Forced Induction –– CHANGES in PERFORMANCE LANDSCAPE

www.autotechreview.com March 2016 | Volume 5 | Issue 3 Now, Also available on

It’s on 16 Interview Krishnakumar (KK) Srinivasan, President – Asia Pacific, Vehicle Group, Eaton

20 study Outlining a Possible Future for Biofuels in India

60 new Vehicle Mahindra Kuv100 – Compact Package, Expansive Future

forced induction ––

changes in performance landscape Powered by Analysis (OptiStruct, CFD Contest Manufacturing RADIOSS & MotionSolve) (AcuSolve) Simulation

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Dear Readers,

At the end of his budget speech on February 29, 2016, Finance Minister Arun Jaitley left most of us with some sort of a mixed feeling. For a year now, the automotive industry had been building up a lot of expectations, primarily on the basis of the government’s assur- ance to ease out doing business in the country, and secondly to push the Prime Minister’s pet project – the Make in India campaign.

The industry for the last few years has been consistent in its demand to rationalise the ex- cise duty rates. We saw no proposal from the FM on that, but an additional infrastructure cess was introduced for different fuel and vehicle types – 1 % for petrol vehicles, 2.5 % for diesel and 4 % for SUVs. Plus, a luxury tax of 1 % has been added to vehicles that cost over ` 10 lakh. As an immediate fallout, most major vehicle makers have passed on the cost to the end consumer.

The government’s decision to rollout Bharat Stage VI emission norms by April 2020, and scheduled introductions of regulations related to safety have already put a lot of pressure on manufacturers in terms of investments on R&D. And additional taxes aren’t happy news for many. Considering the recent developments around the subjects of pollution and environment, we were also expecting the FM to bring in a scheme to scrap older vehicles.

Talking of R&D, the FM’s proposed cap on weighted tax deduction on R&D expenses at 150 % from April 2017 and further at 100 % from April 2020 from the current 200 % is being seen by many as a regressive step. On the other hand, there is a proposal to intro- duce a royalty tax, which effectively would lower the tax on income earned from patents. That should encourage research and innovation work in the country, viewed a few experts we spoke to.

The allocation of ` 97,000 cr to build roads and highways is good news for the industry. But how that pans out for the auto sector in the long run would depend on a multiplicity of factors. While that gives hopes the two-wheeler and CV manufacturers, the industry continues to wait for clarity on the Goods and Services Tax (GST) rollout. We hope that bill gets passed this budget session.

Deepangshu Dev Sarmah Editor-in-Chief New Delhi, March 2016

@deepangshu autotechreview.com March 2016 Volume 5 | Issue 3 1 Cover Story forced induction — changes in performance landscape

26, 32, 38 | Stringent emission norms, upcoming fuel-efficiency ratings and lightweight engineering have put immense pressure on vehicle makers. In addition, consumers do not want to forsake power and performance, while being reluctant to pay significantly higher. These demands have been the drivers of forced-induction technologies over the past few years. In this issue, Auto Tech Review takes a look at the way forced-induction technologies are evolving, helping vehicle makers keep legislators and customer happy at the same time.

guest commentary

14 Automotive Electronics – The Billion Dollar Industry of The Future? Ashish Gulati is Country Head India, Telit

INTERVIEW

16 “Market Demands will Drive Technology Requirements” Krishnakumar (KK) Srinivasan, President – Asia Pacific, Vehicle Group, Eaton

2 contents

NEWS Cover Story survey

04 Interactions 26 The Electric Supercharger – Challenge, 54 Environmental Concerns Drive 12 News Conception and Implementation New Technology Adoption Stefan Rothgang, Michael Pachmann, Vishesh Mehra Sven Nigrin, Markus Von Scheven Shopfloor study 32 Appearance and Effects of Turbocharger Noise 59 Localisation Key to Making Future 18 Outlining A Possible Future Robert Hanisch Technology Accessible for Biofuels In India 38 Application, Design of the Electrically New vehicle Driven Compressor Hermann Breitbach, Dietmar Metz, 60 Mahindra KUV100 – Compact Sascha Weiske, Gerd Spinner Package, Expansive Future

DECODING TECHNOLOGY event 64 Forced Induction Devices – Blowing 44 Auto Expo Motor Show 2016 – Away, Every Millisecond Technology & Excitement Arun Jaura

48 Auto Expo Components Show – Quality & Capability Showcased others

52 Innovation, Reliability & E-Mobility 01 Editorial Drive Progression 03 Imprint

Imprint

Editorial & Business Office: Editor-in-Chief: Deepangshu Dev Sarmah Publisher & Managing Director: Springer India Pvt Ltd [email protected] / @deepangshu Sanjiv Goswami 7th Floor | Vijaya Building | 17, Barakhamba Road Assistant Editor: Arpit Mahendra For Editorial Contribution, write to the Editor-in-Chief at New Delhi – 110001 | India [email protected] / @arpitmahendra3 [email protected] + 91 11 4575 5888 (P) | +91 11 4575 5889 (F)

Senior Correspondent: Naveen Arul (Bangalore) For Advertisements, write to Manager – Sales at Auto Tech Review (ATR) is a monthly magazine focussed on automotive technology, and appears 12 times a year. Views and opinions expressed in this magazine are not necessar- [email protected] / @naveenarul [email protected] ily those of Springer India Pvt Ltd. No part of this magazine can be reproduced in any form, including photocopies and information retrieval systems, without the prior written permis- sion of the publisher. Springer India Pvt Ltd Limited reserves the right to use the informa- Manager – Sales: Sudeep Kumar For Subscription orders and reader registrations, tion published herein in any manner whatsoever. [email protected] please visit www.autotechreview.com Printed and Published by Sanjiv Goswami on behalf of Springer India Pvt Ltd. Printed at United Advertising & Marketing Services, D 159 A, Okhla Industrial Estate, Phase – I, New Assistant Manager – Ad Sales: Pramodh R (Bangalore) Or, contact Manager – Sales at Delhi and published at Springer India Pvt Ltd, 7th Floor, Vijaya Building, 17, Barakhamba [email protected] [email protected] Road, New Delhi. ©2016, Auto Tech Review Manager – Events: Vivek Tyagi [email protected]

Chief Designer /Photographer: Bharat Bhushan Upadhyay [email protected] INTERACTION BOSCH, PRICOL LIMITED

BOSCH | BEING FUTURE-READY WITH INDIA-SPECIFIC TECHNOLOGY SOLUTIONS

to the market,” said Dr Heyn. He has called upon the government to ensure that BS VI-level fuel is made available latest by 2018.

TWO-WHEELER SOLUTIONS

At the expo, a strong focus was also accorded to two- wheeler technologies that make riding cleaner, safer and economical. One such solution is the electronic engine management system (EMS) that replaces the mechanical carburettor, leading to a reduction of fuel consumption by 16 %. Additionally, the control unit of the system analyses all the data from the powertrain – from ignition to the amount of fuel – to opti- mise performance. Although potentially big, electronic fuel injection systems have very small penetration The move to Bharat Stage VI emission norms, which same, and also the diesel to petrol ratio remained in the current Indian market. Dr Berns is confident have been advanced to April 2020 by the Indian gov- the same in Europe, he said. the uptick would be rapid henceforth. The company ernment, is fraught with a variety of challenges. Like the BS VI emission regulations, the other key currently supplies EFI systems to four Indian brands. However, several multinational players are confident subject of discussion in India currently is about the It is currently used in two-wheelers with larger of meeting the deadline considering their experience quality of diesel as a clean fuel. Dr Berns mentioned engines, but its percolating downwards. “The advan- in implementation of the Euro VI emission regula- India’s commitment at the Paris Climate Convention tage on the fuel economy is something the driver tions in other parts of the world. One such company in 2015 to a 33-35 % reduction in emissions intensi- notices,” he said. Also on display was the ABS 10, is the leading global supplier, Bosch. ty by 2030, compared to 2005 levels. “That isn’t pos- the anti-lock brake system designed for use in small At the Bosch India Technology Expo 2016, organ- sible without diesel. Rather our approach has to be motorcycles with up to 250 cc engine displacement. ised in the first week of February in Greater Noida, we to make diesel cleaner,” he said. This product is optimised for size, weight and cost. caught up with Dr Markus Heyn, member of the As a whole, one of Bosch’s goals is to contribute Board of Management, Robert Bosch GmbH and Dr to more efficient and clean engine powered vehicles. OTHERS Steffen Berns, Managing Director, Bosch Limited At the Tech Expo, the company presented innovations and President, Bosch Group India to understand the on the next generations of common rail diesel tech- The company has also developed a comprehensive company’s roadmap in India. nology as well as next-gen exhaust gas after treat- connectivity platform solution tailored to the Indian Assuring the industry of its support in taking on ment solutions, which in essence will help the indus- market. The Intelligent Transport Management this challenge, Dr Heyn said the key for the industry – try achieve BS VI norms. System (iTraMS) works in passenger cars, CVs and both OEMs and suppliers together – is to look at the Technology solutions are already available, and off-highway vehicles and can help track the vehicle systems challenge as opposed to bringing in compo- the next step, Dr Heyn said is to have intensive dia- location, and aids in condition monitoring and per- nents individually. That part of the engineering chal- logues with their customers on how to best integrate formance analysis. Said Dr Heyn, “Bosch’s iTraMS lenge has to be mastered together, he said, adding technology into their vehicle concepts. Getting solu- platform is a connectivity solution tailored to the that would also be the right approach to ensure solutions from other markets into India won’t work, he Indian market. It provides accurate vehicle-informa- tions are affordable to the market. “Looking at the opined. Which means the company would need to tion on your smartphone and can immensely reduce Indian creativity, I’m confident together with Indian develop specific solutions for the Indian market, everyday driving cost.” OEMs, we’ll be able to come up with smart solutions. based on specific conditions such as climate and Meanwhile, the falling crude oil prices have re- Nevertheless, it’s a challenge as the timeline is very driving cycles. Importantly, any solution thus devel- sulted in stagnation in electrification of vehicles short,” he said. Importantly, what gives him hope is oped should also be affordable. worldwide. The trend of further electrification of vehi- the fact that there is a clear target for engineers to A key concern in this context is the quality of fuel cles will be pursued, but Bosch isn’t if this is the find the right solutions. availability. “We would like to see low sulphur fuel most suited way for India. “I think it’s important to While time is a constraint, the other key question made available ahead of time so that we can at least concentrate on combustion systems for some more is related to cost. Dr Berns is of the view that unless manage two validation cycles before the BS VI norms time, and then add on intelligent features as we go the technology roadmap towards BS VI is defined, it rollout. The reason is simple: technically, the lubrica- along. NEMMP is important but I don’t expect a big would be difficult to forecast the cost implication. In tion characteristics do affect all moving parts in an bang success,” Dr Berns concluded. the European context though, manufacturers were engine. We want to validate our solutions based on able to keep the cost of the vehicles more or less the the Indian low sulphur fuel that will be later provided Text: Deepangshu Dev Sarmah

4 www.autotechreview.com PRICOL LIMITED | INORGANIC GROWTH is the WAY FORWARD

From the information-packed instrument cluster driven by requirements of the OEMs, which are of an Indian-made KTM motorcycle to telematics driven by a dynamic customer demand, he said. solutions on off-highway vehicles, Pricol Limited Hence, growth prospects are dependent on the has been steadily expanding its product portfolio economic growth drivers, which seem good for the in the last few years. We recently got in touch with coming years. Vikram Mohan, Managing Director, Pricol A few recent international acquisitions have Limited, in order to understand the company’s gone a long way in expanding the company’s product roadmap and growth plans. product portfolio and geographical footprint. Equipped with this enhanced product capability, PRESENT BUSINESS Pricol intends to further increase its presence in telematics, and in four-wheeler oil and water Pricol Limited is a supplier to almost all OEMs in pumps, manufacturing capability for which is the country in the two-wheeler, tractors and com- available in India, Brazil and Indonesia. Growth in mercial vehicle segments. In recent times, the the commercial vehicles and off-highway vehicles company has laid focus on improving the manu- is expected to be higher, with increase in infra- facturing capabilities of its facilities and has also structure development across India. enhanced its testing and R&D abilities, which On being asked to comment on the two most have been aided by some recent international ac- technically-advanced products categories in the quisitions as well. two-wheeler and four-wheeler domains, Mohan tal pace. With such an expected increase in Key product areas for the company include said the company offers more than 1,000 product demand for asset tracking and management of telematics solutions for off-highway and two- variants across these two vehicle segments. Of vehicles, Pricol intends to expand its product of- wheeler applications. Instrument clusters, fuel- these, the top two categories in two-wheelers fering with customisable solutions for every fleet. level sensors, cab tilt systems, variable flow oil include fuel pumps (automotive oil pumps, auto pumps and centralised lubricating are other key fuel clocks and fuel feed pumps), while the FUTURE PLANS products in production right now. These products second category includes instrument clusters, fuel highlight the diverse capability of the company’s level sensors and speed sensors. In the four- Talking about business expansion, Mohan in- R&D team, allowing for hedging against business wheeler area, driver information systems for the formed us that Pricol has worked out its Vision exposure to a single product line. Renault Kwid & Mahindra Reva take centre stage 2020 with a plan to increase the consolidated Mohan expects the present and upcoming alongside automotive oil and water pumps. revenue to ` 3,000 cr by FY 2019-20. In line with product areas to yield good growth in the coming Vision 2020, Pricol aims to grow inorganically, years. The company has the requisite technologi- GROWTH AREAS with a few acquisitions on an investment target of cal expertise and manufacturing capability to around ` 500 cr. “We wish to acquire one entity meet the growing demands of the automotive in- Pricol Limited has a keen focus on expanding its each in the USA and Europe, in the automotive dustry within all product areas it operates in. the business in the commercial vehicle segment. The pumps and sensors businesses, to widen our demand for automotive components is primarily company already is India’s largest manufacturer product portfolio and reach globally,” added of centralised lubrica- Mohan. tion systems, cab tilt The company has also identified Vietnam as a systems and speed gov- potential location for setting up a Greenfield ernors for commercial venture for manufacturing, which is expected to vehicles. Within the be operational by the year 2017. Mexico has also telematics space too, been identified as a market, which is set to grow the company is the and Pricol may look at opportunities in that country’s largest manu- market by 2018, based on its performance. Aside facturer for the tractor of the inorganic growth, Pricol believes that its and off-highway seg- strong technological capabilities and presence in ments. Speaking on the the automotive field for over 40 years will help it potential of this area, to spearhead this Vision 2020 in the coming Mohan told us that the years, concluded Mohan. telematics sector will gain importance in the country at an incremen- Text: Arpit Mahendra

autotechreview March 2016 Volume 5 | Issue 3 5 INTERACTION PARACOAT PRODUCTS

PARACOAT PRODUCTS LTD | INDIGENOUS SOLUTIONS FOR LOWERING NVH LEVELS

bration pads on the body panels. Moving in to the solutions for practically every tractor paint shop, the company supplies what is known manufacturer in the country, he added. as asphalt sheets or bitumen pads, which are ba- There is special focus on lightweighting at sically sound-deadening pads. The next set of Paracoat. It is working on methods to reduce products – insulation materials, carpets, parcel weight of its entire product line by 20 %, while shelves, wheel-house covers and soft-trim interi- maintaining or enhancing the performance of ors – is fitted onto the vehicle in the assembly these parts. Materials used are also playing a line. All these components have been developed significant role in bringing about this balance. and supplied for the Renault KWID, said Poddar. For example, traditionally, resin felt was being At the Auto Expo – Component Show, Paracoat used to reduce noise from the engine room, but introduced its new NVH product line for the auto- now, Paracoat uses lightweight Polyurethane motive aftermarket, christened Paramat. This (PU) foam for this application. The company has product line offers solutions to reduce vibrations, applied for patents in India for this product, road noise and heat, as well as provide better which reduces weight of the engine room sound quality from the vehicle’s audio system. insulation by close to 30 %, and enhances Paramat comes in the form of mats with adhe- performance by 15-20 %, while maintaining Noise Vibration and Harshness (NVH), or the lack sive, and can be applied to various body parts in- similar price levels. of it is one of the most important factors that cluding doors, engine compartment, boot, floor, Traditionally made of plastic, Paracoat is customers look for in a passenger vehicle nowa- roof, and speaker enclosures. Poddar noted that now manufacturing the wheel-house liner using days. There are a number of components that the company has designed the Paramat aftermar- Polyethylene Terephthalate (PET) fibre, which could help reduce NVH levels, but dampening ket product range based on its experience in Poddar claims to cut weight by almost 40 %, materials, as well as interior trims have the working with OEMs for specific NVH solutions. when compared to plastic. He added that these most to do with their control. Paracoat Products Poddar noted that India is a tough market for new materials are 100 % flame retardant, while is one such company that manufactures prod- an aftermarket product line like Paramat, since also being more environmentally friendly. ucts for NVH solutions and interior trims. awareness needs to be built around the product On the sidelines of the Auto Expo, we spoke and its benefits. The company is looking at ex- CONCLUSION with Rajesh Poddar, Director, Business Devel- porting Paramat across various markets, and is opment, Paracoat Products Ltd, who told us planning to bring in awareness through partici- Paracoat is looking at forming partnerships for about the company’s solutions for the control of pation in trade shows across the globe. many of its future initiatives, including develop- NVH levels. He also spoke about Paracoat’s col- ing motor homes and for the export of its prod- laborative development of products with an OEM FOCUS ON R&D ucts. The company already has a manufacturing for its new model, future solutions for NVH, and plant in Thailand that supplies products to developments in this segment. Interior trims also Paracoat has its NVH test and development General Motors, Suzuki and Isuzu. often become a part of the NVH scenario, in the facility situated at its plant in Hosur, near The motor homes, in fact, face the challenge case of parts like heating ventilation and air Bangalore, and ploughs back between 2-2.5 % of registration in India, and the lack of camp sites conditioning (HVAC) systems, which is a reason of its revenues into R&D. Poddar said ‘Make in hasn’t helped their business either. Paracoat is for the company to manufacture these products. India’ can be possible only when Indian working with the Automotive Research Association companies have strong R&D, and this can be of India (ARAI) for approvals on the registration of RECENT PRODUCT DEVELOPMENT available when development costs are low. motor homes or caravans. Poddar said that the Recent results of product development were government is offering subsidies for camp sites Paracoat’s latest development was in providing showcased at the innovation pavilion, in the and caravans as well, but registration demands a NVH-reducing solution for the Renault KWID form of the lightweight PUF, and washable larger number of such vehicles. Paracoat is hatchback. This was the company’s first experi- carpets for commercial vehicles. looking at developing a motor home or caravan as ence of co-developing parts with Renault. The Paracoat is also developing a number of a standard vehicle, and not just as a vehicle mod- collaboration led to a lot of learning about products for CVs, which include sound and ified to be like one. product development, but cost and weight re- vibration dampening carpets, and washable duction posed serious challenges during this headliners and trims. The company is also joint-development process, noted Poddar. working on solutions for farm and heavy With regards to new product development, the equipment, especially with regulations being company begins supplying solutions right from implemented on the level of passer-by noise, the body shop, in terms of stiffness and anti-vi- noted Poddar. Paracoat is developing NVH Text: Naveen Arul

6 www.autotechreview.com Untitled-1 1 22-02-2016 12:56:25 INTERACTION TÜV, VARROC

TÜV RHEINLAND INDIA | NEWLY COMMISSIONED LAB TO DRIVE GROWTH

The Auto Expo Components Show turned out to be the European Union (EU) and many other interna- a hotbed of technology showcase by Indian and tional regulations, which are specifically framed global suppliers for the Indian market. As elec- for automotive OEMs, we were told. tronics gains importance in the automotive indus- Explaining the lab’s architecture, Desai said try, it’s equally important to look at deployment of the lab is equipped with devices such as the Ab- equally capable testing & certification technology. sorber Lined Shielded Enclosure (ALSE) of 10 m A worldwide leader in the area of testing, training, anechoic chamber and automotive transient along inspection and consulting & certification, the TÜV with transient emission stimulators, which can be Rheinland Group of Germany has its Indian sub- used to test electronic sub-assemblies as well as sidiary called TÜV Rheinland India. We caught up electric or hybrid vehicles. We were also informed with Hemant Desai, Vice President, Mobility, TÜV that with this lab, TUV Rheinland becomes the Rheinland India for an insight into the Indian op- only international certification body in India offer- erations and potential. ing testing and certification of automotive vehicles and sub-systems. BANGALORE AUTOMOTIVE TESTING The lab has been indigenously designed, de- LABORATORY veloped and commissioned under the technical expertise and guidance of an engineering team, Of the exhibits at the company’s display area at informed Desai. The lab operates 24X7 to reduce ROUND-UP the Auto Expo, Desai noted the most important the turnaround time required for testing, which in was the new automotive testing lab in Bangalore. turn aids to speed-up the time to market the With the capabilities of the company in place for The lab will play a significant role in facilitating newly developed or re-engineered products. This supporting development of electric vehicles, we the OEMs and their vendors to test their products lab facilitates the automotive vehicle manufac- asked Desai about the scope for it. He told us in order to improve the quality as well as meet the turers and its sub-system suppliers to make use that not much has happened in the electric mo- local regulations, as per AIS standards, noted of it during product developmental phases, in bility domain in the country although the policies Desai. They can test for international standards in order to fix the engineering bugs and comply with supporting it have been around for a few years. the regulations. However, he expects some movement to take This facility has been ac- place in the coming years. There is more poten- credited by NABL as per the tial for volumes in the two-wheeler space but IEC/ISO 17025 standard. Apart it’ll take some time for that potential to be real- from the day-to-day testing ised, he added. More than passenger cars, Desai and certifications for interna- expects electrification to be more conducive to tional homologations, the lab public transportation but the movement here has successfully executed and also in passenger vehicles space will be Indian homologations for vehi- through hybrid technology as a stepping stone to cles and electronic sub-as- electric mobility. semblies in association with TÜV Rheinland India closed 2015 with revenue various national institutions. of ` 120 cr, posting a growth of about 15 %. This The laboratory is equipped was lesser than the average growth of about 25 with test instruments as per % in the past four years, he informed. Desai the latest EU standard ECE expects 2016 to yield a similar growth to 2015 but R10 Revision 5: 2014 for the the focus for the company right now is its long- additional requirements for term plan called Strategy 2020. Following this vehicles and Energy Storage strategy, the company aims to reach annual reve- Associations (ESAs), providing nues between ` 250 to ` 280 cr by 2020. Given coupling systems for charging the growing needs of testing and certification in the Rechargeable Electric the Indian automotive industry and the indicators, Energy Storage System Desai is confident of TÜV Rheinland India fulfill- (REESS) regarding the control ing Strategy 2020. of emissions and immunity from this connection between vehicle and power grid. Text: Arpit Mahendra

