23rd Vienna International Motor Symposium 25 and 26 April, 2002

Organizer: Hans Peter Lenz

1. Introduction

2. Opening

3. New Gasoline Engines

4. New Engines

5. Future Engine Concepts

6. Optimization / Simulation

7. Drivetrains

8. Acoustics

9. Engine Concepts

10. Gas Exchange / Mixture Preparation

11. Lowest Emission Concepts

12. Exhaust Gas Aftertreatment One

13. Exhaust Gas Aftertreatment Two

14. Supercharging

15. Development Strageties from a global Perspective

(Invitation to the 24th. International Vienna Motor Symposium 2003)

As in previous years, the Vienna International Motor Symposium which took place at the Imperial Palace in Vienna on April 25th and 26th, 2002 began and ended with joint plenary meetings at which outstanding experts discussed topics of general interest. After the opening session, two parallel sections were held, in which technical papers were presented under the chairmanship of Prof.Dr.Hans Peter Lenz of Vienna University of Technology, and Prof. Dr. Rudolf Pischinger of Graz University of Technology. All lectures and discussions were interpreted simultaneously into the conference languages German and English.

In the opening plenary Dr.Ferdinand Piech was awarded the title of honorary professor of Vienna University of Technology.

1 Introduction
 

In his welcoming address, Prof. Lenz, the organizer of the symposium, pointed out to the audience of 1,000 participants that once again interest in this event had been so keen that the conference had been fully booked within a few days of the program being sent out, and the organizers were unfortunately forced to reject numerous applications. Nevertheless, approximately 50 students were sponsored by the automotive industry and were thus able to attend the conference.

 Fig.1:

The handing over of the document conferring the title of honorary professor of Vienna University of Technology upon Dr. Ferdinand Piech constituted the highlight of the opening session, Fig.1.
 

Paying tribute to Prof.Piech for making available the abundant wealth of his experience to Vienna University of Technology, Prof. Lenz remarked “We can learn a lot from the genius of Prof.Piech”.

 Fig.2:

After the joint opening plenary, two parallel sessions were held, Fig.3 and Fig.4, in which technical papers were presented under the chairmanship of Prof.Lenz, Fig.5, and Prof. Dr.R.Pischinger, Fig.6. All lecturers and discussions were interpreted simultaneously into English or German. Close-up of the discussion projected onto the screen.

 Fig.3     Fig.4     Fig.5     Fig.6 

An extensive exhibition of new engines, components and vehicles was an additional attraction above and beyond the lectures, Fig.7 and Fig.8.

Upon the invitation of the Mayor of Vienna, the conference participants spent a pleasant evening at a typical Viennese wine tavern.

2 Opening
 

Fig.9

The first plenary lecture was given by Dr. Bernd Pischetsrieder, Chairman of the Board of VW, on the topic of “Global Companies, Local Markets, Individual Customers”, Fig.9.

 Fig.10

Prof.Lenz expressed his gratitude to Dr.Pischetsrieder for his willingness to present his ideas to the conference just one week after having assumed his new function. Dr.Pischetsrieder, Fig.10, explained that the title of his lecture could also be rephrased as a question, namely "How can companies operating internationally achieve lasting success worldwide?“ He then analyzed the mechanisms of globalisation:

•  In the past, man sought to acquire raw materials or products which were essential to his survival.

•  Subsequently products were developed which were not indispensable for survival, but which made life easier.

• Today customers have the option to choose a product with superior features, image or design from a wide range of products having the same basic use.

•  Products and services are available in abundance.

•  Services have come to play an ever more vital role in securing long-term customer loyalty.

Fig.11

The title of the second report in the plenary was "The Truck of the Future – State-of-the-Art Technology for Improved Safety, Economy and Environmental Friendliness“. It was presented by Dr.Georg Pachta-Reyhofen, Board Member of MAN Nutzfahrzeuge AG, Munich.

The lecturer pointed out that trucks will continue to play a predominant role in goods transport in the distant future, Fig.11.  On the basis of integrated communications and information systems as well as company-specific telematics applications, trucks will form an integral part of transport networks and thanks to their cost-effectiveness and flexibility will remain superior to other modes of goods transport. High-performance computers and co-ordinated driving assistance systems will facilitate the task of drivers and thus make an essential contribution to improving active safety. Vehicle-to-vehicle or vehicle to command centre communication opened up new perspectives for coupled truck transport systems, Prof. Pachta explained. However, this goal could hardly be reached without creating an appropriate infrastructure. In the lecturer’s opinion, the internal combustion engine will remain the dominant drive unit for trucks – especially in long-distance freight transport.

 Fig.12

The third lecture in the plenary was entitled "Intelligent Simplicity – Follow up” and presented by Prof.Dr.Fritz Indra, GM Powertrain, Executive Director Adavanced Engineering, Fig.12. The speaker gave an update on the lecture he had presented two years ago, which had caused quite a sensation at that time.

While all car manufacturers were striving for an effective reduction of fuel consumption rates for gasoline engines as well as other engine types, within the past two years a surprising change had occurred in the approach to direct injection for gasoline engines.

At first, direct injection for gasoline engines had seemed to be a relatively simple matter. This had initially given rise to some hasty forecasts and prompted some suppliers to make pre-mature investments, the speaker explained. In the course of the development for series production, however, difficulties had arisen with regard to sensitive lean burn combustion, exhaust gas aftertreatment and long-term stability, so that the targets originally set for costs, benefits, consumption rates and the introduction on the market proved unrealistic.

Other companies had opted for another approach by focusing on the simpler and more cost-efficient method of making the valve lifting mechanism more flexible. This approach offered the dual advantage that this technology could be applied globally and used in virtually all engine types and sizes, the lecturer pointed out.

Flexible valve lifting mechanisms, of course, resulted in higher complexity of gasoline engines. But as this technology could be applied worldwide, it offered the advantage that overlapping development efforts for different countries could be avoided. Another advantage resulted from the fact that engines using this technology did not require sulphur-free fuels and thus despite the sophisticated mechanical system required this approach was preferable to direct-injection gasoline engines which called for expensive exhaust emission aftertreatment. Hence today automotive engineers had to look into possibilities of making the mechanical parts of gasoline engines more flexible. This represented a simpler alternative to DI gasoline engines, the speaker explained. Reporting on current fundamental considerations and development trends, Prof. Indra also quoted specific examples to illustrate the pros and cons of intelligent simplicity.

3 New Gasoline Engines

The lecturer pointed out that the new 2.01-4V FSI engine was the first representative of a new generation of AUDI engines. It was characterized by uniform torque curves at a maximum of 200 Nn, had a power of 11 kW and showed highly dynamic behaviour, the lecturer explained.

