Q3, 2008

Ricardo Quarterly review

Ricardo’s stroke of genius: 2/4SIGHT demonstrates 27 per cent fuel saving

Niche manufacturing: Ricardo precision production for road and race

Interviews: Lewis Booth, Bastien Schupp & Gaelle Le Grouiec, Infiniti Europe Porsche’s GT2 breathes easier with WAVE Why raising the bar on performance need not necessarily mean increasing fuel consumption ALTERNATIVE THINKING ABOUT COMPUTER MODELING AND SIMULATION

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© 2008 Hewlett-Packard Development Company Contents Ricardo Quarterly Review Q3, 2008

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news features 04 Industry news 08 Switching cycles Electric approach production reality; Porsche’s first dual CO2 savings of 27 per cent are promised as Ricardo’s ; Honda solves super-sports bike ABS remarkable 2/4SIGHT engine switches between two- and dilemma; maps out future fuel-saving strategy four-stroke operation. Anthony Smith lifts the lid on a key new technology 24 Ricardo news New upgrade for WMIK; eAMT demonstrates next-generation 15 Porsche profits from WAVE transmission technology; low carbon vehicle initiatives The Stuttgart sportscar maker’s iconic 911 GT2 gains yet announced and new advisory board for RSC more power and torque, but with no increase in consumption. Porsche’s Dr-Ing L Theilemann explains how it was done using questions and answers Ricardo’s WAVE software 06 Infiniti Europe 21 Made to measure Does Europe need another premium brand? Tony Lewin Ricardo is best known for its R&D, but it also manufactures questions the Nissan prestige marque’s top marketing powertrain products in its own right. As Anthony Smith executives Bastien Schupp and Gaelle le Grouiec reports, these range from prototype parts to series components for road and racetrack 18 Ford Lewis Booth has overseen a dramatic turnaround in Ford’s European business. Tony Lewin asks him about CO2, Volvo, Jaguar, and the prospects for Ford’s global operations

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

Nissan’s battery-powered Denki cube will Electric cars be used in a 2010 field trial in the US poised for production reality alf of all drivers would be interested Hin buying an electric for urban traffic, while more than one in three would choose a hybrid, with two thirds of all motorists majoring on short journeys. The survey of 8000 motorists in eight countries, conducted by leading supplier Continental Automotive, reveals a decisive shift in buyer opinion in the wake of rising fuel prices and alliance is with Panasonic Matsushita, battery programmes, no automaker growing environmental concern. which has said it will build two new partnerships have yet been announced The results come amid a flurry battery factories for the purpose. In California, Fisker Automotive has of announcements from leading GM has yet to confirm a battery said it is still on track for late-2009 automakers and suppliers about battery supplier for the Volt – both Continental deliveries of its Karma plug-in hybrid and programmes, and Compact Power LG have been electric luxury sedan, and Tesla has prompting analysts for the first time to awarded development contracts – and begun exports to Europe of its Lotus- predict significant future market shares while Bosch, Samsung and Magna based high-performance two-seater for battery-powered models. Steyr have all revealed lithium-ion battery-powered roadster. Renault-Nissan, which has vowed Momentum is to make itself world leader in zero- building behind emission vehicles, and which has fuel cell hybrid recently announced EV partnerships vehicles, too, with in Israel and Denmark for 2011, has Renault showing a now added Portugal to its list of EV hydrogen-powered schemes. The lithium-ion Kangoo Scenic, Toyota will have a range of 160 km and the doubling the range performance of a 1.6 litre combustion- of its fuel cell engined equivalent. Battery partner research vehicle to NEC is gearing up for an initial volume 830 km, and Honda of 13,000 units a year, with US and commencing limited Japanese deliveries beginning in 2010. production of its Daimler has committed its Smart FCX Clarity sedan. microcar brand to the 2010 launch of an electric ForTwo, and will be first to Porsche’s first market with Continental-JCI supplied lithium-ion batteries in a hybrid S-Class double clutch early next year. BMW has confirmed it Porsche, which pioneered the is working on an electric Mini, initially PDK double clutch transmission for California. in endurance racing two decades ago, has finally released its first PSA Peugeot Citroën has teamed up roadgoing DCT, on a new version with Mitsubishi and battery maker GS of its iconic 911 Carrera sports car. Yuasa for an electric small car within Replacing the previous Tiptronic S two years, and Volkswagen (working automatic, the seven-speed PDK with Sanyo) and GM Chevrolet promise transmission has twin multiplate wet 2011 and 2010 for their Up minicar and offers a variety of manual modes as well as and Volt model respectively. Toyota’s launch control and fully automatic operation.

VGT turbo will withstand EGR Diesel better than hybrid Hybrid module production Diesel share may have peaked BorgWarner has developed a Current hybrids offer no German transmissions specialist The diesel boom in Germany is new compressor coating significant CO2 savings over an ZF will shortly begin manufacture past its peak, says a study by the to allow variable geometry equivalent diesel, says website of hybrid modules destined for Center for Automotive Research. turbochargers to withstand the cleangreencars.co.uk. Three a variety of European models. Rising diesel costs and improving harsh environment created by the hybrids – a Prius, a Lexus GS The company expects to ramp gasoline engines will cause exhaust gas recirculation needed and a Honda Civic – were each up production of the units –which diesel’s share to fall from today’s

News in brief for low NOx emissions. matched or beaten by diesels. span the 10 to 100 kW range. 48 per cent to 30 per cent in 2020.

4 RICARDO QUARTERLY REVIEW • Q3, 2008 Ricardo Brake by wire Quarterly for super-sports bikes Review The task of RQ is to highlight the latest thinking onventional in automotive engineering and technology worldwide – both within Ricardo and among Cantilock brakes other leading companies. By presenting have been hard to an up-to-date mix of news, profiles and implement on super- interviews with top business leaders we paint sports motorcycles an interesting and exciting picture of R&D activity at a world-class automotive engineering because of their services provider. short wheelbase It is a formula that has certainly been a hit with and tendency to the worldwide automotive community: in the pitch under heavy seven years since RQ was launched we have had to increase our print run to 14,000 copies braking. Now Honda to keep pace with the demand to read about has taken advantage Ricardo and its activities. of the low mass and Client confidentiality is of the utmost high controllability of brake-by-wire Honda claims the combined brake importance to Ricardo, which means that we can only report on a small fraction of the systems to offer linked front-rear system is also able to improve balance work carried out by the company. So we are ABS braking for top performance and allow uninterrupted cornering especially grateful to those Ricardo customers motorcycles. and sports performance. A further who have kindly agreed to co-operate with RQ The new combined braking system advantage, says Honda, is that the and allow their programmes to be highlighted in print: without such help from customers has direct motor control of the twin system is divided into several small it would not be possible to present such a front and single rear brakes, advanced units, meaning that the mass can be fascinating insight into the way vehicles are electronics being able to measure more easily concentrated at the centre conceived and developed. the rider’s pressure on the handlebar of gravity of the bike. brake lever and foot pedal to achieve The new CBR 1000 Fireblade (above) Engines of the year the optimum balance between braking is the type of super-sports bike that could BMW scooped six out of the dozen 2008 forces on the front and rear . use Honda’s new by-wire combined Engine of the Year awards, decided by As well as preventing wheel lock, braking system. an international panel of journalists and technical experts. As well as having a repeat overall winner in the shape of the Hand Lever Foot Lever 3.0 litre twin-turbo gasoline six, BMW also Rear brake took the 3.0, 4.0 and over 4.0 litre awards as well as clinching the 1.4 to 1.8 litre prize with Valve Valve its 1.6 litre Mini turbo unit, produced jointly Unit ECU Unit with PSA. Power Power In addition, the German company’s 2.0 Unit Unit Front Brakes litre twin turbo diesel was named best new engine; Toyota’s Prius hybrid was again declared best green engine. input Line (Connect to M/C) output Line (Connect to C/C) connecting between modules

Control Unit New diesel engines launching in 2011 will Rear Power Unit Mazda’sFront fuel- Valve Unit use next-generation injection and boosting technology to achieve 20 per cent better saving plan economy, while the 16X rotary engine Mazda is targeting a 30 per cent cut in its will for the first time incorporate vehicle range fuel consumption by 2015 direct gasoline injection and, using a combination of weight reduction, an says Mazda, high-speed Rear Pulser Ring all-new line-up of engines and a novel Smart combustion technology. Idle stop-start system. Post-2011 reciprocating Smart Idle is unique in that it does not gasoline engines will use an to restart the engine, improve both power Frontinstead injecting fuel into the cylinder and and economy by 20 Pulser per cent, says the Ringigniting it to force the pistonFront down. Speed FuelSensor Front Power Unit Rear Speed Sensor savings of 7-8 per cent are claimed. company.

