Prodrive that developed the 608ps
2-liter, four-cylinder unit that powers the GC
Kompetition Mégane RS RX. Built from the
ground up, a clean-sheet engine design was
something that hadn’t been seen in Rallycross
before. It was also Prodrive that drove Subaru’s
legendary rally accomplishments for almost
20 years, starting in the early 1990s.
The company’s capabilities aren’t restricted
to motorsport either. The brand’s Automotive
Technology sector specializes in electric and
hybrid vehicles, as well as electrohydraulic
and electromechanical actuation systems.
Past development projects include the
creation of the first hybrid Transit powertrain
for Ford, and design of the advanced active
aero systems that feature on the McLaren P1.
Power trip
Not one to rest on its laurels, Prodrive
is expanding its development capabilities
with the opening of its advanced Powertrain
Development Centre (PDC). Located in the
Prodrive’s new Powertrain very heart of the UK automotive industry at
Development Centre has the company’s Banbury HQ, and supported by
a dedicated engine build the Oxfordshire Local Enterprise Partnership
room, fitted out by Dura.
This facility allows the (OxLEP) through the UK government’s Local
company to assemble Growth Fund, the £5m (US$6.2m) purpose-
up to 12 motors at a time built facility was constructed over a period
of six months and began operation in the first
week of July.

In line with the electrification theme that 1

is currently spreading rapidly through both
the motorsport and automotive industries, it
is hoped that the facility will further enable
Prodrive to work on a range of powertrains.
That includes next-gen electric, hybrid and
internal combustion engines for road and
competition applications. “On our overall
strategy path, EVs are very much on the map,”
says Arthur Shaw, chief powertrain engineer
at Prodrive.
“The PDC marks a massive step forward
in terms of our development capability, and
complements our existing skills in the design
and development of all types of powertrain,”
he adds. “Having the chassis and the engine
teams together means the whole of the vehicle
engineering package can be completed under
one roof. And as electrification becomes more
prevalent throughout all of our business areas,
this capability is even more important.”
1. The new US$6.2m in the past with all the workshop equipment.
development facility That ensures everything you buy is relevant
CHANGE OF HEART has been fitted with
a 660kW transient
to the business that you’ve got.”
At the core of the facility is a 660kW transient dynamometer. Equipped dynamometer. The Building as you go is a philosophy that
with temperature-, humidity- and pressure-controlled induction air, the advanced, modular has served Prodrive well in the past, both
system can replicate all running conditions, as well as providing engine, system can handle
in terms of capability and knowledge. Each
battery and motor cooling. The dyno, which is fixed to a modular grid outputs of 892ps
system, is capable of handling outputs of up to 892ps at up to 10,000rpm. at up to 10,000rpm development project is taken on in the hope
“The whole grid system is AV-mounted, isolating it from any vibration,” 2. The Prodrive team that it will push the team’s experience and
explains Shaw. “At the moment, we have the cell laid out for ICE testing, has helped develop understanding further. “Every project we
powertrain systems do stretches us in an area,” explains Shaw.
but the way that we have constructed the room allows us to test any
for a wide range of
powertrain configuration. We can put four hub dynos in there, or we can production vehicles, “The WRX project [Mégane RS RX] improved
have an IC engine and two hub dynos, and it is big enough that we can get including the PHEV our analysis capability as it is an extremely
an entire vehicle in there if needed.” Ford Transit and the stressed engine and we had a very short space
Adjacent to the dyno test cell is a dedicated engine build room, fitted Aston Martin Vulcan
of time to do it. We built it in January and it
out by Dura, which can accommodate the assembly of up to 12 units at
a time. This capability, coupled with the PDC’s location adjacent to the
raced in March.
main workshop, enables Prodrive to build complete vehicles and cater “And then the Aston Martin Vulcan was an
for OEM projects requiring around 200-300 units in short timeframes. unknown because of the focus on appearance.
For Prodrive, future-proofing was a key part of the development. That The carbon fiber had to be lacquered with
meant that the company designed the site with scope to double the size zero imperfections, meaning our standards
of the PDC in future. But while there is potential to add another identical had to improve. The AMR branded road cars
dyno and engine build room without extending the existing building, the were a challenge because of the emissions
company was keen not to over-equip the facility. regulations and added driveability required.
With each project, we like to step a little bit
further on.”
2 The build was led by the Prodrive team, While Prodrive’s standing within the
with input from Sierra CP. “There were quite motorsport industry continues to grow with
a few contractors involved with the project, more and more projects being taken on all the
but it was Prodrive that very much steered time, the PDC could have the larger impact
the specification. First, we specified what on passenger vehicle development. With track
we needed to do, then Sierra CP designed the competition often the unofficial testing ground
plant. The bed frame and engine installation for next-gen road car technology, improved
– that was all us,” notes Shaw. “We made sure development capability as well as extensive
that we can use it to do what we need to do motorsport experience means Prodrive is well
now, but there is scope to expand in future.” placed to lead the way.
“I think we will start to see more production
Built to order projects in future,” says Shaw. “We have the
“We felt it was much better to buy for what we skills to take on those development programs.
knew we needed now, and then when we get And in the meantime, we are working on our
a project, more can be added, knowing that own research projects to further develop our
you’re getting the exact kit that you need for knowledge, because the market is moving on
that program,” says Shaw. “We’ve done that at a pace.”

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MILLBROOK PROPULSION DEVELOPMENT
POWER
Millbrook’s recently renovated propulsion test
PLAY
laboratories boast new state-of-the-art technology
including a 4WD emissions chassis dynamometer
and 4WD powertrain test rig. ETi took a trip to
Bedfordshire, UK, to inspect them first-hand
WORDS:
RACHEL EVANS
F
or the past 36 or so months Variable Temperature Emissions Chamber and also made the decision to invest in a new
at Millbrook, employees in the 18 other engine test cells on-site. powertrain rig. We saw that the market
propulsion test department have “In 2013, we set a strategy for how we would needed something that is halfway between
been sharing their workspace with replace our light-duty chassis dynamometers an engine test bench and a chassis dyno.
a team of construction workers. and began planning and development for the “Then we refurbed the entire laboratory to
And ongoing upgrades have transformed the first 4WD emissions chassis dyno in 2015. completely modernize it, and the soak space
propulsion center into the most comprehensive The facility opened in early 2017,” explains to support a diversity of vehicles.”
facility of its kind in the UK. Recent system Phil Stones, chief engineer for propulsion.
installations include two new 4WD climatic “It was designed from the start with a vision Advanced dynos
emissions chassis dynos, a state-of-the-art that we would build a second one, so during The two advanced 4WD climatic emissions
4WD powertrain test system and a PEMS that time we solidified the plans for phase chassis dynamometers are housed in separate
workshop, all of which accompany the two, and the PEMS workshop. In 2016, we test cells, each measuring 13 x 6.5 x 3.5m.

1 1. The company’s newly

expanded propulsion
systems test facility now
includes a 4WD climatic
emissions chassis dyno
2. Millbrook has equipped
the facility with a 350kW
advanced Kratzer battery
simulator that is capable
of handling up to 1,000V
4WD
POWERTRAIN
TEST RIG
Ultra-dynamic
synchronous motors: 4x 350kW
Nominal power absorption: 750kW
Torque: 3,500Nm +20% overload
Maximum speed: 3,000min-1
Simulated inertia: 0.84kgm2
Battery simulator: 1x 350kW can also be angled, and the fan placed in set
speed modes.
The new 4WD powertrain test rig can
be used for full vehicle evaluation of small
They’re equipped with AVL emissions systems, city cars to SUVs, as well as system testing.
with four-phase CVS sample systems and two The rig incorporates four individual wheel
raw measurement paths all controlled through motors, giving a nominal power absorption of
AVL’s IGEM operating system. For testing 750kW, using four ultra-dynamic synchronous
without the emissions equipment, both rigs motors each rated at 350kW, 3,500Nm (+20%
have an exhaust extract system. overload). Each dyno has a wheel simulated
Each of the dynos is four-wheel drive, using inertia of 0.84kgm2, and can reach a maximum
a roller diameter of 1.22m and a wheelbase speed of 3,000min-1. The new facility is also
range of 1.8m to 4.6m. They can simulate equipped with a 350kW Kratzer battery
inertias from 454kg to 5,448kg when used simulator (1,000V/1,000A).
over the WLTC. Maximum operating speed
is 250km/h and maximum axle load 4,500kg. Total vehicle analysis
The dynamometers have a continuous power The Millbrook facility has further high-tech
of 220kW per axle 2WD, 330kW 4WD (total), test equipment including an AVL Fuel Exact
and an overload power of (10s) 432kW per measurement solution with temperature
axle 2WD, 648kW 4WD (total). Both dynos conditioning, which can measure up to 70
offer the capability for dynamic temperatures and 32 pressures, a dual-stream
gradient simulation to accurately raw emissions bench, and a speed tracking
“We also decided to invest replicate real road profiles.
The Millbrook facilities have
fan up to 160km/h.
Cell and engine intake air can be controlled
in a new powertrain rig. We a temperature replication range
of -20°C to +50°C, with a climatic
between 18°C and 25°C ±1°C; engine coolant
to ±1°C; and test bench intercooler to ±1°C.
saw that the market needed control accuracy of ±1.5°C over
the test cycles.
For more flexible, efficient analysis, the cell
is outfitted with an advanced driving robot
something that is halfway Each cell has a speed tracking and 24-hour automation capabilities.
fan with a frontal area of 0.5m 2 In addition to conventional powertrain
between an engine test up to 140km/h and 0.3m 2 at engineering work, the equipment can be used
200km/h. The fans are vertically to analyze the propulsion system and vehicle
bench and a chassis dyno” adjustable to match the vehicle’s systems together. “Traditionally, we would
Phil Stones, chief engineer for propulsion, Millbrook height, while the frontal vanes develop the powertrain while the vehicle

2 1. The 4WD powertrain

test rig is equipped for
full analysis of SUVs
2. The Revolutionary
Engineering division of
Millbrook specializes
in driveline system
and component test
services and solutions
3. Working alongside
Proventia, Millbrook
is developing a new
battery test facility
But it’s also harder to attenuate noise out

of a window. From a safety perspective,
if an incident happens, a brick wall is less
dangerous than a sheet of glass. Also, with
a camera you can zoom in and out and record,
so if something does go wrong you are able
to look back and see
what happened.”
Two over-arching
difficulties during
dynamics engineers develop the chassis, and the project were how
then further down the pipeline, the two will “We had to work around the to manage space and
come together, but with hybridization there is
much more interaction needed between the
builders and sheet piling had to how to ensure the old
facilities remained
engine, the propulsion system and the vehicle,”
outlines Stones.
be done at weekends because the operational. As the
existing building was
“With this test bench, we can simulate what vibration levels affected the dynos” extended, the road had
happens if one side of the vehicle goes on a Phil Stones, chief engineer for propulsion, Millbrook to be moved, causing
grass verge and the driver suddenly applies an added complication
the brakes, or if the vehicle suddenly comes to plan. Furthermore,
across black ice, for example, and evaluate with a temperature operating range from -20°C where the second 4WD chassis dyno system
how the powertrain and vehicle system react. to 50°C. For many assessments conducted in is located is where the front door used to be,
We can replicate these scenarios over and the propulsion center – including regulatory, so temporary entrances had to be created.
over to allow the optimum solution to be certification, research and development, and Health and safety was also an important
developed.” And next door there’s space for experimental testing – vehicles are soaked consideration. As such, locations for sprinklers
another test bench, should demand call for it. for 24 hours before the actual test. and fire brakes, for example, had to be taken
Millbrook’s PEMS inventory has grown It takes approximately six to nine months into account.
from one in 2013, to five systems, 3 to train someone to drive a WLTP “It took a lot of collaboration between the
two of which were purchased cycle. Simply missing a gear architects and the test equipment suppliers.
at the beginning of 2018. invalidates a whole test, Within the cells there are very tight tolerances
All units are supplied so it’s imperative that – we had to make sure we used the right
by Sensors Inc. and test drivers get it right isolation, and that the structure is strong
the portfolio includes first time, Stones enough to support all of the equipment,”
three Ecostar models explains, otherwise explains Stones.
and two LDVs. that is 24 hours “During the construction we had to work
The powertrain effectively wasted. around the builders and sheet piling had to
rig and the PEMS be done at weekends because the vibration
workshop operate No windows levels affected the dynos. We also had to
on two shifts a day, A unique element keep the area tidy as it’s a front-of-house
five days a week; and of the new test cells at building, and in addition to that, we had
the chassis dynos three the Bedfordshire proving to manage a safe site.”
shifts a day, five days a week. ground is that they do not Part and parcel of undertaking a project of
To undertake a WLTC test, have windows. Instead, all are such a monumental scale is that unexpected
it takes around one and a half hours monitored via cameras. “Historically, issues do arise. While nothing major occurred
from preparation to finish – that’s five tests test cells have always had windows – all our during this program, there were some minor
per shift, and that could be of 15 different older cells do – but we’ve moved away from matters that had to be dealt with, admits
vehicles, the same vehicle tested multiple that,” comments Stones. Stones: “People didn’t map the ground very
times, or a mixture. “One reason is for ergonomics, because if well 15 years ago, and we came across things
In the soak area, up to 20 vehicles can be you have a window [in a test cell], then that in the ground that weren’t on the plans, such
conditioned inside the individual bays, each prescribes where the control room has to be. as drains that don’t exist anymore!”

