TheThe newnew JaguarJaguar XJXJ Calibrating the cat

The hydrogen debate Which way will the world go? Global testing Anywhere in the world, the test cell is just a mouse-click away Interviews Rick Wagoner, CEO, General Motors; Burkhard Göschel, BMW development director Summer 2003 HERE’S A REAL ONE.

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Industry update 4 Calibrating the cat 8 Rick Wagoner 6 Jaguar is lead application for innovative Jaguar’s advanced new XJ series – and As chairman and CEO of General Motors, Ford-PSA V6 diesel; new-car bugs are a how Ricardo calibration expertise helped Wagoner sits behind the most important thing of the past; hybrid future looks rosy; bring one derivative to market smoothly and desk in the auto industry. Julian Rendell Mazda rotary wins engine award; Ricardo effectively. Anthony Smith meets the asks him about vehicle development, CEO salutes Jaguar and Jaguar and Ricardo teams cost-saving, Fiat, Subaru, Saab and his other responsibilities News from Ricardo 23 The hydrogen debate 12 Diesel survey reveals potential in US; new It’s billed as the most important fuel for our Burkhard Göschel 20 techniques reveal HCCI combustion secrets; future, yet important questions remain BMW’s head of development and i-MoGen wins BP fleet environmental prize; unanswered. Jesse Crosse looks at the purchasing is in confident mood at gasoline seminar shows future engine issues and the potential solutions the launch of the new 5-Series, says thinking Tony Lewin Global Testing Environment 16 Imagine an engineer in North America taking full control of a test cell in Europe or Japan: Ricardo has developed just such a system. Anthony Smith reports on the Ricardo GTE protocol that’s the next best thing to being in two places at once

Head office: Ricardo plc, Bridge Works, Ricardo contacts and locations: www.ricardo.com/contacts Shoreham-by-Sea, West Sussex RQ subscriptions: www.ricardo.com/rq BN43 5FG, United Kingdom Sales enquiries: [email protected] Tel: +44 (0)1273 455611

Conceived and produced for Ricardo by TwoTone Media Ltd TwoTone Media Ltd contacts: Editor: Tony Lewin Anthony Smith [email protected] Contributors: Lucie Brown, Jeremy Burne, Jesse Crosse, Tony Lewin [email protected] Julian Rendell, Anthony Smith

Summer 2003 Ricardo Quarterly Review 3 in brief Jaguar makes diesel China accelerates China will overtake France to become the world’s fourth- largest carmaker this year, engine debut according to analysts at the State Statistical Bureau quoted by Reuters. The fast- UK maker Jaguar, owned by the engine’s advanced construction, using a growing nation will make Ford, has finally joined the compacted graphite iron (CGI) block and around 4m cars this year, and mainstream premium car brands next-generation fuelling if it continues at the same in offering a diesel engine in its technology, allowed both light rate it will overtake Germany models. weight – 202 kg – and power in 2005 and hit 10m by 2010, The new engine, a 2.7 outputs of up to 207 hp. The say analysts. litre V6 developed as the combination of twin third phase of the diesel electronically-controlled Lifecycle survey highlights co-operation between the turbochargers, four valves tyre impacts Ford Motor Corporation and per cylinder, 1650 bar A study conducted by PSA Peugeot Citroën, will make injection pressure through Michelin has quantified the its debut in the Jaguar S-Type piezo-electric injectors relative environmental impact in spring 2004. Jaguar’s move delivering up to five of a tyre’s lifecycle stages as: means that Lexus will be the injection pulses per stroke raw material production,100; only premium brand in Europe gives the engine excellent manufacture, 20; on the without a diesel powerplant. transient response, and class- vehicle,1366; recycling, Currently, upwards of 60 per cent leading power and torque (up to minus 80. of premium sector cars sold in 440Nm), claimed Lake. Europe are diesel powered. Other notable features include full double Auto insurer tests pay-as- Speaking at the launch of the engine at Jaguar’s closed loop control of key fuelling systems, including you-drive Whitley engineering centre in Coventry, Ford EGR and torque balancing between banks. “Engine Norwich Union, which president and chief operating officer Nick Scheele control was one of the most important and insures one in five UK described the move as a very significant event in technically challenging chapters of the programme,” drivers, has joined with IBM Jaguar’s product development history. The engine said Lake. and cellphone operator has “outstanding power, torque, economy and Compliance with Euro 4 emissions requirements is Orange to trial a system emissions performance,” said Scheele, and “sets assured, added Lake, though the choice of exhaust which calculates insurance new benchmarks in V-configuration diesel engine aftertreatment systems had not yet been finalised. premiums according to when, design.” The new 2.7 litre V6 is designed for both where and how often the car PSA CEO Jean-Martin Folz praised the co- transverse and longitudinal installation and will be is used. Data on car operation between the two groups, adding that after built at a rate of 100,000 units a year at Ford’s movements is collected a preliminary period of joint consultation, Ford teams Dagenham diesel centre near London. After its first through the Orange network. had taken the lead in the three and a half year, appearance in the Jaguar S-Type it will be launched £350m development programme. “within a matter of months” in Peugeot and Citroën Bleak supplier prospects Phil Lake, chief diesel engineer at Ford, noted that products, said PSA CEO Folz. A survey by AlixPartners LLC has come to the disturbing conclusion that, thanks to overcapacity, price pressure New model bugs – no big problem and global competition, half of today’s Tier 1 and 2 Teething troubles with new cars improve product quality with the caution in making any direct suppliers will be out of may now be a thing of the past: replacement model. comparisons, however: in most business within a decade. redesigned and updated models Overall, Toyota/Lexus, cases different vehicle types are often demonstrate high initial Porsche, BMW and Honda/ produced in each country. China IPR rules worry firms quality, sometimes better than Acura emerge ahead of the Nevertheless, Honda makes its Under a proposed industry the vehicles they are replacing, industry average of 133 PPV. Accord and Civic in both policy foreign companies according to J.D. Power and The study also found that in countries, with Japan 25 PPV may only be able to own up Associates. the case of Japanese and better, though Toyota’s Corolla to 50 per cent of joint In its 2003 Initial Quality Study German brands with US demonstrates identical quality ventures, according to a of vehicles at the 90-day point, transplant factories, quality from from both sources. report in Automotive News. J.D. Power concludes that in the home plants was generally To no-one’s great surprise, The new rules also call for their launch year new vehicles marginally better. German Toyota makes a clean sweep of Chinese companies to be suffer an average quality decline , Mercedes-Benzes and the manufacturing plant awards, technologically independent, of just five problems per 100 VWs were all better than their with its Tahara, Motomachi and which would force foreign vehicles (PPV), which is more US-made counterparts, as were Tsutsumi facilities ranked top, companies to cede some of than regained in the following Hondas, Nissans, Mitsubishis and its luxury Lexus brand their intellectual property to year. Some makers – Mitsubishi and Toyotas produced in Japan. emerging as the best quality their domestic partners. is cited – can even substantially J.D. Power sounds a note of nameplate overall.

4 INDUSTRY NEWS Ricardo Quarterly Review Summer 2003 A message from the Chief Executive Second-generation Toyota Prius hybrid moves up a size to challenge European premium diesels One of the hallmarks of the engineering expertise provided by Ricardo to the world’s leading vehicle manufacturers is the technology that we develop and apply to Surveys show bright their new model programmes. It is the very essence of Ricardo and has been so since the pioneering work of our founder in the future for hybrids early part of the last century. In many instances Ricardo innovations find application onboard the vehicle, improving Two recent surveys paint an optimistic picture expect hybrid sales to grow to 500,000 units characteristics such as performance, of the future market for hybrid vehicles. In by 2008, rising to take 5 per cent of the emissions, refinement, or reducing its Europe, a report by Frost and Sullivan market by 2013. The launch of hybrid editions production costs. In other cases, we predicts that by 2010 hybrid models will of the Ford Escape and Silverado provide technology in the form of new tools, account for 450,000 sales annually, or 3 per in 2004 will ensure that trucks soon account techniques and processes of product cent of the market. for one in four hybrid sales in North America. development, allowing new vehicles to be Mild hybrids will make up the “lion’s share” In 2002, when 32,000 hybrids found buyers, brought to market faster, more efficiently of these sales, says Frost and Sullivan, with and this year, when 54,000 sales are forecast, and with higher standards of optimisation. gasoline still the main combustion engine – at Honda and Toyota cars split the hybrid market In this issue of RQ we examine two such least in the early years before 2005. High- between them. Ricardo innovations: the advanced volume production by companies such as Toyota’s second-generation Prius (above) is calibration technology applied to the new PSA and Renault-Nissan will trigger a tripling a larger and more powerful car than its Jaguar XJ 3.5 litre V8, and the development of the hybrid share between 2010 and 2015 predecessor, and is being pitched in Europe of our state-of-the-art remote access to 8 -10 per cent. PSA will offer three levels of against executive models in the D-segment. It system for powertrain test facilities which is hybridisation (, mild and full) while other retains the original model’s gasoline engine being used to great effect by Aston Martin. makes will concentrate on mild applications – and sophisticated power split system, but the In each case I would like to express my with the exception of Toyota, which is electric motor rises in power by 50 per cent to gratitude to these long-standing partners of committed to full hybrids. Volkswagen is said 50kW to allow increased use and therefore Ricardo for providing permission to bring to be seeking an economy improvement of 15 greater efficiency. Despite the car’s size, it is these interesting technology applications to per cent in its hybrid vehicles. expected to be the first model in Europe to a wider audience. In the US, J.D. Power and Associates undercut the 100g/km CO2 barrier. Mazda rotary named International Engine of 2003

The born-again RENESIS coupé, beat the Volkswagen (which traditionally does well rotary engine from Mazda has V10 TDI (itself the winner of in the jury’s voting) taking the carried off the 2003 the over four litres category) 1.4 to 1.8 litre award for the International Engine of the and BMW’s M3 (3.0 to 4.0 litre supercharged 1.6 litre unit in Year award from Engine winner) engine to the maga- the MINI Cooper S, as well as Technology International mag- zine’s top prize. the 2.0 to 2.5 prize for its new azine. The RENESIS, fitted to Winners in the other eleven straight six, as fitted to the Z4, the novel RX-8 four-door categories included BMW 325i and 525i models.

