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BRUSSELS • DETROIT • SINGAPORE contents 14 Autumn 2001

10 08 20

NEWS FEATURES QUESTIONS & ANSWERS

Industry update 4 Ricardo Conference: the highlights 6 Sir Nobuhiko Kawamoto 8 GM won't build its own fuel-cell engines, Environmental issues dominated the CEO of Honda from 1990 to 1999, MG Rover plans for the future, EU farms to Second Ricardo International Conference, Kawamoto gave the keynote address at grow biofuels, Warwick University says the held last June. Jeff Daniels reports from June’s Ricardo International Conference. UK's future is in niche manufacture and Brighton, England on hybrids, 42-volt Afterwards, he revealed to Tony Lewin his Delphi gears up for 42-volt electrics. Plus a electrics and direct gasoline injection views on the issues faced by the motor message from Ricardo chief executive industry. Global warming, fuel cells and Rodney Westhead MINI: a major achievement 10 aluminium cars are high on the agenda With the demerger of BMW and Rover, the News from Ricardo 18 MINI program needed a partner. BMW Laser technology boosts combustion passed the project to Ricardo – presenting End of life: end of profits? 18 research, a new report forecasts diesel the British company with one of the From 2007, automakers will have to pay for sales boom, pressure sensors are key to biggest challenges and tightest deadlines it the eventual scrapping of all vehicles they future engine management. And as had ever had to face. Julian Rendell relates have ever made. It’s seen by many as a Jaguar’s X-type goes on sale to wide the tale financial time-bomb ticking away to bank- acclaim, Ricardo outlines its involvement ruptcy, but the legal interpretations and in the AWD transmission system Motorsport: a dedicated division 14 true costs remain unclear. Ian Skinner Ricardo has long been involved in motor- asks: is the industry crying wolf? sport developments at every level, but now Ricardo Motorsport is the one-stop shop for every engineering solution. Jesse Crosse meets the brains behind the new division's achievements

Editor: John Simister Ricardo marketing team Germany: +49 (0) 711 806082-20 Design editor: Will Kail Marketing manager: Anthony Smith Czech Republic: +42 0296331150 Editorial director: Tony Lewin +44 (0) 1273 794460, [email protected] Business development: [email protected] Produced on behalf of the Ricardo Publisher: Jonathan Price marketing team by Automotive Editorial enquiries: fiona.hunte@auto- Sales enquiries Head office: Ricardo plc, Bridge Works, World, 32 Percy Street, London W1T 2DE motiveworld.com UK: +44 (0) 1273 455611 Shoreham-by-Sea, West Sussex BN43 5FG, USA: +1 (734) 397 6666 United Kingdom

Autumn 2001 3 in brief GM may outsource Mercedes SL first to offer brake-by-wire Mercdes-Benz’s new SL sports- car has no mechanical or fuel-cell engines hydraulic connection between brake pedal and disc. Sensotronic Brake Control (SBC) DESPITE the leading-edge R&D work it is doing communicates the driver’s com- on fuel-cell vehicles at its Global Alternative mands via cable, and braking Powertrain Centre in Germany, GM may choose effort comes from a high-pres- not to build its own fuel-cell engines. sure pump. Its outputs are mod- Instead the work may be outsourced to firms ulated at each wheel, integrated more specialised in these sophisticated tech- into the ABS and ESP systems. nologies, said Dr Otto Willenbockel, executive director of GM Powertrain and responsible for Pneumatic hybrid is GM engine strategy worldwide, at the Ricardo patented conference in June. Speaking to Automotive Korean company Energine has World magazine, he stated that GM had done lit- Outsourcing: GM will subcontract the building of alter- developed a hybrid minivan tle preparation for the possibility that FCVs native powertrains in future products. Precept uses diesel hybrid; fuel cell means more radical shake-up powered by an electric motor might account for a significant proportion of and a compressed air engine. world vehicle sales. Industry commentators have Willenbockel’s view is that if FCVs really take with the move to infotainment, customer serv- criticised this because of the off, existing suppliers might not be able to satis- ice and OnStar.” energy needed to compress the fy demand. “But it OnStar already has one million subscribers. air, but Energine has obtained is unlikely that the Willenbockel’s comments are likely to be taken patents in eight countries. automakers will as an indication that in the longer term GM step in,” he said. “I hopes to reduce its involvement in traditional Shell Optimax set to don’t expect this ‘smokestack’-style manufacturing and boost replace super unleaded kind of system will higher-margin operations such as assembly and A joint research program with be insourced. We peripheral services to its customer base. the Ferrari Formula One team mainly act as a Honda has opened the first hydrogen produc- has led to Shell Optimax, a 98 vehicle assembler, tion and refuelling station in the Los Angeles RON, ultra-low-sulphur gasoline and provide mar- area as part of its research into renewable ener- expected to replace super keting and distribu- gy resources. Running under solar power, it can unleaded in the UK. It is claimed tion. We’re seeing produce around 7,600 litres of hydrogen a year to burn more quickly and clean- Willenbockel: engine strategy the shift already – enough to fuel a single FCV for a year. ly, to improve an engine’s responsiveness and to remove harmful carbon deposits.

Hybrids from Toyota, MG Rover reveals its product plans Honda and Renault THE MG Rover organisation is Civic, and will use Rover’s own Other Rovers will be facelift- Toyota’s Prius has been joined little over a year old, but its platform based on a shortened ed, but much of MG Rover’s by a hybrid Estima minivan, as management team has now and much-modified Rover 75 efforts will be directed towards part of what will be a full range sketched out the product plan base. These modifications three new MG sports cars. of gasoline/electric hybrid cars. that it hopes will guarantee include a cheaper torsion- First will be the X80, a Honda, building on its experi- financial independence for the beam rear axle in place of the reskinned version of the Qvale ence with the Insight, will launch next five years. multi-link Z-axle. Engines will Mangusta made available by a hybrid Civic. Renault, having The core is a new compact be developed from the exist- MG Rover’s surprise purchase introduced an electric version hatchback, codenamed ing K-series units, built in the of the Modena-based, US-con- of its Kangoo van, will reveal a RD/X60, due on sale in spring Midland Powertrain factory trolled company. The other hybrid version next year. 2004. It replaces the slow-sell- which is now back under MG two are a roadster and a ing Rover 45, itself based on Rover’s control after purchase coupe, codenamed X71, aimed Models per platform to the previous-generation Honda from BMW. at Mazda’s MX-5 and Audi’s TT. quadruple Chief executive Kevin Howe Today’s auto industry builds 400 MG Rover’s new model offensive says MG Rover has no debts, different models on 100 distinct On sale Model Description Volume is on target to break even in platforms. But leading supplier June 2002 MG X80 V8-engined coupe 600 2002 with a 200,000 produc- Valeo predicts that by 2010 Sept 2002 MGF facelift Freshen-up 13,000 tion volume, and has £500m in Mar 2003 Rover 75 facelift Flagship spruce-up 40,000 there will be just 40 platforms cash reserves. Despite the Sept 2003 Rover 25 reskin New look for supermini 80,000 spawning around 700 different April 2004 Rover RD60, MG X60 New models 95,000 new-model development models. That would make over May 2004 MG X71 V6-engined sports car 15,000 costs, the company looks set 17 vehicles from each platform. July 2004 MG X70 V6-engined coupe 7,000 for a relatively stable return to TOTAL 250,000 health.

4 NEWS FROM AUTOMOTIVE WORLD Autumn 2001 EC plans to UK future in niche push biofuels

THE European Commission is model production planning to allocate large areas of agricultural land to crops for manufacturing biofuels. EU pro- ASSEMBLY plants with a low- investigating the feasibility of posals expected in September volume, multi-model capability low-volume, multi-model pro- will oblige 2 per cent of trans- could be the future for the UK’s duction, and the plan is to port fuels to be produced from automotive industry, according extend the project to three biofuels by 2005. Typically, the to a Warwick University years involving industrial part- fuel would be produced from research team. ners and ‘real’ future vehicles. sugar beet, oilseed, plant waste Dr Ken Young, principal The equipment in the plant and probably cereals, which in research fellow at the Warwick would be implemented in a the US provide a major feed- Manufacturing Group, says that phased manner to spread stock for ethanol production. the UK used to offer low labour costs, and arranged as a series The plan is to grow the crops rates while competing on quali- of cells with modular tooling. on land normally taken out of ty, but this is less true now. Workflow would be highly flex- production under the European Where the UK industry has ible, and all elements of the ‘set-aside’ scheme. It is thought strengths, says Dr Young, is in plant would be easily reconfig- 20m tonnes could be grown technology development and ured to meet changing market annually, equivalent to 7 per fast response. “In the Formula market demand is well suited demands. Dr Young believes cent of the EU’s current petrole- One industry, for example, the to the UK industry’s skills. that tier one companies would um-fuel production. Costs will UK is good at coming up with Dr Young leads the RAMP – be the first to implement such be high, however: €250 per innovative ideas that the rest of Responsive Automotive an approach, as it would 1,000 litres, compared with the world can’t beat.” This Manufacturing Plant – project, enable them to produce similar around $25 for a barrel of crude means that a manufacturing initially a one-year programme modules for different vehicle oil. Ultimately, the aim is to use environment which constantly funded by the UK’s Department manufacturers from a common 20 per cent alternative fuels has to change and react to of Trade and Industry. It is facility. overall by 2020. Delphi battery is A message from the 36/42-volt ready Chief Executive The new MINI powertrain pro- DELPHI Automotive Systems aftermarket, and its first appli- gramme has been a major has introduced an Absorbent cation in North America is in achievement both for Ricardo Glass Mat (AGM) battery, the Chevrolet Corvette. This and for BMW. Despite signifi- ready for the advent of 36/42- still has a 12/14-volt electrical cant organisational and engi- volt power systems. In this system, but AGM technology neering challenges, the pro- battery, glassfibre mats are will be used for the company’s gramme successfully impregnated with electrolyte forthcoming 36/42-volt archi- achieved its start of produc- and compressed together with tecture. tion target less than a year the lead plates to form a from the commencement of sealed case. The result is a Forecast production of Ricardo involvement, enabling spill-proof, maintenance-free 42v vehicles (000s) a successful launch into the battery which is smaller and Source: DRI-WEFA market in July of this year. lighter than conventional lead- 12,891 acid units. It can operate in All too often when a vehicle is RQ, some of the key Ricardo any orientation or position, released it is not possible to and BMW team members which gives vehicle designers tell the full story of the back- describe the challenges they greater freedom in its siting. ground to its development. On faced, as well as the technical Gases produced during 7,010 this occasion, however, we are skills, courage, determination charging combine in the sealed fortunate that BMW has grant- they applied in overcoming setting to create water, and the ed permission for us to lift, them, to deliver a truly excel- battery’s separators trap the 2,823 partially, the veil of confiden- lent vehicle from a quite gases where the recombination tiality that has surrounded the exceptional programme. occurs. Delphi has already 606 project until now. In the main 46 launched AGM batteries in the feature of this third edition of Rodney Westhead South American motorcycle 2002 2004 2006 2008 2010