Opel electric car “€10,000 more” After biofuels – bio plastics Federal rules expose anomalies by wheelbase), the new system GM Europe’s first electric car will Dashboards and bumpers could be New CAFE proposals for the demands much bigger mpg use architecture made from bio plastics which do 2015 model year have thrown up improvements from smaller cars. and cost €10,000 more than a not detract from food production if awkward anomalies which tend to Under the rules, says AN, Mercedes’ conventional model, says GM a Mazda project proves successful. penalise European automakers, says cars would have to get better mpg than Europe president Carl-Peter The versatile polypropylene is made Automotive News. By measuring Toyota’s. Worst affected is Porsche, Forster in an interview with from cellulosic biomass converted vehicles not by weight but according which would have to reach a fleet Automobilwoche. to ethanol. to their footprint (track multiplied average of 41.3 mpg to avoid fines.

Q3, 2008 • RICARDO QUARTERLY REVIEW 5 RQ Interview – Bastien Schupp and Gaelle le Grouiec

completely tailored to our customer lifestyle. An illustration of this is what Brand ambassadors we call individual mobility assistance, Nissan’s premium brand Infiniti arrives in Europe in October, and the key word here is individual. If you car breaks down – we need to promising ‘total ownership experience’. Marketing director cater for everything – you will decide Bastien Schupp and customer services director Gaelle Le the kind of mobility you want, whether Grouiec tell Tony Lewin how this philosophy will help them steal it’s a chauffeur-driven car, a five-star sales from the established premium nameplates hotel or a business class ticket. More importantly, if you are travelling with Is there room for another premium design we have shown, and also an someone else, even if they don’t have brand in Europe? experience through the [Infiniti] centre, an Infiniti car, you will still be covered if Bastien Schupp: Definitely. According the retail environment. their car breaks down. to our research there is room for a new BS: You’re definitely buying more than brand – our major competitors can be How is the retail environment different just the car. You’re buying into what we seen on every street corner, and we’ve from those of your competitors? call the Total Ownership Experience, had many customers say driving a car GLG: We have developed a specific which goes far beyond the car. like that is nothing special any more. design for the centres that is based GLG: We’re an inclusive brand There’s room for a differentiated offer on [the concept of] a lobby, lounge addressing exclusive customers, and for someone who wants to express his and gallery. This has been inspired this is what is unique today in Europe. personality more through a different car. by luxury hotels and gives a very specific atmosphere – warm, elegant Why does Renault-Nissan need Infiniti Where does the service element come in? and completely aligned with luxury in Europe? Does it give access to higher BS: On top of that we’ve discovered that codes. We’re pushing this concept margins, for instance? [currently] you get either an exciting car further by having a more engaging BS: The reason why we’re launching or good service – it’s extremely difficult communication at the centre level, now is this. The brand was born from to get both. So that’s what we’re trying to with dedicated customer-centric Japanese parents in the US; it was offer – performance with a human touch. technologies – such as interactive raised in the US and travelled across the We have high-performing cars with an screens with car visualisers. We’re world; the product range is now ready organic touch – very fluid lines, but linked even proposing a special Infiniti sound for the more demanding European to a very individualised service. universe: we have created specific customer; the organisation is right, the Infiniti sounds and you will hear arrival of a powerful in So what can Infiniti offer that other this music at the centres. This is [a the group – these are all reasons why premium players can’t? technique] developed by another luxury we believe Infiniti is ready to attack the Gaelle Le Grouiec: There’s a demand brand – a non-automotive one. most demanding premium market in for a much larger experience, not just the world. confined to the car. This is what makes How will Infiniti’s service offering differ Infiniti different from the others: we from what’s already there? Where does the dissatisfaction with will provide the experience of the car, GLG: With service it’s the same spirit – other premium brands lie? with all the technology and the unique meeting customer needs, with services GLG: Again, it’s on the experience side.

6 RICARDO QUARTERLY REVIEW • Q2, 2008 Either you get great product but no service, no experience, or vice versa. We also do a lot of benchmarking of the evolution of luxury in Europe. It has changed completely over the last ten years: ten years ago it was very show-off, expressing your social status. Today it’s much more individualised. By proposing the kind of car we have, with a unique combination of performance, comfort and design, plus the expansion often we liken Paul Smith as a brand things when you enter the premium of this experience through the retail that on the outside is relatively classical segment is to have technological environment, we are completely in line but on the inside is quite surprising: credibility. If you look at our four cars with this new luxury cult. when you’re in the know, you recognise – the G sedan, the G coupé, the EX people who are wearing Paul Smith. coupé-crossover and the new FX – they What are the other luxury brands You don’t show off with Paul Smith: all come fitted with V6, 3.7 litre engines; doing wrong? instead, it’s an “Oh, I know.” the FX has a five-litre V8 engine. We’ve BS: What we hear from many customers GLG: Again, it’s an inclusive brand got very distinct technologies in these is that they’re very excited about the car, position – this is why we give the cars, centred around the customer. but that for that amount of money they total ownership experience, a global Some of them are performance- would expect to be treated differently, approach. This is what’s missing today oriented, like the four wheel active steer, that they’re more important than that. in the market, and this is what Infiniti a world premiere on a RWD car; others There’s a lack in the market there. will bring. are more comfort-oriented, like the all- BS: We’d prefer to make a big round view monitor. If Infiniti were a fashion brand, which impression on a few people rather than a label would it be closest to? small impression on a huge crowd. Are these technical qualities deciding BS: When you by a car like an Infiniti, GLG: We’re not a volume premium factors for customers, or will it be the you’re taking a calculated risk. Your brand: the challenge for us is to be service? neighbour will probably not know perceived and acknowledged as a GLG: It’s both. what you’re driving – that’s part of the premium luxury brand, but not a volume BS: We can compete with the German risk, but also part of the excitement of one. You can drive between Geneva and brands on technology. We have world- being able to explain something that Lausanne in one of our competitors’ cars class handling, world-class driving. he doesn’t know. So we’re looking at and see ten other cars exactly the same. We’re a driving brand. I’m one of the few customers who want a differentiated This is not what we want. privileged people to have driven all four of offer, who don’t want to compromise our models at over 200 km/h on German between an exciting product and a very Is engineering advancement an autobahns, and after 10 years experience individualised service. We’re talking important asset of your cars? Can you at Audi I can guarantee to you that our to people who, rather than wanting afford to invest as much in technology cars can compete with German cars. to impress, want to be recognised by as your German competitors? those who are in the know. So very BS: Definitely. One of the important Market feeling has swung sharply against SUVs and heavy CO2 emitters, “Often we liken Infiniti to Paul Smith as a and you have only V6 and V8 engines, and no diesels. Aren’t you out of step brand that on the outside is relatively classical with customers? but on the inside is quite surprising: when BS: We will have a diesel engine, to follow the V6 and V8 gasoline engines you’re in the know, you recognise people who about 18 months after launch. We are wearing Paul Smith” and our customers are obviously concerned about CO2, but it was important in our strategy to position the brand as a performance brand right from the start. You wouldn’t be able to do this with the smallest engine on the market. We do believe there’s a market out there for performance cars, for people who like driving. Infiniti, the premium brand of Nissan, started sales in 1989 through 51 dealers in the US. By the end of its first decade it was selling 75,000 units annually and began tackling markets outside the US such as Taiwan, the Middle East, Korea, China, Ukraine and Russia. Today it sells 150,000 units annually in 15 markets, and launches in Europe in October.