Summer 2003 Ricardo Quarterly Review INDUSTRY NEWS 5 ‘Every time you pull your belt-buckle in, people say Top man you can’t do it anymore... Most times you can pull it in another notch’ Rick Wagoner has risen through the GM ranks to take full charge of the biggest automaker in the world. On a visit to England to celebrate Vauxhall’s centenary he took time out to speak to RQ’s Julian Rendell about engineering development, platform synergies, Saab, Subaru, Cadillac and much more

You have some pretty significant But isn’t a project like this meant to be the engineering ventures on-going with Fiat. key element in making a co-operation How are these progressing? work? The purchasing and powertrain joint ventures It may surprise you to hear that sometimes with Fiat are moving along fine. We are we do projects like that within GM and it basically getting our return on the $2.4bn doesn’t work out! You have objectives for a invested in Fiat on the basis of savings on the platform, put the technology together with the two joint ventures. The whole deal rode on investment, but find the product won’t deliver making the purchasing and powertrain deals the volume. The difference is that it happens work. So that’s where Mike Burns and his not as visibly in public as that project. team in GM Europe are putting 80 per cent of their effort because that’s getting a return on Will you try more new model projects like our money. And they’re running a little ahead this? of plan in terms of the synergies for us. Any We’re already working on some other joint other stuff would have been, to quote, “gravy.” products and the betting is that one or more might come out. But it’s harder to do products Will you go into more joint ventures with that are shared than it is components or Fiat? powertrains. So it’s not surprising that we’re The current joint ventures are spread over a having a lot of success with components and number of years, but in these first four years powertrains. Product-wise we will get some we are running pretty well. But there are other good leverage and sharing, but it’s not 100 areas we could co-operate. There’s nothing to per cent surprising that it’s slower in coming. announce now, but there are some possibilities. Could one venture be to help Alfa Romeo launch in the US? The project for a mid-size platform to be Yes, this is another case where, long-term, shared by Saab and Alfa/Lancia/Fiat we think co-operation would make sense. So appears to have been troublesome, we’d be very pleased to help. Those kind of passing back and forth between the distribution co-operations are solid things to companies. Would you agree? think about. And I suspect you’ll see some of We’ve had a joint group developing that idea, those, whether it’s Alfa in the US or but concluded it wasn’t going to work for us something else. Time will tell. Other GM executives have been quoted on because of the volume and cost equation. the company’s search for cost-savings. But I don’t think Fiat reached the same What are the technical challenges to Alfa’s Can you explain what you’re looking for? conclusion. So we really haven’t passed it return? We’ve not put out any numbers. We’re just back and forth. We joined together and went When Fiat changed managements recently, trying to take out every element of waste. As to a certain point, which was the agreed- the decision was made to wait until they had an example, we took out 10-15 per cent from upon decision point, and we said we didn’t products developed with US sales in mind. our central office budget a couple of years ago want to go forward, but they are free to do so What happened was a realisation that to and 10 per cent last year and another five to if they wish. adapt existing Alfa products for sale in the ten per cent this year. And every time you pull US would probably be as expensive and as your belt-buckle in, people say you can’t do it What’s the next step for this so-called timely as just waiting and using that money anymore. And guess what? Most times you ‘premium architecture’? to make sure the next generation could meet can pull it in another notch. The proof is that It was really a collection of sub-systems and the different standards we have in the US. today everything I need to get done is getting in some respects body architecture. Fiat has That was their call. It’s no different to the done. chosen to take some of those concepts way we take a US-only platform to sell in forward. Europe. What about materials and bought-in parts

6 RICK WAGONER Ricardo Quarterly Review Summer 2003 directive we’ve given to Saab that if they are to Wagoner’s rise be successful, they need to extend their product portfolio. They need to prudently Rick Wagoner was elected chairman and leverage the opportunities within the GM chief executive officer of General Motors family to do that on a relatively-sooner basis, on May 1, 2003. Born in Wilmington, so that’s clearly the sort of marching orders Delaware on February 9, 1953, he we’ve given to Saab and I think they’re moving started his career at GM as an analyst in along that path satisfactorily at the moment. the Treasurer’s Office at age 25. Roles in finance, strategic planning, purchasing Saab has a desirable customer base with and senior management in GM very affluent customers. Surely Saab’s operations in Canada, Brazil and Europe model range needs a bigger luxury car led to his election as president and chief before a cheaper, smaller car? operating officer in 1998. In June 2000 I don’t rule out higher-priced vehicles. But I he rose to be president and chief think Saab can work both sides. All of the executive officer. premium manufacturers are working pretty hard to expand their portfolios. They tend to be expanding as much on the bottom as on percentage re-use of parts for new models. the top. In that sense Saab’s actions are not GM changes more parts than some of our inconsistent with general philosophy. competitors when we launch a new model. It’s a good intention, but sometimes it costs. The How do you expect Cadillac to do in benchmark for carry-over is 50 per cent of Europe? parts. For us it would be less than that, around We absolutely have an infinite amount of 40 per cent, maybe 45 per cent. We’d like to patience on this because in the context of how get it up to the benchmark. That sort of saving volume will come to Cadillac and having the is pretty high return, because you free up right products, it’s going to be a long-term engineering effort to work on other stuff. strategy not a short-term one. Meanwhile Caddy sales are strong, so frankly we’re not Another significant GM engineering effort sitting there with mounds of excess capacity. is the joint programme for Saab to develop But we haven’t engineered a lot of these a small car on a Subaru platform. Is this products with right-hand drive and don’t have the first of many similar ventures? diesel engines, so that is going to limit their I’m not sure we can draw a major trend yet. sales for quite a while. We have one product decision, which we think makes a lot of sense. The small car fills a nice In these days of squeaky-clean corporate niche in Saab’s portfolio and it’s good for Fuji, governance, isn’t it strange for you to be because it gives them a chance to extend the chairman and CEO, with no president to breadth of their platforms. But I wouldn’t want balance your decision-making? to be drawn into any more expansive The most frequently asked question I get is: conclusions at this point. ‘when are you going to name someone as president?’ The answer is: ‘if and when we It must be a tough project to make work. want to do it in the future’. We haven’t Saab and Subaru are companies with very historically run like this, but we’ve got two vice different cultures. presidents and the structure of four regional The two companies are in some ways similar presidents. For now we don’t need that extra — they both have aircraft heritage, they layer, maybe at some point it will make sense. participate in relatively niche segments, tend But it seems to be running pretty good now. to be relatively highly priced in their segments, and both pursue strategies that are somewhat – Julian Rendell is an auto industry writer from suppliers? That must be a huge cost different to their competitors in the base for GM. kind of technologies they use. The biggest single possibility, just because it’s In that sense it’s not as far a our biggest cost, is material costs. But we won’t stretch as one might think. just go for a simple across-the-board percentage cut. That’s not where we are today in our Saab is struggling at evolution. I think we’ve been pretty aggressive the moment. How will on material cost over the years, so a lot of the the platform-sharing effort is on engineering and purchasing working deal with Subaru help? together inside the company more tightly, like It’s consistent with the picking strategic suppliers and getting more value out of the supply chain. Saab 9-2 will exploit a Subaru platform from within What about development costs on new GM family to give tactical US- models? market entry point to the A great opportunity for us is a higher Swedish brand