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OEM INTERVIEW: ASTON MARTIN
Under
control
U
p against a somewhat gloomy and From ultra-high-revving atmo V12s to
uncertain backdrop for both the
charged hybrid V6s, Aston Martin chief
company and the industry it’s in,
Aston Martin has a rather bold powertrain engineer Joerg Ross has
powertrain strategy currently in a lot going on. ETi takes an exclusive
motion. Its Vantage and DBS Superleggera
showpieces carry either a Mercedes-AMG trip to Gaydon to find out how he’s
turbo V8 or one of the latest turbocharged keeping all the projects on track
versions of AM’s long-serving V12. Meanwhile,
the engines for the upcoming DBX SUV have
yet to be announced, but logic points toward WORDS:
that AMG eight-cylinder being the starting MARC NOORDELOOS
point, with other options coming later. The
ultra-limited Valkyrie and track-only Valkyrie
AMR Pro both use an ultra-high-revving electric models, starting with the Rapide E.
12-cylinder with KERS-like battery tech. With so many different and varied engineering
Two further upcoming mid-engined models projects currently on the go, it’s clear that
– Vanquish and the even higher-end Valhalla chief powertrain engineer Joerg Ross has
– will use an all-new, in-house-charged V6 quite the task ahead of him to whip all of this
with hybrid technology. And then there’s the into shape at Aston Martin in an ‘as soon as
realistically possible’ type of timeframe.
Ross started at Aston Martin in Q3 of 2017,
after time at Ferrari, Ford and engineering
services provider AIV. Born in Remscheid,
Germany, he was head of advanced powertrain
at Maserati before joining the British luxury
car maker. When Ross arrived in the UK, the
608ps AE31 turbocharged 5.2 V12 in the
DB11 was already in customers’ hands.
Much has been speculated as to just how
‘new’ this engine was at launch. It traces its
roots back to DB11’s predecessor, DB9, which
was revealed in 2003. That was the first of the
modern-era Aston Martins carrying a 450ps,
naturally aspirated, 5.9-liter version of the V12.
“The combustion system [in the 5.2 V12] is
quite an old one,” admits Ross. “It is port fuel
injection with secondary air to make sure that
emissions levels are okay. New technologies


including direct injection give things like

proper cat heating – it gives more efficient
aftertreating. It’s also more efficient from
a performance point of view.”
In an era where four-cylinder performance “In the past, I was involved
motors are the norm, Aston Martin is one
of only six car makers that still backs the in the naturally aspirated
12-cylinder design. But Ross says there’s still
life in Gaydon’s finest V12. “There are some Formula 1 engines [at Ferrari],
ways to increase performance – there is still
some space that we can use with reasonable so this is emotional and
modifications,” he notes.
“But this engine, in its base configuration,
quite personal for me”
is some years old. Again, we are challenged to
meet the emissions. We are going ahead with
this engine for three, four, or five years with
increased performance and updates, but we’re
aware that we need to think about something deeply involved with this project. They are 2
new from scratch.” Just for the record (and the main company as far as development of
in case you were wondering) the top-spec this engine is concerned.
current version of the turbocharged V12 “They’ve done all these great engines over
in DBS Superleggera develops 725ps! the years. And in the past, I was involved in
the naturally aspirated Formula 1 engines
Revving to 11,100rpm [at Ferrari], so this is emotional and quite
Away from the Superleggera V12 and sitting personal for me.”
on the other side of the brand’s 12-cylinder Ross admits emissions compliance was a
spectrum is that new high-RPM heart in the big engineering hurdle for this project. “The
US$2.75m-plus Valkyrie. The 11,100rpm challenge is bringing an engine like this to
IC centerpiece develops 1,014ps – and that’s the right emissions levels,” he explains. “The
all by its own doing. It’s a 65° V12 design, engine specifications aren’t perfect for this.
and the 7-speed Ricardo dual clutch gearbox For example, the flow of the fuel injectors
and 6.5-liter motor both act as a stressed to produce the power is so high that you
member on Valkyrie. have to do a very good job to avoid things
With the addition of the boost supplied like production of hydrocarbons and also
by the battery-electric system from Rimac burning in all conditions properly so as not
Automobili and Integral Powertrain, max. to wet the cylinder walls – that type of stuff.
output is a staggering 1,176ps. And the cat heating really needs to work.”
“The biggest challenge is making an engine But what about real-world reliability of a
like this homologate [for the road],” comments high-strung power unit like this? “Reliability
Ross. “The engine is done with big, big support with power levels like this is always an issue,”
from Cosworth. Basically, they did the design he admits. “But the emissions are more of a
and the concept of the engine. They also did struggle here. Cosworth has experience with
the testing of the engine. So, Cosworth is engines like this, but not as much on the
emissions side. The
reliability aspect is
really quite normal [for
1
Cosworth], but it’s still
a challenge. If you look
at the Mercedes Project
One, they are dealing 1. Developed by Cosworth
with the same issues. and Red Bull Advanced
The engine is coming Technologies, the V12 at
from the racetrack to the heart of the Valkyrie
will develop over 1,000ps
the road and it needs to and redline at 11,100rpm
be set up to meet other 2. The team at Williams
important targets.” Advanced Engineering
Does this mean the helped Aston Martin to
deliver its very first BEV,
industry could see atmo the new 610ps Rapide E
engines in significantly 3. Powered by an 800V
less expensive Aston battery pack, AM claims
Martin applications the Rapide E will go from
standstill to 100km/h in
soon, especially as under 4 seconds and hit
production of the a top speed of 240km/h

ALL ELECTRIC BY 2030?

As with other automobile manufacturers, Aston Martin is
playing heavily in the world of electrification engineering.
But does this mean all models from Gaydon will carry some
form of e-powertrain tech by, say, 2030? “I would say yes,”
states Ross. “But this will take time. Electric offers both good
emissions and good opportunities for vehicle performance. Plus,
better driveability.”
The BEV ‘revolution’ at AM starts with the new Rapide E,
but that’s just the beginning for the British car maker on this
particular journey: “As you know, we’re also looking in-house
here at BEV concepts too.
“Step-by-step, electrification will be the future, starting with
hybridization. Then the market needs to decide where it’s sitting.
Is it more hybrid, or is it an EV?”
Of course, there are obvious challenges for a relatively
ssmall
m al
all ccompany
o m p a ny y llike
ikk e Aston
A sto
st o n when
w hehenn trying
t ry
y in
ingg to
t o find
fin
indd its
i tss way
w a y inn
tthehee ne
new
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ele
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ectr
tric ic world.
w
worlo rld.
d. “It’s
“ It
It’ss not
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asy
sy tot o get
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th
he right
rrig
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batt
ba
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cell
cel
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de
deliv
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ed and
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sup
suupp p lie
lied
ed,” ,” admits
a d m itss Ross.
Ros
Ro
R oss.s. “There
“ T he
her
eree arear e much
m u ch
ggee r players
bigger
b
bigg
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p
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g am
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The
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levv ers
cconvince
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onv
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incc e cell s u ppli
pp liererss to ssu
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hem m. A Andndd it
it m
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mak
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sen
sse n see to
to
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p artn
ar tnee rs to
t o get
ge t the
th e volumes
v ol
olu u m ess up.u
up . The
T
Th he costs
c o st
stss of electrification,
e le
lecc trifi
tr fica
cat
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eespecially
s pec
peeciaiall
lly
y in the
t hee beginning,
b
beg
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ning
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a re quite
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es
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wi
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pla
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orm m that
t hat
haat can
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s ev
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al
applications
app
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ons
ns iss farfa
f a r better.”
bett
be
b ttee r.”.

Equipped with an all-new

naturally aspirated V6 and
a state-of-the-art hybrid
THE AMG PARTNERSHIP system, the Valhalla is the
next step in Aston Martin’s
In 2013, Aston Martin and Mercedes- electrification strategy
AMG signed a technical partnership
giving the UK car maker access to the
German company’s powertrains and
electrical architecture. The first step on
the engine side of things was the M177
AMG 4.0 twin-turbo V8 finding its way
into the DB11, in the process offering a
less expensive option for buyers versus
the turbocharged V12. And that eight-
cylinder is currently the sole offering
in the latest Vantage sports car.
According to Ross, the Affalterbach
V8 is working well: “It’s a great engine.
We are very satisfied with it. It’s very
reliable and very powerful. We are
basically taking the engine from them NA 5.9 V12 just ended? “NA
and we need to work with it and apply engines don’t necessarily have
it in our conditions. There will be further
steps [power upgrades] in the future.”
an emissions issue,” states Ross.
“If you’re going to the extreme
“As far as the hybridization
Those higher-output versions are
logical, as Mercedes-AMG installs – and our Valkyrie engine is
going to the extreme – then it is
is concerned, we know it’s a
much more powerful offerings in some
of its models. The current AMG V8 a challenge. NA engines should very good tool to compensate
in DB11 and Vantage develops 510ps. and could meet emissions. If
M-B sells an E63 S sedan and estate they have a future, that is more for some of the disadvantages
with the same basic unit, but it puts of a discussion for marketing –
out 612ps. so what type of engine is of the smaller engine. It helps
Then there’s also the M178 dry-sump
requested. But I can imagine
version of this hot-vee eight-cylinder
in the Mercedes-AMG GT line-up, an NA V12 will continue to be with the low-end torque”
logically opening up further future requested because it offers such
opportunities for Aston Martin. And incredible sound and emotional
AMG has a number of other engines and characteristics. It’s up to what the customer October 2019. But it’s a little bit early to
transmissions that could find their way needs and requests. And it could be combined go further into the details of the specific
into future Aston cars. Let’s not forget with electrification – why not?” electrification and boosting systems.”
that the new DBX SUV is all-wheel However, Ross does reveal some engineering
drive and Mercedes-AMG sells many All-new V6 insights: “The hybrid concept for the V6 needs
models with power being sent to all four
While a possible future 12-cylinder with to be a performance concept. So, with this
wheels. As such, the AMG partnership
gives the team at Gaydon a lot more state-of-the-art electrification is something first application, we are not going to point to
future powertrain options. that’s up for discussion within Aston Martin big electric range. We need to have a light car
circles, an in-house-developed V6 featuring with a proper hybrid strategy where the EV
e-tech is upcoming and not far off. system supports the performance aspects of
“It’s a brand-new V6 engine and it will be the car knowing that electrification gives you
electrified,” confirms the chief powertrain benefits on CO2, which we shouldn’t forget.”
engineer. “We took the challenge because it’s And, of course, Ross and his engineering
a mid-engined sports car. One of the main team must think about proper circuit use too:
targets with this type of car is weight. So, “We are making sure that when we go to the
we will come up with a competitive V6 race track, we have the right strategy to be
from a pure power and torque point of view. consistent,” he adds. “This is important for us,
“As far as the hybridization is concerned, so we can offer that performance for at least
we know it’s a very good tool to compensate a certain distance – say, a lap at Nürburgring.
for some of the disadvantages of the smaller We want consistent performance – the full
engine. It helps with the low-end torque. performance. It shouldn’t deviate.”
We feel we can combine electrification with As far as benchmarks for this new V6 go:
a smaller, lighter engine that can be even more “Basically, they’re engines that aren’t on the
competitive than a V8 engine alone.” market yet,” explains Ross. “Our competitors
And development of this all-new IC design are going to modernize their approach as well
is progressing well, says Ross: “At the moment, – they will come up with the lightest engine
we’re running engines that are quite close to possible. Ferrari just launched one [the SF90
production spec – but in prototype [spec]. We Stradale]. We are looking at Ferrari and we
have finished the design of the production are looking at McLaren, but our competitors
engine. We have been testing them since are also changing their engine architecture.”

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COSWORTH–ASTON MARTIN COLL ABORATION
WORDS:
SAM PETTERS
A
ston Martin’s recent financial
struggles have been very well
documented, from a falling
share price to a reported £121m
(US$156m) bond sale that requires
the car maker to pay back 12% interest a year
until 2022. The UK company is in need of a
big win, and with its long-awaited DBX SUV
still undergoing an extensive testing program,
it could well be the US$3.2m Valkyrie that
provides it.
Tasked with designing and manufacturing
the 6.5-liter V12 at the heart of the Aston
Martin hypercar in collaboration with the team
at Red Bull Advanced Technologies, Cosworth
is under pressure to deliver. In early talks, the
British auto maker wanted assurances that
Cosworth would be able to design a 1,000ps
naturally aspirated 12-cylinder that meets
Euro 6 emissions regulations. 1
Strength in
Bruce Wood, technical director at
Cosworth, explains, “Going into this
program, the team at Aston Martin looked
us in the eye and said: ‘You have to guarantee
that you can deliver this, because if you don’t,
you’re going to bankrupt us all.’”
Taking data from previous combustion
numbers
projects, Cosworth did a six-week study to
ensure that it was able to do what was being
asked. “[Within the six weeks] we designed
the nucleus of what was going to become
the combustion system,” says Wood. “We
just needed to establish that [we could
comfortably] meet emissions targets with
ETi visits Cosworth’s UK base to discover that combustion system and that we could
the development and manufacturing secrets get the airflow that we needed.”
The primary issue with developing a large
behind the fully structural atmo V12 that sits naturally aspirated performance engine is
at the heart of the Aston Martin Valkyrie that the combustion system needs high air
turbulence for reduced emissions at low speed
and low load. And to get power, the airflow
path has to be high flowing, which creates
highly laminar flow.