Autumn 2001 NEWS FROM AUTOMOTIVE WORLD 5 Gresch: 42V electrical systems

not look for it too soon. Environmental talk at Talk of hybrids One of the most formidable arguments in favour of an increase in voltage is to serve the needs of hybrid drivetrains. For this pur- Ricardo conference pose, 14/12V systems with their maximum 2.5kW output are clearly not enough. It remains an open question whether even a The Second Ricardo International Conference featured 42/36V system can provide anything like full speakers with wide-ranging environmental views on hybrid flexibility. Ricardo’s Richard Gordon delivered an in-house paper describing the topics including 42V electrical systems and hybrid company’s own development (in collabora- drivetrains. Jeff Daniels was there tion with Valeo) of a mild hybrid built around a Ricardo-developed 1.2-litre, four- cylinder common rail diesel engine of 75kW he conference gave an opportunity to tion of only 4kg”. and 230Nm output, plus a Valeo-developed gauge the industry’s current thinking From this starting point, Gresch seemed water-cooled 42V flywheel starter-alternator Tin several environmentally related to pile on the bad news. For example, he (for which Ricardo’s favoured acronym is areas. Although a high proportion of the reckoned the expectation that 42V will lead FMED, Flywheel Mounted Electrical Device) 2001 conference was devoted to trends in to significantly lighter wiring harnesses is producing up to 6kW. systems engineering and modelling tech- misplaced. Most of the wires in a harness The Ricardo powertrain is different from niques – the virtual vehicle, let alone the vir- are signal wires, their size determined by other mild hybrids, such as the Honda tual engine, is not very far down the road – strength requirement rather than current Insight, in that it relies upon a 42-volt archi- three papers stood out for their environ- capacity. Thus in a dual-voltage 14/42V vehi- tecture for the FMED. Ricardo argues that mental messages. However, the messages cle, any weight gain in the wiring harness this approach offers a highly cost-effective were mixed. would be cancelled out by a heavier battery solution – and one which is scalable for Perhaps the star paper in this respect was (having engineered a dual-voltage Opel, higher electrical ouput – if the system and one which could hardly have been anticipat- Gresch insisted a 36V/20Ah battery weighed FMED are correctly specified. The Valeo ed: a presentation by Peter Gresch, chief of more than a 12V/60Ah one) plus the neces- FMED in the Ricardo prototype is also used electronics at Opel, on the future of 42V sary DC-to-DC voltage converters. for regenerative braking and stop and go electrical systems. Gresch’s point was that The real challenge, Gresch suggested, operation as well as for power generation, we should not be in too much of a hurry to might come first in reducing parasitic power normal engine starting, and output boost. stampede to a 42V standard. Yes, he admit- consumption. The average electrical sys- Like the Insight, the Ricardo vehicle retains a ted the power requirement of the average D- tems power consumption of a typical mod- 5-speed manual transmission with gearshift segment car will rise to 2.5kW by 2005, and ern European car is 800W, he says. That rep- advice provided by indicator lights. to 5kW by 2010; but Gresch is wary of the resents 9 per cent of the output of a car Figures showed that the Ricardo hybrid extra cost of raising the standard voltage which returns 8.7 litres/100km in the MVEG achieved substantially better fuel consump- too soon, because “the consumer will see cycle – but it would be 27 per cent of the tion than the standard 2-litre GM diesel no benefit, only the cost”. load in a car which achieved 3 litres/100km. engine with which the Astra had originally On one or two fuel consumption related In other words, the electrical load would been powered. As might be expected, the aspects of 42V, Gresch felt the case in its then make a substantial difference to fuel greatest benefit was at low outputs where favour has been overstated. There is, for economy, and efforts to reduce the load – by the electrical output formed a larger propor- example, the higher generating efficiency of moving to more efficient 42V components – tion of the total. 42V alternators. But, Gresch pointed out, the would become worthwhile. Reflecting the points made in the Opel average electrical load during the MVEG Gresch concluded that 42V systems paper, most of the auxiliary systems in the cycle is around 10A. With today’s 50 per would become steadily more desirable once Ricardo hybrid Astra are highly optimised to cent efficient alternators, this is equivalent to the average peak electrical requirement rises exploit 42V power and minimise parasitic a fuel consumption of around 0.13 beyond 2.5kW, the accepted limit with 14V losses. These notably include an intelligent litres/100km. But the next (and probably alternators, even FAS-configured, but per- engine cooling system with an electrically final) generation of 14V machines, using a haps more importantly as MVAG fuel con- driven coolant pump, fans and actuators – flywheel alternator-starter (FAS) configura- sumption falls towards and then below the itself reckoned to be worth 2 to 4 per cent tion, are likely to be 75 per cent efficient. 140g/km CO2 undertaking for 2008. Most saving in test-cycle fuel consumption – and From that baseline, the further gain likely, he said, dual-voltage 42/14V electrical an all-electric HVAC system with 1.5kW achieved by using an 80 per cent efficient architecture will emerge that will eventually heater and 3.3kW air conditioning compres- (42V) alternator is a modest 0.006 make its contribution to higher vehicle effi- sor. Both these systems were developed litres/100km, “equivalent to a weight reduc- ciency and lower emissions, but we should and supplied by Valeo, along with the FMED

