MAX Taking ittothe powertrain world-class energy-efficient Ricardo andPSA develop 100 g/kmCO2 western OEMsmake thatsome the mistakes misstheopportunities:Don’t China sourcing Ulrich Walker, presidentofSmart Gilles Michel, PSA technology chief Interviews record for dieselcars JCB clinch the worldlandspeed ,Ricardo and RICARDO QUARTERLYREVIEW

Q4, 2006 The Energy Saving Trust’s green fleet review has provided us with the skills and expertise needed to identify and quantify areas of cost savings, allowing us to develop a significant business case. They helped us identify hundreds of thousands of pounds worth of potential savings on transport costs and at present we are reviewing plans to purchase more fuel efficient vehicles.

Ben Ross, Environmental Advisor, Bank of Ireland UK Financial Services Division

If they can do it, you can too. Apply for a free green fleet review: call 0845 602 1425 or visit www.est.org.uk/transport

TE426B Contents RICARDO QUARTERLYREVIEWQ4, 2006

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news features 04 Industry news 08 World record engineering Paris show majors on grand touring style; Honda In August JCB broke the world for demonstrates fuel cell car; US green car ranking causes diesel cars with the slender 9-metre Dieselmax controversy streamliner, powered by Ricardo developed engines. Jesse Crosse tells the epic story of intensive 28 Ricardo news development, round the clock teamwork and eventual TVR sports car engines in development deal; major triumph programme targets world’s cleanest diesel; SULEV gasoline co-operation with Bosch; new VP of Control 17 China sourcing and Electronics Too many companies get it wrong, failing to spot opportunities, clinging to outdated ideas and questions and answers misunderstanding other cultures. Andy Chien of Ricardo Strategic Consulting explains how organisations can 06 Gilles Michel, PSA Peugeot Citroën prepare for low-cost sourcing Tony Lewin questions PSA’s technology chief about R&D, hybrids, co-operation and speeding up new model 20 World-class fuel economy introductions Ricardo was quick to respond to the UK government’s call for a family car capable of better than 100 g/km CO2. 26 Ulrich Walker, president, Smart Developed in conjunction with PSA, the Efficient-C diesel Walker is the new broom who promises to put Smart on full-hybrid exceeded all targets to establish world-class track to profitability. We question him as he prepares to fuel economy benchmarks launch the second-generation Fortwo

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: Mark Roberts, Anthony Smith, Tel: +44 (0)1273 455611 Jesse Crosse, Andy Chien TwoTone Media Ltd contacts: Ricardo contacts and locations: Anthony Smith: [email protected] www.ricardo.com/contacts Tony Lewin: [email protected] RQ subscriptions: www.ricardo.com/rq RICARDO QUARTERLYREVIEW Sales enquiries: [email protected] Industry News

Paris concepts show luxury theme restige style and high-end high Ptechnology shot into focus at September’s Paris show as France’s three big automakers wheeled out extravagant grand touring prototypes calculated to show off their engineering and design skills. Citroën’s C-Metisse, one of the most technically interesting, marries a V6 HDi diesel engine powering the front transmission sits beneath the engine. Show style: Citroën C-Metisse (above) is a wheels to electric hub motors in the Peak outputs are 515 kW (690 hp) and diesel hybrid with rear hub motors; Peugeot rear wheels to provide over 1200 Nm torque. 908 RC (left) uses Midship V12 diesel from Le acceleration boost, Measuring 5.12 metres in Mans racer. Renault Nepta (bottom) has remarkable door design. length, the 908RC uses a complex carbon and Big Three’s car- vacuum polymerised building dilemma aluminium The North American Big Three honeycomb carmakers, already hurt by significant structure. production cuts in the final quarters of Majoring on 2006, continue to operate at a major style rather than cost disadvantage in relation to their technology was US-based Asian competitors. Renault’s Nepta, a Figures from the 2006 Harbour Consulting survey of automobile plant large and productivity show that Nissan enjoys a kinetic energy recuperation and an luxurious four-seater convertible based cost advantage of between $300 and estimated 3 km zero-emission range on on a rear-drive platform. Particularly $450 per vehicle over the less electric power only. innovative is the gullwing door productive companies; overall, Nissan The 4.7 metre four seater is ultra low mechanism: the whole side of the car continues to lead, but the US majors and features complex hinging opens up and, hinged on points on the are gradually closing the gap. One irony mechanisms for its four doors for centre line of vehicle ahead of the is the fact that the most productive easier passenger access. Weighing a engine and behind the passenger assembly plant of all, Ford’s Atlanta claimed 1400 kg complete with its compartment, the doors rise above the facility, is set to close under the blue centrally mounted batteries, the cabin area to reveal the 3.5 litre gasoline oval’s Way Forward restructuring initiative. carbon-fibre structure C-Metisse is V6 engine too. US producers are being urged by capable of 174 g/km CO2 emissions on Ron Harbour, architect of the study, to the MVEG cycle. give greater consideration to flexible Sister brand Peugeot wheeled out a manufacturing concepts. Correctly diesel with a dramatic difference. conceived, he told Automotive News, a Claimed to be capable of more than flexible plant need not cost much more 300 km/h, the Peugeot 908RC is an to operate than a dedicated line and exotic four-seater supercar using a would provide much better insurance derivative of the 5.5 litre direct injection against the sudden decline of a market V12 diesel with which the company will sector, as happened to the SUV segment in 2006. contest the 2007 Le Mans 24 Hours. “I still believe the differentiator is going Unusually, the V12 is mounted to be who is the most creative with transversely and in a central location, doing the most with the least,” Harbour just behind the passenger commented. compartment; the six-speed

China may take third place AUTOSAR becomes reality Common parts help cut costs Honda hybrid deal UK’s biggest China is set to overtake Automotive Open Systems Toyota has saved $1000 per The largest ever UK fleet deal Germany as the world’s third Architecture group AUTOSAR is vehicle over the last five years by for hybrids was secured by biggest automobile producer about to embark on its second using common parts, according Honda when the Metropolitan during 2006, according to OICA. phase, standardising electronic to a report by Harbour-Felax. Police ordered 117 Civic Hybrids In the first six months China protocols and leading to a Warranty costs, too, are reduced for its Community Support made 3.6 million cars, behind production vehicle in 2008. New by part sharing; Toyota averages Officers to use as part of the Japan on 5.7 and the US on applications such as safety will $348 per vehicle, while its US Safer Neighbourhoods News in brief 6.1 million. be added in phase 2. competitors are at over $500. initiative.

04 RICARDO QUARTERLYREVIEW • Q4, 2006 Fuel cell Honda begins RICARDO QUARTERLY demonstrations REVIEW onda offered its second-generation cell vehicle running on hydrogen The task of RQ is to highlight the latest thinking in automotive engineering and fuel cell car, the FCX, for the media generated with solar panels, no carbon H technology worldwide – both within to assess in September. The concept dioxide is emitted either in producing Ricardo and among other leading was first shown publicly at the 2005 the fuel or operating the vehicle,” said companies. By presenting an up-to-date Tokyo motor show and features a new Honda CEO Takeo Fukui. “This is the mix of news, profiles and interviews with design of fuel cell stack which ultimate scenario.” top business leaders we paint an dramatically improves packaging by Fukui also announced that Honda had interesting and exciting picture of R&D adopting a vertical flow of water in brought forward by one year the larger- activity at a world-class automotive engineering services provider. scale user trials of its fuel cell place of the traditional horizontal It is a formula that has certainly been a arrangement. technology. Productionised models hit with the worldwide automotive As well as giving greatly improved based on the FCX concept will now be community: in the five years since RQ water drainage and thus cold start launched in Japan and the US in 2008, was launched we have had to increase performance, claims Honda, the new though details of the demonstrator our print run to 14,000 copies to keep stack is much more compact and can scheme have yet to be made public. No pace with the demand to read about now be packaged longitudinally in the scheme is presently planned for Europe. Ricardo and its activities. Client confidentiality is of the utmost centre of the vehicle in the area where A further innovation from Honda is importance to Ricardo, which means that Fuel cell Honda FCX:Trials we can only report on a small fraction of begin in Japan and the work carried out by the company. So US in 2008 we are especially grateful to those Ricardo customers who have kindly agreed to co-operate with RQ and allow their programmes to be highlighted in print: without such help from customers it would not be possible to present such a fascinating insight into the way vehicles are conceived and developed.

a conventional transmission tunnel what CEO Takeo Fukui claims is the first New catalyst would be sited. This allows a low-slung diesel engine to attain a level of technology inline layout and enables a much more environmental performance equal to a allows Honda to streamlined, space-efficient body style. gasoline engine. claim its diesel engine as the Honda also presented a solar Based on the company’s current 2.2 world’s powered electrolyser to produce litre i-CTDi unit, the next-generation cleanest hydrogen fuel for the FCX. “With a fuel Honda diesel uses a novel two-layer Green ranking causes stir in US As part of its 2006 Alternative Powertrain but also other factors such tailpipe catalytic converter study, JD Power and Associates has emissions and consumer expectations – that adsorbs NOx from the drawn up a ranking of the most where many US consumers have been exhaust gas and converts some of it environmental automobile nameplates in disappointed in the wake of inflated into ammonia. When the engine the US. Some surprise was caused by expectations of hybrid economy. Three in management system provides a rich Volkswagen appearing in first place, four buyers would consider a hybrid, spike, that ammonia is adsorbed in the ahead of Honda, Mazda, Saturn and Kia. reported the survey; these buyers second layer which, when the engine Toyota only ranked seventh, ahead of expected to pay more than $5000 extra returns to lean burn operation, uses Scion and Suzuki. for the hybrid powertrain, in anticipation At the foot of the table were , of a 28 mpg fuel economy gain. For the ammonia to react with the NOx in Hummer and GMC, all producers of large diesels the figures were $2800 and 21 the exhaust to produce nitrogen. This, SUVs. mpg. These results, said Power, showed says Honda, enables the engine to JD Power’s scoring system includes not widespread need for consumer meet California’s 2009 Tier II Bin 5 only the vehicle’s official CAFÉ mileage education. emissions standards, some of the strictest in the world.