2. Cosworth designed the

AM V12 to form a vital part
of the Valkyrie’s structure.
Just four bolts connect the
engine to the back of the tub
3. All 150 Valkyries have
now been bought. Aston
Martin made sure to insert
a buy-back clause in the
purchase agreements to
guarantee that none of the
cars will be sold on for profit
1. The Cosworth-designed
“We were fighting with the system,” notes
Wood. “How could we get that very high flow
Aston Martin V12 that will
drive the Valkyrie promises
“Once we had run the three-cylinder
at high loads and also deliver turbulent flow
at low loads? We can’t tell you how we did it,
to generate over 1,000ps
and redline at 11,100rpm
mule, we could tick the box and say,
but that was the trick of the whole project.” ‘Yes, we will definitely be able to
Model behavior meet the emissions requirements’”
To test the combustion system, Wood’s team
Bruce Wood, technical director, Cosworth
took a four-cylinder developed for a previous
project, produced a special crank that had just
three pins and a blank carrier for the fourth definitely be able to meet the emissions The cam covers and the head, for example,
cylinder, and a new head that replicated the requirements.’ Our simulation correlated are cast in 8201 aerospace-grade alloy.
ports, chamber and valve actuation planned well enough. And that is also how we ended Cosworth also chose high-end automotive
for Valkyrie, and placed it on a dyno. up at 1,000hp, because the original target alloy 8354 for the block and sump. Even the
“If we had designed and manufactured a was 950hp, but we ran the three-cylinder rods and valves are titanium, and the pistons
full 12-cylinder test engine, it would’ve taken and it made 250hp.” are made from monolithic alloy.
12 months before we had an engine on the Described as the ultimate expression of When the first car hits the road at the end
dyno. So in the space of five months we had the ICE, the clean-sheet 12-cylinder – which of the year it will become the first production
a three-cylinder engine and it was the right is capable of delivering over 1,000ps, 740Nm vehicle to feature a fully structural engine.
capacity – exactly a quarter of the one we of torque and has a redline past 11,000rpm The engine connects to the back of the tub
have now. – represents the pinnacle of engine design. via four points, and removal leaves just the
“Once we had run the three-cylinder mule, With the engine weighing just 205kg, carbon crash cell at the front and the 7-speed
we could tick the box and say, ‘Yes, we will material choices were key to lightweighting. gearbox and hybrid system at the back.

1. The testbed facilities at

Cosworth’s Northampton,
UK, HQ enabled the team
to simulate laps on tracks
such as the Nürburgring
2. Bruce Wood has been
a part of the Cosworth team
for 32 years, joining the UK
engineering brand in 1987
High load “We were fighting with the system.

With the engine bearing loads
similar to those of a Formula 1 car, How could we get that very high
testing was an especially vital part of the
development process. Cosworth’s UK base
flow at high loads and also deliver
in Northampton was well equipped for the
project. Thanks to its 10 advanced test cells,
turbulent flow at low loads?”
the company was able to simulate any real- Bruce Wood, technical director, Cosworth
world situation as well as complete track
runs and emissions cycles. 3 11 Matsuura machining centers, a precision
The site’s hermetically sealed cells enable honing system with diamond-tip cutting tools
an air inlet range from 10-45°C (50-113°F), and, importantly for the Valkyrie, Oerlikon-
as well as humidity levels from 0-100%. Metco SUMEBore plasma coating equipment.
They are also equipped with an Inergen “The cam covers, the block and the sump
fire-suppression system that fills the cell are machined in the AMC,” explains Wood.
with argon, nitrogen and carbon dioxide “The reason we do it there is that it features
to extinguish the fire and prevent reignition. a plasma-sprayed block. We can machine
Confidence in the 12-cylinder’s endurance 4 them and then do all the plasma and honing.
capabilities is such that Cosworth has given “The crank and the cams are machined
it a 100,000km (62,000-mile) target life. By in factory three, which is also across the road.
comparison, most F1 engines require a rebuild And the pistons are forged in our very own
after just 2,000km (1,250 miles). “We tested 55-year-old piston forge and then machined
the engine for 100,000km and 220 hours on in our piston shop.”
the endurance cycle. You can’t imagine many Manufacturing the engines at a rate of
people doing that distance in the Valkyrie, two per week, Cosworth is expected to finish
but once it has done that it will come back 5 the Aston Martin project at the end of 2020,
here for an engine rebuild,” says Wood. with the addition of 25 track-only variants.
The team at Cosworth has committed Then attention will soon turn to the naturally
to building all 150 powerplants for AM, and aspirated V12 that Cosworth has pledged
with production of the Valkyrie’s heart well to deliver for Gordon Murray Automotive
underway, the first production engine was (GMA), with the company planning to use
handed over to the OEM in October. the same research, development, testing and
Cosworth is currently hand-building two manufacturing techniques that have proved
engines per week in its new dedicated engine 3. The Valkyrie’s V12 has so successful with the Valkyrie.
build room, with the vast majority of the a plasma ion coated block to “With the GMA engine, we’re going to do
reduce cylinder bore friction
components being machined at Cosworth’s exactly the same as for the Valkyrie, so that
4. Starting with a solid steel
3,500m2 (38,000ft2) Advanced Manufacturing billet, the crankshaft at the we’re able to run it in a quarter scale model,”
Centre (AMC) just down the road. heart of the Valkyrie takes notes Wood. “The GMA engine is a real
over six months to machine godsend because we’ll be making [Valkyrie
Core technologies 5. Cosworth has installed engines] for two years and then straight away
Matsuura CNC systems at the
Opened in 2015, the AMC site – which is the AMC. The 2015 facility is the we’ll be building the GMA engines. The part
result of a £22m (US$28.4m) investment in result of a £22m investment of business that is always harder to fill is
equipment and processes – is equipped with production, more than engineering.”

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OEM INTERVIEW: PSA
As the PSA Group launches the first

members of its new electrified family,
Helen Lees, head of electric vehicles
at PSA Group UK, outlines the car
manufacturer’s electrification plans
WORDS:
RICHARD GOODING
W
hen the PSA Group launched
its Push to Pass strategic
plan in 2016, the company
outlined aims for greater
efficiency and a transition
to a mobility-based approach, with
electrification forming an essential part of
the blueprint. It is also crucial in keeping
PSA on track to meet 2021 fleet-average
CO2 targets and is a key ingredient in the
group’s Free2Move mobility provider pillar,
which will offer carsharing and rental, as
well as a host of connected services.
The most compelling detail, though, is
a new pair of multi-energy platforms on
which all future PSA vehicles will be based.
The Efficient Modular Platform 2 (EMP2)
first appeared in 2013 and forms the basis
of C- and D-segment cars and large SUVs.
The Common Modular Platform (CMP) is
now being ushered in and will underpin
PSA B-segment small cars, entry-level
and mid-range C-segment saloons, and
compact SUVs.
Vive
l’électrique
OEM INTERVIEW: PSA
Helen Lees is head of electric

vehicles at PSA Group UK,
which aims to have an
electrified version of every
model by the end of 2020

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OEM INTERVIEW: PSA
TAKE CHARGE
As well as its new range of vehicles
and ambitions to drive down CO 2 ,
electrification is vital for PSA’s
fresh suite of mobility solutions and
connected services. The Free2Move
brand is now the group’s second pillar,
and will offer mobility solutions as well
as complementary services.
One of the key drivers behind
dealer-based rental is electrification.
“One finance product we’ll be launching
is effectively a mobility pass where you
1. The 3008 PHEV can bundle in a rental product with your
powertrain electric vehicle payments and earn a
1 2. CMP platform certain amount of credits against ICE
rental,” states Lees.
But those electric vehicles
Developed with PSA’s Chinese partner existing EMP2 platform has been modified need an easier-to-access charging
Donfeng Motor Group, CMP is of particular for larger cars and plug-in hybrids.” infrastructure, Lees believes: “I don’t
think public infrastructure in itself is a
importance. Not only has the collaborative Those plug-in models will equip the
massive problem in terms of the volume
approach saved the group R&D costs, but two-wheel-drive Hybrid and the four-wheel- we’ve got for today, but the real barrier
electrified (eCMP) versions mean it is also drive Hybrid4 powertrains that provide an is ease of access.”
well placed to permeate the Chinese electric output of up to 300ps, an all-electric range “I think the market will correct itself
car market. The key piece in the CMP jigsaw of 50km (31 miles), and fewer than 49g/km to a certain extent, with chargepoint
is the fact that it is multi-energy, so the of CO2 emissions. All versions use a 1.6-liter operators wanting to increase their
electric and internal combustion engine PureTech gasoline engine and a 110ps (80kW) coverage, but the government needs
powertrains can be built on the same e-motor, with four-wheel-drive models to regulate and force the market,
because a company is always going
production line. gaining another motor. A 12kWh battery is
to act in its own best interests,” says
And while there are no specific material fitted to two-wheel-drive cars, increasing to Lees. “We need to get to a point where
differences for all-electric models, weight 13kWh on Hybrid4 vehicles. PSA’s e-EAT8 buying electricity becomes as easy
reduction through the use of ultra-high- 8-speed automatic transmission is standard. as buying gasoline. If we want mass-
strength steels, aluminum and composites market adoption, then electrification
was a key CMP/eCMP focus from the start. Optimum mix needs to be less of a compromise.”
Clever packaging also means all-electric The first fruits of the Opel and Vauxhall
models have no space compromises and platform shift are the Corsa-e and the
share the same volume considerations as Grandland X plug-in hybrid, both headed
2
their ICE relatives. for production in January 2020. The electric
By the end of 2020, PSA Group will have Corsa is based on eCMP and, like the DS 3
an electrified version of every model it Crossback E-Tense and Peugeot e-208 and
produces. By 2025, e-2008, which arrive
100% of its range will at a similar time, has
be electrified. Unlike
other manufacturers, no
“The 2025 end-date a 50kWh lithium-ion
battery pack, a 136ps
firm volume numbers mirrors the timeline (100kW) e-motor and
have been mentioned, a high-performance
but it’s still a bold of all Vauxhall heat pump. While the
statement of intent. first round of cars have
Helen Lees, head of product moving over smaller battery packs
electric vehicles at PSA than some of their
Group UK, fully believes to PSA platforms” competition, they’re
that it is achievable. “We still good for a WLTP-
will electrify every single vehicle from every certified range of between 310km and 340km
single brand – Citroën, DS, Peugeot, Opel and (190 miles and 210 miles).
Vauxhall. And the 2025 end-date mirrors the “What our BEVs represent is what we
timeline of all Vauxhall product moving over feel is the best mix for our customers in
to PSA platforms.” terms of size, style, weight and range,” says
The two platforms will employ two Lees. “Anybody can put a bigger battery into
different energy solutions. “CMP has been a vehicle, but then it becomes heavier or
engineered from the ground up to be a bigger. This is what we think is the optimum
multi-energy platform – electric, gasoline and mix to meet our customers’ range needs at
diesel – from day one,” explains Lees. “Our a price point that is palatable. Initially, we’re

