Engineering a Tactical Advantage Applying the Latest in Automotive Technology Hybrid Future to Develop Next-Generation Defence Vehicles Downsizing Becomes Real

Q2, 2008

Ricardo Quarterly review

Engineering a tactical advantage Applying the latest in automotive technology Hybrid future to develop next-generation defence vehicles Downsizing becomes real

H-Power Hyundai’s new heavy-duty engine

Interview Igor Kulgan, GAZ Group powertrain T:210 mm T:297 mm

Introducing HPC on Microsoft. Great Performance. Better Efficiency. HPC users can take efficiency even further with Microsoft. The reason? Significant productivity gains through streamlined workflow and reduced idle time. It all adds up to easy cluster management, enhanced collaboration and common client and cluster development tools. Contents Ricardo Quarterly Review Q2, 2008

06 18 28

news features 04 Industry news 06 Defence vehicle engineering Next-generation hybrids take shape; VW’s 89 g/km Golf; The role of the military has changed dramatically since diesels gear up for the US market; battery-electric vehicles 2000, requiring vehicle engineering solutions with far more back on the agenda; Fiat has lowest CO2 in Europe flexibility, versatility and more effective use of resources. Anthony Smith explains how Ricardo is leveraging its 28 Ricardo news extensive automotive expertise to create the next generation Battery systems development facility to open in Detroit; AFS of defence vehicles Trinity Extreme HybridTM celebrates Earth Day in Washington; City of London award for Ricardo; new WAVE8 launches 13 Tactical advantage North American truckmaker Navistar Inc has teamed up with questions and answers Ricardo on a key strategic project for the US armed forces – the Future Tactical Truck System. Jeremy Burne tells the story 18 Igor Kulgan, head of powertrain, GAZ Group of how the two organisations developed this ultra-advanced In charge of a vast network of vertically-integrated factories hybrid concept and its sophisticated on-board systems against conceived in the Soviet era, Igor Kulgan needs to bring GAZ a tight timetable Group into the 21st century. Co-developing a heavy duty truck engine with Ricardo is a strong start, as Tony Lewin finds out 24 Hyundai H engine Developed in conjunction with Ricardo, Hyundai’s new 10-litre 21 Delphi on biofuels bus and truck engine breaks new boundaries in the design of Engineers from Delphi’s fuel injection division give their follow- heavy duty diesels. Jesse Crosse speaks to the men behind the up to our report on biofuels in the last issue of RQ, spelling out successful programme the major challenges presented by the variability, instability and incompatibility of many biodiesel types

Head office: Conceived and produced for Ricardo by: Ricardo plc, Shoreham-by-Sea, TwoTone Media Ltd West Sussex, BN43 5FG, Editor: Tony Lewin United Kingdom Contributors: Tel: +44 (0)1273 455611 Mark Roberts, Anthony Smith, Ricardo contacts and locations: Jesse Crosse, Jeremy Burne www.ricardo.com/contacts TwoTone Media Ltd contacts: RQ subscriptions: www.ricardo.com/rq Anthony Smith: [email protected] Sales enquiries: [email protected] Tony Lewin: [email protected] Industry News

Next-generation hybrids take shape he recent Geneva motor show T and its hybrid concepts with significantly downsized engines provided a strong indication of the likely shape of production models expected in the next two to three years. Saab’s 9-X BioHybrid, a four-seat coupe concept based on GM’s lower- medium architecture, has what the company describes as a rightsized 1.4 litre turbo engine giving 200 hp on E85 – an engineering concept based on the Nm delivered by the diesel-electric fuel. The four-cylinder unit is linked to large X5 SUV. Powered by a two-litre combination, the X5 reaches 100 km/h in an electric motor (of unspecified power) four-cylinder twin-turbo diesel engine 8.9 seconds and emits just 172 g/km CO2. and a lithium-ion battery. GM claims instead of the usual six-cylinder diesel Volkswagen’s take on the diesel CO2 emissions of 105 g/km on E85 and or gasoline V8, the mild hybrid solution hybrid sees a Golf potentially capable of 117 g/km on conventional gasoline. drives all four wheels via a new eight- delivering less than 90 g/km CO2 – the BMW showed the latest thinking speed transmission developed by ZF. current TDI BlueMotion is rated at 119. in its Efficient Dynamics programme The 20 hp electric motor-generator The TDI Hybrid Concept centres around is flange-mounted onto the gearbox, a three-cylinder, 1.2 litre common-rail while the alternator is integrated into the TDI, developing 75 hp, and linked to a 27 crankcase. Lithium-ion batteries in the hp electric motor, which also replaces trunk store regenerated brake energy, the starter and alternator. The battery with power supplemented by roof- is a 220 volt, 45 kg nickel metal hydride mounted photovoltaic cells. Unusually, unit, and drive is via VW’s new seven- this power is also used to pre-heat the speed dual dry clutch transmission. diesel fuel and transmission fluid; this, The Golf is able to run in pure EV says BMW, shortens the less efficient mode in town and always starts off warm-up phase considerably. under battery power. The TDI Hybrid Thanks to the total 224 hp and 610 is likely to inspire a future production vehicle, says VW: later this year, the Saab BioHybrid (top) current Golf will be replaced by a sixth- has downsized 1.4 litre gasoline hybrid generation version. while Golf TDI hybrid In an apparent reversal of policy, promises 89g/km Europe’s second-biggest carmaker, PSA CO2 and BMW x5 Peugeot Citroen, is to focus its diesel concept (left) 172 hybrid development on larger, premium vehicles rather than the big-selling lower medium vehicles originally targeted. “As our project remains an expensive solution, we are going to apply it to expensive cars, and the volumes will be more limited,” PSA’s director of R&D, Pascal Henault, told the French financial daily Les Echos. Further hybrid surprises at the Geneva show were a diesel hybrid concept chassis from Korea’s Ssangyong and a plug-in gasoline hybrid from BYD of China.

Plastic for hot exhaust EcoBoost beats hybrid, says Ford Peugeot Citroën’s fuel cell van Audi’s seven-speed DCT Anvisgroup and VW have Vehicles with Ford’s EcoBoost PSA and Intelligent Energy have Audi models will offer a new developed the first thermoplastic turbo GDI technology will provide co-developed a fuel cell electric seven-speed in-line dual clutch component for the hot end of the greater real-world efficiency delivery van based on the transmission suitable for use exhaust system. VW’s Golf now benefits and quicker payback, Peugeot Partner. The 10 kW fuel with its quattro four wheel drive features a composite catalyst says Andreas R Schamel, chief cell provides a range of 100 km system. The concentric clutches bracket capable of operating in an engineer for research and on each of its interchangeable are oil-protected and torque

News in brief environment of 175 degrees C. advanced engineering. compressed hydrogen cylinders. capacity is 550 Nm.

4 RICARDO QUARTERLY REVIEW • Q2, 2008 Ricardo Electric vehicles back Quarterly on the agenda Review series of announcements by major Bank examined the Project Better Place The task of RQ is to highlight the latest thinking automakers, systems suppliers, business model and declared that a pure in automotive engineering and technology A worldwide – both within Ricardo and among battery providers and infrastructure electric car should not cost any more other leading companies. By presenting groups point towards a significant than a diesel or gasoline powered car, an up-to-date mix of news, profiles and resurgence of interest in pure electric and that in most countries – even the US interviews with top business leaders we paint vehicles and plug-in hybrids. – its operating costs would be lower. an interesting and exciting picture of R&D activity at a world-class automotive engineering Perhaps the most significant At the Geneva show Norway’s Th!nk services provider. development is the momentum being launched its new battery powered small It is a formula that has certainly been a hit with built up by Renault-Nissan (which has car, boasting a range of 200 km on a the worldwide automotive community: in the a commitment to production electric single charge, and showed the larger seven years since RQ was launched we have had to increase our print run to 14,000 copies vehicles by 2010) and US-based Th!nk Ox electric platform designed to keep pace with the demand to read about infrastructure entrepreneur Project to accommodate a variety of different Ricardo and its activities. Better Place. The two organisations have bodies. Earlier, at the Tokyo show, Client confidentiality is of the utmost announced electric car schemes in Israel Subaru had surprised commentators importance to Ricardo, which means that we can only report on a small fraction of the and Denmark, beginning in 2011, and with a similar range claim for its G4e work carried out by the company. So we are at April’s New York auto show Nissan electric concept. especially grateful to those Ricardo customers unveiled its Denki Cube, a battery- Smart’s electric Fortwo is already who have kindly agreed to co-operate with RQ powered version of the Cube design undergoing field trials with approved and allow their programmes to be highlighted in print: without such help from customers fashionable in Japan. customers in London, and Mitsubishi it would not be possible to present such a Analysts from Deutsche plans to market its lithium-ion fascinating insight into the way vehicles are battery i-MiEV minicar conceived and developed. in the UK in 2009 (left). Europe, and GM’s Chevrolet is making At the opposite great efforts to publicise its progress in end of the price the development of the Volt electric car. scale California On an industrial level new sports car partnerships are emerging, including maker Tesla that between Italian design house has said it Pininfarina and France’s Bolloré. The will export four-seater will have a range of 250 km its $100,000 and production of 15,000 units a year Lotus-based will supply markets in Europe, North sports car to America and Japan by 2010.

Diesels gear up for US market Diesels could account for up to Symposium, meanwhile, one in five light vehicle sales in Volkswagen unveiled its latest the US by 2020, agreed a panel of low-emission diesel aimed at the industry experts at the SAE World US market. The BlueTDI is able to Congress in Detroit in April. meet the very tough Bin 2/LEV2 An upcoming report on fuel- standards, especially the stringent saving technologies prepared for 0.05 g/mile NOx requirement, the National Highway and Traffic through a dual high/low pressure Safety Administration will for the EGR system, a NOx trap and first time include diesels because the use of cylinder pressure of their 30 to 40 per cent lower sensors enabling cylinder-specific consumption. The report will be combustion control. The two-litre, issued by mid-2008 and will serve 140 hp engine gives 3.77 lit/100 km as the basis for future US standards. in highway use in the Jetta (right). At the 2008 Vienna Motor

Hybrid refuse truck enters service Power war won’t go away PSA engineers think small Fiat best on CO2 Volvo truck corporation is carrying Just as GM prepares to launch its Peugeot Citroën is to develop a Fiat has emerged as Europe’s out in-service trails of its hybrid most powerful car ever, the 647 new generation compact gasoline greenest automaker in a CO2 study refuse truck prior to its production hp supercharged Corvette ZR1, engine. The three-cylinder, one carried out by Jato Dynamics. Fiat’s launch. The diesel electric arch rival Ford has countered with litre unit will bring “very significant fleet average in 2007 was 137.3 combination allows crews to operate the revival of another icon – the reductions” in consumption and g/km, compared with 141.9 for silently and to save up to 20 per cent Shelby Mustang GT500KR, also CO2 emissions, says PSA. Upwards Peugeot, 142.2 for Citroen, 146.4 for in fuel use and CO2 emissions. supercharged, with 540 hp. of 600,000 per year will be made. Renault and 148.8 for Toyota.