Summer 2003 Ricardo Quarterly Review RICK WAGONER 7 Calibrating the cat

Now in its seventh generation since its first launch in 1968, the all-new XJ range demonstrates Jaguar’s commitment to utilising advanced technology. Beneath the surface, this commitment extends to development tools and techniques, including an interesting collaboration with Ricardo on calibration technology. Anthony Smith spoke to the Jaguar and Ricardo teams on the work carried out and the future benefits that it promises

ince the launch of the first XJ-badged Jaguar in 1968, it has adopted with the new XJ of utilising intelligent, relevant this range has been the flagship model for the luxury technology while maintaining the traditional Jaguar values of Scar maker. The numbers speak for themselves – in the style and contemporary luxury. But this approach represents intervening years the XJ badge has featured on more than more than just the technology embodied within the vehicle: it 800,000 cars sold, accounting for more than half of all the was applied equally in the advanced methods used to Jaguars made. develop the new XJ range. The all new Jaguar XJ represents the seventh generation Jaguar is no stranger to working with Ricardo in a range of of Jaguar to carry the XJ badge. It is also the most advanced technology areas. With the development programme for the production Jaguar ever, both in the technology that it new XJ, Jaguar turned to the company for support in the embodies and in the methods used in its design, area of engine management system calibration. The development and production. At the same time, the company immediate need arose in part from the increased number of has been careful to ensure that the new XJ remains faithful powertrain options to be offered on the XJ – while the to the core strengths and values of the Jaguar marque: “A advanced, six-speed automatic is installed luxury car with a true sense of gravitas,” in the words of across the entire range, the new XJ is available with a total Jaguar’s director of design, . of four different engines. At the launch of the new XJ at the Paris motor show in September 2002, perhaps the most immediately apparent Engine range innovation was in the aluminium-intensive body structure, At the premium end of the range, Jaguar’s reputation for large which the company highlighted in the form of a display capacity V8 engines – now very much a part of the company’s vehicle liveried in polished bare aluminium. heritage – is continued in the new XJ with two 4.2 litre engines. The benefits of this innovation are truly impressive – not The supercharged version delivers a massive 400hp and only is the kerb weight of the new XJ 200kg less than its powers the XJR, while the naturally aspirated version develops predecessor but its body is also 60 per cent stiffer, providing 300hp. At the lower end of the range, Jaguar has introduced a opportunities for improved performance and economy. new 3.0 litre V6, developing 240hp, in the XJ6. The approach to using aluminium is demonstrative of In addition to these engines, the company has also Jaguar’s results-focused strategy in implementing new developed a new 3.5 litre V8, producing 262hp, which is technology. “We chose a lightweight aluminium vehicle exclusively available on the XJ. It was for the development of architecture for the new XJ not because it was something the 3.5 litre V8 power unit that Jaguar turned to Ricardo for new, but because it enabled us to deliver real and significant calibration support. benefits to our customers”, said David Scholes, chief But the collaboration with Ricardo was more than just programme engineer, at the launch of the new XJ. about achieving the objectives set for the calibration of the This is just one example of the philosophy that Jaguar says new V8 for the European market. It was also intended as a means of evaluating the Vehicle Calibration on Testbed (VCOT) technology developed by Ricardo. VCOT provides a development template in which much of the field testing usually carried out on complete vehicles can be substituted by advanced engine testbed work, using simulated vehicle systems, vehicle drive cycles, climatic conditions and even defined driver characteristics.

Speeding time to market As such, VCOT holds the potential to reduce the number of test vehicles required for a development programme, allow calibration of a wider number of variants from a given level of resource, and provide for more repeatable testing. Crucially, it also offers the prospect of completing test work in a shorter timescale, with consequent advantages in time to market.

8 JAGUAR XJ Ricardo Quarterly Review Summer 2003 “We needed to deliver the 3.5-litre calibration in a system performance for the lifetime of the vehicle. relatively compressed timescale,” says Chris Holmes, Jaguar’s manager of powertrain calibration, “and we wanted Customer perspective to explore the range of calibration technologies available to From a customer perspective, however, of equal or perhaps us, from external companies. We decided that it would be even greater importance are the driveability and performance a valuable exercise for us to use Ricardo who were going feel of the vehicle resulting from its calibration. Used to best to employ their advanced techniques in parallel with the effect, a successful calibration will not only achieve legislative vehicle-based work on the 3.5 litre V8 programme along requirements but can also be crucial in imbuing the vehicle with the Jaguar calibration team.” with the driveability, performance and response At its core, the process of vehicle calibration involves characteristics that the customer associates with the populating the engine management and other powertrain experience of driving a vehicle of its brand. control systems with the data required to achieve the A team of both Ricardo and Jaguar calibration and emissions objectives and certification requirements for the development engineers worked in partnership on the markets into which it will be sold. This not only extends to 3.5 litre V8 XJ programme at Ricardo technical centres engine performance, fuel economy and emissions, but also at Shoreham and Leamington as well as at Jaguar’s to on-board diagnostics (OBD) and quality/robustness of Whitely engineering centre.

Summer 2003 Ricardo Quarterly Review JAGUAR XJ 9 Hot weather testing under extreme conditions formed a valuable adjunct to test cell engine calibration

capability, which allows multiple emissions tests to be performed each day, is key for rapid calibration development programmes. The potentially much faster development cycle time allows more calibration iterations to be performed with confidence of small gains, allowing a more robust calibration to be developed. Cool-down between tests is typically a major delaying factor when working on cold start emissions development in-vehicle. However, within the VCOT equipped test cell, cooling-down periods are dramatically reduced by using automated cooling modules integrated into the engine coolant and oil circuits, and a catalyst cooling system based on nitrogen and compressed air. Highly repeatable Emissions Cycle Simulation using VCOT Technology and representative cold-start drive Ricardo installed the V8 engine on one of the highly cycle tests were thus made possible specified transient testbeds of its Advanced Engine every one to two hours, saving a Development Centre (AEDC) at Shoreham. The testbed considerable amount of valuable test testing included traditional steady-state mapping for and development time and reduced the performance, economy and emissions and vehicle cycle- number of prototype vehicles required for based emissions calibration using advanced VCOT calibration development. technology. The palletised test installation included a cooling system representative of the vehicle, and a dSPACE Total cycle emissions rapid prototyping vehicle and drive cycle simulation tool. The engine exhausts were connected to the The VCOT approach improves test repeatability and testbed Constant Volume Sampling (CVS) productivity by utilising a simulated driver and ensuring the system to allow measurement of total cycle rapid cool-down capability of the advanced test cell. This emissions for correlation with vehicle test results.

Rapid cool-down of oil, coolant and catalyst system on testbed Correlation of catalyst light-off beween vehicle and testbed Temperature Catalyst temperature Oil and coolant temperature

Time Time

Oil Coolant Catalyst Average Vehicle Average Testbed Vehicle Speed

Left: rapid cool-down in the advanced test cells allows cold start tests to be performed every one to two hours. Previously, one a day was the norm. Right: Catalyst light-off correlation is excellent

10 JAGUAR XJ Ricardo Quarterly Review Summer 2003 In addition to bag sampling, two Horiba emissions analysers were used to continuously sample pre- and post-catalyst The XJ heritage emissions and provide a continuous estimation of emissions over the drive cycle. A CAN link was used to interface modelled transmission and vehicle system parameters with the engine management system (engine torque, gear number, park/neutral and brake pedal signals). The vehicle drivetrain and gearbox were modelled in real time, including essential transmission control unit functions which affect drive-cycle behaviour (shift patterns, torque-converter lock-up and slip control, and transmission warm-up losses). The testbed user interface was set up to allow turn-key emission drive-cycles, road simulation tests (used for transient fuelling and air model calibration) and steady-state tests 1973 (power curves). As such, the VCOT based test cell provided the means of physically testing the engine within a simulated vehicle system. Moreover, the repeatability of the process of The new XJ is the seventh generation to wear the XJ testing is far greater than in-vehicle testing as there is less badge; total XJ production since the first model was variability due to driver interpretation of the drive cycle. introduced in 1968 is now comfortably past 800,000 units – more than half of all Jaguars ever built. When the XJ6 was launched personally by Sir William Lyons on 26th September 1968 it was powered by a choice of either a 4.2-litre or 2.8-litre version of the XK straight-six. The XJ6 name was chosen simply because the car had six cylinders. The 5.3-litre V12 was offered from July 1972; the XJ12 was born with a top speed of 147mph (close to 250km/h) and soon captured the title of the fastest saloon in the world. The revised Series 2 XJ range was introduced in 1973, featuring such innovations as side-impact intrusion beams and fibre-optic lighting for the switchgear. From 1979, the Series 3 had even more elegant Pininfarina-enhanced styling. Latest generation Jaguar V8 The new generation XJ of 1986 was an instant success, powertrain (supercharged and a second assembly line was opened in 1987. By version shown) 1988, XJ production had increased to a record 41,000 cars per year. At launch, the 1994 X300 was offered with a choice of 3.2-litre or 4.0-litre six-cylinder engines and a 6.0-litre It also offers the potential for V12, plus a new supercharged version of the 4.0-litre, in significant increases in productivity as the XJR. the test facility may be operated round the In 1997 the six- and twelve-cylinder engines were clock, and rapid cool down enables more tests to be discontinued and replaced by the new AJ-V8 engine that undertaken for a given period of testing. had made its debut the previous year in the XK8 sports In addition to providing an extremely useful development car. resource to the programme, the VCOT work provided an With the unveiling of an all-new aluminium XJ saloon at excellent correlation with vehicle tests over the emissions cycle the 2002 Paris Motor Show, Jaguar opened a new (engine speed, pedal position, fuel and airflow, warm-up rate). chapter in the story of the car that for many is the definitive Jaguar. The date – 26th September 2002 – was On-going research collaboration 34 years to the day after the launch of the original XJ6. Following successful completion of the XJ calibration programme, Jaguar continues to work with Ricardo in further developing advanced techniques for testbed testing. A research programme is currently underway in which Ricardo is working to further develop VCOT technology for application at extremely low temperatures. For this work, which is being carried out at the Advanced Engine Development Centre at Shoreham, Jaguar is supplying engines, vehicle components and engineering support. In exchange, the companies will each have access to the results of the programme and new technical methodology developed. 2002