Get slimmer, Hummer is told US gets clean diesel at last Biofuels may inflate crop prices Focus to carry California eco badge Future generations of Hummer Low sulphur diesel fuel has Escalating demand for wheat Ford Focus 2.0E models sold in military vehicles must be slimmer, now gone on sale in the United and other crops used to produce California will be badged PZEV, lighter and more economical, says States, opening the door to next- carbon-neutral biofuels could indicating partial zero emissions. the Pentagon. Current military generation diesel models such as push up the prices of crops and The cars already meet the tough Humvees are heavily armoured, the Mercedes E320 CDI Bluetec change the face of agriculture standard but, says Ford, buyers weigh up to five tonnes and guzzle that meet Federal limits and across much of Europe, according believe hybrids are the only fuel at a rate of up to 50 litres which are in line to attract fuel to a recent report in the answer to saving fuel and cutting per 100 km in stop-start use. efficiency credits. Financial Times. emissions.

Q4, 2006 • RICARDO QUARTERLYREVIEW 05 RQ Interview – Gilles Michel PSA’s star strategist Gilles Michel, 50, is widely tipped as a rising star within the PSA Peugeot Citroën group, where he is currently in charge of platforms, technology and purchasing. At September’s Paris motor show he explained toTony Lewin how he planned to launch more cars, more frequently, on less investment

PSA recently announced an Action What about speeding up model Can you still manage this with your Plan to increase efficiency.What are its cycles? existing three platforms? most important points? We have also indicated that we are I can do it only because I have the Perhaps the most significant is that we going to renew some of our key core three platforms. This remains a key are adjusting our productive capacity; offerings in Europe faster. [It has to be] element for us to minimise some of this has already been done, faster because we see the competition development costs of new vehicles. but a lot is still ahead of us. We have in Europe rapidly intensifying and the decided to contain running costs, in lifecycle tends to shorter – so we have You are looking to set up production particular salary costs, through to adjust to that. That’s Europe; in both in Russia, yet you also want to save internal measures. South America and China we are on investment costs. Does this mean The third point is that we have embarking on a very ambitious you will be seeking a partner? decided that, without compromising in product plan by which we are going to We’re not at this point ruling out a any way the future developments of significantly increase our offering in greenfield plant, though I’m not sure the group, we can contain the level of both regions in the next three years. this would be the favoured solution. investment to an amount that is Some will be dedicated models, We are investigating a variety of significantly lower than the level we others will be adaptations of models different co-operations and are talking have had in recent years – 2.5 bn we have here. to a number of potential partners. We euros instead of 3 bn. are in serious discussions about two How can you do all this without or three options: nothing is firm yet, The plan also calls for more product increasing your R&D costs? but we do hope that this can come out lines and the more frequent renewal This is another new element in our in the next two to three months. of core models. How can you do that strategy. How do we do the trick? on reduced budgets? Basically, we’re going to reduce our What are your target renewal rates for That’s my fourth, and perhaps most unit costs of development – by being your model lines? important, point. We have clearly better focused on the product content Our [internal] guideline has been indicated that all the significant cost of our development and by being about seven years before renewal. I containment measures we have more aggressive and better in terms think we need to reduce that, but we’re announced have a purpose – to allow of capital investment: we’ve improved not going to do that on all our models. us to keep moving, to keep growing, fast in the recent past and now we We need to do it on those core to keep looking for developments and know we can invest less for a given elements of the offer to make sure that to keep offering new and broader manufacturing line. Thirdly, we have a they renew fast. Let me put it the other ranges of cars on our home market, major which is Europe. In other words, we productivity will strengthen our product plan for plan under way in the next three to five years so that in R&D which I will Europe we will be able to offer be able to launch vehicles in segments where we are on the basis of not present today. the strong turnaround in the Which vehicles or segments control of our will these be? R&D processes It’s well known that we’ll have an and costs over SUV on offer next year, but beyond the last three that we have three vehicles at present years. under way: these will come out in the next three years – but I can’t say which segments. It’s significant, because it’s Peugeot 207 in Europe. Épure fuel cell concept: for research only

06 RICARDO QUARTERLYREVIEW • Q4, 2006 way round: the average age of our operation you have to look at what segment] diesel hybrid to €1500-2000 product offer in Europe has reached you can bring to the party. All we can over the diesel car? the level of 4.5 years for 2005. bring is what we have – we are a Yes, that’s the target, but it’s way too According to our product plan – which, generalist, with the three platforms early to tell [if we are on target]. The by the way, is on time, on track and on and a good ability to develop local programme is under way, but it only budget – this will go down to 3.3 years content and a local offer. started this year. Within 18 months we by the year 2008. This is good, as it will have a good indication. We’re means a new, a young and an Is the cost base in Malaysia working with a variety of partners and attractive product offer. The intent is significantly lower than Korea? How suppliers on the various key not to let it climb again. This is our does it compare with China? components of the hybrid best competitive argument. It’s the obvious question, but I cannot programme: our idea is to co-develop answer it at this point. It’s a major the various sub-components of the What do you hope will be the scope of point of our investigation: all this system – we have no intention to the relationship you have just makes sense only if you can be invest alone or to develop it alone, and announced with Proton of Malaysia? competitive – not only in Malaysia but we have no claim to expertise in a We’re just embarking on three months also with all the competition possibly variety of the key elements of the of thorough exploratory discussions coming into Malaysia or the area. hybrid system. We are currently

United Pictures

“We will strengthen our product plan so that in Europe we will be able to offer vehicles in segments where we are not present today” on a spectrum of ideas and projects. Peugeot showed a 207 coupe- crafting the research and development It’s a spectrum that is wider than cabriolet concept at the Paris show, agreements with a number of key usual. I cannot yet tell where it will powered by a fuel cell powertrain. partners. lead, as this depends on the Does this indicate you are serious exploratory talks. But we are exploring about bringing such a vehicle to Is this a package you could sell on to projects to allow both brands – market? other automakers, like you do with Peugeot and Citroën – to be developed No – the fuel cell car is far away from your diesel engine technology? and therefore to be sold in this country our [planning] horizon – it’s not even We’re open to co-operations, including [Malaysia] and in this part of the at a horizon that can be credibly to another OEM, on this technology. world; we’re discussing what we can stated. What this concept indicates is bring to the Proton brand itself to that we’re staying active in this area at Are pure electric vehicles in any way a reinvigorate its own cars and offer, we the research level, and that we have consideration for PSA? are exploring possible new vehicles some effort underway in some areas No, they are not. We still have a claim that we might develop out of the of those technologies. We want to stay to being the OEM who has sold the technical potential we bring and out of up to speed with the evolution of largest number of [electric] vehicles, the industrial and supplier base that these technologies and want to invest but we don’t see a potential for private we can find there – and we are in parts of them so that we are ready use [of EVs] either today or in the exploring where, and to which to embark on them when we feel the future. That, I think, is the bottom line. segments these new ideas could time is right. The time isn’t right at the apply. So at this point we have opened moment. the eyes, the ideas – and the books – Gilles Michel, 50, joined PSA Peugeot fairly wide. At the end of the three So how can you continue to invest in Citroën in 2001 and was appointed to month period we will pick out one or these far-off technologies if you are the executive committee the following two of the ideas [to pursue further]. cutting back on R&D costs? year. A graduate of the elite Ecole We’re not cutting back on the R&D Polytechnique’s Ecole Nationale de la Proton owns Lotus.Will there be budget: we’re making more of it, Statistique et de l’Administration any link with Lotus? which I think is much better. Economique, Michel worked at the That is not in the scope of the World Bank in Washington DC and discussions. We haven’t selected that Are you on track with your target of with Saint Gobain in France and the area as a priority one. In a co- reducing the extra cost for the [C- US prior to joining PSA

Q4, 2006 • RICARDO QUARTERLYREVIEW 07 JCB Dieselmax

350.09 In August this year JCB and Ricardo succeeded in breaking the world land speed record for diesel cars – in a vehicle powered by engines originally designed by the two companies for back-hoe loaders. Jesse Crosse reports on the 19 months of intensive and inspired development work that produced the world’s highest specific power automotive diesel engines and, finally, international glory

t is mid-morning on 23rd August transformed the existing, co- diesel car and set two new FIA- 2006 and Ricardo’s Matt Beasley, in developed JCB444 engine from a certified international land speed I common with his team of diesel sturdy construction equipment unit records in the space of just six days. engineers, feels a sense of sheer into the world’s highest specific power The JCB Dieselmax roared from the elation. Together with colleagues at automotive diesel – the JCB444-LSR. It drawing board into the history books Ricardo and JCB, they had was with this engine that the JCB in a mere 19 months, setting the successfully completed a remarkable Dieselmax had just broken the Bonneville record of 317.021 mph and engineering programme that had Bonneville Speed Week record for a a new land speed record for diesel cars

08 RICARDO QUARTERLYREVIEW • Q4, 2006 2of 350.092 mph (563.418MPH km/h). But if embark upon a land speed record JCB444 prototype being tested (the the idea of a diesel-powered record project.” original JCB444 programme was breaker was unusual enough, the Ricardo had been a natural choice of featured in RQ Q3, 2005). notion of using the engines from a partner on the JCB444-LSR speed Just two months later, on January back-hoe loader – a class of vehicle not record development programme. The 14th 2005, Ricardo’s global diesel usually noted for its speed – for the 350 company had been powertrain partner director, Ian Penny, joined the first mph bid appeared extraordinary. on the original JCB444, taking lead land speed record project meeting at JCB group engineering director Tim responsibility for the original concept Millennium Point in Birmingham Leverton recalls how the diesel record development and then gradually (home of John Cobb’s Railton Mobil breaker concept was born. “The idea handing over responsibility to JCB Special). The project was shrouded in came from Sir and engineers as the programme secrecy and aptly codenamed ‘H-1’ was prompted by the decision to go progressed. It was as part of this after Howard Hughes’ 350 mph record ahead with production of the JCB444 programme that Sir Anthony Bamford breaking aircraft of 1935. On Penny’s engine. He thought it was an excellent had visited the Ricardo Shoreham return to base Matt Beasley was way of promoting the fact that we had Technical Centre and had the appointed chief project engineer. entered the engine business and inspiration for the audacious land- ”The start point from our would also fulfil a long-held dream to speed record bid on seeing the first perspective as engine development