Q2, 2008 • RICARDO QUARTERLY REVIEW 5 Defence vehicle engineering

Engineering the advance The new and more complex paradigm of defence and peacekeeping is beginning to replace the traditional norm of combat based around clearly defined friendly and hostile territory separated by front lines. As a result, engineers developing defence vehicles are presented with completely new challenges requiring more innovative and effective technical solutions than ever before. Over the following pages Anthony Smith explores Ricardo’s strategy of leveraging and adapting the very latest in automotive technology in order to create the next generation of defence vehicles. And, beginning on page 13, we provide an in-depth profile of one of the latest North American defence programmes

6 RICARDO QUARTERLY REVIEW • Q2, 2008 n the space of less than a decade the which could operate in a wide variety of which most closely matched the focus of defence vehicle engineering potential theatres. requirements, and the engineering I has changed fundamentally. By “Until comparatively recently challenge was essentially one of the time of the millennium, the cold- there was a very clear segmentation adaptation. “Conversely,” as Tarry war focus on heavy battle tanks and of new military vehicle engineering continues, “there were the heavier, associated transport fleets had long been requirements”, explains Paul Tarry, fighting vehicles such as tanks intended de-emphasised in favour of a perceived operations director of Ricardo Special for frontline roles. These represented requirement for much lighter and more Vehicles. a vehicle engineering optimisation manoeuvrable vehicles which could “There were utility vehicles – transports challenge which sought to balance the enable force to be projected rapidly and and light attack derivatives – which needs of survivability and mobility. over extended distances. In addition, required engineering optimisation Vehicles such as these would typically peacekeeping missions were increasingly principally in terms of a compromise be engineered for purpose, there being viewed as one of the primary roles between payload and mobility.” few if any civilian commercial platforms of Western military forces, requiring Vehicles such as these were typically where such levels of armour protection lightly armed and armoured vehicles derived from the commercial platform and robust hull structures were required.”

Q2, 2008 • RICARDO QUARTERLY REVIEW 7 Defence vehicle engineering

A new century with new challenges The rapid deployment vehicle (RDV) concept With the theatres in which US, British and other NATO member forces have been deployed in recent years, a new paradigm of operational needs has emerged. The previous distinction between frontline operations in which a clearly identifiable enemy would be engaged, and a wider theatre through which the front line is supplied, is no longer a valid model for this form of military engagement. Call it terrorism, insurgency, or asymmetric warfare, in this new reality the entire military theatre must be considered as the front line. With pressing imperatives such as the need to protect against threats such as IEDs – improvised explosive devices, or roadside bombs – and rocket propelled grenades, the needs of utility vehicles are beginning to merge with those of fighting vehicles; crew protection and survivability are of course of paramount importance. Similarly, the payload requirement of all defence vehicles is rising as increasingly sophisticated communications kit and electronic countermeasures are needed as ne of Ricardo’s most successful has seen service in Sierra Leone, standard fittings. While increased defence products of recent years Kosovo, Liberia, Afghanistan and Iraq. O payload and armour clearly mean a has been the rapid deployment vehicle Throughout this time many further trend towards heavier vehicles, the (RDV). This product was supplied in the enhancements have been made to the parallel requirements for improved kit form which enabled the conversion original WMIK product, which has also mobility and manoeuvrability increases of standard Land Rover Defender been sold to a number of customers the vehicle engineering challenge transports – already strengthened to from other NATO and Commonwealth still further – particularly for special include chassis outriggers and roll- countries. vehicle applications required to fit cage mounts – into light attack vehicles In addition to the standard Land within the standard CH47 Chinook for peacekeeping and other specialist Rover Defender RDVs of the British helicopter. For almost all applications, roles in just a few hours. Known as the Army, Ricardo has developed similar weapons mount installation kit (WMIK) RDV concepts based on platforms by the British Army, the kit comprised such as the Ford F350 and has a range a range of adaptations including a ring of optional modules and products Ricardo’s advanced military series hybrid mount for weapons systems, roll-over including infra-red lighting systems concept (right) couples engine, generator, batteries and hub motor in a robust platform cage and associated hardware. The and lightweight seating systems, that offers up to 20 per cent fuel economy RDV entered service in 1997, since which are installable across many improvement and a silent drive capability when the fleet of over 220 vehicles vehicle types. up to 70 km/h.

8 RICARDO QUARTERLY REVIEW • Q2, 2008 systems engineering and vehicle PAYLOAD chassis and powertrain technologies.” It was in order to facilitate this transfer of the latest automotive Next-generation technologies to military projects that vehicles of all types will require Ricardo created its Defence Systems optimisation and Technologies strategic business for payload, Former unit in 2007. It was widely recognised mobility and crew transport, that military projects would benefit peace-keeping protection and light attack in areas such as next-generation vehicles combustion systems, hybrid and electric vehicle powertrains, NVH, transmission and driveline systems, active safety and control & electronics. Moreover, it had become clear that many advanced automotive and Former fighting vehicles commercial vehicle diagnostics and Survivability/ mobility prognostics technologies could be crew adapted to enable the use of condition- protection based maintenance processes which underscore mission assuredness while also offering potentially significant too, the requirement for improved fuel engineering solutions is more operational cost savings in logistics economy hangs over all engineering extensive too. “While the trend and total cost of ownership. programmes: each litre of fuel required away from the defence adaptation in theatre itself carries potentially of commercially available vehicle Armour and mine protection significant costs of transport and platforms might imply distance One of the early tangible benefits of storage. from the mainstream auto sector, this approach has been in the used of the relevance of the very latest in advanced CAE simulation technologies Leveraging the latest automotive innovation and technology to improve crew protection and automotive technology has never been greater,” explains survivability. “In many respects the But if the challenge is more complex Steve Clarke, Ricardo global vehicle design of armour and mine protection than ever before, the potential range of product group director. “Vehicle systems is technologically where crash tools available to create adaptation remains firmly a part simulation was ten to fifteen years ago,” of the product mix for defence explains Paul Tarry. “In mainstream customers, but in many respects a vehicle programmes crash tests are much greater value can be derived now largely confirmatory exercises from the creative application carried out purely for the purposes of of automotive skills in design, homologation – the real engineering

Q2, 2008 • RICARDO QUARTERLY REVIEW 9 Defence vehicle engineering

“The paradigm has clearly shifted in recent BAE Systems Hägglunds SEP years. The defence vehicles of the future must offer a high level of optimisation of mobility, survivability, payload capacity and at the same time, exceptional levels of reliability, serviceability, robustness and fuel economy. By leveraging the very latest automotive systems, technology and design methods, we are ideally placed to deliver these requirements” Paul Tarry, operations director, Ricardo Special Vehicles

Complex 8x8 driveline developed by Ricardo for SEP concept blends the output of two diesel engines and allows vehicle to turn about its own axis for extreme manoeuvrability

work is carried out through successive vehicles. At the 2007 Defence Systems iterations in crash simulation.” & Equipment International Exhibition Tarry and his team are now applying in London, the world’s largest fully these same highly non-linear simulation integrated international defence event, software packages to simulate the Ricardo unveiled an advanced military effects of blasts and hence optimise the series hybrid concept vehicle intended weden-based BAE Systems structure for survivability. Working with to show the benefits of this technology. SHägglunds AB is one of Europe’s one of its leading defence customers, The concept couples engine, generator, largest and most successful Ricardo is working to calibrate this new batteries, hub motors and a Ricardo manufacturers of armoured vehicles, modelling capability against controlled vehicle control system to a robust infantry fighting vehicles and turret blast tests. vehicle platform of typically 2500 systems, and makes the successful kg to 4500 kg gross vehicle weight. BV series all-terrain vehicles with their Hybridisation Particularly suitable for surveillance innovative four-track drive layout. The Hybrid powertrain technologies operations and special forces operation, company conceived and engineered also offer significant advantages for the system has benefits which include the highly innovative and versatile military applications. In addition to a 10 to 20 per cent fuel economy SEP family of tracked and multi-wheel the obvious potential in fuel economy improvement on mixed terrain vehicle concepts. Ricardo has been improvements, hybridisation offers the operations; significantly improved a key engineering partner to BAE prospect of the integration of auxiliary mobility and dynamic safety; up to 100 Systems Hägglunds AB on these power generation needs which might kW electrical export power; extended vehicles. usually require a towed generator-set silent electrical power available for Developed jointly by the Swedish trailer, as well as improved handling and communications equipment, and a Defence Material Administration the possibility of electric-only traction silent drive capability of up to 70 km/h and BAE Systems Hägglunds, the for stealth operations. and a range of 6 to 8 km at 50 km/h. SEP is an innovative and highly Ricardo has been able to apply its While it is equally applicable to a advanced concept among next- experience of numerous mainstream completely new vehicle platform, this generation tactical military vehicles. automotive hybrid research and advanced powertrain concept can also Interchangeable mission modules product programmes – stretching back be employed as a re-life application mean that the same basic mechanical over ten years – to the challenge of within an existing vehicle, potentially platform can perform a wide creating the next generation of defence saving significant equipment upgrade

10 RICARDO QUARTERLY REVIEW • Q2, 2008 electric motor each side to provide in the areas of steering, suspension steering control, but Ricardo was tasked and braking design. For engineers in with developing a more sophisticated each of these domains the programme mechanical arrangement utilising much presented important challenges. more compact motors and power Perhaps the most notable of these is the inverters to effect traction and steering task of blending the outputs of the two control. This approach improved diesel engines into the driveline, while variety of roles, while a range of traction driving performance and eliminated at the same time allowing single-engine configurations – including tracked, 6x6 the need for a large high current motor operation of the vehicle in the event of and 8x8 wheeled formats – ensure the with massive torque for each side of one power unit failing. With maximum optimum solution for each application. the vehicle. The hybrid arrangement versatility and flexibility being central Ricardo’s assistance has been in the provides the added bonus of a to the Hägglunds vehicle concept, a design and engineering of an ultra- generous supply of on-board power for key feature of SEP 8X8 is to provide compact cross-drive transmission future heavy electrical loads such as uncluttered space in the interior of the system which drives the tracks via electric armour and weapons systems. vehicle by locating the two engines a diesel-electric hybrid system. In in raised positions on each side at the addition to its conventional duty, this The SEP 8X8 programme front of the vehicle, thus leaving a large system can also give the vehicle a The SEP 8X8 programme is for a larger uninterrupted interior space for crew, stealth capability – running silently and heavier 8x8 military vehicle which communications systems, weapons or so as to escape detection in combat follows on from the proven success other payloads. situations. of the SEP concept. An initiative, once The chosen solution was a summary Ricardo’s expertise in hybrid systems again, of BAE Systems Hägglunds, the differential combining the two engines’ for light vehicles proved useful for SEP 8X8 follows a similar architecture to power outputs; this feeds in turn to this programme. SEP is configured SEP with twin engines, but uses a novel a high-low transfer gearbox, with a as a series hybrid, with the diesel mechanical driveline in place of the high torque capacity in low range for engine powering a generator which original series-hybrid electrical system. severe terrain. The four drive axle units in turn supplies current for the motors Ricardo was asked to take have locking differentials and allow the powering the tracks or wheels. Early responsibility for the full driveline vehicle to turn about its own axis for [tracked] concepts had a single large system and is also providing assistance exceptional manoeuvrability.