Summer 2003 Ricardo Quarterly Review JAGUAR XJ 11 Hydrogen: which way

It has been widely billed as the dream fuel – renewable, emission-free, efficient and

CO2-neutral. But from production and distribution to storage and conversion into motive power, hydrogen faces formidable technical obstacles before it can address a mass market. Jesse Crosse, editor of Automotive Environment Analyst, outlines the most important debate facing the auto industry

ove it or hate it, but in something under Ricardo, both subjects have for some time everyone is now forecasting it will – to become 100 years a sizeable chunk of global been the subject of intensive study. Nick the world’s third or even second-largest vehicle Lsociety has become completely Owen, senior manager in the technology producer, and with as many as ten million dependent on both the automobile and the group, and Marc Wiseman, product group vehicles finding buyers each year by 2010? internal combustion which powers it. director for advanced propulsion systems, Some more bullish sources – Jae-Hun Hu at As the world moves tentatively onwards in regularly address the burgeoning questions of Hyundai-Kia, for instance – even put the the new century, it is becoming more if, how and when a hydrogen infrastructure forecast at 20 million units a year. perplexed by the day about global warming may be evolved. Moreover, China is just one – albeit a and the depletion of natural reserves. With very large one – among many nations transport at the very centre of the debate, the Fossil fuel reserves: still plentiful eager to achieve the mobility and core question is this: can the automotive Owen is keen to set the record straight on expansion that come through the industry make the leap into a new era, one fossil fuels before moving on to the potential of adoption of the passenger car as that is powered exclusively by environmentally- alternative fuels and propulsion systems. “I the main means of personal friendly hydrogen rather than ozone-hostile think the kind of forecasts that suggest oil is transport. petroleum? likely to start running out in twenty to twenty- “The increase in the number Ten or fifteen years ago, the experts would five years time have been widely discredited of cars in developing countries have scoffed at such an idea, wielding the by authoritative sources such as the US will be astronomical,” warns Hindenburg cliché with reckless enthusiasm geographical survey,” he says. Ricardo’s Nick Owen, “and it is and treating concepts for advanced propulsion “A more realistic view is that between 2020 there where the greatest concern systems and renewable fuels with a good deal and 2050 there will be a reduction in the use for fuel availability lies.” of scepticism. Now, however, things have of oil as a fuel. It will become more attractive With that in mind, and changed. Alternative fuels, global warming and to extract natural gas, of which there are still considering the scale of meeting renewables have become familiar phrases in vast reserves either beneath the ground or global energy needs by means other the modern vocabulary, even if the concepts frozen beneath the oceans.” than fossil fuels, Owen believes concerted of fuel cells and hybrid vehicles have yet to But despite the relative abundance of fossil action is necessary now. “There is no become quite so easily understood by the fuels in the widest sense, concern is growing immediate concern for the industry since we man in the street. But for two key figures at as to the effect developing nations will soon are looking beyond the twenty year window. have on the vehicle population But it is vitally important that governments take of the planet. What will action now if they are to avoid risking running happen, for example, as the into trouble later. And that is where Chinese economy rationalising the interests of improves as industry and society becomes complicated. Governments

GM Hy-Wire prototype has fuel cell power and drive-by-wire controls. Its skateboard-like chassis (above) shows the packaging benefits already achieved. Cabin (left) can be right- or left-hand-drive: there are no pedals

12 HYDROGEN Ricardo Quarterly Review Summer 2003 will the world go?

The manufacturing cost of fuel cell systems remains a significant problem, thinks Wiseman. “The cost of a conventional combustion engine is about $50 per kW. The PEM fuel cell is about $1,000 to $3,000 per kW so a huge reduction developing new in cost is required.” packaging concepts. GM chief executive Rick Wagoner has “I think it’s important to be quoted the cost of a fuel cell powertrain at realistic about forecasting when a $30,000, compared with less than $3,000 for a new technology is going to reach complete gasoline driveline. significant volume in the marketplace. The stationary power market has less of a New technology generally reaches problem, especially in justifying back-up serious volumes much later than most people systems for large corporations with mission- need to look beyond fifty years, but for industry project – sometimes fifteen or twenty years critical computer systems, whose interruption to remain profitable it must concentrate on later. If you consider current life of vehicle could have a massive short term impact on shorter timescales.” platforms, then something that is appearing on revenue. “I’ve seen a number of systems for Fuel cell vehicles have not only been in the the market for the first time today will probably premium applications where suppliers may news during the last few years; they have still be around in 2015,” predicts Owen. charge $1000 per kW,” says Wiseman. sometimes become the subject of over- optimistic forecasting. It would be unwise, Cost concerns will be central Premium power: a possible hydrogen key thinks Owen, to assume that some of the It’s an expensive business, too, as Marc Indeed, the larger banks are a classic example worthy research vehicles out there now will Wiseman points out. “Only the major – imagine the impact on, say, Bank of America eventually become commonplace – at least in manufacturers can bear the cost - even the credit card transactions if there was a major the form we have seen them so far. likes of Ford and DaimlerChrysler chose to power outage for even one hour. Such “I think we must consider the reasons why combine their resources in their joint venture organisations are prepared to cover even the businesses are investing in fuel cells. These with Ballard. most remote chance of power failure and are cars have some good technologies in them -- “Then what is the payback period?” prepared to pay premium prices to do so. It is technologies which may filter down to rather wonders Wiseman. “Few OEMs we talk to this so-called premium power market which more mundane short term technology realistically expect to have more than a few GM, for example, plans to exploit with improvements aimed at bridging the gap. [fuel cell] cars on the road before 2010. stationary fuel cell systems. By deploying them Current concepts are not just about the fuel Financial results show that fuel cell companies in key areas, it hopes a hydrogen refuelling cell powertrains, they are about things like X- are having a tough time. Because there’s no infrastructure will eventually grow around them by-wire, electrification of the vehicle and market for the fuel cell right now.” and one day support vehicles too.

Summer 2003 Ricardo Quarterly Review HYDROGEN 13 As yet there is no infrastructure at all, but – ironically in Wiseman’s view – there may be a greater opportunity in developing regions like Africa or China. “There may be fewer pipelines in place in those areas and therefore it may prove easier to establish a new hydrogen infrastructure than in developed regions.” Clearly, the global adoption of a renewable fuel like hydrogen is likely to be a complex process. How will it be produced, transported and stored on board vehicles and at points of sale? What technologies will be needed to turn it into useful work and power? Will the fuel cell become the eventual powertrain solution as many fuel cell developers would like us to believe, or will there be other alternatives too?

Hydrogen production: another key issue There are a number of theories in the industry as to where hydrogen will come from. It is already being produced for, and as a by- product of, industrial processes. Natural gas is a major source, but once the hydrogen has been extracted from it, ozone-unfriendly CO2 is left over. Energy companies plan to deal with the problem by sequestration or carbon storage, which involves pumping the CO2 back into the underground reservoirs from which the natural gas was originally extracted. It’s a process already adopted by BP in some of its BMW has always been a firm believer in hydrogen – but as a fuel for combustion engines, North Sea oil fields. Huge volumes of hydrogen are also produced and used by the chemical industry at inefficient processes for producing it, like of quite inefficient processes.” Hydrogen is low cost, although only one per cent of all electrolysis of water using power from the referred to as an energy carrier because it hydrogen manufactured today reaches the national grid. These ideas are not necessarily has been manufactured using a primary open market. Methane produced from the right ones to combat global warming but energy source such as electricity. It then has fermenting biomass is a sustainable source of they will support the initial wave of vehicles to be compressed or liquefied for storage and hydrogen, and a few landfill operators are coming onto the road in small numbers. The transport, each stage consuming already successfully manufacturing methanol Holy Grail that everyone is seeking is to considerable amounts of energy. When it is from which hydrogen could be extracted. produce hydrogen from some sort of eventually consumed by a car or truck, the Three further methods also produce hydrogen: renewable source with no upstream CO2,but efficiency gains from switching fuels are the electrolysis of water, chlorine electrolysis in that’s a long term thing.” marginal. the chemical industry, and catalysis of “In most scenarios where energy supplies hydrocarbon fuels like methanol or gasoline. Regional energy solutions are replaced by renewables,” says Owen, “Initially we’ll probably be getting our Another popular view is that hydrogen will be “you get a better result by replacing grid- hydrogen from current sources then ship it in created by a number of means suited to based supplies. That’s why its difficult for the one form or another,” Wiseman explains. In the individual geographical locations. Some automotive industry to drive this thing forward short term we’ll probably see the use of countries have lots of rivers, reservoirs and on its own, it’s something that has to be done dams, others have windy at an international and political level.” ‘Few OEMs we coastlines and some have an Beyond the problem of hydrogen existing investment in nuclear production, there’s also the question of how talk to expect to power. All of these resources to store it for widespread consumer use – have more than provide the means to generate particularly on board a vehicle. Current, electricity with which to well-publicised prototypes from a few fuel cell electrolyse water to produce DaimlerChrysler, GM, Ford, Toyota, Honda, hydrogen, though without a CO2 Hyundai and others store their hydrogen cars on the burden. But a more subtle fuel in liquid or compressed gaseous form. road before question remains, as Nick For hydrogen to exist in a liquid state, it Owen explains. must be kept at –253oC in a vacuum 2010’ “Assuming we achieve insulated tank. It is well-tried technology – Marc widespread use of renewable providing relatively high energy density, but energy, then one of the big suffers from evaporation. Research by GM Wiseman questions is whether or not we suggests that for a vehicle in regular daily really want to start by using it use the evaporation effect would be for road transport where it will insignificant. But for a vehicle used only at need to pass through a number weekends, losses using current technology