OEM INTERVIEW: PSA
HYBRID PAIR
The low-emissions question has many reason we stepped away from Hybrid Air was
answers, and PSA has discounted a number because it wasn’t supported by government
of them. Its Hybrid Air technology of 2014 incentives,” she says. “To bring that vehicle
created a full-hybrid solution using a three- to market would have been exceptionally
cylinder gasoline engine and compressed expensive compared with other alternative
air to give small cars potential CO 2 emissions fuel sources.
of 69g/km and economy of up to 2.4 l/100km As for the original Hybrid4, in-lab test
without electrification. programs played a part. “They were the first
PSA’s first wave of Hybrid4 technology vehicles to truly expose the NEDC testing
mated HDi diesel engines to an e-motor regime as being unfit for purpose,” explains
for average CO 2 emissions of 85g/km. Lees. “The figures were unachievable and
And while the system entered production led to customer disappointment. It didn’t
in 2011 (the name now signifies the group’s revolutionize the market as anticipated, with
range of four-wheel-drive, gasoline-powered mass sway away from diesel led by Dieselgate
hybrids), neither technology was the right and the media. It’s gasoline plug-in hybrids
option, as Lees explains: “The principle that we are moving forward with now.”
launching with 50kWh batteries, but we Below: The e-2008 EV, launch in very localized operations because
will certainly see changes over time.” which features a 50kWh infrastructure continues to be a challenge.
lithium-ion battery pack
and a 136ps e-motor But it is something we are working on. Plus,
Market growth a major benefit of the group buying Opel was
The PSA Group is ready to match customer that the team there was already working on it
demand as the electric market grows. “Like at Opel’s German base.”
any other vehicle, we buy in the individual Peugeot’s key message for its new era is
parts from our component suppliers – the that boring low-emission vehicles are not,
cells, the casing, the wiring, the cooling and never have been, part of its DNA, and
plates – but we’re assembling them ourselves Lees suggests that anticipation is high for the
and establishing a battery center of excellence,” beginning of PSA’s next phase. “‘Unboring
explains Lees. “This can help to bring down the future’ is Peugeot’s strapline, and there
the cost of batteries as we get more into will be more coming from the group’s brands
refurbishment and repair rather than
replacement – exactly as we do with
“We are continuing as they roll out their marketing strategies.
Everyone’s really excited – it’s just getting
other expensive components.” investment in the behind the wheel that we’re waiting for.”
Battery cost heavily influences the end
price of an electric vehicle, but PSA will development of mild
launch its electric commercial vehicles with
a choice of battery packs so that customers hybrid and hydrogen
can decide which option is best for them.
Small vans will be CMP-based and will come fuel-cell technology”
later in 2020, but the larger Peugeot Boxer
and Citroën Relay will be electrified first.
“In the short-term we’ll be working with
our converter partner BD Auto to launch
Boxer and Relay electric versions,” notes Lees.
“Ultimately, we will have a PSA-from-factory
solution. It’s just a few years away. Long term,
the 3.5 ton platform was always going to have
bespoke options and requirements, but we
will have factory solutions for our most
popular drivelines in the future.”
PSA isn’t underestimating the importance
of fuel-cell and mild-hybrid technology in the
commercial vehicle sector and is continuing
investment in their development.
Fuel for thought

“In the short-to-medium term, we see the
hydrogen fuel cell as a commercial vehicle
opportunity. It’s only vans we’re currently
looking at that on, and we’ll probably initially

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TRANSMISSION LUBRICANTS
HIGHER Advances in transmission design have placed

new pressures on lubricant technology
WORDS:
ANDREW CHARMAN
T RATIO
he global transmissions market
is changing beyond recognition
– semi-automatic gearboxes with
speeds running into double figures
are now commonplace, electric
drivetrains are growing in numbers, while
even the humble manual offers six speeds
as the norm where once it was five or four.
But it is not only technical advances placing
ever-growing demands on the transmission
lubricant – the market is too, requiring a
paradox of thinner lubricant in smaller
quantities that lasts longer.
“Transmissions are following one common
trend – to fuel economy and efficiency,” states
Martyn Mann, technical director at Millers
Oils. “Every OEM wants to produce less CO2
emissions and more mileage, so we are seeing


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Millers Oils, a company with

extensive experience in low-
friction motorsport lubricant
tech, is seeing an increase in
demand for low-friction fluids
from OEMs as the automotive
industry targets electrification
more transmission ratios to keep the engine

at its best efficiency. But in these smaller-
capacity, turbo engines with more rotations
there is also a requirement for thinner oils to
create less drag.
“At the same time, service intervals are
extending – some manufacturers no longer FRICTION REDUCTION
include drain or level plugs on differentials.
Gearboxes are smaller, which means less One area in which Mann of Millers Oils
capacity, so we have to produce a thinner oil believes there is potential for progress is
that can be used in smaller amounts and lasts in low friction. “We already apply some
longer while coping with a greater load.” really clever technology in producing
low-friction lubricants in the motorsport
and classic markets, but not in the new
cycle, produced a first round of efficiency
An automatic problem car market because it doesn’t fall within gains,” Brown notes.
The situation is particularly challenging in the scope of an OEM warranty. “But as the industry moves to the likes of
automatic transmissions where the lubricant “OEMs who are getting into electric the WLTP protocol, real-world emissions tests
has to perform in several areas – protecting vehicles are very interested, however, use much more of the speed load envelope of
against wear and optimizing the friction while because the prime consideration with the vehicle. Viscosity reduction reaches its
acting as hydraulic fluid. To add one final EVs is range extension and battery limit then – under high-load, low-speed
consideration, these lubricants are expected life. So, as a result, as little friction conditions you can reduce viscosity too
as possible is highly desirable, so
to deliver such performance over a wide range far and actually hurt efficiency.”
they are prepared to listen to us.”
of operating temperatures – working equally The development work that Millers
well in the -40°C (-40°F) conditions in Oils has done on low friction, with what Balancing act
northern Scandinavia as in the 40°C (104°F) Mann describes as “forward-thinking Lubrizol has been working on other ways to
or more of Mediterranean countries. OEMs” such as Aston Martin, has led balance efficiency. “It’s about optimizing the
All of this adds to the need for notably to greater collaboration with additive traction and friction performance,” says Brown,
more balanced technology at the heart of technology suppliers such as Lubrizol. “And that is down to fluid componentry.
the lubricant’s formula. Providing for this “The additive companies don’t deal “By choosing the right base oil and
level of demand requires major development with end users; they’re working their viscosity modifier combination you can
research and development projects
by the additive tech providers. Dr Gareth achieve better efficiency than by simply
with people like ourselves, so together
Brown, the strategic technology manager at we are developing the best finished reducing viscosity grades. You maintain the
Lubrizol, agrees that the whole transmission products for testing and trialling level of performance without the potential
arena is becoming more complex. “A challenge with some of the best OEMs.” downsides of lowering the viscosity.”
we face is the tailoring and optimization of Mann believes that greater tech But varying hardware designs brings further
lubricants to maximize performance versus demands will see manufacturers complexity in this area: “What works for one
a need for minimizing complexity – it’s a fine embrace the low-friction route more manufacturer, perhaps lowering viscosity and
line we have to tread,” he says. readily in future. “I’m surprised they optimizing the whole base oil and viscosity
haven’t already – putting thinner oil
New ways of measuring vehicle efficiency modifier content, doesn’t mean that will
in is not a clever solution. We have
have taken Lubrizol’s R&D in balancing dyno data that shows a low-friction
work for a different transmission design.”
the efficiencies in transmissions technology oil, but with the same viscosity Other solution developers are also working
beyond simple viscosity reduction. “Meeting can produce huge improvements in extensively in this arena. Roger England,
more traditional vehicle fuel economy and efficiency. You can make oil a lot more vice-president of technology at Valvoline,
emissions measuring, such as the NEDC efficient without making it thinner.” highlights a transmission fluid molecule that

he describes as viscous when at an ambient

pressure, but which turns into a solid under
very high pressure.
“That’s handy in IVTs, in which it’s harder
to try to increase longevity and keep the
lambda ratios up,” he says.
“We can maintain the thickness of the oil
for better lubricity and less surface-to-surface
contact, but at the same time decrease viscosity
to promote less lost energy through the fluid.
That gives you lower frictional losses, better
fuel economy and more efficiency.” ELECTRIC AVENUE
England believes that major advances in The increasing tide of electric drivetrains pose new
OEM manufacturing capability has driven engineering challenges for lubricant manufacturers.
the technological demands faced by the “The oil for an EV transmission has to be notably
lubricant sector today. “Some 20 years ago, different, as you have almost 100% torque from go,”
they could not match the levels of quality outlines Mann of Millers Oils. “Additives generally
and precision they achieve today and this respond to temperature and pressure levels and in the
electric transmission you have to achieve that within
allows them to focus more on things that
very few revs.”
in the past escaped them. Both electric vehicle and modern auto drivetrains
“That pushes a higher level of expectation include electric componentry immersed in the oil.
and requirement to everybody in the food Automotive manufacturers “The lubricant must not be conductive and must have
chain, and that includes the fluids. But are placing increasingly
a long-term compatibility with components such as
complex demands on
instead of undertaking lots of experimental automatic transmission insulation and wires – not make them harden, soften,
work, we are going back to first principles at fluid. Due to the use of or deteriorate in any way,” he further explains.
a molecular scale – looking at how molecules proprietary frictional Lubrizol’s Brown sees hybrid and electric drivetrains
materials, the fluids are as an interesting challenge: “There are broad industry
react under temperatures and pressures of now required to be OEM- trends regarding how that hardware will be arranged
application, and working this research or transmission-specific.
With this in mind, Lubrizol within the vehicle, but potentially quite diverse ways of
forward into making a fluid from them.” engineering the insides. There is currently a real spirit
is developing the tech to
While England agrees that transmission allow higher power, torque of innovation at OEMs and suppliers, and we have to
manufacturers today demand highly specific and fuel economy levels support that with innovative lubricants.”
fluids to very tight specifications, he believes And England at Valvoline sees future transmission
a deal of commonality still remains possible. lubricants answering another major concern of EV
“We figure out what the fluid has to do and manufacturers by also cooling the motor and batteries:
whether there is a common set of physical “It is possible – we’re not there yet, but we have an
opportunity. We are heavily into coolants for batteries
properties across a lot of these manufacturer
and as you bring the coolant and the lubricant together
specifications. As you do that, it narrows your into a single fluid, it’s a short trip from there to cover
set of physical properties. everything else.”
“We’ve been successful – most consumers
will not spend time checking which BMW-
specific auto fluid specification should be
in their vehicle, and garages don’t want to however, between the complexity of multiple increasing commonality in transmission
stock 30 kinds of transmission fluid. So we fluids versus the convenience of fewer fluids hardware and thus the lubricants it employs.
work hard to meet the specifications of a lot covering multiple applications, but which “Conventional transmissions will be much
of OEMs with a common fluid. Everything in may not necessarily be absolutely perfect more modular, in flavors for different torque
physics and materials is a trade-off – you give for a piece of hardware.” capacities, but with the option for P2 hybrid
something to get something.” As such, England believes the current high modules – traditional technology will have to
level of complexity in transmission lubricants incorporate electrification due to the modular
Bespoke fluids will calm. “Everyone will settle on common nature of the suppliers’ ranges and that will
But Neil Fahey, driveline lubricant product fluids – any time there is something new, be one of the first challenges,” Brown states.
manager at Lubrizol, agrees that while bespoke lots of variations pop up, but you narrow “In electric drivetrains there are a lot of
fluids will remain a vital part of the market, down as everyone learns from everyone else. solutions right now, which leads to a great
particularly for OEM applications, a demand “Our job is to take the highly complex deal of complexity,” adds Branquet. “But you
for multi-application technology will continue requirements OEMs come up with and make do see emerging ‘leaders’ – OEMs will want
to increase. things simple. The market is moving away from to leverage their costs as they are proven to
“The amount of different fluids is increasing mass production, with more efficient vehicles be hardly profitable today on pure electrics.
and that’s not what the market or OEMs want to better fit various niches. Our challenge We anticipate that OEMs will be looking for
– they have plants with limited amounts of will be to hold the line on fluids to ensure we big-scale alliances, which means the same
storage tanks, and the greater complexity don’t have to market 150 different ones – we designs will be deployed to a significantly
on-site is increasing their costs,” he says. need to figure out physical properties we can wider range of platforms. This is very good
“Ideally, they would have one fluid that ‘commonize’, and those that we cannot.” news for those who can identify the emerging
does absolutely everything, but that won’t be Both Brown and Xavier Branquet, global leaders, add value and team up with them
practical. There is a small level of compromise, lead electrification at Lubrizol, predict an throughout the journey.”