Q2, 2008 • RICARDO QUARTERLY REVIEW 7 2/4 SIGHT

Stroke of genius for gasoline downsizing Against the backdrop of spiralling gasoline pump prices, a revolutionary new engine concept developed by a consortium led by Ricardo offers an attractive alternative to conventional spark ignited combustion. The 2/4SIGHT engine presents the prospect of 27 per cent fuel savings compared with current engine technology by combining the benefits of two- and four-stroke combustion, as Anthony Smith reports

ngine downsizing has long been To deliver the same performance as acknowledged as an important a larger engine, however, a downsized Eroute to the improvement of fuel unit must employ charge air boosting economy. All else being equal, a smaller either in the form of turbocharging or engine has less internal friction so that supercharging. While these measures less energy is wasted merely in turning clearly give rise to some product cost its internal components. It also has implications, the resulting higher cycle less thermal inertia, which means that efficiency and lower friction can offer it warms up more quickly and is thus much sought-after fuel economy and more thermally efficient in a typical CO2 emissions improvements. mixed-duty, real-world operation. Nevertheless, there are also some Moreover, as most car engines very practical limits to downsizing in a operate at well below their point of conventional four-stroke engine. The peak efficiency in day-to-day use, by main obstacle to downsizing is the substituting a smaller capacity unit achievement of good low-speed torque operating at higher specific load the and launch feel. The boost system combustion and gas exchange process applied to a downsized engine will can be more efficient. produce more torque, but this is limited

Retail price of gasoline – cents per US Gallon 400 350 300 250 200 150 100 With fuel prices on the increase 50 (left) the 2/4SIGHT is an attractive 0 engine technology. The first research Source: US Government Energy Information Administration 2000 2001 2002 2003 2004 2005 2006 2007 2008 prototype (main picture) was installed at the Sir Harry Ricardo laboratory of the University of Brighton.

8 RICARDO QUARTERLY REVIEW • Q3, 2008 by the onset of abnormal combustion as higher pressures and temperatures are reached; this is a problem particularly pronounced at lower engine speeds. High cylinder pressures require larger connecting rod and crank bearings to accommodate the increase in load. This in turn can increase friction such that the benefits of downsizing can be significantly reduced. To operate successfully, highly boosted four-stroke engines must therefore use a lower static compression ratio, which then reduces efficiency and negates the benefits of any further downsizing. Launch feel can also be a challenge for turbocharged engines due to the finite time required to accelerate the turbocharger from idle to generate boost pressures. Mechanically driven superchargers can help to resolve this issue but these devices also increase “When we first losses and reduce efficiency.

conceived the Taking downsizing one step further 2/4SIGHT engine Hybridisation, in effect using electric power to augment low-end torque, is we realised that we a well proven route to enabling further could potentially levels of downsizing. But while this approach works successfully in many overcome the products, it brings significant additional compression ratio cost and complexity in the shape of the hybrid powertrain, power electronics barrier to further and energy management systems. downsizing ” An ideal solution to the twin obstacles Professor Neville Jackson, to aggressive downsizing – low speed Ricardo group torque performance and high specific technology director power combustion stability – would be a solution internal to the engine

Q3, 2008 • RICARDO QUARTERLY REVIEW 9 2/4 SIGHT

and hence not requiring additional system has since found application in boosted four-stroke engine with similar systems. This was a challenge which a number of direct injection gasoline torque and power output. Two-stroke had occupied the engineers of Ricardo’s engines where it is a well proven operation effectively offers a means technology group for some years. enabler of stratified combustion. of boosting low-end performance, However, in 2004 Ricardo decided that a in the process further increasing the combustion system initially developed Two into four does go opportunity for downsizing in spark by the company in the late 1980s might In something of a eureka moment, ignition engines. The main benefit offer a solution. engineers in the Ricardo technology to the driver would be reduced fuel group realised that the intake and consumption and, possibly, better Flagship technology combustion chamber geometry launch feel.” Over fifteen years ago Ricardo had originally developed for Flagship could The 2/4SIGHT engine would start in demonstrated a poppet-valve two- be used as the basis of an engine exactly the same manner as a typical stroke engine concept known as capable of operating in either two- or four-stroke direct injection gasoline the ‘Flagship’ engine; the concept four-stroke modes. The new concept, car engine. Its control system would was intended for premium vehicle named 2/4SIGHT, offered some monitor driver demand and when applications where a higher performing immediate and attractive benefits more torque is required than would premium vehicle two-stroke engine for the challenge of gasoline engine be possible in four-stroke mode, could be used within the same basic downsizing. the fuelling, air handling and valve architecture as a more basic four-stroke “When we first conceived the train would be adjusted to enable used for lower performance vehicle 2/4SIGHT engine we realised that switching within a single cycle and derivatives. we could potentially overcome the on an individual cylinder basis so that The concept was demonstrated compression ratio barrier to further torque delivery remains smooth and successfully as both single and multi- downsizing,” explains Ricardo group uninterrupted as the engine switches cylinder demonstrator engines but technology director, Professor Neville between modes. Only the engine note research was curtailed when it became Jackson. “By running the engine in would change due to the different firing clear that its commercial application two-stroke mode under low-speed/ frequency, much as in the sound made would be limited. Yet there were high-load conditions, the torque during a transmission downshift. aspects of the Flagship combustion produced by each cylinder every power technology which have since made stroke is about half of that which would CAE concept simulation study their way into successful conventional need to be produced by a four-stroke In 2004 part funding was made engines. The engine had achieved its engine under the same duty. This available under the UK government’s scavenging performance through the means that the engine can retain a Foresight Vehicle programme for use of a top entry intake port geometry high compression ratio and would Ricardo and a consortium including which, combined with port shielding, not require an increase in crank and two leading UK Universities – Brunel created a reverse tumbling motion on rod bearing sizes. This configuration and Brighton – as well as a number induction. This same Ricardo-patented can deliver higher efficiencies than a of auto industry partners, to embark

How the 2/4SIGHT concept works: Two-stroke mode

In two stroke mode the 2/4SIGHT concept works by using boost air to scavenge the cylinder during a prolonged period of valve overlap. The geometry of the vertical intake port and valve shrouding in the combustion chamber promotes a reverse tumbling motion on induction. This flow structure is particularly effective in promoting efficient scavenging.

10 RICARDO QUARTERLY REVIEW • Q3, 2008 Gasoline engine downsizing is effectively Improved Improved ▲ Economy Economy limited by compression ratio and low

▲ speed torque performance. The 2/4SIGHT Lower High concept overcomes these obstacles, Compression Down-sizing Compression Down-sizing ▲ration ration enabling more aggressive downsizing and

hence substantial fuel savings without ▲ compromising performance. Low Speed Vicious Lower Octane Virtuous Ignition Poor Low Requirement Poor Low Retard Circle Speed torque Circle Speed torque ▲ prototype manufacturing carried out

at Ricardo, a multi-cylinder research ▲ High Octane Supercharging / Lower Cylinder Supercharging / prototype engine would be tested at Requirement Sequential Turbo Pressures Sequential Turbo the Sir Harry Ricardo laboratories of ▲

High Cylinder ▲ 2S Operation the University of Brighton. This engine Pressures at High Torque was based on a single bank of a 2.1 litre V6, which in six-cylinder 2/4SIGHT configuration would be intended to upon a simulation-led concept study products have comparatively high fuel deliver levels of performance and to evaluate the 2/4SIGHT concept. consumption. driveability more usually associated This work involved the development Unusually for an engine which with a three- to four-litre V8 gasoline of the design of the engine and air has been tested and evaluated only engine. In parallel with the prototype handling systems, one dimensional in the domain of computer-aided development work, a single cylinder gas dynamics and performance engineering models, the 2/4SIGHT Hydra research engine was used at simulation using the Ricardo WAVE concept was taken up enthusiastically Brunel University in order to develop software, three-dimensional CFD of the by the media. This interest culminated the combustion and control systems. combustion system using VECTIS, as in late 2004 with the award to Ricardo As this was a fundamentally new well as vehicle simulation using a range of the Autocar magazine Safety and engine concept it was essential that of proprietary and industry standard Technology trophy for the company’s the prototype would enable a wide modelling tools. At this stage details of work on 2/4SIGHT. range of control strategies to be valve train actuation and control system evaluated for switching between architecture and strategies were put Building the first prototype two- and four-stroke modes. As to one side: the main objective was to In early 2005, building on the very such it was important therefore that prove that the concept had the potential promising results of the concept study, no physical constraints should be to deliver the desired breakthrough in a further programme was initiated placed on valve actuation during the downsizing. aimed at delivering the world’s first test programme. In order to enable The concept study provided switchable two- four-stroke engine the project team to assess control extremely promising results: simulation in prototype form. With design and strategies in a completely unrestricted showed that by optimising the performance of the engine and using two-stroke operation in particular for low speed, high torque operation, substantial fuel savings were possible in comparison with conventional production four-stroke engines. Moreover, it showed the combustion system could operate effectively during transition between two- and four-stroke modes of operation. The concept was shown to be particularly attractive for development towards the needs of mid-sized C-D segment cars and larger premium vehicles and SUVs, where performance is required but current

How the 2/4SIGHT concept works: Four-stroke mode

In four-stroke mode the engine operates in exactly the same manner as a boosted gasoline DI. The ability to switch smoothly between modes on an individual cylinder basis enables highly aggressive downsizing as two-stroke operation is used for low speed, high load operation.