14 HYDROGEN Ricardo Quarterly Review Summer 2003 it is interesting to see those ‘Between 2020 vehicles on the road, I don’t think reforming helps in the and 2050 there long term.” will be a reduction Other fuels are more suitable for reforming than in the use of oil as gasoline, including a fuel. It will methanol, but would involve further infrastructure become more development and even more attractive to complication. “A lot of ideas are being forced on the extract natural energy companies and even gas’ for them, resources are limited,” suggests Wiseman. – Nick Owen

Powertrains: jury still out As for powertrain technologies capable of Later, the system benefits from the addition of supporting hydrogen, both men believe the a fuel cell auxiliary power unit (APU) for jury is still well and truly out. Perhaps it is time powering ancillaries and becomes a parallel for a reality check thinks Owen. “I don’t think hybrid – the APU becoming an auxiliary anyone knows whether fuel cells will be the traction power source. Finally, it ends up as a eventual solution,” he remarks. They are fuel cell hybrid vehicle. Each step contributes currently a long way from being viable in to the next in terms of technical know-how, terms of manufacturing cost and robustness but also carries an incremental cost. “These in real world conditions. I think the industry things will happen when the cost is justified by will move in the direction of evolutionary CO2 the benefit,” explains Owen, “and that reduction. In Europe we’ve already seen how depends on the marketplace and how effective diesels can be and I think we’ll see government policies modulate that not fuel cell systems that happening via a number of routes. marketplace.” Hybridisation and electrification are one of those routes because they allow short term Outlook: evolution, not revolution would be noticeable. Either scenario would CO2 reduction in conjunction with downsized Timescales are hard to pin down simply in any case fail to impress the paying internal combustion engines. They allow because neither the technologies nor the consumer. electricity to be supplied on board the vehicle subject of fuel type and availability are Gaseous storage in high pressure tanks to serve the occupants’ comfort needs, and anywhere near mature enough to draw firm manufactured by Quantum Technologies and enable X-by-wire technology, too.” conclusions. “The only sure thing is that any Dynetek are the other option in use at the Hybrids also fit quite well on the pathway to predictions people make now are likely to be moment. Quantum was the first to achieve a hydrogen economy. In a study entitled wrong,” jokes Wiseman. But his take on the European certification for its 350 bar “Carbon to Hydrogen – roadmaps for subject of fuel cells is that progress will be (5,000psi) tank and received TUV certification passenger cars” produced for the British made on cost effectiveness and in deploying for a 700 bar (10,000psi) tank last year. At Departments for Transport and Trade and small numbers of vehicles by 2010, with that that pressure, energy density again becomes Industry, Owen and his team identify a ‘low number rising slowly by 2020. “But the next attractive -- but still falls short of gasoline. carbon route’ emphasising practicality and low roadblock to fuel cells selling in large There’s also the controversial and sometimes commercial risk in six steps. numbers is going to be the availability of emotional aspect of storing gas at such high Starting with mild hybrids using belt drive hydrogen at refuelling stations,” he pressures on board vehicles, despite the starter-alternators (already in production by concludes. specialists’ assertions that the technology is Toyota in Japan), the mass production hybrid Owen expects fuel cells to appear in niche completely safe. may evolve into a mild hybrid with 42-volt applications – perhaps stationary power – electrics and an integrated starter alternator and in some more unusual vehicle Technologies to bridge the hydrogen gap device. Step three is similar to Ricardo’s own applications such as underground mining The other subject under discussion as a i-MoGen – a mild hybrid with a downsized vehicles or locomotives. He does not believe stepping stone to using pure hydrogen, and engine – while step four is a Toyota Prius-like there will be a major technological revolution one which fuel cell developers are full hybrid but with a diesel engine. Step five is at any stage, but that technology will gradually investigating as a bridge while pure hydrogen seen as a series hybrid in preparation for fuel evolve instead. remains sparse, is that of reforming readily cells and, finally, this could lead to a series “Some of the political debate seems to available fossil fuels to extract hydrogen. hybrid where the battery has been replaced ignore the fact that we are working in an Gasoline is probably the favourite, but by a fuel cell. industry that works that way. Evolution in the reforming it is fraught with problems. The However, in the final step inefficiencies in purest sense of the word automatically takes technology is complicated, process the storage and release of energy would be you towards the right answer. If you ask temperatures are high and packaging is considerable. The other option is the so-called whether Ricardo has any particular difficult. hydrogen priority route, which assumes a philosophy in support of hybrids or fuel cells, “It is also inefficient,” says Marc Wiseman, hydrogen infrastructure will be forthcoming. In then I would say the important question is “and you need a fairly large downstream unit it, the mild hybrid acquires a hydrogen-fuelled whether we support revolution or evolution. I to clean up the hydrogen reformate before it ICE (HICE), then steps to a version with a think the evidence that evolution will be the can be processed in a PEM fuel cell. Although downsized HICE as the technology develops. eventual winner is overwhelming.”

Summer 2003 Ricardo Quarterly Review HYDROGEN 15 Powertrain testing – at the click of a mouse

By mixing advanced internet technologies, computer team we realised that some of the latest networking and IT skills with state-of-the-art test secure networking and internet technologies offered us some potentially engineering expertise, Ricardo has developed a very attractive opportunities. We asked system that holds the potential to transform the future ourselves, what if we developed a remote access system such that it of powertrain testing. Anthony Smith talks to the provided everything test and development engineers typically require Ricardo team responsible for developing the Global when visiting a powertrain test cell – the Test Environment (GTE) and to some of the system’s ability to interrogate test parameters, alter test conditions, monitor results, first external users investigate problems – and even listen to the engine, take a look around the he market pressures affecting “Many of the challenges faced in cell and examine individual powertrain testing are becoming powertrain testing today are components? If we could do all this and Tincreasingly intense. While quality fundamental in nature and affect the in- use a dedicated network link to connect and accuracy are naturally the starting house OEM teams and independent the engineers’ own PCs to the cell, they point for any testing activity, cost and suppliers in equal measure. In such a would be able to use the test cell from a time constraints for the more climate, it pays to look critically at our location anywhere on earth as standardised and readily automated approach to testing as innovations here effectively as they could from the office forms of testing are ever more can provide significant advantages to next door.” restrictive, with conditions approaching customers.” Ricardo had been used to developing those of the spot market often One such innovation developed by remote testing technology for some determining closing price and choice of Allen’s team at Shoreham holds the time. For example, remote access to the supplier. prospect of changing the way in which Task Data Manager (TDM) system had Yet at the same time the needs of the engine testing is carried out by the been used to great effect for the more complex forms of testing, where industry as a whole. Termed the Global powertrain engineering team based at the number of parameters under control Test Environment (GTE), the system has the Ricardo Midlands Technical Centre in post-processing test data from the test cells at the company’s engineering centre at Shoreham on the south coast, ‘We are constantly some 250km away away. In this case, however, the level of access required looking for ways in which was to the test cell itself and in real time we can add value to the rather than as a post-process operation. Development of GTE was an testing service that we undertaking that would require more offer; to improve the than just the skills of his test operations departments. “We needed to bring effectiveness of our together a multi-disciplinary team business ’ comprising skills from the IT team in addition to test engineers and end users – Declan Allen, Ricardo of our testing service in the product development departments.” explains Allen. “In this way we were able to develop GTE in a manner which and operating conditions simulated been proven internally within Ricardo maximises the advantages offered to us increases continually, are pushing up and is already part of the service by the latest IT technologies, while at equipment and facility costs and provided to OEM customers. the same time providing a safe, secure increasing the requirement for specialist “We are constantly looking for ways in and operationally effective test engineering supervision and which we can add value to the testing engineering environment.” intervention. Nevertheless, according to service that we offer: to improve the Ricardo director of test operations, effectiveness of our business and Potential advantages Declan Allen, this is an environment in differentiate ourselves from the market,” To fully understand the benefits of GTE which opportunity abounds for those explains Allen. “In discussing one first needs to understand the nature willing to innovate: opportunities with the Ricardo group IT of test engineering today. Allen claims

