: Technology - Engine

Porsche Nurburgring oil sump test rig

Tue, 12 Aug 2008 16:21:26 GMT

Porsche Research and Development Center in Weissach, Germany built this special test rig to simulate cornering forces at the Nurburgring. It helped develop a new sump system for the latest 911s. Via courtesy of Porsche via Edmunds.

Lotus to develop OMNIVORE Research Engine

Tue, 12 Aug 2008 14:26:00 GMT

We don't see see the point of using bio fuel as an alternative source of fuel for combustion engines. It's become clear that ethanol production, for example, is taking resources away from food production and is in fact driving food costs up. Given serious over-population issues and increasing birth rates worldwide driven by ignorance and oppressive religions and/or politics, the last thing the world needs is increased food costs. "Sustainable" is the wrong word to use when it competes with food production.

We also can't see this as having any viable production point for Lotus, especially given their production of the chassis for the all-electric Tesla. Cars like the Tesla are the future, along with hydrogen - and of course clean nuclear energy to support them. Instead, clearly Lotus Engineering is taking contract dollars to support their engineering business.

Lotus Press Release follows:

Lotus to develop OMNIVORE Research Engine

Lotus conduct research study into engine efficiency when utilising sustainable second and third generation bio fuels Lotus Engineering, the world renowned automotive consultancy division of Lotus announces a collaboration with Queen’s University Belfast and Jaguar Cars Ltd to develop an engine which maximises fuel efficiency when running on renewable fuels. The OMNIVORE concept will employ novel engine architecture to achieve a high thermal efficiency when fuelled on any alcohols or gasoline.

The project is sponsored by Defra (Department for the Environment and Rural Affairs) and the DOE NI (Department of the Environment Northern Ireland) through the Renewable Materials LINK Programme. Lotus Engineering is currently undertaking a design study and the build of a single cylinder research engine for completion in January 2009. Vehicle modelling will validate the reduction in vehicle CO2 emissions. Queen’s University of Belfast’s School of Mechanical and Aerospace Engineering will be adding its world leading expertise in engine simulation, with Jaguar Cars Ltd a consultative partner at all stages of development.

This engine design is expected to significantly increase fuel efficiency for sustainable bio alcohol fuels. The architecture features an innovative variable compression ratio system and uses a two-stroke operating cycle with direct fuel injection. The OMNIVORE engine will be ideally suited to flex-fuel operation with a higher degree of optimisation than is possible with existing architectures.

Mike Kimberley, Chief Executive Officer of Group Lotus Plc said: “The automotive industry is now focusing on its environmental obligations to reduce CO2 emissions and improve efficiencies and we are seeing the high technology capabilities of Lotus Engineering being in strong demand. Not only does our brand value of ‘performance through light weight’ fit perfectly with the necessary direction of the industry to produce lighter, more efficient vehicles, we are also working on all aspects of future fuels, investigating alternative powertrains to accommodate alcohol fuels as they enter the market.”

Kimberley continues: “Alcohols possess superior combustion characteristics to gasoline which allow greater optimisation. Taking full advantage of the benefits of sustainable bio alcohols will ensure a greater percentage of vehicle miles will be travelled using renewable fuels. We are delighted with the investment from DEFRA which will assist this partnership in taking forward research development and the demonstration of this environmentally conscious transport solution.”

The OMNIVORE programme complements the recently unveiled Lotus Exige 270E Tri-fuel as part of Lotus’ research to understand the complex combustion process involved in running on mixtures of alcohol fuels and gasoline, which will be important for a successful transition from today’s fuels to the sustainable, synthetic fuels of the future.

Geraint Castleton-White, Head of Powertrain at Lotus Engineering said: “The requirement to operate on gasoline in today’s flex-fuel engines limits their thermal efficiency when operating on alcohol fuels. However, the physical and chemical properties of alcohols, when compared to gasoline, provide the potential for higher thermal efficiency operation to be achieved. This single cylinder research engine will investigate a highly thermal efficient combustion system that optimises engine performance to fully exploit the properties of both gasoline and alcohol fuels and maximise efficiency.”

NOTES

About Group Lotus plc:

The main operating subsidiary of Group Lotus plc is Lotus Cars Ltd, which has two operating divisions - Lotus Engineering and Lotus Cars. Lotus Engineering is an internationally recognised automotive engineering consultancy based in Norfolk, UK. Global facilities include those in Michigan (USA), Kuala Lumpur (Malaysia), China and offices in Germany and Japan, with rapid expansion in new territories such as South East Asia and the Gulf States.

Lotus Engineering provides comprehensive and versatile consultancy services to many of the world's OEMs and Tier 1 suppliers, offering a full engineering service from initial concept and project design through development and integration of the complete vehicle to meet all worldwide markets and customers to full production. This includes third party 'niche vehicle' engineering and manufacture worldwide.

Lotus Cars builds world class, prestige, high performance sports cars for sale in 37 countries. These include the iconic Lotus Elise, and the Exige and Europa. Lotus is a global high-tech company, expanding rapidly and committed to driving forward technology for both Lotus Cars and its Engineering clients, spearheading research into such areas as hybrids, electric vehicles and renewable fuels.

