Q2, 2007 Q2,

Ricardo Quarterly review

Dodge Viper Interviews Ricardo helps iconic Shigeo Mizuno, sports car to 600 hp Mazda Motor Corporation

Diesel combustion Heavy-duty General Motors and Ricardo economics keep it clean Total cost programme means stable business for truckmakers

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For further information call us today on +44 (0)1283 584250, or visit www.jcbpowersystems.com Contents Ricardo Quarterly Review Q2, 2007

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news features 04 Industry news 08 The road to Roewe Next-generation hybrids at the Geneva show; Europe Ricardo has provided the nucleus for a new world-class searches for CO2 answers; North America faces emissions product development organisation for one of China’s leading legislation shift; GM presents advanced clean diesel for automakers. Anthony Smith gives the inside story of SAIC Cadillac Motor Co and its range of forthcoming products 24 Ricardo news 14 Total cost of ownership Dieselmax record-breaking team honoured; new IT director The truck market is notorious for its cyclical swings for Ricardo; Indian software customer service enhanced; – so Ricardo Strategic Consulting has come up with an Ricardo hybrid taxi does New York duty imaginative template to capture profitable downstream revenues for the years beyond the warranty period questions and answers 16 More venom for the Viper 06 Shigeo Mizuno Dodge’s iconic big-bore sports car hits the 600 hp mark for Shigeo Mizuno is programme manager for the new Mazda2 2008 – thanks to the innovative CamInCam® concept and the hatchback. Tony Lewin spoke to him at the car’s unveiling at expertise of the Chrysler-Ricardo engineering team. Jeremy the Geneva motor show Burne has the inside track 22 Diesel combustion control With the ultra-low emissions of next-generation diesel engines needing to be sustained over extended mileages, GM has joined with Ricardo to develop engine management systems capable of compensating for both production variability and component ageing. Anthony Smith reports

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

Next- generation hybrids roll in oth Toyota and BHonda revealed new hybrid designs at this year’s Geneva motor show, though neither company was willing to discuss the key technical details that will allow these next-generation hybrids to perform better Hybrid X concept from than their predecessors and Toyota seeks to establish a European address a wider market through visual identity for hybrids lower manufacturing costs. automakers face Instead, Toyota’s Hybrid X concept study than an engineering exercise, CO2 impasse seeks to establish a visual identity for though its aerodynamic shape and eading car producers across Europe the company’s hybrid vehicles, building unfashionably narrow wheels do hint at Lare still assessing the likely impact of on the arched cabin profile of the a serious attempt to minimise drag. the European Commission’s proposal to current Prius. The concept is fractionally Honda has said that it will launch two introduce a legally-binding fleet average longer but considerably wider than full hybrid models in 2009, the first a CO2 emissions limit of 120 g/km by 2012. the Prius, though its very long “open dedicated full hybrid family vehicle built While many details of the proposals space” passenger compartment at a rate of 200,000 a year, the second have yet to be clarified, including the indicates that the packaging of the a sporty coupé that recreates the ethos extension to 130 g/km allowed because of mechanical elements – engine, of the CRX. The four-metre Geneva an increased use of biofuels, carmakers transmission, battery – may have been show concept, says Honda, does not have already made clear that the thoroughly revised. anticipate the shape of the production proposed limits are unrealistic. Speaking to members of the Though Toyota denies that this is the car; CEO Takeo Fukui took care to European Parliament in Brussels, Sergio Prius replacement, there can be little restate Honda’s belief that hybrid Marchionne, CEO of Fiat as well as head doubt that the eventual production car technology is best suited to small cars. of the automakers association ACEA, said will show a strong resemblance – and A third hybrid prototype to debut was the industry “fully supported” the EU Toyota has hinted that substantial Kia’s Rio, which adds a 12 kW electric objective of reducing emissions to improvements can be expected in motor and CVT transmission to the 120 g/km by 2012. the cost of next-generation hybrid standard 1.4 litre gasoline engine. Four However, added Marchionne, vehicle- powertrains. thousand units will be tested under a based solutions alone could not solve Honda, too, concedes that its Small Korean government scheme, says Kia. the CO2 problem: “Further cost-effective Hybrid Sports is more of a design contributions can only be made when the on-going technological improvements of this industry are complemented by other measures: improving traffic management, adjusting infrastructure, increasing the use and availability of alternative fuels, changing driving behaviour and influencing consumer demand through taxation.” The EU proposals put the burden on cars, said Marchionne, when an integrated approach was the only solution: “It is prohibitively expensive to achieve a target of 130 g/km through vehicle technology only, and it is unrealistic to believe this can be done by 2012,” he stated.

Subaru’s diesel first GM awards lithium contracts Hybrid Volvo truck starts work Fuji Heavy Industries has General Motors has selected Volvo is aiming for fuel savings developed the world’s first two suppliers to design and of up to 30 per cent for two horizontally-opposed turbo test lithium-ion batteries for experimental hybrid-drive diesel (right) for a passenger the plug-in hybrid version of refuse-collection trucks that will car. Due to reach the European the Saturn Vue Green Line begin operation in Sweden early market in 2008, the Boxer diesel – Johnson Controls/Saft and next year. The trucks’ frequent does without a balancer shaft Cobaysis, partnered with starts and stops make them most News in brief in News and retains its compactness. A123Systems. suitable for hybrid operation.

 RICARDO QUARTERLY REVIEW • Q2, 2007 Ricardo Change of climate in Quarterly US environment Review hat promises to be a significant that it would cost them $100 billion and The task of RQ is to highlight the latest W shift in North American attitudes add a premium of $1900 for light trucks thinking in automotive engineering and to climate change has been signalled in and $1400 for cars. The plan called technology worldwide – both within a decision by an unlikely institution – the for an average four per cent annual Ricardo and among other leading companies. By presenting an up-to-date US Supreme Court. improvement in fuel economy to 2017. mix of news, profiles and interviews Ruling by a 5-4 majority in April, the Now, however, the EPA could be open with top business leaders we paint an Supreme Court decided that the US to a legal challenge forcing it to address interesting and exciting picture of R&D Environmental Protection Agency, a global warming by imposing carbon activity at a world-class automotive government department, had given no emission limits for new vehicles. The engineering services provider. reasoned explanation for its failure to move could open up the US market to It is a formula that has certainly been a hit with the worldwide automotive regulate CO2 emissions from cars and the type of mandatory CO2 standards at community: in the five years since RQ trucks. present being discussed in Europe. was launched we have had to increase The ruling means that the EPA will In Congress the head of the our print run to 14,000 copies to keep pace now be permitted to set limits on the Senate Environment Committee, with the demand to read about Ricardo emission of greenhouse gases from Barbara Boxer, called on the Bush and its activities. new light vehicles. This, say political administration to immediately act to Client confidentiality is of the utmost commentators, will increase the reduce greenhouse gas emissions importance to Ricardo, which means that we can only report on a small fraction pressure on the Bush administration from automobiles. of the work carried out by the company. to drop its long-held policy of refusing California governor Arnold So we are especially grateful to those to consider legislation imposing Schwarzenegger, meanwhile, Ricardo customers who have kindly mandatory CO2 limits on the auto has threatened to sue the Federal agreed to co-operate with RQ and allow industry. government if it refuses to allow their programmes to be highlighted in Already, the major US automakers had California’s request to regulate print: without such help from customers complained that the gradual tightening greenhouse gases, something that it would not be possible to present such a fascinating insight into the way vehicles of CAFÉ values proposed by the White leading automakers are seeking to are conceived and developed. House in January was too severe, and prevent in a lawsuit filed late last year. GM announces advanced diesel M’s premium inside the cylinder to instantly fine-tune combustion technology will also be Gbrand the fuel injection process, says GM. introduced into other GM Powertrain Cadillac has The engine, which features engines. been chosen aluminium cylinder heads and a Further new technologies announced to launch the compacted graphite iron block, was recently include an innovative valve group’s first next developed jointly by GM Powertrain control mechanism from Nissan generation diesel in Turin and VM Motori in Centro, Italy, that claims a 10 per cent reduction in engine. The 2.9 litre where it will be manufactured. CO2 emissions, and, from Mazda, a V6 unit is the first in a The 2009 Cadillac CTS will be the commitment to introduce a stop-start family of new clean first model to feature the new engine, system and an E85 compatible gasoline diesel engines from GM and GM promises that the new clean engine to Europe for 2009. and includes many next- generation technology features such Motorcycle maker develops purist sports car as in-cylinder combustion pressure Highly respected Austrian motorcycle sensing. It develops claimed outputs specialist KTM has revealed its long- of 250 hp and 550 Nm torque. The awaited four-wheeled super-sports piezo-resistive sensors are integrated machine – a highly radical carbon-fibre with the engine’s glowplugs, while the construction two-seater powered by a piezo-electric injectors run at a pressure two-litre turbocharged Audi engine. Weighing of 2000 bar and are capable of up to just 700 kg, the X-Bow has race-car like detailing such as bell-crank operated front suspension units. eight injections per cycle. The job of the KTM claims 0-100 km/h acceleration in 3.9 seconds. sensors is to acquire real-time data from