Q2, 2008 • RICARDO QUARTERLY REVIEW 11 Defence vehicle engineering

costs and complete logistical changes. an axle. Current research efforts are A proud military heritage The technologies deployed on the also investigating the use of accurate demonstrator are based on mostly well position monitoring systems linked to he technology-led approach proven components and systems, all the latest in automotive lane departure Tto the development of defence of which would be capable of being warning and steer-by-wire technology, vehicles and technical innovations developed to established defence in order to reduce the level of accidents has been part of Ricardo’s DNA standards for a range of environments. caused by vehicles straying from their since the company’s earliest days. intended track in low light conditions. Just a year after it was founded by Advanced driveline and active safety Harry (later Sir Harry) Ricardo in Recent developments in automotive International markets 1915, the company was contracted technology offer many avenues for With the new challenges facing to design a new and more powerful the improvement of defence vehicle defence vehicle development Tarry engine for the early battle tanks of handling and safety. “Our patented sees significant potential for growth the British Army. Earlier power units Torque VectoringTM technology offers in this already successful business were unsuitable for the arduous the prospect of controlling the drive activity. “By creating the Defence conditions of the battlefields of torque bias in defence vehicles ranging Systems and Technologies strategic northern France, lacking durability from 4.5 to 30 tonnes,” explains Tarry. business unit we are focusing our when operated on uneven terrain “This can provide significant and service offering on the most pressing and betraying the tank’s position by practical benefits – for example in needs of military vehicle planners. emitting plumes of black exhaust controlling yaw rate in heavily loaded “The paradigm has clearly shifted smoke. The Ricardo designed engine vehicles and hence reducing the in recent years,” observes Tarry, “and for the Mark V tank eliminated these probability of roll-over resulting from the defence vehicles of the future must problems and delivered substantially inappropriate steer inputs.” offer a high level of optimisation of increased power. The new engine Such systems targeted for off-road mobility, survivability, payload capacity was manufactured in large numbers applications can also help to reduce the and at the same time, exceptional from 1917 onwards and transformed vehicle’s turning circle and can, with levels of reliability, serviceability, the tank into an effective battlefield subtle hardware changes, facilitate robustness and fuel economy. By weapon. pivot turn (spin-on-the-spot) on leveraging the very latest automotive Later innovations included the loose ground by reversing systems, technology and design assistance with the development the direction of the methods, we are ideally placed to of technology for Sir Frank wheel rotation on deliver these requirements.” Whittle’s pioneering jet engine, firstly improving the design of the combustion chambers and secondly, in the development of a barometric fuel control system. In World War II Ricardo was also responsible for the development of an oxygen enrichment system for the Rolls- Royce Merlin engines of the RAF’s Mosquito night fighters. Using the Ricardo designed nitrous oxide injection system, Mosquito pilots were able to temporarily boost their speed to pursue.

Automotive crash simulation techniques are being used to improve protection against mine blasts in defence vehicles

12 RICARDO QUARTERLY REVIEW • Q2, 2008 Tac tical advantage military vehicles. In particular, the unit A unique partnership between North American has been keen to exploit potential truck maker Navistar Inc. and Ricardo has savings by leveraging automotive technologies that are already in resulted in a key strategic project for the US development or production – after all, military – the Future Tactical Truck System. there is no point in the military re- inventing the wheel. So when it became Jeremy Burne tells the story of how the engineers time to consider the next generation of at Navistar and Ricardo developed this ultra- tactical vehicles for the military, it made sense to make use of the knowledge advanced hybrid concept and its sophisticated and expertise that already resides in on-board systems the auto industry. To evaluate possible future truck systems and designs, or automotive engineers there develop a technology demonstrator for TARDEC set up and refereed the is nothing quite so challenging a new, highly mobile armoured vehicle Future Tactical Truck System (FTTS) as being given a clean sheet of suited to current and future tactical F - Advanced Concepts Technology paper, a set of demanding performance operations. Demonstration (ACTD) programme. requirements and a remit to build a The Tank-Automotive Research, The idea was to let various working concept within six months. Development and Engineering Center contractors come up with designs This big challenge became reality when (TARDEC) is a branch of the US military that could be tested, measured and the US military decided it needed to that is responsible for developing future

Q2, 2008 • RICARDO QUARTERLY REVIEW 13 Defence vehicle engineering

evaluated. This would help TARDEC by some estimates costing anything Total Vehicle Fuel develop realistic specifications for its up to US$600 per gallon. With all the Economy (TVFE) next-generation vehicles, in particular necessary logistics support required the Joint Light Tactical Vehicle (JLTV). to take fuel out to the front line, it is not Several manufacturers were awarded hard to imagine how much cost can be contracts to design FTTS concepts. saved by reducing the amount of fuel US truck maker Navistar Inc. was one needed in the theatre. As Ellis pointed of the successful bidders, teaming out: “If you can use less fuel, you don’t up with Ricardo to provide design need as many helicopters to deliver it to and engineering expertise for the the front line, you don’t need the team development of the vehicle. to operate and maintain the aircraft, and you don’t need personnel to feed Demanding requirements those staff. Reducing the fuel logistical While officials from TARDEC did not burden of ground vehicles has knock-on give any of the bidders detailed design effects that are far more significant than direction, they did issue a demanding the cost of the fuel itself.” set of performance requirements Another key requirement was that the engineers had to address. the concept of survivability. Ellis Robert Ellis, chief engineer for military elaborated: “The tactical vehicles in the vehicle programmes at Ricardo’s field right now were never designed Detroit Technology Campus, described to have armour systems integrated in the performance parameters for them. One of the benefits of this new the concept: “TARDEC wanted to vehicle concept is that the armour is explore technologies and systems designed as an integral part of the that could be implemented into vehicle.” Armour upgrades for the future tactical vehicles to enhance the existing fleet were necessary to protect current capabilities of the fleet. Their the occupants, but by adding the weight officials gave us a very aggressive of armour, the vehicle’s payload was • The FTTS programme was an early and comprehensive specifications reduced, explained Ellis. example of what has now become document covering fuel economy, “With the current vehicles, much the TVFE approach – a signature ride and handling, the ability to climb of the payload capacity is used up by philosophy for Ricardo’s design steps and cross ditches, the number of adding on heavy armour kits and other and engineering teams that can be occupants, the payload, survivability systems,” he added. “TARDEC wanted used for all automotive and defence requirements, and transportability to look at a new platform that would applications. requirements. Our team had to develop have the ability to carry additional • TVFE is based on Ricardo’s in- a concept vehicle to meet all those payload.” depth understanding of the design requirements.” Improving fuel economy and and control of complete powertrain One of the areas of greatest increasing the vehicle’s payload were and vehicle systems. importance to TARDEC is fuel economy. certainly critical areas for engineers • TVFE employs a systems approach Fuel is tremendously expensive to to tackle, but there were others – that quickly identifies, validates and get out into the theatre of operation, particularly pertaining to what the implements the most cost-effective military describes as ‘human factors strategies to achieve vehicle fuel The international FTTS concept aimed to engineering’. Ellis described the issues: leverage many of the latest automotive economy and CO2 goals. processes and technologies including a “We had to consider the human factors • TVFE was developed to provide strong parallel powertrain and Ricardo’s engineering based on the occupants’ the industry with an independent, TVFE approach to vehicle engineering environment, making sure the driver unbiased approach to maximise efficiencies, minimise energy losses and decrease loads on the vehicle. • TVFE is based on comprehensive, system-level simulations, validated at the component level with a comprehensive set of metrics that provide an objective evaluation of all relevant data, enabling the development of sound business cases based on all available technologies. • The TVFE process integrates vehicle systems so they work together in a complementary manner to achieve the highest possible efficiency.

14 RICARDO QUARTERLY REVIEW • Q2, 2008 and the passengers are sitting in comfortable positions, that they have “Their officials gave us a very aggressive good sight lines out of the vehicle and and comprehensive specifications that they can reach all of the equipment, which in turn needs to be safely document covering fuel economy, ride packaged around them. With many and handling, the ability to climb steps and current vehicles, occupants can be very cramped. A lot of equipment has been cross ditches, the number of occupants, added that was never intended to be the payload, survivability requirements, in the vehicle, so the driver is not in a comfortable position and he’s going to and transportability requirements. Our get fatigued over time. Occupants can’t team had to develop a concept vehicle to see well out of the existing vehicles, particularly the armoured variants meet all those requirements” because they have small windows and often very poor sight lines. Improving economy through the entire vehicle saved by being very careful on how we the occupant comfort was an aspect of engineering process. Phase One was dealt with the parasitic energy.” the programme that was very critical to essentially a simulation process, while In keeping with the latest our customer, Navistar.” Phase Two involved building the vehicle developments in powertrain All these requirements represented and developing it at a test facility. technology, the team determined that a tall order indeed. While relishing Clearly, designing the appropriate a strong hybrid powertrain would be the challenge, Ellis conceded that powertrain configuration was a critical the best solution. A hybrid system these aggressive demands would part of this process. Ellis explained: also offered additional benefits. One be impossible to meet even with “We simulated the vehicle driving over of the design parameters was that the Navistar’s and Ricardo’s wide range of various drive cycles, and examined vehicle would need to be driven silently expertise. “TARDEC was looking for how the fuel was used over that drive for stealthy operation, and in a “silent orders of magnitude of improvement cycle. We broke that down into fuel that watch” mode, in which the engine is in the vehicle, particularly in terms of was spent for rolling resistance, which turned off for an extended period of fuel economy. They wanted to really is essentially linked to mass, as well as time, but where there is still a sustained challenge manufacturers to come aerodynamic losses, parasitic loads on electrical load on the vehicle. back with what they felt were the best the engine, and so on.” and most appropriate compromises “What was interesting,” continued A strong parallel hybrid powertrain between all of the requirements.” Ellis, “was we found that a significant Having determined that a hybrid system portion of the fuel was used on parasitic was the way to go, Ricardo designed Two phase programme losses. The average speed of the drive and developed an entirely new strong The programme was completed in cycles for the FTTS is fairly low, but the parallel hybrid engine configuration. It is two phases. The first phase allowed loads on the engine are high since there labelled a strong hybrid since the power Ricardo to leverage its expertise in fuel are a significant amount of electrical from the electric machine is relatively economy optimisation, skills which systems on the vehicle. This increases large in comparison with the power have become identified as a leading the burden on the engine. As a result, from the combustion engine. The base plank of the company’s overarching we determined that by putting electrical engine was an optimised version of a vehicle design and engineering accessories on the vehicle we could 3.0 litre in-line four-cylinder diesel unit philosophy, known as Total Vehicle save a significant percentage on fuel made by one of Navistar’s subsidiaries Fuel Economy or TVFE. (see left) economy. If we did the best job in the in Brazil, MWM. MWM had undertaken This is a holistic approach to product world on aerodynamics, we wouldn’t some upgrade work on this engine for development that seeks to improve fuel have saved half the amount of fuel we applications in truck rallying.