In combination with an entirely new 4 V cylinder head specifically designed for the parameters of SI engines, for the first time an exclusively air-guided combustion procedure had been devised for stratified lean-burn operation.

A number of other concepts had also been newly developed for the AUDI FSI technology, such as continuously controlled in-cylinder charge motion and a mass-flow controlled single-piston high-pressure fuel pump.

The exhaust gas treatment systems of future AUDI FSI vehicles will also be equipped with a newly designed N0x sensor with direct CAN connection as well as an innovative exhaust gas cooling unit.

The lecturer explained that new engine management functions assured highly efficient and sustained exhaust gas after-treatment.

The technologies presented in this lecture were base components which would be used in different combinations in future AUDI engines, thus constituting the basis for a new engine generation, the speaker concluded.

Dr.-Ing.K.Bruchner, Dipl.-Ing.R.Klein, Ing.M.Mürwald, Dipl.-Ing.A.Pietsch, DaimlerChrysler AG Stuttgart: ”The new Mercedes-Benz Four-Cylinder Supercharged Gasoline Engine M 271 for the C, CLK and E Classes“:
 

The introduction of Mercedes-Benz’s new C class represented a further evolution of the well-known four-cylinder gasoline engine M 111 with mechanical superchargers being used on a broader basis in this vehicle segment.

The next logical step would be taken with the launching of the new four cylinder gasoline engine M 271, in which the advantages of mechanical supercharging would be exploited more consistently.

 It had been possible to reach these development goals by means of the following technology: 

• Downsizing to a 1.8 l base engine

• Continuous camshaft timing on the intake and outlet side

• Lanchester compensation

• Compact engine gearbox assembly in rigid, light-weight aluminium crankcase

• By omitting a suction version, the turbocharger and the air ducts can be integrated in an optimum manner

• The design of the cylinder head permits the manufacturing of both versions (KE/DE) on one transfer line, so that a flexible response to market requirements is possible.

The combination of downsizing and mechanical supercharging created ideal prerequisites for achieving maximum driving pleasure, convenience, and fuel economy.

Dipl.-Ing.B.Heil, Dipl.-Ing.Ch.Enderle, Dr.-Ing.G.Karl, Dipl.-Ing.P.Lautenschütz, Ing.M.Mürwald, DaimlerChrysler AG Stuttgart: "The New Supercharged Mercedes-Benz DI 4 Cylinder Otto Cycle Engine M 271“:
 

The specific challenge in developing DI gasoline engine consisted in conceiving a combustion process which had sufficient robustness and an emission quality that permitted large-scale series production. The lecturer dealt with the individual lsteps in the concept phase and described the method used for selecting the optimum combustion procedure.

He also explained the different steps taken in the implementation of the overall concept.

The exacting demands made upon the new engine, he pointed out, required a specific design and technology of the exhaust system:

• Air-gas insulated exhaust manifold with integrated front-end catalyst

• Adjustable cooling section upstream of the N0_x storage catalyst

• Control function by means of an N0_x sensor.

The speaker reported that this DI engine, which was based on the new M 271, further lowered the fuel consumption rates of the port-injection engine without impairing convenience. This concept would be applied to a single standard model in the Mercedes-Benz passenger car range, as well as to other models, the lecturer concluded.

4 New Engines

Audi’s V engine strategy relied on a new base engine concept which constituted the platform for a whole generation of reciprocating gasoline and diesel engines, the lecturer explained.

As regards the compactness of these engines and especially their overall length, this concept had established new benchmarks for reciprocating engines.

The speaker pointed out that this compactness had been achieved both through a space-saving arrangement of components and an innovative drive for all auxiliary and secondary units. These units, which are staggered on the left side of the engine, are driven from the rear side of the engine by means of a combination of chain, sprocket module and plug-type shafts.

Thanks to a two-stage camshaft drive consisting of three chains arranged on the flywheel end, the overall length of the engine has been further reduced.

The lecturer emphasized that the basic concept applied to the entire engine family generated synergies in the development, manufacturing and purchasing of suppliers’ parts, which led to major cost reductions. By shortening the overall length of the engines (by 52 mm in case of the V 8 gasoline engine) a number of advantages could be gained in terms of packaging, vehicle weight and design, which resulted in improved driving dynamics and higher fuel efficiency, thus heightening customer benefits. Compact engines constituted a solid basis for developing improved pedestrian protection systems in the future, the lecturer concluded.

Dipl.-Ing.Hans Brüggemann, Dipl.-Ing.Ralf Binz, Dipl.-Ing.Wolfgang Fick, Dipl.-Ing.Karl-Heinz Hoffmann, Dipl.-Ing.Rolf Klingmann, Dipl.-Ing.Dirk Naber, DaimlerChrysler AG, Stuttgart: „Dieselengines for the New E-Class (W211)“:

The Mercedes-Benz diesel engine series which had been completely redesigned in the course of the introduction of the new E class was characterized by higher driving performance, improved convenience and lower exhaust gas emissions, which could be brought down still further to meet EV 4 standards, the lecturer stressed. He pointed out that Mercedes had reached the ambitious goals it had set itself by applying state-of-the-art technology, especially to the injection system.

The speaker explained that in the development of these engines the engine parameters noise and convenience, which were particularly relevant to customer satisfaction, had received special attention. Second order mass balancing for the 4 cylinder engine, the use of various resonators and reinforcements in critical zones where noise is generated and an injection concept with dual pre-injection, together with large, sound-proofing covers over the engine, contributed significantly to noise emission control, the lecturer reported.

Dipl.-Ing.Michael Schittler, Dale Allemang, Mark Bara, Dr.-Ing.Albert Flotho, DaimlerChrysler AG, Stuttgart: “The New Daimler-Chrysler In-line Engines for Heavy-Duty Trucks“:

The speaker stressed that one of the central tasks of Daimler-Chrysler’s division for engine development for commercial vehicles was to make available the best engines for vehicle versions destined for different geographical regions and manufactured by the world’s largest manufacturer of commercial vehicles, while achieving maximum synergies resulting from economies of scale.

To date, reciprocating engines had been exclusively used in Mercedes-Benz heavy-duty trucks in Europe, which had been optimized for the Actros series. The speaker went on to say that in-series engines had been developed for the entirely different cab-behind-engine truck range marketed in Brazil, which shared a large number of identical components with reciprocating engines.

In the past, the heavy-duty trucks of the Freight-liner and Sterling brands in the US had been exclusively powered by the engines of established domestic manufacturers which were not affiliated with the Daimler-Chrysler Group, the lecturer pointed out. This approach meant foregoing the joint optimisation of engines and vehicles which was a matter of course with vertically integrated manufacturers.