Eco champions go head to head GM targets 2010 for electric car Hybrids reach luxury class Electric trucks take to the road Europe’s CO2 war is hotting up General Motors hopes to begin Lexus will launch the first ever Coventry’s Modec has pioneered as rivals try to approach the production of an electric car by luxury-class hybrid later this year. manufacture of electric commercial Smart Cdi diesel’s leading 88 2010, according to Automotive The LS600h, a direct competitor vehicles with its two-tonne g/km. Daihatsu’s gasoline Cuore News. The trade paper quotes GM to the Mercedes S-Class, achieves payload light delivery truck. 500 Eco promises 99 g/km, while vice chairman Bob Lutz as saying better than 220 g/km CO2 despite are expected to be made this year, Volkwagen’s diesel Polo Blue the Volt prototype “wasn’t a PR the presence of a 5-litre gasoline with supermarket chain Tesco Motion slips in at 92, just ahead of exercise” but that some uncertainty V8, four wheel drive and a evaluating 15. Modec claims a Toyota’s 104 g Prius hybrid. remained over the batteries. combined power output of 445 hp. range of 160 km.

RICARDO QUARTERLY REVIEW • Q2, 2007  RQ Interview – Shigeo Mizuno

Mazda’s B-car creator What about the interior? Shigeo Mizuno is That will be different. I think the only programme manager similarity we will have is the beam that for the new Mazda2 runs behind the instrument panel. supermini, which has How long did this car take to develop? Once the design was frozen, it took 16 surprised commentators months. with its compactness Is this a record time for a volume and lightness. Tony Lewin spoke to him when the production car at Mazda? model was unveiled at the Geneva show in March No, this is the standard development time that Mazda has set us. Is the Mazda2 the new global small car over four metres in length. for Ford? It became a smaller vehicle as our target How many prototypes were made? Did We are in the Ford family, but Ford has group is city commuters. By finding out you do much of the development on its own B-car brands and we have our what they needed, the car ended up simulations and virtual prototypes? own B-car brand – so I wouldn’t say it is being smaller. Yes, it could have been Yes, we did make prototypes, but I a Ford global B-car. slightly bigger, even for city use. But can’t tell you the number. We did also does it necessarily have to be bigger? do analyses in virtual reality. Weight Could it become a global car in the For that, I say no. So we optimised the reduction, incorporating high tensile same way that the Mazda6 has come size of the vehicle and achieved a lower steel, meant we had to do further CAE to underpin so many other models? weight, which is also a positive factor in work to verify our values. Yes, Mazda regards this as a global car. lowering CO2 and emissions. How much improvement in the So has the car been engineered for the What kind of research did you do with cost of production has there been US, too? potential customers? with this car? No, we haven’t included the US as we’re We did qualitative research rather than This is quite diffi cult to answer: with the looking into the potential of that market. quantitative. We asked questions about current car we had 80,000 built in Japan the type of use, the number of people and 40,000 in Europe, but with the new What would be involved in making it carried – the typical number was two. Mazda2 we will be building all the units suitable for the US? This was our starting point – it led us in Japan. With the expected increase in In terms of regulations, what is most to a certain package, the necessary volume we are able to reduce [overall] important is the rear impact; also headroom, the boot capacity and so on. tooling costs. We have improved our exhaust gas regulations are different. This drove the programme and led to a own performance, too, so with the It shouldn’t require too many more compact vehicle. new car our overall cost position is engineering resources [to achieve this]. better. Will this become the Ford small Is this a platform for a family of cars? car for Europe, and what degree of Which engine and How much can you vary the track, the commonality will there be? transmission wheelbase and other hard points? We have developed the platform with types will be It’s very difficult to change the Ford, so Ford will use this platform. available on basics. We have the platform and the The basic concept is that we’re using a the car? suspension: it’s hard to change the single drawing. This [part of] the design We will have suspension mounting points. But we’ve is the same, but of course we’re using 1.3 and 1.5 designed it so that if it should become a different suppliers for some of the litre gasoline heavier car, we can add strengthening components and systems. The main engines [components] locally. [aspect of] commonality is in the single and a 1.4 drawing: we’re sharing the platform, the litre diesel, The Mazda2 is unusually light, suspension, brakes, the cooling system. supplied by at 954 kg. Why did you decide to The upper body is a totally different the Ford-PSA make it smaller and lighter than its matter: sheet metal is always different diesel alliance. competitors? Most of those are now between Europe and Japan. The transmission

 RICARDO QUARTERLY REVIEW • Q2, 2007 “We optimised the size of the vehicle and achieved a lower weight, which is also a positive factor in lowering CO2 and emissions”

is a five-speed manual, and for Japan Will you offer the Mazda2 with an Will you be looking at a stop start and ADL we’re preparing a four- engine stop-start system? system for the diesel as well? speed automatic. It’s based on an FN It has been developed on a technical The diesel engine is supplied by PSA, transmission, but there’s no plan to level, but no Job One date has been so we don’t envisage having a stop- bring this version to Europe. set for it yet. We need to be absolutely start system. certain that there are no problems Where was the exterior design engineering-wise, and we need a What were the benchmark vehicles you done, and what was the European decision on what is the appropriate looked at when you were developing contribution? timing and programme to introduce this car? In the initial stages it was done this on. We had two types of benchmark – one concurrently in Europe and Japan. Later was for performance, the other one on in the programme it was consolidated Could you possibly explain this? was for weight. We used a European in Japan. [Laughs] What emerged in It’s more of a strategic issue – whether vehicle for performance benchmarking the final design was that the aggressive we should introduce this from the top – that was the Peugeot 207 for steering, aspect came from the original design down – from the CD segment to C to B handling and ride; for weight we used from Europe, while the elegant part – or from the bottom upwards. two Japanese [branded] models – the came from Japan. Nissan Micra and the Toyota Yaris.

Shigeo Mizuno, programme manager, Mazda Motor Corporation March 2003 Programme manager in charge of new Mazda2

October 2000 Powertrain deputy programme manager, 2002 Mazda2

July 2000 Powertrain development centre, unit manager for new Z-series engine

Nov 1998 Powertrain development centre

April 1995 Product centre No 2, development engineering leader, 1994 Familia/323

August 1988 Powertrain engineering dept, in charge of small engine and transmission development

April 1985 Joined Mazda Motor Mazda2: goes against Corporation from Toyo trend of small cars Kogyo Co Ltd becoming larger

RICARDO QUARTERLY REVIEW • Q2, 2007  The Road to Roewe

The Road to Roewe Created in 2005, the mission of Ricardo 2010 Consultants Ltd was to provide the nucleus of a completely new, world-class product engineering and development organisation for one of China’s leading automakers, as well as delivering programmes for the company’s first own-brand products. Anthony Smith reports on a highly successful and innovative collaboration

he high quality of the automotive In this part of China the vast majority of with 2005 volumes up some 34 per parc in the Shanghai conurbation new VW and GM products on the road cent on the previous year, it continues T is immediately apparent on are manufactured through the joint to grow rapidly. But despite this arrival at the city’s international venture companies of Shanghai Auto joint venture success the company’s airport. Driving along the multi-lane Industry Corporation (SAIC), one of subsidiary, SAIC Motor Co., has long expressway towards the downtown China’s leading automakers. held a parallel ambition for future area – or from the window of the In 2005 alone SAIC’s manufacturing growth as an independent automaker 430 km/hr Maglev train which runs and distribution joint ventures in China both in China and on the world stage. In alongside it – the number of brand new with General Motors and Volkswagen order to realise this ambition it required Volkswagens and GM vehicles to the AG produced over 318,000 GM-brand both its own-brand product designs very latest designs, and many to very and VW-badged cars to the exacting as well as the capability to develop high trim levels, would rival some of standards demanded by its quality- the future automotive products with the most affluent European or north focused partners. Such manufacturing which it could extend sales penetration American cities. But few if any of these prowess already places SAIC as a into international markets. With the new vehicles will have rolled off a significant automotive manufacturer launch of its first own-brand product, production line in Wolfsburg or Detroit. in any international comparison – and the Roewe 750, at the November 2006