Is your engine properly SAE certified?

Sun, 18 May 2008 21:20:02 GMT

WARRENDALE, Pa., May 13 /PRNewswire-USNewswire/ -- The LS9 engine in General Motor's (GM) 2009 Chevrolet Corvette ZR1 holds the distinction of being the 100th engine certified through SAE International's Engine Power Test Code - Engine Power and Torque Certification (J1349). The 2009 Corvette ZR1 engine is certified at 638 hp at 6,500 rpm, with 604 lb-ft torque at 3,800 rpm.

Engine certification is based on a series of self-certification tests conducted by the manufacturer that are witnessed and verified by an SAE-qualified observer. The procedure for certification is outlined in SAE's standard J2723; the actual horsepower testing procedure is described in J1349.

Although engine manufacturers are free to cite power and torque figures derived from testing conducted outside the scope of the SAE standards, only those that strictly follow all of the SAE procedures can claim to be "SAE J1349 Certified Power."

In addition to GM's Corvette ZR1, other GM engines as well as those from Ford and Chrysler make up the first 100 to have been certified.

Another GM engine - the LS7 used in the 2006 Corvette Z06 - was the first engine to be certified under this SAE program.

The full list of certified engines can be accessed by visiting http://www.sae.org/certifiedpower.

HST International: Electric Mustang and Cobra

Fri, 18 Apr 2008 00:44:38 GMT

It has begun - the era of performance electric cars. No gas engines here, ultra-high torque guarantees fast acceleration. How about a Mustang with 1000 ft/lbs of torque and a 0-60 time of 3.9 seconds? And then there is the even lighter Cobra replica...

Read the press release below and follow the link in the title above to the site of HST International for more information. Note the downloadable brochures. Press release follows.

HST International - Tjaarda Design Alliance Changes Face of Electric Cars

'Electric Muscle(TM)' on display at Long Beach 'Green Power Prix-View' SAN DIEGO, APRIL 16 /PRNewswire/ --

HST International has announced a partnership with Tjaarda Design that will change the face of electric cars. The designs that will define the next generation of "Electric Muscle(TM)", the Tjaarda EVX Mustang and HST Shelby Cobra EVX, will premiere at the 34th Annual Toyota Grand Prix of Long Beach's "Green Power Prix-View" on April 18-20. The Mustang EVX and HST Shelby Cobra EVX prove that electric cars can be environmentally friendly as well as winners on the track and in the looks department. While designed for different purposes, both cars are true zero emission vehicles and feature 300-horsepower electric motors using lithium iron phosphate battery packs developed by K2 Energy Solutions. With 1000 ft/lbs of torque @ 0 rpm, they have the capability to do 0-60 in less than four seconds and a range of over 100 miles. "We're excited to be bringing these vehicles to market because they're head turners and so much fun to drive," says Tod Boretto, president of HST International.

"But more than that, this is a long-term initiative and a unique opportunity on several levels. We do not believe any other manufacturer is bringing together this level of design, performance and green technology today." The Tjaarda EVX Mustang is designed to be driven daily -- which, with its ability to do 0-60 in 3.9 seconds is no hardship. With a top speed of 120 mph and a range of 110 miles between charges, its estimated operating cost is 3 cents/mile. The exterior is a modern version of a muscle car era classic Mustang, but under the hood it's a green dream.

The HST Shelby Cobra EVX has the capability to run 0-60 in 3.2 seconds, a top speed of 150 mph and a range of 120 miles, depending on driving habits. With on-board recharging, it requires 3 1/2 hours/220V and 8 hours/110V. Estimated operational cost is 3 cents/mile.

"Tom Tjaarda's place in automotive design history -- from the Ferrari 365 GT California Spider to the Fiat 124 Spyder -- will ensure that these cars continue to drop jaws for their looks as well as their performance," adds Boretto.

The Tjaarda EVX Mustang starts at $80,000 and the Cobra at $125,000, with a range of options available for both vehicles.

They will be on display in booth #2104 at the Green Power Prix-View from April 18-20, 8 a.m. to 6 p.m. on Friday and Saturday, and 8 a.m. to 5:30 p.m. on Sunday. The Tjaarda EVX Mustang and HST Shelby Cobra EVX will next be featured at NBC's World Series of Golf in May.

San Diego-based HST International uses high-technology engineering and manufacturing to address specialized needs in the automotive industry. Through its alliance partnerships with K2 Energy, Torino International and Tjaarda Design, HST International develops products that achieve the highest levels of quality, innovation and performance.

For additional information, go to http://www.hstauto.com

Ford T-Drive: An Abandoned Experimental Prototype

Sun, 23 Mar 2008 12:29:52 GMT

In the last 30 years, Ford has had several experimental engine developments - many of which were ultimately abandoned. Most of these have never been seen, much less detailed technically. "T-Drive" is one of them; another was the stratified charge V-8 engine of the 70s. I've finally found some information on T-Drive, a unique and truly innovative system. I'm still looking for information on the stratified-charge V-8, and while some information was published 30 years ago about it I haven't yet been able to find anything definitive in my personal library.