Q4, 2006 • RICARDO QUARTERLYREVIEW 09 JCB Dieselmax

partner was to ascertain the systems at far higher ratings, safe in the horizontal. To achieve that, the approximate power requirement for the knowledge that the models were of engines would need a bespoke dry the vehicle”, recalls Penny. “JCB high fidelity and able to provide reliable sump system. wanted to exceed the existing record data.” The feasibility study would take Ricardo calculated that for the speed by a large margin, so the team until the end of February 2005, record attempt, the two engines would established the target of 350 mph. Ricardo’s vehicle division coming up require an intake airflow of almost five Knowing the altitude of the Bonneville with a basic layout for the car. The tonnes per hour. More challengingly Salt Flats, the range of possible salt favourite was to seat the driver still, this would need to be delivered at conditions and the likely vehicle drag, between the two engines and the 1300 m altitude of the Bonneville we calculated that we needed to aim transmissions – but at that point the Salt Flats, where ambient air pressure somewhere in the region of 1500 bhp. first sign of a problem came into view. is 85 per cent of that at sea level. While With our knowledge of high In this configuration the frontal area the production engine requires a boost performance diesel combustion would be too great, weight would be pressure of 2 bar, the two engines systems from competition too high and stability poor. installed in Dieselmax require 6 bar applications and our in-depth “I suggested we incline the engines,” absolute at full power. This compares experience of the original JCB444 says Penny, “which meant a lot of extra with around 3 bar absolute for a diesel design, we were confident that we work but it really was the only solution.” Le Mans racer, and around 4 bar for the could deliver this target from two It would also require some complex turbo-era Formula 1 cars. units based on a highly developed version of this engine.” “Knowing the altitude, the salt conditions and likely vehicle drag, we Towards 1500 horsepower Work began on the simulation using calculated that we needed somewhere the Ricardo WAVE software. “Once we in the region of 1500 bhp” had the scope,” explains Beasley, “we Ian Penny, Global Diesel Director, Ricardo could decide which engine components could be carried over and which should engineering. “The engine’s lubrication Two-stage turbo boost be bespoke.” The value of Ricardo’s system is designed to drain vertically “The scale of the air-handling previous role in the design of the and, if inclined, would function best challenge was such that we realised JCB444 engine really came into its own fitted ‘cold side’ down. However, in we needed to go for two-stage turbo- at this stage. “The fact that we had order to fit them low enough in the charging”, explains Penny. “Through validated CAE models of almost every vehicle the engines needed to go in ‘hot simulation we were able to show that aspect of the baseline engine enabled side’ down.” The team calculated that with both inter-stage and after-cooling, us to make rapid progress”, continues the best compromise between natural and with water injection to provide Beasley. “We could very quickly predict drainage and vertical height was to even further charge-cooling as well as the durability of components and incline the engines at 10 degrees from reducing the thermal load on the

AUG JAN-FEB MAR-AUG SEPT SEPT 05-APR 06 APRIL MAY-JUL Speed record Feasibility Concept Project Engineering Press launch Engines idea forms at study at validated gets the development of the built and JCB Ricardo green light Dieselmax further project developed 2004 2005 2006

10 RICARDO QUARTERLYREVIEW • Q4, 2006 pistons and valves, we could deliver and the JCB444-LSR engines were stroke, the billet-machined crankshaft the required airflow across the engine from the outset designed using retains the production main and big- speed range even at the high altitude Ricardo’s High Speed Diesel Race end bearing sizes and bearing shells. of Bonneville.” (HSDR) direct-injection combustion By now, the team was well into the The high boost pressures required technology. Fuel is delivered via two concept validation process scheduled for the JCB444-LSR engines also had parallel high-pressure pumps to a to run from March to August, and by an impact on the design of the dry common-rail system providing an July it had the specification for the sump system. While these may be injection pressure of 1600 bar. first engine mule. Following an considered conventional for Modifications had to be made to the exploratory visit to Bonneville for the applications such as Le Mans cars, the cylinder head to facilitate the larger 2005 Speed Week, the streamliner’s Ricardo team realised that such injectors required for the HSDR design had been refined, becoming systems would not function under such system. Despite these changes, even narrower; the track and extreme boost and thermal loading, as however, the team decided that the wheelbase were modified too. the oil and gas flow rates would need valve train could be carried over Finding suitable tyres proved a major to be around three times that of substantially in its original form, with challenge. Land speed record tyres are competition engines. Beasley explains; the exception of high-temperature available off-the-shelf, but the “The combination of high boost levels, specification exhaust valves, up-rated manufacturers only provide a 300 mph increased engine speed and piston valve springs and a modified camshaft speed rating. To make an informed cooling jet oil flow turns the oil into profile. decision as to their suitability to run a foam, causing it to become highly 2700 kg car at over 300 mph, the team compressible and hence risking design required validation at target load rating catastrophic failure within seconds. The A completely redesigned piston is and running pressure. In the end, JCB oil looks like a pint of Guinness that has used with a large, quiescent located a suitable high speed tyre rig and been poured very badly.” combustion chamber that has a independently validated the tyres to 350 The dry sump tank was carefully reduced overall and mph, the maximum speed of the rig. designed to condition the foaming specific features to reduce the risk of lubricant, incorporating centrifuge thermal damage to the combustion First engine firing separators and baffles through which chamber components. Piston cooling Final approval for the project was the oil flows, in order to remove the was improved over the baseline provided in September 2005, but in air from it. It would take five layers to design by increasing the cooling oil view of the three month lead time for achieve a satisfactory result, but the flow to each piston by around 600 per the procurement of parts there was bottom layer would consist of pure, cent. A completely new, fully- considerable pressure to get an air-free oil. machined connecting rod was used, engine running. Given the high power If the engine is the heart of the including a significantly enlarged rating, it had already been decided vehicle, then the combustion system small-end bearing to increase strength that the engine required a solid billet is very much the heart of the engine, and robustness. While giving a longer crankshaft, a component which would

JUL AUG 4TH AUG 12TH AUG 18TH AUG 19TH-20TH AUG 22ND AUG 23RD Wittering Car and Speed week Bonneville 750 bhp World land World land shakedown engines ship begins Record set at engines speed record speed record tests to the US 317.021 mph fitted for diesels set for diesels at 328.767 mph raised to 350.092 mph

Q4, 2006 • RICARDO QUARTERLYREVIEW 11 JCB Dieselmax

“Andy decided to stick with it, slowing the car then bringing it back onto target temperature on the brakes. When he released the brakes the car just flew and we got our 335.695 mph run” Matt Beasley, Ricardo inevitably require a long lead time. results gave us great confidence.” Shakedown testing begins Luckily, Greville Sharman, Ricardo “You have to understand,” adds Now ready and fitted with the 600 bhp chief designer on the original JCB444 Penny, “that this is a bespoke fuel units, the car was dispatched to RAF programme, remembered that one of system and there is nothing like it Wittering airbase along with half the the very first development prototypes anywhere in the world. Fitted with a engine team, the other half remaining of the JCB444 engine had been conventional common rail system, an to continue engine building. Four produced with just such a crankshaft engine like this would produce no weeks’ UK vehicle testing had been and was on display at JCB more than 300 bhp. In layman’s terms, planned, but the enormous challenge headquarters. Swiftly requisitioned by this one has very large holes through presented by raising the power output the Dieselmax team, it was rushed to which the fuel travels, so controlling of the JCB444-LSR engines by 600 per Ricardo and stripped, allowing Matt the flow is very difficult.” cent and building a bespoke Beasley’s team to run the first engine From February through to May streamliner vehicle had nibbled away test on October 18th at 10 am. 2006, with the record attempt looming at the schedule, leaving the Dieselmax The engine was initially run in August, a significant development team with just 14 days to complete the vertically installed, with the original effort went into refining the design of task. Furthermore, the test criteria wet sump; no attempt was made at the near-horizontally installed, dry were tough: reaching 200 mph on the this stage to produce any serious sump version of the JCB444-LSR land 1.7 mile course, a speed equivalent to power figures. Capacity had been speed record engine. When pushing the world’s fastest roadgoing increased from 4.4 litres to 4.8 litres the limits of performance into territory supercars. and, by November, the unit was that no other engine developer has Inevitably these first shakedown producing 680 bhp against the target ever previously explored, some tests brought with them some serious of 750 bhp. Understandably, the mood component failures are to be expected challenges. The synchronised within the Ricardo team was buoyant. and are an inevitable part of the transmission shifting systems decided “We were limited by the learning and development process, not to co-operate with one another common rail fuel pumps enabling subsequent prototypes to and triggered engine shutdown, while available at the time,” achieve better durability and greater the ice-based cooling system needed recalls Beasley. “These performance. By May the fuel system fine tuning. But the biggest challenge had lower capacity than was further developed and the first of all came when both water and oil those intended for the stage engine configuration frozen at were discovered in the exhaust. final build, but the 600 bhp. It was this specification that Beasley sums up the seriousness of would ultimately run in the early the dilemma in a mastery of vehicle tests and take the Bonneville understatement, remarking, speed record. By the end of June, both “normally, this is a very bad thing for of the 600 bhp Bonneville speed the engine.” record engines were complete and Despite pressure to change the ready for installation in the vehicle. engine, Beasley resisted; the amount of work would have been too great. Instead, the team spent a day and night investigating and eventually discovered a failed injector seal and

12 RICARDO QUARTERLYREVIEW • Q4, 2006 Dr Tim Leverton JCB engineering director “The outcome of this project has a significant influence on the application of diesel engines and our own range in particular. The increase in power means the break point at which a six-cylinder engine becomes necessary has risen – and this clearly has major commercial a water injection system malfunction. fitted to the vehicle for the implications. The compact power unit Diesel injectors are precision international speed record attempt. By gives us more scope in terms of the components normally assembled in the end of July the land speed record type of vehicles we can design. near-surgical conditions, but this engines were complete, having been “We could not have completed this option was not open to Beasley. sealed by the FIA flowing verification project without Ricardo. We do not Instead he decided to strip and of the bore and stroke. have the tools, the people or the reassemble the injector in situ, know-how. This project was really an working in a tent on the airfield, at two The legendary Bonneville Salt Flats extension of the working relationship in the morning. It may have been The team, plus the car, arrived at we already had with Ricardo unconventional but it worked, and the Wendover airfield near Utah’s following the development of the Wittering tests not only yielded a Bonneville Salt Flats on the Sunday. production 444 engine. To succeed in maximum speed of 201 mph but the The team had planned to use Speed this kind of venture you simply need engine team was also able to sign off Week as a final test of the vehicle enough hours and the right guys; all of the 60 items they had been specification before attempting to take Ricardo has the right guys and they monitoring. Some boost lag had been the international record one week are a highly motivated and dedicated evident but not critical. later. A comprehensive risk analysis of team. I didn’t expect to achieve this In parallel with the Wittering tests, the car and engines was used to in a one year programme.” part of the team continued to work at determine the approach to be taken Ricardo on the development of the throughout this period so that the final final specification of the engines. On development time at Bonneville – the Wing Commander July 17 the announcement was made only place that the vehicle could Andy Green driver that the 750 bhp power target had ultimately be tested in the “It was a classic been achieved and attention was environment of the record attempt – record car turned to the preparation of the two could be used to best effect. experience but FIA-sealed engines which would be By the Thursday before the start of the diesel Speed Week the team had re- engine made it assembled the car, made the first unique. shakedown runs and noticed an Sluggish at slow speed, when it increase in turbo lag due to the high suddenly came onto boost the car altitude. The first run on the salt on would just take off. The left foot brake Saturday afternoon revealed that technique we developed to overcome something more than minor the boost problem at high altitudes recalibrations would be needed. produced far better acceleration than Because of the car’s layout, the we experienced, even during the UK exhaust system of the rear tests. In the end, the car ended up engine is longer than being so fast at the top end that it outstripped all expectations. “Although Matt Beasley and his team are used to working in a more controlled environment, they reacted to the pressures of a land speed record attempt superbly well and evolved into a true, land speed record engineering team. In Matt Beasley I had my ‘man of the match’ and thereafter he became known as ‘Max Diesel.’ He showed great leadership and engineering development work under intense team, company and media pressure, and indeed the scrutiny of an international audience.”