8 www.autotechreview.com VARROC | PRODUCT, TECHNOLOGY DEVELOPMENT KEY TO FUTURE SUCCESS

good-looking, followed by the ability to provide accordingly. Jain added that Varroc is developing good output for visibility, while conforming to stronger control systems to be applied in various regulations that govern this segment. Finally, vehicle sub-systems. the components need to be within the price range of the segment that the vehicle is sold in. PRODUCT DEVELOPMENT The concepts showcased by Varroc at the show mainly used LED and projector technolo- Over the years, the company has built a strong gies, and incorporated daytime running lights capability on R&D with regards to the electrical (DRL). Jain noted that various lighting technolo- and electronics business unit. He added that the gies, such as LED, projector and light guide de- business unit addresses customer sensitivity tectors can be combined into the same product. swiftly with new product development. At this The company is focusing on finding the require- stage, the business unit invests back about 1-2 ments of the end-customers, so that appropriate % of its revenue into R&D. Additionally, Jain said lighting technologies are combined and applied that R&D teams for lighting and electronics are to develop those products. moving into a combined technology centre, and In comparison, Varroc’s lighting business for will be doubled in size in 2017. This is expected to four-wheelers is smaller in size. Global and lead to cross-pollination of ideas, and better de- Indian technology trends for four-wheeler light- velopment of products. The Aurangabad-based Varroc Group, as part of ing are different, and the company tries to win in its India business, supplies 16 metallic, electrical the market, given its experience with Varroc FUTURE FOCUS & ROADMAP and polymer parts to two-wheelers in the country. Lighting Systems as a global four-wheeler light- Within this, the company is presently strongly fo- ing systems manufacturer, noted Jain. He added Varroc is working on becoming a technology cussed on the two-wheeler lighting business that the Indian four-wheeler lighting technolo- partner to its customers, and collaborate on above other divisions, essentially because of the gies rely strongly on meeting regulations, but technologies and early-stage product develop- potential that lie in the largest two-wheeler beyond that the company’s large footprint will ment. It is also looking to change its perception market in the world. In an interaction at the just help it to penetrate into more segments with with non-customers and converting them, by of- concluded Auto Expo 2016 – Components Show, cost-effective solutions. fering products that are required, said Jain. Arjun Jain, Vice President and Business Head – Jain is mindful of the fact that new technolo- Electrical, Varroc Group gave us a lowdown on ELECTRONICS gies could dampen the demand for the company’s company’s plans for the future and shared his existing products in times to come. To prepare for thoughts on upcoming trends. Electronics is a fast-moving segment in the au- upcoming trends, the company is increasingly tomotive industry, and Varroc is in the process of looking at manufacturing products like EFI ELECTRICALS figuring out its area of play in the segment, said systems. It is not only developing products Jain. It currently manufactures capacitor dis- keeping in view the trends seen in the automotive Varroc showcased a number of concept lighting charge ignition (CDI), regulator rectifiers (RR), industry, but is also making products that will systems at the Expo, especially compatible with digital instrument clusters, as well as electron- cater to regulations expected in the future. two-wheelers in the Indian market. These con- ics for its lighting systems, and has a strong Varroc Group is looking at expanding its cepts covered the broad range of two-wheeler view of the market in 2020 and beyond. Based business units strategically, with the main focus segments, including scooter, commuter motorcy- on that, the company is developing relevant on relevant product development and increased cles and executive motorcycle models. The main technologies in these areas. technology offerings. It is actively looking at aim of these concepts was to showcase the com- Jain noted that electronic systems like fuel partnerships with other industry players to bring pany’s lighting technologies, while also reiterat- injection (EFI) systems, for instance, and even technologies that would enhance its product line ing their affordability in the relevant segments electric vehicles (EV) may be a threat to the ex- and increase its service capabilities. To that of the market. isting product portfolio, but that provides a plat- end, the company is also enhancing and re- Jain said that the main focus for the form to graduate the company’s products to aligning its R&D capabilities, Jain concluded. company, from the point of view of lighting, is to service the market in alternate ways. He expects use various new-generation technologies to electronics to play a large part in future EFI, create cost-effective and high-usability prod- hybrid or full EV solutions. Varroc’s strategy ucts. He said that three critical aspects need to would be to have a clear roadmap for all these be looked into while developing lighting systems technologies, and depending on which of them for vehicles. Firstly, they need to be aesthetically performs well in the market, it is prepared to act Text: Naveen Arul

autotechreview March 2016 Volume 5 | Issue 3 9 INTERACTION SONALIKA INTERNATIONAL TRACTORS

SITL | INTEGRATED MANUFACTURING KEY TO MAINTAINING QUALITY & GROWTH

In the case of engines, machining of compo- manding for such features in tractors, Mittal said. nents such as cylinder heads and block are un- SITL wants to be independent in terms of de- dertaken by SITL, and it also manufactures its veloping powertrains that are compliant with Eu- own gears. Hydraulic components are also manu- ropean or US norms, as well as improve the factured internally, and so are sheet metal com- overall vehicle quality. Mittal also said that SITL is ponents. SITL also manufactures its own plastic one of the few tractor manufacturers to make air- components, through in-house manufacture of conditioned cabins in-house, which is an impor- dyes and its injection moulding shop. tant export-related factor. The main advantage of such integrated manu- All R&D work is carried out by about 250 engi- facturing is the lack of dependency on a vendor neers at the Hoshiarpur plant. The R&D set-up ecosystem or on new technologies, noted Mittal. The consists of endurance laboratories, field laborato- company can develop its own technologies of trans- ries, emission laboratories, design centre and mission or engines, and apply them on its products field testing area. The company also ties up with quickly. Mittal added that machines, equipment its distributors and franchisees to carry out filed and testing at the facility are likely on par with Jap- testing in international markets. In addition, SITL anese and European automotive OEMs. Also, SITL works in partnership with engineering companies The tractor industry in India has been on a down- believes in not only making products in India, but for development of key components. Additionally, ward curve for the last two-and-half years. While also looking at making quality in India. a separate design centre looks into the manufac- manufacturers see a revival on the cards, Sona- The company has a market share of 12 % cur- turing of dyes. SITL invests almost 5 % of its lika International Tractors Ltd (SITL), the third rently, and offers a vast portfolio of tractors, turnover in R&D, and this is expected to grow largest tractor maker in the country believes that ranging from 20 hp to 120 hp. The company is further with the development of newer products to maintain quality and growth, integrated manu- working on launching a 120 hp CRDI engine. The and platform, noted Mittal. facturing is key. The company’s facility in Hoshiar- company exports to over 80 countries, with market The company also has a training centre that pur, Punjab – also its mother plant – is claimed leadership in three. Mittal informed us that the carries out internal technical training to dealers to be the world’s largest integrated tractor manu- company is now expanding its market reach to and other service teams of the company. It also facturing plant. We recently interacted with countries such as the US, Europe and Africa, by imparts external training to farmers to educate Raman Mittal, Executive Director, Sonalika In- building products that are global in nature. about the best usage practices and benefits of ternational Tractors Ltd about the company’s using tractors. plans to increase its global footprint, and trends TRACTOR MARKET TRENDS for the future. INVESTMENT & FUTURE The biggest change globally, with regards to tech- MANUFACTURING CAPABILITY nologies being adopted into tractors and other Over the last three years, SITL has invested about ` off-highway vehicles, is in the form of emission 500 cr at its Hoshiarpur plant, increasing annual SITL manufactures almost all the components standards. Mittal said the drastic change in production capacity to 200,000 units from the that are required for a tractor, including engines, emission norms is a key threshold to move earlier 75,000. The additional production volumes gears, transmission, hydraulics, sheet metal, forward with global operations. In line with will be available this year onwards, said Mittal, who cabins and plastics. Seats and exhaust systems current norms, the company has launched added that the company today is the only tractor will be the next set of systems to be built in- Common Rail Diesel injection (CRDI) engines. maker to carry out complete robotic painting. house. Tyres, battery and fuel injection pumps are Another important factor that is yet to gain trac- Mittal said that at its peak, the tractor indus- the few components that SITL sources from other tion in the domestic market is in the improvement try in India had a market size of between 5.75-5.8 suppliers. In addition to the assembly of aggre- of comfort features by reducing NVH, and improv- lakh units. India has a total of about 6.5 lakh vil- gates, the company engages in core machining ing touch-and-feel. Customers are gaining more lages, which shows potential for further penetra- and manufacturing in-house. awareness on such requirements, and are de- tion of the industry. Mittal also noted that there is further opportunity for exports to grow between 25 and 30 % in five years, which currently accounts for about 10-12 % of the company’s business. In all, SITL believes the tractor industry to show growth in the coming years.

Text: Naveen Arul

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Auto Tech Review-1015.indd 1 10/1/15 7:08 PM News MISCELLANEOUS

HMSI | HONDA ONE MAKE RACE CHAMPIONSHIP 2015 CONCLUDES

Honda Motorcycl e and Scooter India (HMSI) con- HMSI said it is trying at localising as much of prescribed regulations. Group B is the highest cluded the final round of its Honda One Make the components as possible for making the motor- category of the championship, with motorcycles in Race Championship 2015 at the MMRT in Sripe- cycles race-ready. In the ride and handling com- the engine capacity of 150-165 cc. The company rumbudur, near Chennai in February 2016. Sched- ponents, especially clip-on handles, the company noted that it has supported motorcycles in this uled to be originally held last year, the final round is working along with its vendors in developing category with the help of the local R&D team, in got delayed due to the floods in Chennai. The 8th these parts locally. While the components are im- developing components for the engine. Apart from edition of the championship comprised of races in ported from HRC, the company’s internal racing this, the teams themselves add a few imported the categories of CBR 250R Championship (Open), team takes up the assembly of these components parts onto the motorcycles, which are then tested CBR 150R Championship (Novice), CBR 150R onto the stock motorcycles. and validated with the assistance of HMSI. Modi- Championship (Open) and the Honda Ladies Race The modifications, especially in terms of elec- fications in the Group B category are made to the – an exclusive race for ladies that was organised tronics, were made with the help of the local re- throttle body, clutch assembly, engine valves, for the first time in any One Make Race champion- search and development teams, the company cams, cylinder head, complete electronics and ship in the country. said. Local R&D teams assess ground require- suspension systems. Sarath Shankar Kumar from Ten 10 Racing ments while making race-specific modifications clinched the CBR 250R Championship without to the various systems. For example, the electron- CONCLUSION even having to take to the tracks on Sunday. This ics are tuned as per temperature, speed, track was achieved by his 186 points tally that was and other varying factors. HMSI has inked a Memorandum of Understanding built on the back of six consecutive wins, includ- The CBR 250R (Open) category was under a (MoU) with Ten 10 Racing Academy to develop ing ‘a double’ at the Buddh International Circuit Team Championship, where HMSI leased out 16 new talent and nurture motorsport talent in India. during Round 4. Ten 10 Racing also clinched the CBR 250R motorcycles to teams registered at Fed- HMSI, in association with Ten 10 Racing Academy, Team Championship for the 2015 season. The eration of Motor Sports Clubs of India (FMSCI). had also organised a training session for journal- CBR 150R Championship for the season was won This category allows each team to have a ists a day ahead of the race weekend, imparting by Aravind Balakrishnan from Chennai, while maximum of six motorcycles. Additionally, individ- knowledge on the techniques of track racing. The Rihana Reya, also from Chennai, jumped two- uals can also apply for this category based on training session was headed by Ramji Govindara- places from her starting position and emerged the rider profiles, and HMSI leases out motorcycles to jan, Director, Ten 10 Racing, with practical track winner in the inaugural race for ladies. individual riders as well. Excluding the engine, training provided by lead riders of the academy. HMSI noted that the ladies race was organised chassis and tyres of the motorcycle, other perfor- HMSI is looking at supporting Indian racers to to be a platform to spread the culture of motor- mance enhancing modifications are permitted on provide exposure to international racing events sport among women in India. The company is the vehicle. The company also supported partici- through championships like its Asia Dream Cup. hopeful of including the ladies category in the pating teams with original spare parts worth up The Asia Dream Cup championship gives Indian next season of the Honda One Make Race as well, to ` 10,000, and a set of tyres replacement per riders a platform to develop riding skills compara- as long as there are enough participants. round. ble to the best of Asian riders. Honda has spon- HMSI also supports teams in the National sored three riders from India – Sethu Rajiv, Hari BUILDING A RACING CULTURE Championships in Groups D, C and B, and modi- Krishnan and Sarath Shankar Kumar to take part fies motorcycles in each category according to the in the Asia Dream Cup. The motorcycles for the Honda One Make Race championship were provided by HMSI, and were track-ready with various modifications as per the prescribed norms of the company. All motorcycles across categories are modified with Honda Racing Corporation (HRC) performance kits. The typical modifications are made in terms of complete electronics including the re-mapping of the Engine Control Module (ECM), modified wiring harness, sport mufflers, steering dampers, suspension systems and race-specification tyres. MRF is the tyre sponsor for this championship, and has co- developed tyres along with HMSI, based on the requirement of the company. The motorcycles were provided with soft compound tyres for Round 5 of the championship, as per rider feedback.

12 www.autotechreview.com ACMA | AUTOMOTIVE SUMMIT 2016 ORGANISED iCAT | new TEST FACILITIES at manesar Alongside the 13th Auto Expo last month, ACMA, growth and development not only for the automo- the apex body representing the Indian auto com- tive nations but also for the global economy. INAUGURATED ponent Industry organised the New Delhi Automo- McKinsey & Company made a presentation tive Summit 2016 on the theme “Make Quality & titled Automotive Sector in India: Trends and Path Technology in India”. Addressing the delegates, Ahead, wherein Ramesh Mangaleswaran, Director, Anant Geete, Minister of Heavy Industries and McKinsey & Company highlighted key trends of Public Enterprises, Government of India said he is electrification, emissions, safety, connectivity & happy to see that the components industry is convenience, autonomous driving, advanced man- already ready to adapt to the technology being de- ufacturing & advanced materials. McKinsey manded to meet the BS VI regulations. “We have a further suggested imperatives for the industry to mammoth challenge and an opportunity too, in succeed – making winning portfolio choices form of scaling up to BS VI by 2020,” he noted. across product, marketing & technology; continue In his address, Arvind Balaji, President, ACMA to master the essentials of cost, quality & deliv- said the auto component industry is the engine of ery; innovate and re-invent offerings, business models & the organisation if needed. Prof Shoji Shiba, International Expert – Total Quality Management & Breakthrough Manage- ment, while appreciating the industry’s efforts in New test facilities at the International Centre improving operational excellence, had some words for Automotive Technology (iCAT), Manesar, of advice to the industry. “India now needs a new under the National Automotive Testing and R&D direction for Excellence. It is important to sustain Infrastructure Project (NATRiP), were recently the already gained momentum in operational ex- inaugurated by Anant Geete, Union Minister of cellence and move to focussing on market excel- Heavy Industries & Public Enterprises. Speak- lence,” he said. ing on the occasion, the Minister said NATRiP has facilitated introduction of automotive safety, emission and performance standards in the country, which are at par with global stand- TH SIAM | 10 STYLING & DESIGN CONCLAVE CONCLUDES ards and fast catching up with the best standards across the globe to ensure seamless inte- The 10th edition of the Styling & Design Con- closely associated with design from domestic gration of Indian automotive industry with the clave as well as the 8th Automotive Design Chal- and global brands, participated and shared their global industry. RK Singh, JS in the Department lenge was organised by the Society of Indian Au- experiences through trends reports, technology of Heavy Industry and Sanjay Bandhopadhyaya, tomobile Manufacturers (SIAM) concurrently with developments, case studies and design process- CEO & Project Director, NATRiP were the other the 13th Auto Expo. The central theme of the es. key dignitaries present on the occasion. conclave was “Design in India”, looking at Chief guest, Rajiv Aggarwal, Joint Secretary Minister Geete also announced the setting design as a significant contributor to AMP 2026 DIPP, Ministry of Commerce & Industry, Govt of up of a National Automotive Board that will en- and eventually to ‘Make in India’. India said the future is completely based on inno- compass all the seven NATRiP centres spread The 8th Automotive Design Challenge (ADC) vation. “We are becoming a trend setter with across the country. Giving out various facts meanwhile, saw a design competition among stu- respect to the contributions made towards design- about the position of the Indian automotive in- dents on the subject of ‘Vehicle for Planet Keplar’. ing vehicles that are being well accepted globally.” dustry in the world currently, the Minister said Over 100 students representing five colleges, in- the underlying message beneath such facts cluding NID, IIT-IDC, DYPDC, MIT & ISD “indicates towards the presence of indicators participated in the competition. The of a healthy growth of the Indian auto industry ‘Best Car Design’ award was won by in the near future”. Gaurav Nandi, a student of MIT, who The new test facilities include powertrain won a cheque for Rupees one lakh for laboratory, a CAD/CAE laboratory and infotron- his model “EXTROSS”. SIAM also hon- ics laboratory. These facilities provide an op- oured Mohd Basha, Advisor, TVS Motor portunity for the industry to undertake technol- Company for his significant contribu- ogy development at comparatively much lesser tion in Indian automotive design. costs for the auto manufacturers, when Several influential automotive weighed against the global automotive devel- design professionals and people opment costs, said iCAT in a release.

autotechreview March 2016 Volume 5 | Issue 3 13 Guest commentary

ASHISH GULATI is Country Head India, Telit

AUTOMOTIVE ELECTRONICS – THE BILLION DOLLAR INDUSTRY OF THE FUTURE?

Automotive industry plays a major role for any growing economy GROWING IMPORTANCE and also plays an important role in a country’s rapid economic and industrial development. The Indian automotive industry con- Automotive electronics has gained importance on account of the tributes significantly to the overall GDP of the nation and also growing consumer demand for performance, safety, comfort and provides significant business and employment opportunities. entertainment. The future car is also expected to be equipped Today’s car is already packed with electronics and has the with even more advanced features that would help prevent acci- highest density of electronic components as compared to other dents, entertain occupants and at the same time, would be eco- consumer machines. A plethora of technologies powers the car friendly. Automotive companies are also looking to stretch their today and these technologies primarily fall into three domains – market by introducing such novel features. safety & security, infotainment & telematics, and powertrain (en- Market drivers like economy, ecology and safety are critical gine & transmission, including other components that are an in- to the automotive sector. GDP, consumer confidence, employ- tegral part). ment levels, availability of credit and fuel prices are some of the Infotainment and telematics are addressed by technologies economic factors that impact the auto industry. Typically, eco- that enable smart traffic management, positioning & location- nomic factors that impact disposable income also drive the auto- based services, car-to-car & car-to-infrastructure communication motive sector. In addition to economic drivers, the automotive and in the future, perhaps autonomous driving. The Indian auto- sector is impacted by ecological and safety factors and concerns motive industry is witnessing a phase of rapid transformation that are quite often mandated by governments, including fuel and growth, mainly driven by stable economic growth and infra- economy and CO2 emission levels. structure development. Along with the automobile manufactur- We’ve been witness to the growth in innovation in automo- ers, the auto components industry is also gearing up to compli- tive electronics. Advances in electronics have enabled automotive ment such transformation and growth. manufacturers to increase the value in their products by offering

14 www.autotechreview.com more features and improved reliability. New technologies evolv- es, advanced driver safety and in-vehicle infotainment. These ing in this sector include semiconductor electronics capable of features are not just restricted to the luxury vehicles, but have delivering more efficient power management and conversion sys- trickled down to lower segments too, proving to be a new factor tems. These products are important drivers of improved fuel of product differentiation. economy and emissions performance.

CONCLUSION CHALLENGE & OPPORTUNITIES The Indian auto component industry is expected to register a Carmakers today are competing to bring in advanced features, turnover of $ 66 bn by FY 15-16, and is expected to grow to $ 115 connectivity and entertainment, advanced safety and improved bn by FY 20-21 depending on favourable conditions, as per the fuel efficiency to their products to attract potential buyers. To ad- estimates of the Automotive Component Manufacturers Associa- dress this ever increasing list of consumer needs, more and more tion of India (ACMA). In addition, industry exports are projected technological advancements will happen and automotive elec- to reach $ 12 bn this fiscal, and add up to $ 30 bn by FY 20-21. tronics will play a pivotal role to satisfy all the user requirements. Also, the annual market for passenger cars, which is currently at This paves way for complex electronic systems and providing two mn is set to touch five mn by 2020. cost competitive electronic solutions is a challenge and an oppor- While market potential and opportunities remain vast, the in- tunity for Indian automotive companies. dustry will be posed with important challenges and bottlenecks Industry analysts predict that by 2025, 100 % of all new cars that need to be mitigated in the most cost-effective and efficient would be Internet-enabled. IT would be an industry revolution manner, to attain common objectives. that would redefine the driving experience and create opportunities for explosive business growth around the globe with Telem- atics playing a key role. According to industry experts, global au- to companies are closely watching the Indian market to leverage the region as a global sourcing hub. As with consumer electronics, technology has transformed the automotive segment with the rising introduction of sophisti- Read this article on cated features such as seamless connectivity with mobile devic- www.autotechreview.com

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autotechreview March 2016 Volume 5 | Issue 3 15 interview EATON

“MARKET DEMANDS WILL DRIVE technology REQUIREMENTs”

Eaton, the $ 20.9 bn (2015 sales) global power management company, has been at the forefront of innovation and technology development aimed at offering efficient, sustainable, safe and reliable transportation solutions. In a freewheeling interview at the New Delhi Auto Expo last month, Krishna- kumar (KK) Srinivasan, President – Asia Pacific, Vehicle Group, Eaton said although pressed with various challenges currently, the Indian market is “the” market of the future, and the company is well positioned to take advantage of that.