8 RICARDO QUARTERLY REVIEW • Q2, 2007 The Roewe 750, Saic Motor’s first First steps – the IPR purchase been amassed by the automaker in its own-brand product, is unveiled at the SAIC had made its first tentative steps near century of existence and used in Beijing show on the road to its own-brand product the development of these products. line-up in 2004 with the acquisition Shortly following the IPR acquisition, from then UK automaker, MG Rover, Ricardo was invited to support the Beijing auto show, SAIC Motor appears of the intellectual property rights upgrade of the KV6 engine to meet to be well on the path to realising its (IPR) of the Rover 75 and 25 products SAIC Motor’s future requirements. The goal. All of which is due in no small and the K series gasoline and G work was officially contracted through part to the existence of a company series diesel engine families. At the the UK co-owner of the engine IPR, established by Ricardo in the UK. time many industry commentators Powertrain Ltd, but involved Ricardo However, to understand the crucial role incorrectly reported that this purchase engineers working directly with the played by Ricardo in facilitating the extended only to the designs of the Chinese manufacturer. In parallel creation of the nucleus of a world-class products. In reality it went much further with this engine project, SAIC Motor product development organisation for than this, extending to information was putting plans in place to make SAIC, it’s necessary to rewind three relating to material specifications and use of its acquired IPR on the vehicle years to the summer of 2004. development processes which had models. With the engineering work ⁄

RICARDO QUARTERLY REVIEW • Q2, 2007  The Road to Roewe

and it was important to do so quickly; the people really were the key to success.” There were clearly options for SAIC other than collaborating with Ricardo, but the company had some very compelling advantages. It had a UK legal entity in place within which the team could be re-formed and managed as part of a process leading to the ultimate transfer of ownership to SAIC. It had a well-equipped building available for the team to move into immediately – by sheer coincidence the same one that housed a previous progressing smoothly, however, plans generation of former Rover employees Creating a new R&D were thrown into disarray with the by working on the BMW MINI programme organisation then inescapable collapse of MG Rover just five years earlier – and it had the in April 2005. organisational infrastructure readily available. Most of all, it could bring Crisis or opportunity? far-reaching knowledge of state-of-the- Within days of the collapse, SAIC had art automotive product development invited Ricardo senior management to processes and access to the extensive a summit at its Shanghai headquarters. design, test and development facilities It wanted Ricardo’s views and ideas as of the global Ricardo organisation. to how it could remain on track with its own-brand ambitions and secure the Building the team investment already made in its acquired Within five days of the first meeting • Summer 2004 – SAIC purchases the IPR. Apart from being an existing with SAIC senior management, a intellectual property rights for the partner on the KV6 project, Ricardo had heads of agreement was in place, Rover 75 and 25 products and the K something of a unique track record to enabling Ricardo to start executing the series gasoline and G series diesel bring to the discussion; just five years bold strategy agreed with its Chinese engine families. earlier in 2000 it had assisted BMW customer. Two of the most critical to take on the MINI programme when recruitments were negotiated within • Autumn 2004 – Ricardo invited to the German company had divested days: Richard Moore, formerly of support the upgrade of the KV6 itself of the forerunner of the same UK Powertrain Ltd would be put in charge engine to meet SAIC Motor’s future automaker (see RQ Autumn 2001). of powertrain engineering matters, and requirements (contracted via The vision expressed by Ricardo Dave Lindley, formerly of MG Rover, Powertrain Ltd). was that a unique and time-limited would take responsibility for vehicle opportunity presented itself for SAIC engineering and would later become • April 2005 – MG Rover collapses. Motor to fast-track its plans to create the general manager designate of the an in-house product development new UK business in preparation for its • April 2005 – Heads of agreement organisation. The company already transfer to SAIC ownership. signed between SAIC Motor and owned the IPR to two vehicle models A top-down process of recruitment Ricardo, paving the way for the and two engine families, and it also was then embarked upon, with formation of the new organisation. owned the material and process Lindley and Moore picking the key specifications which lay behind members of the team from amongst • June 2005 – Ricardo 2010 them; if it moved quickly and with their former colleagues and from Consultants Ltd formed as Ricardo’s assistance, it could seize the the wider UK motor industry. The subsidiary of Ricardo plc, working opportunity to secure the core of the recruitment process also included exclusively as part of SAIC Motor. team which had created the very same some of Ricardo’s own engineers with designs and processes. high profile programme management • November 2006 – First new product, Securing the team was of crucial experience. The overall level of skills the Roewe 750, launched at Beijing importance, as Ricardo group captured by Ricardo and SAIC through auto show. engineering and products director, Mark this process is particularly impressive, Garrett, describes: “There had been with an average of 20 years automotive • December 2006 – Start of numerous MG Rover staff both in China product development experience for production in China of KV6 engine. and back in the UK who had previously members of the new team recruited to been supporting the IPR collaboration Ricardo 2010. • January 2007 – SAIC confirms with SAIC. There were some key staff intention to acquire ownership of on core MG Rover engine and vehicle Ricardo 2010 Consultants Ltd. activities, too, who would be invaluable Right: Ricardo CEO Dave Shemmans celebrates with management and new to the realisation of SAIC’s ambition recruits at the opening of Ricardo 2010 • April 2007 – Roewe W2 concept to create its own in-house product Consultants Ltd. Far right: Visit to Ricardo unveiled at Shanghai auto show. development organisation. We knew 2010 by Ma Xiuhong, vice minister of that we had only a limited time to act commerce, Peoples Republic of China.

10 RICARDO QUARTERLY REVIEW • Q2, 2007 A new organisation, a new mission ownership of Ricardo 2010. If it had Following this is the crucial stage By the time the doors opened for failed, SAIC could simply walk away of developing the ability to carry out business at Ricardo 2010 Consultants from the arrangement. engineering concept development Ltd on June 30, 2005, the new work, where the key attributes of new company had over 75 employees, a A ‘rising tide’ of capability products are defined and much of the fully equipped technical centre with The contrast between the business fundamental cost structure locked in. capacity for a staff of over 100, and model of Ricardo 2010 and more From the ability to develop concept all of the key start-up skills needed traditional Ricardo work is illustrated by designs you next need to be able to to commence work for SAIC Motor. Mark Garrett. In normal circumstances set product strategy, to ensure you can Its mission was twofold: to assist Ricardo’s customers have mature deliver the correct portfolio of products SAIC into production with products engineering processes, product into your targeted markets at exactly developed from its already purchased plans and engineering teams and the right time. Finally you reach the IPR, and to become the nucleus of Ricardo provides work against agreed high tide mark of being able to carry the automotive product development specifications, targets and deliverables. out new technology research at which organisation which would help realise In this case, while SAIC Motor had some point you achieve the full capability to its ambition to become a global excellent skills in manufacturing as a engineer and develop the products you independent automaker. result of agreed senior staff transfers need now as well as having the skills to The business model offered by from its joint venture companies, it was develop the new technologies which Ricardo was highly innovative and very new to the process of developing your future products will require.” designed to meet the precise needs of engines and vehicles. The fact that this over-arching its client. Ricardo would manage and “I often describe the organisational mission has been a success was administer the new company demonstrated early in 2007 when under contract to SAIC, SAIC Motor Company announced its which would also pay intention to acquire ownership of for all of the day to Ricardo 2010, to be renamed SAIC day operating Motor UK. expenses of the new company. Tri-national While formally product a subsidiary development of Ricardo plc, With the Ricardo 2010 development would work of SAIC exclusively for Motor’s SAIC Motor own product and would development in engineering capabilities and terms function as a part of that the more recent acquisition of company. Any additional support development mission of SAIC Motor Korea’s Ssangyong, the company now required by Ricardo 2010 could be as being like the tide rising on a effectively operates its international either sub-contracted from other beach,” explains Garrett. “When we product development across three Ricardo divisions or be purchased embarked on the Ricardo 2010 project centres. In doing so it has developed externally – Ricardo needed to SAIC started at the low tide mark with what it calls the ‘home room’ principle demonstrate best value in order very good manufacturing skills but no of operation. to secure any such additional sub- previous experience in product design. Each new product programme is contract work. Finally, after a period The next level as the tide comes in is allocated one of the company’s three of growth and stabilisation of the new to localise production of an existing R&D centres – in China, Korea and the organisation, and only if it proved product and, after that, to carry out UK – to take the lead responsibility as successful in its mission, SAIC Motor engineering development work on an the ‘home room’ for that product. The would at its option be entitled to take existing product. plan ultimately is that representatives⁄