Q2, 2008 • RICARDO QUARTERLY REVIEW 15 Defence vehicle engineering

FTTS SPECIFICATIONS “The ground-up build and continued support of the vehicle in the field from Ricardo’s top-notch technicians is consistent with Navistar Defense’s mission for product excellence and customer support” Gordon Wolverton, Navistar Chief Engineer

As for the electric machine, Navistar front end of the vehicle instead of the commissioned a bespoke device rear. With the engine under the bed, you specifically for this application, can service the power train by sliding designed to specifications that the bed back. We’ve set it up so you can were developed from the Ricardo extract the engine in 30 minutes.” Survivability & Force Protection simulations. • Fully armoured cab with The next step was to design a control Thermal signatures management integral spall shield strategy for the powertrain that enabled it According to Lou Infante, product • Modular Armour Kit to operate in several different functional group director of vehicle engineering • Two person cab modes, including silent drive. Having at Ricardo, there was another benefit an electric machine also offered other to the powertrain location: “It changed Sustainability benefits, as Ellis explained: “We can use something that in the military they call • Limited on-board diagnostics the electrical machine for acceleration the thermal signature, which is critical • Exportable AC power assistance, as well as having it act as a when a vehicle is going down the road generator to capture braking energy as and somebody wants to shoot at it with Transportability you stop the vehicle. When you come off a heat seeking weapon. We got some • Millimetre dimensions: the throttle it gives you an equivalent of benefits by moving the engine to the 2335 w x 2108 h x 5613 l engine braking, and then when you hit rear so that if a vehicle is approaching • CH-47 and C-130 Transportable the brakes it progressively ramps up the you, from that perspective you can’t see Demonstrator kerb weight = 8455 kg amount of deceleration from the electric the thermal signature of the engine. The • Reducible weight = 7455 kg machine in addition to that from the exhaust is very short, it’s at the back, it foundation brakes.” is being hidden by the cab.” Mobility Ricardo was able to take advantage The other aspect of the thermal • Parallel hybrid electric propulsion of its own rCube rapid prototyping effects of the vehicle is the cooling • Modular front and rear control technology. There were two performance. As Ricardo engineers independent suspension with rCube controllers in the demonstrator went through the TVFE process, they 375 mm of travel vehicle, in addition to the ECUs that found that the cooling systems were a • Central tyre inflation systems controlled sub-systems. Controllers significant contributor to parasitic losses. (CTIS) for the transmission and for the engine Robert Ellis explained: “The FTTS • Four wheel steering came from the transmission and engine probably has the most complicated • Anti-lock braking system (ABS) suppliers, with Ricardo’s rCube acting cooling system of any vehicle that as a hybrid supervisory controller for our team has seen. If you compare Payload those two units. The second rCube the technology on this vehicle to that • 1545 kg payload with integral was deployed to control the innovative of a passenger car, for example, the armour rear-wheel steering system and the car would have a radiator and an A/C • On-board crane with 364 kg lift at intelligent thermal systems. condenser, it may have a transmission 2.4 metres The rear-mounted location of the cooler and a power steering cooler. On powertrain was also innovative, as Ellis the FTTS, in addition to those systems, Operational Range explained: “One of the problems with we have an electric machine and its • 823 km mile range (74 US gallons high mobility vehicles like the FTTS inverter that need their own cooling at 6.9 mpg) is that the engine and the differential circuit, we have electric accessories that want to be packaged in the same we use for the front and rear steering Powertrain place. Ground clearance dictates systems, and we have the HVAC system • 3.0 litre L4 engine (164 kW, 451 Nm) the differential location. Occupant for the air conditioning inside the • NIMH batteries: 8.5 amp hrs, 288 down-vision dictates the angle of vehicle. All of those use 300 volt motor volts the hood line. It’s a real challenge to inverters, each of which needs a liquid • Electric motor/generator: 120 kW package the engine in between those cooling system. peak, 98 kW continuous constraints. What has been done in “The cooling systems are a very • 5-speed automatic transmission the past is to move the engine back significant use of fuel energy on into the cab, which leads to a cramped, the vehicle,” continued Ellis, “so we Network Centricity uncomfortable cabin. For FTTS, we kept decided to run all of those circuits with • Integrated communications suite pushing the engine right out the back • Integrated computer system of the cab and turned it around so the The international FTTS concept is put transmission was facing forward to the through its paces (top left and right)

16 RICARDO QUARTERLY REVIEW • Q2, 2008 electric pumps and electric fans, which Ellis explained, “We wanted to apply to give the customer more than they in turn meant we needed to build a new technology in the vehicle where it thought they could get.” control system capable of optimising was most effective. For the suspension Phase Two saw the vehicle the energy usage across those systems. system, we were able to significantly designed, and built (along with an We used electric fans that are highly exceed objectives by implementing a integrated trailer) in 28 weeks. After a efficient, in the 1 to 2 horsepower well designed, conventionally actuated development and calibration period, range, but they’re close-coupled to the design. We put significant effort into the this demonstrator was subjected to coolers and the heat exchangers, so kinematics and compliance optimisation rigorous military testing and the results they work very efficiently. We are able of the suspension system, and the have formed the basis for the next stage to turn the fans on or off, speed them up performance of the vehicle reflects that of specifications and requirements or slow them down. It’s the same with effort.” for the development of the Joint Light the pumps: if a component is working Besides performing well, the Tactical Vehicle. hard, the fans and the pumps work suspension systems were configured The Navistar and Ricardo teams harder. If it’s just idling along they will to reduce logistical footprint and delivered the project despite an cut way back to conserve energy.” manufacturing investment for extremely aggressive schedule. Key For climate control in the vehicle, production. Ellis: “We designed to the success of the programme was the engineers opted for a CO2-based the suspension such that common co-location of the engineering team air conditioning system. This offered a components were used on the front, and build facility in a closed project couple of important benefits – it is more rear and also the trailer axles. That office at Ricardo’s Detroit facility. weight-efficient than a conventional reduces the cost of tooling the parts and Gordon Wolverton, chief engineer of cooling system and it generates more minimises the number of spare parts the FTTS program for Navistar, credits energy units of cold air per kilogram of carried into theatres of operation.” the dedication and expertise of the equipment than a conventional cooling team as one of the reasons the project system. It can also be run backwards, Mission accomplished was such a success. “Many technical meaning it can be used as a heat pump Phase One of the programme was achievements were accomplished to warm up the cab and the batteries – a completed in nine months and under extraordinarily tight schedules more effective solution than relying on produced a design concept which The key to the programme’s success the waste heat from the relatively small TARDEC felt worthy of pursuing to the was the intimate interaction of Navistar engine. next stage of development. Ricardo’s and Ricardo being co-located at the Lou Infante knew Phase One would be Ricardo facility. Issues were resolved High Mobility Chassis critical: “This project is an optimisation and decisions were made on a real-time The team developed a totally new chassis of the use of computer simulation tools basis to deliver a fully functional vehicle platform for the FTTS. This incorporated to shorten the development time of the on time and on budget.” Wolverton long travel independent suspension vehicle and to get all of the content in it also appreciated the professionalism that exceeded the ride and handling that people want. It’s that simple – we of the build and technician team: “The performance targets while using cost have shown through this project that ground-up build and continued support effective passive actuation systems. we can optimise the use of those tools of the vehicle in the field from Ricardo’s top-notch technicians is consistent with Navistar Defense’s mission for product “The tactical vehicles in the field right excellence and customer support.” The FTTS programme bore fruit for now were never designed to have armour Navistar and its military customers. Not systems integrated in them. One of the only was the programme delivered on time, but it gave TARDEC information benefits of this new vehicle concept is and experience that will inform its next that the armour is designed as an integral generation of utility vehicles. This article has been reviewed and certified as UNCLAS: Dist A. part of the vehicle” Approved for public release.

Q2, 2008 • RICARDO QUARTERLY REVIEW 17 RQ Interview – Igor Kulgan

Heavy duty moderniser As director of GAZ Group’s powertrain division Igor Kulgan is in from abroad). It’s a fact that we have charge of a vast network of vertically-integrated factories making cold winters and long distances, and in some areas like the Eastern part of everything from bolts and fuel injectors to complete heavy-duty Russia, the Ural mountains and what engines and transmissions. Tony Lewin asks him about the we call Siberia – which is a huge area challenges of modernising Russia’s truck business and about the – we have a very low penetration of service centres. That is why the co-operation with Ricardo on a new heavy truck engine reliability and the robustness of a truck How large is the Russian heavy truck so on. So it means we first of all need are important issues. market? more trucks to build the roads, and KAMAZ produced about 53,000 heavy then more trucks to run on them and What about the number of filling trucks in 2007, MAZ 23,000, Ural 16,000 use them. The average automobile stations and the quality of fuel? plus KRAZ – which is Ukrainian, but market growth is 23 to 30 per cent – in Fuel stations are already well sells mainly in Russia – around 4,500. trucks it’s 40 per cent. Group GAZ is a distributed, so there’s no need to have So altogether it is near 100,000. A typical representative of a successful signs like they have in the US desert further 25,000 are second hand, new automotive company in Russia: we telling people to make sure they have Chinese and other global brand names grew by 35 per cent as a group, and enough fuel on board. But the quality such as Volvo. This makes about in trucks we grew by 60 per cent of fuel is a big issue. There’s a very 125,000 units of total market volume. [compared with 2006]. high level of sulphur in diesel fuel, and there is still no law to enforce the What share does GAZ have? Where within the sector is the biggest standards that have been set – and [in The only part of GAZ Group which growth? any case] these standards are not good makes heavy trucks is Ural trucks The general opinion is that on-highway enough. Nevertheless, we have relevant – around 16,000. So our share of trucks will grow faster, but both on- and technologies and competences to tackle the [overall] heavy trucks market is off-highway heavy trucks are growing the issue successfully. comparatively small, but if we look at off- fast in Russia – faster than LCV and highway segment we have more than other segments. What would you have to improve 50 per cent in Russia. Historically, Ural on your trucks for you to be able to trucks has mainly produced off-highway In what way is the Russian heavy truck compete in markets outside Russia? trucks and military trucks. We are very market different from those we know Today we can compete only in strong in LCVs and medium trucks as in Europe and the United States? those countries which are not very well. Our GAZelle and the LDV Maxus Historically, our customers or the demanding in terms of quality and are part of that. Our LCV output last year final users of our heavy trucks are performance. Low cost is our main was 170,000 plus LDV, which brings it up used to dealing with many problems, advantage today. So our task is to keep to around 200,000 units. doing repairs and fixing problems; our low costs for as long as possible they’re used to cabs which are not and, at the same time, to improve the How is the Russian truck market very comfortable. The trend now performance and quality of our trucks. developing? Is it booming like the car is for customers to become more This is a very challenging task. Today market? demanding: they are no longer satisfied we are not competitive in developed It’s booming together with the Russian with a bad cab, one that is not air countries like Europe. But expectations economy. Moreover, it’s probably conditioned, let’s say. So, firstly, quality [within Russia] are changing and we growing faster: many projects are and performance are becoming more need to develop new trucks – trucks focused on improving infrastructure important in the trucks we produce which will match European standards in Russia – roads, construction and (and in the trucks imported into Russia and European customers’ expectations