16 GLOBAL TESTING ENVIRONMENT Ricardo Quarterly Review Summer 2003 GTE operator (top) and GTE-enabled test cell can be in separate locations anywhere in the world, linked by secure networks or the internet. Screenshots (above) show typical remote working environments and audio/video that the market for powertrain testing carried out in very close collaboration significant interaction with expert staff can be broadly segmented into two with the engineering teams. Not only do whose time is very much in demand. distinct niches – ‘standard’ P&E and they tend to require the more highly “On a major calibration programme, durability work, and more advanced transient cells and equipment such as for example,” explains Allen, “there may testing in support of calibration activity high speed data acquisition, ECU be relatively few engineers at Ricardo or or research programmes. The more controllers and combustion analysis the customer who are able to analyse advanced forms of testing tend to be systems, but they also require a the full range of test results, interrogate

Summer 2003 Ricardo Quarterly Review GLOBAL TESTING ENVIRONMENT 17 ‘As an engineer I can be in two places at once! I can view real- time testbed data, diagnose problems or even perform tests directly via GTE’ – Mike Beake, Aston Martin

the ECU and make modifications to the critical importance to investigate any impressive. “Testing is becoming a calibration in response. Their time failures or other potential sources of more complex, specialised and tends to be very heavily in demand down-time as soon as they occur. For significantly more capital-intensive and if they have to make a special out-sourced test work (including any process than it was in previous years,” visit the programme risks delay and for which Ricardo or its competitors observes Allen. “There are real the cost of down-time of an advanced are responsible) investigation of advantages to be had in organising test facility; additionally, the problems identified in testing may testing on the basis of a small number opportunity to improve the calibration often entail a long distance visit by the of large centres of excellence rather may be missed.” engineering staff in addition to the risk than a larger number of less well For the less technically demanding of programme delays. equipped facilities.” In particular he durability and P&E testing, time and But if GTE offers significant benefits cites the significant sharing of cost are major constraints – but much to individual test programmes, the investment and overhead costs and the of the testing is in itself automated. potential that it offers at a more advantage of test engineering teams While customers for this category of strategic level for the organisation of working together in an atmosphere of work do not require regular test engineering operations by both mutual learning and innovation. For engineering access to the cell, it is of Ricardo and its customers is even more customers, too, the presence in Ricardo of GTE-enabled test facilities may be weighed against the cost of, for example, the development of a new internal test facility.

Testing the Market Having developed GTE, Ricardo demonstrated the system to a number of long standing engine test customers. Very rapidly, some of these customers became external users of the technology. One of the earliest users of GTE was Aston Martin, where Mike Beake, lead calibration engineer, recalls his initial reaction to the system. “My first and lasting impression of the GTE demonstration performed at Aston Martin was what appeared to be a totally robust and reliable system. Within a few minutes of his , the visiting Ricardo engineer was able to configure one of our PCs and allow us access to the Ricardo test cell environment ready to view or assume full control”. According to Beake, the advantages of GTE recognised by Allen and his team are also very

18 GLOBAL TESTING ENVIRONMENT Ricardo Quarterly Review Summer 2003 Global Testing Environment: how it operates Key benefits of GTE Reduced development lead times: shared and immediate access to test facilities regardless of location

More efficient utilisation of existing test facilities: the most appropriate facilities for each programme can be globally accessible in real time

Rapid installation: installation of web browser based tool set provides remote access to test cells, which can be GTE enabled with a simple upgrade

Safe and secure: comprehensive access control protocol, data encryption and internal security between customers

Optimise future capital investments: potential for fewer and bigger, globally accessible centres of excellence applicable in an OEM environment. Minutes later I can take the knowledge range of customers who are able to With testbed development work gained to a vehicle on a chassis dyno benefit from the flexibility and encompassing performance, or test track”. efficiency that the system can offer. emissions, economy as well as In terms of the scope of application, calibration, ownership is often split Further development the joint IT and test engineering team between the whole development The initial external users of GTE are are also examining the extension of team, with many decisions requiring restricted to those customers who GT to application in transmission and the input of many disciplines. “GTE have been undertaking testbed vehicle test facilities as well as other brings everyone together into one programmes with Ricardo. For these aspects of the business. networked environment regardless of OEMs, selected GTE-enabled cells But Allen envisages development their location”, he notes. are reassigned from the Ricardo going much further than this. “We Following early implementation of internal network for the duration of the have shown how effective GTE the system, Beake and his team now test programme, and the test facility technology is in opening up our own use GTE as a part of their operates as a part of the customer’s test cells to remote use both within engineering process. “This method of own computer network via a local Ricardo and amongst our OEM approach was crucial to us secure hub. customers. The operational benefits considering the complex technology For the next stage of GTE that we derive from this are likely to utilised on the Aston Martin V8 development some of the very latest be equally as attractive if applied to Vantage engine, significantly reducing and most advanced secure internet the test facilities operated by our our test development time and costs.” technologies are being applied to OEM customers. For this reason we As a member of a tightly-knit allow a comprehensive access control will be examining how we can engineering team he also cites some protocol, data encryption and internal develop GTE in the form of a very tangible advantages. “I can be in security between customers. This is a standard package of software, two places at once! I can view real- major undertaking which will enable equipment and support that can be time testbed data, diagnose problems an internet-based implementation of implemented at our customers’ own or even perform tests directly via GTE. GTE, thus greatly increasing the test facilities.”

Summer 2003 Ricardo Quarterly Review GLOBAL TESTING ENVIRONMENT 19 Series strategist

BMW’s first-quarter results were much As BMW board member responsible for development and better than expected, and your share price has risen strongly. Does this purchasing, Dr Burkhard Göschel is bringing no fewer than mean you’re doing all the right things? six new model programmes to production this year, with almost Yes, we’re on the right course – in my opinion and that of the board. We have a as many set for 2004. At the launch of the ambitious new 5- lot of new products coming on this year. series in May, Tony Lewin asked him about BMW’s bold We started with the facelift of the 3- Series, and now we’re launching the new expansion strategy 5-Series. We’re bringing the X3 and the 6-Series cars shortly, and in January we re-launched Rolls Royce. So it’s a big operation and we are starting the second common processes and which year – but we are continuing next year, step, which means Catia v5. We are the processes are not common. If this can we’re changing quite a lot. We have a lot first in the market [with this] with Dassault: be defined beforehand you can be very of positive perspective, even with the in the design operation, if you change fast afterwards: for one vehicle line it is [current] economic situation. something, the computer itself changes then no more than 30 months. the whole of the rest of the vehicle You listed the number of models accordingly. We are ahead on this How much do you get involved with launched this year and an equal technology – far ahead. other outside suppliers? Do you co- number next year. How do you actually develop things like you did with ZF cope with developing so many Are you co-developing this with on the active steering system? vehicles at once? Have you improved Dassault or is it an off the shelf We have quite a wide group of your speed of development and time product? suppliers: one is ZF. By turnover it’s our to market, or do you resort to outside It is a co-operation with Dassault and biggest because we also take automatic engineering? IBM and we are the leader in all sorts of and manual gearboxes, as well as There are different ways to improve developments — but we have to steering systems. speed of development. We use the integrate our supply base because our In some areas like the US ZF also highest technology in development – suppliers need to follow all [our] systems does the assembly of chassis systems systems we call virtual car. Starting with and technologies. – so it is a very strong co-operation with the X5, we had 100 per cent of the car them, but we can say that most of the digitized: we were able to show the total What is your time to market now for a ideas come from BMW Group. They are assembly [process] of the car in our product like the 5-Series? developed in collaboration because computer rooms. That’s not only one number because we those ideas have to be manufactured. have a very different method of making Every year or twice a year we have So not only in the assembly but in the car families. [We] design all variants first big development programme sessions design of the vehicle too? and then define what are common parts with the largest suppliers: my colleagues Yes. Design is now a totally virtual and not common parts, which are at Bosch or ZF and I meet to determine what the programmes are for the future and to realise the technology that will put BMW Group in the position that will allow it to be the first in the market.

Do you then have an exclusivity period? With the steering I think you have two years when it is only BMW and then you licence out the hardware, but not the software? Not the software – ever.