Q3, 2008 • RICARDO QUARTERLY REVIEW 11 2/4 SIGHT

The 2/4SIGHT concept relies on an intake and combustion chamber geometry capable of operatiing in both two-and-four-stroke modes (left and below). A mechanical valve switching system (below right) has been designed for use in future vehicle applications.

the rig and had full confidence in the simulation work on which the design was based. Nonetheless, the team had an immense sense of achievement when we successfully achieved the world’s first firing of such a switchable engine”.

Automatic switching algorithm “To put this into perspective, in two-stroke development For the 2/4SIGHT engine concept mode the test bed engine has achieved to be successful it is essential that over 230 Nm per litre. This enables a two- switching is entirely demand-driven and is fully automatic. For all normal litre switching engine to achieve over 450 driving conditions and moderate Nm, which is similar to a 4.5 litre naturally acceleration, the engine should operate as a conventional four-stroke. aspirated four-stroke engine” Typically, two-stroke operation would Dr Tim Lake, 2/4Sight chief engineer be solely used when low-speed/high torque is required. This requires the manner, an electro-hydraulic valve First ‘switchable’ fire control system to initiate switching (EHV) actuation system was used In late 2007 testing commenced on the purely based on the required duty, for the prototype development rig. prototype engine. As senior project and to implement it in such a manner While this configuration was ideal engineer Richard Osborne explains, the that the rate of change of torque is not for research purposes it was never achievement of first switchable firing interrupted in any way. intended as a practical solution for was a major achievement for the project Mode-switching development was in-vehicle use. Instead, a more simple team: “In normal circumstances the carried out in simulation in the first mechanical switching system would first firing of any research prototype instance, using a transient model be implemented once the desired engine is a major milestone in itself. For created in the MATLAB-Simulink strategies had been evaluated. 2/4SIGHT we had three such hurdles to environment with an embedded In parallel with the prototype engine achieve: operation separately in two- WAVE engine model incorporating development effort in the UK, Ricardo and four-stroke modes and switching the turbocharger and supercharger. engineers at the company’s Detroit under firing conditions between This enabled automatic generation of Technology Campus undertook a modes. We had already proven the the required valve timings and lifts to study which led to the creation of a mechanical and air handling aspects of be used in the EHV system of the test patented mechanical cam switching system which would be capable of delivering the required valve switching performance for the control strategies developed on the prototype engine with its EHV system. This not only opens the way for packaging and integration of the 2/4SIGHT engine into a production vehicle but also represents a very cost- effective means of implementation of this highly efficient combustion concept. The air handling system of the 2/4SIGHT concept is based on two- stage boosting and intercooling using a Rotrex supercharger and Honeywell turbocharger. For simplicity in the initial test bed prototype configuration, however, boosting was provided by an external compressed air supply. The engine control system of the prototype was a DENSO rapid prototyping system xxxxxx working with DENSO gasoline direct injection and ignition components.

12 RICARDO QUARTERLY REVIEW • Q3, 2008 bed engine, as well as development of litre naturally aspirated V6 gasoline the transient fuelling, spark timing and engine and five-speed conventional The 2/4SIGHT consortium boost strategies. The key to success has with torque been the systematic co-ordination of all converter. To verify the validity of the these parameters during switching, a models and input data, the baseline very challenging task. vehicle fuel consumption results were The prototype engine performed compared with published data, which faultlessly in the subsequent were reproduced by the model to an development programme, validating acceptable accuracy of 1 per cent. both the switching strategies through The simulation results indicate that demonstration of a wide range of vehicle acceleration performance, constant torque and load transients, including launch from rest, can be and also the performance of the maintained with a 2.1 litre V6 2/4SIGHT aggressively downsized engine in both gasoline engine replacing the 3.5 litre two- and four-stroke operation. baseline powerplant. This would deliver fuel savings of 27 per cent over the Vehicle simulation based on New European Drive Cycle (NEDC) engine tests and would reduce the vehicle CO2 Ricardo: Having validated the basic engine emissions of the baseline from 260 Project leader and coordinator. concept, the research team went on to grams per kilometre to 190 g/km. Responsible within the project for the assess the fuel economy improvement Dr Tim Lake, 2/4Sight chief engineer design, simulation and development of potential of the 2/4SIGHT engine and veteran of the original Flagship the prototype engine and integration through vehicle drive cycle and studies, emphasises the full extent of its systems. In parallel with the acceleration performance simulation. of the achievement that these results project Ricardo also designed the This work was based on the measured represent: “To put this into perspective, mechanical switching system to be steady state fuel consumption and full in two-stroke mode the test bed engine used in the 2/4CAR vehicle project. load performance of the prototype has achieved over 230 Nm per litre. This

2/4SIGHT engine and was carried out using the Ricardo powertrain blockset in the DENSO: MSC “EASY5™” software Responsible for development and package, which allows supply of the direct fuel injection and detailed modelling of advanced engine control systems. engines, transmissions, drivelines, tyres and Ma 2T4: aerodynamics. The Contributed its knowledge and baseline vehicle expertise of valvetrain switching for the study technology. was an 1800 kg passenger car sold in the European market with a 3.5 Brunel University: Carried out single-cylinder engine testing and development.

The University of Brighton: Carried out multi-cylinder engine testing and combustion and cooling system analysis.

The 2/4SIGHT project was part- funded by the UK Government through the Technology Strategy Board. The Board’s mission is to promote and support research into, and development and exploitation of, technology and innovation for the benefit of UK business, in order to increase economic growth and improve the quality of life.

Q3, 2008 • RICARDO QUARTERLY REVIEW 13 2/4 SIGHT

“We aim to draw on the lessons of the Demonstration of mode switching under constant torque (left). Performance 2/4SIGHT research prototype engine comparison with baseline (right), and fuel economy results (below) programme and use this to create a design mechanical switching technology which can be packaged in a contemporary developed in parallel with the engine luxury vehicle” Professor Neville Jackson, prototype project in order to realise Ricardo group technology director the switching strategies previously demonstrated on the test bed.” enables a two-litre switching engine to realise the promise of the engine Ricardo is to lead the 2/4CAR achieve over 450 Nm, which is similar to programme. The publicly quoted project and will work together with a a 4.5 litre naturally aspirated four-stroke targets remain challenging: a 25 to 30 consortium of partners also including engine. As such, the simulation shows per cent reduction in carbon dioxide the University of Brighton, DENSO that torque performance is significantly emissions with no loss of performance, Sales UK Ltd and Ltd. If improved over the baseline vehicle – through the use of a 2/4SIGHT engine the results of the vehicle demonstrator and yet it still delivers a 27 per cent fuel to substitute for a baseline engine of programme live up to the great promise economy improvement.” approximately twice its capacity. revealed by the research prototype “We aim to draw on the lessons engine development programme just 2/4SIGHT Vehicle programme of the 2/4SIGHT research prototype completed, the switchable 2/4SIGHT announced engine programme and use this to engine concept could be extremely The highly impressive results of the create a design which can be packaged attractive to both automakers and the development testing of the 2/4SIGHT in a contemporary luxury vehicle,” driving public in the new paradigm of research prototype engine attracted explains Jackson. “This will incorporate high fuel prices and stretching CO2 and widespread media attention following a development of the patented fuel economy targets. their release in late March of this year. Less than two months later this was followed by the announcement from the UK government’s Technology Strategy Board that, as part of a £23 million funding programme for innovative  low carbon vehicle development projects, it was to provide support to take the concept forward to a vehicle demonstration programme. Building on the work of the 2/4SIGHT engine concept, the 2/4CAR project aims to deliver a global premium vehicle demonstrator which will

2/4SIGHT FUEL ECONOMY Published Data Simulation RESULTS Baseline Baseline 2/4SIGHT Delta % ECE fuel L/100km 15.5 15.8 10.1 -36.1 EUDC fuel L/100km 8.3 8.2 6.7 -18.4 NEDC fuel L/100km 11.0 11.0 7.9 -27.7