18 RICARDO QUARTERLY REVIEW • Q2, 2008 as well. It will take us three to five And here we’re trying to expand our Is the Russian truck fleet older than in years to replace today’s trucks with knowledge of the Toyota production other countries? better ones. We’re not trying to start system to assure the required quality No, it’s like the average in most from scratch but to use some existing and productivity level. We didn’t countries, maybe a little bit older. products and gradually upgrade them develop the Siber as a product: we But the mileage guarantee for the step by step through buying licences, simply transferred the line from the US. trucks built until now in Russia was a co-operation with world leading We also have a new unified engineering significantly lower one. The GAZelle engineering companies, and getting centre in the GAZ Group and with the would have no more than 300,000 into joint ventures with strategic assistance of European consulting km before it dies; a truck would have partners for components production in companies we have developed the 500,000 or 600,000. So from this point Russia. The engine, for example, is our so-called PPDS cycle – the product of view they may not be so old in first step. planning and development system, terms of age, but they can be in poor which has 12 quality gates. All new condition. What lessons have you learned from projects strictly follow these PPDS rules LDV in the UK? and these quality gates. What potential mileage are you Both sides are learning, I would say. aiming at now? The advantage is that the Maxus is a How will [the introduction of] EU4 and Coming from powertrain, we have comparatively new product; it was well EU5 regulations affect Russian truck fairly standard benchmark targets. For designed and developed. I would say producers? example, for our new medium engine, that 50 per cent of all quality problems We don’t know yet how much the cost which we will install in our medium can be traced back to the design phase, of the engine and the whole vehicle trucks and buses, our basic level is so from this point of view the Maxus is a will increase. We have two problems. 700,000 km, with a target of up to one good product, something we can learn Firstly, we started very late with the million. from and exploit for our other products new emissions regulations: now we’re like the GAZelle. On the other hand, we trying to catch up, which is why we What will be the consequences of any are quite advanced in implementing have only two years between Euro 3 delay to the Euro 4 implementation by lean systems, the Toyota production and Euro 4. From January 1st, 100 per 2010? system, in Russian GAZ plants, and cent of cars manufactured in Russia I don’t know which is the higher risk for we have been teaching the people in have to be Euro 3, and from 2010, Euro us. It is hard to us to reach this standard, Birmingham how to do it. So it’s not just 4. It will be impossible, I would say, to as I have explained, but on the other a one-way stream of knowledge. We get any payback on those investment hand Euro 4 will act as a barrier to entry have started a new project to develop projects which were required to build for the Chinese trucks. As a group, we our next-generation LCV, the GAZelle 3, new engines and new vehicles – this is at GAZ are quite comfortable as we and this is based on the Maxus as well one problem, and it is absolutely clear now have the YaMZ 650 engine for as the existing GAZelle. So we’re trying that this increases the cost of vehicles heavy duty applications and the YaMZ to get the best out of both products and and trucks, depending on their starting 530 engine for medium applications. both teams. position, by 15 to 25 per cent. And this We developed this with AVL, and it is is something which the final customer already Euro 4 – even very close to Euro Will these techniques be applied to does not consider as additional value. 5. And we are about to make our choice passenger car manufacture? So we need to find other reasons – like on light diesel engines: as a group, we Yes, sure – but not in all our products. lower noise, better driveability, lower don’t have a light diesel engine. We’re We now have Volga, which dates from fuel consumption, even – to introduce choosing between two alternative the 1950s and is very much a symbol them as additional benefits for our world suppliers for this. This is for of the Soviet era: we’re likely to phase customers so that they will be prepared light commercials and medium trucks, this out by 2010. At the same time we’re to pay the extra for a Euro 4 standard probably. So we’re quite prepared about to start production of the Siber, truck. in terms of Euro 4 and our vehicles, which is based on the Chrysler Sebring. but still we have a lot of applications – different buses, road construction “I would say that 50 per cent of all quality problems can be equipment, and so on, so it’s still a traced back to the design phase. From this point of view tough time. the LDV Maxus is a good product, something we can learn Why did you go to two different engine development contractors for your two from and exploit for our other products like the GAZelle” engines? In Russia, there’s a saying that it’s not good to put all one’s eggs into the same basket. That’s the first reason. The second reason is the tendering process: for the 650 engine Ricardo made a very good proposal – it knows the engine well as it worked on it for Renault. In addition, we have more projects coming soon, so we will need more and more services from engineering companies – we’ll need at least two companies.

Q2, 2008 • RICARDO QUARTERLY REVIEW 19 RQ Interview – Igor Kulgan

MAZ 5400-series tractor unit is one of the first applications for GAZ’s new 650 engine, co-developed with Ricardo

What factors are particularly important for Russian customers? We survey this regularly. First of all, reliability – long distances, very low service centre penetration: it’s an obvious one. Next is the service network – and this is where we as GAZ Group have a strong position, and YaMZ (Yaroslavl Motor Plant) in particular. Third is price: the market is still price sensitive, but it is changing. All other factors have lower priority, even brand. Brand is only important as a guarantee of reliability, but if people are convinced this truck made by Ural is reliable, they will buy it.

Who are your main competitors in “Our manufacturers produce trucks which will operate at Russia? There are different products in different minus 45°c degrees as a base condition, and at minus 60°c markets. In trucks I would say our main for special applications. It’s difficult enough for diesel fuel, competitors are KAMAZ, because they also build some off-highway never mind the AdBlue additive for SCR systems” trucks, but we are now entering the on-highway area so we will see how in order to lower costs, especially now will be around 200,000 to 250,000. This we do. In the LCV range it’s only foreign as with the [current] Euro exchange will be built under licence from either companies with imported vehicles. In rate it’s getting very expensive to buy VM or MWM International. the passenger car business we are not from European suppliers. But though competitive yet, so we can’t say we we have a localisation programme, we On a technical level, why have you have competitors. In powertrain we want to concentrate on only a few core chosen to go with EGR rather than SCR are definitely the leader in the Russian competencies to achieve Euro 4? market, so our competitors are foreign First, it’s clear that there’s no brands like Cummins and Deutz. Will you build your own transmissions, infrastructure in Russia for SCR. There for instance? are no gas stations with pumps for Have you had to reorganise your We do make our own – and this is AdBlue. They don’t exist – we don’t manufacturing process to build the typical example of where we believe want to be pioneers here: it’s still high new 650 engine? we don’t have a world standard risk. Secondly, there are still issues This is a very important question: competence. We don’t consider regarding temperature. Our truck maybe our biggest challenge, together gearbox production as one of our core manufacturers produce trucks which with developing new products, is competences, and in the future we will will operate at –45°c degrees as a base restructuring existing manufacturing continue this through a partnership, a condition, and at –60°c for special facilities. Historically, our plants were JV or licence-based production. We are applications. It’s difficult enough for very vertically integrated. At Yaroslavl still selecting between ZF and Eaton. diesel fuel, never mind AdBlue. we have 15,000 people, and only 300 of them work on the assembly line. What are the planned production The other 14,700 are involved in parts volumes on the new engines? and components production, casting, The 650 will be comparatively low Igor N Kulgan, director, GAZ Group forging – all these technologies exist volumes. Initially, we planned it for Powertrain Division in-house, which is why the make or buy 20,000 a year, but now we can see that Born in 1968, Igor Kulgan studied at [decision] is maybe our highest priority. with the growth of the truck industry in the physics department of Moscow Russia it seems it will be 30,000. But we State University and the Academy So for the new engines, will you are considering increasing the power of National Economy. His career has produce everything locally, or will you of this engine, which would increase taken in PricewaterhouseCoopers’ buy components in? the number of potential customers Moscow office, software As a first step we will buy 90 or 95 per and applications – so this should give companies Exteria and EPAM cent of all components from other us additional volumes. In the medium systems, and EuroChim, part of the suppliers: 70 per cent of these will segment with the 530 family we’re MDM financial group. He joined be from Europe. In parallel we are building a plant with a capacity of GAZ in 2003 as business process considering a localisation programme, 110,000 engines a year; for light duty it and IT director; in 2005 he was named as head of the newly-formed “For the 650 engine Ricardo made a very good proposal – GAZ Group Powertrains Division. it knows the engine well as it worked on it for Renault”

20 RICARDO QUARTERLY REVIEW • Q2, 2008 Biofuels: the Delphi angle ! ' @

A; H A4E84F A820 A3 >@D0 AC4

F8 = 3 B > 5 2 7 0 = 6 4 Ricardo helps develop next-generation wind energy technology

India opens up: SIAM outlook for Indian auto industry New Ricardo office

Hybrids: Why an all new development process is needed

Biofuels: Why automakers should be concerned

Interview: Dr HS Lee, president, R&D, Hyundai

Renewable fuels – a supplier responds

The article on biofuels in the last RQ provoked cent) and B20 (20 per cent) biodiesel blend concentrations, with Germany considerable positive reaction in industry to follow in the near future. It is and among commentators. Here, Paul Lacey, essential that these fuels are supported by well defined specifications that Aleksandar Orlovic, Colin Winslett and Stefan ensure quality and consistency in Zuelch of Delphi Diesel Systems Ltd describe how the marketplace – particularly since, unlike conventional fuels, FAME may a leading provider of fuel injection equipment is be derived from a very wide variety responding to the challenges raised by the wide of sources, each with its own unique characteristics. variations in biofuel specification, quality and The emergence of renewable fuels performance has coincided with rapid evolution of the fuel injection system, which is n the past few years diesel fuel A period of rapid development a primary component in achieving quality has undergone rapid change, Historically, diesel fuel standardisation current and future emissions I driven by the ability of renewable has been ensured by consensus under regulations. In addition, the modern fuels to reduce exhaust emissions the auspices of the CEN organisation fuel injection system must contribute to and minimise carbon footprint. In in Europe and ASTM in the United decreasing average fleet CO2 emissions addition, such advanced fuels improve States. Environmental regulations requirements, which for passenger cars long-term energy security and gain typically drove gradual changes that are expected to reach 130 g/km by 2012. economic benefits derived from local were controlled by the balanced needs The use of improved tyres and biofuels energy production. For these reasons, of cost and fitness for purpose. As a is set to allow a further 10 g/km CO2 an increasing penetration of biofuels in result, fuel quality problems and field emissions reduction. many markets is quite certain. issues resulting from such changes Excellent fuel atomization is required It is the responsibility of the were normally averted by methodical to satisfy these needs, with injection fuel suppliers and equipment planning during the standards pressure increasing to more than 2500 manufacturers to ensure that the development process. bar for heavy duty trucks; multiple vehicle owner remains unaffected by In contrast, the implementation of pre- and post-injection strategies the transition to unconventional fuel biodiesel has been impressively fast, are required, too. Performance and components such as Fatty Acid Methyl a trend which is likely to continue for emissions requirements must be Ester (FAME), which have unique the immediate future. The effort is maintained throughout the vehicle’s characteristics that are distinctly being led by several major countries, life, which for heavy duty vehicles can different to conventional petroleum including France and the US, which be up to 1,000,000 miles (1.62 million feedstocks used in diesel fuel. are currently marketing B7 (7 per km). These requirements place high

Q2, 2008 • RICARDO QUARTERLY REVIEW 21 Biofuels: the Delphi angle

and more torque and power for better driveability and fuel economy.