President – Asia Pacific, Vehicle Group, Eaton. He joined Eaton In his career spanning 29 years, he has held various leadership in 2009 and held the position of Managing Director – India, Vehi- positions in multiple functions. Prior to joining Eaton, Srinivasan cle Group before moving to China to take on the PAC role, where was President of Endress + Hauser Flowtec India and COO at he is responsible for managing Eaton’s overall Vehicle Group’s INA Bearings India. After completing his bachelor’s degree from business, accountable for sales, operations, strategic plans, the College of Engineering, Pune, he got an MBA degree from the growth initiatives, supply chain, and for developing a high perfor- University of Pune and a post graduate diploma in export man- mance culture in the organisation. agement from Indian Institute of Export Management, Bangalore.

16 www.autotechreview.com ATR _ How has Eaton coped with the cur- ment for technologies, and requirement From the cost perspective, unless we rent market situation, both from an Indian for technologies will drive companies like have economies of scale, technologies will as well as APAC perspective? us to offer solutions to the customers. remain costly. Of course at some point of KK _ Market conditions are becoming time, we have to localise and that will tougher, especially with the China slow- We are essentially staring at two chal- bring down cost. We will continue to look down. China has decided to move from lenges – time and cost. While companies at such avenues. Let’s look at materials an investment-driven economy to a con- would need enough time to test out their for example: when we move from one sumption-drive economy. They are now technologies before rolling them out, how material to another, in our effort to opening up the market saying they’ll pro- do you think the industry would take to reduce cost, we also need to ensure that duce as the consumers buy. This com- the cost increase? we don’t sacrifice on any of the delivera- pletely changes the way they were push- It’s a very interesting dynamic, and I fully bles or end requirements. There is a con- ing the economy earlier. As a result, vol- agree with your point. While these tech- stant demand from our customers to be umes have come down in China, and it is nologies are being forced into the country more and more competitive. likely to continue that way for some time. due to the emission norms change, one of The likely GDP growth of 4-5 % is now the good things for companies like us is Once we move to BS VI emission norms, being called the “new normal”. that we have follow-through products, India would no longer be considered an The good part though is the fact that our which means we have products that have emerging market. Which means the strat- presence and products in the Chinese been time tested elsewhere in the globe egy vis-à-vis other India-like markets market give us a huge opportunity to for these regulations. We have products would need to be rewritten. Right? grow our market share, and also offer that can be adapted faster. Having said I fully agree with you. This is where the technical solutions to our customers, that, I don’t want to undermine the efforts Indian government’s “Make in India” thereby increasing our base. That has required to integrate these products and drive makes great sense. As we all know, been our focus in China. do the right engineering to meet the we continue being a low-cost manufactur- In India, fortunately the market has desired results. We can pass on the prod- ing base. We shouldn’t change this equa- been good for us in the last couple of uct knowledge to our customers and work tion too much to remain competitive. If years. It has, and will continue to improve with them to find timely solutions. we look at other markets, say a region like in the years to come. I personally feel we We’ve always been focussed on part- the NAFTA has failed to keep costs under need to outgrow the market, and for us nering our customers right from the draw- control as they moved to improved tech- that would mean growing three to four ing board stage, work with them with the nology. Their manufacturing strategy times the growth of the market. We have right technology and products we have in didn’t run parallel to their technology done that in the past, and I’m hopeful of our basket, give them solutions that will strategy. So, India will have to be mindful our continued growth in the years to enhance the performance or improve of the fact that in introducing new tech- come. While markets would remain upon the regulations and fuel efficiency nologies, it is important to keep a check tough, we would have to find ways to out- requirement; thereby, making it easier for on costs. At Eaton, most of our strategies grow them. them to adapt technologies faster. revolve around localisation, having the

The Indian government’s decision to bypass BS V emission norms to move to BS VI by 2020 – do you see this as a challenge for Eaton and the industry at large? I certainly think this would be a challenge. It’s not going to be easy to scale up the right quality of technologies and fuel required to meet BS VI emission norms, and would call for huge investments. Having said that, I think this is necessary considering the environmental concerns that we currently face. I believe it isn’t impossible to achieve the targets set. It calls for a focussed drive, and I see no major harm in skipping BS V norms. We have already started receiving enquiries and demands for fuel vapour products, for instance. Customers have been asking us for CO2 reduction technologies such as superchargers. Demands from the market will drive the require- It’ won’t be easy to scale up the right quality of technologies and fuel to meet BS VI norms autotechreview March 2016 Volume 5 | Issue 3 17 interview EATON

Considering the likely demands in the future, what specific technology areas is Eaton working on for a market like India? The areas of clear focus for us would be to offer solutions for the engine in terms of hollow valves, cylinder deactivation, variable valve lift systems, etc. These are at a very nascent stage in India. Our second focus area would be on differentials, especially on the driveline. We need to make the vehicle driveline capable to meet the demands of various terrains. Third, we need to improve the efficiency of air-conditioning. I’m happy to note that we have the right technology for all Similar to western markets, the Indian CV industry will certainly progress to AMT technology these areas. right manufacturing strategy and giving ensures that the right amount of torque or What is your focus on material research? the customers the right technology – all locking takes place as per the driving con- At a granular level, we do undertake a lot working in unison. ditions. From a CV standpoint, automated of research. We are looking at materials manual transmissions (AMT) and self- that are cheaper and cost-effective, and Can the India model be adopted in mature adjusting clutches would find more ones that do not hamper the functionality markets, with say a focus on reverse acceptance in the future. of our products. In some of our localised innovation? products, we have changed materials to It could, but that will call for a complete How receptive are Indian CV makers to suit local demands and availability. The cultural change. If we look at the cost solutions like the AMT? shift density in India is way higher than itself – employee cost or manufacturing As of today, they don’t see the value of any other market, and we need to cost – it won’t be easy in the advanced moving to AMTs but like in the western upgrade our materials to be able to han- countries to alter their current standards. markets, the Indian CV industry will cer- dle that kind of shift densities. Our fork or Cost economics will play a decisive role if tainly move to AMTs in the future. Cur- shift mechanisms are completely changed such a change is desired. If India has to rently, efficiency of a CV operation is to meet Indian demands. Similarly, clutch keep its skin in the game, we have to heavily dependent on how well the driver life in India is one-fifth the clutch life you remain cost-competitive. drives. With AMTs, that will change. get in Europe. People are willing to compromise on the damping properties of the In the near to mid-term, what kind of How do you view the potential in the clutch but not on the life of the clutch. trends do you see emerging in the power- hybrids and electric vehicle space? train area? We have products in our portfolio that we What’s your outlook for Eaton’s future in In our portfolio of products today, we can offer to the market, but they won’t be India? have some very good technologies for able to sustain on their own. Subsidies I think these are exciting times for the valve actuations, for instance. With more from the government will need to con- country. The government is doing the and more vehicles getting turbocharged tinue for some time. That is because our right thing by pushing “Make in India”, and with exhaust temperatures increas- solution is not independent of the com- and we want to ensure that we are part of ing, we also have a lot of demand for hol- plete system. It is dependent on the bat- this. We have been growing very well low valves. The Indian market hasn’t seen tery solution, for example. We are also both in the commercial vehicles as well as hollow valves at all, while in China it is dependent on the motor generator, passenger vehicle segments. The car pen- all hollow valves. Then, we have cylinder because we don’t make them. We have etration is very low, and our population is deactivation as a solution, and the varia- tried solutions like ultracapacitors in the very young – so that gives us a lot of ble valve lift systems to control the lift of past to see if we can provide longevity to hope. India is the market for the future, the inlet valves. We have superchargers the vehicle. In China, we’ve offered one and we are well positioned to take advan- that helps downsize, down-speed an solution, where the AMT is paired with tage of that. engine, yet delivering the optimum power an electric vehicle. it requires. In the hybrids space, we’ve been pio- We also have technologies like the neers in parallel hybrid systems. Initially, Internal Heat Exchangers (IHX) that will we did work on series hybrids but real- Text: Deepangshu Dev Sarmah improve the efficiency of the air-condi- ised it doesn’t have the longevity in terms Photo: Bharat Bhushan Upadhyay tioning systems. We have differential con- of cost and infrastructure that needs to be trols, including a completely electronically developed for that. In China, we’ve been Read this article on handled limited slip differential that leading the game for hybrid solutions. www.autotechreview.com

18 www.autotechreview.com Head Office:- Northern Region:- Western Region:- Southern Region:- Mr. Hari.E Mr. Aditya Shandilya Mr. Kiran Naik Mr. Chithambaran +91-94422267678 +91-9442267678 +91-94421165044 +91-9442237126 [email protected] [email protected] [email protected] [email protected] study SUSTAINABILITY OUTLINING A POSSIBLE FUTURE FOR BIOFUELS IN INDIA

Swedish commercial vehicle maker Scania recently presented a whitepaper to Nitin J Gadkari, Union Minister of Road Transport and Highways, spotlighting the benefits of biofuel adoption in India. In this second part of the whitepaper titled “Increasing the Adoption of Biofuels for Vehicle Use in India”, Scania talks about the possible future for biofuels in India, and its recommendations on implementing biofuel in the country. Excerpts:

Biofuels are less of a novelty and more of REACHING 14 % BIOFUELS IN THE year. In addition, 130,000 mn l of a commodity. Almost any given organic ENERGY MIX – THE DIFFERENCE waste water [5] can theoretically be compound can been turned into energy BETWEEN DEFICIT & SURPLUS used to produce additional 3 bn m3 in gaseous or liquid forms, including biogas per year. Combined, these 8 bn solid waste, waste water, agricultural res- In our perspective, India has all the fun- m3 translates into a total energy gen- idues, trees, grass, and fats (animal or damentals for replicating the achieve- erated of 220 PJ, equivalent of 6 bn l vegetable) [1]. The millions of rural ments of Sweden in adopting biofuels. of diesel. households in India digesting manure in Our calculations indicate that an all-out :: Using all suitable crop residue poten- concrete pits for use as cooking gas (tra- move on ethanol, biogas, and biodiesel tial in the Indian agriculture, estimated ditionally called “gobar gas”) is one could generate energy equivalent of 14 % at 170-250 mn tonne by 2020, could example of how the basics of this tech- of the forecasted demand in India within yield up to 50 bn l of ethanol yearly. nology is well tried and tested. The chal- 10-15 years [2,3]. This is based on the fol- This is approximately equivalent of 26 lenge ahead is about scaling up produc- lowing assumptions: bn l of diesel per year, and can also be tion, ensuring all stakeholders in the :: Assuming that India will generate compared with a forecasted demand value chain have a viable business case, 123,000 tonne organic solid waste per for 40 bn l of petrol in 2020. stimulating consumer adoption and mak- day in 2020 [4], this could be used to :: Using a combination of crop rotation ing it all safe and secure. produce close to 5 bn m3 biogas per and land currently classified as waste-

20 www.autotechreview.com 5.2 Requirements on waste management and feedstock cultivation The production technology for biofuels is already widely available, to a certain extent already locally in India and the balance can easily be introduced though technology transfer from countries that have trodden down this path, for example Sweden. The larger challenge is upstream in the value chain.

5.2.1 Feedstock for ethanol production The basic production process of ethanol stipulates the use of sugar or starch as feedstock for the fermentation process that generates the fuel. The first-generation fuels that made Brazil and U.S. global leaders in ethanol production are mainly based on sugars and to a lesser extent on starch. The second-generation ethanol production that uses starch- and cellulose-rich crop residues is especially attractive to India. Agriculture waste is in abundant supply, estimated at over 800 million tonnes each year.88 Not all of this waste is suitable for ethanol production, but a detailed estimate from 2011 found that by 2020, 170 million tonnes of suitable agricultural waste would be generated in India on an annual basis89. Should India make good on its target to increase the yield in the fields, this could go up to 250 million tonnes per year, further enhancing the ethanol production potential. With these feedstock assumptions, India could theoretically produce 31-47 billion litres of ethanol in 2020, a radical increase from the current annual production of 2 billion litres (see Exhibit 14).

land (pastures, barren land, etc.) could help produce up to 20 bn l of biodiesel. This would go some way to substitute the forecasted demand of 120 bn l of diesel in 2020. :: Following a strategy including both low and high blends of biofuels will be vital. The “Blend Wall” (when it is not 1 Ethanol feedstock possible to low-blend more ethanol availability and produc- into petrol, and biodiesel into diesel, tion potential

due to the technical status of the exist- Countries such as the United States and Brazil that were early adopters of first-generation ethanol ing vehicle park), will be reached at based on sugars and tobased a lesser on corn extentgrain and onsugarcane triggeredUsage a wild of debateland onmust the societal be seen benefits from of using a eatable agricultural produce to make vehicle fuels – popularly known as the “food-vs-fuel” debate. already very low blends, due to the starch. The second-generationThis is a subject ethanol must be addressedholistic proactively perspective, by governments; and else thecannot planned be adoption simpli - existing car and HD fleet in India. production that uses starch-timeline might and derail cellulose- and possibly grindfied to asa halt, “food especially vs fuel” in a country [12], likewhich India whereis often the food In total, should all efforts be made to sub- rich crop residues is especiallysecurity debate attractive is already a hot topic.the The case European in media Commission and has popular found that debate. the effect Forof ethanol production at levels of 3% of the total grain produced (2010/11), has had a minor upward stitute diesel fuel, India could replace over to India. Agriculture wasteeffect onthe is in global abundant market price of grainexample, of 1-2% 90increased, indicating that revenue the problem to is farmers real but lim ited. In 40 % of the forecasted demand for diesel supply, estimated at over2013 a800 World mn Bank tonne report concludedwould that “most allow of the themfood commodity to invest price in increases better are farm - accounted for by crude oil price (more than 50%), stock. to-use ratios and exchange rates (15% in 2020. Another way to look at this is each year [8]. Not all of this waste is suita- ing machinery, improved seed quality, that the energy generated from biofuels is ble for ethanol production, but a detailed enhanced irrigation and similar items that equivalent to 340 mn barrels of oil or over estimate from 2011 found that by 2020, would increase the agricultural yield. [6] $ 25 bn . Considering that the current- 170 mn tonne of suitable88 Source: agricultural Bloomberg New Energy Finance, Also,”Next Generation the example Ethanol”, 2011 of good land and crop 89 Ibid. account deficit of India is around $20 bn waste would be generated90Source: inSOU India 2013:84 on an management shows that it is possible to [7] [9] at current , biofuels could be the differ- annual basis . Should India make good efficientlyPage produce26 (35) food, feed and fuel ence between deficit and surplus. on its target to increase the yield in the from the same land. The whole European Realising this potential would require fields, this could go up to 250 mn tonne ethanol industry could also serve as a an all-out coordinated move by public and per year, further enhancing the ethanol good example on efficient land manage- private stakeholders, and we admit that production potential. With these feed- ment for producing both food and fuel, the political challenge to make this hap- stock assumptions, India could theoreti- whilst freeing up land for other purposes. pen might be insurmountable. The invest- cally produce 31-47 bn l of ethanol in Of the grain grown in the EU in 2014, ment side of this business goes beyond 2020, a radical increase from the current only 2 % was used for producing fuel (9 the scope of this white paper, but the annual production of 2 bn l, 1. bn l of ethanol annually), using an area sheer potential should be enough to care- Countries such as the US and Brazil of 1.9 mn hectare (MHa), corresponding fully investigate this and already now ini- that were early adopters of first-genera- to only 0.7 % of the available agricul- tiate quick-win pilot projects to create tion ethanol based on corn grain and sug- tural land. This area is actually less than local reference cases along the lines of the arcane triggered a wild debate on the soci- the unused farmland in Romania alone. subsequent sections. etal benefits of using eatable agricultural While doing so, it saves 1.4 MHa, due to produce to make vehicle fuels – popularly the co-production of animal feed that dis- known as the “food vs fuel” debate. This places the need for crop imports [13]. REQUIREMENTS ON WASTE is a subject that must be addressed proac- Also, much higher yields per hectare is MANAGEMENT AND FEEDSTOCK tively by governments; else the planned expected, by using existing farming CULTIVATION adoption timeline might derail and possi- method improvements in EU, India and bly grind to a halt, especially in a country the rest of the world. It is important to The production technology for biofuels is like India, where the food security debate acknowledge that the pie is not constant, already widely available, to a certain is already a hot topic. and by growing the pie, both food pro- extent already locally in India and the bal- The European Commission has found duction and limited biofuels production ance can easily be introduced though that the effect of ethanol production at could realistically be accommodated. technology transfer from countries that levels of 3 % of the total grain produced Additionally, development has been have trodden down this path, for exam- (2010/11), has had a minor upward effect undergoing in the modern industry of uti- ple, Sweden. The larger challenge is on the global market price of grain of 1-2 lising second-generation feedstock (i.e. upstream in the value chain. % [10], indicating that the problem is real produce that cannot serve effectively as but limited. In 2013, a World Bank report human food) such as straw, leaves, Feedstock for ethanol production concluded that “most of the food com- biogases, and other agricultural residue. The basic production process of ethanol modity price increases are accounted for Though, the technology for extracting eth- stipulates the use of sugar or starch as by crude oil price (more than 50 %), anol from such fuels is different and more feedstock for the fermentation process stock-to-use ratios and exchange rates (15 advanced compared to first-generation that generates the fuel. The first-genera- % each)”, and “our results imply that bio- plants, with higher production costs tion fuels that made Brazil and US global fuels effect on food prices is not as impacting the recovery price at the pump, leaders in ethanol production are mainly strong” [11]. 2. Any aspiring producer of ethanol for autotechreview March 2016 Volume 5 | Issue 3 21 each)”, and “our results imply that biofuels effect on food prices is not as strong”91.

Usage of land must be seen from a holistic perspective, and cannot be simplified as “food versus fuel”92, which is often the case in media and popular debate. For example, increased revenue to farmers would allow them to invest in better farming machinery, improved seed quality, enhanced irrigation and similar items that would increase the agricultural yield. Also, the example of good land and crop management as described in section 4.4 above, shows that it is possible to efficiently produce food, feed and fuel from the same land. The whole European ethanol industry could also serve as a good example on efficient land management for producing both food and fuel, whilst freeing up land for other purposes:

Of the grain grown in the EU in 2014, only 2% was used for producing fuel (9 billion litres of ethanol annually), using an area of 1.9 million hectares (MHa), corresponding to only 0.7% of the available agricultural land. This area is actually less than the unused farmland in Romania alone. While doing so, it saves 1.4 MHa, due to the co-production of animal feed that displaces the need for crop imports93. Also, much higher yields per hectare is expected, by using existing farming method improvements, both in EU and in India and the rest of the world. It is important to acknowledge that the pie is not constant, and by growing the pie, both food production and limited biofuels production could realistically be accommodated.

As the food vs. fuel theory, though not necessarily true, often is much debated in media, there is also in addition to first-generation ethanol feedstock (produce suitable as human food), a development going on in the modern industry of utilizing second-generation feedstock (i.e. produce that cannot serve effectively as human food) such as straw, leaves, biogases, and other agricultural residue. Though, the technology for extracting ethanol from such fuels is different and more advanced compared to first-generation plants, with higher production costs impacting the recovery price at the pump (see Exhibit 15). Any aspiring producer of ethanol for vehicle fuel shouldstudy have aSUSTAINABILITY well prepared case against the simplistic arguments and should strive to build support in the local farmer community. Making the growth in this field the inclusive sort will greatly support the sustainability of the business model.

EXHIBIT 15. ETHANOL PRODUCTION COST ESTIMATES, 1ST VS 2ND GENERATION94 :: Biogas plants located in the centre of a remote village, where the pooled food and agricultural waste is used to fuel a generator set that gives the village electricity; and :: Captive ethanol plants for larger agricultural cooperatives, where the cooperatives own produce is partly used to generate fuel for distribution trucks serving the business.