NEDC CO2 fuel L/100km 260 257 186 -27.7

14 RICARDO QUARTERLY REVIEW • Q3, 2008 420 900 ignition Power with expansion intake system Use of WAVE by Porsche 400 390 kW (530 PS) 850 Output 380 800 360 750 680 Nm benefit of 340 700 power output 320 650

knocking limit knocking 300 600 280 550

Power [kW] Power 260 500 [Nm] Torque with conventional intake system 240 450 220 400 Porsche knocking limit knocking 200 300 GT2 breathes 180easier with 250 WA1000VE 2000 3000 4000 5000 6000 7000 Theilemann, “had to remain at the same Raising the bar on performance that’s already high excellent level as the 911 Turbo.” need not necessarily mean increasing fuel Porsche approached this task by consumption: Dr-Ing. L. Theilemann demonstrated modelling a new intake system using Ignition Angle Engine speedWAVE. However, [rev/min] what would normally late ignition early precisely this at the Ricardo Software European be a straightforward task in a normally aspirated engine is more difficult Users’ Conference in Frankfurt in November 2007 to simulate in a highly optimised r Theilemann explained in detail from 620 Nm to 680 Nm, something turbocharged engine. Any virtual model how the power output of the the existing model could only achieve needed to simulate the relationships D new Porsche 911 GT2 has been on overboost. Porsche also needed between exhaust gas temperature, raised to 390 kW, (50 hp more than a 911 to achieve a similar maximum torque knock and air-fuel ratio. No such Turbo) by redesigning the intake system speed to that of the 911 Turbo. “But model existed within Porsche, so Dr using WAVE. Torque was also raised fuel consumption,” emphasised Dr Theilemann decided upon a relatively

Q3, 2008 • RICARDO QUARTERLY REVIEW 15 Use of WAVE by Porsche

Porsche also needed to achieve a similar maximum torque speed to that of the 911 Turbo. “But fuel consumption, had to remain at the same excellent level as the 911 Turbo ” Dr-Ing. L. Theilemann

simple approach of varying ignition short runners just 50 mm long. The angle based on limited maximum second was a resonance intake system cylinder pressure. representing combined charging, “We wanted to avoid gas dynamic while the third was an expansion intake effects because, with ramp effects, system representing the GT2. For the the charge would be heated and that large plenum system, pressure remains would be bad for knock behaviour,” nearly constant throughout the cycle, explained Dr Theilemann. Not much temperature stays quite low and the has been published on the subject, but mass flow increases during the intake Porsche already had its own state- cycle as expected. of-the-art example in the form of the With the resonance system there is Porsche Cayenne Turbo intake system. a ram effect and therefore less boost With a large plenum and short runners, pressure is required. The mass flow there’s an almost complete absence of at the end of the intake flow is much pressure pulses within the system. higher. “This effect is completely turned Dr Theilemann also drew on around with the expansion intake be advanced with the new intake examples of combined charging – system,” explains Dr Theilemann. system by a full nine degrees. “This such as a resonance ram system “We shifted the oscillation to late means the exhaust temperature goes used by Alpina in 1979 that assists crank angles so when the piston down, we don’t need so much fuel to the turbocharger at low speeds when reaches maximum speed the pressure protect the variable turbine and the it cannot supply enough air. “Today, goes down through the expanding Lambda increases by 6.9 per cent.” such resonance systems are used phase until nearly the end of the Perhaps most important of all, the fuel to help modern diesel engines at intake stroke and the corresponding consumption is reduced by a full 15 per maximum power output,” adds Dr temperature in the plenum goes down cent. Other secondary effects are that Theilemann. The GT2 uses for the first too, which results in lower temperature boost pressure increases by 4.3 per time a completely different system. Its cylinder filling.” As a result, the cent and exhaust pressure is reduced 1-6-2-4-3-5 firing order forces a strong ignition can be advanced, either by 14 per cent. “All predicted results oscillation of the air in the system which improving power or allowing lower fuel could be found at the dyno,” confirms is used to produce the expansion effect. consumption. Dr Theilemann. Dr Theilemann then made a second A follow up measurement was made Three scenarios investigation comparing the intake using a slightly smaller GT2 compressor Dr Theilemann decided to simulate system of the 911 Turbo with the and power output was increased from three scenarios at 6000 rev/min and 366 expansion intake system of the GT2 the 353 kW of the 911 Turbo with the kW. The first involved a large, 15-litre engine. Power output is 380 kW in old intake system to 390 kW with the airbox without ram effect but with both cases but the ignition angle could new intake system. The effects are

420 420 900 900 ignition ignition Power with Powerexpansion intake systemwith expansion intake system 400 400 390 kW (530 PS) 850390 kW (530 PS) 850 Output Output 380 380 800 800 360 360 750 750 680 Nm 680 Nm benefit of benefit of 340 340 700 700 power output power output 320 320 650 650

knocking limit knocking limit knocking 300 300 600 600 280 280 550 550

Power [kW] Power 260 [kW] Power 260 500 [Nm] Torque 500 [Nm] Torque with conventional with conventional intake system intake system 240 240 450 450 220 220 400 400

knocking limit knocking limit knocking 200 200 300 300 180 180 250 250 1000 2000 3000 40001000500020006000300070004000 5000 6000 7000 late ignitionlate early ignitionIgnition Angle early Ignition Angle Engine speed [rev/min]Engine speed [rev/min]

16 RICARDO QUARTERLY REVIEW • Q3, 2008 similar, the ignition angle being eight degrees earlier and fuel consumption “… a comparison between fuel consumption being reduced by nine per cent. These and acceleration shows Porsche to be way results are not entirely consistent with work previously published by Porsche ahead of many competitors: fuel use has because in this comparison only the actually fallen below that of the 911 Turbo, intake systems were changed. Earlier publications included all changes despite performance being increased to during the evolution from the 911 Turbo record levels” to the GT2.

Improvements wheel diameter). “The compressor cent and the weight of the exhaust Using WAVE, Dr Theilemann and his and turbine wheel diameters remain system overall by 30 per cent. The ducts team were also able to accurately unchanged, maintaining the same, low behind the catalytic converter have model the mode of the air oscillation in moment of inertia,” says Dr Theilemann. been increased in size from 60 mm to the expansion intake system of the GT2 The silencer and tailpipe are now 65 mm. Maximum torque speed has at maximum power output. It was also made from titanium, reducing the increased because of the bigger inlet possible to conduct some parametric weight of the silencer itself by 50 per diameter of the compressor, but only by investigations into the length and 100 rev/min. The top speed of the GT2 diameter of the intake distribution duct, is now 329 km/h and the acceleration giving a detailed insight into the charge time from zero to-100 km/h has been temperature within the system. reduced from 3.9 sec to 3.7 sec. The main improvements in the GT2’s NEDC fuel consumption is now 12.5 performance were achieved through litres per 100 km, though this is not changes to the intake system design – attributable to the new intake system but there were other secondary factors as the test cycle is driven at part load. too, such as modifications to the However, a comparison between fuel turbocharger. The turbine spiral consumption and acceleration shows has been widened to reduce the Porsche to be way ahead of many mean gas velocity. The trailing competitors: fuel use has actually fallen edges of the turbine wheel have below that of the 911 Turbo, despite been ground to raise the mass performance being increased to record flow and the compressor levels. inlet diameter was increased. The previous compressor has a trim of 77 per cent and the new compressor, 80 per cent (‘trim’ being the ratio between inlet diameter and compressor

Q3, 2008 • RICARDO QUARTERLY REVIEW 17 RQ Interviewnterview: – L Iewisgor Kulgan Booth