Q4, 2006 • RICARDO QUARTERLYREVIEW 13 JCB Dieselmax

ENGINES - before and after

Specification JCB 444-TCA JCB 444-LSR Power 125 hp 750 hp PeakTorque 525 Nm 1500 Nm Rated Speed 2200 rpm 3800 rpm Bore 103 mm 109 mm Stroke 132 mm 134 mm Swept Volume 4.4 lit 5.0 lit Boost 2.2 bar abs 6.0 bar abs Air Flow 550 kg/hr 3655 kg/hr Fuelling 79 mg/injection 356 mg/injection Cooling 3.9 lit/sec 8.0 lit/sec Lubrication 55 lit/min 110 lit/min Engine Mass 470 kg 395 kg

The JCB444-LSR engine points to future diesel trends

n addition to diesel particulate I filters, the JCB Dieselmax includes that of the front and, since the air induction manifolds of the two technologies such as two-stage inter- pressure is some 15 per cent lower at engines to equalise the pressure on cooled turbo-charging, high pressure Bonneville than Wittering, the front the air side of the turbos. They worked and a low compression engine turbo was boosting two to through the night on this solution but ratio, low temperature combustion three seconds before the rear. With the in parallel, they also developed a system. All of these technologies are front engine doing all the work and novel run strategy which mirrored the being developed by Ricardo for with no load on the rear engine, its way in which the JCB444-LSR engines application on the high performance, turbos simply refused to come onto were tested at Ricardo – initially ultra-low boost at all. applying load at low speed to raise the emissions Saturday August 12th, the first day exhaust temperature before allowing diesel of Speed Week, yielded a peak speed the engine to go onto boost. While this vehicles of of only 163 mph before the team ran is done in the test cell through the future. out of time on the salt. Sunday was applying load through the The even more frustrating when, after a dynamometer, the same could be successful three-hour wait to get a run, they were achieved by applying the brake under achievement still unable to solve the boost power during the early stages of a of the problem. On Monday 14th they record run. international achieved 226 mph on the salt but still diesel land could not encourage the rear engine speed record to boost. “226mph was not bad,” says follows two Beasley, “considering the front engine key Ricardo diesel announcements – was doing all the work.” To overcome firstly, that Ricardo is working with a this situation he decided to reduce the leading global automaker to fuelling of the front engine in first demonstrate technologies capable of gear, giving the rear engine a chance achieving the world’s cleanest diesel to catch up. But when they returned to exhaust emissions standard (US Tier the salt on Tuesday, the problem II / Bin 2); and, secondly, the roll-out reversed and the front engine failed to in June of the Efficient-C hybrid boost. diesel demonstrator vehicle boasting one of the world’s most energy- Balance pipe solves boost problem efficient powertrains. In order to resolve this issue once and for all, Beasley and his team decided to fit a balance pipe between the

14 RICARDO QUARTERLYREVIEW • Q4, 2006 two engines at the time, was not yet at full boost and still in not sixth, so everyone gained confidence for the world record attempt,” says Beasley.

The world record beckons Now for the big one: the official FIA land speed record for diesel cars. With Speed Week over, the team returned to Wendover in order to fit the 750 bhp engines for the attempt. “There was some pressure to leave well alone, to leave the existing engines in place now we had them sorted, but I knew they had done their allotted work,” recalls Beasley. Yet when running the new engines for the first time on the Monday morning, a fuel pump oil seal failed, causing further delays. At dusk there was just time for a few test runs on the airfield runway. Returning to the salt on Tuesday, they prepared for the first record run and the car was ready on the start line before dawn. Green left the line, Thermal FE analysis pushed by the JCB Fastrac as usual, was used to optimise on what looked like a promising start. piston design (far left); first Then, just 1.5 miles into the first run, FIA-sealed engine (above) disaster struck and the Dieselmax coasted to a halt, Green reporting a ‘total power failure’ over the radio. As Wednesday and all engine and vehicle it turned out, a chafed wire beneath morning dawned development issues resolved, the the dashboard had killed the electrical and the modified Dieselmax performed exactly as systems. Dieselmax made six runs at Wendover intended, achieving a measured mile With the fault repaired, they tried airport with driver Andy Green using speed of 308 mph. again. The first run average was the new ‘left foot brake’ technique to On Friday, in the cool of the early 324.265 mph, despite the engines raise the exhaust temperatures to over morning, they returned to make the overheating and the power being 400 degrees Centigrade. It was one of second run and Andy Green automatically reduced by a fifth. On those Eureka moments as both comfortably averaged 325 mph, the return run, made with just 11 engines came cleanly onto boost for setting a new Bonneville record of minutes to spare before the one hour the first time since the car had been 317.021 mph. The Dieselmax had run at Wittering: the machine become the fastest ever diesel to run Andy Green prepares for the record attempt accelerated as never before. at Bonneville but, unbeknown to (left), the Dieselmax is loaded into its Maddeningly, though, strong cross- outsiders, Green had missed the mile transporter at Wendover ready to go to the salt winds prevented a run on the salt that marker and hit 350 mph beyond the (right), and JCB chairman Sir Anthony Bamford afternoon. By Thursday afternoon, measured mile. “The car was congratulates Matt Beasley of Ricardo on however, with good salt conditions developing just over 1000 bhp from its taking the FIA record (centre)

Q4, 2006 • RICARDO QUARTERLYREVIEW 15 JCB Dieselmax

cut-off, Green averaged 333.364 mph, raised the record to 350.092 mph, Land speed record rules giving a two-way average of 328.767 exactly what the team had set out to mph and setting a new international achieve. “But the car had not used record in the process. The team were sixth gear, full power or even ecstatic. “Andy ran to the 330 mph maximum revs. It was pulling 3700 target but the speed climbed to 345 rpm, developing 1250 bhp and was mph. He backed off, but inadvertently still accelerating,” says Beasley. “This hit the exhaust brake when he did so, car has the potential to go a lot faster decelerating the car by some 20 mph,” and our calculations show that it says Beasley. It was a fantastic result could achieve almost 400 mph at full but the decision was taken to return power if it was fitted with the the following day and attempt to raise appropriate tyres – but that is, of the bar still higher. course, a call that can only be made The team duly returned again on by JCB.” Wednesday, still weary following a Most importantly, the team not only late night spent modifying the cooling succeeded in all its objectives but also circuit on the front engine. At 7.39 am did so within what was an Green pointed the streamliner’s long unprecedentedly demanding nose towards Bonneville’s famous timescale, even by the standards of Floating Mountain and began his run. motorsport. As Penny sums up: “This o be officially recognised as a This time the strategy for dealing with initiative has served to demonstrate Tworld record by the FIA, the turbo lag worked a little too well the ultimate performance that can be motorsport’s governing body, a land and Green averaged a staggering achieved from a diesel engine and at speed record attempt must be 365.779 mph using only 1250 bhp and the same time the very robust conducted over a measured still only in fifth gear. “This time the architecture of the production JCB444 distance (usually a mile or a turnaround was really slick,” recalls engine from which the JCB444-LSR kilometre) driven once in each Beasley. “We got the pre-heaters on has been developed by Ricardo. This direction. The turnaround, including because the cooling mods had worked has been an exceptionally demanding any refuelling or replenishments, better than planned -- but even so, the programme for us but the team has must be achieved such that the front engine was too cool and it took delivered the engine and vehicle to vehicle leaves the measured Andy a mile to get it on boost on the time and to the required performance distance for the second time within return run.” under very challenging circumstances. an hour of entering it on the first “Andy decided to stick with it, “Most critically of all, though,” run. The official record speed is slowing the car then bringing it back stresses Penny, “Dieselmax calculated from the average of the onto the target temperature on the demonstrates many of the advanced time taken to pass through the brakes. When he released the brakes engineering technologies which measured distance in either the car just flew and we got our Ricardo is developing in order to make direction, rather than the average of 335.695 mph run,” crowed Beasley. the vehicles of tomorrow more energy the quoted speeds of the two timed Despite his annoyance at the efficient and less polluting.” runs. The Southern California Timing interrupted second run, Green had Association rules for the Bonneville course record require two runs in The JCB Dieselmax team celebrates taking the FIA international diesel land speed record, the same direction, carried out on including Ricardo core team members Ian Penny, Matt Beasley, Jon Oakey, Richard Cornwell, Chris successive days. Ward, Mark Guy, Mike Charman, Geoff Lattimer, Ron Jones, Nick Bailey, Richard King, Eric White, Richard Penning and James Harrington

16 RICARDO QUARTERLYREVIEW • Q4, 2006 Chinese Outsourcing

Preparing the organisation for China sourcing

discrepancy in terms of results being Throughout the auto industry, the current buzz is achieved. The obvious question then low cost country sourcing. Yet, says Andy Chien of presents itself: what differentiates organizations with effectively run, top Ricardo Strategic Consulting, many western performing China sourcing operations automakers are failing to benefit fully because they when compared with their less effective peers? cling to outdated logistics models, they do not specify Based on our experience, here are components properly and they fail to keep track of a some practical observations on key success factors behind successful rapidly developing supplier base China sourcing operations.