6 RICARDO INTERNATIONAL CONFERENCE Autumn 2001 Kusell: gasoline direct injection Gordon: Hybrid drivetrains and the nickel-metal hydride 42V battery. The concept around which the paper was ing an overview of the approaches to gaso- The engine carries no belt-driven ancillaries. written is simple, but startling to anyone not line direct injection and the way they are Ricardo developed the vehicle and power- prepared for it. A catalytic converter is likely to evolve as new techniques to control train supervisory system which optimises housed in a twin-walled vacuum casing con- swirl and spray pattern are developed. energy use, recovery and storage. It is calcu- taining a heat-retaining phase-change mate- Kusell drew an immediate distinction lated to be worth a further 5 per cent fuel rial. Europeans in the audience recalled the between wall-guided and spray-guided in- saving. Ricardo makes the point that stop attempt, some years ago, to use thermal cylinder airflow and fuel charge positioning. and go operation means that a conventional accumulators in which the phase-change The production systems thus far seen are all mechanically-driven air-conditioning com- characteristics of barium hydroxide were wall-guided, because until now the neces- pressor is not a viable solution, while the used to pre-warm an engine’s coolant and sary precision and consistency in a wide use of electric heating overcomes the prob- thus reduce cold-start HC and CO emissions. range of operating conditions could not be lem of poor heater performance caused by In effect, the US device applied the same achieved with air or spray guidance. the low heat-rejection rate of the highly effi- principle to keeping a relatively small-vol- cient small diesel at part load. ume upstream catalytic pre-converter (a A question of holes Testbed results have already demonstrat- two-brick unit feeding into a conventional Bosch’s main interest in this, naturally, is the ed that the mild hybrid has potential to downstream converter) warm, with the fuel injector. Kusell gave details of exhaus- achieve low emissions. It uses a combina- same kind of result. tive testing of swirl-type and multi-hole tion of high EGR ratio and an aftertreatment Test results showed that even after 12 injectors running various fuel pressures, system which combines a passive de-NOx hours of cooldown in ambient conditions, pointing out that increasing pressure (which (with 5 to 10 per cent reduction rate) and the catalyst was maintained at 250°C, imply- reduces droplet size) always tends to reduce oxidation catalyst with an electrically heated ing almost immediate light-off. The demon- the spray penetration into the combustion diesel particulate filter (DPF) which “almost stration vehicle also used a double-walled chamber before ignition takes place, but that totally eliminates particulate emissions” exhaust manifold for minimum thermal the spray width depends on the physical without the need for additional fuel injection capacity, ensuring maximum heat input into design of the injector. The shaping of the to reach regeneration temperature. Overall, the special pre-catalyst. Emissions measure- spray may make it more or less suitable for the objective of the powertrain is to meet ments suggest that the device is especially a particular airflow pattern. the part-load emissions targets for Euro 5. effective in reducing cold-start CO, which is However, Bosch’s work seems to suggest According to Ricardo, the kerb weight of a particularly American concern. that multi-hole injectors give the best the fully engineered hybrid Astra is virtually The promise of the device arises from fig- results, especially at higher fuel pressures identical to that of the standard 2-litre diesel ures published by the EPA itself, showing and especially with spray-guided airflows; version. The main saving is of course in the that 80 per cent of US vehicles are restarted close study has suggested that wall-guided smaller engine (80kg lighter) made possible within 12 hours of the last switch-off. It systems suffer from a wall-film of liquid fuel by the low-speed torque output of the remains to be seen, of course, whether the which increases HC formation in particular. FMED, while the weight penalty of the EPA is willing to accept heat storage as part The general conclusion of the Bosch FMED itself, the 42V and (smaller) 12V bat- of its emissions test procedures or whether paper leaned heavily towards the multi-hole tery plus the power controllers is around it will continue to insist on a complete cold- type of injector. After surveying the main 67kg. Further weight is added by the new soak prior to start-up. If a way can be found technical factors, Kusell delivered this electrically-operated auxiliaries. to accommodate the benefits of this heat- punchline: “It is possible that the full poten- What the Ricardo mild hybrid Astra storage catalytic device, it could make the tial of the spray-guided combustion system demonstrates is the possibility of achieving achievement of extremely low emissions may only be achieved with multi-hole injec- a test cycle fuel consumption of around 4 from large gasoline engine much easier – tors.” The importance of this conclusion litres/100km in a typical C-segment vehicle, since it has long been accepted that the needs to be read in conjunction with the without sacrificing C-segment performance main problems now arise during and after paper’s opening line: “Direct gasoline injec- feel, with the added benefit of half Euro 4 the cold start. Europeans may cynically tion is one major approach in reducing fuel emissions. But there remains, naturally, the comment that the CO2 emissions of a 5-litre consumption to fulfil the stages of CO2 thorny question of cost. V8 will be as high as ever by their own stan- reduction commitments in Europe from dards – but the value of papers like this is at today until 2008.” The US view least to give us an understanding of the very While some engineers continue to voice It may become a tradition of Ricardo confer- different priorities and requirements which doubts about the overall worth of gasoline ences that a paper is presented which gives exist in the US. direct injection, especially in smaller engines European delegates a better insight into the running higher average loads, the technolo- very different US view. The 2001 conference, Gasoline direct injection gy will clearly continue to advance, and fur- for example, saw a paper from a joint The final paper of directly environmental ther improvements may widen the window Detroit-based Benteler/Degussa/Ricardo interest at the 2001 Ricardo Conference was of DI application. team on a new concept to achieve low emis- a heavyweight presentation from Robert sions in a 5-litre V8 gasoline engine. Bosch project manager Matthias Kusell, giv- Jeff Daniels is senior contributing editor of

Autumn 2001 RICARDO INTERNATIONAL CONFERENCE 7 Global warming: why the industry must respond

From the technical perspective I think we As CEO of Honda from 1990 to 1999, Sir Nobuhiko can change our vehicles to hydrogen fuel Kawamoto presided over a decade of remarkable FCEVs. We will announce our car in 2003.

engineering progress.Trained in Formula One, TL: Do you see diesel engines taking a Kawamoto is a passionate believer in innovation being greater share of global demand, not just in Europe but worldwide? exploited for the long-term good of society rather than NK: Development of diesel engines in the short-term company profits. He spoke to Tony Lewin past five years has been really remarkable: the position of the diesel engine is quite dif- after he had delivered the keynote address at Ricardo’s ferent now. Particulate trap technology is second international conference in Brighton, UK now coming into practical use. [If we] solve these toxic emissions and particulates, then diesel engine use will rise even in the US. NK: There, they all agree on the need to pro- tect the environment but they have no TL: So will you market the Honda diesel intention of paying anything. We have to engine in the US? convert the people by showing our prod- NK: No, we are not yet producing the diesel ucts and try to educate them in the direc- engine, but we have been studying those tion [things] should be going. We’re at the trends and plan to build it by ourselves. If leading edge on the protection of the envi- we are successful in reducing particulates ronment. and NOx, the application of the [1-litre] diesel engine to the hybrid will be the best TL: In the next 25 years what do you in both areas of emissions. think the main trend will be? NK: It’s really hard to predict. The engineers TL:You are looking at parallel hybrids. Do must keep in mind that the situation is you think that is the way you will stay, or gradually getting worse. People do not will you go to a more complicated series- notice until something critical happens and parallel hybrid like the Toyota if fuel econo- many people suffer. It might take a disaster my demands are even higher? to raise people’s consciousness. NK: The target is always fuel economy. If the Tony Lewin: What do you think will be the fuel economy is good we have to move that most significant trend in automobile engi- TL: It sounds like you are talking about way. But through the development of the neering in the next 10 years? global warming and CO2. Is that our HEV [hybrid electric vehicle] we clearly Nobuhiko Kawamoto: Of course the envi- biggest problem? understand that the basis is the reduction of ronment issue. If I may say so, the second NK: It is really big. the frontal area and running resistance. The thing will be globalisation. second thing is the prime mover system – TL: Would you say that the toxic emissions the engine. [So while] people are now talk- TL: Do those two trends pull in the same problem is now solved? ing about FCEVs and so on, they tend to direction? NK: Regulation are tending towards zero forget that cars must be lighter or smaller. NK: No, I don’t think so. emissions, but at the same time the use of This is the most important thing. energy is rapidly growing – so that on an TL: What’s the tension between the two, earth basis a practically zero level [is hard to TL:You’ll show the first production fuel cell then? achieve]. So we must be more prepared to vehicle in 2003. What fuel will it run on? NK: For the environment you want to have solve this at the same time as CO2 reduc- NK: Hydrogen. lighter cars, more fuel-efficient cars more tion. suited to local markets. For globalisation TL: Do you see that the world will go you want the same vehicles everywhere to TL: Which fuels will be used in the next 10- straight to pure hydrogen? Don’t you see produce them cheaply. The difficulty with 15 years, and in what proportions? an interim fuel? the environmental issue is getting the pub- NK: Of course for fuel cell vehicles [FCEVs] NK: We are studying the conversion of lic to understand the extra cost that’s neces- hydrogen must be the most important. How methanol to hydrogen – but how can you sary. People need to pay to maintain our can we get the hydrogen? Again public make use of the extra carbon which you society’s standard of living. That is the opinion may push the oil suppliers into pro- get? It’s the same with gasoline. The biggest issue. viding it. The majors [oil companies] are methanol rate of carbon [emission] is better really strong, and even influence political than with gasoline. To get rid of the CO2 is TL: Especially in the US? issues and people to keep their position. the problem. The issue of how can you han-