RICARDO QUARTERLY REVIEW • Q2, 2007 11 The Road to Roewe

from other parts of the organisation modifications were made for its of the brand new £15m Baoshan engine with aspirations to make use of that target markets, including an extended manufacturing plant near Shanghai, product will offer engineering staff to wheelbase and new rear end, a new facia, was supported by Ricardo 2010. the home room to ensure that their and a completely revised interior trim. The team for this project included own future requirements of the product In addition to its own resources, key engineering staff led by Steve are protected. At the same time open Ricardo 2010 supported this Pitt and Eddie Harris, whose role communications between all centres programme using workshop facilities involved the detailed specification of will ensure that each of the home room of Ricardo UK and, for chassis tuning, the production equipment required for centres work together collectively as it used Bruntingthorpe and MIRA the new plant, as well as its installation an integrated product development test tracks plus visits to a selection of and commissioning ready for pilot organisation. European roads including Autobahn production. In parallel with this, a team and the famous Nordschleife of the of ten engineers was based in Shanghai Programmes delivered Nürburgring in Germany. This was in for the purposes of localisation of As it moves towards the formal addition to the test and development component supply, including supplier transition into SAIC Motor UK, activity carried out at the ‘home room’ selection and development to Ricardo 2010 Consultants has already by engineers for the programme in internationally competitive standards. delivered on some significant product Shanghai, reflecting the initial targeting As a result of this work by the joint programmes and has many more of the product on the Chinese market. Ricardo 2010 and SAIC Motor team, in the pipeline. The first product A second programme focused on this powerful, Euro 4 compliant programme – the Roewe 750 – was localisation was the KV6 engine, for engine was localised for almost total essentially a localisation product based which an intensive programme of Chinese content and commissioned on the design of the former Rover 75 production engineering, localisation of for manufacture in less than 14 months model. However, some very important component supply and commissioning from the initial project specification.

Programmes delivered “The success of the Ricardo 2010 project, the acquisition of Ssangyong and the creation of our Shanghai product development capabilities together mark the end of the first phase of the development of the new Roewe brand” Dr. Wang Dazong

• Roewe 750 – essentially a localisation of the former Rover 75 model, re-engineered for the Chinese market.

• KV6 engine – localisation including local component sourcing and support for commissioning of the brand new £15m Baoshan engine manufacturing plant near Shanghai.

• ‘Family Car’ – completely new model scheduled for launch in 2007. The UK centre has been the ‘home room’ for this programme.

• ‘Small Car’ – the UK product development centre has already taken the lead in concept design and style theme selection for this new model.

• New engine – this engineering programme has been championed by the UK facility, which has led from concept design through to first prototype engineering release.

12 RICARDO QUARTERLY REVIEW • Q2, 2007 New products planned concept and concept phase, reflecting product development capabilities While the Roewe 750 and KV6 projects the planned future role of the UK centre together mark the end of the first phase have involved a high level of localisation within the wider SAIC organisation. of the development of the new Roewe of acquired IPR, SAIC Motor’s plans Responsibility for the later stages of the brand,” explains Dr. Wang. “SAIC for the Roewe brand include the programme will transfer to China as Motor aims to provide high quality, well development of a range of completely the product moves towards production engineered, affordable products which new products. Foremost amongst implementation. are valued by customers in many parts these is the new ‘Family Car’ currently The second new model is the new of the world. With our international scheduled for launch in 2007. The UK ‘Small Car’ programme which is in a product development team I believe product development centre has been much earlier stage of its development. we are now in a very strong position the ‘home room’ for this completely The UK product development centre to realise the potential and vision of new vehicle programme. The primary has already taken the lead in concept our company to the benefit both of our focus of its activity has been on the pre- design and style theme selection for this employees and our existing and future product. Finally a completely new engine customers.” engineering programme has been For Ricardo it has been a championed by the UK facility, which fundamentally new approach to doing has led from concept design through to business. In the past the company first prototype engineering release. has helped its customers develop their product development capability A bright future through technology transfer, but in The formation of Ricardo 2010 this case it has gone much further Consultants was a bold initiative in facilitating initial creation and on the part of SAIC facilitated by an growth of a product development innovative business model developed organisation. For SAIC Motor the in partnership with Ricardo. The early benefits have already been realised in faith invested in this initiative by both programmes delivered, more products companies has clearly been vindicated, in the development pipeline, and the with the UK product development centre realisation of a state-of-the-art overseas on the point of transferring to Chinese product development capability. But ownership as this article goes to press. perhaps the biggest winners of all are The UK product development centre the Ricardo 2010 team, henceforth to will now take its place alongside those in be known as SAIC Motor UK Technical China and Korea in forming what SAIC Centre Ltd. Now numbering almost has called the Shanghai Automotive 250 engineers, this highly experienced Engineering Academy, reporting team has the backing of one of the to its president, the man ultimately world’s fastest growing automakers. As responsible for all SAIC product Dave Lindley enthuses, “This team has development, Dr Wang Dazong. many years of experience and includes “The success of the Ricardo 2010 some of the world’s most innovative project, the acquisition of Ssangyong designers and engineers. In SAIC and the creation of our Shanghai we now have an owner who is really General manager Dave Lindley poses interested in investing in new products, besides the much-praised Roewe W2 new technologies and our future concept at the Shanghai Auto Show in April success together.”

RICARDO QUARTERLY REVIEW • Q2, 2007 13 Truck Industry

Total cost of ownership

As a result, truckmakers hoping to The global truck industry is notoriously cyclical, cement a global presence need to with manufacturers and suppliers coming under move fast and modify their product mix by adding or extending to serious pressure during its regular downturns. advanced downstream solutions and Yet, say Eva Kellershof and Sebastian Feldmann developing them into an integrated product and service portfolio covering of Ricardo Strategic Consulting, truckmakers warranty and maintenance, repair, could balance their revenues by offering service and parts, financial services, insurance, fleet operators aftersales packages that go beyond the management, rental and mobility traditional warranty period services and used truck businesses. At the centre of a successful he balancing of distinct market the overall revenue. approach to an integrated downstream growth cycles in the global truck Truck manufacturers have to respond product offering stands a sound T industry remains one of the key to changing customer needs that are analysis of TCO – the Total Cost of challenges for all players. Achieving now directed more towards transport Ownership for a vehicle. sustainable profits and reducing the and mobility solutions rather than impact of troughs and lows in revenue purely the ownership of a vehicle. Developing a pricing logic call for alternative approaches to value Customers are becoming more Previously, downstream products such chain optimisation over and above the inclined to consider offerings such as as full service or maintenance contracts familiar upstream improvements in financing or servicing that will in their could be priced at a significant supply, R&D and production. perception increase the value or utility premium over perceived cost and were As the profitability of new vehicle they can derive from the vehicle during thus seen as very desirable elements of sales declines in today’s very the ownership or lease period. For the truckmaker’s downstream service competitive markets, leveraging manufacturers this offers a suitable portfolio. Recently, however, greater the services value chain further avenue of opportunity: focusing on competition has meant a pricing and downstream offers the best deriving profit from the time after the profitability squeeze throughout the opportunity to stabilise and grow the sale of the vehicle. industry. truck maker’s revenue stream. In this way, a combined approach Developing a comprehensive pricing International manufacturers are to all downstream service offerings logic is key to success. Three areas increasingly feeling this pressure to ensures the ability to capitalise on need to be considered: customer value adjust their service portfolio and create customers’ needs. These can be analysis, competitive downstream additional sources of revenue in the anything from financing or leasing analysis of TCO, and TCO cost analysis highly profitable aftersales business. instead of buying, to converting the itself. Taking Japan as an example for the fleet cost from variable to fixed; other While the development of these mature triad markets, more than half of requirements could be the minimising elements of the pricing logic does not a truckmaker’s profit is generated in the of downtime or the reducing of driver usually put the whole downstream sales and service area, although these fraud, while still offering the drivers product setup at risk, a sound areas only make up about one third of greater convenience at work. analysis of the TCO often represents