Biodegradable – but unstable too FAME has the advantage of being biodegradable, so it is less environmentally damaging if spilt. However, the inherent instability carries over to the engine and vehicle. As a result, increased care must be taken with vehicle storage and parking. Insoluble polymers and products of age-related degradation can lead to filter clogging and lacquering, which can occur anywhere in the fuel system. The most likely location is around high-pressure injection nozzles where Reductions in tailpipe emissions are content can increase volumetric fuel the very high temperatures can cause possible with first generation biodiesel, consumption and reduce maximum a reaction of the organic material, with further benefits possible from power output. These factors, combined leading to a build-up of potentially second generation fuels in advanced fuel with the different chemical and physical harmful deposits. Data from the injection systems. characteristics of FAME, may alter industry standard engine test recently demands on injector accuracy and the engine calibration requirements. developed by CEC indicates severe durability. Innovative solutions are also being deposit formation with 10 per cent To achieve this performance the fuel pursued in other areas: as an example, FAME: this figure is comparable to passes through injectors with smaller capacitive fuel-level sensors are being that resulting from addition of 1 ppm nozzle holes that are streamlined to developed with no moving parts and Zinc Neodecanoate, a chemical which maximise the momentum of the fuel which are impervious to the effects of is often used to artificially accelerate entering the combustion chamber. aggressive fuels. deposit formation in this engine test. Streamlining reduces turbulence in the Delphi is studying the fundamental To combat these effects, it is essential fuel, which has the effect of reducing parameters affecting the performance that the highest levels of fuel stability the ability of the fuel to remove deposits of components operated with biodiesel. be mandated during the ongoing from the nozzle. This is a challenge Blending of FAME with conventional standards development processes given that injector tip temperatures fuel can reduce particulate emissions, around the world. exceed 350°C in many applications. The carbon monoxide and hydrocarbons. latest injector designs balance these Careful design of the fuel injection New fuel – new challenges parameters to optimise performance system maximises these benefits while The chemical composition of FAME while maintaining durability even managing potential challenges from means that it is incompatible with some under the most demanding operating the fuel’s characteristics. The latest traditionally used materials groups, conditions. generation injection systems spray fuel particularly the elastomers in hoses, Under these exacting conditions all into the combustion chamber faster and gaskets and seals used in both the high aspects of the fuel’s characteristics with much improved spray momentum and low pressure fuel delivery systems. must be fully understood as, for and accuracy. Another important Peroxides, an oxidation product example, the higher bulk modulus feature is the fast needle opening and formed when the biodiesel reacts with and viscosity of FAME could cause closing movement independent of oxygen, can lead to embrittlement an unintended increase in injection the injection pressure. The result is a of some elastomers, which may also pressure, while its lower energy considerable reduction in emissions swell or become soft. The biodiesel concentration at which such issues commence depends on the seal type and age. Compatibility issues are resolved for current and future vehicles by selection of appropriate materials. Existing vehicles were normally developed before the advent of biodiesel and do not always contain upgraded components. A simple solution is the identification of fuels containing higher biodiesel concentrations at the point of sale to allow the car owner to select the fuel appropriate for older vehicle designs. In response to this need the Effects of deposit issues due to reduced stability of a 30 per cent biodiesel blend may be minimised through advanced injector design.

22 RICARDO QUARTERLY REVIEW • Q2, 2008 draft EU Renewable Energy Directive to ensure that the understanding of and equipment manufacturers.” dated 23 January 2008 proposes that the parameters involved, as well as It is generally felt that the interaction future120 fuels containing in excess of 10 the laboratory techniques to measure of the numerous variables makes it volume per centGTL FAMEB30 be identifiedB100 at them, do not lag behind the use difficult for equipment manufacturers to the point of sale. Conventionalof Diesel FAME in the market. Standards validate all possible fuel combinations Water100 is commonly used to wash under development may also need prior to the formulation of appropriate contaminants from FAME following to accommodate the increasing standards. Ideally, implementation of the transesterification80 process during commercial and political pressure to first-generation biodiesel should occur production. In addition, methyl esters market FAME derived from several in a gradual and well-controlled manner are polar60 and so have higher water sources of vegetable oils such as that incorporates experience gained by solubility than conventional diesel fuel. rapeseed, sunflower, soy and many the fuels and equipment manufacturers This, combined with increased rates of other more exotic oils such as jatropha. on an ongoing basis. 40 biological growth, complicates water In the medium term other first- separation and filtration. generation biodiesel formulations, such Second generation: increased benefits Improved20 water separation is as Fatty Acid Ethyl Ester (FAEE), may and performance also come to market in some regions, Second-generation biodiesel fuels provided Diesel=100 Emissions (Conv. Normalized by the latest generations of filter 0design. Nonetheless, research with new and unique characteristics. are becoming available and may performed by SmokeDelphi indicates waterHC DifferentCO feedstocks impactN0x the be produced using Fischer Tropsch contamination significantly degrades chemistry and the stability of the blend. technology applied in Biomass to Liquid biodiesel blend stability and must be Comparison between several fatty (BTL), which has similar characteristics monitored during storage. Due to the acids and associated FAME has shown to Gas to Liquid (GTL) and Coal to reversibility of the transesterification that oxidation stability decreases when Liquid (CTL) fuels. They are typically process, an excess of water leads to the the number of double bonds or the of very high quality, comparable to or production of organic acids which can level of unsaturation increases. As a better than conventional diesel, with high cetane, zero sulphur, good stability affect800 the FIE system. consequence, the overall properties FAME is also capable of removing of the biodiesel blend, particularly and other properties. Paraffinic diesel existing700 deposits from distribution ageing behaviour, cetane and cold flow fuel extender of excellent quality can pipes and tanks, carrying these deposits properties,Initial will Version vary from one feedstock also be produced by hydrogenation into600 the tiny conduits of the fuel to another. of triglycerides (plant oils and animal system. This issue may be minimised The characteristics of the finished fats), or co-hydrogenation of gas oil and by following500 the recommendation for fuel are also affected by the interaction triglycerides during the largely typical increased400 filter change frequency until between the biodiesel and the refinery hydrotreating process. the supply system is clear. In the longer conventional diesel to which it is A wider range of feedstocks may term,300 biodiesel may still contain higher blended. It has been shown that the be employed, often with increased concentrations of insoluble polymers low polarity of some ultra-low sulphur environmental benefits relative to

Performance variation Performance 200 from the production process or caused dieselOptimised fuels aggravates version stability issues first-generation fuels. Implementation by ageing, which will require more and could result in precipitates when of second-generation fuels is slowed 100 frequent filter changes over the life of blended to biodiesel, particularly under by the need for extensive and costly the vehicle.0 low temperature conditions. production facilities. Nonetheless, 5 10 15 20 “To understand25 30 these challenges,35 40 legislation is being introduced in some First generation: the path forward Delphi has in place an extensive areas such as Germany to encourage Deposit thickness (μm) Performance and durability with first- bench-testing programme with fuels at second-generation fuels to enter the generation biodiesels is being ensured concentrations from B10 to B100” said marketplace, and it is hoped that their through careful equipment design Detlev Schoeppe, Delphi Diesel director use as a blend component will spread in and the development of appropriate of engineering. “Data is obtained using the medium term. standards. Delphi is actively working an array of bench scale and engine The range of fuels marketed for use Schematic comparison of technology issues tests, which are ultimately confirmed in compression ignition engines is associated with the more common future by high mileage fleet tests, often expanding at an ever increasing pace. ▲ fuels for use in compression ignition engines performed in collaboration with vehicle These fuels range from those that are similar in nature to conventional diesel through to dimethyl ester (DME), which requires complete redesign of the injection system for successful operation. Future fuels that provide social, economic and environmental benefits are fully supported by equipment manufacturers. The challenge for the injection system manufacturer is not only to ensure acceptable equipment Technical Complexity Technical durability, but also to provide the design and calibration that optimises the emissions and performance benefits that future fuels are capable of Dimethyl Ester Dimethyl Bioethanol FAEE FAME BTL CTL GTL ▲ providing.

The opinions expressed in this article are those of the authors and not Fuel Type necessarily those of Ricardo plc.

Q2, 2008 • RICARDO QUARTERLY REVIEW 23 Hyundai H-Engine

Million mile motor

testing with overload so they were able Hyundai’s new 10-litre H-Engine, a heavy duty unit to pinpoint potential failures during the for trucks and buses, went into production at the development phase,” remarks Such. “We were very impressed with the end of last year. Developed in conjunction with lengths HMC went to in order to ensure Ricardo, it breaks new boundaries in the design of the engine was robust before it entered the market.” heavy duty diesels. Jesse Crosse reports The HMC engineers wanted to icardo’s relationship with the The timescale would be short, recalls ensure they could manufacture the Hyundai Motor Corporation Chris Such. “The engine needed new engine using tools and techniques R (HMC) has been a long and to be ready for the Korean market they were accustomed to using and successful one, dating back to the early by 2008, which is when the Euro 4 which had been employed on the 1980s when Ricardo was engaged to standards come into force. It went into existing Powertec engine. “So, during help solve problems on the engines production in November 2007, so that’s the process,” says Sharman, “we licensed by HMC at that time. Later, in less than three and a half years from concentrated on designing for ease of 1994, when HMC wanted its own heavy when we started. assembly but also for low cost.” duty engine, Ricardo was again invited “It’s an awfully short timescale by The design phase took 11 months to work on the project, this time the heavy duty diesel standards,” observes altogether, by which time the team all-new 12-litre, unit-injected, Powertec Such. “The fastest we had done one had all the final drawings and CAD engine. prior to this was in around four years. work completed. “Again, it was a real Almost exactly 10 years after work Plus, the target life was one million miles challenge to meet that timescale,” started on the Powertec, Ricardo’s – and that takes a long time to validate.” Sharman notes. heavy duty diesel team, headed by “One of the reasons we were able chief engineer Chris Such and chief Harsh conditions finish the project so quickly is because designer Greville Sharman, would Hyundai engineers were keen to test we had such a good relationship with once again find itself embarking on a the engine in harsh conditions to HMC, who sent quite a large team over new project for Hyundai: this time it ensure it would live up to the rigorous to Ricardo in the UK. Altogether there was a 10-litre, six-cylinder, heavy duty demands of truck operations in the were up to 10 people in the project diesel, which became known as the Far East and Asia. “Hyundai’s test office here at Ricardo at any one time. ‘H-Engine’ engineers did a lot of accelerative Not only designers, but also specialist

24 RICARDO QUARTERLY REVIEW • Q2, 2008 strong and robust engine with great “The engine needed potential for the future. “It’s a great to be ready for the base engine,” Such continues, “on which to hang any other technology Korean market by which might be necessary – such as 2008, which is when high rates of EGR for Euro 5 or Euro 6, or exhaust aftertreatment. “ the Euro 4 standards The design cylinder pressure is 220 come into force. It bar. Depending on the power rating, the actual cylinder pressure will be went into production around 180 bar to 190 bar, giving plenty in November 2007, of headroom in the Euro 4 version for increasing the power at a later date. so that’s less than The H-Engine’s standard output is 400 three and a half PS, which Such describes as “very competitive for a 10-litre engine.” years from when we Torque is impressive too, the big power started ” unit producing 1900 Nm at just 1100 rev/min. Rated speed is 1900 rev/min. Delphi, was developing future EUI systems with even greater pressure Software: key to advanced design capability and also with more flexibility At this stage, Ricardo did not want to in terms of multiple injections. The use CGI for the cylinder head or block. Delphi E3 injector was the final choice “We preferred to use grey, or common and is described by Such as “more than cast iron,” explains Sharman, “mainly adequate for Euro 4 emissions and, for cost and ease of machining. This looking to the future, Euro 5 and Euro was one of the boundary conditions we 6 as well. So we do have a roadmap in had and I think the only way we were the development of high pressure fuel able to achieve adequate durability and injection systems to follow. The choice of stress levels using this material was EUI also gives us a family resemblance because we had access to Ricardo’s to the larger Powertec engine.” CAE software for the engine design and The engine is called the H-Engine for CFD software for the cooling systems. a reason. ‘H’ in this case stands for high You really have to get the coolant in technology. “HMC was challenging us the right place on an engine of this to extend the frontiers,” explains Such. performance and the metal section has machining, foundry and assembly “For example, the maximum cylinder to be exactly right to avoid any risk of people too. So right the way through pressure we had to design to was 220 cracking.” we were designing to ensure that bar, which is about 10 percent higher A tremendous amount of durability engine would be easy to manufacture than usual for a heavy duty engine. testing was performed at high loads, using HMC’s normal methods.” Hyundai wanted room for future power typically with 10 percent over-fuelling The entire team reported to upgrades and it also gives benefits in to generate high cylinder pressures. Greville Sharman, whose 30 years terms of fuel consumption and meeting “The design was very well proved out of experience in designing this kind Euro 5 emissions regulations.” both on the test bed and in the vehicle,” of engine would prove invaluable As a result, the final design is a confirms Such. “Most of the overload throughout the project.