8 SIR NOBUHIKO KAWAMOTO Autumn 2001 dle the carbon position to decide whether to our extrusion system is quite good in get- has not been sell or not. But field testing, ting the complex cross sections to keep the discussed yet. possibly with the co-operation rigidity, and they’re easy to manufacture. of California ARB [could allow TL: Is it in the us] to sell some numbers TL: Would those vehicles be more expen- hands of energy because without selling cars sive than today’s vehicles? The Audi A2, for suppliers? we cannot know what are instance, has not yet been a success. NK: Yes, I think so; the weak points of the new NK: We’re coming back again to the first they are the most products. It is really impor- issue – understanding that extra cost is nec- inflexible and pow- tant for the manufacturer to essary. Audi has learned a lot from making erful. The important give practical, usable vehi- those cars and that is the basis for the thing will be public cles to the customers. improvement in the future. opinion. TL: Will we be able to drive the fuel cell in TL: Would an aluminium car be cheaper to TL: Do you think that public pressure could Canada? Will it be able to drive in the cold? build if you built big numbers of it? induce the oil companies or some energy NK: At this stage we are trying to test in a NK: I think so, yes. supplier to provide hydrogen? variety of conditions, to extend the limits of NK: It’s connected to the politicians. One our knowledge. Our knowledge is not 100 TL: Is Honda actively considering going to way of affecting public opinion is to move per cent of the customers’ conditions yet. aluminium for large volume vehicles? small but important sectors – one of which NK: Not yet. is in California. They are keen on hydrogen TL: Is it far too early to say anything about fuel and we now have the field test there. cost? TL: But it is on the agenda maybe? We hope to show the public that FCEVs will NK: It’s not easy, it is not very cheap to NK: Yes, and the research for making it be good, reliable and practical for the buyer. improve civilisation. We must [take this much lighter and cheaper are major issues And we need some governmental assis- route] – otherwise we cannot survive. So in a new body research programme. tance, especially with California. maybe in the short term we have to lose money selling the cars, but in the long run TL: Do you think there’s a future in a $5000 TL: Do you think that gasoline is a realistic it will be good for the people. That’s our car that a couple of car makers think is useful interim step so that you can then get responsibility as a manufacturer. good for getting third world markets the fuel cell vehicles on the road, and can mobilised? those same vehicles then be adapted to run TL: As a manufacturer how many years NK: Well, regarding the cost of $5000, it on hydrogen later on when there are hydro- ahead? Is it somebody’s job to do that? could be possible. But the information pop- gen suppliers? And which way do you think NK: Ten years – we can see more or less ularity makes the people’s understanding the world will go: gasoline or methanol for what we plan to do – but again it depends quite the same all over the world regardless the first wave of fuel cell cars? on natural phenomena, maybe a natural of the income or the state of their life stages NK: The suppliers, the oil suppliers will disaster that will promote new thinking. It or levels. again decide. Shell is for methanol, you will have a big effect on human safety. It is know, and Exxon just gasoline. really hard to tell 20 years ahead. But if we TL: Honda is back in Formula 1 now. Not just think about today’s quite as successful as before yet. Does TL: But as a car company you will have to profit, this will only lead to Formula 1 still benefit road cars? decide which one to support. disaster. We must keep a NK: I don’t think so NK: Of course we support and protect sense of crisis, for without somehow. [against] global warming. We support solving these crises we hydrogen because that is the only way to cannot survive. TL: Has it done so in protect against global warming. We have to the past? be flexible and friendly with the suppliers. TL: What about the NK: As we have been That is the most important factor for the car lightweight aluminium told from the begin- manufacturer. construction of the ning from Mr Honda’s Insight? Is that feasi- philosophy, to educate TL: What technology are you looking at for ble for large-scale the young willing engi- on-board hydrogen storage – is it nano-fibre manufacture? neers in very short but storage? NK: I think so. I think very severe conditions NK: That is one of the selection. Also, com- it is still [more] has led us to where we pressed hydrogen seems to be quite good expensive than are today. And that was as far as we have tested. [working on] the the biggest merit I think of powertrain. motor sports for us. The TL: Is that the one you are following at the Comparing the basic result is very clear: win or moment? Civic body and this body, the cost is not. NK: Yes. As we have already shown in very different. California, we are comparatively good in TL: Do you think, for instance, that if we relation to the other car manufacturers. TL: Could you see the day when Honda had a Formula 1 with 1-litre capacity it builds all its vehicles in aluminium like might be very good for engineering? TL:Your first fuel cell car in 2003 – will it be the Insight? NK: It could be. For instance I was involved sold publicly or will it be put into limited use NK: I think so. It is very good, and it’s very in the turbo one and a half litre – it gave in certain areas? How will you present it? hard to find similar benefits using steel. 1200-1300 horsepower, and we thought that NK: I’m not quite sure, and I am not in a We’re trying to improve the manufacturing: we could get to one horsepower per cc.

Autumn 2001 SIR NOBUHIKO KAWAMOTO 9 Maximum achievement

he divestment of the former Rover BMW needed a multi-skilled contractor, “That was a great moment.” The Midland Group was a challenging period for as comfortable smoothing the takeover of Technical Centre was to be the nerve-cen- TBMW. However, throughout this the remaining MINI powertrain engineer- tre of the MINI powertrain project. “We period the German company retained a ing team as crunching a computer analy- proved we had core competencies in all clear vision that one of the most exciting sis or building high-quality test proto- the components BMW was interested in, new model programmes – the MINI – types. With time pressing on the BMW and we were ideally located close to should be retained as a distinct but signifi- team, the spring and early summer of Gaydon,” he adds. cant part of the future BMW brand portfo- 2000 was a hectic one with Bruener and But the depth of the challenge facing lio. As a result of the divestment pro- Johannes Guggenmos, BMW project Ricardo was just about to emerge. BMW gramme, BMW needed to replace the leader for MINI powertrain, searching for needed a partner for the engineering engineering team responsible for the pow- a quick and effective solution. development of the powertrain, most of ertrain aspects of the vehicle. A competitive tendering process put the engine sub-systems and two transmis- The scale of the challenge in retaining Ricardo into competition with up to 5 sions to a contractor, albeit under the the MINI programme, particularly given major industry names, although the strict supervision of BMW’s Munich-based that there was less than a year until the choice quickly boiled down to two major, EA powertrain division. scheduled start of production (SOP) date, Midlands-based consultancies, one of Although the MINI’s all-new 4-cylinder, meant that a solution was urgently them Ricardo. Says Bruener: “We made 4-valve ‘Pentagon’ engine was the respon- required. It was in these circumstances an assessment and in the end it was easy. sibility of engineers in Detroit working for that BMW turned to Ricardo. Ricardo would give us the best opportuni- Daimler-Chrysler, BMW’s joint venture “We had two major questions,” says ty to finish off the MINI project. It’s a big partner, the MINI would have its own ver- Thomas Bruener, BMW’s general manager company with a wide spread of skills, and sion of the engine. That meant separate of powertrain development. “How do we the work it can offer ranges from trans- engine management systems had to be finish this project, and how do we protect missions to vehicle engineering and developed for the two base versions of the future of the people working on it?” engine engineering.” the 1.6-litre Pentagon – with peak power Development of the engine and power- Bruener’s colleague Guggenmos elabo- outputs of 66kW and 85kW, plus unique train for the MINI was being carried out in rates: “There are only a few companies engine sub-systems and its own manual the UK, from offices at Rover’s Gaydon that could do this job. Ricardo has out- gearbox. “We received the engine as a engineering centre. That centre was ear- standing expertise in gearboxes, and what ‘black box’ from Detroit and worked on marked to be sold to Land Rover, so the was very important for this decision was the application of the powertrain within project team would have to move. that it could have the complete competen- the car,” is how Mark Garrett, Ricardo’s Although Germany was also an option, cies and not just one centre of gravity.” chief engineer in the gasoline product Britain was the favoured location in group, sums up the Ricardo involvement. order to maintain continuity. But finding Ricardo takes over In effect it meant developing compo- an office in the UK was only part of Lee Sykes, technical director at MTC, was nents such as the cooling system, the problem. euphoric when Ricardo won the contract: exhaust, engine harness and gearboxes to

10 MINI Autumn 2001 In the summer of 2000 BMW urgently needed an engine and powertrain specialist to complete the new MINI. Ricardo was selected, and a year later BMW is a contented customer and the MINI is in volume production. Julian Rendell explains

Autumn 2001 MINI 11 production readiness, and ensuring that stride by July 2000 to hit the April 2001 chose to transfer to Ricardo reported for the car passed global legal requirements. SOP date. “In reality it meant that every their first day’s work away from Gaydon. That means four main test regimes – part of our work really had to be fixed by “Some people from the original MINI Europe, North America, Japan and Rest of January at the latest. We were looking at team left the project, but we were really the World – for exhaust emissions, noise, a very busy Christmas,” says Sykes. impressed with the way that Ricardo was on-board diagnostics and a myriad other Sykes’s first problem to solve was the capable of filling the gaps very quickly,” homologation issues. office location. Ricardo had established says Bruener. For many components it also meant the MTC at Leamington Spa in November Now the serious engineering work taking the place of BMW engineers and 1998. Three Ricardo divisions are now could begin. Sykes takes up the story: acting as the main contact for key tier one based at MTC – Driveline and “We had three major systems to engi- suppliers. Transmission Systems (DTS), neer: the exhaust, the manual gear- The path back to that seminal date in Vehicle Engineering (VE) and box, the software and its calibra- spring 2000 when Ricardo won this MINI Engine Engineering (EE). tion.” All work would be signed-off contract is a short, but very busy, one. “That was a good bit of by BMW’s ‘in-house customer’ “Probably the biggest challenge in the strategic thinking that team, which is legendary for project is that there’s been absolutely no helped make this setting tough targets, and let-up,” says Sykes, “and for many people project possible,” it’s been a case of putting in 60 hours a says Sykes, week or more.” “and we The Ricardo team have moved heaven knew this and earth to make the MINI project hap- facility pen, starting with a brave ‘open-books’ was policy during the quotation process. “We capable had so little time,” adds Sykes, “just a few of han- months to agree the details and cost of dling a the project, that we had to be as open as whole powertrain possible. Otherwise the project would programme.” never have started.” Staffing on the MINI project was envis- all the processes would be BMW’s. BMW was equally impressed by this aged at around a peak of 140 with up to Surprisingly for an organisation with a approach. Says Bruener: “It was a really 60 from driveline and transmissions, 30 reputation for orderliness and clinical effi- open relationship; they showed us the from vehicle and 10 from engine engi- ciency, the BMW process is highly flexi- books and that continued throughout the neering. The balance would transfer from ble. In practice it means component project. We’d have liked more time for dis- Rover. BMW wanted all the MINI project design and development can change at a cussions, so the open-book policy helped people to be sited in the same office, so a very late stage in a project, the aim being a lot. We saw the drivers of any cost new dedicated project centre was estab- ultimate product quality for the customer. increases and could work together for lished for the MINI programme in the top “It was really the biggest surprise how ways to keep costs under control. In floor of the modern and well equipped Ricardo could adapt to our processes,” Building 2 at MTC. A team of up to 10 comments Bruener. “We had some peo- BMW engineers and managers were also ple from Rover, some from Shoreham ‘The Ricardo team has planned into the team. and some from MTC, and from the start As well as the main body of engineers, they worked together as a single team.” moved heaven and Sykes had to gather around him managers The only glitch was really getting the to work on scoping out the programme, Ricardo team plugged into the BMW engi- earth to make the which is where Mark Garrett and Dave neers in the EA division. Says MINI project happen, Nesbitt, director of transmission engineer- Guggenmos: “The integration into BMW ing, come in. Each has a fascinating story isn’t 100 per cent, because the contacts starting with a brave to tell. Garrett joined Ricardo at Shoreham aren’t there. But that’s why we are here, to after a long spell at Rover, including the make some support and bridge the gap. I open-books policy early stages of the MINI powertrain proj- think in the next six months Ricardo will during the quotation ect. “Ironically I’d lived in Leamington Spa build up these relationships.” There were for 15 years and had moved down to the also computer software and systems process’ south coast. Now I’m living in a flat 15 issues facing the team. BMW uses the minutes from my old house!” CATIA design programme and Ricardo Nesbitt had also done a spell at Rover, had to update its systems in order to Germany we have a saying that translates mainly at Land Rover, leaving in become compatible. as money really destroys a friendship, but November 1998 after becoming head of in this case it strengthened it.” transmission concepts. “Both Mark and I Validate? Engineer first have very good contacts in Munich from While driving the project towards success- A bigger task than expected our days at Rover, which has helped a ful completion, Sykes was more worried The scale of the project emerged quickly lot,” says Nesbitt. about coping with the blossoming scope as Sykes and the team started to get The three Ricardo engineers quickly of Ricardo’s work: “The project started as deeply into the contract. “At the start we realised that the first phase of the project a validation exercise, but it turned into a had no office, no people, and no long- would have to be carried out during the full engineering programme for some term relationship with this manufacturer,” BMW-Rover group disengagement. But by components.” That meant many parts, for he says with a smile. Ricardo got the go- early July the team was fully up to example the exhaust, facing major engi- ahead in May and work had to get into its strength when the Rover engineers who neering work.