Renaissance architect

Chairman of Ford of Europe and Volvo Car Corporation, truly worldwide car, and it won’t be the Lewis Booth is one of the core group of executives who way we’ve had global cars in the past transformed Ford’s European operations from lacklustre loser where, frankly, we’ve done too much re- engineering from region to region. This to a powerful, profitable performer with world-class products. one has a high level of commonality Tony Lewin asked him about commodity prices, CO2 and the and is tailored only to the different challenges facing the broader Ford organisation requirements of each region in terms of body style – the US and China favour How has Ford’s performance been so see similar fruits. In Europe Ford now four doors – transmission choice and far this year? has its capacity roughly equal to its petrol versus diesel. Diesel is essential We had a tough first quarter, but we demand; we’re bringing products to the in Europe; petrol is mainstream almost have been encouraged by the progress marketplace which have been extremely everywhere else. of the company – and particularly well received. There are opportunities in encouraged by Ford of Europe and Ford revenue if you get the products right. How is the new “One Ford” ethos South America. North America has working? significant improvements, notably in What do you see as the challenges in ’s agenda is well the area of costs, but with the industry Europe right now? understood inside the company and and segmentation changes that are The Spanish economy is down quite is being adopted by a group of people going on there, revenue is hard to come a lot; the Italian car industry has not at the senior leadership level who are by at the moment. It has been tough for picked up on the continuation of very comfortable with each other. We Volvo; we see some headwinds ahead scrappage allowances the way we all know each other, we’ve all worked of us. We remain concerned about the expected it to. On the other hand the UK together in various parts of the world, state of the US economy and we’re is holding up better than we expected, and we like and respect each other. It’s cautious about the impact in Europe France is doing well and Germany not just an organisation of convenience: of that – and we’re very worried about has come round a little bit, though we’re working together because the raw material prices, which have been a we’re beginning to see some signs of chemistry works too. Derrick Kuzak challenge for the last couple of years. confidence problems there. Russia for is really helping us drive common us is still very very strong. product: a lot of the benefits we are now Ford of Europe is doing conspicuously beginning to see in Europe were sown well. How is it placed? How is the European experience able by Derrick when he was head of product We’ve had a stunning start to the year, to benefit global operations? development here. He has absolute and it’s very encouraging for all of us. We’re beginning to see the first signs standards in product development We’re beginning to see the fruits of of the benefits of working together. which will help us around the world. what we’ve been doing for quite some We’ve just shown the new Fiesta at time. As we go through the same Geneva and Beijing and its at the The new Ford Fiesta and Volvo XC 60 (right) are process in North America we expect to London show, too: this will be our first examples of Ford’s new European strategy

18 RICARDO QUARTERLY REVIEW • Q2,Q3, 2008 the way they do business. They have “We’re bringing products to the marketplace this great expression: ‘beyond the which have been extremely well received. stars’. They want to make sure cars are safe in all aspects of usage, not just in There are opportunities in revenue if you the test cycles that we all conform to. get the products right” When you talk to Volvo people, it’s at every level. What is the position at Volvo? quite special in our industry, reinforce Is it for sale? its credentials in environmental How do you reflect this in your It has been tough at Volvo. Like all the performance, where it has been marketing? brands it has been hampered by raw excellent but isn’t [currently] where Maybe not enough. I think we have to material costs and, particularly, by we want it to be – and we want to talk more about the safety features in currency. A lot of Volvo’s cars are sold emphasise modern Scandinavian our [Volvo] cars and make sure they are in the US – and we all know where the design. Volvo has a place – it’s not going understood for what they are. But the dollar is. We’ve said, Volvo is not for to be a clone of a German premium first thing you do is to make sure you sale: what we’re about is improving the brand, but I believe it has exactly the continue to advance the science, and business. brand heritage for today’s needs. that is what Volvo is doing.

How will you do this? What are the Where does this then move Volvo to? Carlos Ghosn has committed Nissan- highlights? A little bit more distinguished, a little bit Renault to becoming leaders in zero The XC60, which starts production more special, with jewel-like execution emission electric vehicles. Where does after the summer shutdown, is a of the details – but in a Scandinavian Ford stand on this issue? very important launch this year. The way. There are some parts of the vehicle I agree with Carlos. You’ve always got to reception has been encouraging so far, that are absolutely spot-on – the floating be looking forward. You can’t just cost- and I’m encouraged by Volvo’s product centre console, for instance. Some of save yourself to prosperity – you have programme: it’s in good shape, and the other touch points are maybe not as to make sure you’re investing for the with the [downward] segmentation perfect as I would like them; what I like future. The whole industry, not just Ford, shift that’s taking place, it’s just the right about the XC60 is some of the beautiful believes that to meet the 2012 targets vehicle right now. detail. Clearly, we have to move the [for 130 g/km CO2 emissions] and other design language on a bit, and we’re in world targets for the next decade we are How does Volvo fit within Ford’s the process of doing that. going to require a variety of solutions. It future? It’s neither volume, nor won’t necessarily be the same solution premium. With almost every manufacturer now in every part of the world, or for in cities Volvo has some fantastic attributes that getting five stars for safety, is there versus out of cities; electrification of we need to capitalise on. It is heavily now less space for differentiation in vehicles is certainly going to be a part of integrated into Ford, in a way that most safety than there once was? that future. people don’t recognise. We have a plan Yes, because it has moved further up now for every [Volvo] vehicle apart from the customer priorities than it was; Do you yet know what form will this XC90 to be using Ford architectures and we’re all responding to that. When you electrification will take? shared technologies. Although we’ve go to Volvo and you work with a team, Whether they’re battery electric managed to get some virtual scale for it’s not a brand value that they think of vehicles, plug-in hybrids, full hybrids, Volvo, we haven’t detracted from the as a brand value: it’s simply integral to micro hybrids – I don’t think any of us feel of the vehicles: no-one gets into a S80, for instance, and thinks they’re “If we’d been told we had to get to 104 driving a Mondeo, and vice versa. grams CO2 with a hybrid, we’d have been So what approach does this suggest? engineering $5000 or $7000 solutions – We need to get Volvo out of this in- between land and build on its strengths when you can actually do it with a couple of safety, which is something really of hundred dollars”

Q2,Q3, 2008 • RICARDO QUARTERLY REVIEW 19 RQ Interview: Lewis Booth

it should be linear: some countries have systems which say things like ‘over 160 is not good’ or other such figures. That, I think, is beginning to try to engineer the solution. What we want is for the customer to start telling us his or her threshold.

What will it take to make this happen? It’s pretty clear that customers are already beginning to think about CO2. They’re not yet ready to pay for it – and they may never be ready to pay for it, because we don’t see them being ready to trade off other attributes for improved CO2. But we’d be delusional if we thought CO2 was just a political agenda: it is a popular agenda now. Three years ago we gave up wondering “Tell us the target, tell us how you are going whether the science was right; we decided to do something, and we’ve to encourage consumer behaviour change, been working pretty hard on it. and we’ll engineer the solution” How do you feel now that Jaguar Land know for certain. We’re all going to believe [legislation] should be around Rover has been sold to Tata Motors?. be placing bets on a variety of these the outcomes rather than encouraging I believe we have found a very pleasing solutions, including – frankly – a variety any specific solutions. Very quickly solution for the future of Jaguar Land of existing technologies. Diesel engines after Job 1 on the new Fiesta we’re Rover: I’m encouraged by the reception are going to get better, more efficient going to have a 98 gram Fiesta — with we’ve had from important stakeholders and with lower CO2, and you can see essentially conventional technology. such as the government, the unions and us starting to talk about downsized, A Prius is 104 grams. If we’d been told the workforce itself. Both brands have a boosted direct injection gasoline – we had to get to 104 with a hybrid, we’d strong future: whatever the emotions, EcoBoost is how we are going to brand have been engineering $5000 or $7000 it was a business decision to sell them. them. solutions – when you can actually do it The is in tough with a couple of hundred dollars. So, tell times at the moment, and I had always How will downsizing work in us the target, tell us how you are going felt that it would be a tragedy for Jaguar practice for a cost-conscious volume to encourage consumer behaviour if, because of our financial manufacturer like Ford? change, and we’ll engineer the solution. circumstances, we ended up unable We will see cars with much smaller to allocate either financial resources or engines, clearly, but with similar Does the [proposed] 130 gram CO2 management resources to them. That power outputs – because the other average fill you with dread, or do you would have undone all the good we’d thing customers are telling us is that, see it as an opportunity? done over the years, restoring both yes, they want to be environmentally The way the proposals are, your targets brands to have a good future. And at the friendly, but they also want to have are set in relation to the weight of the end of the day I feel we made the right similar attributes to those they have vehicle. As rolls decision both for Ford and for Jaguar today. This is probably the most out of the fleet, our target increases [in Land Rover. This is business, whatever exciting area of the business right now. severity] because the average weight my personal feelings might be. I feel We don’t know what solutions are of our vehicles is reduced. It is a threat very, very attached to the future of Ford. going to work for everybody: hybrids because of the amount of money we My responsibility is to make sure we’re have their place, and in dense city traffic are spending on it – we are diverting a doing the right thing for the future of with lots of stops and starts they have lot of resources to fuel efficiency and Ford long term – that’s what still turns advantages that they don’t have on a CO2 improvement technologies. We’re me on every morning. long journey. We’re all going to take all squeezing our margins because of it. Lewis Booth, chairman, weight out of our vehicles too. Ford of Europe and Volvo Will prices have to go up? The son of a Ford, Austin and Morris Should governments be setting the Yes, but whether they will stick is dealer, Liverpool-born Lewis Booth targets and leaving industry to find the another matter. It’s an open issue. We studied mechanical engineering at solutions? haven’t seen a lot of evidence that Liverpool University before joining I’m very clear on that. We will need people are yet prepared to pay for . He joined Ford in some encouragement in terms of fuel economy improvements or CO2 product development in 1978 and influencing consumer demand, and improvements. The only place I’ve seen rose through a series of international it would certainly help if that demand it is in specific technologies like diesel. management roles to become president was consistent across Europe – which Our view – and the ACEA view – is that and CEO of Mazda in 2002. He was it isn’t at the moment, with every we do need some CO2 taxation policies appointed to head Ford of Europe in country having its own individual that will help stimulate demand for low- 2005 and is also chairman of Volvo. taxation approach. But I strongly CO2 cars. The only thing we say is that