2 Ethanol production cost estimates, 1st vs 2nd generation [14] Job creation opportunities Besides the environmental and fiscal ben-

vehicle fuel should have a well prepared gas could be generated. Where the efits described above, the local value case against the simplistic arguments and scale of such co-digestion plants per- chain of biofuels has the potential to cre- 91Source: Long term drivers of food prices, World Bank 2013 92shouldSource: Ibid. strive to build support in the local mit, the biogas produced can be com- ate a vast number of job opportunities in 93farmer Source: ePURE,community. State of the Industry Report 2014 pressed and used as vehicle fuel. For India. By shifting the raw material pro- 94 Source: Bloomberg New Energy Finance, Next Generation Ethanol, 2011 smaller-scale plants, there’s great sav- duction from the OPEC states to inside

Page 27 (35) Substrates for biogas production ings potential for households, hotels, India’s border jobs are also shifted, giving

The process for generation of biogas can and restaurants to use the produced farmers, logistics workers, and construc- be applied to a vast range of biomass gas for cooking. tion workers increased opportunities to types. What is particularly attractive :: In addition to the above, India can also provide for their families. The UN Food with the process is that it can be applied retrofit its existing landfills to capture and Agriculture Organization (FAO) con- to biomass that is normally considered the methane gas emitted by the natural cludes that “Investment in bio energy as waste. Combining the experiences of process. The methane concentration in could spark much-needed investment in Sweden with the situation of India, the gas extracted from these landfills is agricultural and transport infrastructure in there would be three major waste generally not enough to upgrade to rural areas and, by creating jobs and streams to consider using as substrates vehicle fuel, but it can be used to fuel boosting household incomes, could allevi- for biogas production; generator sets. There are generator sets ate poverty and food security, and there is :: Waste water collected by STP’s in cit- today that produce electricity from gas great potential for co-production of food ies hold a lot of organic content. India with methane concentration as low as and fuel using existing methods and tech- generates around 70 bn l of waste 20 % [18]. nologies” [19]. water every day, a volume that is In India, a scenario as described in ① expected to double in the next 15 years Distributed generation of biogas and for ethanol has the potential to create over [14]. Through building biogas genera- bioethanol 700,000 new jobs, when targeting the base tion and upgrading facilities at the STP Getting the supply chain is important to potential only [20]. These would be distrib- sites, the output can theoretically sub- contain the total cost of a biofuels system. uted over several high-priority sectors: stitute for 350 mn l of diesel, 2.3 GWh Costs for transportation of feedstock and :: Building the 300-350 ethanol plants of natural gas-fired power, and over 8 distribution of the fuel can kill both the required for these production levels mn LPG cylinders [16] each year. By co- financial and the environmental business would require 180,000 workers of dif- locating bus depots with the biogas- case for biofuels. Experiences from Swe- ferent skill levels up to 2020; producing STPs, the distribution costs den and the rest of Europe show that bio- :: Collecting the feedstock that is now can be kept to a minimum. fuel more than petro-fuel is a local ecosys- classified as waste and largely dis- :: Municipal solid waste, typically tem. Often the entire value chain from posed of in the fields, would require kitchen and hotel waste being the low- feedstock supply to end-user vehicle is in 75,000-100,000 people on a continu- est-hanging fruit, is also available in the same administrative region, in stark ous basis; abundance in India and the collection contrast to an offshore oil value chain or a :: Transporting the feedstock from the and final processing of this waste is large coal-fired power plant. India could, fields to the ethanol plants would also fragmented and unclear. Supposedly, a for example, strive towards a set of local create around 200,000 new jobs in the lot of this goes into landfills where no value chains such as: transportation sector; and energy is extracted and GHGs are :: Biogas city buses fuelled by upgraded :: Operating the plants will also require allowed to freely emit into the atmos- gas (in pure form or mixed with CNG) engineers, administrative staff, and phere. India generates in the range of fuelled at depots co-located with sew- workers for a total of around 200,000 80,000 tonne organic solid waste every age treatment plants in the suburban full time jobs. day [17]. Provided this entire waste city areas; These jobs would be created in the states stream could be diverted to co-diges- :: Bioethanol city- and inter-city buses in that embrace this development early. tions reactors, around 8 mn m3 of gas urban areas surrounded by high-yield- States with a combination of high agricul- of equivalent energy content as natural ing agricultural lands; tural activity and large fuel consumption,

22 www.autotechreview.com such as Maharashtra, UP and Punjab handling and storage of fuels, with addi- demand and allowing the generation would naturally be best positioned to tional regulations for the new biofuels, partner to upgrade the gas and sell it as exploit this opportunity, 3. such as ethanol and biodiesel. Specific vehicle fuel would allow much higher recommendations, from international value creation and leave plenty of mar- experience, are further developed in gins for the contractor to pay for grid RECOMMENDATIONS FOR BIOFUEL Appendix C and Appendix D. electricity for the STP. IMPLEMENTATION IN INDIA Experience shows that the public sector is not capable to drive this develop- Subsidy and tax structure With regards to biofuel implementation, ment alone. Private actors must be given To be able to compete with the estab- Scania has drafted a set of recommenda- the opportunity to monetise technology if lished diesel and petrol markets in the tions and ideas for Indian policymakers to they are to take the risk of making an early implementation stages, biofuels take into account. early move. Affordable vehicles with need support and incentives. Based on drivelines adapted to biofuels constitute international experiences, the following Regulations an opportunity that should be handled by subsidies are recommended: International experience shows that long the private sector. The technology is :: Allow full tax exemption for biofuels term policy support is crucial for a suc- known to most OEMs, though, such vehi- used in transport, in order to make cessful biofuels introduction. We recom- cles are today mostly developed for Euro them competitive with fossil fuels dur- mended setting a long term target for V and Euro VI standards, and would ing a build-up phase, e.g. 10 years; renewable fuels in the transport sector, hence come at a cost premium in an :: Allow tax exemption on the Motor with relevant milestones, e.g. 5 % in Indian setting, and which may delay Vehicle Tax (and other vehicle/ road 2020, 10 % in 2025 and 20 % in 2030. wider adoption. related taxes/ duties), for vehicles that Due to “Blend Wall” issues, the targets Provisions have already been made in use biofuels and electricity produced could be complemented with sub-targets the Motor Vehicles Act for conversion of locally in India and fulfils Euro V emis- for high-blend and low-blend volumes. existing engines to use biofuels [22], which sion levels; productionTo drive from commercialthe OPEC states implementationto inside India’s border of jobs areis also technically shifted, giving possible farmers, for most leading :: Link the tax exemption eligibility for logisticsbiofuels workers, in scale, and construction whilst ensuring workers increased fuel and opportunities OEMs to provide in the for theirsector. families. To speed up the tran- biofuels to stringent minimum sustain-

Thevehicle UN Food quality, and Agriculture it is essential Organization to (FAO)imple concludes- thatsition, “Investment India in Bio could energy consider could relaxing the ability criteria. The EU Renewable sparkment much fuel-needed standards investment for inthe agricultural major and biofuels transport infrastructureused vehicles in rural areas trade and, rules by and allow import Energy Directive model has a well creating jobs and boosting household incomes, could alleviate poverty and food security, and there is– greatbiogas, potential bioethanol for co-production and ofbiodiesel food and fuel – asusing existingof methods used andHD te vehicleschnologies” fulfilling99 Euro V proven record, and can serve as inspi- soon as possible. To build on learning emission standards, or possibly HD biofu- ration to India; and Infrom India, the a scenario leading as describedcountries in Exhibit in biofuels 14 above for ethanolels-powered has the potential vehicles to create fulfilling over Euro V :: Allow for grants or interest-free 700,000 new jobs, when targeting the base potential only100. These would be distributed over severaladoption, high-priority and tosectors facilitate technology emission standards. The experience inter- loans for investments in production transfer Building to India, the 300 we-350 recommended ethanol plants required using for these productionnationally, levels shows would require that supply and demand of biofuels and biofuel refuelling 180,000 workers of different skill levels up to 2020 existing Collecting international the feedstock standards, which is now such classified as: as wastemust and largely grow disposed hand-in-hand, of in the and availability infrastructure. :: Forfields, biogas: would SS require 155438 75,000-100,000 people on a continuousof well-functioning basis vehicles is key for that By allowing a temporary tax exemption :: For Transporting natural gas: the feedstock ISO 15403-1 from the fields to the ethanolto plants happen. would also create around for biofuels, our assessment is that the 200,000 new jobs in the transportation sector :: For Operating biodiesel: the plants EN14214 will also require engineers, administrativePublic staff, and procurement workers for a total is another proven cost per kilometre for a bus operator :: Forof bioethanol around 200,000 for full diesel time jobs engines ED95: tool for kick-starting biofuel introduction. would be equivalent for ethanol and SS 155437 Stipulating goals for biofuel use in fleet biogas compared to diesel. This could be These jobs would be created in the states that embrace this development early. States with a combinationIt is also importantof high agricultural to extend activity and the large existing fuel consumption, (bus such and as Maharashtra,truck) procurement UP, and in munici- achieved through a green tax switch, Punjab,safety wouldregulations/ naturally be recommendationsbest positioned to exploit forthis opportunitypalities (see Exhibitand state-owned16) enterprises is a where a minor increase in diesel tax could

EXHIBIT 16. JOB CREATION FROM NEXT-GENERATION ETHANOL INcost-efficient INDIA BY STATE101 intervention to quickly finance the tax break for biofuels, making establish fuel volumes at a minimum it cost-neutral to the government, 4. infrastructure cost. We recommend setting Subsidies as above can be combined demands for HD biofuel vehicle use with minimum blending quotas, as (buses and/or trucks) in selected key already outlined in the National Biofuels cites/ states. Such an approach would Policy of India. The policy has so far not allow India to evaluate outcomes on a managed to achieve its targets, and with- limited scale, and subsequently develop out imposing substantial penalties on oil national models for biofuel introduction marketing companies, it is doubtful if it and tender structures that can be repli- ever will. By pushing for pure biofuels, cated in other states. (e.g. ED95 and CBG) and incentivising the Furthermore, public tenders for biogas development properly, it may give the generation should not stipulate end-use early thrust the fuel suppliers need to sub- of the energy. Often, tenders prescribe sequently achieve the set blending targets.

that biogas generated at a Sewage Treat- 3 Job creation from next-generation ethanol in ment Plant (STP) shall be used to feed- Supporting research and development india by state [21] back power to the STP. Relaxing this While the main processes in biofuels pro- autotech review March 2016 Volume 5 | Issue 3 23

99 Source: Making integrated food-energy systems work for people and climate, UN Food and Agriculture Organisation (FAO), 2011 100 Source: Bloomberg New Energy Finance, ”Next Generation Ethanol”, 2011 101 Source: Bloomberg New Energy Finance, ”Next Generation Ethanol”, 2011.

Page 29 (35)

Furthermore, public tenders for biogas generation should not stipulate end-use of the energy. Often, tenders prescribe that biogas generated at aSewage Treatment Plant (STP) shall be used to feed back power to the STP. Relaxing this demand and allowing the generation partner to upgrade the gas and sell it as vehicle fuel would allow much higher value creation and leave plenty of margins for the contractor to pay for grid electricity for the STP.

6.2 Subsidy and tax structure To be able to compete with the established diesel and petrol markets in the early implementation stages, biofuels need support and incentives. Based on international experiences, the following subsidies are recommended:  Allow a full tax exemption for biofuels used in transport, in order to make them competitive with fossil fuels during a build-up phase, e.g. 10 years.  Allow a tax exemption on the Motor Vehicle Tax (and other vehicle/road related taxes/duties), for vehicles that use biofuels and electricity produced locally in India and fulfils Euro 5 emission levels.  Link the tax exemption eligibility for biofuels to stringent minimum sustainability criteria. The EU Renewable Energy Directive model has a well proven record, and can serve as inspiration to India.  Allow for grants or interest-free loans for investments in production of biofuels and biofuel refuelling infrastructure.

By allowing a temporary tax exemption for biofuels, our assessment is that the cost per kilometre studyfor a bus operator SUSTAINABILITY would be equivalent for ethanol and biogas compared to diesel. This could be achieved through a green tax switch, where a minor increase in diesel tax could finance the tax break for biofuels, making it cost-neutral to the government (see Exhibit 17).

EXHIBIT 17. EXAMPLE OF TAX SWITCH TO MAKE BIOFUELS COMPETITIVE WITHOUT REVENUE LOSS one-off subsidies for alternative fuel vehicles (funded by an increase in taxes on conventional fuel and cars) would likely be required. :: Wave 4: With the full business model proven for commercial and private vehicles, India would likely be at a similar situation where Sweden is today. From there, the internal learning of India will be much more valuable than what we can tell here. 4 Example of tax switch to make biofuels competitive without revenue loss The waves above are focused on bioetha- Subsidies as above can be combined with minimum blending quotas, as already outlined in the nol and biogas. In parallel with these, National Biofuels Policy of India. The policy has so far not managed to achieve its targets, and duction today are well understood, adap- perimeter security required under the India can gradually increase the blending without imposing substantial penalties on oil marketing companies, it is doubtful if it ever will. By tationpushing to for local pure conditionsbiofuels, (e.g. will ED95 require and CBG) and incentivizingPESO Act the [23]. development Municipal properly, transport it may levels of biodiesel in the regular diesel learninggive the early more. thrust Creating the fuel Indian suppliers institu need- to subsequentlyoperators achieving should the setbe blendinggiven clear targets. targets fuel. Given the current starting point, tions similar to the Swedish Gas Technol- on the expected number of buses to be even reaching a 7 % blending level (simi- ogy6.3 CentreSupporting (SGC), research and BioDriv and development (an initia- operable in these pilots. In our view, lar to what is allowed under the EU fuel tiveWhile to the support main processes liquid biofuels), in biofuels which production today arethere well should understood, be a potentialadaptation for to localcreating quality directive) would likely consume areconditions owned will by require the private learning actors more. inCreating the Indian institutionsat least 100similar plants to the under Swedish this Gas model, most of the production of biodiesel in Technology Centre (SGC), and BioDriv (an initiative to support liquid biofuels), which are owned by sector, sponsored by the Swedish Energy each serving a fleet of 50-100 buses India for the coming 10 years. the private actors in the sector, sponsored by the Swedish Energy Agency, and includes a number Agency, and includes a number of uni- (and also waste collectors and distribu- versity faculties, can greatly accelerate tion trucks) which should give India a References the knowledge of how the best yield flying start. [1] Source: The Economist, 2013 Page 31 (35) [2] Source: Business Sweden, ”Perspective on from biofuels can be achieved with :: Wave 2: Extending the reach of biofu- Biofuels in India”, preliminary calculations Indian feedstock and substrates. els from city bus usage to intercity [3] Biofuels could theoretically generate 1,800 PJ transport could be the next step. This (petajoule) in 2020 as compared to a forecasted Sequencing the transition would require deployment of refuel- total demand of 12,700 PJ [4] Source: The World Bank, ”What a waste: A To get the full potential from biofuels in ling stations at strategically located global review of solid waste management”, 2012 India, a coordinated big move would be points on high-frequency routes, [5] Source: McKinsey Global Institute, ”India’s desirable. However, with respect to the “green highways”. This would allow Urban Awakening”, 2011 [6] Assuming an oil price of USD 75/barrel complexities in the value chain and the controlled testing of the likely [7] Source: The Economist regulatory space, such an approach would required truck-based distribution of [8] Source: Bloomberg New Energy Finance, be immensely difficult to coordinate. A compressed gas, as is being done in ”Next Generation Ethanol”, 2011 [9] Ibid. more robust approach would be to exe- Sweden today, or similarly for liquid [10] Source: SOU 2013:84 cute a phased journey that creates stable ethanol in suitable fuel trucks. At this [11] Source: Long term drivers of food prices, value chains on pilot scale for each of the stage it is also of interest to start World Bank 2013 fuel types that can gradually expanded introducing local production of etha- [12] Source: Ibid. [13] Source: ePURE, State of the Industry Report and replicated across the states. Such an nol and biogas in smaller communi- 2014 approach could be structured in four ini- ties. This production would be either [14] Source: Bloomberg New Energy Finance, Next tial waves: for vehicle use or for electricity gener- Generation Ethanol, 2011 [15] Source: McKinsey Global Institute :: Wave 1: Start building local integrated ation to create cost efficient, small- [16] Cylinders of 14.2 kgs systems focused on city bus transpor- scale, local energy solutions. [17] Source: Business Sweden estimate tation, to build fuel production capac- :: Wave 3: With the experiences from the [18] See for example www.cleanergy.com [19] Source: Making integrated food-energy sys- ity at a minimum infrastructure cost. limited long-range distribution in Wave tems work for people and climate, UN Food and For bioethanol, this would imply con- 2, the next step would be to increase Agriculture Organisation (FAO), 2011 structing (or improving existing) etha- the density of public biofuels pumps. [20] Source: Bloomberg New Energy Finance, nol plants in an area with high produc- This would address the “range anxi- ”Next Generation Ethanol”, 2011 [21] Source: Bloomberg New Energy Finance, tion volumes of suitable crops and a ety” of car drivers and make them con- ”Next Generation Ethanol”, 2011. Tier II or Tier III city nearby. For fident that they would not be standing [22] Source: National Policy on Biofuels biogas this would look similar, with without a refuelling point. Taxis, autos [23] PESO=Petroleum and Explosives Safety Or- ganization. Alternatively, the relevant government the difference that the big STP’s that and other high-mileage light vehicles body could consider relaxing PESO for biofuels are suitable for large-scale generation should be the prime targets and with the purpose of accelerating deployment of of biogas are already located near city municipal incentives such as restricted distribution points in land-scarce areas. centres. Municipalities should secure access to airport could be applied to land to co-locate bus depots with these stimulate adoption. For wider accept- biogas plants to minimise logistics and ance among private drivers, incentives Read this article on piping costs, taking into account such as reduced tax on biofuels and www.autotechreview.com

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iglidur® bearings: low-noise, low-weight. low cost. High-performance polymers for reducing costs and vibration in moving applications. Individual parts and special solutions for the automotive industry. /automotive igus® (India) Pvt. Ltd. 36/1, Sy. No. 17/3 Euro School Road Dodda Nekkundi Industrial Area - 2nd Stage Mahadevapura, Bangalore - 560048, Karnataka, India Phone +91-80-45 12 78-00 The terms „igus“, „iglidur“, “dry-tech“and „plastics for longer life“ are legally protected trademarks in the Federal Republic of Germany and in case also in foreign countries. Cover Story FORCED INDUCTION THE ELECTRIC SUPERCHARGER – CHALLENGE, CONCEPTION AND IMPLEMENTATION

Electric superchargers enable improvement in CO2 and pollutant emissions, while simultaneously enhancing the driveability and subjective driving experience. Based on the technical challenges, Pierburg GmbH introduces the electrical air charger developed in-house.

26 www.autotechreview.com Authors ELECTRICALLY SUPPORTED known only from purely electric power- ENGINE SUPERCHARGING trains [1, 2, 3]. As an established supplier of 12 V, 48 In addition to perceivable features like V and high-voltage components, Pierburg acceleration and power characteristics, GmbH has added a supercharging end customers especially cite low fuel so-called “electric Air Charger” (eAC) to consumption as a criterion when buying a its product portfolio in order to take DIPL.-ING. STEFAN ROTHGANG is Senior Manager for Auxiliaries & new vehicle. This and further reduced advantage of the evident market poten- Alternative Drives in the Advanced CO2 emission limits from 130 to 95 g/km tial. The challenges encountered in Engineering of Pierburg GmbH in represent the central challenges for the developing the eAC – as well as the prob- Neuss (Germany). manufacturers in developing vehicles and lem-solving approaches and differentiat- their powertrains. ing features – shall be described in While these overall development greater detail in the following. goals had long been considered almost irreconcilable with one another, the paradigm shift from singular powertrain POSITIONING THE ELECTRIC combustion engines to a partially elec- SUPERCHARGER IN THE AIRFLOW DIPL.-ING. MICHAEL PACHMANN is Head of the Emission Controls trified powertrain offers entirely new Business Unit at Pierburg GmbH in design possibilities. The eAC can be freely positioned any- Neuss (Germany). Vehicle electrical systems with suitably where within the airflow stream, the adjusted voltage and ampacity thus set-up is solely based on the technical enable the use of high-performance requirements. Comparably short, tempor- mechatronic components that can be ary usages for rapid availability of super- operated flexibly and independently from charging pressures characterise the scope the operational status of the combustion of application for the component, thereby engine. Downsizing and down speeding making it an ideal part of a multistage DIPL.-ING. SVEN NIGRIN concepts employ this flexibility within the supercharging system. The intermittent is Electronic Development Engineer for Auxiliaries & Alternative Drives in context of a partial electrification of the mode of operation of the eAC makes it the Advanced Engineering of Pierburg supercharging process, in which a purely sensible to use a parallelly-arranged GmbH in Neuss (Germany). electrical supercharger is added to supple- bypass installation, which either connects ment the conventional supercharging to the eAC in series with the exhaust- unit. The result is a considerably acceler- driven supercharger or guides the air dir- ated build-up of supercharging pressure ectly to the engine without passing from low revolution speeds. The high through the eAC. torque thereby made available enables Presenting a simplified airflow intake one to experience performance previously path, 1 indicates possible mounting posi- MARKUS VON SCHEVEN, M.Sc. is E-Engine Development Engineer for Auxiliaries & Alternative Drives in the Advanced Engineering of Pierburg GmbH in Neuss (Germany). Inlet air ﬁlter

Blow-by 4 1 Throttle LP EGR

2 CAC

3 TC

Characteristic Position 4321 Transient behaviour of combustion engine ++ + 0 0 Average compressor efﬁciency ++ + – 0 Enabler for emission reduction ++ + 0 – Risk of fouling / corrosion / formation of lacquer 0 – + ++ Thermomechanical stress 0 – + ++