12 MINI Autumn 2001 Garrett added: “For us one of the big is a miracle of engineering, but drivers was BMW’s complete and unre- the close proximity of heat-sensi- Guggenmos lenting drive for quality. They would not tive components posed chal- budge an inch. For them objective targets lenges to the Ricardo team. For are only a guide, what matters is the final example, the new MINI uses product for the customer. And they’re pre- weight and energy-saving electro- pared to make changes very late.” hydraulic power-assisted steering. The Siemens-supplied engine manage- Keeping the hydraulic fluid reser- ment system also came under Ricardo’s voir at 86°C, when the component microscope. Siemens were responsible was close to the engine’s catalytic for the basic code architecture, but converter at 950°C, required Ricardo took this forward to fine-tune the Ricardo to engineer special calibration. “We’ve had the biggest input exhaust manifold heat shields. into driveability,” says Garrett. What is clear, though, is that the Although MTC was the hub of Ricardo’s new MINI brought huge work work, the test cells at Shoreham pressures. “This was easily the were a vital part of the proj- tightest project I’ve worked on in ect, any test work being terms of time and targets,” says carried out at the Garrett, “which creates a new south coast loca- level of programme intensity.” tion. “We’ve had two Two transmissions engines on While Garrett’s engine team were busying From a management view, Nesbitt picks the test bed themselves, Nesbitt’s transmission team out his biggest achievement as co-ordinat- solidly were working just as hard. In fact the pro- ing Ricardo’s intensive vehicle testing pro- portion of Ricardo engineers involved was gramme with that of EA [BMW’s powertrain skewed in favour of transmissions. “We division] and tier one suppliers to hit the were responsible for the application engi- Job 1 date. Road testing was an integral neering of everything after the fly- wheel, through the gearboxes to Bruener the driveshafts. Under the BMW system, that also included the gear knobs,” says Nesbitt. The vast majority of MINIs sold for active knock calibration,” Garrett will use the R65 five-speed manu- reveals. This is a particularly crucial part of al gearbox, a development of a the validation process for Rest of the World Rover design. BMW now builds its markets, where poor fuel quality affects version of the unit at its own engine performance. “We used reference Midland Gears operation in grade fuels in the cells and then went on Longbridge. Ricardo has had a climatic trips to validate our results.” major input to the detailed inter- Another area of concentrated develop- nal design of the gearbox, its ment work was cooling system perform- gearchange and clutch. “We’ve ance. The engine package of the new MINI resolved about six or seven engi- neering issues on the R65,” adds Sykes Nesbitt. He lists the highlights as improved clutch feel and reduced load, revising the design of a gear pair to improve durabili- part of that programme, but there was also ty, and detail design on the a lot of rig work to co-ordinate. “Prototypes cable routings for the new aren’t cheap, and if the tests are done in the cable-operated gearchange. right order, some gearboxes can carry out Refining the clutch was a two or three functional tests,” he says. late change, prompted by a Visit Ricardo today and the work hasn’t BMW ride and drive evalua- stopped. Prototypes continually buzz in tion, and Ricardo once again and out of MTC as future variants contin- pulled out all the stops to get ue their engineering development. the changes validated in time Everything has clearly gone well, BMW is for the April production start a contented customer, and the MINI is in date. “That was only picked volume production. up in September, which left little time for validation,” Julian Rendell is news editor comments Nesbitt. of Automotive World

Autumn 2001 MINI 13 In July Ricardo brought together all its motorsport activities under a single banner, providing engineering solutions at every level from F1 to Indy lights. Jesse Crosse reports

n the last decade the £4.8bn British vide a dedicated service. Le Mans, where the Ricardo Motorsport motorsport industry has become the Now it has been formally identified, can offer expertise in powertrain, and vehi- Ienvy of the world. British-built cars motorsport projects coming into the organ- cle development. A third category includes have triumphed in 80 per cent of F1 World isation will be automatically directed to the F3, F3000 and Indy Lights, then finally, Championship races, an estimated 90 per- new group. And the remit is wide, includ- there’s BTCC, NASCAR, Group N, and GT2 cent of cars in the US CART champi- ing not just powertrain, but whole vehicle and GT3 sportscars. In the last two cate- onship are constructed in the UK and development too. In total, the division can gories Ricardo expects to offer the most more British-built cars have won the offer engine, transmissions, chassis and extensive coverage to the level of develop- World Rally Championship than from any control systems development as well as ing a vehicle from scratch. other country. software analysis and simulation. As far as engines are concerned, Ricardo It is hardly surprising then, that demand The group has expertise in-house to has been developing software products for Ricardo’s expertise in a number of areas cope with pretty well the entire spectrum of originally intended for mainstream auto- has grown steadily and to such an extent, motorsport. At the top of the pyramid is F1 motive processes, into motorsport-related the time has finally come to bring all and the US CART series where the main applications for well over a decade. And as motorsport activities under one banner. As involvement will be in engines and trans- technical manager engines Steve Sapsford a result, the new Ricardo Motorsport was missions. Moving down, the next segment explains, an association with the BRM born on the 1 July this year in order to pro- includes the World Rally Championship and Group C team in the early1990s led Ricardo

14 MOTORSPORT Autumn 2001 Dedicated to motorsport

in a new direction. Motorsport Transmission division under the ing Ferrari, BAR, Williams and Jordan. “We were involved with the BRM Le control of motorsport director, Mark Barge, The scope is increasing rapidly, however, Mans sportscar project in the early 1990s has been dedicated to the development of to encompass all areas of motorsport engi- and we used measured data from their V12 motorsport transmissions since 1996. Audi neering and Ricardo is well equipped for engine to validate our software. That led to scored its famous 1-2-3 Le Mans win last any eventuality. Quite apart from having its a relationship with Brian Hart and we year using a Ricardo transmission, and fin- own world-class software tools, Ricardo worked on the 3.5-litre V10 F1 engine. We ished first, second and fourth this year. A Motorsport is delivering services which helped on camshaft design and valve train number of major teams have also used recognise that in the future, the appliance to extend the operating range of the engine Ricardo’s transmission components in both of science is going to become far more which could finally rev to more than Touring Cars and the World Rally important than traditional trial and error 15,000rpm on conventional springs. We Championship, with, for example complete techniques in extracting additional per- also did quite a lot of work on the 3.0-litre transmissions being developed for the Ford formance from engines, transmission and V8 F1 engine. Based on that we have been Escort WRC car and Puma rally cars and chassis. able to market our software and currently, it Renault’s highly successful Maxi Megane. Principal software packages are the is licensed by most of the F1 front-runners.” Ricardo has also supplied transmissions to WAVE engine performance simulation pro- The acquisition of FF Developments in the Chrysler Team Viper and undertaken gramme, the CFD system, VECTIS and VAL-

1994 accelerated the process and the projects for a number of F1 teams includ- DYN valvetrain and drive simulation.

Autumn 2001 MOTORSPORT 15 Ricardo also provides ‘technology trans- fer’ supporting customers on the use of the software. Practical work has included devel- oping a 17,000rpm V2 engine, representing the front two cylinders of a V10, for fuels, lubricants and combustion research. The engine development team was given a boost in October 2000 when they were joined by Eiji Taguchi, whose career at Honda spanned 37 years. Seventeen were spent at Honda Motorsport working on the 3-litre, normally aspirated F1 engine and transmis- sion program, then, later, the turbo engines of the 1980s. “The last year for 1.5-litre turbocharged engines was 1988,” recalls Taguchi. “We won 15 races, and lost only one at Monza.”