20 RICARDO QUARTERLY REVIEW • Q3, 2008 Niche manufacture & assembly

Made to Measure

For a company whose main focus is on R&D, Ricardo manufactures many powertrain products in its own right. These, as Anthony Smith reports, range from prototype components to series manufacture of niche products for automotive and motorsport applications

he manufacture and assembly the company’s operations in North mean many of these names must of prototype engines has America. remain secret, a few have been T been a part of the Ricardo Mark Barge is product group director reported publicly. These include the corporate competence since the very of high performance transmissions collaboration with MSport in the design foundation of the company in 1915. products (HPTP) and is responsible and manufacture of the four-wheel- In addition to this continuing function for the recently expanded production drive transmission and driveline of the carried out at numerous centres – facility. “We have a total of four major BP Ford World Rally Championship including its extensive exhaust system product offerings,” he says. “Perhaps team RS Focus, which in 2007 took manufacturing business based in the group for which we are best known the world manufacturer’s title for the Germany – Ricardo has two additional are the motorsport transmission and second year in succession. centres of flexible niche manufacturing driveline projects. In these projects The team was also responsible for where products and components are we typically collaborate with the the bespoke transmissions of the 908 produced for external as well as internal customer from the very earliest stages HDi FAP diesel Le Mans cars of Team customers. Both of these have grown of design and CAE simulation, through Peugeot Total team, which proved rapidly in recent years: the UK centre the validation and development a stunning success in their debut supports the company’s expansion programme and ultimately product season. The massive torque of the in high performance transmissions supply, supporting the race team for endurance performance V12 diesel products based at the Midlands each season of the product’s life.” provides possibly one of the greatest Technical Centre (MTC), and a separate The list of customers supported in challenges in motorsports transmission US base at the Detroit Technology this way is highly impressive. Although engineering. Campus supports the full range of strict client confidentiality agreements While motorsports projects may

Q3, 2008 • RICARDO QUARTERLY REVIEW 21 Niche manufacture & assembly

at the Ricardo Detroit Technology “The advanced manufacturing Campus, says the facility serves technologies we have at our disposal here a different set of market needs. In addition to addressing the company’s enable us to provide complex products, internal requirements for prototype often involving complex composite parts to support its own design programmes, the Detroit business materials, for Formula One teams” provides prototype manufacturing Mark Barge, product group director of high services for a wide range of external performance transmissions products customers. “For a prototype manufacturing be what Barge’s team is best known unit at MTC. business to survive in this town it for, the second of its quartet of In order to maintain its position needs to do a great job – every time”, business streams is a derivative – yet in such highly competitive niche explains Neighbors. “All of the major highly distinct – product offering. markets and to be able to serve the automakers talk to each other, so any The company has a range of its own very highest levels of motorsport, the mistakes are highly visible and will cost Ricardo-branded products that are MTC production facility is extremely future opportunities.” manufactured on a medium-volume well invested with some of the very But if the imperative of providing basis. These include, for example, a latest in manufacturing equipment and a high quality of service to the very number of transmissions for single- technology. It has a staff of over 120 highest international quality standards make race series, designed on a highly skilled engineers, technicians and is a necessary condition for business bespoke basis using the company’s machine operators who work alongside success, so too is the ability to build in extensive parts bin of available state-of- the company’s engineering teams. the necessary operational flexibility and the-art components and sub-systems. agility to be able to make profit from Having set the benchmark for reliable The sky’s the limit the activity against highly fluctuating cost effective transmissions for Renault This breadth of manufacturing demand levels. World Series and the US Indy Lights capability and technology comes into “I have a close-knit capable team championship, Ricardo’s most recent its own in the final product offering who are willing to vary their working contract of this nature is to supply a of the MTC facility: high added-value hours as necessary in order to get the new transmission for Formula Nippon make-to-print manufacture. Mark Barge job done,” continues Neighbors. “In commencing in the 2009 race season. explains: “The advanced manufacturing addition, we are able to draw upon the In addition to this, a range of sports car technologies we have at our disposal resources of a range of suppliers with gearboxes are produced, using as their here enable us to provide complex whom we are strategically aligned. In basis minor adaptations of a generic products, often involving complex this way we can flex the capacity of competition transmission architecture. composite materials, for Formula One the business dramatically but without But not all of Ricardo’s HPTP product teams. This work is highly confidential losing tight control over production group is devoted to competition and extremely advanced in terms processes, work flow and, of course, applications. Significant design, of both the materials used and the quality. The way I look at it, I have the engineering and manufacturing manufacturing technology deployed. largest machine shop in the world at my programmes have been entered into This reflects the highly competitive disposal here in Detroit.” for high-performance niche products. environment at the very top echelons of While significant component-level These have included programmes motorsport.” production is outsourced, the team such as the 4400 of the Ford inspects and assembles almost all GT (see RQ Q1, 2005) and the highly The ‘largest shop in the world’ products in-house to maintain its acclaimed and award winning seven A veteran of 29 years in the preparation jealously guarded ownership of the speed dual clutch transmission of the of prototype engines, transmissions production intent process while Bugatti Veyron (see RQ Q2, 2006) which and vehicles, Bob Neighbors, director of ensuring the original design integrity is remains in production at a dedicated prototype manufacture and assembly being adhered to.

22 RICARDO QUARTERLY REVIEW • Q1, 2008 The high performance transmissions team’s disposal, the delivery times can products group at MTC manufacture niche be extremely impressive. Neighbors products including the 7-speed DCT of the Bugatti Veyron (below) quotes an example of parallel working in which CAD data for a pair of V12 Process delivery cylinder heads was released for rapid Indeed, manufacturing processes prototyping at the same time that are themselves part of the value- his team started programming the added output of Neighbors’ team. machining paths. “We can get a cylinder While the quality of input data for head like that running on an engine in many prototypes can range from less than six weeks from release of the sketches through to full 3D CAD data, CAD data,” boasts Neighbors. the team works alongside its internal Yet in the ultra-competitive and external customers to ensure environment of Detroit he concludes that manufacturing feasibility is by emphasising that commercial assured from the outset. “Everything success is the only guarantee of we produce has to be to production business survival: “What drives me standards – there is no point in and my team is that we love cars, producing prototypes which either we love manufacturing, and we love cannot be made or are too expensive to assembling components and vehicles. manufacture at their required volume,” But I’m a businessman, too, and most he observes. of all I love making money so we can Once the electronic machining data continue making tomorrow’s advanced is established, the team builds detailed powertrains and vehicles.” process sheets that capture the learning of the prototype manufacturing development stage. These processes “For a prototype manufacturing are highly valued by customers, who business to survive in this town it needs can use them in negotiations with their own suppliers or in transfer to in-house to do a great job – every time” full-scale manufacturing. Bob Neighbors, director of prototype With the outside suppliers at the manufacture and assembly