Moving fast With just three months in which to produce a concept design, the designers and engineers had to move fast. “One of the first decisions we had to make was which fuel injection system to use,” remembers Such. “The choice was between electronic unit injectors (EUI) or common rail. It was a tough decision, but in the end we decided that EUI would give us an advantage in terms of cost and injection pressure. The EUI can reach pressures of 2000 bar and has the potential to go beyond that.” The engineers knew that the supplier, Hyundai H-Engine is designed for higher than usual cylinder pressures to give potential for future power upgrades

Q2, 2008 • RICARDO QUARTERLY REVIEW 25 Hyundai H-Engine

“It’s a great base had the most advanced specification do the crankshaft bearings – and this all of engine and piston,” Such continues. adds weight.” engine on which “But for future, higher power versions In consequence, a lot of hard work to hang any other of this engine, HMC may consider went in to reducing weight, despite the switching to a steel piston. This would tight schedule. The design of the block technology which allow higher pressures still since the casting, particularly, was scrutinised might be necessary realistic maximum for an aluminium to find ways of removing metal while piston is about 190 bar to 195 bar.” maintaining robustness at its high level. – such as high rates “Reducing the weight was one of the of EGR for Euro 5 Exceptional durability toughest aspects of the whole project,” Pushing the boundaries still further is Such concludes. or Euro 6” the high level of durability required by A simple turbocharger with waste HMC. “Bear in mind,” explains Such, gate provides the boost and a pulse testing was done on the testbed, by “that this engine has to be capable of a EGR system with EGR cooler helps increasing the fuelling and advancing million miles of service before any kind reduce NOx. “In a pulse EGR system the timing to create an artificially of a major overhaul. Until that point, there are two take-off points for the high cylinder pressure. Sometimes only routine servicing is allowed.” exhaust,” explains Such, “one from the pressures exceeded 200 bar.” No surprise, then, that HMC required front three cylinders and the other from One of the crucial factors was the the best of everything – 220 bar, the rear three. Exhaust passes into the choice of pistons. In the same way the lowest weight and much higher EGR valves, then on into the water- as the team designed the major durability than is usual. “You could say,” cooled EGR cooler.” components in grey cast iron, the smiles Such, “that to achieve 220 bar The cooler is separated into front and engineers also opted for a relatively and the lowest weight is impossible. The rear sections and non-return valves conventional aluminium piston. “We connecting rods need to be massive, as allow the pulses of the exhaust to pass

Co-operation: other perfectly – perhaps they competed or an important decision, the HMC The customer view against each other to design a better coordinator would discuss this with the Dr Ku is executive vice engine. Ricardo manager and communicate president and head of I appreciated the swift responses by with us quickly, so as not to allow to any Hyundai’s commercial Ricardo engineers to our requests. They delay to the project. diesel engine are open-minded and have a positive Our first co-ordinator, Mr.Kil, development group attitude for collaborating with others. commented that both parties used their How successful was the working HMC sent some engineers at the design available information and experience relationship between the HMC team and testing phase and they participated to make excellent decisions and that and Ricardo? this project from an initial stage. they were able to utilise those decisions You can see that we’ve completed HMC wanted both HMC and Ricardo effectively. the development of the H- Engine in engineers to carry out their work in the 39 months. It may be a world record same office because we believe it is What were the most important in history of automotive industry. It most important to communicate closely challenges in designing the H-Engine ? clearly shows how successful the with the engineers of both parties. In designing the H-Engine, the EGR collaboration between the Ricardo and A weekly engineering meeting system was the most challenging part. HMC engineers has been in developing was held and all engineers presented We never expected the EGR system to the H-Engine. The teams balanced each their results. If there was a key issue be so critical. Yet this is quite natural, as

26 RICARDO QUARTERLY REVIEW • Q2, 2008 does not require regenerating at all. The combustion system This makes the control system a lot development was quickly followed simpler and, again, reduces costs. by emissions development leading A further example of cost saving to certification testing. The H-Engine lies in the manufacture of the inlet easily met the European Steady- manifold, usually cast as a separate State Cycle (ESC), the European item “On this engine, though,” says Transient Cycle (ETC) and European Sharman, “the inlet manifold is Load Response (ELR) test, the latter integrated with the cylinder head demanding no visible smoke from the because HMC’s foundry was able exhaust. HMC also set very high targets to overcome the complexities of for full-load noise. “This is a typical producing the two components as one. feature of heavy duty engines intended The camshaft carrier is also integrated, for the Far Eastern market, particularly increasing the level of difficulty still Japan and Korea,” says Nicol. further, especially when you consider For this task, Ricardo used an this is a four-valves per cylinder head.” acoustic camera to map noise and An overhead camshaft was chosen produce visual representations of in order to provide a stiff drive to the noise sources. Changes were made EUI units, essential with such high on various levels of prototype and, injection pressures. But while the explains Nicol, “we were able to meet across into the inlet. “The problem on camshaft layout adds more complexity the noise levels without any external a heavy duty engine, especially at high to the cylinder head design, the block shielding. Shielding is not a very loads,” says Such, “is that the intake casting is made simpler. A rear gear robust approach to reducing NVH and pressure is normally higher than the train delivers the drive, its positioning is sometimes left in the corner of a exhaust pressure. So it can be quite helping to reduce noise. A camshaft garage when the vehicle is serviced.” hard to get any exhaust into the intake damper, a favoured device on some at all. That’s the reason we need to competitors’ engines, was considered, Future promise use the pulses in the exhaust when “but we were able to meet the noise The project was completed in record they momentarily exceed the intake targets without one,” recalls Such. time, from a clean sheet of paper pressure.” The block has wet liners and required to start of production in a mere 40 careful design to maximise cooling months, with full support given by Particle oxidation catalyst in the region of the top piston ring at Ricardo to HMC right through to the Other systems, such as variable top dead centre. Exactly how it was product launch. Packed in to that geometry turbochargers, have more done remains a closely guarded secret timescale were 11 months of design and flexibility but are also more complex but, says Such, “I think it’s one of the five months of procurement, while six and expensive as well as being reasons the engine has such good months were allowed for performance unnecessary for meeting Euro 4. But durability in terms of its piston and and development calibration. one piece of technology that is used for rings.” The new engine promises a great meeting Euro 4 is a PM-Kat – otherwise deal, not only contributing to the future known as a particle oxidation catalyst Emissions certification profitability of Ricardo’s customer, or POC. While full-flow particle filters On the H-Engine project, technical HMC, but also, on a broader level, need regenerating as they become specialist Andrew Nicol was helping stem the rise in emissions as blocked with particulate matter, the responsible for developing the engine the general vehicle population rises in PM-Kat is an open type of filter which to meet the highly competitive targets. fast-developing Asian markets.

it receives high degree of thermal stress H-Engine. and has to maintain a proper cooling Instead, the Powertec of re-circulated exhaust gas by engine engine will be further coolants the same time. Designing the developed up to 500 cylinder head was also very critical since PS as the horse power the cylinder head is always one of the required for trucks is getting most difficult parts in engine design. bigger and bigger. Then the H-Engine will cover How important is the H-Engine to HMC ? most of our current heavy Until now, the Powertec engine (12.3 duty trucks and litre) has covered most of our heavy highway and intercity duty trucks and highway express buses: buses. The H-Engine these segments are a core area of our already stands for commercial vehicle business. Since the the efficiency and H-Engine is more compact and more compactness in Hyundai efficient than the Powertec, we will trucks and buses. So you can see gradually replace the Powertec with the how important the H Engine is for us.

Q2, 2008 • RICARDO QUARTERLY REVIEW 27 Ricardo News

“There are critical items to Battery systems development address, such as control algorithm robustness, accurate state-of-charge facility to open in Detroit estimation, fault-tolerance design, thermal management optimization, ith the increasing hybridisation vehicle integration, hybrid transmission shock and vibration robustness and W and electrification of the new development and vehicle development cost management,” adds Wayne vehicle fleet, the need to design, capabilities, the new centre will put Thelen, Ricardo’s chief engineer for engineer and refine advanced battery Ricardo in a unique position with this advanced technology. “Ricardo has systems has never been greater. While important technology. the engineering expertise to meet many powertrain developers have “Electrification of the vehicle is these challenges. Our TVFE simulation, made efforts to introduce development a critical element of automakers’ control, and optimization capabilities processes intended specifically for strategies for reaching 35-mile- per- are extremely accurate in setting the hybrid vehicles, battery systems have gallon CAFE regulations,” says Ricardo parameters for battery-pack design. tended largely to be the responsibility Inc president Dean Harlow. “Up to The development chambers will of suppliers. With the high level of half the development cost of a battery validate these designs in real-world systems integration of hybrid and system can be the complex integration tests, assuring maximum performance electric vehicles, there is clearly of battery cells into packs. As a leader and efficiency in this important new an increasing need for powertrain in advanced vehicle technology, technology.” developers to extend the range of Ricardo is applying its Total Vehicle Prototype pack systems will analytical, design, simulation and test Fuel Economy™ (TVFE) capabilities undergo exhaustive development and development services to include to this important new technology to in three specially built development this all-important energy storage aspect help our customers accelerate the chambers equipped with robust of the vehicle. volume production of electric vehicle safety and filtration systems. Each Due to open in the summer of 2008, technologies into the market. Hybrid, will feature high-capacity EV/HEV- the new Battery Systems Development plug-in hybrid, and electric vehicles capable battery cyclers, high-voltage Center (BSDC) at the Ricardo Detroit are fast becoming a crucial part of instrumentation, hardware-in-the-loop Technology Campus will offer turnkey the technology mix, and we have the systems and other equipment to enable engineering and development of experience of more than 30 hybrid- the development of battery systems complete high-voltage battery-pack vehicle and battery systems projects to in simulated vehicle environments. systems for hybrid (HEV), plug-in hybrid draw upon to bring even more value to Once a battery pack design is verified (PHEV) and electric vehicles (EV). The our customers.” in a safe, simulated environment, the facility will feature three lithium-ion (Li- The BSDC is projected to grow to a battery system can be integrated into Ion) capable development chambers, staff of 32 and will focus on engineering and further developed on a vehicle large HEV/EV-capable battery complete Li-Ion and nickel-metal- in Ricardo’s adjoining garage facility. cyclers and equipment to facilitate hydride (NiMH) battery-pack systems The BSDC is scheduled to open in the development of battery systems (as opposed to the development of the mid-summer of 2008 following in simulated vehicle environments. battery cells, which is the domain of cell commissioning of the first chamber. Combined with the company’s pack/ manufacturers).