This was why the integration of the most important engine supplier Detroit Diesel (DDC) into Daimler-Chrysler’s Business Unit Power Systems represented a logical step ahead. At the same time, the trucks of some US makers had recently also been powered by Mercedes-Benz engines, the lecturer reported. Against this background, he subsequently described three new in-series engines for heavy trucks.

5 Future Engine Concepts

The speaker started by saying that it had been a particular challenge to develop an engine for a highly exclusive vehicle such as the new Maybach. This challenge was not only technological in nature, but had also resulted from the time horizon, as this engine had had to be developed from scratch within the short time-span of only 35 months available from concept design to the realization of an engine ready for series production.

The presentation described all phases of the engine's development, from theoretical analyses to engine design and the definition of key engine data. The speaker explained that in view of the conditions that had to be met, the 5.5 l 12 cylinder gasoline engine with biturbocharging and charge air cooling was preferable to any other alternative given the number of cylinders, capacity and supercharging technology.

Subsequently, the lecturer dealt with the specific solution adopted for biturbocharging with charge-air cooling and the auxiliary units used in the engine ”type 12/M 285“.

Aiming at maximum driving performance and responsiveness of biturbocharged engines, the tuning of the engine and the automatic transmission as well as the drivetrain design all played a crucial role. Concluding, the speaker reported on the current applications of this engine.

Dr.-Ing.J.G.Smyth, Prof.Dr.-Ing.F.Indra, Dipl.-Ing.A.Hayman, General Motors Advanced Powertrain, Michigan, USA: “GM’s Innovative V8 Concept Engine (XV8)“:

The innovative XV8 concept engine devised by General Motors showcased a number of new technologies. The goal had been to design a V8 engine with the size and fuel economy of a V 6 engine, the speaker pointed out.

The all-aluminium XV8 engine had a swept volume of 4.3 litres utilizing a three valves per cylinder combustion chamber configuration. Thanks to the air-assisted direct fuel injection system, optimum performance, fuel economy and exhaust emission levels had been attained.

Two camshafts integrated centrally above the crankshaft in the engine block, in combination with a cylinder-bank angle of 75 degrees, allowed very compact design capable of transverse installations.

The engine was designed to produce an output of 224 kW (300 HP) and a torque of 400 Nm (295 lb-ft).

Dr.Burkhard Göschel, Vorstand Entwicklung und Einkauf, BMW AG, München: “The Future Role of Drive Trains for Worldwide Premium Vehicles“:

Dr. Göschel stated that as compared to other consumer goods, vehicles were products for which acquisition costs were very high. They reflected the personality and style of the user. Since their invention, they had always fascinated people because of their design, their characteristics and market values.

The speaker emphasized that the drivetrain played a central role in determining vehicle characteristics and driving dynamics. Bayerische Motoren Werke, which, as its name indicated, was a car maker deeply committed to designing first-rate engines, was fully aware of these demands, the lecturer went on.

This lecture focused, in particular, on the principles of the BMW Group’s premium brand strategy and illustrated the specific demands made upon drive units. In addition, it described technological developments and the basic principles applied to practical drive design.

6 Optimization / Simulation

Ever more exacting demands, especially with regard to low emission levels, high volumetric power output, high torque also in the low-speed ranges and low fuel consumption rates, had called for the further development of the well-established TDI combustion procedure based on pilot injection. To this end, the main parameters of the combustion process had had to be newly matched. This report illustrated the optimization of the combustion cavity and the methods and instruments employed.

Thanks to statistical test planning and evaluation, the team had been able to reduce the number of experiments and illustrate the interactions between individual parameters. By foregoing valve cavities in the piston crown, it had been possible to increase the indicated pressure at full load by approximately 3.5% in the upper speed range, while particulate emissions had remained unchanged. After several iterations for optimization, it had been possible to raise the mean indicated pressure at full load by approximately 7% in the medium and upper speed ranges by using a slightly enlarged diameter of the piston bowl, and at the same time to lower No_x emissions under part load by 15% - 36% while maintaining the same levels of mean indicated pressure, specific fuel consumption rates and the soot emission level.

Dipl.-Ing.J.Hager, Dipl.-Ing.T.Gumpoldsberger, Dipl.-Ing.R.Reitbauer, Magna Steyr, Engineering Center Steyr GmbH; Dipl.-Ing.G.Mühlbach, Dipl.-Ing.(FH) T.Buchholz, Dipl.-Ing.(FH) W.Sorg, BorgWarner Cooling Systems GmbH, Markdorf: “Potential for Increasing the Fuel Economy of Trucks by Optimizing Engine Cooling“:

With the aid of numerical simulation and bench testing it had been possible to determine the extent to which fuel consumption could be reduced through optimization of the engine cooling system. The lecturer emphasized that whereas simulation permitted a rapid evaluation of different versions for higher efficiency, test bench measurements verified the reduction of fuel consumption rates. The towing vehicle had been set up on the test bench of BorgWarner Cooling Systems GmbH and measured. Any route that had been recorded in advance could be simulated. Since the simulation of a cycle was entirely computer-controlled, repeatability was much better than in road tests. The model devised for numerical simulation comprised the engine, the cooling system and major vehicle parameters, the speaker explained. In modelling the engine, special attenion had been given to its thermal behaviour and fuel consumption rates. The simulation procedure was demonstrated by way of an example and the results were compared with test bench measurements. It had been expected that lowering the idling speed of the fan and shortening shut-on and shut-off periods would result in an increase of approximately 1% in the fuel economy.

Dr.P.Nefischer, BMW Motoren GmbH; Dipl.-Ing.A.Ennemoser, AVL List GmbH; Prof.Dr.A.Wimmer, Prof.Dr.M.Pflügl, TU-Graz: “Temperature Field Simulation of the Cylinder Head Using Improved Methods for Heat Transfer Modelling“:

Under this project, which was supported by the Austrian Research Promotion Act, the approaches to modelling heat transfer from gases and coolants in the cylinder heads of diesel engines were examined. By means of measurements in a special flow channel it was possible to validate and improve the modelling of nucleate boiling in the coolant. By observing low-temperature nucleate boiling in the coolant jacket of a diesel engine it was verified that the boiling models used in the flow channel could be transferred to real engine geometries. Heat flux measurements on engine test benches had given insights into heat transfer phenomena in the combustion chamber, the lecturer reported.

These tests had, in particular, served to validate calculations elaborated by project partners using various software programmes and modelling techniques. New automated generators and combined fluid-structure temperature calculation methods had been used in the tests. As a result of these analyses, recommendations could be made for improved analysis methods.