Ford's experimental T-drive is a system consisting of a transversally located (both for front or rear engine drive) inline engine, a transmission, and associated packaging. It was designed by Ford in approximately the 1990 timeframe and shown in several auto shows and to magazines. Ultimately, it was abandoned due to several reasons. Ford went ahead with the "modular" V-6, V-8, VB-10, and V-12 engine families instead.

The T-Drive engine was literally T-shaped - the transmission was located in the middle of the engine instead of at one end. This allows easy and compact placement in small spaces. Due to the tight spacing of the cylinder bores, engines were possible from 4 to 8 cylinders. And T-Drive was designed form the start as a DOHC engine, state-of-the-art at that time. Because the technology was entirely consistent across the board, any new technology such as cylinder head advancements could be applied to the entire range of engines quickly.

Engine output was disclosed. However, there are no reasons why it wouldn't be exactly the same as a conventional engine. Displacement was apparently 2, 3.2, and 4 liters (4, 6, and 8 cylinders).

Ford Engineers:

Don Carriere, Principal Research Engineer
Ansel Flanery, Senior Research Engineer.

Advantages:

Family approach to a range of engines
Because of the size of the engine, and placement ahead of the axle centerline, front-, all-, or rear-wheel drive configurations could be engineered
Rear-wheel drive could have used variations of existing off-the-shelf transmissions (saving money).
Packaging advantages for "cab-forward" design.

Problems:

Packaging, NVH, durability.
Harmonics, torque pulse and gear rattle.
Limited bore size (torque, breathing, valve area) and displacement.
Engine weight over front axle-line, creating weigh-balance issues as in a front-wheel drive car
Front- or all-wheel drive would have required engineering variations on existing transmissions.
Bulky transmission placement behind the engine - requiring specific design changes on existing front-wheel drive-based platforms.

This is the most outrageous example of T-Drive: an 8 cylinder Tempo.
Note the DOHC inline-8. The test car didn't have room for a conventional braking assist system - note the two reservoirs hung off the strut brace. It's not known if this is a front or wear wheel drive car. You'll note that on both of these engines, there is a gap in the middle of the engine where the drivetrain take-off was engineered.
This is a FOX-chassis T-Bird, with a 6-cylinder T-drive engine. The engine is transverse, leading to an questionable weight balance.
The rest of the driveline is conventional rear wheel drive. This car was probably built to demonstrate use of the near-off-the-shelf driveline. Note that the engine takes up the full engine bay - not the radiator placement (normally very far-forward in a FOX T-Bird). And note the uneven length intake paths!

The T-Drive engine joins pictures, descriptions, and specs of many of Ford's modern engine families on my site. There are currently >590 JPEGS of images in the Ford engine area: http://drivingenthusiast.net/sec-ford/FMC-engines/! I am adding to them as further images become available, and often add high-res images as well. You'll also find more engine images in the new Mazda section, as well as in several other non-Ford sections.

There are also several blog categories on my site which are specific to engines, including:

Engine - Technology
Ford - Engine - EcoBoost Family
Ford - Engine, Experimental
Ford - Engine - Modular Family
Ford - Engine - Duratec Family
Ford - Engine - Diesel
Ford - Engine - BOSS Family
MAZDA - Rotary Engines

All blog categories can be suscribed to with RSS. The latest versions of popular browsers will highlight the RSS feed when available.

Ford EcoBoost Technology video

Mon, 03 Mar 2008 14:34:03 GMT

Speaking of the Ford EcoBoost technology, Ford has thoughtfully provided this YouTube video covering the upcoming twin-turbo V-6 Duratec. It's targeted to produce 340 HP and 340 lb-ft of torque. It will be found first in the Lincoln MKS, and later in a wider range of vehicles including the Taurus.

Note the timeline that is shown... several other interesting facts there including an upcoming dual-clutch transmission. It's unclear which market he is talking about for the transmission, it's already known that it will be offered in Europe. Perhaps it will start here as an option in the upcoming Verve, followed by the (finally!) European Focus?

GM Direct-Injected V-8 - Gen V architecture

Fri, 07 Sep 2007 13:56:04 GMT

GM is working on a direct-injected V-8, although this shouldn't be a surprise to anybody. Combining this with the existing cam phasing hardware shows the direction of the "small block" family in the next generation. Question is, will it be ready in time for the upcoming Camaro?

Wards Auto press release follows:

GM Reveals Small-Block V-8 with Direct Injection - wardsauto.com
By Mike Sutton
Aug. 29, 2007
MILFORD, MI – Although General Motors Corp. is dividing its resources to cover all fronts of advanced powertrain development, the future of the auto maker’s foundation OHV small-block V-8 architecture appears secure with the advent of direct-injection gasoline (DIG) technology.

Among the various exhibits of engineering bravado on display at the auto maker’s proving grounds here, including two-mode hybrid-electric drivetrains, ultra-clean turbodiesels and homogeneous charge compression ignition flex-fuel engines, a seemingly untouched Cadillac Escalade stands out.

