CGI Propels Diesel Engine Designs Forward

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SkyPup

Guest
Super Nice educational read on the lastest developments in turbodiesel engines!!!


Over the past five years, diesel engines have become more and more powerful, and of course the way to make an engine more powerful is to make the combustion more severe. So they pump in more fuel, they explode the fuel at a higher pressure, and they get more performance out of the engine. As a consequence, they also get higher fatigue loads down at the bottom of the engine.

In 1997, the state-of-the-art for performance was approximately 40 kilowatts per liter; by 1999 we were up to 50 kilowatts per liter. The engines that are now being designed for release in 2004 are at 60 kilowatts per liter, and we're already involved in new development programs for 2005-2006 that are targeting 65 kilowatts per liter. So if you look at a typical two-liter diesel engine, the performance has increased from something like 80 to 120 kilowatts (105 to 160 horsepower), or by 50% in the last five years.

http://www.sintercast.com/articles/pdfs/TWST.pdf

THANKS TO WILLY!!!
 

SwimmerDave

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Thanks, SkyPup. I got the most out of page 6 where it basically said diesels in the U.S. won't take off until ULSD. The real question is whether 2004 CARB Tier II requirements will effectively kills diesels from 2004 til 2006/2007. The TDI you drive today or purchase before Tier II goes into effect will have to last you until 2006/2007, I think. This is so sad. All because an EPA study linked particulate matter with cancer. Well, you know what, exposure to the sun causes cancer, too. Why don't we just cover our cities in opaque domes !! Damn EPA and CARB got it so wrong on this one.
 
S

SkyPup

Guest
All of North America is waiting for ULSD in 2006 as it will enable the proper diesel engine technology to take care of the remaining problems with diesel emissions.

Engine technology does not advance without fuel technology, they are both interdependent on each other 100%!
 

Willy den CGI

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Location
Sweden
The main reason for the delay is the bad diesel offered in the US. With a good quality the dieselemissions can be cleaner than those from petrolengines. The high sulphurcontent is killing the new hightech highpressure injectionsystems and particularly the particletraps that are used by some OEMs. The latest hightech super-high-peak combustion pressures seems to handle the particles without traps. They are eliminating them already in the combustionchamber. With the current sulphurcontent you can say that the whole US is trapped in a particletrap.

With a decent diesel share among US cars ( like Europes 40 % ) is would save TWICE as much crude that is imported from Iraq equal to some 700.000 barrels....per day..

It might have turned out to be a much healtier way to deal with that independency problem. But somebody else knows better.

So help you God.
 
S

SkyPup

Guest
Yes, almost all of North America is in the dumps due to the crummy diesel fuel quality


It is truly a national disgrace, especially compared to the extremely high quality diesel fuel technology you have enjoyed there in Sweden for over a decade now.......


maybe by 2020 we might start to catch up a little bit.....
 
S

SkyPup

Guest
Then again, the true lack of any consumer appeal for any high economy passenger cars has alot to do with it.

Even a 2002 $2,000 tax break for purchasing a hybrid did little to raise their sales.

However, the true fact that is that the automaker makes $5,000 profit off every SUV, and up to $20,000 profit off every loaded high end SUV like a Navigator or Expedition, that shows you where the sales and marketing hype will all be pointed.
 

Weisse Bora

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All over God\'s Texas
Despite what the conditions may seem to be, marketing for the upper-crust sport ute's is very small. These models sell themselves...marketing exists for the loss-leaders, those cars sold at a loss to bolster the CAFE.

Only a fixed number of the highly desirable SUV's can be built each year in order to comply with CAFE. To raise the CAFE, more small-medium units have to be sold...but since no one want these, prices are discounted deeply, often to the point of a net loss. The "insane" profits made from the SUV's balances out this loss.

People drive what they want to, not what Detroit gives them. I remember back in the late 1970's when big families were considered trendy if they had conversion vans...having a station wagon was...well...dorky. Now a minivan is dorky...even a conversion van is that way in a sense.

Fashion. That is the real problem. Its like the 70's when bell-bottoms were in.
 
S

SkyPup

Guest
True, but now the fashion statement is a 5,000 lb SUV that gets less than 15 mpg and is the producers main profit margin.

After getting our taxes in order this weekend I noticed the Toyota, Honda hybrid tax deduction subsidy from the Feds, too bad they don't do the same for turbodiesels.
 

Biodezl

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Wait a minute. Aren't the SUV's exempt from the CAFE standards? Big Auto can sell as many SUV's as they want, no?

-BIODEZL
 

Toronto_Vento

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Wait a minute. Aren't the SUV's exempt from the CAFE standards? Big Auto can sell as many SUV's as they want, no?
Not quite. From what I understand, the automakers have to have a certain AVERAGE for the fuel economy. So, therefore sell a lot of smaller cars with good fuel economy to be able to sell a bunch of SUVs with poor economy. Damn loopholes.
 

SwimmerDave

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The "light truck" CAFE is 20.7 MPG. The "cars" CAFE is 27.5 MPG. Guess which kind of vehicle an SUV is ?

An amusing Light Truck anti-CAFE article. This is my favorite quote:

"Ongoing technological improvements may boost mpg ratings somewhat, but not nearly to the 26-28 mpg level. "

I guess this guy's never heard of diesel.
 

elanmel

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Location
los angeles
Sorry if this question is a bit off subject, but I would appreciate any ideas from this group on an idea I've been thinking about recently--would it be feasible at all to put a TDI engine in one of the new Gas-Electric Hybrid cars that are out (Prius or Civic or the soon to come out Ford Explorer)? I don't know a lot about this stuff, but couldn't a diesel hybrid get some pretty big fuel efficiency #s? Would this be at all doable--i.e., could a TDI engine "fit" any of the existing hybrid vehicles, be mated to both the electric motor and CVT transmissions in these cars, and would this be legal in CA?