1 Possible positions of the electric supercharger in the airflow path autotechreview March 2016 Volume 5 | Issue 3 27 Cover Story FORCED INDUCTION

tions for the eAC, which are evaluated in The mass inertia of the rotating sys- Coolant circuit a matrix. Each mounting position presents tem, consisting of the rotor unit and both beneficial and disadvantageous, par- compressor wheel, proves to be the Cover tially contrary effects in the interaction main factor for achieving high rotor Electronic housing between component and combustion accelerations. Here the compressor engine. In addition to the improved wheel shows the greatest potential for response time, similar to that of a natur- reducing mass inertia, so that its con- ally aspirated engine, and reduced structive design and dimensioning must E-motor housing and e-motor pre-catalyst exhaust gas emissions take that into account. Tests confirm that through adjusted engine air conditions, designing the wheel for high nominal Volute increased exhaust gas recirculation rates rotational speeds helps to achieve lower 2 Sectional view of electric supercharger are obtainable depending on the position. T90 acceleration times. T90 is defined as Moreover, the overall efficiency of the period the eAC needs after a certain speed electric supercharger in positions 3 and 4 step to reach 90 % of the new set point. CONSTRUCTION AND SPECIFICATION can be positively influenced due to the This runs up against rotational speed fact that the compressor maps of the eAC restrictions, like the permissible compon- The ball bearings (with retainers made can be narrower, resulting in higher effi- ent stress, which especially results from of PEEK and a high-performance lubric- ciency. Furthermore, high air pressures the temperature load on the compressor ant), which cannot be manufactured as and air temperatures that might place wheel as well as the available wheel and self-sealing due to the high rotational stress on the components must be taken rotor materials, particularly materials for speeds, are inserted in a pre-stressed into consideration early in the design fixing the rotor magnets. Also limiting fixed/ movable bearing combination phase of the eAC. rotational speeds are the permissible velo- and special holding fixtures of the outer The depositions of the oil bearing sys- cities of the roller bearings used for ring for tolerance compensation and tem of an upstream supercharging unit mounting the rotor which, instead of the rotation prevention. and blow-by gases with elements of plain bearings normally used in exhaust- Among the range of materials for man- engine oil, fuel and water vapour likewise driven superchargers, are employed to ufacturing compression wheels, high-per- exert critical effects on components. The eliminate the need for an oil supply. formance plastic materials are excluded same applies for discharges from the The available drive shaft materials, the due to the expected thermal and dynamic low-pressure EGR section, with sediments distances from the centre of the bearing mechanical stress. Added to that is a lim- from GPF/DPF systems as well as corros- to the centre of gravity of the compressor ited degree of freedom in the design of a ive reagents. wheel as well as the bearing and housing wheel made from plastic material result- stiffnesses define the resonance frequency ing from manufacturing limitations, profile of the rotor. This limits the rota- which in turn limits the efficiency for the TARGET DESIGN PARAMETERS tional speed of the rotor, which has to supercharger stage. stay sub-critical. A nominal rotational For this reason, the compressor wheels The highest possible utility value of an speed of between 65,000 and 70,000 rpm were designed as a milled aluminium electric supercharger is measured based was selected as the best compromise for component and developed with an optim- on the following target requirements: the eAC. :: High acceleration/ rotational speed 12 V48 V gradients; :: High aerodynamic capacities/ high overall efficiency; :: Smallest possible outer dimensions; and Operating point (π, m) – ; kg/h 1.25; 150 1.45; 300 :: Low component costs. Acceleration T90 ms <350 <250 In addition, one must ensure functional- Aero-

dynamics Rated speed eAC (max.) rpm 70k 65k ity over the course of the entire engine Voltage level V 12 48 service life. In accordance with Eq. 1, Current steady-state A 150 105 the eAC converts electrical energy into drive shaft torque, which translates into Max. current transient <1 s A 200 150 acceleration and flow capacity in transi- Max. el. power supply kW 2.4 7.2 Electronics ent phases: El. power supply steady-state kW 1.8 5.0 Accumulated run time / lifetime h >1500/6000 Max. speed-up no. – >1.5 Mio. ME-motor=M Flow+M Acceleration Max. actuating frequency % 100 Eq. 1 with · Mechanics Max. air pressure / temperature intake manifold bar/°C 3.5-4/190 MAcceleration=J*ω 3 Electric supercharger specification

28 www.autotechreview.com ised hub length and rear contour by PElectrical = 5000 W employing the most modern, internal CAE = 100 % methods as well as verifications on labor- Ση atory and engine test benches. Mass iner- Ση = 97 % η = 97 % P = 150 W tias of less than 50 % of the nominal val- PE Wh-PE Ση ≈ 91 % ues of conventional compression wheels ηE-motor = 94 % PWh e-motor ≈ 290 W PWaste heat coolant ≈ 485 W were achieved in this way. Small clear- ≈ 90 % Ση η = 99 % P ≈ 45 W ances to reduce gap losses between wheel Mechanics Wh mechanics and contour as well as the desired Ση ≈ 63 % ηCompressor = 70 % PWaste heat compressor ≈1365 W high-pressure die casting de-mouldability of the entire volute are additional features PeAC ≈ 3150 W of the supercharger unit, 2. 4 Efficiency chain of electric supercharger at optimum operating point The design and dimensioning of the other eAC components is based on the design of the electric motor. The electric motor itself consists of the wound eAC. The limited available space – and radial force components with enormous stator, the electrically active rotor seg- thus the high motor efficiency required – advantages in the NVH. ment and power electronics (PE). The was decisive in the selection process. The eAC design constructed in this latter includes the power element with Additional requirements are low noise way enables good scalability of individual semiconductors, control board (galvan- radiation and a low price for components. systems in order to realise both 12 V and ically separated from the power element Above all, this demands an efficient and 48 V models with 2 and/or 5 kW electric with CAN/LIN interface) and the inter- small-sized PE as well as a low need for power ratings. 3 shows the current spe- mediate circuit. intermediate circuit capacities. cification figures of the application avail- The electric motor, controlled and Furthermore, the motor design leads able in hardware. rpm-regulated by the PE, can be designed on the one hand to cost-effective fabrica- in different ways. A permanently excited tion due to the possible simplification of and symmetrically designed synchronous the clearances and tolerances between THERMAL COMPONENT STRESS motor, used within the company on rotor and stator, while on the other hand numerous occasions, was selected for the leading to significantly less pronounced Despite high efficiency factors of indi-

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autotechreview March 2016 Volume 5 | Issue 3 29 Cover Story FORCED INDUCTION

vidual components, the electric power SEALING Common spring-loaded, passive one- conversion induces thermal losses, which way valves are discretely opened and need to be taken care of to protect the The apparent impracticality of using generate flow losses, which lead to electric motor and the PE. As an example, abrasive seals for insertion between the increased losses in gas exchange. 4 shows the given efficiency chain with a eAC housing and rotor due to the high Strategies for preventing pump phenom- power input of 5 kW, of which about 485 rotational speeds exposes the risk that ena (through the recirculation of com- W is lost as waste heat, primarily in the stresses like reagents, high air temperat- pressed air) are also impossible. electric motor and the PE. A circulating ures and air pressures will find their way Therefore an electric, continuous and coolant duct placed between the electric along the rotor shaft into the electric counter-rotating pivotable control butter- motor and its housing ensures direct cool- supercharger. All individual components fly valve with fail-safe function was ing of the elements needing protection. affected, such as the non-self-sealing developed, which was especially dedic- Temperature sensors on the coils and bearings, the electric motor and the PE, ated to the aim of high system integration. semiconductors enable a control strategy would be irreversibly damaged by In this way, the bypass valve and other to additionally protect the elements erosion, corrosion and bearing lubricant functionalities can be combined into one against damage. discharge. Common counter-measures unit. Moreover, a specially developed seal The thereby achievable actuating fre- such as labyrinth seals, shaft seal rings or seat protects against residual leakage at a quency (AF) as a quotient of runtime over centrifugal discs prove inadequate. A seal- level comparable with a heavy-duty but- nominal rotation speed and idling time ing concept was therefore developed, terfly valve. In one design variation the can assume values of up to 100 %. 5 which relies on proven components in a bypass valve was additionally integrated shows the actuating frequencies plotted new overall functionality. This ensures into the outlet of the volute, creating a over time relative to the temperature ratio that no air and reagent contamination very compact overall housing, which is of the engine, coolant and permissible exchange occurs between the interior of advantageous in meeting most ambitious temperature limit with the definition, the eAC and the intake manifold. The dur- cost and package targets. according to Eq. 2: ability of the eAC is thereby ensured and separate static sealing measures, especially of the PE, can be eliminated. CONCLUSION AND OUTLOOK

______TE-motor – TCoolant Eq. 2 Tv= Due to its modular structure and availabil- TLimit – TCoolant BYPASSING ity in 12 V and 48 V component versions, the presented electric supercharger fulfils The temporary interconnection of the the operating requirements for both diesel The absolute switch-on time per cycle eAC in the airflow stream takes place and gasoline engines. Integrated into the made possible by the eAC is dependent via a bypass device, which is as throttle- design were innovative solutions for upon various constraints and can extend free, compression-sealed and flexible as increasing reliability and durability as well into minutes. possible in its operating behaviour. as enabling the possibility of long operating times. The eAC is designed for usage in combination with a conventional tur- 1.00 bocharger for improving transient Actuating frequency 10 % Actuating frequency 20 % Area of response. Tuning the entire air system Actuating frequency 60 % stabilisation specifically to the eAC yields the greatest Actuating frequency 100 % improvements in all target parameters. 0.75

REFERENCES [-] v [1] Knirsch, S.; Weiss, U.; Zülch, S.; Kilger, M: Electric Supercharging in the Audi RS 5 TDI Concept. In: MTZ worldwide 76 (2015), No. 1, pp. 0.50 14-19 [2] Aymanns, R.; Uhlmann, R.; Nebbia, C.; Plum, T.: Electric Supercharging, New Opportunities with Higher System Voltage. In: MTZ worldwide 75 (2014), No. 7-8, pp. 4-11

Temperature ratio T [3] Forissier, M.; Zechmair, D.; Weber, O.; 0.25 Criddle, M.; Durrieu, D.; Picron, V.; Menegazzi, P.; Surbled, K.; Wu, Y.: The Electric Supercharger. 34th Vienna Motor Symposium, 2013

0.00 0 60 120180 240300 360420 480540 600

Time [s] Read this article on 5 Temperature ratio of the electric motor over runtime and actuation frequency www.autotechreview.com

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Almost all modern diesel and gasoline engine concepts rely on the use of turbocharging. As a result, the bound- ary conditions for the components of the air intake system have also changed. Mann+Hummel has examined the influence of turbocharging on acoustic behaviour and the optimisation measures that can be implemented.

Author NEW NOISE EXCITATIONS REQUIRE whining, hissing or breathing are gener- NEW SOLUTIONS ated, the characterisations of which are as varied as their causes. As is commonly known, emissions regula- The integration of turbocharging com- tions for combustion engines in motor ponents in the air intake system has thus vehicles are becoming more stringent. In changed the acoustic framework condi- order to enhance efficiency and perfor- tions and consequently the requirements ROBERT HANISCH is System Acoustic Technician in the mance, forced induction systems have placed on it significantly. On the one OEM Unit at Mann+Hummel GmbH in become widely established in the automo- hand, these turbo machines act as a Ludwigsburg (Germany). tive industry. Virtually all current diesel reflection and transmission element for and gasoline engines are equipped with the piston-generated pressure pulsations. forced induction technology today [1, 2]. As On the other, regardless of its design, the a result of the integrated turbochargers, turbocharger acts as a noise generator. It noises such as whooshing, whistling, mainly emits high-frequency tonal

32 www.autotechreview.com sounds and noise that are unrelated to These are aimed at ensuring a homogene- the suction side, are modified through the engine speeds. ous power characteristic throughout the known mechanisms and ultimately con- Owing to the on-going optimisation of entire engine speed range. A side-effect tribute to the outlet noise, 2. The influ- the charging and combustion processes, here, however, is the acoustic challenge ence of the compressor on the acoustic partly involving significantly higher boost that this brings about. The excitation waves emitted by the basic engine, how- pressures – for example, through full spectra of both charger types often differ, ever, still remain largely unknown. No exploitation of the turbocharger map up partly owing to the different ways in reliable predictions are therefore possible to the pump limit – it is necessary to which they are driven. This often means in this regard. implement geometric modifications such that more noises have to be dealt with. as more complex diverter systems. These lead to further, often highly pulsed phe- THE TURBOCHARGER nomena, such as load dump noise. THE TURBOCHARGER AS SILENCER AS NOISE GENERATOR These new noise excitations require new solutions as they have a significant Turbocharger components feature com- In addition to their properties as low-fre- impact on the noise impression of a vehi- plex geometries. The noise generated by quency silencers, turbochargers also gen- cle both to the outside and in the inte- the basic engine (from the pressure pulsa- erate noise. These noises are caused by a rior. Owing to their pulse and frequency tions of the reciprocating pistons) is con- variety of factors, which will be outlined characteristics, these are neither accepta- ducted towards the turbocharger through below. The noise-generating mechanisms ble for sports cars, nor for comfortable the air intake system components (mani- are described, for example in [4]. Common saloons. Because as they are not, as a fold, charge air cooler, etc.), 1. During to all these noises are their high excitation rule, load dependent throughout the the process, it is already changed through frequencies. The frequencies generated by entire engine speed range, they cannot numerous cross-sectional jumps, reso- turbochargers are usually above 1,000 Hz. be used for the purpose of acoustic feed- nance effects, etc. [3]. The complex turbo- They can reach up to 10 kHz. back on the driving status. charger geometry – particularly notewor- As an initial classification, a distinction Conventional air intake system duct thy is the narrow compressor gap and the can be made between broadband noise geometries, which are proven for natu- impeller with its vane geometry – repre- and high-pitched tones (e.g. whistling). rally aspirated engines, are not sufficient sent an obstacle to the emitted noise. Constant tones occur, for example, due to to cope with this type of acoustic excita- Most of the incoming noise is reflected intrinsic frequencies of the turbocharger tion. Eliminating them by means of suit- back towards the engine, which occurs shaft in its hydrodynamic oil film bear- able broadband silencers is therefore with varying intensities for different fre- ings. They are independent of the turbo- essential. Here, it must be ensured that quencies. Generally, low frequencies are charger speed. Further tonal components these are installed close to the source. reflected with particularly great intensity. often follow the turbocharger order and As this is often not possible due to Depending on the turbocharger map and its multiples, for example, the vane space constraints, new applications, for its geometry, in interaction with the orders. The reasons for their occurrence example multi impedance systems, are geometry of the immediately adjacent are often imbalances, shaft bearing play, used in order to prevent intrusive noise parts, frequency components of the main flexural vibrations, etc. radiation and to achieve a desirable excitation-generating engine order or mul- Moreover, pulsation noises are emitted, sound characteristic. tiples thereof pass through the turbo- primarily in the intake pipes, which also charger. These are then transmitted follow the turbocharger orders and are through the air induction components on caused by pressure fluctuations due to FORCED INDUCTION CONCEPTS

A number of forced induction technologies are used in modern engines: Exhaust turbochargers are widely used and are available in numerous variations. These are implemented singly, as mono-turbochargers, or as multiple turbochargers in a variety of arrangements. These then result in further forced induction concepts, including sequential turbocharging, biturbo/twin turbo, sequential biturbo, multi-stage turbocharging or turbo-compound charging. Furthermore, forced induction can also be achieved using compressors/ superchargers. Combinations of the two charger types are also available on the market. 1 Scheme intake acoustic of a turbocharged engine autotechreview March 2016 Volume 5 | Issue 3 33 Cover Story FORCED INDUCTION

2 Comparison of the outlet noise of a naturally aspirated (left) versus a turbocharged engine (right)

3 Load dump noise of a turbocharged engine

34 www.autotechreview.com alternating forces resulting from asym- through to highly pulsed, explosive nomena already described, 3. metries of the rotor [5]. noises. No complete scientific descrip- Whistling noises, as well as whoosh- tion of the causes has yet been made. It ing can be caused through the airflow, is known that the type and actuation of SECONDARY ACOUSTIC MEASURES particularly upstream of the compressor the wastegate or the variable turbine IN THE AIR INTAKE SYSTEM inlet. Here, airflow speeds of up to 0.6 geometry, the diverter system with its Mach occur. If, for example, a diverter position and geometry, as well as the Near-source sound absorbers should be opening is integrated in the compressor throttle valve play a part. Under certain used wherever possible to prevent the inlet port, turbulent airflows may occur circumstances, the turbocharger, for previously described noises, as the intake due to vortex shedding. It should gener- example, may run on for fractions of a system ducts do not often represent an ally be noted that from start-up until it second in the case of a sudden engine adequate barrier to these high frequen- reaches its operating speed, the turbo load change from full to no load cies and further radiate the noise. They engine generates a noise, which deter- because the frequently vacuum-operated primarily penetrate into the vehicle inte- mines the overall acoustic level, usually wastegate valve is somewhat “sluggish”. rior in this manner. Furthermore, they at a maximum of 2,500 rpm. Explained The electrically operated throttle valve, are transmitted through the air intake in simplified terms: until it reaches its however, closes immediately during this system up to the outlet and are percepti- ideal operating speed, the engine acts type of load change. If the blow-off valve ble in the external noise. As mentioned like a naturally aspirated engine drawing is also vacuum-operated, it does not open previously, owing to their characteristics, the necessary air through the turbo- immediately. Owing to run-on of the tur- these noise emissions are clearly per- charger. The airflow generated in the bine and of the impeller, a higher pressure ceived by us humans and are felt to be compressor is then turbulent. then builds up between the turbocharger extremely intrusive. As a near-source Depending on the design, further and throttle valve. From a certain pressure solution, broadband absorption silencers noise phenomena occur in various tur- differential and a falling turbocharger and broadband silencers operating bocharger operating states. These speed, this pressure is relieved via the according to the Helmholtz resonator include, for example, load dump noises. compressor side and back into the low principle have proven effective, 4. These can range from “breathing”, pressure area of the air intake system. The latter can be used both on the suc- “hissing” and “cuckoo-like” noises This expansion results in the noise phe- tion and on the pressure side. Combina- tions of both silencer types are possible, for example, to eliminate particularly loud tonal components in addition to the swoosh. Depending on the frequency, λ/4 pipes can also be very effective. Expan- sion chambers directly upstream of the turbocharger compressor inlet, have proven useful. Where sufficient installation space is available, the silencers can be designed to eliminate the noises completely at source. Unfortunately, this is often not feasible as the available installation space, particularly around the turbocharger, is often very limited and the surrounding conditions challenging. Depending on the type and geometry of the air conveying ducts, it may be necessary to modify these owing to the noise radiation issues mentioned above. Multi impedance layers have proven very effective in this context. For this purpose, heavy aluminium-foil clad mats, for example, are fitted onto the ducts. In the area of boots, which are often particularly acoustically transparent, covering with elastomer sleeves is also possible. Both methods are very effective at reducing noise radiation, 5. Additional noise attenuation measures can also be implemented in the air 4 Vehicle measurements of a load dump noise (low noise emission blue/ green, high noise emission red) filter itself. The integration of absorber autotechreview March 2016 Volume 5 | Issue 3 35 Cover Story FORCED INDUCTION

5 Noise radiation behaviour of various clean air ducts (low noise emission blue/ green, high noise emission red)

layers has, for example, proven success- sonorous the sound feedback can ulti- they can be countered through purely pas- ful. It is also possible to install a broad- mately be configured depends, of course, sive measures. band sound absorber in the air filter on the engine excitations. such as an absorption silencer in the REFERENCES clean air connecting piece. Of course, [1] Reif, K.; Dietsche, K.: Kraftfahrtechnisches Taschenbuch. 27th edition, Vieweg+Teubner, high-frequency sound absorbers can be SUMMARY AND CONCLUSION 2011 implemented on the dirty air side. The [2] Mayer, M.: Abgasturbolader. Die Bibliothek dirty air duct can also be designed to be In the article, the significant influence of der Technik, Volume 103, Verlag Moderne Indus- porous, i.e. absorbent. This is possible forced induction components on combus- trie, 2006 [3] Munjal, M. L.: Acoustics of Ducts and Muf- using sintered plastic. Whereas, owing tion engine air intake noise was explained flers. John Wiley & Sons, New York, 1987 to the high exhaust gas temperatures, and the sound-attenuating and generating [4] Stein, M.; Oppermann, N.: Das Aufladesystem the turbocharger cannot easily be properties of various chargers were also im Spannungsfeld zwischen Emissionen, Fahrdy- namik und Akustik. Technical book by Haus der encapsulated, this is possible and often outlined. The main focus was on the tur- Technik, Volume 66, Expert-Verlag, 2006 advisable in the case of the compressor. bocharger as a sound generator because [5] Aymanns, R.; Pischinger, S.: Turbo Charger Plastic-coated foam parts have proven the air intake noise characteristic is often Noise – Development of a Method for Avoiding Whining Noise of Turbo Chargers. FVV report No. effective for this purpose. intrusively modified by noise emitted 851, Frankfurt/Main, 2008 The noise attenuating effect of the tur- from the charger. On naturally aspirated bocharger on the piston-induced pressure engines, proven components and intake waves was described above. Because, system duct geometries are no longer suf- owing to the turbocharger, these engine ficient for these high-frequency, tonal and orders are now no longer present in the often pulsed noises. outlet noise, an important component for These are not adequately masked by Thanks the interior noise is missing. To date, the turbocharger-attenuated engine order, only weak acoustic load feedbacks can and thus impair the sound impression of consequently be achieved. With sound the vehicle. In the article, various second- This article is based on the knowledge of the Center of Competence for Acoustics of measures such as a symposer, it is possi- ary acoustic measures, such as absorption Mann+Hummel GmbH under the direction of ble to pick off the excitations of the basic and broadband silencers, were described. Matthias Alex. The author would like to thank engine upstream of the turbocharger and The acoustic components presented repre- him and his colleagues. to direct these into the vehicle interior. sent current, state-of-the-art engine con- By emphasising certain engine orders or cepts. It remains to be seen, which new frequencies, the interior sound can thus challenges will arise out of the further be produced without resorting to sound development of the combustion engine or Read this article on synthesisation. How “dirty”, “racy” or increasing hybridisation, and whether www.autotechreview.com

36 www.autotechreview.com India’s leading international trade fair for the automotive service industry targeting trade visitors from the Indian Subcontinent 21 – 24 March 2017 Pragati Maidan, New Delhi www.acma-automechanika.in Avail ACMA Automechanika New Delhi

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With an electrically assisted compressor, the eBooster, BorgWarner supplements conventional turbocharging concepts improving boost pressure and transient engine behaviour for low engine speeds. This will both provide engine power increase, as well as a fuel consumption advantage due to the lower back pressure at high load and less need for fuel enrichment at full load.