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SUPPLIER INTERVIEW: NOSTRUM ENERGY
Unconventional
energy Transitioning to more complex fuel injection
systems brings with it unprecedented
scientific and technological challenges
WORDS: 1. Sam Barros, engineering

director, Nostrum Energy
KARL VADASZFFY
N
2. Kinetic gasoline direct
injection, and a patented
ostrum Energy is a combustion nozzle design, enables
and fuel system development accurate controllability
company located in Ann Arbor, 3. Kinetic particle break-up
provides improved fuel
Michigan, which specializes in atomization compared with
dilute combustion systems (water more conventional injectors
injection and related technologies), as well 1
as high-performance direct and port fuel
injection for racing and high-horsepower
vehicle applications.
In 2018, Nostrum Energy announced a
proprietary water injection controller which,
when coupled with the company’s spray-
targeted, colliding jet water injectors, makes
it possible to implement all of the control
strategies and technologies it has developed
in the laboratory for water injection into
demonstration vehicles.
Sam Barros, director of engineering,
comments, “The controller passively monitors
2
the operation of the engine and determines
3
when to inject water and exactly how much.”
Indeed, the water quantity is mapped out as
a function of engine speed and load, and is
adjusted for various external factors such as
EGT, IAT and ambient humidity. “The water
is essentially used as an octane-on-demand,
suppressing engine knock at high loads,
and it also thermally manages exhaust gas
temperature, eliminating the need for fuel
enrichment for component protection, which
makes it a very interesting technology for
upcoming WLTC emissions standards and
RDE drive cycles.”
To publicly demonstrate the potential
of the product, it was fitted into a modified

SUPPLIER INTERVIEW: NOSTRUM ENERGY
5
4
4. Nostrum Energy’s water

injection controller enables
improved engine efficiency
5. The Nostrum controller
monitors engine operation
to determine when to inject
the water into the system
6. Advanced injectors
can deliver reduced liquid
lengths as well as superior
fuel vaporization rates
Nissan GTR, where, coupled with larger

turbochargers and a fuel system upgrade, CHANGE OF HEART are all-electric. On the other he predicts that they will
it enabled the vehicle to produce over hand, customer uptake of continue to develop even
The proliferation of electric EVs remains low, for various further in order to meet ever
1,000ps on regular 91 octane pump gasoline.
vehicles is having a notable reasons that are difficult to more stringent emissions and
Nostrum Energy spray-targeted, colliding impact on the company’s change, such as battery cost fuel economy standards.
jet injectors are also suitable for fuel injection work. Barros explains: “The and life expectancy, or how In this framework, Nostrum
systems, both port and direct. Its high-flow automotive industry is at much energy they can store.” Energy’s dilute combustion
rate fuel injectors and high-pressure fuel a very interesting point in The internal combustion system is “a natural fit,
pumps can be found in a large number of its existence right now. On engines currently being because it enables higher
high-performance vehicles around the world, the one hand, some OEMs manufactured and developed, engine efficiency by making
including Chevrolet Corvettes and Mercedes- are suggesting the internal he argues, are the cleanest, it possible to operate engines
Benz AMGs. combustion engine is dead, most efficient, and most at higher compression ratios
or some other variation of how technologically advanced and without fuel enrichment
their future product plans that have ever existed, and or ignition timing retard”.
Another level
Of particular benefit to the company was
the launch of BMW’s M4 GTS in 2016, which city centers, it will undoubtedly have a generation or very long-lead grid power
was the first water-injected vehicle to enter notable impact on manufacturers’ research generation options.
production in the past few decades. “[The and development focus. Because Nostrum
M4 GTS] renewed other manufacturers’ Energy’s technologies are engine and fuel Market research
interest in the technology,” Barros explains. agnostic, we have a high-efficiency power Nostrum Energy is also heavily involved
“We went from having to try to convince generation program that we continue to in the fuel systems aftermarket. Operating
OEMs to participate in development projects develop as a solution for clean and efficient under the brand Nostrum High Performance,
with us, to having to add more computing distributed grid power using inexpensive the company continues to grow significantly
power to our modeling department because natural gas.” in this area. “Our engineering capabilities
we had so many projects running in parallel.” And Barros suggests that implementation and OEM/Tier 1 experience position us to
He believes that it is increasingly difficult to of distributed power micro-grids with CNG face emissions challenges in the aftermarket
overlook the global push toward electrification, base power plus solar and wind would be performance sector,” Barros concludes.
particularly when it comes from the legislative a highly effective way to expand the electric To this end, Nostrum Energy plans to
side, adding, “If governments are successful vehicle charging infrastructure in a relatively continue expanding its product line in the
in forcing customer acceptance of EVs by, for short period of time, without having to rely aftermarket segment and is on track to become
instance, banning non-electric vehicles from on the higher-emission sources of power a Tier 2/Tier 1 supplier for some specialty
products and smaller OEMs by 2022. The
company has heavily invested in building
“The controller passively monitors the not only OE level engineering capabilities,
but also manufacturing and testing assets
operation of the engine and determines and capacity. Its current aftermarket business
when to inject water and exactly how much” provides an excellent soft start for building
an OE supply infrastructure.

// CASE STUDY // RENISHAW
Gauging technology
AN INNOVATIVE GAUGING SYSTEM, BASED ON THE TRADITIONAL MASTER PART COMPARISON
METHOD, ENABLES FAST AND HIGHLY REPEATABLE MEASUREMENT OF PRODUCTION PARTS
Kishan Autoparts, based in Rajkot, Gujarat, The master parts are calibrated on Kishan’s 1. A coordinate-measuring
India, is a leading manufacturer of connecting CMM, which gives the company accuracy in machine allows Kishan to
calibrate master parts. The
rods for major players in the car, compressor, traceability to ensure quality. However, high state-of-the-art system
heavy commercial vehicle, tractor and marine thermal variation means that the CMM has is unaffected by the 21°C
temperature variations on
engine manufacturing industries globally. to be used within the Kishan’s temperature- the company’s shop floor
The Indian company recently purchased a controlled room. Equator offers the opportunity 2. Kishan Autoparts uses
Renishaw Equator flexible gauging comparator, to extend the certified accuracy to the shop the Renishaw Equator
comparator system to
and as a result has managed to reduce cost floor, whatever the external conditions. For this accurately gauge the wide
and gauging cycle times by more than 80%. particular requirement, Equator has ensured range of parts it produces
In addition, measuring performance is now that it isn’t necessary to purchase an additional
unaffected by shop floor temperature variations CMM with scanning capability. Shantibhai
of more than 21°C (38°F). This is due to Changela, managing director at Kishan
Equator’s unique comparator method, which Autoparts, says, “Essentially, Equator and the
uses master parts that are calibrated on Kishan’s CMM complement each other perfectly. One
coordinate measuring machine (CMM). provides traceable certified accuracy, and the
Kishan Autoparts is now using Renishaw’s other, thermal capability and extra capacity.”
Equator to gauge multiple connecting rod For many years Kishan Auto has been using
variants and is adding more variations every air gauges to check for ‘bend and twist’ as
day. Typical gauging times of 55 seconds per well as for diameter and circularity. For each of
connecting rod are a significant reduction over the 360 variants of connecting rods produced,
previous methods. The operators can use one the company has used three or four gauges.
Equator machine for many different parts, On larger connecting rods, for heavy duty
gauging all the features in a single operation applications, this can be at a 100% sample rate.
with an immediate pass/fail decision, along These hard gauges usually last up to 10,000
with a report of the component’s dimensions. uses, and then have to be reworked. For each
Despite its location in India, where different connecting rod, three of the four
temperatures reach 40°C (104°F) and drop to gauges cost US$85 (Rs 6,000), while the
19°C (66°F), the Equator system is producing display costs US$420 (Rs 30,000). However,
repeatable results for Kishan. This is achieved the fourth gauge – measuring ‘bend and twist’ –
through a remastering process conducted at costs up to US$4,200 (Rs 300,000). It includes
least every three hours, or when the company a gold part, which is easily damaged and often
knows that the temperature has changed has to be replaced.
significantly. Zeroing the system removes the In addition the whole process can take 120
effect of thermal growth from the measurements seconds for each air gauge, meaning the entire
and therefore guarantees component quality.
The master part needs to be kept close to
the machine and subject to the same thermal
conditions as the production parts. If the ambient
temperature changes rapidly and the tolerance
of a part is affected, an operator can measure
the master part to reset the system and check
whether the ‘fail’ is due to the environment.
1

// CASE STUDY // RENISHAW
process for each part tested can take more than and operators use it to measure 500 units at a competitive price level. The company
eight minutes. With increased product demand, per day over the course of a 10-hour shift. specializes in manufacturing connecting rods
Kishan required a faster method of gauging. If the company were to invest in individual from raw material to finished product at its own
In September 2011 the Kishan Autoparts hard gauging systems for all 77 variants, it forging plants, with a lead time of between 60
managerial team were in Germany for business would require an investment of US$323,863 and 90 days.
meetings. Having searched for more than two (Rs 23m) just for the hardware alone. There For Kishan, quality is a result of having
years for an inspection system that was able to are also other costs to consider, such as skilled the right work ethic and processes for both
achieve the speed of operation they required, labor to set up and maintain these gauges, as management and operators, plus the equipment
they did not have very high hopes of finding a well as storage and running costs. to achieve the required aims. The introduction
solution. But that was before they discovered Kishan Autoparts was started by Changela of the Renishaw Equator gauging system has
Renishaw’s Equator. The Indian company in 1988. The company began by manufacturing enabled the company to significantly enhance
requested a system demonstration, and within 2,000 connecting rods per month; today it the quality of its products. This means that it is
a few days of returning to India and seeing an manufactures up to 50,000 rods per month now in a position to fully inspect components
Equator gauging their own parts, decided to in 360 variants. The Indian company exports quickly and easily, ensuring 100% quality on
purchase the system. 90% of its production to leading industrial and all parts.
Time and ability to cope with temperature developed nations including the USA, the UK, “Quality is critical to us. We constantly strive
are not the only issues for Kishan Autoparts. Germany, Singapore, Italy, China, Poland, to achieve 100% quality, at the same time as
The cost of gauging is an important factor. Brazil and the Netherlands. improving efficiency and passing those savings
Kishan has identified 77 variants of connecting Kishan Autoparts has a reputation for on to the customer,” explains Changela. “The
rod that the Equator system can accommodate, quality within required tolerances, but also Equator has taken us to another level.”

// CASE STUDY // SIEMENS PLM
Design digitization
PROCESS DIGITIZATION, ADVANCED COMPUTATIONAL FLUID DYNAMICS, FURTHER DESIGN
EXPLORATION AND ADDITIVE MANUFACTURING CAN SECURE THE FUTURE OF THE ICE
Stricter legislative requirements, increasing 1. The use of high-fidelity 1

system complexity due to real driving condition CFD simulation provides
detailed insights into the
relevance and highly diverse vehicle markets, combustion process. The
competition from alternative powertrain and Simcenter STAR-CCM+
in-cylinder solution can
new mobility solutions, demonization of the visualize flame propagation
technology in public and even the threat of in a GDI engine operating
a potential legislative ban. The list of external at high load and 2,400rpm
pressures on the internal combustion engine

is long these days, and to overcome them
huge development efforts are required. Yet,
due to the same pressures, investments and
engineering headcounts are being shifted
toward alternative propulsion systems across
many major automotive OEMs and suppliers.
The only way forward for the ICE is via
continuous and more aggressive technical
improvement of the combustion engine as a
component and smart integration of the ICE into
the powertrain as a system. As a consequence,
there is likely to be a massive resource crunch
for those engineers and managers still working
in conventional powertrain development.
The good news is that the path to highly
cost-efficient development is, in principle, well
understood in the automotive industry. As with
the industry as a whole, the key to transforming development, such as in-cylinder CFD, guidelines. This meant that there was enough
a technology solution that has undergone more engineers spent a huge amount of time on time for a few iterations between designer and
than 100 years of evolutionary improvement is geometry preparation, meshing and debugging. CFD engineer before the design was frozen.
digitization. This is nothing new to the industry, Most of the time, computational and modeling In recent years, simulation tools have
as the drive for resource and cost efficiencies restrictions limited them to running pure single- made significant progress. For in-cylinder CFD
forced OEMs and suppliers to embrace digital phase aerodynamics of the engine breathing simulation, meshing of the moving piston and
solutions decades ago. And its use continues and scavenging. valves has become an automated process and
to increase. And while combustion simulation was solvers have reached a high level of robustness.
While the modern internal combustion accessible at that time it wasn’t commonly CAD integration and automatic data handling
engine requires another giant leap forward, used. Insights were limited, and it left little time has greatly improved. Notable progress has
the application of data management, design to focus on optimizing the product itself, with been made in digital design exploration when
and simulation tools to make that leap happen engineering insights on its performance and handling optimization strategies. At the same
also needs development. And it’s not solely improvement measures. At the time, both the time, the currently available numerical in-
the functionality of the tools itself – it is the CAD and CAE departments coexisted and were cylinder models cover the complete process
commitment to invest more than ever into coupled loosely, predominantly relying on a from turbulent gas exchange, spray injection,
cost-effective holistic digital solutions. human interface. fuel evaporation and mixing via heat transfer,
To identify the way forward it is important to The CAD departments focused on packaging to ignition and combustion. And thanks to
consider the development of the heart of every and manufacturability, cost containment and progress in high-performance computing and
internal combustion engine, the combustion reliability, while the CAE departments looked scalable numerics, complex high-fidelity models
chamber. In the early days of digital product at troubleshooting and providing the anticipated are applicable with high simulation throughput.

// CASE STUDY // SIEMENS PLM
2. Accurately predicting 2
combustion CFD across
the ICE operating range is
key to the development of
a digital engine map. This
figure shows the pressure
traces for three operating
points as obtained on the
test bench, and via CFD,
using a state-of-the-art
combustion model in the
Simcenter STAR-CCM+
in-cylinder simulation
system. The experimental
data shown was obtained
from the Dynamic Analysis
Modelling and Optimization
of GDI Engines project.
This project was partially
funded by the Advanced
Propulsion Centre, UK.
All participating partners
are hereby acknowledged
3 3. CFD-based exploration
of a GDI engine intake port,
using Simcenter STAR-
CCM+. Exploring100 can
include transient operation
in the design, while the
intelligent search solution
– via the Sherpa algorithm
– can deliver designs that
double the turbulent kinetic
energy at spark, with <1%
penalty on trapped mass
Thanks to these technological developments, And this comes at a cost level that no test bench On top of that, closed-loop feedback between
CFD simulation of the complete engine process can compete with. CAD and CAE with an IT landscape and toolset
– including combustion – has become common Clearly all these insights have supported that minimizes friction in data-transfer is the
in many engine development companies. combustion system development at all stages precondition to efficiently driving performance-
The reason for the success of in-cylinder of the development cycle in recent decades, relevant design changes. This is the enabler to
simulation is that a development engineer from early digital prototype assessment to leverage digital design exploration and topology
can get the complete information space and detailed system optimization late in the cycle. optimization to autonomously come up with
time resolved for all relevant thermodynamic But all these benefits aside, and with a potential better performing solutions.
properties without perturbing the system with resource crunch on the horizon, supporting Finally, to truly exploit the potential of those
the experimental apparatus itself or having to development alone is no longer enough. digitally optimized designs, the use of additive
heavily invest in measurement equipment. For the ICE and its development to remain manufacturing must be embraced. Traditional
CFD simulation allows engineers to assess competitive within the automotive industry, a design restrictions must be torn down to open
global flow quantities such as tumble or swirl, simulation toolset enabling minimum user effort a new design space for optimized flow and
fuel distribution uniformity, thermal loads and and efficient, integrated simulation workflows thermal solutions.
combustion efficiency metrics. But it also allows is required. These simulation methodologies Only the companies that manage to digitize
the engineer to judge local details of the flow need highly accurate models and proof of their the development of the internal combustion
structures, spray dynamics, local hot spots, predictivity. The ultimate challenge is to reach engine with no compromise will be able to
and the initiation and propagation of the flame a level of confidence in a purely digital engine cope with the resource crunch and keep their
as well as the risk of any irregular combustion performance map that means the test bench is engines and automotive powertrain solutions
phenomena such as knock and pre-ignition. required only for an early validation phase. highly competitive.