7 Drivetrains

Dipl.-Ing.Wolfgang Hall, Dipl.-Ing. (FH) Bernhard Rastinger, Dipl.-Ing.Günter Strauß, Dipl.-Ing.Thomas Heider, BMW AG München: “The Functionality of BMW’s New Sequential Manual Gearbox 325i and 330i":

The speaker pointed out that the automated sequential gearbox, familiar from formula one and M 3, was now also offered to BMW customers in a modified design in the 220i and 325i,. The main target group were people with very sporty driving styles, who would not only appreciate the new sporty operating concept but also enjoy heightened driving pleasure and the more dynamic response in the cars’ everyday operation.

A very compact sequential gearbox had been designed, the speaker went on, on the basis of the time-tested five-speed manual transmission, which in view of the predefined parameters represented a weight-optimized solution in the model series three. Exacting quality demands had thus been consistently met, since in the design phase the decision had been taken to use a prefilled and pretested system which did not call for any additional installation or handling as compared to conventional manual gearboxes.

Dr.-Ing.J.Greiner, Dipl.-Ing.G.Indlekofer, Dr.-Ing.N.Rohleder, DaimlerChrysler AG, Stuttgart: "Powertrain Optimization for High Responsiveness and Efficiency through Modern Transmission Concepts":

By international comparison, the new five speed planetary automatic gearbox W5A 900 (internally designated as NAG-V) occupied a premium position thanks to its torque capacity of 900 Nm. The outcome of consistent further development and evolution of an existing, well-proven transmission concept, the new gearbox, together with the new biturbo engine M 285 had resulted in supreme driving performance at reasonable fuel consumption rates. Furthermore, the application of the torque converter clutch in all speeds represented an innovation which had been attained with the aid of new control functions and redesigned transmission hydraulics.

The development of new fuel economy rear axle differentials was mainly motivated by the desire to reduce fuel consumption still further. With this new transmission concept, a near-optimum cost-benefit ratio had been attained. Friction-optimized bearings, new synthetic oils and improved dragging losses in the gearbox housing had led to a significantly higher efficiency, which had a direct impact on fuel consumption.

It can be expected that an in the next few years a new development will take place, resulting from the competition amongst new manual and automatic transmission concepts. It is obvious that the trend towards widely spread six speed automatic transmission systems will persist and that after their introduction in luxury class cars, these units will also gain ground in the lower class passenger car categories.

Continuously variable transmission (CVT) and possibly also switch-on, switch-off double clutch transmission systems will emerge as serious competitors to conventional stepped automatic transmission systems in front-wheel drive applications. In order to be able to remain competitive, automated conventional manual transmission systems offering an alternative to sporty cars will have to be optimized technologically and developed further for improved torque interruption between shifting operations.

Dipl.-Ing.H.-S.Braun, Dipl.-Ing.J.Liebl, Dipl.-Ing.R.Hofmann, Ing.Ch.Schausberger, BMW AG, München: "The High Performance Powertrain for the BMW X5 4.6is":

The BMW X5 4.6is represented the top version of the successful X 5 series. It combined the off-road capabilities of the X5 4.4i with the characteristics of a very sporty on-road vehicle.

Its most important feature was the new high-performance engine. The powertrain was a redesign of the proven V 8 engine of the X5 4.4i. The engine capacity had been increased from 4.4 litres to 4.6 litres. The piston, camshaft, crankshaft, intake section and exhaust system had been revised and the engine management modified. As a result of all these measures, the engine power had been increased by 21 per cent from 210/286 kW/HP to 255/347 kW/HP. The maximum torque had been raised from 440 Nm to 480 Nm. Thanks to the specially tuned fixed-speed automatic gearbox featuring steptronics, the performance potential of the engine could be utilized in all speed ranges. In addition, a new, extremely sporty gearshift mechanism had been designed.

8 Acoustics

Dr.M.Lewis, Siemens VDO Automotive, Auburn Hills, MI, USA: "Vehicle Engine Sound Design Based on an Active Noise Control System":

A study had been carried out to identify the types of vehicle engine sounds that drivers prefer while driving in different locations and under different driving conditions. An active noise control system monitored the sound at the intake orifice of a vehicle engine’s first sixteen orders and half-orders. The active noise control system was used to change the engine sound to quiet, harmonic, high harmonic central shaped and growl. Videos were made of the roads traversed, and the sounds in the vehicle interior and the vibrations of the vehicle floor pan were binaurally recorded. Jury tapes were made up for day driving, night-time driving and day-time driving in the rain for each of the sites. Jurors used paired comparisons to evaluate the vehicle interior sounds while sitting in a vehicle simulator that replicated videos of the road traversed and binaural recordings of the sounds in the vehicle interior and the vibrations of the floor pan and seat.

Prof.Dr.-Ing.Ulrich Bernhard, Dipl.-Ing.Gerhard Herrmann, Dipl.-Ing.Gerd O.Schmidt, Adam Opel AG, Rüsselsheim: "Powertrain Definition for Opel’s Brand Sound with due Regard for the Vehicle Portfolio":

As western societies evolved, consumers’ emotions had come to play an ever greater role in buying a car.

In addition to the classical instruments used for attracting customers, such as design, a number of other elements that heightened emotions, such as brand sound, were employed today to arouse costumer interest and enthusiasm.

On the one hand, the task of acoustics engineers consisted in meeting the varying expectations associated with individual driving styles. On the other hand, the sound characteristics should be shaped in such a way that some elements could be perceived as typical of the specific brand, while others would have to correspond to the market positioning of the individual types of vehicles.

Dr.Martin Pflüger, Dr.Alfred Rust, Dipl.-Ing.Thomas Resch, AVL List GmbH, Graz: "State-of-the-Art and Perspectives for Computer-Aided Engine Acoustics“:

The simulation of engine noise radiation was becoming the object of increasing attention in the vehicle development process. Whereas experimental technical development work was based on many years of experience, the simulation-based approach had only been adopted to a limited extent. This paper summarized the state-of-the-art, focusing on the interfaces between engine acoustics simulations and experiments. Comparisons were made between methods and techniques which were already in use or which would soon be integrated into the development process. The current and future roles of simulation and experimention were analyzed on the basis of practical examples and potential and limits of the new technologies demonstrated.

9 Engine Concepts

Dr. W. F. Piock, Dr. G. K. Fraidl, AVL-List GmbH: “Gasoline Direct Injection without DeNox Catalyst?”:

As first-generation GDI engines had proved less cost efficient due to their need for exhaust gas aftertreatment, both second-generation GDI engines with improved emission and fuel consumption characteristics (spray guided combustion systems and homogeneous combustion systems which had hitherto not been considered a promising alternative had been attracting a greater degree of interest.