14 RICARDO QUARTERLY REVIEW • Q2, 2007 an insurmountable problem for a TCO cost analysis – data modelling manufacturer: calculating the TCO of The key here is to capture sufficiently Key inputs into Total Cost a vehicle means computing the total trustworthy data. The better this data of Ownership simulation service and maintenance costs over the reflects reality, the more realistic the lifespan of the vehicle, as well as the final analysis will be. • Vehicle age distribution of these costs over time. A TCO data model can range from a • Detailed vehicle specification The key issue, though, is that there is purely static formula to a real-time tool. • Mileage a significant difference between simply Static TCO exercises are typically done • Number and type of maintenance estimating the costs and capturing once a year on the basis of the very few or repair activities the real costs in a statistically relevant basic TCO parameters that happen to • Cost and time of work fashion. TCO cost analysis is therefore be available: this allows only for ex-post • Indication on the type of damage a holistic approach that requires evaluation and reaction on possible (wear vs. external force) an organizational commitment and deviations between calculated and • Vehicle operating conditions interlinkage throughout the entire value actual cost. (utilization rate, road conditions, chain to be successful. Semi-dynamic TCO tools are load variation) A wide range of levers influence the refreshable throughout the year • Driving characteristics TCO in the cost simulation: the most and build upon a regular (typically • Detailed breakdown of critical ones are detailed in the panel quarterly) measurement of selected maintenance / repair on a per-part (right). vital TCO cost parameters. Usually, basis The procedure could be simple these tools are Excel based and should • Other factors and straightforward: assemble total comprise a minimum of six parameters For maximum accuracy, every vehicle – not simply each vehicle type – should be logged: this caters for inevitable variations in historical cost data for the vehicles on 25 or 50 trucks of the same type and driving style and load profile. produced. usage profile. However, for most truckmakers this The highest level of TCO model is currently a next-to-impossible task: sophistication is represented by a real- defined minimum profit target levels as manufacturers, their knowledge of time system, linking online databases are combined and developed into an costs associated with production is of containing field data with a dedicated individual downstream product price per a much higher calibre than of those TCO software program. This is the only truck, tailored for each country. associated with actually running the solution which allows for active control In the final step the product and vehicles. Furthermore, manufacturers’ over the downstream contracts in each customer value parameters should downstream focus has historically part of a truck’s lifecycle, analyses of also be reflected in the pricing and concentrated much more on the costs interdependencies of cost components, establishment of further downstream during the vehicles’ initial warranty and proactive reaction on competitive building blocks. These could start with periods than the time beyond the and customer moves. a simple warranty extension and then warranty period. So if the revenue Nevertheless, the optimal solution extend to maintenance packages, full stream benefits are to be maximised, has to be a well-balanced trade-off service offerings and insurance packages. the manufacturer’s attention should between effort and return for the OEM The top step would be full contract hire. preferably be on the periods of service – and the availability of TCO data has to If care is taken in deriving data beyond the initial warranty period. lead the way. and analysing it, the calculation of In short, though it is theoretically TCO provides the OEMs with a great easy to determine the TCO for each TCO pricing and downstream product weapon. Truck manufacturers can vehicle, this is in reality a very complex implementation modify their product mix to reflect and error-prone task. Truckmakers The final step to opening the door to the changes in the market and yet be can in general place only very limited downstream revenue improvement confident that the solution is not only reliance in their cost data: worse, is consolidating the three elements suitable for the market but also effective the reliability of this data decreases of the TCO pricing logic into sound in terms of internal profitability. further as the typical lifetime of today’s downstream products and pricing. Furthermore, TCO can be used to vehicles increases. Results on customers’ willingness to determine which downstream products pay, competitive price caps and clearly- represent the greatest overall profit potential with the lowest degree of risk – the OEM is in full cost and profit The product and customer value logic has to be reflected in the resulting control over the whole vehicle lifecycle. pricing logic – also used for the downstream building blocks If implemented correctly, TCO then becomes a self-reinforcing approach. Downstream building blocks...... for available vehicle portfolio Downstream service offers increase

▲ the customer return rates and loyalty

▲ to own-brand workshops and creates

▲ higher workshop utilisation rates and a higher share of original spare parts sold; this in turn keeps the truck ▲ in better condition and increases its residual value. Additionally, TCO offers a unique opportunity to boost customer

Extended Maintenance Repair incl. Insurance Full contract satisfaction by maintaining close warranty wear and tear hire contact with operators throughout the whole vehicle lifecycle.

RICARDO QUARTERLY REVIEW • Q2, 2007 15 Dodge Viper

Morevenom Since the beginning of this decade the Dodge Viper has enjoyed worldwide celebrity status as the ultimate muscular American sports car. Never one to let others catch up, the Viper is further upgraded to 8.4 litres and a massive 600 horsepower for the 2008 model year – courtesy of a close-knit team of Chrysler SRT and Ricardo engine specialists. Our reporter braving the tyre smoke is Jeremy Burne

ver since it first appeared as revolution. We started out with some with a stronger piston – we wanted all a concept car at the Detroit modest goals and kept going from those when we moved to the new Viper. E Auto Show back in 1989, the there.” “For extra power, we went back to the Dodge Viper has fuelled the fantasies Given the Viper’s iconic status, old racer’s formula that if you get more of petrol-heads around the globe. the engineers had to ensure that air into the engine and mix it with the For US customers the Viper was of despite whatever changes were right amount of fuel and then get more even more special significance as made, the car remained true to its air out of the engine again it is going to the first contemporary challenger to heritage. Courtney explains: “It has make more power. So we went with a the Chevrolet Corvette as the iconic been said that Ferrari owners are very completely new head.” American sports car. The Viper has enthusiastic. Viper owners take that There were several other issues that since gone through several generations, enthusiasm to a whole new level in that the SRT team knew would need to be but its core appeal remains unchanged they refer to themselves as rabid about addressed right away. One of the main – brutal power and performance their cars. concerns was the existing engine’s wrapped in a muscular body, at an “The key is that it was the most roughness at idle. While die-hard Viper affordable price. powerful car around when it came aficionados might accept and even out in 1992, and bucked all tradition: desire such quirkiness as part of the Getting under way when everything else was 200-250 hp experience, the SRT engineers knew As engineers at Chrysler’s SRT these guys rolled out with a 400 hp that they would have to work with the division began their deliberations beast. Every time a new Viper came out new CAN-based OBDII architecture. over the all-new SRT10 that was there was a push for more power. So They also needed to meet scheduled for the 2008 model year, knowing that we were doing an engine regulatory requirements, they looked at various options for the evolution, we knew we had to come out such as the Federal engine development. Kraig Courtney, with more horsepower.” Tier 2, Bin 5 Supervisor of the SRT Engine But what began as an evolutionary standard and Team, recalls the early days of the upgrade soon escalated into a through- programme: and-through revision of the mighty V10 “I came to SRT at the end of 2003 unit, as Courtney explains: and my first job was to start to look “When I look at what changed in this at what we were going to do with engine there are only three small parts the new Viper engine. I had to run that did not change. When we got into down through a number of different it we ended up physically changing scenarios as to what we would build – or at least massaging – pretty much and how we would build it and what everything. The block looks the configurations the engine might same but we changed the bay-to-bay take. We wanted to leverage our breathing, the bulkhead stiffness, we opportunities with Mercedes and see changed the feeding circuit for all the how we could work together. oil including the bearings. We improved “We went through a number of the water jacketing for feeding the water scenarios and ended up with an through the engine, the bore liners are evolution of our current engine rather different – we went to a slightly bigger than a substantially different engine,” bore because we did adapt and use continues Courtney. “However, once the 6.1 litre power cylinder system, we got into it, that evolution became a including a stronger connecting rod

16 RICARDO QUARTERLY REVIEW • Q2, 2007 California’s Low Emission Vehicle LEV are given little clue to the racing and effectively together on the new V10 2 mandates. This presented significant performance engineering that goes on intended for the next-generation Viper”, challenges in delivering a saleable car there. The SRT team is a small tight- explains Ricardo Inc technical director, for the 2008 model year. Big engines knit group of dedicated engineers who Peter Brown (for details of these that are designed for extremely high generally use race-team work ethics previous programmes see RQ Spring performance will not typically idle well, and partnerships with key suppliers to 2003 and Q3, 2006). “Both Ricardo a characteristic that can often result bring their products to life quickly and and Chrysler engineers knew that they in idle misfire. It was important that effectively. The working environment could establish a working relationship misfire could be detected but with an is more akin to that of a dynamic in which separate corporate identities uneven firing V10, defining idle misfire racing team than that of a large global faded in favour of a SRT team can be a challenge. corporation. It is an environment to approach.” which Ricardo engineers are well Kraig Courtney found this to be a Ricardo joins the team suited. “We supported Chrysler in the valuable and productive strategy: The SRT group at Chrysler is housed in development of the mainstream HEMI “Ricardo were involved from the very a fairly discreet building in the shadows 5.7 litre engine and the specialised SRT early stages – in fact our programme of DaimlerChrysler’s HQ complex in team on the 6.1 litre V8 previously and kicked off late, so while we had not yet Auburn Hills, Michigan. Passers-by we were confident that we could work been given the go-ahead, Ricardo⁄

RICARDO QUARTERLY REVIEW • Q2, 2007 17 Dodge Viper

“A legendary big-game hunter once said, ‘Bring enough gun!’ — and with the new 2008 Dodge Viper SRT10, we’ve created some very powerful artillery for sports-car enthusiasts. With 600 horsepower — 90 more than before — and 0-to-60 performance in less than four seconds, the 2008 Dodge Viper SRT10 sets a new benchmark for the ultimate American sports car” Kipp Owen, SRT Director of Engineering

The CamInCam® VVT system

The articulating camshaft concept patented by Mechadyne International, of Oxford, England, is an ingenious method of achieving variable valve timing in pushrod engines, whose cam-in-block configurations cannot easily accommodate twin camshafts. This is especially significant for the North American market, where pushrod V engines are still popular. The hardware is in effect two concentric camshafts. The hollow outer shaft (blue – see graphic) carries the adjustable cam lobes which, in the Viper application, operate the exhaust valves. The solid inner shaft, fixed to the timing chain through the phaser, carries the intake cam lobes, which are pinned to the inner shaft via slots in the outer tube during manufacture. A cam phaser mechanism is included on the shaft’s sprocket. This phaser is electronically controlled, hydraulically actuated and is responsible for effecting up to 40 degrees phasing of the exhaust camshaft under instruction from the engine ECU. Implementation of this concept within the Viper engine depended on the CamInCam® manufacturing and assembly techniques developed in conjunction with MAHLE.