// CASE STUDY // KAMAX
Optimized fasteners
LEADING-EDGE FASTENING SOLUTIONS COMBINE EXTREMELY HIGH TENSILE STRENGTH WITH MAXIMUM
DUCTILITY, ENABLING NEW POTENTIAL IN SYSTEM DOWNSIZING AND LIGHTWEIGHT ENGINE DESIGN
Global trends in environmental protection 1. When used on a crankcase,

Kamax fasteners enable an
require new engine developments that lead improvement in the size of
to higher efficiency, increased power density, water jacket cross section
increased combustion pressures and increased
temperatures and loads, as well as weight
reduction and lower internal friction. But how
can fasteners help the industry overcome these
challenges and support development trends?
The KXtreme concept provides the capability
to increase the clamp load by ~45% compared
with a bolt of the same geometry in grade 10.9.
This capability can be used in two ways: either
by avoiding upsizing the fastener – where a
higher clamp load is required – or to downsize
the bolt when looking to keep the clamp load
consistent. In the second case, the bolt diameter
can be decreased by one size, so an M10 bolt
in grade 15.9U is able to replace a M12 bolt in
grade 10.9.
Kamax is pioneering completely new
ways of adjusting the characteristics of these
1
ultra-high-strength fasteners for optimum
performance properties. Among other things,
the company uses a special heat treatment bath. Bolts made this way offer good ductility up to 17.8U and sizes from M6 to M20 in almost
process called austempering that is unique combined with ultra-high strength. Despite their all lengths, head geometries and drives. Thread
in bolt manufacturing. extremely high strength, the typical ductility rolling after heat treatment is also possible,
Following the austenitization of the steel- values are comparable to, or even better than, adding to the fatigue strength in a similar
matrix, the bolt microstructure is transformed typical 10.9 and 12.9 bolts. The KXtreme way to martensitic bolt grades 10.9 or 12.9.
into a bainitic microstructure using a salt concept includes strength classes from 12.9U In addition to ultra-high strength and very
good ductility, the bainitic microstructure
2 2. A comparison of the (indicated by the ‘U’) also has an excellent
hydrogen susceptibility
in KXtreme fasteners resistance to hydrogen-induced stress corrosion
and more conventional cracking (HISCC). This allows the bolt to be
solutions. Thanks to the
bainitic microstructure
used in highly corrosive environments, such
of KXtreme fasteners, as chassis applications. The resistance against
the risk of hydrogen- HISCC is proved in the slow strain tensile test.
induced stress corrosion
is significantly reduced In this test a batch of parts is split in half with
50% being intentionally loaded with hydrogen
and 50% tested in unloaded condition.
The results of the test for both batches are
compared, and the ratio of hydrogen-loaded to
unloaded parts is also compared. This is called
the HE-value. An HE-value of 1 shows the
highest HISCC sensitivity, whereas a value
of zero represents no sensitivity at all.

// CASE STUDY // KAMAX
KXtreme fasteners grade 12.9U to 15.9U 3. Fastening solutions

ns 3
developed by the team
am
show HE values of <0.4, which is comparable to at Kamax can aid engine
gine
10.9 grade fasteners. This characteristic allows efficiency, allowing a
the part to be used in all vehicle components. significant reduction in
engine weight and size
ze
Bolt grades 16.8U and 17.8U are tested to offer
an HE-value above that of 10.9 but well below
fastener grade 12.9. Therefore those fasteners the liners and thus restricting the transfer
are reserved for internal engine use only. of heat. The smaller bolt diameter allows the he
Critical engine fasteners are cylinder head design of a bigger root radius at the bottom of
bolts, flywheel bolts, main bearing cap bolts ve
the water jacket, resulting in a larger effective
and connecting rod bolts. Kamax fastener area for cooling as well as reduced stress in n
solutions are becoming well known throughout the component. This means more heat can be
the industry and have been used successfully transferred from the cylinders to the cooling ng
in high-volume serial production for internal system with lower stress and also allows
engine applications since 2013. optimization of the cooling system through h
The German company, in collaboration with a smaller water pump, thus reducing enginee
the FEV group, recently investigated engine power losses.
optimization possibilities – evaluating design The second focus was on a reduction in the he
potential when using KXtreme fasteners. number of flywheel fasteners. Usually theree are
Consistent clamp load before and during the six or eight fasteners attaching the flywheel to 4
study was the base assumption for all joints. the crankshaft-flange. During the investigation,ion,
The result was optimization of the component the initial eight bolts were reduced to six
design through a reduction in the fastener KXtreme fasteners of the same bolt geometry.
diameter by one size. The pitch circle diameter (PCD) of the bolts
During the research, the initial assumption could also be moved toward the crankshaft
that smaller bolts result in a lighter weight centerline and still maintain the same distance
engine turned out to be just one of the between the bolts (for tool clearance). This led
advantages. As well as an overall weight to a smaller outer diameter of the crankshaft
reduction of 0.8kg per engine, the team at flange with lower mass, inertia and friction
Kamax were able to demonstrate advantages on the sealing surface of the radial lip seal.
in engine friction, thermal management and Generally speaking, the KXtreme concept usually sufficient, but for cylinder head bolts
sealing functionality. allows a greater degree of freedom in engine an increase of approximately 1xD is needed.
Looking at just two research areas of the design and development. Kamax completed a second investigation,
investigation, the first optimization focus For ultra-high tensile strength fasteners, where the company – in collaboration with
was the engine cylinder block design. The the required thread engagement needs to EDAG – optimized and redesigned a chassis
package space surrounding the cylinder-liners be confirmed to withstand the higher clamp component in a similar way to the engine
is usually very limited and tight, resulting in loads. In steel material – such as materials optimization research. The study, which
small cross-sections for coolant to flow around used for con rods – thread engagement is focused on a steering knuckle, found that
a saving of 675g of unsprung mass could
5 6 4. Developed by Kamax, be achieved per steering knuckle.
the KXtreme solution is
A specially designed bolt head, KXhead,
available in a number of
lengths, drives and head could further reduce bolt weight by combining
geometries, in strength an internal hexagon with the external hexagon
classes ranging from
12.9U up to 17.8U and drive, reducing the weight of the bolt head by
sizes from M6 to M20 more than 20% compared with standard hex
5. Eight fasteners, grade bolt heads according DIN 1665.
10.9, used to secure a
flywheel attachment Kamax has several years of experience
6. A flywheel, with a producing KXtreme fasteners for mass-
reduced flange diameter, production engines and vehicles. Engine
attached via six grade
internal application bolt strength of up to
15.9U KXtreme fasteners
1,700MPa and 1,500MPa for engine external
applications is available. The sensitivity to
hydrogen induced corrosion cracking is also
better than or equal to 10.9 grade fasteners.

// CASE STUDY // TENNECO POWERTRAIN
Cobalt alternatives
COBALT PROVIDES ENHANCED WEAR RESISTANCE FOR A RANGE OF AUTOMOTIVE COMPONENTS,
BUT INCREASING COSTS AND LIMITED AVAILABILITY HAS SPARKED A SEARCH FOR ALTERNATIVES
Cobalt is a valuable material for the automotive of 0-1,000°C (32-1,832°F). In such instances, turbocharger components. “The challenge
industry, both monetarily and in terms of its cobalt has been used due to its ability to stabilize is sustaining durability in all operating
properties. Temperature – specifically the broad wear resistance across the temperature range, conditions. We see cobalt as being a finite
range of temperatures that some components but volatile material costs are putting vehicle solution for the industry, which has inspired
are required to operate within – is a crucial manufacturers under growing pressure. In Tenneco Powertrain to proactively explore the
factor in most tribological systems, and wear addition, there is an increased awareness of development of alternative options in the form
resistance presents a major challenge. Until the controversial mining conditions for cobalt. of sintered iron-based self-lubricating materials
now, cobalt has been the ‘problem solver’ “High levels of wear resistance in narrower that reduce the reliance on cobalt.”
solution for vehicle manufacturers. temperature bands, even in more extreme Cobalt-based substances currently provide
For example, the rotating wastegate shaft in conditions above 400°C [752°F], are not too high levels of abrasive and adhesive wear
turbocharged applications is typically expected difficult to achieve,” explains Jens Wellmann, resistance in the broadest range of operating
to operate safely within a temperature range Tenneco Powertrain product manager for temperatures. Combined with effective corrosion
1 1. Traditional applications
for cobalt include use in
turbocharger systems
2. The microstructure of
sintered steel FM-T88A

// CASE STUDY // TENNECO POWERTRAIN
3 3. Bushing cross section

after 70-hour testbed run
at 200 °C. The bushing
cross section shows signs
of surface wear on the left
4. A ×100 magnified image
from a scanning electron
resistance, it has become the go-to solution for microscope shows the FM-
demanding dry sliding bush setups. T88A microstructure. The
light gray area is the base
“Traditional vehicle applications for cobalt- material. The dark gray
based materials include shaft bushings used in area is the oxide layer
butterfly valves of internal combustion engine
exhaust systems, exhaust gas recirculation
[EGR] valves, exhaust brakes, turbocharger
wastegate systems and adjusting mechanisms,
valve seat inserts and other extreme temperature
tribological configurations,” notes Wellmann.
“Cobalt prices have traditionally been quite
fractious, but 50% of mined cobalt is now used bushing applications, we used two validated 4
in batteries for electrified vehicle powertrains, Tenneco Powertrain materials as the starting
the demand for which is growing year on year. point for powder metallurgy’s flexible prototype
Due to this, we expect cobalt prices to remain manufacturing options,” says Wellmann. The
high in the future.” materials selected were FM-8100, an iron-
As a method of ensuring a degree of cost based cobalt-free material, and FM-T95A,
predictability without jeopardizing performance, which features approximately 54% cobalt by
cobalt-reducing materials will be a vital enabler weight. “FM-T95A is typically representative
for the automotive industry. of a high-cobalt material that is comparable
“To begin our development process, focusing to the cast materials proved for tribological
on sintered materials for high-temperature applications. The question Tenneco Powertrain
sought an answer to was: How much cobalt “The results show that FM-T88A displays
is required to optimize cost and performance significantly reduced wear at 200°C [392°F]
while achieving a reduced wear advantage?” compared with a cobalt-free material, which
The powertrain experts examined the exhibits its maximum wear at that point, and is
performance and properties of five materials, close to the results achieved by the high-cobalt
analyzing their performance level across all alloy,” he says. “This can be explained by both
temperature ranges up to 1,000°C in a precisely FM-T88A and high-cobalt material forming an
controlled, repeatable test scenario. oxide layer, contributing to wear reduction at a
The result of Tenneco’s development – carried lower temperature than the cobalt-free material.”
out in-house at its Coventry, UK, facility – is The development work completed by Tenneco
FM-T88A, a sintered steel with 22% chromium, Powertrain demonstrates that it is not yet
17% cobalt and 17% nickel. In addition to possible to eliminate the use of cobalt from
the significantly reduced cobalt content, this the manufacture of demanding shaft-in-bushing
material meets vehicle production and quality systems. However, testing of FM-T88A showed
requirements including the manufacturability that it is possible to optimize the metallurgy
and mixing of metal powder, the sintering and manufacturing processes to enable
process, machinability and quality assurance. the provision of comparable performance
“To further validate the early development of characteristics with a reduction in cobalt.
FM-T88A, which serves as a demonstration of Benefits to the automotive industry of the
the potential of reduced-cobalt manufacturing, new material include reduced component cost
collaborative trials were completed with a major and a greater level of cost stability as well as
vehicle manufacturer,” comments Wellmann. long-term sustainability. In addition, at Tenneco
“The newly developed material’s performance Powertrain two stages of further development
was benchmarked against materials currently work are underway – test components produced
used in series production using a shaft-in- using FM-T88A are currently being evaluated in
bushing test rig, which simulates turbocharger a range of customer applications, and additional
wastegate operation at temperature levels up shaft materials are being assessed with a view
to 800°C [1,472°F]. to further exploration.