Emblazoned with giant E85 banners down its flanks, there is little to indicate the industry’s first OHV V-8 with DIG fueling lurks beneath the SUV’s pearl white hood.

The experimental engine is based on GM’s current all-aluminum Gen IV 6.2L V-8 (L92) found in the Escalade, GMC Yukon Denali and Hummer H2. Depending on the application, the powerplant, which sports port fuel injection, variable valve timing (VVT) and dual-cam phasing, is rated between 380-403 hp in stock form.

However, with a little tweaking to accommodate the auto industry’s latest fuel-injection hardware, the prototype V-8 is producing “well north of 450 hp (on gasoline),” says Dave Sczomak, development engineer-GM Powertrain Advanced Engineering.
Running the engine on E85 ethanol allows for even more power to be coaxed from the big V-8, he adds, noting the 85%/15% ethanol/gasoline mix generally carries a race fuel-like 106 octane rating.

Cruising the web of test roads onsite, the Escalade motors along smoothly with a characteristic large-displacement V-8 burble. However, mashing the gas from a standstill produces a wave of power that propels the big truck at a noticeably more rapid pace than the production version.

Along with the substantial increase in horsepower, DIG also contributes to about a 10% increase in low-end torque, Sczomak says. In addition, fuel economy is moderately improved (3-6%), as are cold-start emissions of hydrocarbons.

To accommodate the DIG fueling system, GM redesigned the L92 cylinder heads, rearranging the intake ports to make room for the eight high-pressure injectors that squirt fuel directly into the side of the combustion chamber at 2,250 psi (155 bar).
New dished pistons – similar to a diesel’s – were installed for added clearance of the injectors. They also contribute to a greater compression ratio (11.5:1 vs. 10.5:1), which can be employed because of the high-octane composition of E85 and the knock-reducing cooling effect of introducing fuel directly into the cylinder.

A modified engine controller manages the engine’s operation, while VVT and Active Fuel Management cylinder deactivation contribute to efficiency and refinement.

The development sounds like a no-brainer for improving nearly every aspect of the near-60-year-old small block’s performance.
However, Tom Stephens, group vice president-GM Powertrain and Quality, notes introducing a production DIG small block would “require the next-generation architecture” of the engine, or Gen V.

This primarily is due to the huge volumes of V-8 engines GM produces, Sczomak says, noting a radical change in cylinder-head design, for example, becomes a monumental undertaking when taking into account GM’s annual build of more than 1 million small block V-8s.

Fortunately, timing is on the auto maker’s side. The recent introduction of the ’08 Corvette’s 430-hp LS3 V-8, along with the release later this year of the ’08 Chevrolet Tahoe Hybrid’s 6.0L V-8, represent the last editions of the Gen IV engine family, Stephens says.

All subsequent introductions will be of the Gen V architecture and could have DIG fueling integrated from the ground up, especially considering the refinement of the current test engine’s operation. The greater specific output provided by DIG also would allow for greater engine downsizing, thereby improving fuel economy even further.

“GM would want to introduce this (DIG) on a high-profile vehicle, such as the new (Chevrolet) Camaro or (rear-wheel-drive) Impala,” Global Insight analyst John Wolkonowicz says, referring to the auto maker’s plans for new volume models based on its global RWD platform developed by GM Holden Ltd. in Australia.

The new Camaro, which originally was shown at the 2005 North American International Auto Show in Detroit, is expected to appear later next year as an ’09 model, with the all-new RWD Impala taking form sometime early in the next decade. Revisions for future generations of the Corvette and Chevrolet Silverado/GMC Sierra pickups are expected in the same timeframe, Wolkonowicz says.

By capitalizing on areas of significant improvement that remain untapped in its core engine lineup, while simultaneously amping up the arrival of its new hybrid-electric vehicles, clean diesels and hydrogen fuel cells, GM clearly is betting on an ever-fracturing market for advanced powertrains.

As a result, the iconic grumble of the small-block V-8 appears poised to remain a fixture of the automotive landscape for the foreseeable future.

AutoWeek says Toyota FT-HS in summer 2009

Wed, 22 Aug 2007 16:19:57 GMT

AutoWeek says the Toyota FT-HS ( http://www.drivingenthusiast.net/sec-blog/2006/12/27.html#a1930 will go into production in the summer of 2009. The car will feature a hybrid drivetrain with a 3.5 liter V-6 and 400 HP.

The concept is pictured to the right. The FT-HS is the spiritual successor to the Supra. If this type of car goes into production, it will be smaller, lighter, better handling, and more powerful than the last Supra, although of course it won't have the ultimate HP potential of the infamous Supra TT. Nonetheless, it will truly move the state of the art forward. Art being both performance and hybrid.

Continue at source: http://www.autoweek.com/apps/pbcs.dll/article?AID=/20070822/FREE/70820009/1528/newsletter01

Ford sets hydrogen-powered land speed record

Thu, 16 Aug 2007 15:53:18 GMT

Interesting new press release yesterday by Ford, although it is unfortunately short on hard technical details.

This in my mind is probably the best example of true innovation (versus the weak innovation marketing campaign of last year) at Ford. Not only is Ford stretching the limits of a developing technology via racing (which I always admire), but this is the technology of the long-term future and is one that promises to significantly benefit our country by reducing dependence on foreign oil and therefore increasing our security and economic freedom.