18 RICARDO QUARTERLY REVIEW • Q2, 2007 already knew that they were very likely testing, also had experience working Multi-Displacement System (MDS) to be on the team. We knew going into with Ricardo: “I had worked with because it already existed in the HEMI this that we would need to work with Ricardo many times in the past on and had the potential to make the idle outside suppliers – our core different things like modelling and other more stable. But of all the options, says team at that time was one kinds of specialised testing – thermal Courtney, the team preference was direct engineer surveys and things like that. To me it is to actually change the overlap, which and myself! kind of seamless working with Ricardo meant going to a VVT system. We had some – they’ve got people who are pretty Traditional fixed valve timing engines dedicated familiar with the workings of Chrysler with intake and exhaust lobes on a internal and how things happen and what they single shaft can only phase both valve people and have to do. Generally speaking the timing events at the same time, offering we had guys who come in from Ricardo hit the improvements in low- and mid-range Ricardo, with ground running.” torque and fuel economy. Systems whom we like this would not help the SRT team were already VVT makes its production debut to simultaneously achieve the high working on the One of the key technologies that horsepower and idle combustion 6.1 litre HEMI Ricardo engineers helped develop for stability goals due to the mechanism’s – and we wanted SRT was the Variable Valve Timing inability to vary the valve overlap. to have the same (VVT) CamInCam® system and its Courtney continues: “We did not thing on the Viper application to a single camshaft, have enough room to do dual overhead programme. We wanted pushrod engine. VVT electronically camshafts, although that was one of the a team that was highly qualified adjusts the overlap in opening of the things we looked at in the overall engine to do the job. Just as with the HEMI exhaust valves relative to the intakes scenario. So it came down to looking programme, it was intended that the (the valve overlap) at the full range of at two versions of overlap control, two Ricardo staff would become totally engine speeds and loads, allowing the VVT systems that were compatible with integrated into the team. When we engine to breathe more cleanly and the cam and block design. brought in the guys, they became part more efficiently under all conditions. One of those systems did not appear of the Viper team and that was their Kraig Courtney recalls the rationale to have all the safeties and capabilities identity.” for using this innovative new approach: that Courtney and his team were The SRT team knew from experience “After the controller was concepted looking for – but the other one, with that Ricardo represented a valuable so we could detect the idle misfire, it some inventiveness and effort, did. resource to tap into, which they did came down to how to eliminate it. So SRT performed a lot of analysis of the from the earliest stages. “We had we looked at why this occurred, and it is articulating cam system conceived by several early meetings with Ricardo usually a function of the overlap of the Mechadyne in the UK and refined it engineers and asked them, based valves and consequently the potential in several areas. Making the system a on their knowledge of the engine for the engine to misfire at very low production-feasible design depended programme, what would they do to power requirements, where the dilution on the CamInCam® manufacturing make the engine better,” continues becomes so much that you actually get and assembly techniques developed Courtney. “We did not go in dictating a misfire.” in conjunction with MAHLE. In this anything - we wanted people coming to What the team was looking for process, all the individual lobes are us who already had good ideas about was to get a more solid idle. They precision manufactured individually what they would do.” looked at a lot of options. There was to finished specifications and then Dick Winkles, SRT’s supervisor supercharging, which would reduce assembled using Mahle’s unique for engine development and the need for valve overlap yet maintain manufacturing methods. The result good high rpm power; there was a is an articulated camshaft – really ⁄

Duismod el et ut at vullandit at. Ut nibh el utet, commodit aliquat lore corem dolor si.

CamInCam®: hollow outer shaft (blue) operates exhaust valves, while inner shaft for inlet valves can be independently adjusted

RICARDO QUARTERLY REVIEW • Q2, 2007 19 Dodge Viper

The Viper SRT10 in figures

Engine 8.4 litre V10 Material Aluminium cylinder block and heads Valve gear within block VVT using CamInCam® Max power 600 hp at 6100 rev/min Peak torque 560 lb ft at 5000 rev/min Transmission TR6060 Tremec 6 speed manual, Differential Dana 44 with GKN Visco-Lok limited slip Wheels Forged aluminium, 18 x 10-inch front, 19 x 13 inch rear Brakes Brembo 14-inch Vehicle weight 1560 kg* 0-60 mph acceleration <4.0 seconds 0-100-0 mph ~12.0 seconds Maximum speed >195 mph* Emissions standard Federal Tier 2 Bin 5, California LEV2 Source: Chrysler; *Source: Automobil Revue two independently timed camshafts operating on the same bearing bores within the cylinder block – the CamInCam® configuration.

Maximising VVT benefits Mechadyne International Limited had been experimenting with new phaser technology that allowed for independent phasing of both intake and exhaust timing for cam-in- block engines. A detailed design of experiments (DoE) based analysis allowed the SRT team to investigate the performance potential of VVT using the experimental Mechadyne hardware. Dual independent and exhaust-only phasing were the two options which met all of the programme objectives. Intake-only phasing made for more low and mid range torque (which would only translate into more tyre smoke on a Viper) but was unable to satisfy the target for improved combustion stability. Dual independent phasing required development of a new phaser technology in conjunction with the new camshaft and twice as much control logic and calibration work. This option presented the most risk for programme timing and durability. The SRT team decided to implement exhaust-only VVT and move forward. Courtney claims that the Viper engine is the very first production application of the CamInCam® concept and explained the benefits of sticking with an exhaust-only phasing: “When you look at phasing of overhead camshafts, you have an intake cam and an exhaust cam, and you can phase them independently of each other. When you look at a single overhead camshaft, Lifan chairman Yin Mingshan and typically you will phase a whole cam Ricardo Chairman Marcus Bereford – advance or retard. That gives you a

20 RICARDO QUARTERLY REVIEW • Q2, 2007 at idle – yet when the driver puts his to the Viper heritage and yet raises the right foot down, the cam phases and stakes still further in the performance you gain the advantage of a maximum department. There can be no doubt performance, high overlap cam at that when the 2008 model goes on high speed. This approach avoided the sale later this year, die-hard Viper fans roughness at idle but maintained the will be delighted with the additional 90 performance benefits, enabling the horsepower, bringing the grand total to team to maintain power. 600 hp at 6100 rev/min. The increased The SRT and Ricardo engineering torque – now a mighty 560 lb ft (760 team also modified the prototype Nm) at 5000 rev/min – will be equally concept to eliminate bending loads eagerly anticipated. on the inner (intake) shaft and At 72 hp per litre, the engine revised the design to work with offers the highest specific output MAHLE’s proprietary assembled cam of all Chrysler’s naturally aspirated manufacturing process. The team’s performance products, too. This helps decision to switch to an exhaust-only the car storm from zero to one hundred system enabled the use of a modified mph (160 km/h) and back to zero in off-the-shelf production INA phaser, a scant 12 seconds; en route, the 60 which further reduced programme mph (97 km/h) marker is dismissed in risk and cost. The approach adopted one third of this time. Top speed, in the for VVT thus provides the type of very few locations where this is both different set of benefits.” advantages which might be expected permitted and possible, is over 195 But in the case of an engine that of a VVT DOHC engine but allows for a mph (310 km/h).

is already designed for maximum smaller package size and hence fewer Chrysler, its elite SRT team and trademark MAHLE a is performance, SRT and Ricardo found engine parts. Ricardo can indeed take credit for ® that performance could be maintained keeping the Viper ahead of the game

by just phasing the exhaust cam so More Venom as the contemporary expression of the “CamInCam that the valve overlap does not exist The end result is an engine that is true ultimate American sports car.