38 www.autotechreview.com Authors ELECTRICALLY ASSISTED BOOSTING BECOMES ATTRACTIVE

Serial production turbochargers for automotive applications were developed in the 1960s, first for gasoline engines, later very successfully for diesel engines. Sig- DR. HERMANN BREITBACH is Director Development nificant increase in torque and power Turbocharger Passenger Car at were key enablers for engine downsizing BorgWarner Turbo Systems GmbH in and down-speeding. With that, turbo Kirchheimbolanden (Germany). response became an increasing challenge. Besides continuous improvement of turbochargers, several new concepts were evaluated, like combining turbocharger and mechanical compressor, using multiple turbochargers in parallel or serial configuration or using electric- DIETMAR METZ [1] is Program Director eBooster at ally assisted turbochargers . BorgWarner Turbo Systems GmbH in Electrically assisted boosting systems Kirchheimbolanden (Germany). have repeatedly been investigated, starting in the 1990’s. At 12 V, with state-of- the-art power electronics and micropro- cessors at the time, boost assist power around 2 kW was realised [2]. With the inertia of turbine, compressor and available electro motor technology, drive DR. SASCHA WEISKE power of electrically assisted turbocharges works in Advanced Development Thermodynamics at BorgWarner in transient operation was almost used up Turbo Systems GmbH in to accelerate the rotating assembly, before Kirchheimbolanden (Germany). significant boost pressure was generated. At the same time, the available electrical power and energy from the vehicle system was significantly lower than it is today. With increasing vehicle electrification, significant progress in power electronic parts, compact electric motors and micro- GERD SPINNER processors for motor control, power levels works in Advanced Development at BorgWarner Turbo Systems GmbH in of 2.5 kW at 12 V and 5 kW at 48 V seem Kirchheimbolanden (Germany). feasible, and electrically assisted boosting becomes attractive again. Especially electrically driven compressors look prom- ising because without turbine, rotor inertia can be kept low [3].

2.0-l 1.6-l

Rated power [kW] 128 (at 4000 rpm)

Specific power [kW/l] 64 80 (at 4000 rpm)

Rated power [Nm] 360 (at 1750 rpm)

Specific torque [Nm/l] 180 225 (at 1750 rpm)

Max. brake mean © BorgWarner [bar] 23 28 effective pressure

1 Comparison of engine concepts (© BorgWarner) autotechreview March 2016 Volume 5 | Issue 3 39 Cover Story FORCED INDUCTION

2 emission cycle operating range [3]. Basis is a 2 l engine with single stage variable 3 1 Charge air cooler turbine geometry turbo (VTG). Com- 2 High-pressure EGR pared are two equal power 1.6 l engines, 3 Aftertreatment one with VTG turbo combined with 4 4 Low-pressure EGR 1 5 5 Turbocharger eBooster and one with a regulated two 6 eBooster stage system (R2S), 1. The turbocharger

2 matching has been optimised for every 2 6 2 case, . The eBooster with bypass valve is positioned behind VTG compressor 5, but before charge air cooler 3 3 ①. The high pressure stage of the R2S turbo is a VTG turbine ⑤. 4 The 1.6 l engine with VTG without 5 1 5 4 1 5 6 eBooster operation shows a significant gap in torque, 3 (left), since the tur-

bocharger was adapted for higher boost 2 Concept of 2 l base engine (top) and 1.6 l engine with R2S (left) and VTG + eBooster (right) (© BorgWarner) pressure at full load to achieve power targets. Thus, in part load, the surge margin is limiting torque earlier. The eBooster BENEFITS OF AN ELECTRICALLY power consumption is lower as well as allows compensating the torque gap, the DRIVEN COMPRESSOR FOR A the required compressor map width. electrical power required in the respective COMBUSTION ENGINE Thus, electrical boosting can be extended speed points is indicated in ③ (left). over a larger engine speed range. Position- ③ (right) shows the increase in engine BorgWarner developed an electrically ing upstream of the turbo compressor power at 1,400 rpm versus the electrical assisted compressor, the eBooster, to would effectively lower the usable turbo power of the eBooster. An amplification improve boost pressure and transient compressor map width, since the higher factor of around seven to 10 can be engine behaviour for low engine speeds air density would shift the compressor achieved through the increased amount of without impact on the engine gas operating point towards the surge limit. air for the combustion process. With exchange, since without additional turbine, The eBooster can improve transient increased air mass flow, turbine power there is no backpressure increase. This is a behaviour, maintaining engine output will go up, thus, the VTG vanes can be significant advantage, especially with gas with conventional turbo matching. Altern- opened further, the turbine efficiency will engines susceptible to engine knock. The atively, transient response can be kept go up, and the air exchange losses will independence of the eBooster from exhaust constant, and a larger turbine with lower decrease, so overall, a better fuel effi- gas allows more flexible packaging, leaves, back pressure can be used. This will both ciency will be achieved. as compared to multistage turbochargers, provide engine power increase, as well as The R2S system also meets torque tar- more exhaust heat for the after treatment a fuel consumption advantage due to the gets. However, the high pressure stage system, and causes less heat flux into the lower back pressure at high load and less does take around a factor two more engine compartment. need for fuel enrichment at full load. energy from the exhaust gas flow as the The preferred position for the eBooster The following analysis shows the eBooster is consuming electrically, 4 is downstream from the turbo compressor. potential of a 12 V eBooster with 2 kW (top). In case the electrical energy is com- Due to the lower boost pressure ratio, the power on a diesel engine, with focus on ing from recuperation, the overall energy

400 25 1000 T/C compressor limited by surge line 350 1.0 kW 20 800 300 1.3 kW 15 600 250 Electrical power eBooster 200 1.6 kW 10 400 1.4 kW 150 0.9 kW 2.0-l VTG target 100 at 1400 rpm [kW] 5 200 1.6-l VTG = const. Engine torque [Nm] 50 1.6-l R2S or VTG + eBooster Increase in engine power 0 0 00.5 1 1.5 2 Gain in boost pressure [mbar] 0 1000 1500 2000 2500 3000 3500 4000 4500 Power eBooster [kW]

Engine speed [rpm] Engine power Boost pressure

3 Torque curves for 2 l engine versus 1.6 l single-VTG and two stage concepts (left) and additional engine power achieved through electrical boosting at 1,400 rpm (right) (© BorgWarner)

40 www.autotechreview.com 3.5 3 balance is advantageous for the eBooster, 2.5 otherwise for the R2S system. 2 The transient response of the concepts 1.5 was evaluated for load steps at 1,500 rpm, 1 ④ (bottom). The VTG remains mostly 0.5 closed, only at 5 % dynamic reserve to 1 surge line, it is slightly opened. The Requested boost power [kW] 1000 1500 2000 2500 eBooster speed is controlled to achieve Engine speed [rpm] boost pressure target. 1.6-l R2S 1.6-l VTG + eBooster The torque curves show the initial advantage of the 2 l engine before boost pressure builds up. With boost pressure 350 from the eBooster, the 1.6 l VTG engine 300 torque gradient becomes steeper; the full load torque is achieved earlier than with 250 4 the 2 l engine and even the R2S engine. 200 3 However, the R2S system can maintain high boost pressure also in steady-state 150 2 operation, where the eBooster can only 1

Engine torque [Nm] 100 deliver transient boost. 2.0-l baseline ⑤ (left) shows an FTP-75 drive cycle 50 1.6-l R2S 0 Charge pressure [bar] with the power consumption of the 1.6-l VTG + eBooster 0 1000 eBooster, calculated with a dynamic drive model for a premium car with 500 power to weight ratio of 13 kg/kW and a six-speed transmission. The eBooster is 0 operated with 2 kW and a minimum -500 speed maintained of 6,000 rpm. In the cycle, the average power consumption is -1000 around 210 W. The eBooster is idle -1500 around half of the time. Switching it off 0 1 2 3 Boost pressure-back pressure [mbar] would save around 13 W. With addi- Time [s] tional boost pressure from the eBooster, a 4 R2S turbine power and eBooster electrical power versus engine speed (top) and load step at 1,500 rpm from start torque at 25 Nm (bottom) (© BorgWarner) higher amount of low pressure EGR can be used and gas exchange advantages can be generated. With that, around 4 % fuel REQUIREMENTS OF THE to be minimised; efficiency increase is expected, with only ELECTRICALLY DRIVEN COMPRESSOR :: The motor has to be robust against slight disadvantages in NOx emissions high temperatures; compared to the R2S concept. Advantages From the eBooster function, clear design :: A very compact design with integrated in particulate emissions are expected com- requirements could be derived: power electronics; pared to the reference engine, since the :: Inertia of the electrical motor has to be :: Very efficient power electronics (at 5 time of the air/ fuel ratio at the smoke minimised; kW electrical power, every percent effi- limit decreased by 5 %. :: Electrical and mechanical losses need ciency loss means 50 W of heat flux to

2.5 100 8 E+4 Target engine speed 2 80 6 E+4 1.5 60 Engine speed built-up 4 E+4 1 40 from 6000 rpm eBooster [kW]

Electrical power 0.5 20 2 E+4 Engine speed

Vehicle speed [km/h] built-up from stop

0 0 Rated engine speed [rpm] 0 500 1000 1500 0 E+4 -0.1 0 0.1 0.2 0.3 0.4 0.5 Time [s] Time [s] Electrical power Vehicle speed

5 FTP75 with eBooster electrical power consumption (left) and eBooster transient acceleration from idle and standstill (right) (© BorgWarner) autotechreview March 2016 Volume 5 | Issue 3 41 Cover Story FORCED INDUCTION

be conducted away from the power Specification 12-V eBooster 48-V eBooster board); Max. current [A] 200 130 :: eBooster variants have to be modular Built-up to 90 % 250 230 for 12 and 48 V variants; and rated engine speed [ms] :: NVH has to be considered in the Max. power output [kW] 2.4 (transient) 1.7 (nominal) 6.2 (transient) 5 (nominal) concept. Rated engine speed [rpm] 60,000 70,000

Pressure ratio [-] 1.3 1.45 DESIGN OF THE ELECTRICALLY DRIVEN COMPRESSOR Air flow [kg/h] 150 300 Switch-on time Appr. 50 % at rated power Appr. 33 % at rated power The design concept decisions were guided over lifetime by the above key requirements. A brush- Max. time boost-event [s] 12 14 less permanent magnet DC motor was selected, because it is clearly more effi- Max. on-time 60 to 80 % 60 to 80 % cient than asynchronous or switched 6 Key eBooster product specifications (© BorgWarner) reluctance motors. The motor has to be very robust to high temperatures to endure high on time, thus, samarium-co- designing for a good heat transfer to the eBooster. A simulation, using customer balt magnets, being magnetically stable housing. For low heat generation, power drive profiles and load cycles, can beyond 300 °C, were selected. electronics is using parts with lowest res- determine eBooster energy consumption, Also, the permanent magnet motor istance specifications and highly efficient such that the OEM can early on check does not need magnetisation energy from capacitors, the CAN interface is integ- his vehicle electric system. the power electronics, which helps keep- rated. A good connection from electronic ing it efficient and compact. The motor board to housing guarantees an efficient was designed such that motor torque over heat transfer. SUMMARY motor rotation does only show low torque Both air and water cooling were ripple, to minimise high frequency noise investigated. Air cooling would be pre- BorgWarner’s eBooster supplements the from the motor. ferred from a vehicle integration stand- conventional turbocharger. Even at low ⑤ (right) shows the motor transient point. However, air cooling is only feas- engine speeds, boost pressure can be sup- response to a full speed command, both ible for the 12 V eBooster. With the 48 V plied very quickly to enhance engine tran- starting from 6,000 rpm idle speed and eBooster, only water cooling with good sient response. With that, the eBooster from a motor hold position. From idle, 90 heat transfer to stator and power elec- offers potential to increase engine power. % of maximum speed is reached after 230 tronic board was feasible. With respective matching of the overall ms, from motor hold in 250 ms. Electronic Finally, with all these design con- system eBooster and turbocharger, both circuits and bearings are designed such cepts, excellent specifications could be fuel efficiency improvements and, espe- that the eBooster can either be run in idle achieved for the eBooster. ⑥ shows typ- cially with diesel engines, optimisation of continuously, or can be put in standstill. ical values, especially on-time and duty pollutant emissions are feasible. When choosing the eBooster operating cycle. These, however, are application speed, it had to be considered that the specific and depend on water, air and REFERENCES energy to accelerate a rotor is proportional eBooster ambient temperatures in the [1] Arnold, S. et al.: Design and Development of e-Turbo for SUV and Light Truck Applications. to the speed squared. Thus, an optimum respective vehicle application. To achieve DEER conference, 2004 had to be selected between a large motor best duty cycle values, usage of water [2] Münz, S. et al.: Der eBooster – Konzeption with low speed, a large compressor wheel from the low temperature circuit is und Leistungsvermögen eines fortgeschrittenen but a very quick speed ramp and a small, recommended, however, not mandatory. elektrisch unterstützten Aufladesystems. 7th Su- percharging Conference, Dresden, 2002 very high speed motor with small com- With favourable operation conditions, [3] Spinner, G.; Weiske, S.; Münz, S.: pressor and longer speed ramp. A com- the 48 V eBooster can achieve around 2 BorgWarner’s eBooster – the new generation of promise was chosen at a speed of 70,000 kW permanent power. electric assisted boosting. 18th Supercharging Conference, Dresden, 2013 rpm, to achieve an overall homogeneous To ensure that the eBooster is always package with roughly similar diameter available for boosting in the vehicle between motor, power electronic and application, BorgWarner developed a compressor side of the eBooster. The 48 V simulation tool to predict temperature eBooster has an overall length of only 170 and eBooster availability. That can be mm (including the compressor inlet used as basis for load management. flange) and a diameter of only 135 mm. Lower currents, and higher power for lar- Also, the stator was optimised for ger displacement engines and more bene- long on-times and high duty cycle by fits in transient performance and fuel Read this article on using a high density copper filling and economy are advantages of the 48 V www.autotechreview.com

42 www.autotechreview.com 5th Annual India Commercial Vehicle Summit 7 - 8 April 2016, Pune, India The Indian CV is no longer limited to the Indian boundaries. It is making itself known the world over.

Indian commercial vehicles are enjoying a rising acceptance in the SAARC region, the Middle East and in the African continent.The Indian auto industry is one of the largest in the world with an annual production of 21.48 million vehicles in FY 2013-14.Sales of commercial vehicles in India grew 5.3 per cent to 52,481 units in January 2015 from a year ago. To deal with this increase in demand, established OEMs are investing in plant expansions across India currently and new entrants are quickly developing their own plants to achieve their piece of the pie.The steady development in Commercial Vehicles Industry has lead to cutthroat rivalry among the various Commercial Vehicles Manufacturers in India. To survive in the competitive market every CV manufacturer is coming up with something new yet affordable to meet the Indian market requirement.

The 5th Annual India Commercial Vehicle Summit will bring together OEMs, Government Officials, Associations Auto Suppliers and Institutions to discuss the issues India is currently facing and to foster communications that will allow India to rightfully take its place as a major international automotive hub. Some of the confirmed Speakers include: • Mr. Naresh T. Raisinghani CEO & Executive Director, (Event Chairman),BMGI India • Sh. P.S. Ananda Rao, Executive Director, ASRTU (Association of State Road Transport Undertakings) • Mr. Kamal Bali,Board Member & Managing Director, Volvo India Private Ltd • Mr. Shyam Maller, Sr. Vice President – Sales and Marketing,Volvo Eicher Commercial Vehicles (VECV) • Mr. Per Aleby, Director – Buses & Coaches, Scania India • Mr. Shamprasad Ponkshe, Executive Vice President (R&D),AMW Motors Ltd • Mr. Abdul Majeed, Partner, Price Waterhouse Coopers Exclusive Opportunities Available: • Meet pre- qualified industrial leaders • Create new partnerships and Alliances • Increase your brand recognition within the marketplace • Discover the current investment climate and opportunities • Develop relationships through new networking opportunities

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Alan Shen Marketing Manager Tel: +86 21 6085 1000 Fax:+86 21 6192 1908 [email protected] event 13th AUTO EXPO 2016 AUTO EXPO MOTOR SHOW 2016 – TECHNOLOGY & EXCITEMENT

The 13th Auto Expo – The Motor Show 2016, was organised at the India Expo Mart in Greater Noida, and was by far the biggest automotive show in the country. The show saw a slew of product unveils, concept vehicle showcase and new vehicle launches, covering all segments of the automotive industry including two-wheelers, passenger vehicles and commercial vehicles. While each of these segments had their vehicle showcases and launches maintaining their own unique trends, the larger picture was in delivering more efficient vehicles, with a focus on alternate fuels.

TWO-WHEELER TRENDS technologies, indicating the direction of The adventure motorcycle unveils at future mobility. the Motor Show this year included the The main trend around two-wheelers was Two-wheeler manufacturers also Honda CRF 1000L Africa Twin and the in power-packed models and adventure/ claimed to be creating new segments for DSK Benelli TRK 502, with the former to tourer designs in the realm of motorcy- their upcoming vehicles in the industry. be locally-assembled by Honda. Some of cles, and power addition in the case of While efficiency was showcased through the scooters unveiled included the scooters. A number of OEMs showcased the products on display, the focus was Yamaha Cygnus Ray-ZR, completely re- powerful scooters, which seemed to offer clearly more on power and control for the stylised Suzuki Access 125 and the riding dynamics and rider experiences rider. Fuel-injection was also seen as an Aprilia SR 150. The new Suzuki Access much like motorcycles, along with the upcoming trend in the two-wheeler arena, scooter will feature a new 125 cc, Suzuki practicality and convenience of a scooter. especially with regards to motorcycles, Eco Performance (SEP) technology A few companies also showcased scooters and this could be a result of the expecta- engine, along with a number of visual with electric powertrains and connected tion of higher efficiency engines. changes. Meanwhile, the Aprilia SR 150

44 www.autotechreview.com from Piaggio is said to create a new segment, and become India’s first sport- scooterbike. It will be powered by the 150 cc engine powering Vespa scooters, and have 14-inch, five-spoke alloy wheels and 220 mm front disc brakes. Hero MotoCorp, Honda Motorcycle and Scooter India (HMSI) and TVS Motor Company showcased their concept motorcycle and scooters at this year’s event. HX250 and XF3R motorcycles and Duet E scooter were the three concepts displayed by Hero. Hero’s XF3R concept motorcycle features a new design direction for the company in terms of infusing elements such as air intakes, offset suspension, single-sided swing arm and forward orienta- tion of the vehicle. The company said these design elements will be the new identity and character of future Hero products targeting the premium, above 250 cc segment. The concept Duet-E electric scooter features a long-range lithium- ion battery, plug-in charger, anti-theft and bike finder, and smartphone technology. HMSI’s concepts included the NEOW- ING three-wheeled sport hybrid, Cub electric vehicle concept, and the CX-02 concept cross motorcycle completely developed in India. The company also launched its NAVI scooter-cum-motorcycle and showcased its conceptual inter- pretations. The NAVI was launched at ` minimal body design, and has been 39,500, ex-showroom New Delhi in designed as a crossover between a three forms – street, adventure and off- scooter and motorcycle. road, and is expected to carve out a TVS had three concept unveils at the completely new segment for itself. The Motor Show – the Akula 310 Race con- NAVI is powered by the 110 cc engine cept, X21 and ENTORQ210, which are doing round on the Honda Activa. It has said to become basis for future TVS the visual appeal of a motorcycle, with a motorcycles in India. TVS Akula 310 concept racer was a tribute to the company’s 33-year race heritage, and was conceived ground-up as a track machine. It features stiff space frame chassis and lightweight carbon fibre bodywork, as well as a full- function digital speedometer and on- board gyro cameras. The TVS X21 is also a concept racer, which is an interpreta- tion of the recently-launched TVS Apache RTR 200. The ENTORQ210 is the company’s touring Scooter Concept, powered by a 212.5 cc engine mated to a Variomatic transmission. Triumph Motorcycles launched the all- new Bonneville range, which merges a retro design with modern technology. The key takeaway from the launch of the Bon- neville was the increasing penetration of autotechreview March 2016 Volume 5 | Issue 3 45 event 13th AUTO EXPO 2016

electronics such as ride-by-wire in larger will hit India this year. sel and bio-methane. capacity motorcycles, which opens up a One of the most talked about compact Similarly, Eicher displayed its Skyline host of other features for the rider, both in sedans at the show this year was the Volk- Pro hybrid School Bus, and Ashok Ley- the areas of safety as well as convenience. swagen Ameo, which was unveiled a few land unveiled the country’s first non- days before the Auto Expo. Other compact plugin hybrid bus designed for urban sedans showcased included the Tata Kite transport, HYBUS. Eicher also launched FOUR-WHEELER FOCUS 5 and the Chevrolet Essentia. Companies its Eicher Live advanced Telematics solu- also showcased powerful iterations of tion for the CV industry, which provides Passenger vehicle OEMs at The Motor their existing models. These included the fleet management solutions by monitoring Show 2016 aligned their launches and Volkswagen Polo GTI, Tata Bolt Sport, and movement, fuel consumption and mainte- showcases around the theme of compact Kwid Climber and Racer concepts. The nance needs. Tata Motors displayed a and efficient vehicles, be it SUVs, sedans most powerful of these, the Volkswagen range of alternate fuel products, using or hatchbacks. The Auto Expo clearly Polo GTI, is powered by a 1.8 l, TSI petrol technologies such as hydrogen fuel cell, showed that all major Indian OEMs are engine that produces 189 hp of power. full-electric systems, as well as CNG and adding compact SUVs to their product electric hybrid systems. Mahindra Truck portfolio, if they already do not have one. and Bus Division launched its BLAZO In addition, many mass-oriented products COMMERCIAL VEHICLE (CV) THEMES heavy commercial truck series, which will were equipped with in-vehicle technolo- be equipped with FUELSMART technol- gies earlier only seen in premium seg- The driving factors around CV introduc- ogy and multi-drive modes. ments of the market. tions at the Auto Expo Motor Show 2016 Many OEMs showcased compact SUVs were efficiency, alternate fuels and con- that are expected to be launched some nectivity. The CV manufacturers had a ROUND-UP time in 2016. These included Maruti Suzu- mix of unveils and new product launches ki’s Vitara Brezza, Hyundai Motor India’s for India, as well as showcased technolo- Through the various unveilings, vehicle HND-14 Carlino concept, Tata Motors’ gies around fleet management and lower- manufacturers showed they are bringing NEXON and Honda BR-V. Full-sized SUVs ing the total cost of ownership (TCO). in products to excite customers, and not and MPVs were also unveiled by various JBM unveiled India’s first full-electric just to offer modes of transportation. The companies. A few of these included the bus, ECOLIFE, which was developed with levels of customisation, extended number new Hyundai Tucson, Tata Hexa, Mahin- European bus manufacturer Solaris Bus of variants, engine choice, and additional dra XUV Aero Concept, Toyota Innova and Coach. It is powered by fast-charging option lists are offering customers ways to Crysta, Nissan X-Trail Hybrid, and Mer- lithium batteries, and runs 150-200 km in express themselves through the vehicles cedes-Benz GLC. The Jeep brand was also 10-15 hr of city bus operation. Scania CV they ride and drive. Alternate fuels and launched in India at the Auto Expo, India revealed its flagship Citywide bio- hybrid vehicles also made their present where the company unveiled its Wrangler fuel bus, which runs on diesel as well as felt strongly at this year’s Expo. All these Unlimited and Grand Cherokee SRT that renewable fuels like bio-ethanol, bio-die- offerings are definitely in line with the Indian automotive industry’s growth to becoming one of the largest in the world. A commonality that all vehicle manufacturers shared at the Auto Expo Motor Show 2016 was their offering for connected transportation. Connected technologies, at various levels, were seen in vehicles ranging from two-wheelers to trucks and buses. These technologies offered services including telematics, safety systems, entertainment and navigation, and showed that the future of mobility lies in connected technologies, above all else. The content of electronics seen in these unveils is higher than ever, and this trend is set to grow further in all segments of the industry.