// CASE STUDY // AVL
Electric drive systems

DESIGN AND INTEGRATION OF ADVANCED ELECTRIFIED SYSTEM COMPONENTS CAN IMPROVE PERFORMANCE
AND EFFICIENCY LEVELS IN HIGH-VOLTAGE HYBRID AND FULLY ELECTRIC VEHICLE APPLICATIONS
1. The e-axle is an ideal

Fleet operators increasingly demand emission solution for vehicles with
and noise reduction, as well as attractive total a gross weight up to 18 tons
2. Modular subsystems
cost of ownership. Electrification is one solution 1 can improve performance
for trucks and buses operating in urban areas, and reduce component costs
and this has the additional benefit of meeting
local noise regulations.
The design and integration of e-components
significantly impacts vehicle performance and
operational efficiency. AVL’s e-drive integration
starts with the definition and development of the
right powertrain architecture, considering the
vehicle, defining the boundary conditions and
requirements, while balancing performance/cost.
E-drive systems enable new topologies
for powertrain systems and highly effective components such as inverters and batteries.
recuperation possibilities. Transportation In addition, the packaging space needed for the
applications that require high payloads and batteries requires a high degree of integration.
significant driving range will result in different To this end, AVL can combine the e-motor,
kinds of hybridization. In addition to 48V inverter and transmission in a single housing
systems, which are expected to become to minimize the overall system size. Lubrication
2
standard in commercial vehicle powertrains and cooling are also integrated into the e-drive
in the future, dedicated high-voltage hybrid The combinat
combination modes
o s enables
nation of operating mode enabb les system to reduce the number of interfaces within
systems will become more prominent. a broad
b d range off vehicle
hi l applications
l ti
li ffor th
these the vehicle.
Future solutions will need to balance highly hybrid powertrains and achieves a substantial For vehicles with a gross weight up to 18 tons,
efficient highway operation with reduced fuel reduction in fuel consumption – up to 40% in integrated e-axles are the preferred solution in
consumption in typical inner-city operations. city cycles. Battery, fuel-cell electric and range- terms of cost and weight. Higher gross vehicle
This can be achieved by using a power-split extender powertrains require e-drive systems weights require – based on packaging space –
transmission with different operating modes. with an e-machine, inverter and transmission. a larger transmission speed range, integration
A hybrid system, based on two e-machines in High-speed e-motors have become more of a durable brake, and power take-off.
combination with planetary gears, is capable of common thanks to reduced packaging space Consequently, integrated central drives are
operating electrically up to mid-range speeds, and higher efficiency. To increase the e-motor an interesting solution. The integration of the
using energy converters in power-split mode, speed, the transmission needs to be capable inverter in the e-drive housing ensures that the
as well as allowing pure ICE driving. of coping with the challenges associated with EMC behavior is smooth and requires minimal
bearings, lubrication, sealing and NVH. external connections. All the AC lines are kept
Integration of dedicated Forced lubrication must be applied to ensure within the e-drive body. Medium- and heavy-
hybrid technology can
reduce development costs that enough oil is used at high speeds, as well duty vehicles need an multiple gear transmission
as during periods of high torque. Due to the with a smart shifting strategy. A highly integrated
high average power required for the propulsion system approach enables implementation of
of commercial vehicles, direct oil cooling of a transmission control in the inverter controller.
windings is a prerequisite for heat management An additional advantage of highly integrated
of the e-motor, which also enables high power central drive systems, in combination with
density and continuous output. standard axles for conventional trucks, is
Hence, cooling systems for electrified scalability for different powertrain types. This
powertrains with different temperature levels includes variations in power class due to e-motor
must work with highly durable powertrain length and transmission ratio adaptations.
74 /// January
74 J n a 202020
20 /// Engine
E gin Technology
e n l gy International.com
Internationa
Internat
n e na on
// CASE STUDY // SONCEBOZ
Brushless DC drives
BRUSHLESS DC DRIVE TECHNOLOGY, DESIGNED TO OFFER HIGH POWER DENSITY, RELIABILITY
AND SPEED, CAN ENABLE EXHAUST GAS EMISSIONS REDUCTION IN A RANGE OF APPLICATIONS
1 The 8481 is designed for turbocharged applications 2 The 7496 can optimize EGR thermal management 3 A dual-pin actuator can improve ICE performance
Automotive manufacturers aiming to minimize DC motor (BLDC) offers a stroke of 24mm and Additionally, the 7496 can be used in turbo
vehicle emissions are looking for key solutions has a control time of 200ms. The system offers applications where fast and powerful movement
to enable better control of system components, peak force of up to 350N, and constant force is required.
increase the efficiency of the combustion of 100N. When holding position, the BLDC An increase in combustion engine can
engine, and optimize thermal management. can handle loads up to 350N at operating enable lower CO 2 emissions. By adjusting the
However, the engine doesn’t need to become temperatures of up to 130°C (266°F). respective cam profile, the gas flow into the
more complex. The company Sonceboz, based The 7496 linear actuator enables optimized combustion chamber can be optimized. This
in Switzerland, offers wide-ranging solutions thermal management in the engine and can is achieved through cam-phasing systems
for these tasks, such as 8481 and 7496 series replace pneumatic actuators up to a diameter driven by a 7816 bistable dual-pin actuator.
linear drives, and the 7816 dual-pin actuator. of 35mm. The compact actuator with a stroke In two-step valve control systems, a reliable
The reduction of exhaust gases and increase of 14mm and response time of one second offers compact actuator is required. The actuator also
in vehicle dynamics, efficiency and functionality a maximum force of 130N and a constant force needs to be able to work effectively during the
is a significant challenge for global automotive of 100N at operating temperatures up to 130°C. harshest combustion engine conditions. The
manufacturers. Electronic systems such as the A self-locking mechanism keeps it in position dual-pin actuator developed by the team at
linear drives from Sonceboz can help better without power supply and even holds position Sonceboz, which is more compact than two
meet engine control requirements through during temperatures as low as -40°C (-40°F). single-pin systems, is an ideal solution for
more targeted control, better positioning The 7496 can be used in various applications such staged variable valve actuation systems.
and improved diagnostics. in the engine compartment. This includes being The direct-drive actuator system offers a fast
The systems are also up to 30% smaller used to optimize the management of the EGR adjustment speed of less than 15ms within a
and up to 50% lighter than previous solutions. cooler bypass flap. This can enable a decrease temperature range of between -40°C and 160°C
The brushless linear actuator system offers in the temperature of the recirculated exhaust (320°F). The direct-drive actuator was designed
high durability and improved performance gases and therefore combustion temperatures for reliability, working at high camshaft speeds
in combination with controllable force, speed and NOX emissions. and during high transverse forces. It also
and power consumption under load. Thanks to In terms of thermal management, the 7496 allows bistable operation to safely lock both
low kinematic reversibility, users benefit from solution can provide better control than a end positions even when de-energized. Due
long service life as well as minimized power vacuum actuator. As a result, the engine’s to the single-coil magnet design, with flexible
consumption while holding position. warm-up time is accelerated, reducing fuel connection and sensor options, double pin
The Sonceboz 8481 linear actuator is perfect consumption and emissions. Once the optimum actuators can be easily adapted to the various
in turbo or bypass applications. It can replace engine temperature has been reached, the requirements of modern motors. Depending on
large vacuum actuators with diameters of 7496 system helps to divert the heat flow the ECU, the actuator can be controlled via two
between 100mm and 120mm. The brushless to avoid overheating. wires or via three wires and two half bridges.

// CASE STUDY // VBN COMPONENTS
3D-printed materials
RESEARCH AND DEVELOPMENT OF ADVANCED 3D-PRINTED METALS IS ENABLING THE COMBINATION
OF MULTIPLE MATERIAL PROPERTIES, LEADING TO GREATER WEAR RESISTANCE AND REDUCED WEIGHT
Swedish company VBN Components – known for 1

its patented, wear-resistant, 3D-printed alloys
– produces innovative components with a focus
on increased efficiency. The company’s latest
development is an engine piston made with
the hybrid carbide, Vibenite 480.
Vibenite 150
This alloy is referred to as a hybrid 64 HRC
carbide because it combines the toughness
of high-speed steel with the heat resistance Vibenite 290
72 HRC
of cemented carbide. This makes it suitable
for cemented carbide applications with
complex shapes, where a high level of
material toughness is required. Vibenite
480 can also be used to replace steel in
applications requiring a higher heat resistance.
With product improvement in mind, VBN
printed a large engine piston in heat-resistant
Vibenite 480. This hybrid carbide material has
been tested for long-term heat resistance at
750°C (1,380°F) and can be used to improve
combustion through more complex designs.
The design freedom offered by 3D printing
can be used to make the piston hollow and
thus significantly more lightweight. Thanks to VBN’s extensive knowledge of
In some applications it is necessary to additive printing, the company has been able to
combine different properties in the same perfect the electron-beam melting process. This
component. Following several requests to makes it possible to have extreme toughness
print one material on top of another, VBN in one section of a component and extreme
Components developed the Vibenite Combo hardness and wear resistance in another. VBN
production method. has also managed to retain all the benefits of
2
This process combines different materials additive manufacturing, including the option to
in the same part. This means that a single integrate channels or other complex structures.
application can have differing hardness and Achieving the desired level of quality when
toughness. It is also possible to print Vibenite combining materials was a demanding process
on top of a conventional, non-3D-printed for VBN. The company tested a wide range of 1. To combine different properties in
a single drill bit, VBN Components 3D
component. This is highly beneficial when print settings to be able to successfully attach printed Vibenite 290 on Vibenite 150
the Vibenite properties are only required the materials to one another. To get a crack- and
2. VBN 3D printed a piston in hybrid
for a certain part of the component. pore-free weld, it was necessary to fully control carbide Vibenite 480, producing a
To demonstrate this capability, the company thermal expansion of the two materials. component that is hollow and light
has printed a drill bit combining its toughest VBN Components was founded in 2008
material, Vibenite 150, and its hardest material, with the ambition to develop new materials that The Vibenite range of materials offer unique
Vibenite 290. The Vibenite 290 was used weren’t limited by traditional steel production properties and are manufactured in-house
for the cutting part of the tool and printed on processes. With that in mind, the company has via a specific 3D-printing process. Developed
a cylinder of Vibenite 150, which constitutes developed its own patented materials that fully to enable exceptional wear resistance, the
the center of the drill bit. employ the benefits of 3D printing. advanced materials are pore-free.

// CASE STUDY // STENSGAARD INNOVASJON
Transmission concept
AN INNOVATIVE CONCEPT COMBATS THE TORQUE INTERRUPTION THAT AFFECTS AUTOMATED
MANUAL TRANSMISSION SYSTEMS, ENABLING MUCH FASTER AND SMOOTHER GEARSHIFTS
1 2
1. A traditional dual-mass flywheel setup consists of two flywheels connected by means of 2. With the spin control concept, the secondary flywheel is mounted on bearings on the
springs, referred to as an ‘elastic element’. By smoothening the uneven engine torque, the driveshaft downstream of the elastic element, and connected to the driveshaft by means
dual-mass flywheel system provides notably reduced NVH and load on the transmission of a clutch. The secondary flywheel can therefore be engaged or disengaged as required
Gearbox design today is driven by the quest for Previously, when the clutch cable broke on inertia is not required). By so doing, the sudden
improved fuel efficiency and lower emissions. an old car, to get home drivers had to operate change in spin can be counteracted by applying
The tried-and-tested manual gearbox is still the the manual gearbox without using the clutch. the same level of torque to the two inertias but in
predominant transmission concept. The procedure was to cut the power, shift to opposite directions (one flywheel is decelerated
However, as motorists increasingly welcome neutral and wait until the engine reached the while the other is accelerated). This therefore
the convenience of automatics, and engineers appropriate speed level for the next gear to eliminates any jerks and jolts since there is no
appreciate their ability to control shift points be engaged. change in spin.
to meet emissions and CO 2 requirements, that The Spin Control concept works in a similar The torque is applied to the two flywheels
trend is shifting. The market share for automatic way. So it is not a new idea, but the previously by means of the two electric motor/generators
transmission solutions is increasing, and the mentioned process resulted in a second or two and/or the clutch. While the drive concept is
industry is moving in particular toward the dual of torque interruption, which is far too long for designed for clutchless operation, so it doesn’t
clutch transmission (DCT). a modern automatic. require a clutch to disengage the engine when
DCT solutions, however, have notable Forcing the change in engine speed to shifting gear, the concept does not exclude the
disadvantages compared with the manual occur within an acceptable interval – a shift use of a clutch.
gearbox, including system weight, size, cost time of approximately 0.1 second being the Although the concept was developed to speed
and efficiency. Automated manual transmissions target for seamless gearshifts – would cause up the gearshifts, it also offers other features.
(AMT), on the other hand, use a manual gearbox unacceptable jerks and jolts to occur with a It delivers the advantages of DMF technology
that is automatically operated. This allows the traditional driveline setup, due to the rapid at lower engine speeds, together with reduced
application to demonstrate all of the benefits change in flywheel spin (angular momentum). inertia at higher speeds.
offered by a traditional manual gearbox. The Spin Control AMT concept solves this A rapid, imperceptible start/stop function
One significant drawback with the AMT is issue through a simple tweak of the driveline can also be achieved by keeping the secondary
the torque interruption that can lead to sluggish components. The system concept makes use flywheel spinning while the engine is stopped.
gearshifts. However, Stensgaard Innovasjon of standard, dependable driveline components The engine can then be restarted using the
has developed the Spin Control AMT concept, such as dual-mass flywheel (DMF) components kinetic energy of the spinning flywheel. As one
which offers a novel approach to overcoming and two electric motor/generators, one for each flywheel accelerates, the other is decelerated,
the sluggish gearshifts of the AMT and therefore of the flywheels. hence there is no change in spin.
enables the AMT to function like a DCT without The simple, yet radical, tweak is to disengage The two electric motor/generators do add to
compromising on the properties offered by the the downstream flywheel of the DMF during the cost and complexity of the system but also
manual gearbox. medium to high engine speeds (when extra enable hybrid features.
Engine Technology International.com // January 2020 / 77