Are we seeing an increasing importance of software? Totally. There will be a big increase in software. It will change technology not only in development but also in production and in the service areas because nearly every component has a microchip [in it] and has an increased intelligence and capability. Those capabilities or the micro- New 5-Series: advanced specification includes Active Steering controllers can be interconnected, so

20 BURKHARD GÖSCHEL Summer 2003 you can connect [for instance] an Does this mean we will get software way. But what we as BMW do is to Active Steering with a Dynamic Drive updates for vehicles like you do with change the software during the system. computers? development or the life cycle of the car There are new options for thinking They already exist for the 7-Series; the to improve its capabilities as a BMW. about how to improve the whole first step was when we sold navigation system – what is the optimum for the system software updates at our dealers So you have to be aware of the whole system – not just adding one for the outgoing 5-Series. brand values then. system to another one but to create Yes, because how a car will behave in new functions. Could you envisage different software the future will very much depend on This reaches into all areas of the versions where you could actually have software. But we know how a BMW car. Ultimately you need a real a vehicle with different characteristics, has to work. Every feature will match software structure for cars and we at because you could actually change a the characteristics of the respective BMW Group are strongly promoting lot of powertrain functions, handling, brand. structurised software in cars and new or the way the vehicle feels to the norms or basics for car software driver? Does that fundamentally depend on structure. I don’t know if that is the right way. We as hardware rather than software? There is one programme that is BMW Group should know how our BMWs You need hardware to realise the running in the car industry and is being should work. You cannot go to a customer functionality because you need a pushed by BMW Group in particular: and ask ‘what kind of BMW do you want steering column or you need a steering we have strong links with to have?’ – that’s not possible because the system or a wishbone or whatever. But DaimlerChrysler and Volkswagen-Audi functionality of a car is so complex and so in future we may see more and more and our biggest suppliers to bring difficult. A BMW has a special character electrical functionality integrated – and FlexRay as the basic software and needs to have it. we may even have X-by-wire systems. structure into cars. You can already choose sports How do X-by-wire systems fit in with But there are various competing suspension, manual or automatic BMW brand values? standards aren’t there? transmission when you buy the car. Totally – really. A brake-by-wire system Yes, but we are pushing FlexRay and But could you change that just with is the right way to go because you can the German car industry is stepping software later on – is that technically realise much more functionality. Active into FlexRay. I believe the American possible? Steering is a step to steer-by-wire car industry will go there too, and I Yes, that is technically possible, and for because you have greater capability in also think we can convince one of our the 7- and 5-Series you can flash all your a steering system done electrically and partners in Japan to go this way. controllers and change the software that by software. Ultimately, you would no

Summer 2003 Ricardo Quarterly Review BURKHARD GÖSCHEL 21 longer have a mechanical connection Like the Ford Model U? and you could benefit from much more There’s a lot of potential. The question functionality. is not the engine, for you are getting very high power density in The electronic content in vehicles the combustion engine – much has risen to a quarter or more of the more than in the fuel cell. The value of the vehicle – what is it in this limiting factor is the storage of car? hydrogen in the car – that In this new 5-Series it is especially high is much more difficult. – up to 30 per cent, something like that, and [as a trend] it is strongly Do you have a increasing. partner you are working with in How do you put a value on hydrogen storage? the software, because it is don’t Yes, we have partners: very much intellectual property? have to one is Linde. And we The value of software is an interesting check the have now signed a co- question. The capabilities of the staff at [exchange] rate too operation with GM. BMW have to change in future. You need much? more than just engineers who know how a No we don’t change anything: Are hybrid vehicles an area that steering system or suspension system we now have our supply based fixed. would interest BMW? operates: you need also some guys who We are increasing volumes to supply the Combustion engines have a lot of know how to transfer it into a software market and MINIs are a very big potential for improvement — and if you solution and how to integrate – and that’s surprise for us. We never expected this look at the improvement which we the most important point – how to integrate vehicle would get such volumes – it was reached, for example, with diesel it to the total functionality of a car. an especially big surprise in the US. engines, [this is] in our opinion a much better concept. You will also see quite a How is the rise in the euro relative to Is the second pass through the paint lot of improvement in future with the dollar affecting your business? shop for the white roof still one of gasoline engines: gasoline engines are There isn’t a big effect because we have the bottlenecks? on track to reach fuel consumption hedged against fluctuations in the main Yes it is. We improved quite a lot with targets which are currently set for or currencies for up to three years. And most the white roof because the white roof is reached by diesel engines. importantly, we’re producing cars in the necessary for MINI! Maybe for future dollar area, of which a large portion is generations we will have a technical So are you saying that you are not being exported to the euro zone. solution which doesn’t rely only on paint. going to bother with hybrids? No, it’s just that hybrids are very complex But you build many more in Germany? You are using a Toyota diesel engine and very expensive and we have a lot of Yes, but the production of cars in the US on the MINI. What diesel engine is technology, especially on combustion this year will exceed last year’s. You going in the 1-Series? engines, which will help. should not forget that we are producing We are using the Toyota engine only for more than 100,000 X5s there, and we packaging reasons: the MINI has very So you can achieve equivalent fuel have started production of the Z4. We special packaging [requirements] in the economy improvements without have significant volumes there. engine compartment. The Toyota engine using hybrid technology? is a good engine, and with some Yes, I would say so. modifications it fits not only the engine ‘How a car will behave in compartment but also the characteristics What about diesel engines – will they the future will very much of the MINI. We won’t use it in a BMW: ever appear in the US? you will only get BMW engines in a That is an interesting question. It depend on software. But BMW. That is very clear. depends on emissions, especially on we know how a BMW NOx emissions. US regulations are What is your position on hybrids and changing, and SUVs will have to reach has to work’ alternative fuels? Is it still BMW’s the lower passenger car emissions belief that hydrogen will power piston levels after 2006. The most serious What about Britain and the euro and engines and not fuel cell vehicles? problem for the diesel engine is NOx. – how does that affect It is still company policy. We are using We could provide diesel cars to meet MINI business? combustion engines to run on hydrogen, existing US regulations, but we have to Again, natural hedging takes away the and we made a big step forward — look to the future. But if there is no bigger part of risk from exchange rate which I will show at the symposium in interaction [with the regulators] and no exposure. Not only is the UK the most Vienna . We have made particular trade-off between CO2 and NOx, then it important market for MINI, but also we progress in burning hydrogen in will become difficult. export MINI vehicles to the other markets combustion engines at Lambda=1, whilst bringing BMW vehicles to the UK. which has not been possible in the past. So you haven’t got fixes in the Also we were able to modify our supply We’re getting very, very high power pipeline that might make it OK? base for MINI. output, we are using direct injection and We could do it now but it doesn’t make all those things, including sense if there is not a long-term aspect So that is reasonably stable now – you supercharging. possible.

22 BURKHARD GÖSCHEL Ricardo Quarterly Review Summer 2003 Ricardo news Diesel set to grow in US

n a report recently published by Ricardo*, comparative data shows that Ia small but significant diesel passenger car market is starting to emerge in North America – this is in addition to the already established market for diesel SUVs. “Only a few years ago it would have been unthinkable to be discussing the potential development of diesel car markets figure that was at that time still only ten per almost certain to be correct. In 2002, two in the USA,” says Ricardo’s director of cent. Sales dipped as fuel prices were of the major European manufacturers, VW diesel engineering, Ian Penny. “However, reduced following the second oil crisis: Audi Group and DaimlerChrysler, for the the technology has moved so fast in American motorists became less interested first time sold more diesel than gasoline Europe that there is rapidly growing in fuel economy and rather more powered cars. Overall, diesel penetration interest in new diesel applications in concerned about the perceived noise, has reached 41 per cent, up from 28 per America.” smoke and poor performance of early cent four years ago, and remains on a Diesel penetration of the USA passenger 1980s diesels. continuing upward trend and gaining an car market (excluding pick-ups) rose to a However, dramatic advances in diesel average three percentage points of peak of six per cent in 1981, compared to engine technology mean that new penetration each year. Over the past a European compression ignition powerplants now offer decade the diesel car market has tripled in an interesting alternative for US size. The report concludes that the reasons SUVs and light trucks, where high behind the explosive expansion of the torque is a key requirement. European diesel markets are generally to Today, the driving force for the do with rapid advances in technology rather diesel market in the US will than simple fuel economy benefits. be the driveability benefits of high Saving money torque diesel The savings in running cost enjoyed by engines coupled diesel motorists have always existed but with 30 to 50 per have never before attracted buyers in such cent better fuel numbers. Diesel cars are now available economy, and with power outputs up to 180kW (240hp) perhaps more and levels of low-speed torque that were importantly to previously unimaginable. Performance American matches that of equivalent gasoline consumers, a third powered vehicles, with similar levels of fewer tank refills. refinement. Elsewhere, in the Western European car market, earlier *Diesel passenger car and light predictions from commercial vehicle markets in Western previous Ricardo Europe report is available in electronic reports that diesel format. penetration would Further details from Roland Jeep Liberty: US pioneer with advanced European diesel eventually exceed Christopher, at infoservices@ engine from Mercedes-Benz 50 per cent seem ricardo.com.

Summer 2003 Ricardo Quarterly Review RICARDO NEWS 23 CFD simulation provides ne

CFD-calculated distribution (at 200o) of velocity, fuel-mass fraction, temperature, combustion products and NOx across valve centre plane for operation at 2753 rev/min and 2.61 bar IMEP.