Autoignition led to a lean-burn, homogeneous combustion process and offered a level of fuel efficiency similar to that of first generation engines with stratified charge, but, thanks to reduced HC and virtually negligible NO_x emissions, did not require the cost-intensive exhaust gas aftertreatment normally needed with lean-burn combustion. However, transient control of residual gas concentration and in-cylinder mixture formation represented the major challenge of such a combustion system under realistic boundary conditions in production, making direct injection indispensable.

Downsizing combined with exhaust gas turbocharging and homogeneous direct injection represented another highly interesting alternative. The advantages offered by direct injection, such as higher compression ratios, improved mixture formation in the supercharged operation mode, better savenging in the low speed range, etc. resulted in extremely attractive driving performance and high fuel economy.

Dr.-Ing.  M.  Umierski,  Lehrstuhl  für  Verbrennungskraftmaschinen,  RWTH Aachen, Dipl.-Ing. H. Baumgarten, Dr.-Ing. J. Geiger, Dr.-Ing. P. Wolters, FEV Motorentechnik GmbH: "New Engine Concepts for CNG Vehicles“:

In response to the need for lowering CO₂ emissions caused by road traffic, natural gas was emerging as an ever more important alternative fuel. The engine concepts applied to date were mainly based on conventional gasoline engine technologies. As compared to gasoline engines, monovalent solutions significantly improved compression ratios, thus creating thermodynamic benefits.

This lecture dealt with advanced engine concepts which are aimed at making full use of the positive characteristics of natural gas. The advantage lay in the knock resistance, which made these fuels particularly suitable for supercharging. Variable compression ratios were of special significance in bivalent applications. The lecture also dealt with the potential applications of lean-burn concepts. The fuel consumption rates and emission levels of such engines had been assessed on the basis of test bench and vehicle investigations.

Dipl.-Ing. C. Friedrich, Dipl.-Ing. W. Krebs, Dr.-Ing. J. Quarg, Opel Powertrain GmbH, Dr.-Ing. P. Kapus, AVL-List GmbH: “Downsizing – A Suitable Way to More Efficient Powertrains”

High compression ratios combined with variable valve timing represented a promising concept for improving the fuel economy of downsized and supercharged gasoline engines. This concept had been analyzed on the basis of the 1 litre Opel Ecotec compact engine.

By delayed closing of the intake valves, it had been possible to reduce the knock tendency of the engine under full load. The 50 per cent mass burned fraction point had been reached in spite of the compression rate of 10.5 at full load which is usual for supercharged engines. The engine attained its maximum mean effective pressure of 17 bar at 1500 rev. per min. and had a rated output of 66 kW.

Under part load conditions, it had been possible to reduce pumping losses and increase exhaust gas recirculation due to variable valve timing. As compared to turbocharged engines with invariable valve timing, a 6 per cent reduction of fuel consumption rates had been achieved. The level of raw emissions under part load was significantly below that of turbocharged engines with constant valve timing, and corresponded to that of naturally aspirated engines with external exhaust gas recirculation.

In the New European Driving Cycle, CO₂ emissions of 140 g/km had been recorded for the Opel Astra.

10 Gas Exchange / Mixture Preparation

Implementation of these available technologies would enable gasoline engines to maintain their dominant position in the sports car segment.

Dipl.-Ing. M. Abele, Dr.-Ing. M. Lechner, MAHLE Ventiltriebsysteme GmbH: "The MAHLE Light-Weight Valve: Improvement Potential for Modern Passenger Car Engines“:

The development of light-weight static and moving engine components had become an ever more vital task of automotive engineers, as it helped to reduce engine weight and keep the overall weight of the vehicle within reasonable limits.

With the light-weight valve developed by MAHLE Ventiltriebsysteme a component had been conceived which would make a considerable contribution to lowering the weight of moving masses in modern multi-valve engines. In addition, wear on valve seat inserts and valve seats could be drastically reduced. In contrast to approaches focusing entirely on materials (i.e. ceramic valves, etc.) the MAHLE light-weight valve was produced from stamped sheet metal raw parts and was therefore less costly than conventional light-weight valves

Dr. U. D. Grebe, R. Prüfer, Opel Powertrain GmbH, Dr. P. Hofmann, M. Fitl, D. Weissenberger, TU Wien: "Port Deactivation: The Intelligent Way to Reduce Fuel Consumption in Small Gasoline Engines“:

Technologies conceived with a view to reducing fuel consumption would have an impact only if consumers were willing to buy them. Especially in the compact car segment, consumers only accepted technologies with a reasonable cost-benefit ratio.

In four-valve engines port deactivation represented a simple method for raising the tolerance of exhaust gas recirculation without impairing engine performance under full load. In the European Driving Cycle it had been shown that the fuel consumption of compact cars could be lowered by three to six per cent with the aid of port deactivation. The proven port fuel injection and three-way catalytic converter technology could be applied simultaneously.>

In gasoline engines below 1.6 litre displacement, gasoline direct injection in stratified charge operation accounted for approximately 80 per cent of the fuel reduction potential, while additional production costs amounted to less than 20 per cent.

For this reason Fiat-GM Powertrain consistently used port deactivation in the further development of small gasoline engines.

11 Lowest Emission Concepts

With a view to meeting the standards under the new ZEV legislation, the Volkswagen Group would be presenting this concept for the first time in the North American market in the form of the 2.0 l – 2V engine in the SULEV (Super-Ultra-Low-Emission) category. In addition, Volkswagen had optimized both the engine and the vehicle by means of ZeroEvap design measures. In order to be able to satisfy the much more stringent requirements with respect to endurance and low emission levels in the long run VW had revised the engine, modifying the combustion chamber, the piston, the cylinder head and the oil circuit. The cylinder linings were finish-machined.

In addition to optimizing the raw emission behaviour of the engine-gearbox unit, modifications had also had to be made to the exhaust system. A new catalyst with two monoliths, together with ultrarapid catalyst heating and three lambda probe cascade control assured maximum efficiency of exhaust gas conversion.  The underfloor position of the converter had been retained with a view to attaining stable conversion over the life of the engine.

The new engine management system with significantly improved computing capabilities performed an accurate control of all critical cold-starting and transient state processes in order to assure low emission levels. A major portion of the computer time had been devoted to new and very extensive diagnostic functions.