Simulation projects Now Taguchi is also bringing his consider- able experience to bear in simulation proj- ects. “From the air intake to the exhaust we need to perform simulation calculations for some clients and it is a big job. Not only the simulation calculation but we need to have some validation too.” There are key areas such as combustion but slightly uneven due to pulsations, or to ‘spiral up’ their ideas to new levels of opti- and friction, but Ricardo can deliver solu- shockwaves, produced by the valve system. misation. However, this is not just about tions on all fronts. “In Formula 3000/Nippon, With the current generation of grooved, low- using the latest technology. It requires excel- engine speeds are limited and we are help- grip tyres, that makes getting the power lent communications between the CAE ana- ing some customers optimise torque down on the exit of a corner more difficult. A lyst and designer.” curves,” Taguchi continues. “Without simula- more linear curve will improve driveability, However, no full powertrain service would tion they would need to keep producing new and at Ricardo we are using WAVE and VEC- be possible without control systems expert- components and of course, that becomes TIS to model induction systems.” ise, and Ricardo’s growing team of experts in expensive.” Overall Taguchi feels that there is signifi- the field is now nearly 100 worldwide. Taguchi explains some of the more subtle cant further potential to be realised in the Andrew Mallion is well placed to under- areas where modern F1 engines can be use of CAE. “Computer simulation can help stand the needs of F1 constructors. Prior to improved. “The power curve is not straight in an extremely big way, allowing engineers joining Ricardo in April 2000, he was at TAG Electronic Systems for eight years and prior Simulation: the key to success to that Lucas for 10 years, developing elec- tronic fuel injection control systems. TAG “SOFTWARE helps you to under- “For example,” Sapsford con- measured data so future analysis design and supply electrical systems for stand what’s going on inside the tinues, “we have used CFD for is verifiable. But it is also useful motor racing at all levels. Mallion’s in-depth engine,” explains technical man- examining the design of an F1air- where accurate measurement knowledge in control systems has proved ager engines, Steve Sapsford. box. Equal distribution of air to of a scenario is all but impossible. invaluable since he joined and Ricardo’s con- “Traditionally, most engine devel- each cylinder is vitally important One typical example involves trol systems division, which is growing at a opment was based purely on to deliver optimum engine per- piston and ring dynamics substantial rate. Core expert- experience. You might change formance. But the air tends to in F1 engines, and a ise in powertrain controls the cam timing, increase engine stick to the top and the back of rising concern over oil has grown to encompass speed and so on. In the past that the airbox so the rear cylinders consumption. complete vehicle systems. would be successful in nine out of are well fed but those at the front “The problem is due to “An OEM can delegate the 10 times but now, with modern could get starved. By using simu- how the piston and rings whole of the supply of the highly optimised engines, suc- lation, you can see where the air is are behaving in a hot, dis- electronics to us,” says cess is more elusive. going and why. You’ve then learnt torted bore,” Sapsford Mallion. “That is our ulti- “The software helps you something and it goes into your continues. “We need to mate aim. understand why the changes knowledge base. With trial and understand the analysis “There is enormous made result in the measurements error, experimenting with various and identify the solutions. scope for helping F1 teams and engine performance you splitters and so on, you might find They may involve ring designs or on the simulation side,” he adds, “using get,” adds Sapsford. “Engine per- something that works. However, structural modifications to the Simulink, Matlab or Easy5, especially for the formance simulation helps you you may not know how it works block. Were you to try and solve middle range F1 teams who sometimes find understand the breathing, gas and why. What stops you testing this problem experimentally, it they are dreadfully constrained on resources. dynamics, intake/exhaust system 15 splitters next time?” could take ages, cost a fortune They concentrate on developing a new car in and valve timing to make sure Software can be brought to and you may learn nothing at all.” January then, of course, have to run it you have truly optimised the sys- bear on two levels. In many situa- Ricardo has yet to get to the bot- throughout the year. Their engineers spend a tem and achieved the best result. tions it can be validated against tom of the problem, but it will. lot of time analysing and refining control strategies for the gearbox and chassis. And

16 MOTORSPORT Autumn 2001 The organisation

THEidea of pulling Ri-suggestion that the com- Markwick, director Ricardo they are using tools such as Simulink and cardo’s extensive motor- pany’s motorsport activi- Vehicle Engineering, Russ other modelling packages that we use here.” sport-related resources ties be consolidated. Wakeman, technical direc- That similarity in working practice has not together was spawned last During the early part of tor Ricardo Inc, and Dave been lost on some F1 teams and, earlier this year when business opera- 2001, a steering committee Morrison, business opera- year, Ricardo completed the development of tions manager, Dave was established which tions manager. The com- a launch control system for a major team. Morrison approached the included MTC’s Gerald mittee then identified 11 Chris Holmes is senior manager, vehicle Ricardo board with the Andrews as chairman, champions throughout the calibration at Ricardo. He previous- Steve Saps- whole company world- ly worked for Ford SVE and was ford as techni- wide from existing prod- involved with both the Escort cal manager uct groups. Cosworth and the Puma. “The engines, Mark The motorsport busi- market is becoming more Barge, direc- ness is now led by the demanding. People are far more tor motor- steering committee, cen- critical of the way sports vehicles sport trans- trally co-ordinated by perform and handle, and even of missions, Paul Dave Morrison. their fuel economy. Calibration, as we define it, is about using the engine management and trans- pension by a substantial amount, making it mission management systems to far more compliant and much easier to deliver a good level of driveability, drive. Handling was vastly improved, refinement and emissions.” GT3 RS competing in the GT class of the understeer was drastically reduced and the Most recently, the department has deliv- European Le Mans Series (pictured on pages car proved more willing to change direction. ered projects to the Ford Racing Team, the 14 and 15). It is stronger too, says Youlles. high-profile Puma Racing production car In July, the team won at Most in the Czech “I had a 160mph crash into the barriers at and also a Focus Racing car which is about Republic. Ricardo Motorsport’s work on the Le Mans, but when we checked the suspen- to be delivered. The Focus will be delivered GT3’s body structure played a major part in sion pick-up points later, they hadn’t moved as a road kit and will also be used in a one- the success, having increased the torsional at all. Robin and I are now leading the dri- make race series. “Projects like these have stiffness of the body shell by 400 percent. ver’s championship while PK Sport/Ricardo high demands in terms of the performance Drivers Mike Youles and Robin Liddell are are leading the constructor’s championship.” and driveability of the vehicle,” says Holmes. thrilled with the result. “The first time we But then Ricardo is no stranger to achiev- “Our task was to validate and fine tune the drove the GT3 was at Daytona in 2000, just ing great results. And because all forms of performance of the engine, as well as to as it had been supplied by the factory. We motorsport these days have reached the pin- make it driveable.” That involved extensive found it difficult to get the front of the car to nacle of technical sophistication, it was only dynamometer testing, improving both work well. Along with a number of other going to be a matter of time before Ricardo power and torque within the limits of deto- teams we tried changing the damper set- became a major player at all levels. nation. “We are trying to optimise the steady tings, but eventually decided there was a state running and the transient performance degree of chassis movement at the front of Jesse Crosse is editor of Automotive as well. The performance feel can be the car.” Environment Analyst changed quite markedly with the calibration, Once Ricardo had stiffened the shell, the it can be made quite soft or quite sporty in race team discovered it could soften the sus- its torque rise rates. In the end, it is the driv- er interface with the engine that you influ- ence with the calibration. In that respect, Case history: PK Sport 911 GT3 there is a big difference between the charac- PK Sport asked Ricardo to take a allowed under the ELMS and Le Removing the factory paint teristics you would require in a production look at the torsional stiffness of Mans regulations and could not finish inside and out provided an car, compared with a racing car.” the 911 bodyshell after it sus- be included on the latest car. opportunity to save weight too. pected that persistent and The shell is far stiffer howev- Though the additional weight of Assessing and benchmarking unwanted handling characteris- er, with torsional stiffness hav- the strengthening work amounts Ricardo uses tools it has developed in-house tics were due to flexing of the ing been increased from to some 3-4kg, only 2-3kg paint for assessing and benchmarking vehicles. bodyshell. 2000Nm/Rad to 8000Nm/Rad, is applied using an etch-primer For example, one set of tools make a correla- Under the direction of An- an improvement of 400 per- system. tion between how the vehicle behaves and thony Hardy, Ricardo tested sev- cent. The team start by attach- Ricardo also developed a some objective measurements of character- eral type 996, 911 shells on a ing the shell to the rig complete quick release front bumper and istics such as torque rise rates. Engines are specially built torsional test rig with a cross-beam at the rear of radiator for quick replacement in delivered to Ricardo with the mechanical and gained substantial improve- the car to apply the torsional the event of a radiator failure of work completed together with some basic ments in torsional rigidity all loads. “We measure the deflec- accident damage. calibration, including the setting of two or around the shells and especially tion using dial gauges posi- The job was required quick- three full load points. “Our job is to look at at the suspension pick-up points. tioned strategically around the ly, and so Ricardo worked from the entire speed-load range, the entire map, The shells are carefully bead shell,” explains Hardy. measurements and photo- to give you the best possible result,” con- blasted to remove all paint prior “The car now responds to graphs to produce the new sys- cludes Holmes. to starting the work, then seam each incremental adjustment of tem which included new, more Chassis development is very much on the welded to improve the stiffness. the springs and dampers, where- robust radiators. It also incorpo- agenda too, and by drawing on the expertise On earlier projects the roll cage as before, larger changes had to rated quick release coolant in its Special Vehicle Operations division, was also linked to the shell in be made before a difference lines and modular carbonfibre Ricardo Motorsport has had a major impact several places, but this is not became noticeable.” assemblies. on the fortunes of the PK Sport Porsche 911

Autumn 2001 MOTORSPORT 17 End-of-life rules: end of the road for profits?