BP Award for i-MoGen

he Ricardo i-MoGen mild hybrid vehicle Tdemonstrator has been recognised for ‘innovative excellence’ at the BP Green Fleet Awards. The advanced technology demonstrator was commended for its 70mpg fuel economy, low emissions and ‘no compromise’ vehicle performance. Ricardo was one of five recipients to receive an inaugural certificate of innovative excellence, a brand-new BP Green Fleet award that acknowledges outstanding environmental solutions for the automotive fleet industry. According to Ralph Scrivens, editor and powertrain development combining excellent prohibitive to mass production,” he added. publisher of Green Fleet magazine, the fuel economy and exceptionally low “Given the technology involved, this is judges were particularly impressed by the emissions,” said Mr Scrivens. “To nothing short of remarkable.” cost effective nature of the package, given successfully demonstrate the concept in The Green Fleet innovation excellence the technological advancements at the Europe’s popular C-class segment without award was presented by John Mumford, heart of the venture with Valeo, Ricardo’s in any way compromising the driveability MBE, director of BP Oil UK, and Ralph technical and strategic partner in the and performance of this class of vehicle is Scrivens, editor and publisher of Green project. an outstanding achievement. Fleet magazine, and was received on behalf “The overall i-MoGen package represents “What particularly appealed to the judging of Ricardo by i-MoGen programme a technological breakthrough in hybrid panel was that the manufacturing cost is not manager, Steve Streater.

24 RICARDO NEWS Ricardo Quarterly Review Summer 2003 Ricardo ew insights into HCCI announces seminar on particulates

n the latest of its Isuccessful series of technical seminars, Ricardo has announced a one-day event aimed at helping industry and stakeholders understand the implications of future legislation on particulate measurement. Ricardo specialists in engine testing, chemical analysis and particle sizing will give a comprehensive view on current key issues. The seminar will cover topics including: obtaining quality test omogeneous Charge Compression Ignition modelled and, in addition to solving the CFD equation data; the implications H(HCCI) combustion is currently the focus of system in the cylinder, the calculation continued of US 2007 considerable interest amongst gasoline engine simultaneously within the intake and exhaust ports requirements; research teams worldwide. Based on the even while the valves were closed. The analysis was particulate chemistry; compression ignition of a pre-mixed charge of fuel, also run over a number of cycles until a cyclically analytical techniques; air and residual exhaust gas products, HCCI offers converged solution was obtained, thereby eliminating measurement of very potential benefits in terms of improved fuel economy all effects of the initial conditions and accurately low mass; Ricardo and reduced NOx and soot, primarily due to its low predicting the amount and distribution of residual gas experience in particle temperature of combustion. in the cylinder – a key aspect of HCCI operation. sizing; instrumentation; However, there are some significant challenges to Secondly, a new version of the Ricardo Two-Zone sampling; prospects for the practical operation of engines in HCCI mode and Flamelet (RTZF) combustion model was used which type approval testing; the ability to simulate accurately the combustion has been developed and validated for HCCI status of discussions processes would be a major advantage in developing combustion to provide a unified approach for in Europe. this technology to application readiness. combustion modelling in HCCI, diesel and gasoline The event will take At the JSAE/SAE Spring Fuels and Lubricants engines. place in October 2003 meeting held on May 19-22 in Yokohama, Japan, a at the Ricardo team from Ricardo Software published details of Effectiveness Shoreham location; the research work which has led to the development of a The results presented by Dr Richard Johns at the cost is £500. practical method of CFD simulation of HCCI JSAE meeting demonstrated the effectiveness of the combustion systems. VECTIS CFD code in accurately simulating HCCI The team of software engineers used the VECTIS combustion. Further information will CFD package to model an engine which was tested For all operating conditions simulated, the ignition be published on in two stroke HCCI mode as a part of the Ricardo point was captured correctly and the cylinder www.ricardo.com in gasoline HCCI research project. In order to pressure traces agreed closely with the results from due course. In the adequately capture the processes of scavenging, the test engine – no tuning of the ignition or meantime, if you would compression, combustion and exhaust, two combustion model was necessary between cases. In like to be added to the fundamental advances were made in the simulation addition to this, the results provided some useful mailing list to receive method applied. insights into the processes of HCCI combustion, such details as soon as they as the level and nature of charge homogeneity – are released, please Multi-domain analysis which is crucial for successful operation in this mode. email your contact Firstly the analysis was carried out in the form of a The simulation approach will thus be highly useful details to seminarinfo multi-domain, multi-cycle simulation. In this way the for all VECTIS users in further developing HCCI and @ricardo.com. complete intake and exhaust port structure was other advanced combustion systems.

Summer 2003 Ricardo Quarterly Review RICARDO NEWS 25 Gasoline and hybrids: Ricardo shares its expertise

t is now five years since the 1998 Icommitment made by European OEM body (ACEA) that the new car fleet average CO2 emissions of its members’ products should reduce to 140g/km by 2008. Significant reductions have already been achieved, with ACEA figures for 2001 showing that the fleet average is already down to 164g/km. However, much of this progress has been directly attributable to the significant rise in diesel market share within Europe at the expense of gasoline powered vehicles. There is a practical ceiling to this trend in terms of the diesel-gasoline volume split that can be handled by the refiners. Looking ahead to 2008 therefore, it seems clear that the gasoline powertrain must play a significant role if the ACEA CO2 emission time, if not disappear altogether. Europe other combustion technologies such as target is to be met. Perhaps not was predicted as emulating the rising HCCI and 2/4 stroke switching were unsurprisingly, research and development in penetration of lifestyle-focused vehicle highlighted. The third session was this area is a significant focus for European products seen in the US market. Conversely dedicated solely to HCCI combustion, OEMs and the subject of intense while CO2 is clearly a major issue in covering its fundamental characteristics, technological debate. Europe, State initiatives in California as well engine application considerations and a It was timely therefore that Ricardo as in Canada are likely to increase pressure roadmap for possible implementation. In the hosted the seminar “Future Gasoline for similar efforts throughout North America final session of the seminar, the content of Technologies for Low CO2” at Shoreham on over time. The current very small diesel each of the preceding sessions was drawn May 8. The topicality of the seminar was market penetration may provide a means of together in an analysis of the cost- reflected in a full and diverse delegate list, delivering CO2 reductions in this region. effectiveness of technology roll-out. A including representatives from the OEM and Within Europe, the next steps for the further range of different potential strategies were Tier 1 powertrain sectors, fuels and reduction of CO2 were considered to be the described and their attractiveness to OEMs lubricants companies, industry bodies and increased application of hybridisation and operating in different geographical markets technology sector analysts. the development of advanced gasoline and niches was discussed. The seminar commenced with a engine concepts. Throughout the seminar, delegates were presentation of the Ricardo vision of the The subsequent sessions of the seminar encouraged to ask questions and to discuss future development of gasoline powertrains. were devoted to specific aspects of the views and opinions put forward by the While the seminar was deliberately focused gasoline technology for low CO2, including presenters. The day concluded with a tour on a European perspective, it was downsizing and Variable Valve Actuation of the Shoreham site, including many of the suggested that current global market (VVA). In particular, the potential synergies facilities used in gasoline research and differences would tend to diminish over of VVA systems applied in conjunction with development programmes.

Focus on hybrids at Detroit Technology Campus

t the Detroit Technology Campus, Ricardo Inc hosted a The forum included an in-depth account of the experience Atechnical forum on May 21 on the subject of hybrid gained during the successful i-MoGen research vehicle technology. The event looked in detail at the range of current and programme (described in detail in RQ, Summer 2002). future electric hybrid powertrain options, and discussed how evolutionary or disruptive implementation might occur within The i-MoGen vehicle was made available for test drives along defined vehicle segments. Differences between Europe and US with the current Toyota Prius and Honda Civic HEV. The event market need for fuel efficient vehicles were explored. concluded with a discussion of commercialisation options for The different types of electrical components and systems hybrids not just in relation to fuel economy benefits, but also their available for hybrid vehicles were presented, including energy potential for improved performance and high power vehicle storage devices and power management systems, power features. electronics, control systems and electrical machines.

26 RICARDO NEWS Ricardo Quarterly Review Summer 2003 Innovations for the automotive industry: intelligent lighting from Hella.

Now light is following the road too: with static and dynamic cornering lights. ADV00202_d_GB3

Hella xenon headlamps put daylight into head- lamps, now our VARILIS system is making the lamps intelligent: they supply the right kind of light for the respective traffic situation. The dynamic dipped beam or main beam light, for example, automatically illuminates corners and curves by being swivelled according to the radius of the curve being driven. And an auxiliary headlamp for static cornering illumination always switches itself on providing additional light when the vehicle has to drive round extremely tight corners – VARILIS headlamps for static and dynamic such as when turning off at junctions in town cornering light. traffic, for example.

Hella KG Hueck & Co., Rixbecker Str. 75, 59552 Lippstadt, Tel.: +49 (0) 29 41/38-77 44, Internet: www.hella.com Unlimited Job Opportunities for Engineers: www.hella.com