or reasons that span the range off-highway manufacturers, whether 1. Change management from content localisation to standalone groups in purchasing or Organisationally, many internal Freducing total cost, increased embedded as part of the company’s groups have reasons to doubt or block direct materials sourcing from low local operations. While many suppliers the success of China sourcing efforts. cost countries is a key strategic have chosen to go the JV route in Common reasons range from natural initiative for most OEMs and setting up partnerships with local scepticism and risk aversion to the suppliers. China in particular is the companies as a part of their China perception that globally sourcing from country that has been attracting the localisation strategy, this option is the most competitive economic most attention over the last decade – often not the correct choice in regions inevitably means trading off thanks to its dual promise of providing procuring many of the more quality for cost. large pools of workers and a quickly commoditised components that are Most successful efforts include a modernizing infrastructure coupled readily available from many sources China sourcing organisation that has with being the largest single around the world. partially or fully dedicated purchasing, consumer market in the world. In When done correctly, sourcing from logistics, supplier development and 2005, over $30 bn worth of automotive China results in high quality parts that engineering functional resources and truck components were produced have a net 20 per cent to 45 per cent assigned to them. This group will have in China, and this figure is expected to reduction on a total cost basis. Despite the necessary capability and ability to rise to nearly $60 bn by 2009. the emphasis on having dedicated collect data to help overcome Active China sourcing groups are a resources in place to support China roadblocks and the natural bumps and fixture at most automotive, truck and sourcing activities, there is quite a hiccups involved with such a large

Q4, 2006 • RICARDO QUARTERLYREVIEW 17 Chinese Outsourcing

cultural and structural shift. How long will ‘low cost’ be low cost? Proper management oversight of China sourcing activities also plays an important role in negotiating the GDP per capita change management element of China sourcing. For cases where Selected countries included in each category: $30K+ 1: US, Canada, Germany & UK unsuccessful market tests were made, 2: Spain, South Korea, Hungary & Portugal it is important to audit the process to 3: Poland, Mexico, Brazil & Turkey find out why the market test was 4: China, India, Indonesia & Vietnam unsuccessful: often, flawed execution $16 – $26K in identifying, cultivating and obtaining quotes turns out to be the $8K – $14K reason, rather than a lack of supplier competitiveness compared to the $3 – $7K incumbent.

2.Tacit knowledge gaps Category 1 Category 2 Category 3 Category 4 Suppliers in China and other low cost Source: The World Factbook, CIA, 2006 countries of supply are still rapidly maturing and many do not yet have Manufacturing labour cost varies significantly across nations. In direct first-hand export experience. industrialised nations like the US, Canada and western Europe, the labour Furthermore, export requirements are cost is $15 – 20 per hour, which is significantly higher than that in typically more complex than those for developing nations like Mexico ($4 - 6 per hour) and China ($2 per hour). local domestic consumption. The key Within developing countries, there is also a range of labour cost primarily to avoiding misunderstandings that driven primarily by GDP per capita. cause misquotes, production approval Standard of living correlates fairly well with the Gross Domestic Product delays and start-up issues is the (GDP) per capita. In 2005, US, Canada and western Europe had a GDP per consistent application of purchasing, capita of over $30,000, compared to developing nations like China, India engineering and supplier development and Vietnam where the GDP per capita ranged from $2800 to $7000. resources to help bridge the new

9.9% suppliers’ shortcomings in tacit GDP growth rate 8.4% knowledge – the experience that 7. 6 % 5.6% 5.6% traditional OEM suppliers have 3.9% 4.1% developed over decades of servicing 3.5% 3.4% 3.2% 2.9% 3.0% 2.4% 1.8% automotive OEMs. 0.9% 0.3% A key obstacle is that the requirements for many components India Brazil Spain China Turkey Poland Mexico Canada are not fully specified, particularly Portugal Vietnam Hungary Germany Indonesia

South Korea South when it comes to machining and United States

United Kingdom finishing operations. Over the years, Source: The World Factbook, CIA, 2006 the current incumbent supply base has built up this knowledge, which GDP growth rate among nations with an typically is not documented on industrial work force is a good indicator drawings or specifications yet is of how long a country will remain low essential for a functional part. A good cost. Even though Portugal and South portion of the up-front preparatory Korea have similar GDP per capita work needs to be spent ensuring that ($19,300 and $20,400 respectively in all of the product and process 2005), it is expected that Portugal’s requirements are understood and labour cost will remain unchanged in formally codified. the near future as a result of a smaller GDP growth rate (0.3 per cent). On the 3. Recognition of rapidly evolving other hand, South Korea’s moderate supply market dynamics growth of 3.9 per cent may make it uncompetitive compared to Portugal Buyers and engineers often make the and other medium cost countries in the next five to ten years. In 2005, mistake of assuming a relatively static China, India and Vietnam had relatively higher GDP growth rates (7.6 per supplier footprint in the Chinese cent to 9.9 per cent). But since the GDP per capita in each of these countries market. While this is not true, even in is significantly lower than in developed economies, it is likely that China, developed regions, the pace of change India, and Vietnam will continue to remain low cost for the next few is even more accelerated in China. decades. Whereas three to five years may be an As some of the developing nations transition from low to medium cost appropriate refresh frequency to manufacturing destinations, focus on non-labour related factors such as survey the supplier market in improved logistics networks and increased emphasis on more value-added developed regions, 18 to 24 months is services (e.g. design and development as opposed to manufacturing to a more appropriate timeframe for print) can help them maintain their competitive edge. China. The implication of this rapidly

18 RICARDO QUARTERLYREVIEW • Q4, 2006 Joint ventures in China: Behr signs an However, these metrics often tend to suppliers that have the equivalent agreement; Bosch electronics factory; Bosch drive sub-optimal decision-making. As capability to the global supplier, yet equipment is checked an example, at one powertrain OEM, which offer considerably greater cost in order to promote sourcing from savings. A significant portion of changing market is that China and other low cost countries, current China sourcing efforts revolve preconceptions in terms of local the major metric is percentage of total around sourcing the Chinese supplier capability often become purchases sourced out of low cost operations of global multi-nationals, rapidly outdated. As a result, OEMs countries. This has led to decisions but this only achieves half of the often miss out on the ability to where components are being moved possible benefits. leverage new suppliers in commodity from current suppliers to suppliers areas that in the recent past had no located in low cost regions where the 7. Common internal standards capable suppliers. For instance, from total piece cost is only pennies less A common area which is essential for 2000 to 2005, the number of Chinese than the original supplier cost. the success of China sourcing, yet suppliers has increased nearly ten- Also, functional metrics drive sub- which is a common stumbling block fold from a few hundred to nearly optimisation and conflicting for most large OEMs, is the fact that 5000. objectives. At a large global heavy reliance and trust has to be automotive OEM the logistics function placed on local in-country resources to 4. Logistics sensitivity bottleneck is being measured on achieving do the proper due diligence in Not surprisingly, one of the major cost reduced year-over-year logistics costs identifying, evaluating, and selecting drivers behind whether or not a while purchasing is being measured the proper suppliers. component is suitable for China on lowest piece cost, but neither Simply setting up an operation in sourcing is total landed cost. Despite function is measured on lowest total China is not sufficient. If this trust does this, the logistics models that are cost. The end goal – lowest total costs not exist, not only is there duplication typically used are extremely complex – frequently comes into conflict with of resources, but most of the savings and not suitable for rapid turnaround. trying to simultaneously achieve are lost by flying personnel As a result, logistics calculations often lowest piece cost and lowest logistics internationally to double-check the become a bottleneck in the cost – especially when sourcing from work that the in-country resources development of business cases. Often, China is considered. A key success have performed. A key enabler to logistics estimates are made with factor for an effective China sourcing avoid this situation is the development gross errors in some basic programme is the correct set of and internalisation of a common set of assumptions like part orientation, metrics, both from an overall standards and expectations nesting, pack density or secondary standpoint and at a functional level to throughout the organisation, and tertiary packaging (especially if an drive the best overall decision for the regardless of where in the world they intermediate warehousing/repack business. are located. Common training and operation occurs after the parts arrive recruiting standards are the primary at the port of entry). 6. Differentiating between multi- elements to build the foundation for The overall business case sensitivity nationals with Chinese operations and common standards and trust. to logistics costs and incorrect local Chinese suppliers China sourcing is not either the logistics assumptions leads to the In most cases localisation and lowest panacea or the flavour of the month perpetuation of the belief that logistics total cost are aligned, except in the activity, but rather a valuable costs typically outweigh the savings case of selecting multi-national complement in the tools that world achieved from Chinese suppliers. suppliers that have Chinese operations class OEMs and suppliers use in their However this ignores the reality that as a source versus selecting a locally- chase to continually improve their cost components ranging from sheet metal owned supplier to provide these same base even as overall vehicle content stampings to castings and entire parts. While in either case the and refinement continue to rise. Each vehicles are currently already being localisation goal is achieved, what is successful launch is one more win that shipped from Asia to the US in a cost given up is most of the cost savings can be used to dispel the myths effective fashion. associated with moving to a Chinese surrounding savings being consumed source for the OEM. by quality issues and other hidden 5. Aligned organisational metrics Most global suppliers have adopted costs. The practical considerations All organizations, particularly larger a global pricing strategy for the highlighted above will transform an ones, utilise an elaborate set of components they supply, regardless of organisation’s China sourcing efforts functional metrics to drive the right the point of manufacture. The most into a more effective strategic tool to type of organisational behaviour. desirable outcome is to identify local manage total costs.