// CASE STUDY // SFC KOENIG
Custom check valves

TAILORED CHECK VALVE SOLUTIONS HELP REGULATE FLUID PRESSURE, PROVIDING PRECISE
SYSTEM CONTROL TO SIGNIFICANTLY REDUCE FUEL CONSUMPTION AND EMISSIONS LEVELS
As performance standards in the USA, Europe are proved on paper, SFC Koenig has developed
and Asia continue to become more stringent for advanced in-house testing procedures to provide
auto makers, stop/start systems are increasingly performance results that auto makers can fully
important in reducing emissions and improving rely on,” explains David Ramirez, application
fuel economy. Precisely regulating the fluid engineer at SFC Koenig.
pressure enables the stop/start function to be “Our in-house process often includes putting
as seamless as possible and ensures the driving the part into a manifold and testing it. In the
experience remains high, while emissions and case of a start/stop system, we precisely record
fuel consumption remain low. with computerized systems the time it takes
Due to the complexity in advanced stop/start to achieve and hold a pressure, and the time it
system designs, auto makers are increasingly takes to release a pressure,” explains Ramirez.
turning to custom components – such as We chart the results to show how the pressure
customized check valves from SFC Koenig – is held or released over time. This testing is
to regulate and optimize fluid pressure, all of 1 highly accurate and provides the results auto
which can now happen in a fraction of a second. makers require.”
Stop/start systems have two critical data Following in-house testing, a series of check
points that check valves must achieve – the valve prototypes will often be installed by the
sealing pressure and the release pressure. Due auto maker, with SFC Koenig engineers there
to the complexity of surrounding assemblies to assist in process development, installation
and systems, customizing the check valve check valve, modifying orifice size and cracking and review.
component is often the best way to adapt pressure to achieve the desired outcome. “With a global team of engineers experienced
to design and performance requirements. “First, we work directly with the auto maker in the latest automotive design innovations,
SFC Koenig engineers work within geometric to design a part that will achieve the correct the SFC Koenig team works with customers
allowances and make design adjustments to the performance criteria. While all of our designs throughout the process to ensure our parts
perform as expected,” adds Ramirez. “Beyond
parts customization, customers know SFC
2 Koenig components are often a leading solution
when evaluating total costs. Our commitment
to quality extends well beyond our components,
to service and support until the final stage of
design, avoiding performance and warranty
problems down the road.”
Custom-engineered solutions are often
required to solve challenges in advanced
1. Engineers at SFC automotive designs, particularly with the ever-
Koenig are increasingly
developing customized increasing complexity of systems. Requests for
check valve components custom solutions from SFC Koenig have more
to achieve requirements, than doubled in recent years, and the number
using both forward- and
reverse-style designs of custom projects is expected to continue to rise.
2. The fluid pressure With the ability to provide not only custom
requirements for stop/start products and prototypes, but also accurate
systems are often unique.
Thus, custom SFC Koenig data and testing documentation, SFC Koenig is
check valve solutions are keeping pace with this fast-moving industry with
engineered to meet the
requirements of the
solutions that improve automotive performance
system application and at the same time promote sustainability.

PRODUCTS & SERVICES
Water injection controller Drive coupling technology
Nostrum Energy develops lengths, thus avoiding intake port It is essential that the drive
advanced dilute combustion impingement, as well as minimizing couplings used on power
systems and fuel injection water consumption. transmission test benches can
technologies for aftermarket, Thanks to the company’s water withstand arduous operating
research and OEM applications. injection controller, water injection conditions so that meaningful
The company’s latest development firing events can be tied to fuel test data can be collated. The
is a new Tier 1 level water injection injector firing events or controlled drivetrain components that can
controller. Nostrum water injection by more conventional crank angle- be evaluated on test benches
systems provide knock mitigation, based injection control strategies, include engines, gearboxes,
octane-on-demand, component allowing water injection to be transmission elements and
protection, or NOX management adapted to virtually any engine consumable parts. Reich
for performance, efficiency or application. The Nostrum solution Kupplungen’s modular TOK
commercial engine applications. has been designed for on-road, and FlexDur FD-HS solutions
This technology helps address off-road, stationary power and offer advanced tailor-made and to flywheels conforming to SAE
increasingly stringent emissions research engine applications, cost-effective couplings that are J620 or to any other standard.
and fuel economy standards, and is suitable for use with suitable for a wide range of test TOK couplings operate between
allowing for higher engine a range of fuel types including bench applications. -40°C and 100°C (-40°F and
efficiency and compression gasoline, diesel and natural gas. The TOK coupling system 212°F), cover a torque range
ratios without the use can be used in almost all test from 75Nm to 70,000Nm, and
of fuel enrichment or bench applications. The broad can handle rotational speeds up
ignition timing retard. range of flexible coupling to 13,000rpm.
Nostrum’s patented elements, adaptive designs Reich’s latest FlexDur FD-HS
K-IWI colliding jet and connection shafts provide all-metal couplings are designed
injectors employ standard solutions for a variety and manufactured specifically
jet-to-jet collision of tasks. The company can also for higher-speed applications.
as opposed to a develop specific custom designs The transmission elements
traditional air shear upon request. are flexible disk packs made
breakup mechanism. The primary benefits of TOK of stainless spring steel, which
This method notably couplings are efficiency and – due to their shape – distribute
improves atomization flexibility. Rubber compounds, stresses evenly within the disk
and reduces liquid developed in-house by Reich, pack when fitted. Designed for
ensure that the rigidity of the test bench use, the flexible disc
coupling elements is matched pack has a high torque capacity
to each application. These with nominal torque range from
components can be connected 320Nm to 12,500Nm.
JANUARY 2020
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INDEX TO ADVERTISERS Online Reader Inquiry Service .........................49 Siemens ......................................................................... 11

Tenneco Powertrain ............... Outside Back Cover Sonceboz ....................................................................39
Altair ............................................................................. 45 Infineum International Ltd. .....................................58 STENSGAARD INNOVASJON AS ....................... 18
ATI France SAS .......................................................... 31 KAMAX Automotive GmbH ......................................3 Tectos GmbH ............................................................. 52
Automotive Testing Expo 2020 Europe ............. 61 Materion ....................................................................... 19 The Sustainable Internal Combustion
AVL List GmbH ............................ Inside Front Cover Nostrum Energy........................................................35 Engine Symposium ........................21, 23, 24, 62
Busch Clean Air SA ..................................................39 Reich Drive Systems UK Ltd. ................................35 Total .................................................Inside Back Cover
Eaton Corporation...................................................... 15 Rotor Clip Company, Inc. ......................................... 17 VBN Components AB ............................................... 31
Engine + Powertrain Technology International SFC Koenig .................................................................49 www.enginetechnologyinternational.com .......55

FINAL WORD
Bentley’s 6.75-liter V8 is the result of a commitment to continued development,

but has the renowned eight-cylinder finally reached the point of retirement?
WORDS: SAM PETTERS
PIECES
OF
EIGHT
The V8 engine has been at the heart of focused on performance gains, and a notable development. And when the 2008 Bentley
Bentley Motors’ success for 60 years. reduction in the overall dimensions to allow Brooklands debuted almost 50 years after
The longest-serving production engine of its for the lowered hood. This variant of the V8 the S2, the V8 at its core still had roots in the
type, the Bentley V8 began development motor lasted six years before the company 1959 original. The OEM’s work had resulted
shortly after the company moved to its increased its stroke from 91.4mm to 99mm, in an engine that had 200% more power and
current headquarters in Crewe, UK, in the upping the capacity to 6.75 liters and torque than its first V8.
early 1950s. delivering greater torque. Fast-forward to today, and the latest
As the six-cylinder used in the Bentley The arrival of the Bentley Mulsanne in twin-turbo 6.75-liter V8 requires 15 hours
Mark VI, R-Type and S1 reached its limits, 1980 marked the next stage of development to build, with each key internal component
senior engine designer Jack Phillips was for the engine. Due to stricter emissions individually chosen to form a balanced set
tasked with finding a replacement. The brief and safety requirements, the eight-cylinder and then installed by a small team of engine
was to build an engine that could generate needed major work. Changes included the technicians. This unit combines power and
at least 50% more power than the outgoing addition of a collapsible water pump, which economy, generating 537ps and consuming a
six-cylinder, while ensuring it was the same effectively shortened the engine by 100mm. combined 15 l/100km in the Mulsanne Speed.
size and weight. However, the biggest single change to “The original Bentley V8 was designed to
Within 18 months, Phillips and his team Bentley’s V8 came with the launch of the deliver a step change in performance, along
had an engine running. Keen to prove the Mulsanne Turbo. Through the application of with smoothness, reliability and refinement,”
powerplant’s capabilities, Bentley ran the a single turbocharger, the 6.75-liter became says Dr Werner Tietz, member of the board
prototypes on the testbed for more than 500 the first forced-induction Bentley engine since for engineering at Bentley Motors. “The
hours at full throttle and covered hundreds the 1920s. success of the 6.75-liter V8 today in the
of thousands of miles in real-world conditions. Eventually, the single turbo setup was Mulsanne owes much to that ethos.”
The resulting 6.2-liter eight-cylinder unit, replaced with a twin-turbo design, and fuel While the Mulsanne may owe its success
which debuted in the 1959 S2, was 13kg injection, variable valve timing and cylinder to its famous V8, the same could be said of
lighter than its predecessor. deactivation were also engineered into the the OEM. Under the hood of every Bentley
This marked the first iteration of Bentley’s engine. Thanks to the various tweaks, power flagship built over the last 60 years, the
most famous engine. And although it has climbed to levels above 500ps and torque 6.75-liter V8 represents everything that
since been heavily reengineered, the basic exceeded 1,000Nm for the first time. At the is good at the company.
engineering principles and dimensions have point of introduction, the L-series V8 made But nothing good lasts forever. With rumors
always remained. more torque than any other automotive suggesting that Bentley may turn to a pure
The next stage of that development came engine in the world. electric powertrain for the next iteration of the
prior to the introduction of the British brand’s Alongside modernization of the Crewe Mulsanne, the renowned eight-cylinder may
T-Series cars in 1965. Engineering efforts facility, the V8 engine underwent continued finally reach retirement.

Pioneering
electrical
lubrication
Total is a key player in electric mobility with an innovative and complete range of fluids for electric and hybrid
vehicles. Through intensive research and development, TOTAL QUARTZ EV FLUID, for light vehicles, and
TOTAL RUBIA EV FLUID, for industrial & utility vehicles and electric buses, have been specially developed to
meet the cooling and lubrication needs for the components of these new vehicles.
lubricants.total.com
We are writing
a new chapter.
Joining forces to develop new technologies
for cleaner power around the globe.
is now the Global Powertrain division of

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JANUARY 2020

Discover more about AVL Powertrain Engineering

04. Middle man

The full development

08. Built tough

12. Back for more

18. Personality proﬁle

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

PRODUCTS & SERVICES Subscriptions

72. Tenneco Powertrain 79. Products &

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BEAUTY AND THE

For the C8 Corvette, Chevrolet literally took

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“We went through the whole LT1 system

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Elsewhere, there are further changes at the

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Ford has designed its new 7.3-liter gasoline

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In the digital era, it is crucial to test, validate, and optimize real-world

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FROM OLD-SCHOOL ATMO

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BMW M850i 4.4-liter V8

Cylinders: 6 Cubic capacity: 2,925cc Cylinders: 8 Cubic capacity: 4,395cc

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Cylinders: 6 Cubic capacity: 2,995cc

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SPIN CONTROL AMT CLUTCH

O DMFW technology with a self-locking plain

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The problem is that current legislation is a little too one-dimensional.

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If you’re one of those people kicking yourself for not

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reduce and eliminate

carbon emissions Battery cars aren’t

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Confusion continues to reign over what is and

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From the founder

of the year awards 2020

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UNDERHOOD LIGHTWEIGHT AND SUSTAINABLE MATERIALS

In a scenic and quaint corner of rural Canada,

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Realistic timeframes and price points The technology requires

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GETTING FUEL FROM AIR

Enhanced oil recovery (EOR)