“There can be no doubt that when the 2008 model goes on sale later this year, die-hard Viper fans will be delighted with the additional 90 horsepower, bringing the grand total to 600 hp at 6100 rev/min”

RICARDO QUARTERLY REVIEW • Q2, 2007 21 Diesel Combustion

be used to examine the impact of any change, provided it is possible to test Diesel it in hardware, such as injector nozzle protrusion. The process can also be used where the same condition can be combustion created via calibration changes which simulate the hardware change, such as offsets to injector energising time. control – Further statistical processes were used to interrogate the DoE models in a random manner in order to simulate keeping it clean the natural spread of component tolerances; in effect, generating a batch of virtual engine builds in order to The demand for future diesel engines to exhibit evaluate typical dispersion. ultra-low emissions combined with uncompromised This same modelling approach was also used to assess the effects of performance will require the adoption of engine component ageing and also to test the management systems capable of compensating sensitivity of engine-out emissions to each tolerance variable. In this way, for the effects of both production variability and control strategies could be evaluated component ageing. Anthony Smith reports against a virtual population of engines representing both production tolerance uture diesel emissions which typically arises from production as well as age scatter. Clearly, closed- regulations are providing tolerances and ageing. This emissions loop combustion control can only be Fsomething of a challenge for dispersion – particularly in terms of applied on an individual cylinder basis the major automakers of Europe NOx and particulate matter – can where the controlled parameters are and North America as well as those be considerable, and can make the also available at this level, but there from elsewhere supplying into these difference between meeting and failing are many such opportunities. Previous markets. Despite the demonstration Euro 5 guideline limits. comprehensive test data was also over recent years of a wide range of available to enable the sensitivity of candidate aftertreatment technologies, Engine simulation emissions as well as noise and fuel particularly for NOx reduction, the ever- The engine used as the basis of the consumption, to be assessed against present pressure to reduce costs as well ADEC project was a GM 1.9 litre measurable engine states, including as meet regulated limits has raised the engine equipped with a variable cylinder pressure and combustion importance of achieving exceptionally geometry turbocharger, throttle and timing and phasing. low engine-out emissions. EGR cooler bypass. A dispersion study But while fine-tuning of the control was carried out on the engine using Evaluating sensors parameters of a test engine may well statistical Design of Experiments A total of 44 suppliers of combustion show this to be technically achievable (DoE) techniques to create models of sensors falling into three distinct on a single test engine, to be a feasible engine emissions response to expected categories were evaluated by the project: solution in the market the same tolerance ranges. These models direct in-cylinder pressure sensors result needs to be achieved with full were built using engine test data with confidence on a production basis with variable settings at levels appropriate to Control Strategy Development: The ADEC its associated component tolerance the component’s specified tolerances. coordinator adapts control set points scatter. Moreover, as the engine ages The analytical process described can harmoniously in order to meet the various through its operational life and its conflicting performance requirements components inevitably exhibit the wear associated with day-to-day usage, these parameters will need to adapt to the new condition of the engine in order to ensure that its emissions remain within future ultra-tight legislated limits. To achieve all this without compromising performance from the outset is a challenge which Ricardo and General Motors set out to address with their research cooperation on the Advanced Diesel Engine Control (ADEC) research project. At the core of the project was an investigation of the feasibility of applying advanced combustion-feedback based control strategies as a means of providing competitive fuel economy while reducing the emissions dispersion

22 RICARDO QUARTERLY REVIEW • Q2, 2007 Soot vs NOx NEDC Cycle Prediction Noise vs Fuel Consumption NEDC Cycle Prediction Soot [g/km] Soot Cycle Average Noise [dBA] Noise Average Cycle

Fuel Consumption [litres/100km] NOx [g/km]

NEDC Cycle HC vs CO NEDC Cycle Prediction Prototype implementation Prediction: The platform used for the prototype Dispersion clouds with ADEC ON engine management system of the and OFF ADEC project was the Ricardo rCube rapid prototyping controller. The high power of this system was necessary in order to provide the sampling at single crank degree intervals over the

HC [g/km] HC combustion phase, hence providing the necessary resolution for effective rate of combustion estimation. Using this control system all of the combustion states were estimated once per cycle for each of the four CO [g/km] cylinders. Development of the control such as piezo-electric; indirect pressure air and fuel is essential in meeting the strategies was carried out over sensors such as those measuring potentially conflicting requirements successive stages. Firstly, simple cylinder head deflection or changes of emissions, fuel economy and concept studies were carried out in in the gasket seal; and non-cylinder driveability. For the ADEC project MATLAB® based on pre-recorded pressure sensing technologies such as a modular approach was adopted cylinder pressure data in order ion current (combustion) sensors and whereby combustion states were to identify suitable estimation block mounted accelerometers. Cylinder estimated separately, hence enabling techniques for real-time application. pressure traces from the indirect sensor the same control strategy to be Later, software in the loop testing types were found to suffer from noise used for a range of candidate sensor was carried out to further refine and interference from combustion and technologies. the strategies before the final stage valve events in neighbouring cylinders. A range of combustion states of hardware in the loop testing This made the estimation of engine were monitored including the crank of the control system prior to states particularly problematic. Direct angle at which 50 per cent of fuel is commissioning on a test bed engine. sensors avoided this problem but here burned (termed the B50 angle), peak the major consideration was of cost – not cylinder pressure, rate of combustion, Testing and further development just of the sensor but also of the required combustion instability and IMEP. Fuel A wide range of tests have been modifications to the cylinder head. quantity and timing were controlled carried out on the test bed to evaluate The most promising type of direct separately for each cylinder. The start the effectiveness of the various pressure sensor was therefore found to of injection was controlled to match closed-loop control algorithms, with be those offering integration with the a target angle of B50 for good fuel initial work focused on B50 angle glow plug, where no additional cylinder efficiency and combined with EGR balancing, and control of maximum head machining is required. For this control, low NOx. The air path module combustion pressure and stability. reason glow plug integrated direct controlled EGR and boost pressure, The results of this work have been pressure sensors were selected as the with the EGR valve and throttle adjusted extremely encouraging and have primary focus for the ADEC project. as necessary to achieve the targeted validated the strategic approach to In addition, a separate study looked mass airflow. Corrections were also the achievement of exceptionally into low-cost cylinder block mounted made to maintain combustion stability. low engine-out regulated emissions sensors which are only applicable for At the heart of the control strategy on a robust basis both in terms non-pressure measurements such was the high level ADEC coordinator, of production tolerances and as combustion phasing and start of which adapts control set points component ageing. Tests showed combustion. harmoniously in order to meet the that an improvement of up to 65 per various conflicting performance cent in the emissions dispersion was Control strategy development requirements as well as responding achievable thanks to the improved High-level co-ordination and control of rapidly to any sensor failure. combustion control.

RICARDO QUARTERLY REVIEW • Q2, 2007 23 Ricardo News

In recognition of the outstanding Award for JCB Dieselmax team contribution of Ricardo plc to the success of the JCB Dieselmax land speed record he Royal Automobile Club has world. The Royal Automobile Club project, JCB group director of engineering Dr. Tim Leverton visited the Ricardo awarded the prestigious Dewar has presented the trophy on just T Shoreham Technical Centre to present CEO Trophy to the team led by JCB in the 38 previous occasions since 1906 Dave Shemmans with a scale model of the development of the JCB Dieselmax when the achievements have met the record-breaking vehicle. vehicle which successfully challenged stringent standards required by the for the international land speed record Dewar Trophy Committee. Previous congratulates JCB on the award of for diesel vehicles in August 2006. winners include Rolls-Royce, Dunlop, the Dewar Trophy. We are extremely Ricardo was a major partner to JCB in Lucas and Jaguar. Ricardo was itself proud to have played a supporting role this team, leading the development of awarded the Trophy in 2002 for its in the successful JCB Dieselmax team the JCB444-LSR engines which work on the i-MoGen diesel hybrid which comprised a range of industrial powered the JCB Dieselmax into the demonstrator and again in 2005 for partners in addition to Ricardo and record books with a speed of 350.092 its work on the development of the JCB’s own in-house engineers. It is an mph (see RQ Q4 2006). advanced seven-speed Dual Clutch endeavour which has demonstrated The Dewar Trophy is awarded Transmission of the Bugatti Veyron. the ultimate in diesel performance for outstanding British technical Ricardo director of diesel as well as the very best of British achievement in the automotive engineering, Ian Penny, said: “Ricardo engineering skills and innovation”.