The European recycling directive which from 2007 will require automakers to pay for the scrapping of their vehicles, has been described as a financial timebomb threatening car companies with massive costs or even bankruptcy. But, as Ian Skinner discovers, interpretations of the legislation vary widely and the industry may have overdramatised the possible impact of the new rules

hile the motor industry claims to development of the Directive, particularly ing of cars prior to the arrival of the support the objectives of the over technical and economic issues. But in Directive. Another is that a manufacturer’s WEuropean End of Life Vehicle (ELV) spite of attempts by Germany and the responsibility for a vehicle does not end Directive, it is far from happy with a num- European Parliament to take manufacturer once it has been produced, but continues ber of its articles. The industry has even concerns on board, the proposal was final- throughout that vehicle’s life. This is the threatened legal action because it thought ly agreed in a form still not completely sat- ‘non-genuinely retroactive’ aspect. A fur- its concerns were not adequately addressed isfactory to Europe’s automakers. ther view states that the changes should during the Directive’s development. So the requirement that manufacturers come into force in 2007, without a retroac- But there is less than a year before pay for many of the costs of taking back tive element at all, giving manufacturers European Union member states have to ELVs remains a major issue in the motor enough time to prepare. transpose the Directive into national law. industry. The Directive says that from 1 In spite of one or two dissenting internal Will the auto industry succeed in amending January 2007 manufacturers will have to voices, the Commission has argued that the Directive by convincing European legis- meet costs for the take-back of vehicles put the Directive is non-genuinely retroactive lators of its unreasonable demands, or has on the market before 1 July 2002, but and therefore compatible with the existing it already raised the alarm once too often ACEA has been advised that this retrospec- rulings of the European Court of Justice. for new petitions to be credible? tive provision is illegal. Confidential docu- Despite threats, there has been no legal The underlying objective of the ELV ments are rumoured to show that some challenge by the car industry to date. Directive is to reduce the waste and people inside the EC have similar concerns. Under European law, a challenge to the adverse environmental effects caused by the disposal of end-of-life vehicles. Quite Retrospection apart from the sheer number of vehicles The main issue is whether or not the retro- scrapped each year, around 25 per cent of spective aspects of the Directive are con- the waste they generate is deemed haz- trary to the fundamental principles of ardous. This amounts to around 10 per cent European law, such as a principle called of the EU’s total hazardous waste. ‘legitimate expectation’ – a ruling that Controversially, the Directive requires seeks to protect economic sectors from manufacturers to bear at least a significant unfair legislation. Manufacturers claim this proportion of the costs of taking back ELVs. is exactly what is happening with ELVs. Those costs may be increased by the They say they have never been obliged to Directive’s restrictions on the use of heavy take back vehicles before, and therefore in metals, and by recycling and re-use targets, order to satisfy legitimate expectations the but as yet no one is sure exactly what the new law should apply only to the future, final costs will be, and how manufacturers not retrospectively. are to be made liable for However, the European Commission the costs. says the needs of the manufacturers must The European be balanced with those of other parties, vehicle manu- including the public. It also says the so- facturers’ called retroactive effects are open to differ- association ent interpretations. For example, can man- ACEA ufacturers be made responsible for recy- voiced its cling old vehicles that were not built to be objec- recycled under stringent new laws? tions One interpretation is that they are “gen- early on uinely retroactive”, as they address a com- in the pleted action – the production and market-

18 END OF LIFE Autumn 2001 legality of any legislation can be made allocates the cost burden of vehicle take- bankruptcies appear to have been largely within four months of the Directive’s final back. The first two are that manufacturers ignored outside Germany. publication. Some in the industry claim that are made responsible for all or a significant Other areas of concern for manufactur- this did not happen because it would be part of these costs. A third option is that ers relate to the implicit restrictions on bad for the environmental image of the manufacturers must take back end-of-life vehicle design included in the Directive. For manufacturer that initiated the challenge, vehicles as well as pay all, or a significant example, the targets could limit use of not because there was no legal basis for part, of the costs. lightweight composite materials used by such a challenge. The fourth is that manufacturers take carmakers to improve fuel efficiency, but back ELVs, but are not necessarily made which do not lend themselves to recycling. Bankruptcy responsible for the costs. It has been There are similar restrictions, not yet Some in the industry claim, too, that the argued that this is the only option open to finalised, on the use of some heavy metals. Directive will cost manufacturers billions of member states But there are bene- euros, warning that some companies could to avoid breach- ficial side-effects; be bankrupted. Estimates suggest the cost ing the principle ‘From the take-back manufacturers of taking back a vehicle could be as high as of legitimate now look at the €400, but the actual figure will depend on expectations. experience in issue of ELVs dif- how many cars sold before 1 July 2002 will However, this the Netherlands, ferently, asking be taken back from 2007. However, these option would more searching estimates could be on the high side: in the make the it appears that questions of their development of its ELV legislation, Directive incon- suppliers to min- Germany has assumed what it calls a con- sistent with its recycling cars need imise the use of servative figure of €185 a car. stated objectives. not be such a painful hazardous sub- In the Netherlands, the waste licence fee Germany, stances, and the is even smaller. In 1995, when first intro- which pressed for or costly experience’ recyclability of duced, the fee was €110 a vehicle, but this amendments to vehicles is fast has since drooped to €45 – less than 0.25 the proposed becoming a much per cent of a new vehicle’s cost. The waste Directive because of manufacturers’ con- higher profile issue. licence fee is payable only once, when a cerns over costs, thinks it may have found Even when all the member state legisla- car is first registered. The fees go into a an answer to some of the problems. To tion has been transposed and amendments fund to finance the national recycling sys- address the problem of producer liability, to the Directive have been made, there will tem, which is administered by ARN, a pri- the proposed German legislation would still be scope to limit the Directive’s finan- vate non-profit company set up by four allow a pro-rata accumulation of provisions cial impact. One obvious action would be Dutch motoring organisations in 1993. so that one-fifth of the total liability would to ensure that by 2007, of the cars that An alternative reading of the Directive is have to be put aside each year from 2002. would incur high take-back costs, as few as that member states do not have to make As this would effectively reduce a firm’s possible remain in use. We can expect a lot manufacturers liable for the costs of take- profits and therefore its tax burden, the gov- of heavy lobbying for new scrappage back of vehicles at all. This is because there ernment argues that it would share the cost schemes over the next few years. Another are four options available when imple- of the legislation with the manufacturers. could be to export old cars to countries menting Article 5(4) of the Directive, which The UK meanwhile is considering mak- with less strict environmental and roadwor- ing manufacturers responsible for the take- thiness standards than in the EU – but this back of all cars, including those put on the amounts to eco-dumping, and needs to be market before 1 July 2002. It would make handled with care. manufacturers pay a proportion of these The transposition of the ELV Directive costs immediately, with the proportion into national law offers further flexibility, increasing over time. and will give industry another opportunity Some say car makers have historically to have its say on how the Directive is over-estimated the costs of environmental- implemented. From the take-back experi- ly-friendly measures. A report produced two ence in the Netherlands, it appears that years ago concluded that manufacturers recycling cars need not be such a painful or take a ‘worst case’ approach when estimat- costly experience, and with some imagina- ing costs in advance. In reality, technologi- tion member state legislation should be cal innovation usually reduces these costs able to address industry’s major concerns. significantly over time, and industry often If the car industry has indeed overesti- adopts a different, cheaper strategy, it said. mated ELV costs, the Directive will have lit- Such a conclusion has prompted suspi- tle long-lasting financial impact while sig- cions that the motor industry used a similar nificantly improving Europe’s environmen- strategy in negotiating the ELV Directive. tal policy. But if the costs prove an unbear- Arguably, further evidence in support of able burden, then perhaps the motor indus- this suggestion arises from the fact that try will regret having raised a false alarm some major car manufacturing countries, by exaggerating too often in the past. such as the UK and France, did not object to the proposal even though both are sup- Dr Ian Skinner is a research officer at the portive of their car industries and both London-based Institute for European have taken action to protect the industry in Environmental Policy, and a senior the past. Industry claims that the prohibi- contributing editor to the AW Automotive tively expensive ELV plans may threaten Environment Analyst newsletter