Now believe me, I'm not a radical "greenie"... and I can't stand Al Gore. And I'm not so naive to believe that anything can or should change on a dime. But I am a believer in the evolution of technology, there are new technologies that are developing well, and I see significant advantage to reducing foreign dependence.

As for the impact of alternative powerplants on racers and driving enthusiasts... we can just start to see how that might be demonstrated as viable and even potentially as a better thing. There will be speedbumps along the way, and the development emphasis will be on mainstream vehicles before performance vehicles. But there is no need to fear the future of performance... it will always be a consumer requirement and all three of the following technologies offer advantages. And from an engineering standpoint, isn't powerplant efficiency and performance the same thing anyway?

Now lets go out a few years in time:

3 years: Hybrid sports vehicles, like the exciting Toyota FT-HS concept ( http://www.drivingenthusiast.net/sec-blog/2006/12/27.html#a1930 ), are probably a stop-gap solution until better battery technology can be invented or hydrogen can be fully exploited. The problem is complexity - you are carrying two drivetrains around with you. You are further compromised by the intention of the vehicle to get maximum mileage... perhaps the Toyota could be switched between it's V-6 engine and a hybrid mode by the driver (performance for the track... economy for the ride home)? But don't be so quick to write-off hybrid technology - there are efficiencies in the gasoline engine yet to be exploited and the electric hybrid part of the equation will only get better. I see more hybrids coming rather than less, and a performance hybrid that pushes the limits of technology can only improve the implementation to the benefit of all kinds of hybrids vehicles, pedestrian as well as sport. I, BTW, would buy an FT-HS when it comes out just to see what I can do with it.

10 years: Fully electric vehicles are not yet ready for mainstream or performance drivers, but offer great promise. An electric motor provides instant torque but would have power endurance issues on a high-speed racetrack. There isn't anything on the immediate horizon that you could drive to a track weekend and enjoy as you would today. Batteries are again the problem, and will continue to be the problem until a significant breakthrough is found. When a breakthrough is finally developed, you'll have a car that revs to tens of thousands of RPM provides constant torque throughout the powerband, and accelerates without compromise. Charging will be an issue - both the infrastructure to support charging "fill up" stations on the roads as well as at the tracks (where you might well plug in the car between sessions on the track). Racers will need a dry pit space with a recharging station. At my usual track, I have my last 20-minute session of the day on Sunday afternoon at 4:30 PM. I'd then have to grab some sort of fast charge before my 105 mile drive home in the evening - and maybe even another at a dinner stop along the way.

20 years: Hydrogen solves several problems... it's cheap and plentiful, clean, easy to obtain, and it generates it's own power. All we need is significant technology development, then significant production capability, and then significant infrastructure (refilling). It's all happening, although very very slowly and with lots of problems to solve and obstacles to overcome. This is probably a 20-year process at the least. Lets go to my racetrack 20 years from now: instead of rows of tanks of racing gas (although there would still be 93 octane fuel available for the vintage racers and the last of the hybrids) there would be a hydrogen generating plant. Filling up after a session on the track would be not unlike filling up a propane bottle - although at considerably higher pressures. Cost would be dependent upon the cost of electricity - that's what generated the hydrogen. Modern nuclear technology would be an absolutely necessary part of the overall infrastructure to support hydrogen generation. And that technology already exists and will only get better as we field more of it.

Now imagine a world where we aren't dependent on foreign oil for our truck and cars. Where our own capabilities can supply sufficient oil for air transportation, plastics manufacturing, and other needs. We'll still be involved in straightening out certain political messes in the Middle East and South America, and those will get worse with loss of the majority of their revenue (because we got smart and got away from oil), but 2-bit dictatorships won't be able to hold us hostage with oil any longer.

Realistically, we'll have to accelerate our efforts to get to this point in 20 years. But the technology is moving ahead, it's being shown more and more often to the public, and both Ford and GM have made significant progress so far. A "Manhattan Project" effort has been proposed and it's not a bad idea as long as industry drives it and not Government. Government should only provide the incentives.

Now imagine where suspension technology will be in 20 years. I can't wait.

Ford press release follows:

HYDROGEN FUEL CELL FUSION SETS LAND SPEED RECORD

DEARBORN, Aug. 15, 2007 -- The Ford Fusion Hydrogen 999 raced to a record 207.297 miles per hour Wednesday at the famous Bonneville Salt Flats in Utah, which makes the world’s first and only production vehicle-based fuel cell race car the fastest as well.

After more than one year of design and development and 10 years of hydrogen vehicle research, Ford’s fuel cell vehicle team battled technical difficulties and a harsh desert environment en route to joining the 200 MPH Club of Bonneville Speed Week, an annual event that attracts hundreds of racing teams.

“What we’ve accomplished is nothing short of an industry first," said Matt Zuehlk, lead engineer on the project. "No other automaker in the world has come close."