Text: Naveen Arul Photo: Bharat Bhushan Upadhyay

Read this article on www.autotechreview.com

46 www.autotechreview.com r oundtable 3.0

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CTO_2016_FP_ad.indd 1 03-03-2016 14:24:54 event 13th AUTO EXPO 2016 AUTO EXPO COMPONENTS SHOW – QUALITY & CAPABILITY showcased

Like in 2014, the Auto Expo – Compo- nents Show was a separate event, organised at Pragati Maidan, New Delhi from February 4-7, 2016. Over 1,500 component suppliers from across the globe showcased their technologies and solutions in the event that was held under the theme “Technologies that Drive the World”. Spread across an area of 80,000 sq m, the event saw participation of over 1.14 lakh visitors, from over 60 countries. Suppliers from 20 countries participated in the expo, while seven countries had country pavilions. The Auto Expo 2016 - Components Show carried a theme and special focus, which was seen in the displays and product showcases of the participants at the venue. However, additional trends seen at the ground level were that companies, especially domestic suppliers, are not only look-

48 www.autotechreview.com ing at building quality components, Sona Koyo Steering Systems and Tata wheels, electronic power assisted but are also growing their technologi- AutoComp. The main theme observed at module for steering, and vehicle inte- cal prowess. Other noticeable trends this pavilion, for the larger part, was in rior components, were also show- included increased local development products and technologies that focused on cased. Most of these products show- and investment into local develop- light-weighting, reduced NVH (Noise cased by various Indian companies ment, higher efficiency of compo- Vibration Harshness) and compact modu- brought out the advantages of supply- nents for future vehicle regulations, lar systems. ing modular designs to OEMs and the and offering better levels of comfort Some of the products on display benefits of reduction in weight and through products and technologies. that reiterated the themes observed at size of these components. They also the Innovation Pavilion included showed the effort of R&D that these Sundaram Fasterens’ integrated oil companies have taken to manufacture INNOVATIONS & TECHNOLOGIES and water pump, as well as its inte- such components and modular sys- grated oil and fuel pump. These mod- tem, to be able to supply them to Component manufacturers at the Expo ular systems help in providing addi- both domestic, as well as OEMs also showcased a number of concepts that tional space to the engine compart- across the globe. could make it into the market in due time, ment and also help to reduce weight. Arvind Balaji, President, ACMA with demand. Companies showcased Other innovations came in the form said the Innovation Pavilion show- instrument clusters and lighting technolo- of new-generation starter motors, cased a mix of technologies that gies that are presently at concept stage, heavy vehicle braking systems, com- Indian companies are now offering to but can very easily be converted into pro- posite leaf springs, rapid prototyping their customers. He added that the duction-ready components. Additionally, a of pistons and piston rings, and smart industry needs to meet targets of BS range of electronics was on display at the regulators comprising ignition coil VI norms that will come into effect, expo, which is natural, since the complete and control unit. as well as focus on hybrid and elec- industry is moving further towards the Components like gear shifter fork tric vehicle technologies. Balaji noted use of electronic systems in vehicles, be it made from forging, connecting rods that the ‘Make in India’ initiative not two-wheelers, passenger vehicles or com- in fractured steel, forged aluminium only involves making quality, but also mercial vehicles. Electronics in the form of engine control modules, infotainment systems, safety systems, telematics and efficiency systems were showcased by participants at the venue. The Expo also saw many international manufacturers offering solutions and technologies developed specifically to suit Indian conditions and demands. Until now, many of such international suppliers have been supplying to global vehicle manufacturers or exporting their products out of India. They have developed these products by employing local development, as well as local production to cater to the price levels expected from Indian OEMs.

PAVILIONS AT THE SHOW

ACMA had organised an Innovation Pavil- ion for the first time at the Auto Expo Components Show. This Innovation Pavil- ion saw participation from Indian companies, and the new technologies being offered by them to the industry. Compa- nies at the Innovation Pavilion included Lucas TVS, Sundaram Fasteners, Brakes India, Jamna Auto Industries, Shriram Pis- tons and Rings, Indian Nippon, Sansera, autotechreview March 2016 Volume 5 | Issue 3 49 event 13th AUTO EXPO 2016

implemented in their countries of origin. These participants showcased their products with the view to bring out the possible implementation and use of their solutions by Indian companies.

CONCLUSION

The Auto Expo 2016 – Component Show has been the largest one yet, and garnered feedback from participants that it attracted very specific business visitors, for the larger part. This helped companies network with appropriate visitors and bag deals and orders for their solutions. A few participants felt that with the Component Show and Auto Show running parallel at venues far away from each other, it was not possible for them to connect with rep- resentative of OEMs. The event also saw international companies taking notice of India as one of the fastest growing automotive markets, and offering customised technologies and products most appropriate for the local market. Additionally, the increased R&D focus, and growth in investments of component suppliers was clearly visi- ble from the products and technologies showcase at the event. This focus on R&D is expected of component suppliers, especially domestic, in order to improve both quality and technology of their products. The biennial event was organised jointly by the Automotive Component technology in the country. He con- Another pavilion was the Bearing Manufacturers Association of India cluded by saying that frugal engineer- Pavilion, which housed exhibitors (ACMA), Confederation of Indian ing is an important part of India, showcasing bearings and bearing Industry (CII) and Society of Indian which is a small part of the global technologies for the automotive sec- Automobile Manufacturers (SIAM). industry and has significant room for tor. The main innovations showcased The expo is also accredited by the improvement. included various types of bearings, International Organisation of Motor The ‘Asli-Naqli’ Pavilion looked which are now focused to be offered Vehicle Manufacturers (OICA), mak- into the issue of counterfeit products with longer life than before. Many ing this a globally-important event. that are highly prevalent in the auto- companies brought out information motive industry, and showcased solu- on their development work in the tions to such problems. The pavilion arena of bearings, and the methods not only had companies showing how employed to ensure a longer lifetime Text: Naveen Arul to differentiate between original and for these components. Suppliers also Photo: Bharat Bhushan Upadhyay / Vasu Anantha fake products, but also included tech- showcased some bearing modules nologies that could be employed to that can be provided as ready-to-fit prove their authenticity. These components to customers. included stickers that create unique The international pavilions show- codes once applied, as well as holo- cased products and solutions of com- Read this article on graphic sticker solutions. panies that have been developed and www.autotechreview.com

50 www.autotechreview.com event BAJA SAEINDIA 2016 INNOVATION, RELIABILITY & e-MOBILITY DRIVE PROGRESSION

Auto Tech Review was recently invited to witness the 9th edition of the BAJA SAEINDIA 2016, which took place at the NATRIP facility in Pithampur, Indore. Since its inception, the event has provided a platform for engineering students across India to build a vehicle based on the BAJA rulebook and highlight their innovations. This The mBAJA and eBAJA this year saw a caught the fancy of the judges and visi- year, the event also witnessed the sec- combined participation of 129 teams in tors. While naming each of them isn’t ond edition of the eBAJA series, which the endurance round of the event. While possible within this space, a few trends involves building of electric vehicles we’ve been to this event earlier, one of were quite heartening. Although teams on the same principles as followed in the notable changes was the new track, are allowed to use brake systems from the normal mBAJA. with natural and created hurdles across a production vehicles to suit their BAJA length of five kilometres. This track not vehicles, one team made the system from only tested the vehicles extensively but scratch on their own. This was done to also posed a tough challenge to drivers in ensure maximum efficiency of the braking a vehicle not designed to be comfortable. system as it was designed based on the One of the key things we noticed during vehicle it was fitted on. There were other the endurance round was the quickly impressive observations within the pow- evolving technical reliability of the vehi- ertrain domain, which allowed some cles and the improving maturity of the teams to eke out more reliability from a student drivers. On numerous inci- standard engine supplied to all teams. dents we saw drivers manoeuvre The choice of tyres and the way some the vehicles through some haz- teams lowered their vehicular weight was ardous situations with aplomb, also appreciable. saving not only their team’s The event not only offered students efforts but bystanders as well. with unforgettable learning and experi- There were many innova- ence, it also rewarded them monetarily. tions made by students that Total prize money stood at ` 29.80 lakh

52 www.autotechreview.com across all award categories. Dr Pawan Goenka, Executive Director, Mahindra & INNOVATION, RELIABILITY & Mahindra Ltd, said, “I look forward to personally attending BAJA every year. Witnessing thousands of students coming e-MOBILITY DRIVE PROGRESSION together to celebrate not just the spirit of BAJA but also the philosophy of ‘Rise’ has given me immense pleasure. Year on year there has been an increase in participation from colleges and this is testimony to BAJA SAEINDIA’s growing popularity and its national significance. We at Mahindra have always believed in thinking beyond the conventional and this forum gives young engineering talent that opportunity to showcase their skills.” College of Engineering, Pune were announced winners of the 9th edition of the BAJA series in India, while Alard Col- lege of Engineering, Pune and SRM Uni- versity, Chennai were declared as the first runners-up and second runners-up respec- tively. Smt Kashibai Navale College of Engineering, Pune was declared the ‘Best eBAJA Team’. The second edition of eBAJA, which aims to provide a platform to leverage the onset of electric mobility in India, saw participation from 11 colleges. However, only nine colleges com- peted in the endurance round.

Text: Arpit Mahendra Photo: Bharat Bhushan Upadhyay

Saeindia international mobility conference HELD in new delhi The ninth edition of the SAEINDIA Inter- Dr RK Malhotra, Sr Vice President, SAEIN- Administrator, NHTSA, USA. national Mobility Conference (SIIMC) DIA and Director General, Petroleum Fed- In a significant development, SAEINDIA was recently organised in New Delhi eration of India and CV Raman, Executive has won the mandate to organise for the under the theme of “Safe Synergetic Sus- Director (Engineering), Maruti Suzuki first time in India, the FISITA World tainable Mobility Technologies for India and Chairman (Organizing Commit- Automotive Congress in 2018. FISITA, or Future”. Held in association with SAE tee), SIIMC 2016. The International Federation of Automo- International, the conference focussed The organisers received a total of 400 tive Engineering Societies is the interna- on key technology issues relevant to papers from R&D engineers from vehicle tional network for automotive engineers. mobility engineering, including safety, as well as component manufacturers. design, information technology, elec- Under a rigorous SAE International pro- tronics, fuels & environment. cess of review, a total of 91 papers, includ- The conference was inaugurated by ing 22 student papers, were selected for Dr Rajan Katoch, Secretary, Department presentation during the three-day event. of Heavy Industries, Government of In all, 17 technical and five student ses- India in the presence of Dr Aravind sions were held in addition to 11 Keynote Bharadwaj, President, SAEINDIA; presentations. Another highlight of the Arvind Balaji, President, ACMA & Jt conference this year was a TOPTECH Pro- MD, Lucas TVS; S Sandilya, Past Presi- gram on Crash Safety conducted by Dr dent, SIAM & Chairman, Eicher Motors; Joseph Kanianthra, Former Associate Read this article on www.autotechreview.com

autotechreview March 2016 Volume 5 | Issue 3 53 pollution in their city. In fact, over 76% of the people who answered this question have listed vehicular pollution amongst the top two defaulters. This is corroborated by data from EPA that states almost 27% of greenhouse gases are released by the transportation sector [2].

SURVEY AIR POLLUTION Their concerns are definitely not unwarranted, with the ever increasing number of vehicles joining the road every day, especially in the developing world. Here is a trend in the growth of 4 wheelers in India for the past thirty years (published by Ministry of Road Transport [4]):

ENVIRONMENTAL CONCERNSGrowth of 4 wheelers in India drive 30000 25000 new technologypollution20000 in their city. In fact,ado over 76% ofpt the peopleion who answered this question have listed vehicular pollution amongst the top two defaulters. This is corroborated by data from EPA that states almost 27% 15000 of greenhouse gases are released by the transportation sector [2]. 10000 Their5000 concerns are definitely not unwarranted, with the ever increasing number of vehicles joining the road every day, especially in the developing world. Here is a trend in the growth of 4 wheelers in India

Number (in thousands) 0 for the past thirty years (published by Ministry of Road Transport [4]):

1971 1973 1975 1977 1979 1981 1983 1985 1987 1989 1991 1993 1995 1997 1999 2001 2003 2005 2007 2009 2011 Authors Growth of 4 wheelersYear in India

30000 Cars, Jeeps and Taxis Buses @ Goods Vehicles 25000 20000 15000 VISHESH MEHRA According to10000 data released by SIAM (Society of Indian Automobile Manufacturers) and the Road is Deputy Manager, Business Devel- Transport Year5000 Book published by the Government of India, there are about 200 million vehicles opment at Altigreen Propulsion Labs [3]

in Bengaluru (India) (includingNumber (in thousands) 2 and0 3 wheelers) on the road in India . This number is set to rise to almost 340 million by 2020. In fact, this may turn out to be understated. 1971 1973 1975 1977 1979 1981 1983 1985 1987 1989 1991 1993 1995 1997 1999 2001 2003 2005 2007 2009 2011 Year It is well established that vehicle density increases with growth in per capita income, as seen in the chart below. Cars, Jeeps and Taxis Buses @ Goods Vehicles

1 Growth trend of four-wheelers in India over last 30 years INTRODUCTION According to data released by SIAM (Society of Indian Automobile Manufacturers) and the Road In the wake of the odd-even traffic man- Transport Year Book published by the Government of India, there are about 200 million vehicles [3] agement plan initiated by the Delhi gov- (including 2 and 3 wheelers) on the road in India . This number is set to rise to almost 340 million by ernment in December last year, various 2020. In fact, this may turn out to be understated. researches were conducted to measure the air quality of the national capital, Thus,It is wellit is evidentestablished that therethat vehicleis a growing density need increases to switch with to cleaner growth automobile in per capita technologies. income, as Hybrid seen car in the chart New Delhi. The subsequent steps taken technologybelow. offers a cleaner way out, providing a middle way between comfort and cleaner air. by both the Supreme Court as well as the Delhi government have made pollution a burning topic of discussion and debate in every Indian household. Is traffic ration- Survey Results ing the only solution to curb pollution, As per Altigreen’s survey, around 77% of the respondents were aware of hybrid and electric or are there other solutions? Are Indian technologies in automobiles. For the rest of this report, we would be calling these 77% as the ‘aware consumers willing to experiment with respondents’. Out of those who were given a choice, 93% said they are willing to buy a hybrid vehicle those solutions? 2 GDP/ Capita vs Vehicle Density: Top 25 Auto markets (the number rising to 100% amongst the female respondents). Here is a demographic distribution Altigreen Propulsion Labs has made amongstSource: International the respondents Monetary Fund, LMC according J.D. Power, Global to Insight, their Morgan preferred Stanely Research choice of new vehicles: an attempt to understand the psychology of the Indian automobile customers by Survey Demographics New Vehicle Buyers means of an online survey, which helps Gender Diesel Buyers Petrol Buyers EV Buyers Hybrid Buyers better understand their level of aware- Male 69% 89% 83% 89% ness about hybrid/ electric technologies Female 31% 11% 17% 11% and explore the reasons behind their pur- Age chase choices. Less than 18 Years 3% 0% 0% 0% The huge media attention surrounding the COP21 Conference in Paris clearly 18-40 Years 87% 74% 83% 89% shows how different countries are More than 40 Years 10% 13% 17% 11% awakening to the threat of global warm- 3 Demographic distribution amongst the respondents as per their new vehicle choices

54 Again, about 45% of the respondents who were aware of hybrid-electricwww.autotech technologiesreview.com were willing to buy an electric car next. Those, who would still opt for the conventional (petrol+diesel) vehicles as their next car, higher vehicle cost was the primary reason for their choice.

REASONS FOR NOT CHOOSING EV Small drive range, 6% Small vehicle size, 15%

High vehicle cost, 40%

Lack of engine power/pickup, 19%

Lack of charging facilities, 21%

Considering the price sensitive nature of the Indian consumers, one would expect mileage and cost to be the chief drivers behind their choices. However our survey results suggest something surprising. Reduced emissions is a deciding factor for a huge percentage of the ‘aware respondents’.

Factors behind choice of new vehicle 60%

50%

40%

30%

20%

10%

0% Diesel Petrol Electric Hybrid

Monetary Savings Reduced Emissions New Technology

Factors behind choice of new vehicle Factors behind choice of new vehicle ENVIRONMENTAL CONCERNS drive 60% 50% 58% 40%

30%

20% 29% 29% 24% new technology adoption 21% 10% 13% 12% 8% 0% 6% 0% Diesel Petrol Electric Hybrid MILEAGE INITIAL COST PERFORMANCE MAINTENANCE COSTS FUEL COSTS

Monetary Savings Reduced Emissions New Technology Diesel Petrol

4 Rate of emissions is the deciding factor for aware respondents 5 Fuel-efficiency is a major factor for non-aware respondents

ing. All the participating members have pollution in their city. In fact, over 76 % Again, about 45 % of the respondents,

already pledged huge reductions in their of the respondents listed vehicular pol- who were aware of hybrid-electric techno- Coming to the ‘non-aware respondents’, fuel costs is a big factor behind their choice of a new vehicle. respective emissions in the coming years. lution amongst the top two defaulters. logies, were willing to buy an electric car But how can an individual contribute to This is corroborated by data from EPA next. Those, who would still opt for con- Factors behind choice of new vehicle this change? Altering the choice of our that states almost 27 % of greenhouse ventional petrol and diesel vehicles as vehicles can definitely help big time. gases are released by the transportation their next car, were discouraged by the sector [2]58%. higher acquisition cost of EVs. Consider- Their concerns are definitely not ing the price sensitive nature of Indian HYBRID VEHICLE TECHNOLOGY unwarranted, with the ever increasing consumers, one would expect mileage 29% 29% 24% 21% number of vehicles joining the road and cost to be the chief drivers behind Research done by13% scientists12% at8% the US 0% every day, especially6% in the developing their choices. However, our survey results DepartmentMILEAGE of Energy’sINITIAL COST LawrencePERFORMANCE BerkeMAINTENANCE- world. COSTS 1FUEL shows COSTS a trend in the growth of suggest something surprising. Reduced Diesel Petrol ley National Laboratory (Berkeley Lab) four-wheelers for the past 30 years in emissions is a deciding factor for a huge finds that hybrid vehicles are 40 % more India [4]. According to data released by percentage of ‘aware respondents’, 4. fuel efficient than their conventional the Society of Indian Automobile Manu- Among the ‘non-aware respondents’, fuel counterparts [1]. These numbers increase facturers (SIAM) and the Road Transport costs is a big factor behind their choice of to 48 % for Indian road conditions and 53 Year Book published by the Government a new vehicle, 5. % for China. This difference basically of India, there are about 200 mn vehicles arises from the different driving patterns (including two- and three-wheelers) on in these countries and the technology Indian roads [3]. This number is set to CONCLUSION used in hybrid vehicles. rise to almost 340 mn by 2020. In fact, Most hybrid cars derive their fuel sav- this may turn out to be understated. Our study shows a growing popularity of ings from regenerative braking, a method It is well established that vehicle hybrid-electric technologies amongst by which the kinetic energy of the density increases with growth in per Indian consumers. This acceptance can vehicle is saved, when the vehicle slows capita income, as seen in 2. Clearly, only increase with the spread of aware- down. In a conventional vehicle, this there is a growing need to switch to ness as shown by the interest of the kinetic energy is mostly lost as heat cleaner automobile technologies. Hybrid ‘aware respondents’ in hybrid and electric when one presses the brake pedal. How- car technology offers a cleaner way out, cars. Also, as against popular belief, even ever, hybrids use a combination of providing a middle way between com- in India the decision to opt for newer motor-generators and batteries to store fort and cleaner air. technologies is driven by the urge to do this energy as chemical energy. This is something meaningful for the environ- then used to assist the engine during ment rather than mere fuel cost savings. acceleration, thereby reducing the actual SURVEY RESULTS fuel usage. Congested city roads and the References stop-start nature of driving thus make As per Altigreen’s survey, around 77 % of [1] http://newscenter.lbl.gov/2014/03/31/hybrid- vehicles-more-fuel-efficient-in-india-china/ hybrids the ideal choice for the roads of the respondents were aware of hybrid and [2] http://www3.epa.gov/climatechange/ghgemis- India and other developing countries. electric technologies in automobiles. For sions/sources/transportation.html the rest of this report, we would be calling [3] http://www.siamindia.com/statistics.aspx?mp- these 77 % as ‘aware respondents’. Out of gid=8&pgidtrail=14 [4] Ministry of Road Transport. https://data.gov. VEHICLE POLLUTION those who were given a choice, 93 % said in/catalog/total-number-registered-motor-ve- they are willing to buy a hybrid vehicle hicles-india According to a recent survey carried out (the number rising to 100 % amongst by Altigreen Propulsion Labs to study female respondents). 3 lists out the the preferences of the Indian automobile demographic distribution amongst the users, 50 % of the respondents believe respondents, according to their preferred Read this article on that automobiles are the major source of choice of new vehicles. www.autotechreview.com

autotechreview March 2016 Volume 5 | Issue 3 55 SHOPFLOOR SOGEFI-MNR ENGINE SYSTEMS LOCALISATION KEY TO MAKING FUTURE TECHNOLOGY ACCESSIBLE