Dr.-Ing. K. Müller, Dr.-Ing. H. Lüders, Dr.-Ing. M. Dürnholz, Robert Bosch GmbH, Stuttgart:"The Interaction between Fuel Injection and Emission Control Systems as Key Elements in Lowest Emission Diesel Engine Concepts“:

In all probability, given the present state-of-the-art the emission standards stipulated under EURO IV would not be attainable without a simultaneous particulate and NO_x aftertreatment, especially not for heavy-duty vehicles.

Modern injection systems, combined with high-performance engine management, would make it possible for automotive engineers to respond adequately to the specific requirements of exhaust gas aftertreatment systems. The lecturer described the potential of, and alternative solutions to, exhaust gas aftertreatment with due regard for injection systems, and illustrated mutually limiting parameters. Dr.Müller emphasized that an optimized interaction between the injection system and emission control was a prerequisite for meeting the most stringent emission standards for diesel engines. Any compromises regarding he performance of injection systems or engine components were inadmissible in this context, the speaker concluded.

Dipl.-Ing. J. Liebl, Dipl.-Ing. R. Hofmann, Dipl.-Ing. Th. Melcher, BMW AG München: "BMW’s SULEV (PZEV) Concept – Emission Reduction without Compromises“:

Besides Europe, the US was the most important market for BMW. In order to safeguard its success in the long run or even build upon it, it had been indispensable for BMW to develop a SULEV (PZEV) model. The current BMW in-line six cylinder ULEV engine constituted an excellent basis for further development efforts. With the 325iA, BMW had launched a SULEV (PZEV) engine that boasted a number of outstanding design and functional features while at the same time retaining a high driving performance, fuel efficiency and low emission levels. These modifications had, however, resulted in significantly higher production costs. The model 325iA SULEV (PZEV) would be launched in the US market in September 2002.

12 Exhaust Gas Aftertreatment One

Toyota had developed a compact diesel engine featuring a DPNR (diesel particulate and NO_x reduction) system which had the capacity to lower NO_x and particulate emissions simultaneously. The DPNR system was based on a common rail (CR) DI diesel engine which boasted many new technologies. It had the potential to meet even more stringent emission limits in the future.

The new catalytic converter consisted of a monolithic substrate made of ceramics and had a reduction catalyst coating for NO_x storage. The second generation CR system, high-precision exhaust gas recirculation and a high throughout volume contributed to heightening the efficiency of exhaust gas aftertreatment and ensured that the catalyst potential was fully exploited. An injector integrated into the exhaust port performed the function of lambda control. Precise management of the new systems resulted in optimum catalyst performance under any driving conditions, thus providing for simultaneous reduction of NO_x and particulate emission levels. By means of low temperature combustion and exhaust port injection, emissions were kept to an absolute minimum, with emission levels of less than 50 per cent of the EURO 4 limits. After extensive investigations of various systems for exhaust gas enrichment Toyota had opted for exhaust port injection, the lecturer explained, especially as this allowed a marked reduction in NO_x emissions and had positive effects on the combustion process.

Dipl.-Ing. W. Maus, Dipl.-Ing. R. Brück, Dipl.-Ing. F. W. Kaiser, Emitec GmbH, Lohmar: "Advanced Diesel Passenger Car Exhaust Gas Aftertreatment; Potential for Lowest Emission Limits“:

The lecturer pointed out that the US market, which was a major outlet for diesel engines, still remained inaccessible to European manufacturers because of the more stringent emission laws in force there. By comparison to cars with gasoline engines, passenger cars powered by diesel engines were subject to less rigorous standards in the EU, and limit values under the new EURO 4 emission legislation still remained below the US level. Especially with a view to exporting diesel technology which had been conceived in Europe, discussions were underway concerning the introduction of new legislation on "Enhanced Environmentally Friendly Vehicles (EEV)" which would impose the same standards on all engines, the speaker went on. However, sufficient time would be needed in order to make the necessary adjustments to diesel engines. If the favourable consumption and CO2 emission characteristics of diesel engines were preserved, these would become ever more important in bringing down fleet consumption rates. Hence, the speaker went on to say, a realistic assessment of the development potential of diesel engines and the time required for modifications was indispensable.

In addition, the lecturer dealt with development perspectives in more detail, analyzed possible options for compliance with the EEV and the Californian SULEV limit values and gave a survey of innovative approaches.

Dr. E. Jacob, Dr.-Ing. N. D’Alfonso, Dipl.-Ing. A. Döring, Dipl.-Ing. S. Reisch, Dipl.-Chem. D. Rothe, MAN Nutzfahrzeuge AG; Dipl.-Ing. R.Brück, Dr. P. Treiber, Emitec GmbH, Lohmar: „PM-KAT: "The PM CAT: A Straight Solution to Reduce the PM Emissions of EURO 4 Engines for Commercial Vehicles":

As early as 2000, the NOx optimized and PM minimized engine in combination with a filterless GD CAT system (model VHRO, consisting of preoxidation, hydrolysis, SCR and postoxidation catalysts) which reduced PM and NOx emissions simultaneously, had shown emission levels that remained below the Euro 5 limit values. With an advanced GD CAT system including a partial- flow- hydrolysis CAT, a 40 to 60 per cent reduction of soot emissions had been observed using a LI2SA soot sensor (laser-induced incandescence sensor). By lowering soot emissions from the engine further, the EEV emission standards had been met.

In cases where emissions were only required to remain below the Euro IV limit value an NOx optimized and PM minimized test engine (3.0/3.3 g/kWh NOx; 0.03/0.06 g/kWh PM, ESC/ETC) was coupled to a PM CAT system, thus attaining PM values of 0.011/0.030 g/kWh (ESC/ETC).  In ESC and ETC tests direct measurements of soot emissions by means of a photo-acoustic sensor had shown a reduction of approximately 70 per cent in carbon particle emissions.

Filterless PM CAT systems consisted of a platinium oxidation catalyst and structured metallic catalyst substrates with open cells for soot storage and oxidation. The significant advantages of the PM catalyst system compared to standard particulate traps resulted from the open cell structure and the relatively low flow resistance, the selective removal of soot and the capacity to let ashes from engine lubricants pass.

PM CAT systems used in combination with PM minimized engines were capable of replacing particulate traps based on the principles of surface and depth filtration, which were known to have only limited suitability for vehicle applications.

Due to its design principle a PM catalytic converter system would result in higher fuel consumption as compared to the GD CAT system because of engine-induced NOx reduction, so that the mode of vehicle operation and/or the annual mileage driven would have to be taken into consideration when selecting the most cost-effective Euro IV concept.