Autumn 2001 END OF LIFE 19 Laser technology furthers research into combustion

Ricardo and the universities of Brighton and Cardiff have jointly developed sophisticated laser diagnostic technology to help design the next generation of advanced, fuel-effi- cient, ultra-low emission engines. These new techniques for understanding the physics and chemistry involved within the combus- tion chamber will help achieve rapid low- cost development of new engine concepts The teams have developed new and unique application techniques and calibrat- ing methods to give accurate quantitative results. One is Quantitative Laser Induced Fluorescence (QLIF). Although LIF is not new, Ricardo and researchers at the univer- sity of Brighton have developed a novel approach for calibrating the system and applying the technique to direct injection engines. Using a high-energy laser, QLIF generates Another technique is Laser Induced throughout the automotive industry, which a picture of how fuel and air mix inside the Incandescence (LII), using a high-power laser now has the potential to be developed into engine, a process pivotal in determining effi- shone into the combustion zone. The laser a highly sophisticated ‘virtual combustion’ ciency and emissions performance. The burns any soot particles that may be present, system. This allows the combustion and ultra-violet laser light shone into the engine which then incandesce, and this light is cap- exhaust after-treatment systems to be opti- excites the fuel molecules, which then fluo- tured on a digital camera, again equipped mised on computer, a process far quicker resce. The returned light is captured on a with an intensifier. The brighter the light, the than experimenting with hardware. This digital camera equipped with an intensifier, greater amount of soot present. approach only works if the computer simu- allowing post-processing of the image for Ricardo is using the data obtained to lation gives the same answers as the experi- calibration and pinpointing potential areas develop and validate its VECTIS computa- mental results, which is why Ricardo has for improving combustion. tional fluid dynamic (CFD) code, widely used invested in this research. Pressure sensors are combustion control’s future Improved fuel economy, lower sensors for the first time, age steady-state fuel con- DaimlerChrysler and Kistler vehicle emissions and reduced AENEAS covers both gasoline sumption reduction of 1.4 per developed the ‘silicon carbide manufacturing costs are some and diesel engines.The first vol- cent, smoother running on insulator’ (SiCOI) and ‘silicon of the benefits expected ume-production AENEAS-equip- thanks to cylinder imbalance on insulator’ (SOI) technologies from an advanced engine ped vehicles are likely to reach reduced from 8 to 2 per cent, for the piezoresistors. Ricardo management control system the market within five years. and catalyst light-off time and DaimlerChrysler developed by the Ricardo-led AENEAS The £2.5m, two-year project down by 10 per cent. the control and diagnostics consortium. is a collaboration between CPEMS eliminates other sen- algorithms jointly, and installed Ricardo, DaimlerChrysler and sors on the vehicle, which in the Kistler sensors in a The AENEAS engine Swiss sensor technology sup- turn will reduce manufacturing Mercedes-Benz gasoline plier Kistler, funded 40 per cent costs by removing components demonstrator vehicle. was simulated using by the European Commission such as the air mass, knock and New algorithms included as an ‘Innovation Programme’ cam sensors. A typical cost sav- spark timing control, air mass Ricardo WAVE and 4 per cent by the Swiss ing could be £11 per unit based estimation, start control, misfire software Government.The resulting on production of 750,000 4- detection, and sensor error han- ‘Cylinder Pressure based cylinder engines. dling. Ricardo provided overall Engine Management System’ In this example, the £56 cost project management, prototyp- AENEAS stands for the (CPEMS) uses inexpensive of having four cylinder pressure ing, sensor and algorithm appli- ‘Application and Evaluation of a piezoresistive sensors, robust sensors with extra ECU hard- cation and test facilities.This Novel Engine management sys- enough to survive the harsh ware is more than offset by work included a simulation of tem based on intelligent control environment of the combustion eliminating the £67 cost of a the AENEAS engine using Algorithms and utilising innova- chamber, linked to intelligent cam sensor, OBD functions, Ricardo WAVE software. Patent tive Sensor technology’. engine control algorithms. knock sensors, air mass meter applications for CPEMS are Utilising cylinder pressure CPEMS has shown an aver- and catalyst materials. pending.

20 RICARDO NEWS Autumn 2001 expensive to develop, but VAG justifies this with high produc- Report heralds boom tion volumes and a modular approach to engine ranges.The company is the top producer and seller of diesel passenger in diesel auto sales cars in Western Europe and accounts for more than one in Consumer demands for better the past six years, showed which across Europe are on four (27.4 per cent) sales. fuel economy, coupled with signs of reversing its steady average 16 per cent cheaper Within five years, the report pressure on carmakers to decline. than gasoline, merely heighten predicts, manufacturers will be reduce average CO2 emissions “The car buyer’s choice today the financial advantage.” able to offer customers the for new vehicles to 140g/km by is fundamentally an economic Overall, diesel penetration same number of diesel options 2008, could result in diesel sales one,” says the report’s author, across Europe in 2000 increased as gasoline variants for each eventually accounting for half Martin Love. “Although the near by 11 per cent from the previ- vehicle. Future developments of all passenger cars sold in 30 per cent fuel economy and ous year’s record to 4.76m vehi- will include a trend towards Europe, according to the latest CO2 advantage between diesel cles, representing a market smaller displacement, higher Ricardo diesel report. and gasoline engines has share of 32.3 per cent. Both power output diesel engines, Four of the top six markets – always existed, the enormous France and Germany exceeded which will ultimately use elec- France, Germany, Italy and the improvements in diesel engine 1m sales for the first time, but trical power to boost vehicle Benelux countries – achieved performance and refinement the largest diesel penetration acceleration. New technology record levels of diesel sales last have tipped the balance in was Austria’s 61.8 per cent. And such as the Flywheel Mounted year. Spain already exceeds 50 recent years and are steering following six years of decline in Electric Device (FMED), which per cent diesel penetration. large numbers of the buying the UK, the only major car mar- improves engine starting and Even the UK, the only European public towards the diesel ket where diesel fuel is more power generation, will help country to buck this trend over option. Diesel pump prices, expensive than gasoline, 2000 meet new fuel economy and saw the first signs of a reversal emission targets. Diesel car sales in Western Europe in this trend with market pene- The report reviews sales and tration increasing slightly to 14 production data, analysing per cent. trends by vehicle type and by Advanced technology has manufacturer and for individual enhanced the desirability of the major markets as well as for diesel engine. Most manufac- Western Europe as a whole. It turers apart from the VW-Audi also forecasts future marketing Group (VAG) now use common and technical trends.The elec- rail fuel injection, but VAG’s tronic report, which costs £275 electronic unit injectors provide for a single user licence, can be relatively high injection pres- obtained from the Ricardo tech- sures and are suited to high nical library at Shoreham in the engine power output.They are UK on +44 (0) 1273 794230.

Ricardo Inc notches up Strong second place for two valvegear patents Ricardo sailing team The US arm of Ricardo has design for cylinder-deactivating Good fortune, and not a little skill and times, so we had to beat them by a patented a new form of vari- rocker arms in gasoline engine tactical expertise, helped the Ricardo good few points." able valve actuation, using valvetrains. These rocker arms team snatch second place in the final A strong lead at the start of the electrohydraulic control of the will enable vehicles to turn of the Industry Sailing Challenge. last race faded away to fifth place, motion produced by the engine individual engine cylinders off “We thought we should finish in the but the team was back to fourth by camshaft. Designed to improve during light-load operating top five," said the Sunfast 36 yacht's the Needles. "This was the critical volumetric efficiency, intake conditions while still allowing captain, technical director Paul phase," said McNamara, "and as the pumping losses, internal EGR, full power output when McNamara, "but to come second is wind got higher we were back in and combustion stability, the required, thus effectively creat- right at the top of our expectations." the lead. National Grid pulled past new builds on previous ing a variable-displacement The final consisted of two sprints at the end, but we got second. And hydraulic valvetrain controls engine. The fuel economy of around markers in the Solent, fol- with the weighted scores, we came with a wider range of authority, larger engines, such as those lowed by a race around the Isle of second overall. reduced mechanical energy used in SUVs and light trucks, Wight. "We came up to sixth from "There was no-one lost over- consumption and the ability to will benefit the most. This seg- eighth just before the line in the first board, no seasickness and no break- control valve motion adaptively ment of the vehicle market heat," says McNamara, "and finished ages. We did rip the spinnaker after with changing engine operat- increasingly needs fuel-saving sixth in the second heat after losing the first heat, but managed to mend ing conditions. technology as fuel costs rise fifth. The National Grid and DuPont it with tape and a freebie hotel The second development, also and fuel consumption regula- teams came first and second both sewing kit." patented in the US, is a new tions become more stringent.

Autumn 2001 RICARDO NEWS 21 Ricardo partners Jaguar for X-type AWD system

Jaguar’s first four-wheel drive system brings new abilities to the compact-executive car sector. To help it do this, the company made good use of Ricardo’s expertise

he Jaguar X-type com- Transmissions Systems group pact luxury sports saloon (developed from the FF Twas launched earlier this Developments Ltd team year to widespread public and acquired by Ricardo in 1994) media acclaim. This new has pioneered the develop- product takes the Jaguar mar- ment of 4x4 drive systems que into much larger market since the 1970s, and has been sectors than those of the a partner to Jaguar in this area existing product line-up while for many years. maintaining core Jaguar Ricardo started engineering brand values. support of the Jaguar X-type Development of the X-type programme in 1997. “We car- was an extremely rapid pro- ried out some initial concept gramme, and its success is a studies to assist Jaguar in tribute to Jaguar and its engi- identifying alternative AWD neering partners. One of the configurations and hardware”, most distinctive engineering says Howard Marshall who features of the X-type is its all managed the programme for wheel drive (AWD) system, Ricardo. “In particular, studies which was the focus of the were carried out to investigate engineering support provided appropriate transmission and by Ricardo. driveline mounting strategies to minimise structure-borne Longtime partners noise and vibration.” Ricardo In many respects Ricardo was also made significant use of Jaguar’s natural engineering CAE analysis tools in the ensure that the system provid- according to Jaguar’s partner for this project. The design and performance ed the highest level of first demanding timescales. Ricardo Driveline and analysis of the AWD system to prototype performance Fast-track hardware Prototype transfer boxes for the AWD system were manu- factured at the Ricardo Midlands Technical Centre, and fulfiled Jaguar’s expectation of ‘fast-track hardware’. A signifi- cant number of vital early development miles were accu- mulated on these units, enabling Jaguar to maintain its rapid programme time scales. Once nominated, Ricardo supported Jaguar’s production supplier to effect a smooth transition of the early support phases into full-scale manufacture.

22 RICARDO NEWS Autumn 2001