Zuehlk added that Ford’s historic run at Bonneville is to further expand its technological horizons with fuel cell-powered vehicles, because it is a fuel that could someday play a key role in meeting the energy needs of the transportation sector. The Ford Fusion Hydrogen 999 is Ford’s latest environmental innovation and is another step on the road toward commercially viable hydrogen fuel cell vehicles.

The project is a partnership between Ford, The Ohio State University Center for Automotive Research, Ballard Power Systems and Roush Racing. Rick Byrnes, a veteran Bonneville racer and retired Ford Powertrain component design engineer, piloted the Hydrogen 999 at Bonneville.

ZF 8-speed transmission

Sun, 06 May 2007 13:41:27 GMT

ZF Develops Automatic 8-Speed Transmission for Passenger Cars

Presentation to 1,000 engineers at the Vienna Motor Symposium - Consumption savings of six percent thanks to the new transmission concept with improved efficiency - More power with same installation space - Kit system for future hybrid and all-wheel drive

2007/05/02

ZF has designed a new automatic transmission generation for passenger cars: With the automatic 8-speed transmission the chassis and driveline specialist succeeds once more in combining seemingly contradictory goals. The automatic ZF 8-speed transmission allows for additional fuel savings of approximately six percent compared with the already optimized automatic 6-speed transmission of the second generation. This is achieved above all by a completely new transmission concept. At the same time, the automatic 8-speed transmission transmits more power in comparison to the previous model, but still gets by with the same installation space and does not require more components. Last week, the new 8-speed transmission was presented for the first time at the 28th International Vienna Motor Symposium.

“Our main development target was to find a transmission concept which allows for significant additional fuel consumption reduction and thus offers tangible added value to our customers and drivers without making any compromises in terms of performance”, explains Dr. Michael Paul, ZF Executive Vice President, Technology and Group Executive of the Car Driveline Technology division. “The number of gears was not given top priority.”

Fuel consumption savings as development target
The new, more powerful ZF multi-ratio automatic transmission allows for consumption savings of six percent. This means that the excellent consumption values of the second-generation automatic ZF 6-speed transmission which entered volume production only in 2006 have been further improved considerably. To make it clear: Compared to an automatic 5-speed transmission which is still widely used today the consumption reduction amounts to approx. 14 %.

Two innovations are mainly responsible for these spectacular consumption values. Compared to the automatic 6-speed transmission, the basis of the new ZF automatic transmission generation is an entirely new transmission concept featuring four planetary gear sets and five shift elements. Only two shift elements are opened in each gear which leads to considerably lower drag losses. Besides the improved efficiency, this transmission concept features a higher total ratio. Modern torsional vibration damping systems in the torque converter also have a positive impact on consumption and CO2 emissions. These systems also allow for a quick lock-up of the converter clutch in the second generation automatic 6-speed transmission presented in 2006. Furthermore, ZF now uses a small vane cell pump mounted parallel to the axle.

Versatile combinations
Another development focus was the increase in performance. The power-to-weight ratio of the new automatic transmission is higher and can transmit a higher input torque at the same weight, in comparison to the previous model. The automatic 8-speed transmission gets by with the same installation space as the previous versions made by ZF. In terms of shift comfort, response and shifting speed, also the new automatic 8-speed transmission operates at the already very high level of the second generation of the automatic 6-speed transmission.

The equipment options offered with the new automatic 8-speed transmission for passenger car driveline technology are trend-setting. The new transmission has been designed in such a way that it can serve as a modular system for further starting and all-wheel concepts without changing the basic transmission concept. This way, a torque converter could be replaced by new clutches or could be omitted completely when an integrated starting clutch is used. The design engineers of the automatic 8-speed transmission have also paid attention to the compatibility with today’s and future ZF all-wheel concepts.

For the hybridization of the driveline, the automatic 8-speed transmission offers the possibility of implementing both a micro hybrid with a crankshaft starter generator and a full hybrid in the form of a parallel hybrid. All known hybrid functions can thus be implemented in combination with the new automatic 8-speed transmission.

Photos: ZF

Well-geared: Better transmission spreading and a significantly better internal efficiency allow for consumption savings of up to six percent in the new ZF automatic 8-speed transmission compared to the direct predecessor model with six speeds.

Ford's new V-6 engine - the missing rear wheel drive version

Tue, 24 Apr 2007 22:33:56 GMT

I've been writing on my site about Ford's new 3.5 liter DOHC V-6 Duratec engine since late 1983. This is a critically important engine for Ford; a key piece of competitive necessity. It will replace the older (and architecturally unrelated) 2.5 and 3 liter DOHC V-6 engines, and will also eventually (and not soon enough) the unrelated 4 liter SOHC V-6 engine from Europe. Other variants will include a 3.7 liter version for Lincoln, and a twin-turbo version of unknown displacement (3.5 or 3.7?). Architecturally, even large displacements are possible. It's also known that direct injection is coming "soon".

The first iterations of this engine make between 260 and 265 HP depending on the application. This is competitive out of the box, although better established engine lines such as Nissan's 3.5 make between 270 and 330 depending on application. Ford's engine isn't as smooth or as sophisticated, but is an excellent first step. As is usual with Ford, we're now waiting for a quick follow-on second step.