13 Exhaust Gas Aftertreatment Two

At present, two competing technologies for the reduction of nitrogen oxide exhaust emissions from reciprocating combustion engines were under development. Both technologies had a NOx conversion potential of over 50 per cent. While passenger car developers were focusing on the NOx adsorber catalyst technology, SCR systems appeared to be the mere promising option for application in commercial vehicle engines.

In light-weight delivery trucks it was common practice to use engines derived from passenger car engines. In this vehicle category, however, they were required to meet the emission standards applying to heavy-duty trucks. As operation near the full load range predominated in the test cycle for trucks, the NOx adsorption catalysts designed for passenger car applications could not be used. The SCR systems designed for heavy-duty trucks therefore had to be applied to the vehicle category of light-duty trucks as well. For this purpose, however, an area-wide infrastructure would have to be built up at petrol stations in order to make available the reductant required for the SCR, such as urea dissolved in water, and the building up of such an infrastructure for the liquid reductant would call for substantial investments in the network of petrol stations. The use of a solid reductant in exchangeable cartridges, the volume of which corresponded to a mere 30 per cent of that of urea, represented a reasonable alternative. At the same time, the solid SCR system would also meet the requirements for passenger car applications. The system should be conceived for cartridge exchange intervals of approximately 30,000 to 50,000 kilometres, which corresponded to the usual oil service intervals.

Dipl.-Ing. Th. Cartus, Dipl.-Ing. R. Diewald, Dr. P. Herzog, Dipl.-Ing. Th. Strigl, Dr. R. Wanker, AVL List GmbH, Graz,: “Diesel Particulate Filter System Integration – From 3D Simulation to Production”:

The market share of low consumption diesel engine powered passenger cars would continue to grow in the future, as from today's perspective the commitment made by the ACEA to bring down CO2 emissions to 140 g/km by the year 2008 would in all probability only be achievable if diesel engine powered vehicles were to make up roughly 50 per cent of the total vehicle population by that date. If this target was to be met, stringent future emission standards would have to be observed, which certainly did not appear possible without suitable exhaust gas aftertreatment. In addition to the need for continuous lowering of the raw emissions of diesel engines, the main challenge facing automotive engineers consisted in the development of exhaust gas aftertreatment systems ready for series production.

At present, diesel particulate filters (DPF) were considered as the preferred version of exhaust gas aftertreatment options, because on the one hand they reduced particulate emissions by some 90 per cent and on the other their general suitability for series production had been demonstrated with the launching of the PSA system.

The lecture illustrated the steps necessary for the integration of a DPF in a drivetrain with the objective of series production. The development process described comprised such phases as system layout, simulation and development, as well as calibration.

Dr. rer. nat. O. Bechmann, Dr. Ing. St. Carli, W. Engeler, Dr. rer. nat. T. Garbe, Dipl.-Chem. G. Lach, L.  Ryan (M.S.), Dr. rer. nat. K.-P. Schindler, Volkswagen AG, Wolfsburg: "Particulate Emissions and Their Measurement in Practice: Today and in the Future":

Before the methodology of particulate measurement could be discussed, it was first necessary to understand how particulate matter is generated and which parameters could be used for its measurement, the lecturer emphasized. He then defined the minimum requirements for particulate measuring techniques. An in-depth analysis of 22 measuring methods had shown that only the gravimetric measurement method could be directly calibrated, the speaker explained. The MassMo, Li2SA(EC) light scattering and QCM methods could be calibrated indirectly using gravimetric or coulometric procedures. To date, none of the currently available particulate matter or surface area measurement methods were capable of calibration. Furthermore, the repeatability, reproducibility and reliability of measuring methods represented a major hurdle in the certification of most of these techniques.

Hence the state-of-the-art measuring technology merely permitted a qualitative assessment of particulate numbers and size distribution, but failed to produce an accurate quantitative definition of these parameters. By choosing appropriate testing conditions, particulate numbers could be manipulated at will. In principle, any new measurement method would have to meet the same quality criteria as those applying to the current procedure used for the assessment of particulate emissions. Accordingly, a further development of the gravimetric measuring technique appeared to hold the most promising perspective for the future.

14 Supercharging

The proportion of turbocharged engines in the vehicle population was rising every year. The overwhelming success of turbocharged engines could mainly be ascribed to the ever more stringent emission standards that have to be met under the current and future exhaust gas legislation, and to the significantly higher fuel economy of these engines. With the aid of new turbo-charging concepts, driving pleasure could be guaranteed despite downsizing. The lecturerer described the development of new boosting systems, such as two-stage turbo-charging, the eBooster® or variable turbine and compressor geometries. The lecturer illustrated the simulation techniques applied by BorgWarner Turbosystems (BWTS) as well as engine performance simulation and conceptual fluid dynamics (CFD) on the basis of the aforementioned turbocharging systems and compared the findings of simulations with actual test bench results. Turbocharger manufacturers, who today were emerging ever more clearly as system developers, were now taking on additional tasks in engine development such as computing catalytic converter inlet conditions and gas exchange, as well as exhaust-manifold and turbine housing integration.

Dr.-Ing. M. Rechs,   Prof. Dr.-Ing. R. Menne,  Dr.-Ing. U. Tielkes,  Dipl.-Ing. B. Pingen, Ford-Werke AG, Köln: "Torque Boost – Higher Torque and Fuel Economy in Real World Driving“:

The potential of downsizing concepts was increasingly seen as a promising alternative, especially in combination with turbo-charging. However, additional technologies would have to be employed to enable full advantage to be taken of this potential. These included variable compression ratios, electrically assisted turbochargers and crankshaft starter alternator systems.

Another approach consisted in applying the boosting process in order to raise mean effective pressure substantially while increasing power output only moderately. In addition to improved driving performance, this approach allowed a significant reduction in fuel consumption, especially in gasoline engines with homogeneous direct injection. Owing to the high compression ratio, specific fuel consumption remained virtually unchanged under part load. As compared to supercharged engines with port injection, a sharp reduction of fuel consumption could be achieved at full load because of the much lower knock tendency, which permitted optimum ignition timing over a wide speed range.

This concept offered the particular advantage that lower fuel consumption rates had not only been recorded in test driving under the New European Driving Cycle (NEDC), but had also been attained in real world operation. Even when driving on highways, this engine showed superior fuel economy as compared to a naturally aspirated engine of the same rated power.