Q4, 2006 • RICARDO QUARTERLYREVIEW 19 Efficient-C

99g/km CO2

A UK government challenge to produce a C-segment vehicle with CO2 emissions of less than 100 g/km has seen Ricardo team up with PSA Peugeot Citroën and QinetiQ to develop an innovative diesel full-hybrid. Tony Lewin reports on a highly successful programme that exceeded all targets and which points the way to future volume-market powertrain thinking

20 RICARDO QUARTERLYREVIEW • Q4, 2006 he diesel engine is universally Flats in Utah in August, raising the bar absolute energy efficiency. Air acknowledged as the most to over 350 mph. conditioning, steering, braking and Tefficient internal combustion Yet it is with low numbers for CO2 even the engine cooling circuits were engine in widespread land transport that the diesel is still primarily all to be rethought along energy- use. It can demonstrate its efficiency in associated: here’s where the diesel’s saving lines – and of course the a variety of ways – hauling 40 tonne inbuilt efficiency can be exploited to powertrain, where the major gains payloads across continents, wafting maximum effect to generate fuel stood to be made, would come in for busy executives along hectic Autobahns economy figures that just a decade ago the biggest engineering effort of all. at 200 km/h or, more recently and at the would have been dismissed as wishful By now the responsibilities of the other end of the power scale, winning science fiction thinking. But while the three technical partners had been the gruelling by a diesel is unrivalled as a near-perfect more formally defined, with PSA handsome margin. power source for everyday running, Peugeot Citroën contributing its More recently still, JCB and Ricardo even the most efficient of power units expertise in diesel engines, stop-start demonstrated the most extreme will be wasting energy if it is asked to systems and hybrid componentry and application of the diesel’s inherent operate outside its optimum regime or QinetiQ exploiting its military performance potential when the 1500 if it continues running when it is not experience to provide the high voltage horsepower Dieselmax streamliner needed to accelerate the vehicle or network and advanced battery took the world land speed record for maintain its speed. systems. Ricardo, as project leader, diesel-powered cars at Bonneville Salt That’s why, when the UK took on the hybrid control strategy as government’s Department for well as the key responsibility for Transport issued its Ultra Low Carbon overall vehicle integration. Car Challenge (ULCCC) to the auto However there was one surprise industry in 2003, Ricardo was quick to when the project went public in early propose a diesel-fuelled full-hybrid. 2004: the choice of the very roomy but Only this combination of a peak- relatively utilitarian and unstreamlined efficiency engine with a truly Citroën Berlingo compact MPV as the optimised system of energy demonstrator vehicle. management would ensure that the “The choice was deliberate,” said demanding target of 100 g/km CO2 project leader Dave Greenwood. “The emissions could be achieved, Berlingo uses the same engine reasoned the Ricardo team. packages as the mainstream Peugeot Considering that that target had to be and Citroën hatchbacks, so the met on a C-class medium sized car technology is transferable. By going meeting market-competitive for 99 g/km CO2 in the bulkier performance criteria and with no loss Berlingo, we know this will translate of comfort or amenity, the challenge into under 90 g/km in a more was indeed a daunting one. aerodynamically efficient vehicle such Teaming up with industry as the Peugeot 307 or Citroën C4. We benchmark diesel engine producers also want to show that the technology PSA Peugeot Citroën and energy can be applied to a basic family car storage specialists QinetiQ, the and that it does not require advanced Ricardo consortium – which had by streamlined carbon-fibre bodywork or this time acquired the name Efficient-C any limiting of practical utility.” – was awarded the £3 million programme to go ahead and develop Breakthrough in CO2 emissions a demonstrator vehicle for the new Robert Peugeot, vice president of hundred-gram technology; Ricardo innovation and quality at PSA, chief engineer David Greenwood was underlines the seriousness of the appointed project leader, and work situation and the need for a step- began in February 2004. change in the control of CO2 emissions: “We are extremely Efficient-C’s target: 3.75 litres per 100 km concerned over the medium and long- In a way, the name says it all. With C term evolution of CO2 emissions and standing for the element carbon as new technology is one part of the well as the C segment in which the solution,” he told an audience of eventual production car would stakeholders and press at the compete, the design demanded presentation of the Efficient-C project. maximum efficiency in every aspect of M. Peugeot speaks with unparalleled its engineering if it was to achieve the authority on the matter: PSA has a 30 necessary step-change improvement per cent European market share of in fuel consumption, and thus CO2 and vehicles emitting under 120 g/km CO2, greenhouse gas emissions. while in the under 110 g/km banding Chasing a saving of almost one third its share is 60 per cent. “The work over 2003-era models meant that no carried out with our partners in the system on the vehicle would be Efficient-C programme shows that immune from scrutiny in the quest for remarkable performance can be

Q4, 2006 • RICARDO QUARTERLYREVIEW 21 Efficient-C

delivered by means of hybridisation of conceived to maximise commonality motor generator so as to allow a base vehicle fitted with an HDi with non-hybrid variants and to independent electric operation without engine,” added M. Peugeot. minimise the likely cost of production, the diesel engine running. This is a view strongly supported by another of the Challenge’s stipulations. Unusually for a hybrid, Efficient-C Greenwood: “I think that diesel Where the consortium chose to depart has a separate 12 volt starter- hybridisation is the only currently from the specifications, however, was generator for firing up the diesel available technology-based solution when early simulations had shown that engine, rather than relying on the capable of bringing a significant the concept could improve significantly integrated electric machine as on breakthrough in terms of consumption on the stipulated performance threshold gasoline hybrids. “It’s for refinement,” and CO2 emissions in the European of 0-100 km/h acceleration in a says Greenwood. “Because of the market.” maximum of 16 seconds. diesel’s higher compression ratio, the “We believed we could improve upon main electric machine could not restart Programme definition the Challenge’s acceleration target and the combustion engine without the Though the UK government’s that 0-100 km/h in less than 13 seconds passengers noticing: with the separate challenge did not specifically require was achievable, together with a top starter we can restart the engine while it, Ricardo and its partners decided at speed of at least 150 km/h,” said it is decoupled from the electric drive an early stage that the base concept Greenwood. “The decision was also system, then seamlessly blend the two should be expanded to provide the made to fit a diesel particulate filter in power sources .” useful additional benefit of zero- order to reduce particulate emissions to The electrical drive architecture is emission pure electric operation for a barely measurable level.” completed by a DC/DC converter and sensitive city centres. By now the Efficient-C architecture an advanced lithium-ion battery, “For this reason we selected a diesel had become finalised. A five-speed located under the luggage full-hybrid,” said Greenwood. “We chose automated manual transmission was compartment floor; the 288 volt array a 1.6 litre HDi engine, almost identical to chosen as the most efficient means of is managed by an efficient control the standard unit in the Berlingo, as our keeping the engine in its optimum system monitoring everything from starting point, and linked it to a 288 volt, operating regime, while the electro- state of charge to temperature to 23 kW motor generator. “ hydraulic clutch was positioned ensure maximum performance and Right from the start, the concept was between the engine and the electric life expectancy.

“The work carried out with our partners in the Efficient-C programme shows that remarkable performance can be delivered by means of hybridisation of a base vehicle fitted with an HDi engine” Robert Peugeot, vice president of innovation and quality at PSA

22 RICARDO QUARTERLYREVIEW • Q4, 2006 DC/DC Converter

12V Battery

Automated Manual Tr ansmission

Inverter for main E-Machine

Main E-Machine

Li-Ion Battery High-Voltage Junction and Starter/ Fuse Box Generator 1.6L HDi Inverter Diesel Engine

Starter/Generator Electric A/C Compressor

Power electronics package neatly around the Innovative control strategy Greenwood. “That’s why we don’t run largely standard 1.6 HDi engine (left); even Overseeing the operation of almost the engine in the non-efficient areas of floor lockers (below) come in useful for every system on board, including the its operating map.” Ricardo rCube controller; lithium-ion battery all-important management of current As a result, Ricardo’s map (see page pack is housed in the boot floor flows and energy recuperation, is an 24) of a typical mid-sized diesel’s fuel advanced supervisory control system efficiency shows three distinct areas of based on Ricardo’s rCube prototype operation: the traditional broad speed- controller. load area required for the standard “Almost half our total project effort MVEG consumption and emissions went into this control system,” says cycle, a smaller island of peak diesel Greenwood. “The aim is the seamless efficiency within this area, and a integration of all systems and distinct no-go zone at light load and functions. We have five CAN networks low rpm where electric rather than – most cars have one or two – and internal combustion power is called there are six additional for. microprocessors.” What is innovative on the Efficient-C More than 70 MB of bespoke control map, however, is a large blue arrow code were written for the project, says linking the top end of the no-entry Greenwood. This compares with less zone with the heart of the diesel peak- than 40 MB for most cars. efficiency island. Dave Greenwood The substantial built-in electronic explains: capacity allowed the project engineers “What we’re doing here is to implement many innovative increasing the load on the diesel powertrain control strategies, engine so as to move it into the most including no fewer than six different efficient portion of it’s map. We do this operating modes. It is the task of this by generating current and storing it for control system to interpret the driver’s later use.” demands and respond to them in the In this way, Efficient-C is able to globally most effective manner. score an effective win-win, keeping Underlying all the thinking, the diesel engine in its sweet spot however, is the golden rule that the while also generating current in the diesel engine must only be run when most efficient way possible. it makes sense from an energy- efficiency point of view. Six modes of operation “Diesel engines are most efficient at Besides the innovative efficiency- roughly one-third speed and two- boosting mode just described, thirds of the rated torque,” explains Efficient-C can also operate in five

Q4, 2006 • RICARDO QUARTERLYREVIEW 23 Efficient-C

machine draws power from the stationary for a substantial period with Ultra Low Carbon Car battery to send additional torque to current-consuming functions such as Challenge – targets the wheels. In contrast, for low-speed lights, wipers, air conditioning and • Five-door C-segment family car urban driving and for pull-away from audio in continuous operation, sees • Better than 100 g/km CO2 rest, electric operation is much more the diesel engine fire up and connect • Equal or better range than efficient: accordingly, the diesel engine directly to the generator for a short standard model remains stopped and the battery time to keep the battery topped up to • Standard pump-grade fuel powers the motor-generator directly. the appropriate level. This does not • Euro 4 emissions compliant With the vehicle slowing from happen very frequently: the battery • 0-100 km/h acceleration in under speed, the diesel engine is capacity is such that these electric 16 seconds automatically shut down and the loads can be supported for around 20 • No compromise on comfort, motor-generator captures the vehicle’s minutes before the top-up is needed. space or functionality kinetic energy and stores the Across all six of these modes the • Suitable for mass production regenerated current in the battery for low-temperature cooling circuits are • Affordable in volume production able to protect the Typical Fuel Efficiency Map motor and power Mid-sized diesel engine electronics from Programme achievements overheating, while • All ULCCC targets met or exceeded Area of Best the DC/DC • 30 per cent improvement in fuel Engine Efficiency converter enables consumption and CO2 emissions the 288 volt motor relative to current state of the art generator to diesel vehicle provide a more • Better than Euro 4 emissions efficient 12 volt • Includes particulate filter supply than would • Zero emissions operating mode Conventional Area of have been • Uncompromised performance, Operation on MVEG Cycle possible via a