AFS Trinity’s Extreme HybridTM featured in Washington Earth Day celebrations ollowing the widespread publicity F surrounding its debut at the North American International Auto Show, the XH-150™ Extreme HybridTM, developed by AFS Trinity Power Corporation and built under contract by Ricardo (see RQ Q1/2008), has recently concluded a tour of the US culminating in an appearance at the Earth Day celebrations on Capitol Mall in Washington, D.C. The cross-country tour was designed to give the public in selected communities across the US the opportunity to test drive the two XH-150™ plug-in hybrid demonstrator vehicles. According to tests recently conducted by

28 RICARDO QUARTERLY REVIEW • Q2, 2008 CO2 emissions in order to indicate Ricardo study the potential impact on consumer High performance acceptability. Vehicle performance metrics were considered an important award for Ricardo assists EPA part of the study as these can icardo was subcontracted by significantly influence the desirability of RPerrin Quarles Associates, Inc. a vehicle to car buyers. under contract to the EPA to carry out Ricardo’s role was to carry out the an objective and scientific analysis of analysis of the technologies. A forward- the influence of a range of technology looking, millisecond-by-millisecond, packages on automotive CO2 emissions physics-based modeling approach was and vehicle performance. Ricardo’s role deployed. This encompassed simulation was purely a technical advisory one; from the driver’s foot to torque at the icardo plc has joined a select the company did not seek to influence wheels and included detailed submodels group of UK companies any regulatory efforts by the EPA or for influences such as turbocharger lag R including BMW Group Oxford, other government agencies concerning and engine warmup. Augusta Westland, Land Rover and CO2 emissions or fuel economy. This Significant CO2 reductions were BAE Systems to have received the work was intended to help inform predicted from the combinations of prestigious annual award of the EPA consideration of potential future powertrain and vehicle technologies. Worshipful Company of Coachmakers greenhouse gas (GHG) vehicle While many of these technologies could and Coach Harness Makers of London. emissions, and followed both the US add significant cost to vehicles, cost The 2008 award to Ricardo is made Supreme Court ruling of April 2007 that analysis was beyond the scope of the in recognition of the company’s work the EPA had the authority under the study. Furthermore, Ricardo offered in supporting Bugatti on the design Clean Air Act to address greenhouse no discussion or opinion on the results and development of the Dual Clutch gas emissions from motor vehicles obtained nor any recommendations on Transmission technology (DCT) for and the subsequent presidential the level of CO2 reduction that could be the Veyron supercar, and also in executive order directing the EPA and obtained in practice from future vehicles. supporting JCB in the development other agencies to develop regulatory The Ricardo study was of the JCB444-LSR engines which requirements in this area. commissioned in July 2007 and the in August 2006 powered the JCB The scope of the Ricardo study final report was published in December DIESELMAX into the record books was to determine the quantitative of the same year. An extensive peer- with a speed of 350.092 mph. impact of technology combinations, review process was implemented The Company’s award is made or packages, when applied to baseline by the EPA, full details of which were on an annual basis – subject to vehicles. The EPA selected the vehicle published in January 2008. Copies there being a suitable recipient classes and the technology packages of the report, an overview EPA – for outstanding contributions which were applied, as well as a presentation of the work and a range of to technological advancement in baseline comparator vehicle for each associated materials are available from transport, also involving elegance and class. Vehicle performance metrics the EPA’s web site: http://www.epa. commercial significance. were considered simultaneously with gov/otaq/technology. Formally receiving the 2008 award on behalf of Ricardo plc, Bob Allsopp, managing director of Ricardo UK AFS Trinity at the Michelin Proving vehicle range in a highly energy- Ltd, said: “We are honoured to have Grounds in South Carolina, efficient and cost-effective package. been recognised by the Worshipful proprietary power and control Ricardo responsibilities in building Company of Coachmakers and Coach electronics and other advances allow the two demonstrator XH-150™ Harness Makers for our achievements the Extreme HybridTM to plug in to vehicles included integrating AFS on the dual clutch transmission domestic current outlets and store Trinity’s proprietary power and of the Bugatti Veyron supercar, sufficient power to run the vehicle control electronics module into and on the record-breaking diesel at up to 87 miles per hour. Mileage the vehicles, incorporating off-the- engines of the JCB DIESELMAX land estimates – AFS Trinity predicts up to shelf ultracapacitors and batteries speed record vehicle. The Ricardo 150 miles per gallon in a typical North selected by AFS Trinity, the design contribution to these programmes is American usage pattern – are based and development of a completely in keeping with the finest traditions of on average driving patterns set by new Ricardo transmission for the British engineering, innovation and USEPA and will vary depending on vehicles, modifying the host vehicles’ technology and is a credit to the work how people drive. suspension and chassis control and, of the company and its employees.” AFS Trinity Power’s patent- finally, vehicle build. pending Extreme HybridTM technology employs a proprietary dual energy storage system that combines Lithium-Ion batteries and ultra capacitors with AFS Trinity’s proprietary XH™ power and control electronics with the aim of satisfying performance expectations of consumers and providing extended

Q2, 2008 • RICARDO QUARTERLY REVIEW 29 Ricardo News

WAVE 8.0 launches he latest release of WAVE, Ricardo’s linked together on a simple drag-and- modelling of reverse flow and surge. Tworld-leading engine performance drop basis. There are new control An R-CAT SCR model now allows and gas dynamics simulation software, elements too, including integrator, analysis of this important area of diesel takes its performance and modelling differentiator and function, the latter emissions control. capacity to a new level in the quest allowing the user to introduce logic Commenting on the release of WAVE to meet increasingly demanding fuel expressions into the simulation. 8.0, president of Ricardo Software, economy and emissions standards. The long-standing focus of WAVE’s Steve Sapsford, said: “WAVE is an WAVE 8.0 – the product of more than a development team on improving the absolutely key product, central to year of intense development by Ricardo product’s 3D capabilities continues all engine design programmes and Software – features a dramatically with the introduction of ‘WAVE3D’. the analytical tasks you need to improved interface and radically A fully-integrated solution for perform when designing engines. upgraded 3D functions among a host 1D/3D co-simulation within the The latest developments in WAVE of enhancements designed to vastly WAVE environment, WAVE3D is so 8.0 have focused on what we reduce product development lead sophisticated that it allows a 1D analyst perceive to be critical areas including times. to perform an advanced simulation turbo development and real time Since its launch almost 20 years ago, without any input from a CFD analyst. modelling. WAVE’s development Ricardo’s WAVE product has become A 3D CFD computational mesh can is deeply integrated into Ricardo’s the must-have software tool for engine be created quickly and easily, the own technology roadmap. Ricardo developers: today’s demanding simulation is set up simply and post- is looking years ahead and the fuel economy and emissions processing is performed without any development of WAVE reflects this requirements mean that accurate additional software tools or expertise. with each release gaining essential engine performance simulation has For the first time, it is possible to new features early on. This makes it a never been more important. Used perform a 1D/3D co-simulation without unique product because Ricardo has a by automakers and Tier 1 suppliers the need for two different sets of view of the future which other software around the world, WAVE offers software and, crucially, without the developers simply don’t have.” unparalleled ease of use. It has all the need for two different skill sets. processing power that powertrain Using the new ‘WAVE Live!’ feature, WAVE3D (below) provides a significantly professionals need to get answers users can now interact with the enhanced 3D modelling capability and quickly and, above all, accurately. WAVE model while the simulation is enables fully integrated 1D/3D co- Now, WAVE 8.0 raises the bar running and see responses to changes simulation within WAVE 8.0 (top right). still higher with several more they make as the changes The new version of WAVE also includes unique features such as Controls on happen. Interactive improved turbocharger functions (top left) Canvas and the revolutionary new control inputs include WAVE3D. And, as always, Ricardo’s turbine wastegate, rack development of the software has position, EGR valve sought to anticipate future directions position, combustion in powertrain design. Key new features timing, duration and include an new front end processor heat exchanger effectiveness. known as ‘Controls on Canvas’ which In addition to these modelling and transforms the way in which users simulation improvements WAVE 8.0 use and manage control elements. includes significant enhancements to These elements now include sensors, the primary pre-processor and post- PID controllers, valve actuators, processor to improve productivity and interpolation maps and load models, accuracy. Turbocharger modelling all of which can be manipulated and is greatly enhanced too, including

30 RICARDO QUARTERLY REVIEW • Q2, 2008 Ricardo plc Seminars & Events Related to the automobile industry

Advanced technology seminars, workshops and training courses Ricardo is recognised worldwide as a leading authority in the development of the latest powertrain and vehicle technologies. While perhaps best known for our engineering and consulting programmes, an increasingly popular service is our regular series of seminars and training courses through which aspects of the company’s knowledge and expertise can be shared with customers. These events are typically hosted at Ricardo Technical Centres and are led by some of our most experienced engineers and research scientists. We constantly strive to develop new seminars and courses re ecting the very latest thinking and most topical areas of automotive technology and product development. We also strictly limit delegate numbers in order to create an environment conducive to discussion of aspects of particular interest to participants. Modestly priced, our Ricardo seminars and courses provide exceptional value for money but are consequently in high demand. Our current programme of seminars is listed below. Most of these will be hosted at the Shoreham Technical Centre on a number of dates during this time, and further presentations may also be made at other Ricardo facilities or at customer sites subject to demand.

Seminar programme: r Internal Combustion Engine Fundamentals r Introduction to Onboard diagnostics Two one-day seminars covering the fundamentals of One-day seminar gasoline and diesel engine technology r Diesel Engine Calibration training r Basic introduction to the use of Biodiesel by OEMs Two-day workshop Half-day seminar r Manufacturing training course For more information r Introduction to Noise Vibration & Harshness (NVH) Two-day course covering the manufacturing processes about our current Two-day workshop and techniques used by Tier 1 and OEMs in the seminar programme or to discuss and individual r Diesel Particulates and NOx Control automotive industry company-speci c training One-day seminar r High Voltage Electrical Awareness requirement, please r Introduction to Hybrids Half-day seminar contact: One-day seminar [email protected].

Delivering Value through Innovation & Technology www.ricardo.com New energies

Wind turbines Transferring expertise derived from Marine / tidal power generators Compressed air energy storage systems the automotive sector Flywheel energy storage systems Domestic CHP systems Ricardo’s rigorous approach to product development is already Fuel cells & hydrogen infrastructure nding applications in the new energy sector. Batteries & electric inverters We are also undertaking projects with government agencies, Hybrid-systems for vehicles investors, utilities and energy companies. Application of bio-fuels Solar thermal electricity generation

• Technical due diligence • Quality improvement, cost Contact • Technology roadmaps reduction, FMEA & design for Ricardo plc manufacture UK: Giles Hundleby • Product development planning +44 (0)1273 794328 • Design, design analysis, • Supply-chain organisation US: Pedro Guillen +1 734 394-4152 prototyping • Validation & launch DE: Peter Feulner • Niche volume manufacturing +49 (0)7171 9821 313 • Development testing Email: [email protected] & eld trialling

Delivering Value Through Innovation & Technology www.ricardo.com

NewEnergy-AD-a4_v2.indd 1 03/12/2007 14:51:53