56 www.autotechreview.com The quality of air, fuel and oil supplied been emphasised, he said, following the to an engine results in the optimum, and recent emission-related concerns in the efficient delivery of performance from an global automotive industry. engine. In addition to this, maintenance The company supplies modules, which of engine temperature is critical to its are typically made up of a casted body, on performance levels. Sogefi-MNR Engine which components such as cooler, spin- Systems India Pvt Ltd manufactures on filter and thermostat are assembled. products for all such requirements of the Many of these components are sourced engines of two and three-wheelers, and from global suppliers, then assembled by passenger vehicles. Sogefi MNR and supplied as complete Rohit Prakash, CEO, Sogefi-MNR modules to OEMs. As a policy, Sogefi Engine Systems India Pvt Ltd, talked MNR works with global suppliers, and is to us about the filtration and cooling now trying to localise products, especially businesses of the company, during a in the areas of castings and rubbers. walkthrough of the mother plant. We also spoke to him about the trends seen in these businesses, the effect of new LOCALISATION & CHALLENGES emission norms, and the company’s There is a need for local – including Tier I future direction. Localisation of products brings their own and Tier II – suppliers, to move to the set of challenges, said Prakash. The main next level from being just build-to-print OEM-specific challenge is that companies companies, observed Prakash. INTRODUCTION might not agree initially with the cost- increment for such products, unless the Until it entered into a joint venture with time they completely understand the tech- MANUFACTURING Sogefi, the Milan, Italy-headquartered nology behind them. Another key chal- global supplier of filtration systems, flexi- lenge is with local suppliers, who need to Sogefi-MNR has four manufacturing units ble suspension components as well as air up their testing facilities, and invest into in India – two in Bangalore, and one each management and engine cooling systems, research and development (R&D). in Pune and Gurgaon, with a total MNR Filtration was supplying products A number of global suppliers are strength of over 700 employees. These for the two and three-wheeler industry beginning to set-up local manufacturing plants have been strategically placed next until its JV with MNR opened the market facilities in the country but this partly to customers in manufacturing hubs of into four-wheeler components for filtra- results in localisation, noted Prakash. It the country, noted Prakash. We visited the tion and cooling only. The JV, which does not translate to an immediate reduc- company’s main plant in Bangalore, Plant came into effect in 2008, opened up busi- tion in prices, since the tooling and R&D II, which manufactures and assembles ness for the company in the four-wheeler for these companies is still carried out components and modules for the filtration segment. from their respective countries of origin. side of the business. While the other plant Currently, Sogefi-MNR supplies a full product range of filtration and cooling products for under-bonnet engine management parts. Filtration products include air cleaners, air filters elements, fuel filters, oil filters and electronic sensors, with the company supplying from just filter elements to complex modules, said Prakash. Cooling products manufactured by Sogefi-MNR include manifolds, cylinder head covers, water pumps, ducts and thermostat housings. Sogefi-MNR is also preparing to manufacture products such as carbon canister for Evaporative Emission Control Systems (EVAP), which is due to become a regula- tion from 2017. Prakash said that the company has been adding to its product range year-on-year, and also offers full services. He added that at present, the main focus of Sogefi-MNR is on quality and reliability of products and modules. This focus has The vertical injection moulding machines are best suited for accurate manufacture of air filters autotechreview March 2016 Volume 5 | Issue 3 57 SHOPFLOOR SOGEFI-MNR ENGINE SYSTEMS

in Bangalore and the Pune plant also pro- injection machines that are used in the This would involve supplying the solu- duce filtration products, the facility at manufacture of air filters. Sogefi-MNR tions to the quality, and cost requirements Gurgaon manufactures cooling products. also manufactures its filters with the pat- of Indian OEMs. Changes needed to be The company is not only well spread ented chevron pleating at the facility, incorporated into these components and in terms of product range, but also in which offers more surface area, while solutions for the Indian context involve terms of business categories, which being compact. better filtration of air, fuel and oils, as include two- and three- wheelers, and The fuel filter manufacturing and well as better filtration of emissions out of passenger cars, Prakash said. The com- assembly is carried out in a specialised, the vehicles. pany supplies filter elements to the top climate-controlled environment that is All these changes towards new emis- three two-wheeler OEMs, and manufac- completely dust-free. While most product sion norms will come at a cost, since bet- tures a total of over two million air filter areas are semi-automated, the two- ter and finer materials are being used. elements per month. It supplies compo- wheeler section has a higher level of man- The challenge would be in local develop- nents to all non-Japanese two-wheeler ual manufacturing. The company also ment of materials and building a local manufacturers in the country. Sogefi-MNR brings in-house solutions for simple auto- supply competency, Prakash explained. also produces about 200,000 air, oil and mation requirements, noted Prakash. fuel filter assemblies per month. The plant also houses a quality lab, The Bangalore Plant II has a con- which undertakes batch testing of exter- RESEARCH AND DEVELOPMENT structed area of about 45,000 sq ft, and nal components, as well as raw materials employs more than 450 people. While that are used by Sogefi-MNR. Prakash Prakash said Sogefi-MNR has been invest- the injection-moulding section of the also said that new process lines for all its ing in local R&D, and that the Group has plant works in three shifts, the assem- locations are made in-house at the Banga- also identified India as the global Centre bling line works in single or double lore Plant II. Once it is tried and tested at of Excellence for two-wheeler products. shifts, as per requirements. Plant I in the facility, and passes all necessary While the Bangalore R&D facility under- Bangalore manufactures foam-type filter check, it is then distributed to the compa- takes development of technologies for fil- elements and the second unit produces ny’s other facilities. tration products, the facility in Gurgaon next-generation filter elements. The Pune takes care of R&D for air and cooling sys- facility assembles complete air assembly tems. The R&D teams also cater to global using components from the Bangalore SOLUTIONS FOR EURO VI EMISSION requirements for calculations and valida- plants, as well as from global suppliers, NORMS tions. The company’s laboratory in the and supplies them to customers located Bangalore R&D centre houses three test in that region, Prakash said. Globally, Sogefi is already supplying Euro benches for air filtration performance The shopfloor at the plant is spread VI-compliant products, and that offers a measurement, which is one of the most across three floors with a number of spe- great advantage to the Bangalore-based well-equipped laboratories in the country, cial purpose machines (SPM) for specific, JV. However, Prakash noted that the chal- noted Prakash. These two R&D facilities repetitive jobs that need accuracy. The lenge would be in marrying the technol- make up the Asia-Pacific autonomous facility also houses specialised vertical ogy currently available in international R&D centre of the Sogefi Group. The injection machines, as well as horizontal markets, to the frugal Indian mind set. Group has two other autonomous centres for R&D in America and Europe. Products and solutions developed in India will be supplied to other markets. It has made appropriate investments in R&D of air filtration for design and validation, noted Prakash. Sogefi-MNR is credited to have moved the market, in terms of materials used for air filters in two-wheelers. It moved the market from reticulated foams, to paper, to combination solutions and finally to non-wovens to take care of filtration and NVH requirements.

MARKET TRENDS

Prakash said that the main trend in the area of air filtration is in manufacturing more efficient filters, with final filtering efficiency of 99.5-99.6 % and the least Manufacturing of fuel filters being carried out in a climate-controlled environment, with high level of automation pressure drop. To achieve such efficiency

58 www.autotechreview.com Sogefi’s patented Chevron pleating technology is carried out at the facility, along with the export of fuel filters

levels, the company employs a combina- evaluation, and such regulations are CONCLUSION tion of materials in the manufacturing expected, said Prakash. process. The trend of filtration is also On the cooling side also, Prakash Sogefi-MNR spends a lot of effort to moving towards particulate efficiency, said, a number of new technologies are bring competitive total cost of ownership which measures the size of dust filtered. being adopted to result in more efficiency (TCO) to customers, in terms of design The other trend that is expected in the from the engine. These include higher- optimisation and commonisation, since future is measurement based on the soot efficiency water pumps, active manifolds the market is very dynamic, explained efficiency. The high level of soot in the air that open and close as per the require- Prakash. He added that common solu- is sucked into the engine compartment ment of air in response to the throttle tions are preferred across platforms, as and deposited into the filters, noted speed, and ducts that are manufactured they offer speed to market, flexibility to Prakash. There are technologies being using a ‘different’ process, said Prakash cater to market dynamics and cost opti- developed to keep a check on soot clog- without explaining exactly what the pro- misation. This is the direction in which ging the filters and the prevention of the cess is. Sogefi-MNR is looking at deliver- Sogefi-MNR is moving as a company, same. Standards for the method and ing technologies at cost that each seg- and the industry will also move similarly, measurement of soot levels are under ment can afford. explained Prakash. The company also plans to focus on exports, which it currently undertakes indirectly in the form of supplying products to OEMs that export their vehicles and also exports back to Sogefi. Prakash said that the company expects a growth in exports of components used in two- wheelers. It is also venturing into electronics, like sensors that are consumed in- house in the assembly of its modules. Sogefi-MNR is also working on modular concepts, where a common product can be used for a varied range of engines of a single OEM.

Text & Photo: Naveen Arul

Read this article on All filters go through a process of marking and inspection, either manually or through specialised equipment www.autotechreview.com autotechreview March 2016 Volume 5 | Issue 3 59 NEW VEHICLE Mahindra kuv100 MAHINDRA KUV100 – COMPACT PACKAGE, EXPANSIVE FUTURE

Utility vehicle major Mahindra recently added another vehicle to its portfolio of passenger vehicles named with an alpha-numeric combination and ending with a ‘double oh’. KUV100, the vehicle in discussion here, is claimed to be a compact SUV by the company. In reality, it’s more of a hatchback with a design resemblance of an SUV. More importantly, it features Mahindra’s first fully-indigenous petrol engine and given the present rela- tionship diesel shares with the country’s policymakers, this petrol engine’s importance needs no explanation. Does the final recipe by Mahindra work in the real world? We find out.

60 www.autotechreview.com INTRODUCTION

Mahindra markets the KUV100 as a compact SUV and understandably so, because any vehicle with the SUV tag tends to be well-received in the country today. Dive into the details and it soon becomes clear that with a sub-four metre length, a monocoque chassis and 14-inch wheels, the KUV100 is more of a hatchback, which is taller than usual at 1,655 mm. Another important thing about the KUV100 is the G80 petrol engine – the company’s first – which is offered alongside a diesel engine. For a company with only diesel prod- The 1.2 l three-cylinder engine is compact, lightweight and offers peppy performance in urban environment uct portfolio, deciding on whether to buy or develop a petrol engine wasn’t an easy decision. The engineering team was keen overall design. At the rear, the tail lamps thing to go by, the future seems exciting. to tread the tougher path of development feature a trendy and no-nonsense design The G80 won’t be the only petrol unit but had to spend six months to convince and the lower black bumper once again by Mahindra as they’ll come up with a the management for the same. With no breaks the monotony of a single shade, 2.2 l unit for the Scorpio and XUV500 expertise in manufacturing petrol or even adding flair to the design. The only misfit soon and are working on a 1.5 l unit as small capacity engines this truly was a here is once again the same line coming well. In addition, the company can bold decision from Mahindra. More on from the side and ending over the tail always turn back to Ssangyong for its 1.6 the engine further below. lamps. Also, when viewed from the side, l and 2 l petrol engines. the rear tends to finish quite abruptly The engine itself is an all-aluminium lending some oddity to the proportions. unit in favour of lower weight and pro- DESIGN The overall design of the KUV100 is duces about 82 hp and 115 Nm of torque. bold, quirky and hence eye-catchy, the Plastic usage too has been upped along Similar to the approach towards the petrol effect of the last quality being so much with modularisation to reduce weight fur- engine, the designers too came up with a that people will find it hard not to turn ther. Being a three-cylinder unit, we bold design. The most eye-catching angle around to look at the KUV100 passing by. expected it to be noisy, but on the con- is the front and front three-quarters. This How much of that was positive apprecia- trary the engine was quieter than is mainly due to the front headlamps that tion can’t be judged. All said, design is expected. The unit is audible at all times extend almost till the end of the hood. subjective but if standing apart in an in the cabin but not to an extent of caus- The ‘KUV100’ and ‘mFalcon’ badging on ocean of hatchbacks is a prerogative, the ing aural discomfort at least in traffic and the sides within these units looks pretty KUV100 does the job to the T. till about 100 km/h. At three-digit speeds premium. The front look is further helped the engine becomes loud and hampers by the streamlined grille, black lower- cabin comfort. Reaching 100 km/h is fine bumpers and LED daytime running lamps POWERTRAIN but just around this mark the engine (DRLs). The LED DRLs though is availa- starts to run out of steam, so overtaking ble on the upper variants only. This is the area we were looking forward the large trailers on the highway needs to The side angle is where the design to with most anticipation. The engine starts losing its flow and the small 14-inch starts with a bit of vibrations but wheels don’t help either. Beyond the quickly settles down into an B-pillar, the design will either be a love it acceptable NVH bracket. or hate it affair for people, depending on Starting off, the first thing their design preferences. We found the we noticed was how rear side and the entire rear section to be smooth the new five- overdesigned, something that Mahindra speed transmission is haven’t done for the first time. The crease across the ratios. This is rising up from the rear door to the tail impressive for a com- lamps rises too sharply without any corre- pany that has struggled lation to the line created by the extended to deliver hassle-free headlamps. With the high depth of this transmissions in the crease, it came across as a loud feature in past and if the KUV100 the design with little relevance to the transmission is any- autotechreview March 2016 Volume 5 | Issue 3 61 NEW VEHICLE Mahindra kuv100

engines along with the associated changes in tooling and configuration is pegged at ` 1,200 cr, highlighting the seriousness of Mahindra in expanding its product base. The focus of the petrol and diesel engine of the mFalcon range is to feature low- friction and weight along with high power density, leading to better fuel-efficiency and respectable performance. The KUV100 with its G80 petrol engine largely achieves these objectives. In fact, the motor feels punchier in city driving than a few established hatchbacks. Mahindra claims 18.15 km/l for this engine and during our testing we got 14.3 km/l involving a larger run in the city and a couple of test runs on the expressway. Cabin design and material quality is better than other Mahindra models on sale

INTERIOR & SAFETY

The interior of KUV100 is offered in two options – one with five seats and the other with six. Our test vehicle was a six- seat version, which came with an extended co-passenger seat in order to seat a third passenger. The middle-front seat comes with its own seatbelt, although it’s just a lap belt and not a three-point one. Mahindra says this seat is safe for occupants, but we can’t agree The wide front seat and the console-mounted gear stick allow the driver to simply slide to the other side with that claim. Beyond the lack of a three-point seatbelt, there is a protruding gear lever and a closer lower dashboard, which can be quite harmful during an impact. In addition, the middle-passenger in front doesn't get the safety cushion of an extended side airbag. The cabin itself is appreciable for a Mahindra and material quality has improved vastly in upper dashboard areas. The lower parts though feature hard plastic with an unimpressive tex- ture. The seats themselves are adequately sized for average-sized people but larger people might not find them to be too comfortable. Side support too was just about average on the front seats. High-loading lip coupled with a small opening makes it hard to fit large bags in the somewhat small boot area Headroom and legroom at the front is good for two passengers, as the third per- be planned well in advance. motor as most of the torque is developed son upfront will struggle for legroom. In traffic, the engine responds well at lower engine speed, making it ideal for The rear bench too offers good space for and doesn’t show any lag and can be urban usage. two people although three people of fun. Getting a quick burst of acceleration Mahindra told us that the mFalcon medium-built might find it a bit of though creates a momentary lag and engines features a lot of new innovations, squeeze. Door handles, however, seem once the tachometer needle crosses as a result of which the company has out of place and need to feature plastic about 3,000 rpm, the KUV100 accelerates been able to file for or is applying for 18 quality at par with cabin standards. well. Mid-range is a strong-point for this patents. The cost of developing these Boot space is average and access to the

62 www.autotechreview.com The swept-back headlamps with branding look premium but LED DRLs are only available on the upper variants. Tail lamp bears a simple & elegant design

space isn’t easy due to the small and high opening. The wheel humps reduce the effective volume further, leaving the boot usable for small trips and medium-sized bags only. The KUV100 is impressive on the features front. It is equipped with a 3.5-inch infotainment display, which offers access to connectivity options including Blue- tooth, USB, AUX-in along with the Blue Sense app. This app allows the driver to access distance to empty, audio volume and track selection and real-time fuel-efficiency on her/ his smartphone. At a time when some global carmakers still shy away from offering safety tech- Side angle looks overdesigned with aggressive lines and the 14-inch wheels don't go well with the SUV design nologies even as options on lower variants, Mahindra seems to be heading in the right direction. Not only ABS is stand- requires just under four turns to go from with the vehicle’s Kool Utility Vehicle ard across the KUV100 range, airbags is lock-to-lock. In traffic and congested sur- positioning. In the five-seat option, the available as an option across variants too. roundings, this means the arms need to KUV100 offers good value proposition work fairly hard as the steering isn’t and its price range of ` 4.42 and ` 6.76 l, feather-light. ex-showroom, Pune is competitive as HANDLING well. Initial response is positive, as within a month of its launch, the com- Built on a monocoque frame, the KUV100 CONCLUSION pany received over 21,000 bookings. features the typical configuration of front- In terms of engineering, the KUV100 wheel drive, seen on hatchbacks. Suspen- The KUV100 is one of the most impor- offers positive indicators for Mahindra. sion is set on the softer side, which trans- tant launches by Mahindra in recent The approach, technology development lates into a supple ride quality at city times, since it showcases the company’s and implementation seem to be coming speeds. Beyond 100 km/h though, the approach to take on established carmak- together at an impressive pace, bringing KUV100 doesn’t inspire confidence and its ers. The move to develop a petrol engine Mahindra closer to its global competition. best enjoyed at moderate speeds. Over instead of sourcing it has been a success- And that is the largest takeaway for us turns, the KUV100 is fine under docile ful one. The engine offers respectable per- from the KUV100. driving but going quick over corners leads formance in all areas and we’re sure the to a fair amount of body-roll, which is top-end performance and NVH issues will due to the combination of a high centre of be sorted soon. The vehicle is feature- gravity and small wheels. 180 mm of loaded by segment standards and offers ground clearance though comes in handy decent comfort too. Text: Arpit Mahendra over bad roads. The misses for this vehicle in our Photo: Bharat Bhushan Upadhyay One area where the KUV100 isn’t able opinion are the six-seat configuration, to compete with some hatchbacks is the which aren’t completely safe in our view steering convenience. While the feel and and the effortful steering. In addition, the Read this article on directness of the steering is fine, it six-seat option doesn’t really go along www.autotechreview.com autotechreview March 2016 Volume 5 | Issue 3 63 DECODING TECHNOLOGY

FORCED INDUCTION DEVICES – BLOWING AWAY, EVERY MILLISECOND DR ARUN JAURA Former Board of Directors, SAE International The demand for personal transportation with bigger engines in sporty vehicles is dependent on vehicle demand, which or for endurance races, until recently. in turn is dependent on the country’s They are now being deployed beyond GDP. The US car and truck sales the big engines of premium sports vehi- NEWER CHALLENGES touched a record 17.4 mn units, while cles. They are being used for increasing car sales in India have been on a growth fuel economy and reducing emissions. Manufacturers of forced induction path for 14 consecutive months (13 % in OEMs have integrated them in C seg- devices have newer challenges in front of December 2015). These trends and ment vehicles to increase fuel economy them – increasing urban mobility and stricter emission norms are positives for by four to five per cent with smaller XEV growth have resulted in lesser travel forced induction devices. engines that are below 2 l. kilometres per person per year in spite of In India, the growth of cars per In the past, many manufacturers rapidly developing expressways in 1,000 people has been eight in 2000, 18 supplied standard devices developed emerging economies. The growth of car in 2012 and 24 in 2015. The CO2 norms for other vehicles and markets to OEMs sharing and collective car usage, fleets at 130 gm/km in 2016 will get to 113 that had to adapt their engines and usage by mobility providers are not real gm/km in 2021 and BS VI emission control architectures for these devices. opportunities. The changing ecosystem norms will come by April 2020. These Today, it is an imperative for these and total cost of ownership will drive changes and stricter noise and emis- device manufacturers to work with investment decisions for development sion norms will change the paradigm engine manufacturers and vehicle and growth of such devices. In the for turbochargers, as the market will development teams to co-develop opti- urban environment, compact cars and create a pull in their deployment. mised solutions at an affordable cost. B-segments hardly provide opportunities. The other ground reality also indi- The type of device on a vehicle is now As the ecosystem for smart vehicles cates more number of older vehicles in a part of the product development early and autonomous driving expands, the the global vehicle park. The growth in decision process – whether electric, need for intelligence in these devices US passenger vehicles in 15 years has multi stage, carbon fibre-based or super will become important. The ability to been 20 mn vehicles, in China it has plastic materials or other composites. de-power or enhance power in the gone from 20 to 150 mn and in India it Packaging these devices and integrating devices could become a competitive is at 23.4 million in 2015. This popula- them under the hood is a technical art. advantage for manufacturers of smart tion does not open opportunities for The exhaust manifolds and outlets are mobility. The innovations in virtual new generation retrofits except the few designed for lowest pressure losses, power management will help downsize in replacement markets. least back pressure & noise, and best engines and increase options for Superchargers were mainly used thermal efficiency. ‘power on demand’, thus reducing overall cost. In such scenarios, forced induction devices could become decision gateways and conduits of power transfer. These devices could play an important role in fleet management to monitor and regulate safe driving, to learn and emulate driving habits and drive cycles. These devices will grow further to be an integral part of engines and vehicle power management strategy with a lot more intelligence for safer, smarter and sustainable mobility.

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