New group performance cars and flying, for responsive to change. which he holds a private pilot’s “Ultimately, the ideal would be for IT director licence. IT to add value directly to what our icardo has announced the “My vision for IT within Ricardo customers need. Having the right Rappointment of Manvinder is that it should be a reliable and people with the right skills with a Singh as the company’s group IT dependable partner within the clear sense of direction is extremely director. Singh brings to Ricardo business”, explains Singh. “In order important to deliver such a service,” around 20 years experience in the to achieve this IT needs to understand he added. IT industry, including positions with the business needs, communicate Singh will be based at the Ricardo British Airways, Data General, CRU effectively and be proactive in its Shoreham Technical Centre and will International and Belgian insurance approach to helping the business report to group Finance director, provider FMSB. His interests include become more productive and Paula Bell.

24 RICARDO QUARTERLY REVIEW • Q2, 2007 Improved service to software New dates for customers in India sell-out seminars Due to overwhelming demand at he announcement of an agreement their first presentation in 2006, Tbetween Ricardo and Pune-based Ricardo is repeating its two one- computer aided engineering (CAE) day seminars covering latest consultancy, Caepro, opens the way for developments in diesel and gasoline the Indian auto industry to improve its engine technology. The new powertrain design capabilities through dates for the seminars, which will the application of the very latest in be held at the Ricardo Shoreham simulation technologies. Technical Centre, are 12 and 13 June In recent years CAE has become for the diesel and gasoline events something of a key enabler for the respectively. world’s leading automakers in the design of new engines and vehicles. to deliver best value from their Topics to be covered include: The ability of CAE software to evaluate work in automotive R&D,” explains new designs in virtual space before Steve Sapsford, president of Light duty diesel – 12 June 2007 any commitment is made to prototype Ricardo Software. “For this reason • Diesel engine technology basics hardware has enabled manufacturers it was important for us to appoint a • Fuel injection and combustion to employ right-first-time design representative with in-depth powertrain • Emissions characteristics and principles. In this way the type of CAE applications experience, as reduction problems which used to be found well as both an understanding of the • Boosting, EGR and after treatment only when prototypes were tested can underlying engineering principles • Market trends now be eliminated, and the design of the software and a local presence • Future technologies optimised, before a single component in one of the hubs of the Indian auto • Impact on components has been manufactured. Not only industry. We feel that Caepro is ideally • Engine loads does this improve the quality and suited to fulfil this role and think that • Effect of parameters on loads/ optimisation of new product design, but our customers in India will derive temperatures it also allows potentially huge savings in considerable benefit from this new • Cylinder head and block loads and development time and cost. collaboration.” failure modes Ricardo is a global leader in the Caepro is a CAE company with • Technology rollout for future development of advanced powertrain offices in the UK and Pune, India, powertrains CAE simulation software. While its which provides analysis services to the • Cost/benefit analysis software products have long been automotive industry. It is led by CEO • Forecasted introduction steps available to Indian customers, it is often John Roebuck (left), a former CAE group stated that their effective application leader at Ricardo’s Chicago Technical Gasoline - 13 June 2007 has been held back by a lack of Centre, together with a number of • Gasoline engine technology basics applications experience and limited other highly experienced automotive • Mixture preparation and availability of training and support industry professionals. “We are combustion process services. The new agreement aims extremely pleased to have entered into • Knock and how to avoid it to address this requirement through this agreement with Ricardo Software,“ • The differences between diesel and the appointment of Caepro as the said Roebuck. “We firmly believe gasoline representative of Ricardo Software that Ricardo Software offers globally • Emissions characteristics and in India, providing front-line support, leading powertrain CAE technology reduction guidance and training in the use of and that, coupled with our application • Future gasoline powertrain vision the company’s range of advanced skills and local presence, we will be able • Global market and legislative powertrain CAE software products. to transform the effectiveness of our drivers In selecting a partner in India, customers’ CAE activities.” • Future emissions legislation one of the key attributes sought by The new agreement with Caepro is • Future powertrain technologies Ricardo Software was just part of Ricardo’s on-going strategy • Cost implications in-depth skills and to develop the quality of service • New technologies experience in powertrain offered to its customers in the rapidly • Downsizing CAE applications. developing Indian automotive industry. • Variable valve actuation “It’s important for The company has a long-standing • Homogenised charge compression licensees to fully representative organisation, Kalra ignition understand Consultants Pvt Ltd, which supports the the advanced engineering services it provides in this The cost of each seminar is £500 capabilities of market. The relationship with Kalra will or £900 (+ VAT) for both courses the software remain unaffected by the agreement including delegate pack, lunch as well as the on CAE software with Caepro and and refreshments during the day. nature of its Ricardo will continue to work with Kalra Delegates wishing to register should intended CAE to further develop the engineering e-mail: [email protected]. applications services and strategic consulting that it in order offers to customers in India.

RICARDO QUARTERLY REVIEW • Q2, 2007 25 Ricardo News

Greening the big apple oncerns over global warming and sedan, the energy security mean that buyers, high starting Cgovernments and carmakers torque alike are looking for ways to reduce fuel requirement consumption. No form of road transport of the large is exempt from scrutiny – and as far as capacity engines Ricardo is concerned this includes the typically used in iconic yellow taxis of New York. New York taxis, Ricardo has showcased a cost- coupled with the effective micro-hybrid powertrain frequent stopping concept at the Taxi ‘07 exposition at the of a congested urban New York International Auto Show. The environment, means concept is intended to demonstrate that we can transfer an optimal mix of technologies many elements of the appropriate to the congested urban hybrid architecture which environment in which the city’s taxis worked so successfully in operate, characterised by frequent the HyTrans diesel application. stops and starts. The project is similar By selecting the appropriate brake to the accelerator in approach to the earlier European mix of hybrid technologies for pedal, the electric motor light delivery vehicle programme each application, our research has starts the engine instantly ‘HyTrans’, (see RQ Q2, 2005) carried shown that potentially significant and silently. Also, energy out in conjunction with Ford, Valeo SA fuel efficiency improvements are generated during braking can be and Gates Corporation. The physical achievable at modest incremental captured and used to power the test phases of that project, based on a manufacturing or retro-fit cost.” restart, again contributing to further T280 Diesel Ford Transit, demonstrated The taxi micro-hybrid powertrain efficiency gains. a highly significant 21.3 per cent concept replaces the standard The potential of the system was reduction in fuel consumption based alternator with a more efficient electric underscored by Jeremy Holt, president on a real-world door-to-door delivery motor-generator. The system is termed of Ricardo in the US: “Although called drive cycle obtained from a UK fleet micro because the hybrid system a micro-hybrid, the benefits of the operator. is a small increment to the existing principle can be very significant. Marc Wiseman, Ricardo’s US powertrain and represents minimal Most vehicles can accommodate technology product group director additional cost. Whenever the vehicle this system, including taxis. If this explains: “In developing the New York would normally idle in traffic jams and technology were applied to all New Taxi micro-hybrid powertrain concept at stoplights, the micro-hybrid system York City taxis, Ricardo estimates that we have applied the experience of a shuts the engine down. This reduces 10.8 million US gallons (40.9 million wide range of commercial programmes fuel consumption while also reducing litres) of gasoline per year could be as well as joint research projects carbon monoxide, hydrocarbon and saved, reducing greenhouse gas such as HyTrans. Despite its intended nitrous oxide emissions. When the emissions by 105,000 US tons (95,000 application in a gasoline powered driver moves his or her foot from the tonnes) of CO2 per year.”

26 RICARDO QUARTERLY REVIEW • Q2, 2007 Exceed your expectations.

HP helps you not only achieve your goals, but exceed them. HP CAE solutions deliver optimal performance, unprecedented reliability, and collaboration with experienced partners. Innovation: HP develops integrated SMP server and DMP cluster solutions that ensure superior results for CAE applications. For example, Ricardo distributes HP’s HP-MPI library (beginning with VECTIS V3.1) which transparently selects the highest performance interconnect available in the cluster. This includes clusters with HP's new c-Class BladesSystems, a groundbreaking product that reduces energy consumption by dynamically adjusting power and cooling. Choice: Only HP offers the full range of industry-standard microprocessors, operating environments, middleware, interconnects, and integration services—ensuring the optimal solution for your CAE applications. Performance: The collaborative partnership between HP and Ricardo produces highly scalable and reliable clusters for exceptional VECTIS results—on time and on budget.

Free advice or to contact HP on optimizing your CAE solution: www.hp.com/go/optimize-CAE Partner Information: www.ricardo.com/

© 2007 Hewlett-Packard Development Company, L.P. The information contained herein is subject to change without notice. The only warranties for HP products and services are set forth in the express warranty statements accompanying such products and services. 'PSNVMB
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