My Ford section in this site already has an extensive offering of high-res detailed images and specs.

My blog now has a category specific to this engine family, as well as (of course) an RSS feed. And you can use the index tool to look at all old posts which reference this engine.

One version of this new engine we haven't seen yet is the version designed specifically for rear wheel drive cars - aka the Mustang and probably the Explorer. That engine was the first version fo the 3.5 shown to the public, almost 4 years ago. It's been on my site since then, along with an analysis. The picture is below. Hopefully, we'll finally see this in the updated 2009 Mustang. This engine will provide a much improved driving experience over ye olde 4 liter V-6: hopefully even the base model wilL be a lively car that an owner can have fun with and be proud of.

New GM DOHC V-8 in 2009

Wed, 17 Jan 2007 23:08:07 GMT

The Detroit News Auto Insider reports that GM will build an all-new DOHC V-8 in 2009 at the Tonawanda NY factory.

This engine has been mentioned at least once before in a GM press event. No indication of where it will be used, other than (obviously) "luxury vehicle" Cadillac.

This press announcement shows that GM is making an investment in it's small-displacement DOHC V-8 engine strategy - something Ford has yet to do. The Ford modular engine family is severely out-dated and showing it's age. Nothing else has been discussed for it, and emphasis seems to be on the upcoming large-displacement BOSS engine family (architecture unknown).

Roughly 13-14 years ago Road & Track did an in-depth comparison of the Ford mod engine versus the Caddy DOHC engine. Both engines were very simiular - the same displacement and same general layout. However, architecturally there were many interesting details and the article went into them in depth. Roller followers versus tappets, 2-peice block versus single-peice with cross-bolted mains, very different intake manifolds, and more were discussed there. I wish I had a copy of that article. An engine specialist from a professional race team provided the technical backup for the author, and I believe the consensus was that the Caddy engine was superior because of the 2-peice block. And that's easy to believe if you've seen and driven the latest 4.6 DOHC supercharged Caddy engine in the STS-V. I've driven it at speed and it's a winner. The sophisticated engine far eclipses Ford's own DOHC supercharged 4.6 (and 5.4).

Most likely the DOHC engine will only find a home with Cadillac since ye olde pushrod engines seem to be doing well at GM for the time being. There are still updates to be made there, including across-the-board cam phasing (already available on the Caddy 6.2), variable displacement (aka cylinder shut-off), and direct injection (a matter of time).

Lastly, I toured the Tonawanda engine plant when I was a kid, roughly 30 years ago. They had the plant open for a community day and I was in the right place at the right time to take a 2-hour exhaustive tour of the entire operation. It certainly wasn't state-of-the-art back then, it was a dirty labor-intensive old-school factory producing engines in enormous quantity. Tied down by very restrictive labor rules, and certianly no place to work if you had any kind of education. I remember talking to one worker whose job it was to drop cylinder head bolts thru the head into the engine. That's it - 30 years of that and retirement on the horizon. An example of everything that was wrong with the North American industry back then.

Since that time there has been considerable investment by GM and the plant is a very different place to work, producing products with near world-class manufacturing methods. Stil shackled by the union, but with far more realistic and far less restrictive rules. And a far better place to work, with signficantly increased potential for education and advancement. It's good to see GM making the investment.

New Blog on my site: 2010 Ford Boss Engine

Thu, 11 Jan 2007 14:04:15 GMT

Well, not new, as I've been blogging about the 2010 Ford BOSS V-8 engine (previously code named Hurricane) since December 2004.

This on-again and off-again project is finally ON as part of the Ford Way Forward plan.

Not much is officially known about this engine: the brand name is BOSS, it will debut shortly after the debut of the 2009 F-150, and it will also be used in the redesigned Mustang (~2010). References are already being made to it in the 2009 F-150 program by Ford, as well as by suppliers.

Unofficially, this appears to be both the truck and the performance V-8 going forward. The modular engine is IMHO old, tired, and already extended past viability in 5.4 liter form. I suspect we'll continue to see 4.6 and 5.0 liter variants... and that the 5.4 in trucks will be replaced by the BOSS 5.8. Performance variants will be 6.2 liters in displacement.

In any case, as we see more information on the 2009 F-150 (perhaps a concept in April at the New York show??) we will learn more about this engine. I'm looking forward to seeing some in-depth architectural discussion and imagery of it.

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Use the "Blogs on this site" area to the left to read the blog, and the orange RSS symbol to subscribe to it.

Use either the "Prior posts by Title" area to the left to explore past postings. As of this date, there are 13 past posts referencing the BOSS engine.

AutoWeek: Valeo Camless Engine Technology

Fri, 22 Dec 2006 11:59:07 GMT

AutoWeek reports new details on the work Valeo is doing to sell its camless (lectronic actuation) engine technology to automakers, and reaction to that by BMW.

Good news: although the technology isn't ready yet, Valeo claims it will be offered in just a couple of years.

Engines: VQ35HR in Infiniti G35 Sedan

Sun, 03 Dec 2006 12:39:49 GMT

Infiniti G35 Sedan, VQ35HR engine.