comfort and space Engine Torque conventional 12 • Estimated additional cost around volt generator. £3000 over conventional vehicle Use motor, not This is especially engine to deliver this important, given the electrical load Technical specifications represented by • 1.6 litre HDi engine: 92 hp at Engine Speed such key functions 4000 rpm such as the 12 volt • Electric motor: permanent magnet When the engine nears ‘no-entry’ area at low speed and load, the electro-hydraulic synchronous, 23 kW peak power, innovative control system forces it upwards (blue arrow) to a more power steering 130 Nm torque efficient point by generating electricity and the electric • Transmission: five-speed vacuum pump for automated manual, electro- later use. “When the driver lifts off the the brakes. Since it draws up to 6 kW, hydraulic clutch throttle,” says Greenwood, “we shut the air conditioning compressor is • Brakes: combination of electrical down the engine and perform light powered at 288 volt as it is far more regenerative and conventional regenerative braking to replicate the efficient to supply this at high voltage hydraulic engine braking effect. When the brakes and low current. • Fuel tank: 60 litres are pressed we increase the amount of • Kerb weight: 1374 kg regenerative braking until the capacity Mission accomplished; mission of the motor is saturated, and only exceeded then do we engage the foundation With the modesty typical of a other different ways, the controller hydraulic brakes. In this way, during confident, dedicated engineer, Dave system switching the vehicle normal city driving almost all braking Greenwood confirms that all the seamlessly between modes without is done electrically.” targets of the Ultra Low Carbon Car the driver or passenger being The final mode, designed to cope Challenge were met or exceeded. conscious of the change. The only with the reality of dense contemporary “We achieved a 30 per cent driver-selected mode is that of electric- traffic where the vehicle may be improvement in overall consumption only drive for zero-emission city zones. Under steady cruise conditions, the Key performance indicators conventional IC mode is most likely to Berlingo Multispace Efficient-C be invoked. With the diesel engine Maximum speed 158 km/h 171 km/h driving the wheels directly, the 0-100 km/h 14.8 sec 13.4 sec automated transmission is responsible 80-120 km/h 17.9 sec 12.3 sec for ensuring the powertrain is always Fuel consumption, urban 6.7 lit/100 km 3.7 lit/100 km in the right gear. Extra-urban 4.7 lit/100 km 4.0 lit/100 km For hard acceleration, where greater Combined 5.4 lit/100 km 3.75 lit/100 km torque is required than the diesel CO2 emissions 143 g/km 99 g/km engine alone can supply, the electric

24 RICARDO QUARTERLYREVIEW • Q4, 2006 “We achieved a 30 percent improvement in overall consumption and CO2 emissions compared with the already highly efficient base HDi engine. This puts even the high roofline Berlingo into the 99 g/km CO2 bracket” Dave Greenwood, Ricardo chief engineer and CO2 emissions compared with the that has been the most consistent change their mind if suitable already highly efficient base HDi backer of the diesel hybrid concept. incentives were in place.” engine,” he affirms. “This puts even “The technical breakthrough is here,” Those incentives should not be the high roofline Berlingo into the 99 said Robert Peugeot at the project’s roll- technology-specific, he adds, but must g/km CO2 bracket.” out: “It’s here in front of us.” be geared directly to CO2 emissions Particularly impressive is the 45 per and be linear, rather than artificially cent fall in in-town consumption, The next frontier banded, in their application. “Then it’s confirming the effectiveness of the The next challenge, says M. Peugeot, our job, as an automaker, to set the hybrid system in stemming urban is to move from this project right products in front of the emissions. This figure is even experience to an affordable car. “Three customer.” computed with the battery charge thousand pounds (€4300) is clearly The success of the Efficient-C project state stable for continuous in-town too much for the customer to pay,” he in producing the world’s most energy- operation – and if the car drives into says, referring to his own engineers’ efficient C-segment five-door car and out of the town along a dual estimation of the likely extra cost of a demonstrates that the diesel hybrid is carriageway, the in-town performance hybrid C4 or 307 over the price of a indeed the most convincing CO2- is even better. conventional HDi diesel edition. “We reducing solution yet devised – the “We’ve managed a small have to work and do further research ‘right product’ so elegantly described improvement in performance, too,” he to progress from this prototype to put by M. Peugeot. All that now remains is says with some satisfaction. This an affordable car onto the market.” for those same engineers to apply makes Efficient-C a strong candidate “Customers are very pragmatic,” equal ingenuity to the perhaps tougher for the status of one of the world’s observes M. Peugeot. “They make the task of bringing the on-cost of diesel most efficient internal combustion final decision, and we find that they hybridisation down into the £1500 powertrains. are not prepared to pay for more than target zone that PSA has identified as Breaking down the 30 per cent a certain level of technology – though the extra amount the European efficiency improvement, Greenwood it might be possible to make them customer is prepared to pay. says 6 per cent of the total savings come from reduced rolling resistance How Efficient-C compares with leading and slightly improved aerodynamics, advanced technology vehicles 4 per cent is contributed by the engine stop-start system, 8 per cent by the VW 1 litre/100km Audi A2 TDI VW LUPO TDI Honda INSIGHT Honda CIVIC IMA Toyota PRIUS II Toyota PRIUS I Chrysler ESX3 optimisation of the engine’s operating Ford Prodigy GM Precept i-MoGen Diesel Mild Hybrid Golf Diesel Hybrid regime, and 12 per cent comes from Efficient-C Citroën C4 Hybride HDi the storage and re-use of regenerative 200 braking. 175

Compared with other advanced 150 technology vehicles, he says, Efficient-

C has class-leading powertrain (g/km) 125 2 efficiency. The current best-in-class 100 gasoline hybrid vehicle, the Toyota 75 Prius, notably emits slightly more tailpipe CO2, even though its energy CO Tailpipe 50 requirement in terms of mass, rolling 25 resistance and aerodynamic drag is 0 some 25 per cent less. 0 100 200 300 400 500 But perhaps the most significant Energy requirements for drive cycle (mass, drag, rolling loss) (kJ/km) endorsement comes from the company

Q4, 2006 • RICARDO QUARTERLYREVIEW 25 RQ Interview – Ulrich Walker

like the Roadster and Forfour, the Smart fortwo has been profitable. It’s maybe because of all [the years of] these negative discussions and questions of whether Smart has a future that the perception built up that Smart, even the Fortwo, couldn’t be profitable. The message that the Fortwo is losing money is wrong.

You will be launching the second- generation Smart next spring.What lessons have you learned from the current Smart? When you’ve got the basis, like we have today, you know what you can improve. We’ve been getting feedback from customers, from our sales people and from clinics, and we’re taking an especially close look at improving driving comfort and suspension. This is one of the reasons we’ve increased the wheelbase slightly. Then we looked specifically at the transmission issue, what we could improve to make the car smoother: we have re-engineered the SMART RESTART transmission with Getrag. Niki Lauda tested the car and said it was great. On Ulrich Walker faced tough decisions as Smart’s the safety side there are always things you can improve, and we re- incoming CEO, dropping three model lines and engineered the diesel engine – it can combining many functions with its parent, meet EU4 even without a particle filter. Mercedes-Benz. At the Paris show RQ reporters What about the gasoline models? We’ve got a totally new engine, which asked him how the new business model and the comes from Mitsubishi. It has higher new-generation Fortwo, to be unveiled in November, torque, more power and greater will restore Smart to profit flexibility. I understand there will be a turbo and a Is Smart back to being a one-product The common perception is that non-turbo.The old model was all turbo, company? Smart is losing money, but in your so will this enable you to offer the Yes, we are clearly back to one product. presentation you said that every entry-level Fortwo at a lower price? The Fortwo is the icon of the brand, a Smart Fortwo made money. Could you There are always discussions about the single product. But of course we have explain this? pricing. First of all, the message is that different versions of the engines, and Yes, each Fortwo makes a profitable we will not increase the price. different body styles – the coupé and contribution. Not the very first cars, of the convertible. We’ve also got ideas for course, but over the lifecycle it has Do you intend to make Smart a green alternative drive systems, so we end up made money – especially in the last brand? with a wide range of variations. years. If you exclude all the It’s part of the brand image. However, investments made for other products Smart is not only a green brand: we Will there be any other styles based on wanted to avoid this. Look at the cars the same platform, such as the outside [on the streets] – it’s a Crosstown concept you showed last Ulrich Walker joined the divisional combination. Many of the green year? board of management of the branded products are not lifestyle No, that’s not planned. For now our Mercedes Car Group and became products: everyone can see you’re focus is to not only achieve break-even president of Smart GmbH in driving a green product. But if you’re next year but to continue to improve October 2004. Prior to his driving a Smart, as well as being a profitability over the next years. appointment he spent four years lifestyle product it is also safe – and on the board of Mitsubishi Motor when you come to fuel consumption, So are too many variations bad for Corporation. He joined Daimler- if you’ve got the CDi engine, you’ve profitability? Benz from university in 1978, rising got CO2 of just 90 grammes. We’re the Yes. That was the problem in the past. to become head of Mercedes-Benz only carmaker fulfilling the Kyoto We had to invest a lot of money in new passenger car and truck servicing protocol. A purely green image products, but we hadn’t earned that worldwide in 1999. polarises too much – we see Smart as money beforehand. a sexy green car.

26 RICARDO QUARTERLYREVIEW • Q4, 2006 You are looking at various different alternative drivetrains for the new Smart.Which is the biggest priority? First and foremost, it must be economically feasible. With the electrically driven car we are doing a pilot study in London, and on the R&D side we are prepared for gas engines. Then we’ve got the opportunity for a micro-hybrid with the integrated starter-generator, and we also – theoretically, at least – have the possibility of a hybrid, knowing that this will require a high investment on the R&D side.

Which system is most likely to see production? The micro hybrid technique – that’s easy. A full hybrid would be too “We’re the only carmaker fulfilling the Kyoto expensive: we would only do it if it was economically feasible. At the moment it protocol. A purely green image polarises too makes no sense because our fuel much – we see Smart as a sexy green car” consumption is already quite low. The additional benefit you’re getting from a had experience with Smart. This is of dealerships we’re talking about two hybrid is excellent [in relative terms]: important, as our customers are very phases: 30 to 50 dealers in the first you save 15 per cent, but 15 per cent of loyal: here in France our loyalty is phase, and 60 to 80 in the second. The less than 5 litres is not as much as the roughly 70 per cent. We know that on second phase will be one or two years 15 percent of 15 litres you might get average our loyalty is higher than 40 in – it depends how the first phase from an SUV. per cent: this is much higher than the goes. Interestingly, enquires for average for the small car segment. dealerships have been ten times higher The new Smart business model than the number we needed. comes into effect with the new Fortwo. What about the costs side of the How many units do you have to sell equation? What is your target selling price for the annually to make it work? The good part of our story is that we Fortwo in the US? Firstly, we are not stating any expected have reduced the cost structure: fixed At the moment the official position is sales figures – but let me give you costs are down by 46 per cent, and that it will be below $15,000. We some indications. We are launching a material costs are down by 12 per cent. calculated it with a wide range of new product with no cars in stock [in exchange rates, and even with the dealers]. The current model is nearly You will launch in the US in the current 1.35 [dollar/euro] it will still be sold out. It’s the first time that we’ve beginning of 2008.What do you expect profitable. launched a second generation model, the volumes to be? which means that there are more than No official volumes have been It wasn’t long ago that DaimlerChrysler 750,000 customers who have already mentioned. But concerning the number announced that the Mercedes B-Class wasn’t going to the US because it couldn’t be profitable at the prevailing exchange rates.Why is Smart different? We have the advantage that we are unique: there are no real competitors [to the Fortwo]. The B-Class and also A- Class would always be directly related to competitors, meaning that they could only occupy a small price band.