M. Verschoor, Vice President, Worldwide Engineering and Technology, Dr. S. M. Shahed, Vice President Technology, Garrett Engine Boosting Systems, Torrance, CA, USA; Eng. P. Barthelet, Eng. J. Allen, Garrett Engine Boosting Systems Thaon-les-Vosges: “The Impact of Electrically Assisted Boosting on Engine Downsizing and Fuel Economy“:

Data for production gasoline vehicles had been analysed with a view to comparing the performance of turbocharged and non-turbocharged engines. In these analyses, data sets from the model year 1992-93 and from the model year 2000/01 had been used. It had been demonstrated that turbocharged engines which had been downsized by 50 per cent produced the same power as unturbo-charged engines, and that smaller engines consumed up to 10 per cent less fuel. In addition, it had also been shown that a single base engine could cover a wide performance spectrum when turbo-charging was progressively increased.

Similar analyses of diesel-engine vehicles had demonstrated that technologically advanced diesel engines surpassed the specific torque capability of gasoline engines while showing a 50 per cent lower fuel consumption. Further improvements in fuel economy and driveability could be attained by means of electrically assisted boosting systems  (EBS). With the aid of EBS, air charging and hence also torque could be increased on demand so that a further downsizing of engines appeared feasible. The lecturer also described improvements made to assisted turbochargers.

15 Development Strategies from a Global Perspective

Fig.13

  Fig.14

The final plenary, Fig.13, started with a lecture by Prof. W. Bockelmann, Chairman of the Division for Technology Development, Volkswagen AG, Wolfsburg, Fig.14: "Contribution of a Brand to the Development of a Global Group":

Brand-related development efforts primarily aimed at establishing a Group's brand identity. Furthermore, they also served as meaningful contributions to a Group's overall evolution as new findings could be interchanged between different divisions and synergies created. Development mandates of the individual technological development centres within the Volkswagen Group were carried out by relying on existing intra-Group research capacity and on the exchange of expert experience.

This approach gave the Group additional strength, as many competent and experienced engineers working in different locations throughout the world made their individual inputs by contributing their ideas and co-operating. A host of findings and experiences resulting from different situations and specific regional characteristics were given consideration in internal strategy meetings, in an effort to bring about a significant improvement in product maturity. This was an exciting process which was discussed from different perspectives and at different levels, thus producing balanced, well-considered results the potential of which was not restricted to the European market. Such processes could only be implemented on the basis of a strong and independent network of units that were closely integrated into the Group's development activities.

---

 Fig.15

Dr.-Ing.  Dr.-Ing. eh. H.-J. Schöpf,  Member of the Board of the Mercedes-Benz & smart Division, Mercedes-Benz Passenger Car Development, DaimlerChrysler AG Stuttgart: "From the smart to the Maybach – Drive Technology for Worldwide Applications":

The lecturer, Fig.15, illustrated how DaimlerChrysler was able to develop modern drive technologies destined for worldwide applications "in a single cast" taking into account the very extensive Mercedes-Benz product range, despite the increasingly diverse demands made upon products in the global markets:

On the basis of intensive, series-oriented technological developments, DaimlerChrysler continued to set distinctive trends in the automotive engineering industry and in its direct competitive environment.

The Group's competitiveness on the international scene rested on its market and customer-oriented products, which not only embodied innovative technologies, but were devised in swift response to market needs and manufactured in accordance with strict cost control and quality assurance criteria.

The "Mercedes-Benz“ brand was a symbol of top quality technologies and products of lasting value, and, at the same time, also stood for sparing use of the world's resources.

The synergies created formed an integral part of the Group's global corporate strategy, giving it the capacity to respond swiftly to local market needs and consolidate the leading position of its products in these markets.

DaimlerChrysler's technology strategies and the consistent pursuit of the required technology goals involved evolutionary and revolutionary developments, as was clearly reflected by its product profiles, from the smart to the new Maybach.

 Fig.16

Dr. H. Demel, Presidente Volkswagen do Brasil S.A., Sao Paulo: "Vehicles and Engines for Different Continents“, Fig.16:

Today, a wide range of passenger cars and engines was on offer. The technical features of these varied widely, depending on the country or continent in which they were marketed or used.

The developing countries were set to emerge as the main sources of growth. By the year 2020, the vehicle populations in the industrialized countries and the Third World should be the same.

This meant that car manufacturers

1.)       must seek to improve their understanding of the 85 per cent of the world population that accounted for a mere 21 per cent of the global GDP;

2.)        must temporarily shift the focus away from the rich countries in order to concentrate more strongly on the parts of the world where the per-capita income averaged US$ 3,000 annually or even fell short of this mark.

Accordingly, the per-capita number of vehicles in these countries was very low.

The income distribution in the population did, however, show that the affluent 20 to 40 per cent must be considered as potential customers for new cars.

The rich inhabitants of any country, including China, India, and Brazil, would always be in a position to afford imported luxury and top-class vehicles. Therefore, it made good sense to produce the Audi A6, the Passat and the Bora in the longer versions required in specific countries, because on the one hand import levies on complete vehicles were very high and, on the other, the volume of new vehicles delivered to private individuals remained relatively low. The VW Group had just launched the Polo in China in order to broaden its modern product range in the lower vehicle categories, while at the same continuing to manufacture large volumes of two Santana models for lower income customers and fleets, including taxis, for example.

In the automotive industry, Brazil had emerged as the number one battleground. Over the past four years car makers' losses had totalled approximately 5 billion Euro. The root causes of this dilemma could be readily explained. After several years of double-digit growth which lasted until 1997 the capacity of the five vehicle manufacturers which had traditionally produced their vehicles in Brazil had been fully utilized, thus prompting these companies to invest heavily in capacity expansion and products. At the same time, other vehicle manufacturers had been so inspired by the continuous five-year growth that eight of these companies began to invest in capacity build-up and product development there.

What were the consequences? The retail price of new vehicles sold in Brazil averaged US$ 7,100-. Thus 75 per cent of all new vehicles marketed in Brazil sold at a retail price of less than US$ 10,000, which roughly corresponded to the price of the Polo for first-time users in Germany.

This regional development was not a singular phenomenon. The market end price mix in India resembled that of Brazil to quite some extent.

Hence costs played a much more significant role in these markets than in the affluent countries.

Conference Report
 

All lectures are contained in the VDI research reports, series 12, nr. 490, volumes I and II, and attachments and can be obtained from the OEVK (Austrian Association for Automotive Engineering).

Invitation

The 24th VIENNA  INTERNATIONAL MOTOR SYMPOSIUM will be held at the Imperial Palace in Vienna from May 15 to May 16, 2003

I should like to take this early opportunity to invite you to participate in this conference. In view of the large number of participants expected, we recommend that you apply at your earliest convenience once the programme has been announced on the Internet in December 2002.

Österreichischer Verein für Kraftfahrzeugtechnik (ÖVK)

Internet: http://www.oevk.at

Email: info@oevk.at