Ignore the heavy duty red/black wire to the left - this is power for the auto show so that instruments and the nav system can be run.

At first glance, the engine compartment is very similar to the previous gen G35s and 350Z. Updates include the symmetrical intakes, and there is a new and very different intake manifold underneath the cover as well. Speaking of the cover, I'd like to find one of these engines mounted for display, and cutaway to show it's features. The engine is 80% new and is much improved over thew prior generation (of course, the prior generation probably the best V-6 in the world for the past 10 years). Significant structural updates prepare for the 500+ HP GT-R engine in 2008.

When the 2007 350Z is introduced in January, this engine will be standard. It will also be found in the upcoming 2008 G35 coupe. Variations of it are also found in several Nissan FWD cars and crossovers.

The pictures are of a new bas em odel G35 sedan (every model is actually identicla under the hood). Of interest here is the dual-path intake system. It's well done and undoubtedly flows enough to support the breating requirements of the engine. You'd probably look at this and think "cold air intake" (2), but there may be only a little to gain there and you'd still have to deal with underhood heat. So unless some other power-adders require considerably increased airflow, this is probably one system that can be left alone. If those power-adders include a twin-turbo system, then enthusiasts will find this system tailor-made for that. I'm looking forward to that the aftermarket will offer, once it catches up.

Magnum SRT-8 as preview for Challenger

Sun, 03 Dec 2006 12:20:28 GMT

Given the shortage of actual & valid news on the upcoming 2008 Challenger, here are a couple of shots of the engine in an SRT-8 Magnum. Since the chassis will be the same, these shots should be a valid preview. The Hemi is a tight fit in the engine compartment. The addition of a supercharger, for example, would be a challenge.

Ford Performance Vehicles - Australia

Fri, 27 Oct 2006 11:52:32 GMT

I've covered the Ford Performance Vehicle (FPV) products from Australia before and it remains a favorite part of the Ford world for me. Here's a line of Falcon-based vehicles offering both a twin-turbo inline 6 (native to Australia) as well as a naturally aspirated 5.4 DOHC V-8 (basically sourced from the USA but locally assembled and spec'd). The 6 makes more torque than the V-8.

And unlike FPVs crude cousin in the states (the Mustang work done by the former SVT), these cars are completely equipped: handling suspension, double-wishbone front suspension, IRS, Brembos, 6-speed (auto or manual), good sport seats. Even the option of 6-piston Brembos. A truly complete car, performing all-around (rather than to a single test - straight line - as in the 'states). This is a car that even in non-FPV form doesn't require excuses ( such as this one ).

The link is a video introducing the engine.. I selected it because it shows the tubular headers on the engine. What I don't have - and have never seen - is an image of the unique intake manifold. It was designed in Australia and is produced there. It's not the usual 5.4 intake, and it's not the Cobra-R unit. Does anybody out there have a link to a picture?

FPV has an extensive and well-done website: http://www.fpv.com.au Note the screensavers and merchandise - I've even ordered FPV shirts and had them delivered right to my home in the 'states. I'll guarantee that you don't see too many Ford fans in the 'states walking around in an FPV shirt!

What does the future hold for FPV? We do know that we'll never see this particular car in the United States (has anybody here imported one?). We may see it's replacement, we know the Australians plan to export the upcoming all-new replacement for this car outside of Australia (but it has not been said where). It would be nice to replace the absurdly decrepit Crown Vic with this car, as well as the stone-age Mustang platform. One can only hope.

You may also have been following the recent Holden announcements. GM's equivalent to this car will be coming to the United States - GM will announce it and show the car at the Chicago Auto Show in a couple of months. With a 400-HP 6-liter V-8 and choice of transmissions (and a rear IRS), it'll be in a unique place in the market. And unlike the rediculously out-dated chassis of the last Pontiac GTO, this time the care is all-new and purpose-built (no more Catera parts!).

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Reference: engine headers. Note the lack of restriction, and the inferred width of the engine compartment.

Fake hood scoop on the Z06

Wed, 25 Oct 2006 21:36:45 GMT

I read an article the other day about automotive styling that said fake scoops were one of the worst styling features to be found. I couldn't agree more. Here, for your pleasure, is the fake scoop on the 2007 Z06. It does absolutely nothing... you'll note it's barely open to the air... and that it delivers the air well past the air intake and filter element (sealed together).

This joins the hall of shame with the last Camaro SS and Firebird WS-6 - whose prominent hood scoops had absolutely nothing to do with engine air intake.

new site: Hemi.Com

Fri, 22 Sep 2006 11:31:54 GMT

DaimlerChrysler's new Hemi Web site features 80 percent more images than the previous version and includes a section dedicated to answering the question, "What is a Hemi?"

Nissan Performance magazine finds a G35 sedan prototype

Fri, 22 Sep 2006 11:11:39 GMT

And capitalizes on the find by providing some unique pictures and commentary. A worthwhile read for Nissan fans with some new engine details.

However, IMHO they screwed up - there aren't any pics of the front suspension. We know it's changed in the new model, but we don't yet know how. Or - very important point - if it has camber adjustment.

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