Will you launch Smart into any new markets? Except the USA, there are none currently planned. But what we are doing is making use of the potential of New generation the markets we are already in, rather Fortwo (above) will than trying to conquer new markets. debut in 2007 to There are some of our 36 markets restore Smart to profit. where we don’t make use of the full Current model (right) is potential in the market yet. There it virtually sold out makes more sense to invest in those markets than in totally new ones.

Q4, 2006 • RICARDO QUARTERLYREVIEW 27 Ricardo News

Ricardo developing world-leading low CO2 SULEV diesel technology icardo has Rannounced a collaboration with a global manufacturer to lead to the demonstration of advanced diesel technologies capable of achieving US Super Ultra-Low Emission (SULEV) and Tier II Bin 2 requirements, currently both sea level and altitude compliance. Vectis CFD simulation showing spray, the toughest worldwide exhaust These advanced diesel technologies mixing and flamefront emissions standard. will be integrated into a vehicle equivalent gasoline products. The objective of this programme is capable of meeting the SULEV, Tier II Also, by applying a systems to remove the diesel combustion Bin 2 standard without compromising engineering approach, combining engine from the environmental debate customer appeal, while maintaining engine-out optimization with advanced on regulated emissions – allowing significant fuel efficiency (and hence aftertreatment, a highly cost-effective advanced diesel engines to take their CO2) advantage over current US solution is expected. place alongside gasoline hybrid and fuel cell powered vehicles in the future of environmentally friendly automotive products. The programme started in late 2005, with the early project focus being on developing technologies to deliver engine-out exhaust emissions (without NOx aftertreatment) that achieve stringent Tier II Bin 5 emission requirements. Such NOx levels are approximately one-sixth those currently proposed for Euro 5. Technologies embraced by the programme include advanced air handling systems, two-stage boosting, advanced exhaust gas recirculation and the application of closed-loop cylinder pressure-based engine controls. In parallel, work is being carried out to develop an advanced exhaust aftertreatment system. Combining Historic Shoreham site extended at the unveiling advanced aftertreatment with engine plan presented by ceremony in June 2005 of the optimisation will allow demonstration Ricardo family English Heritage blue plaque of a system capable of meeting the marking Sir Harry’s birth place at requirements of US SULEV/Tier II Bin n original copy of the plans of 13, Bedford Square, London. 2, thereby achieving NOx levels less Athe “New Factory at Shoreham, The Shoreham visit was than one-tenth of currently proposed Sussex” which went on to become hosted by Ricardo plc Euro 5 levels. today’s Ricardo Shoreham Technical chairman Marcus Throughout the project, a major Centre, was presented during a visit Beresford and emphasis has been placed on to the site by members of Sir Harry included a tour of achieving low emissions under Ricardo’s family. The architect’s the advanced transient conditions to maintain or coloured drawings were very much a technical facilities improve the fun-to-drive family enterprise, the architect being which now form responsiveness of the engine without none other than Sir Harry’s father, the Ricardo deteriorating emissions performance. Halsey Ricardo. Shoreham The engine is being developed with a The visit by the Ricardo family was Technical Centre. competitive power rating of 65 kW/l to made following an invitation meet US emissions regulations for

28 RICARDO QUARTERLYREVIEW • Q4 2006 …and high performance Green Diesel Initiative Ricardo is one of the latest organisations to become a member SULEV gasoline concept of China’s Green Diesel Initiative. The n a separate collaboration, Ricardo turbocharging with the improved fuel aims of the Green Diesel Initiative Iand Robert Bosch Corporation have efficiency and low emissions of are stated as ‘to help China realise its joined engineering forces to develop an gasoline direct injection. The engines developmental and environmental advanced turbocharged, direct injection are based on GM’s global high-feature goals by advocating the gasoline engine system. The prototype 3.6L V6 engine. A premium sport establishment and equal system, named DI BOOST, will offer brand vehicle is employed as the enforcement of performance-based superior performance and fuel demonstrator platform. emissions regulations in China, and economy while also being capable of “The DI BOOST concept has clear by introducing the advantages of achieving SULEV standards. advantages for automakers in offering advanced diesel technology and high “With global fuel prices at record dramatically improved fuel quality fuels and lubricants to the levels, Bosch is pleased to partner with consumption in parallel with a more national and local governments and Ricardo to advance technologies that rewarding driving experience for the to the public’. deliver improved fuel efficiency of customer and SULEV emissions levels Ricardo becomes the 13th member gasoline engines,” said John Moulton, to benefit the environment,” said of the Green Diesel Initiative, joining president, powertrain division, Robert Jeremy W. Holt, president of Ricardo, the local Chinese operations of AVL Bosch Corporation. “The DI BOOST Inc. “Ricardo is pleased to continue its List GmbH, Robert Bosch, Cummins, concept is a viable solution that by partnership with Bosch in developing DaimlerChrysler, Dongfeng downsizing engine displacement a vehicle-based demonstration of this Cummins Engine Co., Denso, dramatically improves fuel highly promising gasoline engine Honeywell, MAN, Nissan, PSA consumption and performance in technology.” Peugeot Citroën, Scania, and Valeo. gasoline vehicles.” The first phase of DI BOOST, the "Ricardo believes the need to Two prototype DI BOOST engines design and procurement of prototype minimise the environmental impact are in development and combine the engines, was completed in January of future vehicles is a major driver performance-enhancing capabilities of 2006. The next phase, which started in for technology development in the modern valve actuation and March 2006, concentrates on base world,” said Alex Marshall, business manager of Ricardo UK Ltd.’s Shanghai representative office. Ricardo’s collabration with Bosch “The position Ricardo now uses GM’s global V6 in a Cadillac occupies in the development of demonstrator clean diesel engine technologies can offer improved fuel economy, reduced CO2 and low regulated exhaust emissions, which strongly support the Chinese government’s desire to realise its sustainable developments environmentally and economically." New dates for ‘sell-out’ seminars As a result of overwhelming demand for delegate places at the original events, further dates have been announced for a repeat of the engine calibration for best efficiency highly successful Engine and driveability. In parallel, vehicle Fundamental Training Courses. integration is nearing completion. The two seminars – on light duty Future phases will focus on achieving diesel and gasoline fuelled vehicles SULEV emissions levels via high- – are designed to provide an in- pressure start capability and split depth understanding of current and injection. future engine technology. The new Bosch is providing the complete DI dates announced are 21 and 22 Motronic engine management system November 2006, respectively, for including the new, second-generation the diesel and gasoline courses, at direct-injection fuel system as well as the Ricardo Shoreham Technical ignition, air and exhaust control. Centre. Ricardo has contributed to the study using its expertise for prototype For further information or powertrain integration and providing to register, contact base engine calibration work at its [email protected] Detroit Technical Center.

Q4, 2006 • RICARDO QUARTERLYREVIEW 29 Ricardo News

Ricardo appointed as TVR powertrain partner ollowing negotiations concluding in Fthe signature in July of a Heads of Agreement, UK sports car manufacturer TVR has announced that it will collaborate with Ricardo on powertrain development. TVR is an exclusive British sports car brand that has been synonymous with the world's most powerful performance cars, both on the track and on the road, for some 60 years. The company’s products deliver prodigious power and performance, married to a new, real-world Ricardo’s work with TVR will sophistication. centre on emissions certification Development of powertrains to meet for the Speed Six engine family future European and North American emissions regulations is a significant of the business strategy of the planned collaboration between the two part of TVR’s future strategy, as the company. Our alliance with Ricardo companies. “We are delighted to chairman and owner of TVR Motors allows us to advance our technical support TVR with its development”, Company Ltd, Nikolai Smolenski, capabilities to achieve our aims at an says Ricardo CEO, Dave Shemmans, explains: “My intention is to expand accelerated rate.” “and we look forward to bringing the the sales and distribution of TVR cars The achievement of Euro 5 (LEVII) very best of Ricardo engineering throughout Europe, the rest of the certification for the Speed Six engine is expertise to such an exciting brand and world and USA markets as a key part the expected result of the initial product range.”

penetration in vehicles, growth in New Control & Electronics VP appointed mechatronics and increasing The senior created a new lean organisation to complexities related to supply chain management reduce budget spending. Prior to this and system integration. As such, team of the she served as powertrain controls control and electronics is a vital Ricardo control senior engineering manager for element of the company’s technical and electronics Visteon, where she led the strategy – supporting its involvement business has development of new technologies, in hybrids, fuel cells, advanced been including ionization ignition controls, gasoline and diesel engines, efficient considerably electro-mechanical valve actuation transmissions and drivelines, and strengthened and controls for harsh environments. complete vehicle development. with the appointment of Karina K. Before her time at Visteon, Morley “Demand for electronics-based Morley as global vice president. was a chassis and climate control automotive features is projected to Reporting directly to CEO Dave electronic design engineering grow steadily over the next decade,” Shemmans, Morley will apply her manager for Ford Motor Co., where explains Dave Shemmans, more than 20 years of automotive she led teams responsible for the “requiring rapid development and engineering experience to the task of design of new products including broad-based technical experts. further developing this rapidly electronic modules for new Karina’s leadership will accelerate growing and highly successful part of technologies such as 42V, electric Ricardo’s growth in this area, which the company. hydraulic power assist steering, has been built through recent Morley joins Ricardo from her electric steering, brake-by-wire and investments, including our previous role as powertrain control active tilt control systems. She began acquisition and successful electronics director for Visteon her career at Chrysler Corporation in integration of automotive software Corporation, where she led a global 1984. specialist Tarragon Embedded organisation of 400 engineers, Currently, the control and Technology Ltd. We are strongly created a new strategic direction, electronics area is Ricardo’s highest dedicated to continuing investments implemented training of engineers in growth segment globally, fuelled by and building further momentum in China to support a joint venture and the rapid increase in electronics this strategic business area.”

30 RICARDO QUARTERLYREVIEW • Q4, 2006