Q1, 2008 • RICARDO QUARTERLY REVIEW 23 Ricardo News

New technology for efficient, low cost and light automatics s a part of its ambitious Aprogramme of automotive transmission concept development, Ricardo has unveiled a research prototype vehicle that demonstrates the company’s patent-pending electromagnetic linear actuation technology. This technology offers a low-cost route to robust and highly efficient Automated (AMT) and dry Dual Clutch Transmission (DCT) vehicles, capable of delivering increased fuel economy and lower emissions. The development vehicle is based on an Corsa 1.2 litre gasoline automated manual transmission in which the control and actuation system of the original Easytronic system has been replaced with Ricardo’s electromagnetic linear actuator technology. This advanced technology is sufficiently versatile and controllable that it can be multiplexed in order to operate both the clutch control and gear selection functions. In the research prototype vehicle this eAMT system demonstrates two- pedal vehicle automation at low cost, owing to a significantly reduced parts count through the use of a single electromagnetic actuator in place of separate clutch and gear actuator units. AMT control software employing clutch driving conditions. While the vehicle The actuator is highly controllable ‘kiss’ point adaption techniques and was intended as a first step in proving and can deliver a force of up to 800 N DCT-like microslip control of a single the capability of this technology for an peak and 350 N continuous, translating dry clutch. advanced, dry clutch eDCT system, to a torque interrupt on the eAMT The eAMT research vehicle provides the transmission architecture of the transmission of as little as 0.35 seconds an ideal environment for the actuator eAMT vehicle represents a potentially during shifts. This is enabled by an and control technology to be tested, attractive automated two-pedal advanced implementation of Ricardo evaluated and refined in real-world solution for smaller (A/B class) vehicles in price and/or manufacturing cost sensitive markets.

Efficient, low cost and fully scaleable control The linear electromagnetic actuator and control technology demonstrated on the eAMT vehicle offers a highly practical and cost-effective solution for advanced transmission systems. This technology is fully controllable in terms of position, force and velocity, and is scaleable from small passenger car applications through to large commercial vehicles and off- highway equipment. In an AMT configuration such as that demonstrated in Ricardo’s

24 RICARDO QUARTERLY REVIEW • Q3, 2008 The Ricardo eAMT demonstrator vehicle (below, left and centre) is fitted with Combustion seminar dates announced an Easytronic transmission in which a single electromagnetic linear actuator is Ricardo will be hosting two one-day seminars covering respectively the multiplexed in order to operate both the fundamentals of gasoline and diesel engine combustion and technology at the clutch control and gear selection functions Shoreham Technical Centre. The Diesel Engine Seminar will be held on the 21 (CAD images show eAMT unit and detail of October 2008, and the Gasoline Engine Seminar on 22 October 2008. actuator assembly). The seminars are aimed at engineers new to the industry who wish to gain a broad- eAMT prototype, a single actuator based knowledge of engine technology, and technical specialists who wish to broaden substitutes for the separate clutch their understanding of engine combustion, emissions and related issues. operation and gear selection systems The cost of each seminar is £500 or £900 (+ VAT) for both. This fee includes the of the current production unit. Clutch delegate pack, lunch and refreshments during the day. To register, simply send an control is achieved without modification email to [email protected] with delegate details. to the release bearing arrangement. Moreover, it is extremely fast-acting: in benchmark step response tests linear actuation technology in the carried out against a current production eAMT vehicle shows huge potential hydraulic valve actuated system, the for the practical implementation of Ricardo system was shown to be in next-generation transmissions in the excess of eight times faster. automotive as well as the commercial vehicle and off-highway sectors,” Towards a more cost-effective and fuel commented Lee Sykes, Ricardo efficient DCT implementation global product group director Ultimately this research programme will for driveline and transmission see the implementation of this same systems. “This is just one of the technology in an eDCT transmission positive results of the eAMT research for a European C/D segment vehicle. which includes the demonstration With further IPR developments planned of next generation software for the cooling of dry clutch modules, control – the art of the possible the dry clutch eDCT system will aim to in terms of multiplexing.“ provide a high efficiency, zero torque The eAMT and on-going interrupt transmission system that, eDCT research projects based on the results of simulation and show Ricardo’s commitment component testing, aims to provide a to providing its clients with fuel consumption saving in the region advanced technology and services of 5 per cent in comparison with a that will be key enablers of the more hydraulically actuated wet clutch DCT, fuel efficient and cost-optimised while also offering significantly lower automated transmission products of the manufacturing cost. future, as demanded in the major global “The advanced electromagnetic automotive markets.

types, which will be tested on a its effectiveness and viability for New funding for low large premium sport utility platform production and suitability for modular carbon technology delivering 120 to 130 g/km CO2 and application. Jaguar Cars will lead this a zero emissions range of at least 20 project, which will be carried out by he UK government’s Technology km. The project will also investigate a consortium also including Flybrid TStrategy Board has announced range extension and plug-in charging Systems, Ford Motor Company funding of £23 million for 16 and installation/ commissioning of Limited, Prodrive, Ricardo UK Ltd, innovative low carbon vehicle local recharging facilities for vehicle Torotrak plc, and Xtrac Ltd. development projects. Together with trials within the vehicle fleet of e.on, The last of the three project partner contributions, the projects who, along with Amberjac Projects consortia in which Ricardo will collectively represent a total value of Ltd, are also consortium members. participate will build on the work of £52 million. As a technology leader in Kinetic energy recovery will be the 2/4SIGHT engine concept (see high fuel economy/low carbon vehicle the theme of the Flywheel Hybrid pages 8-14). The 2/4CAR project aims technologies, Ricardo will be an active System for Premium Vehicles to deliver a global premium vehicle participant in three of the winning project. This project will involve the demonstrating a 25-30 per cent project consortia. design development of a mechanical reduction in carbon dioxide emissions Reflecting the emerging importance hybrid (flywheel and variable drive with no loss of performance using an of vehicle electrification, Ricardo system) kinetic energy recovery innovative, highly-downsized gasoline will also participate in the Range system for use in a premium engine with two-stroke/four-stroke Extended Electric Vehicle project segment passenger vehicle as an switching technology. Ricardo will which will be led by Land Rover. This alternative, cost-competitive solution lead this project, which will be carried project aims to develop a modular to other hybrid systems. The project out by a consortium also including electric and electric/diesel powertrain, will demonstrate this within an the University of Brighton, DENSO suitable for several different vehicle existing vehicle platform to prove Sales UK Ltd and Jaguar Cars Ltd.

Q3, 2008 • RICARDO QUARTERLY REVIEW 25 Ricardo News

per cent complete, involves significant Major upgrade marks decade enhancements to crew protection systems as well as a significant increase of WMIK peacekeeping in vehicle payload, enabled by in- depth re-engineering of the chassis ollowing its initial development in technology to develop state-of-the-art and suspension systems. These are F 1997, the rapid deployment vehicle defence vehicles.” just the latest improvements to the (RDV) concept – one of Ricardo’s most The RDV was conceived as an original WMIK product, which has successful defence vehicle engineering adaptation kit to enable the conversion been sold to a number of customers innovations – was introduced a of standard Land Rover Defender from other NATO and Commonwealth year later by the British Army as transports – already strengthened to countries. In addition to the standard the weapons mount installation kit include chassis outriggers and roll- Land Rover Defender WMIKs used by (WMIK). Ten years on – and following cage mounts – into peacekeeping the British Army, Ricardo has developed duty in Sierra Leone, Kosovo, Liberia, and other specialist role vehicles in similar RDV concepts based on other Afghanistan and Iraq – the Army’s just a few hours. Following ten years platforms, such as the Ford F350. It WMIK-equipped Land Rover Defenders of exceptional service, a fleet of 200 has also produced a range of optional are returning to Ricardo as part of a WMIK-equipped Land Rover Defenders modules and products, including infra- major upgrade programme. is undergoing a major upgrade by red lighting systems and lightweight “We are proud to have supported Ricardo Special Vehicles. seating systems, which are compatible the peacekeeping roles of the British The programme, which is already 50 with many vehicle types. Army over the past ten years with the WMIK-equipped Land Rover Defender product,” explains Paul Tarry, operations director of Ricardo Special Vehicles. “The latest upgrade contract is a further demonstration of the way in which we are able to leverage the very latest in automotive processes and

After ten years of active service, the British Army’s Land Rover Defenders are coming back to Ricardo for a major upgrade programme.

26 RICARDO QUARTERLY REVIEW • Q3, 2008 Ricardo plc Seminars & Events Related to the automobile industry

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

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

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

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

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

Delivering Value Through Innovation & Technology www.ricardo.com

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