I tried to post this question on this forum as a new topic, but don't seem to have the permissions to do so, so sorry if this is too far off this conversation.

Thanks,
Elan
 

AutoDiesel

Veteran Member
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Sep 23, 2000
Location
Pacific Northwest
Anything is possible. All it takes is a lot of money!

The problem is it wouldn't be legal. If the vehicle didn't have a diesel engine from the factory, it is not legal to put one in it.
 

arootbeer

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Location
Austin
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I believe you missed his point. To start the debates about the
motivations of Big Auto in the US once again, why would you
pair an inherently less efficient gasoline engine with an electric
motor, as opposed to an inherently more efficient diesel engine?

However, I believe this question has been addressed; see the thread
on the new Toyota 87 mpg diesel hybrid, also in this forum.
 

Willy den CGI

Veteran Member
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Mar 14, 2000
Location
Sweden
Another clear sign that CGI is here to stay.
Report
-

Market Development

The SinterCast System 2000 installation at the Teksid foundry in Crescentino, Italy, is being used for the
production of CGI cylinder heads for Iveco marine engines. The CGI heads, which have the same design as the
original alloyed grey iron cylinder heads, were tested during the second-half of 2002 in the demanding Italian
Carabinieri police boat application. The successful performance of the CGI heads, <font color="red"> including more than 100% </font>increase in service life, , has resulted in the cylinder heads of the entire Carabinieri marine fleet being converted to
CGI. The performance of the marine engines, which are a derivative of the standard heavy-duty truck diesel
engines, is providing valuable CGI experience to both Teksid and Iveco.

In conjunction with the opening of Ford's new Diesel Engine Centre of Excellence in Dagenham, England,
scheduled for late 2003, SinterCast and Tupy have been invited to make a CGI technology display in the lobby of
the new facility. The multimedia display will focus on the application of CGI to the 2.7 litre V6 Lion engine and
will address the foundry and manufacturing solutions for high volume CGI production as well as the technical and
environmental benefits of CGI in internal combustion engines. Together with Tupy, we are pleased to be one of
only three new-technology displays invited to the Diesel Engine Centre of Excellence, the facility that will house
Ford’s Diesel Engine Engineering Team and the production of the Lion engine.
 

Ricdude

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Apparently, the ideal engine for a gas/elec hybrid is a gas turbine engine. The "problem" with gas turbine engines is that they operate efficiently over a very small output range. They are extremely efficient at their target output, but practically useless outside of it. The great feature of standard internal combustion and diesel engines is that they operate relatively efficiently over a wide range of output. Output in this case can be correlated to engine RPM.

Now if you crank a gas turbine up to its target output, and hook that up to the electric motor/battery, you can use the engine very efficiently as an electric generator. The motor gets all the energy it needs, and the battery gets the rest. In cases of extreme acceleration, the battery provides the excess energy needed.

Of course, no one currently makes a mass-produced gas turbine small enough for a passenger vehicle application, but given a reasonable target market, it's an improvement waiting to happen.
 

Judson

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Cheyenne, WY
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2001 Jetta
Intersting. But have the fixed the turbine's tendency
to make a huge amount of noise? Perhaps at the power
levels needed to charge and recharge batteries, the
sound levels will be neglible?

Jud.
 

RiceEater

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Relative to pistons, wankels, etc., gas turbines are not as efficient, particularly in the <megawatt range. Much of the reason is that piston engines can achieve very high temperatures momentarily whereas gas turbines operate at relatively lower constant temperatures to preserve engine life. I don't believe pairing a gas turbine to a hybrid is generating as much interest as a diesel hybrid. Small gas turbines are used to good advantage for co-generation of electricity and the exhaust gases are used for heating buildings but not in vehicles.
 

Willy den CGI

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Joined
Mar 14, 2000
Location
Sweden
SkyPup.

Different CGI-engines


Check the whole page at

TEKSID

Teksid with the HQ in Italy are now prepared for international CGI-production in high volumes. The new Fiat/Opel-4 cyl-inline diesel at 1,251 cc is up left at the page. Opel got some 112 hp from that one......I think VW/Audi and others are kind of confused.

Teksid, is the world leader on the market of iron castings production in the automotive field. Since the early ninetees many experiments were performed pouring cylinder blocks and heads in CGI for a variety of applications.

Choices in the processes area assure the widest guarantees on material performances and quality. All Teksid plants, both in Europe and on the market of North America, are able to provide serialsproductions of CGI castings.


One week after buying their installation of the HighTech Sintercast 2000 CGI-equipment they sold out the entire "fleet" of worldwide aluminiumfoundrys.

Make the trend your friend..........
 
S

SkyPup

Guest
I especially enjoyed the news regarding the Land Rover CGI diesel that may make it to the USA too, thanks Willie!
 

Willy den CGI

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Location
Sweden
I think a race is on between GM, Ford and VW/Audi concerning the debute of diesels in a larger scale in the US. I also think LandRovers and Jeeps with a lot of torque will perfectly fit the US moode.

LandRover

Land Rover's CEO Bob Dover has revealed at the Chicago Auto Show that Land Rover intends to test a fleet of diesel powered V6-V8 Discoverys and Range Rovers in the United States with the goal of introducing them once low-sulfur diesel fuel arrives in 2006.
“By introducing diesel engines to Land Rover in the U.S., we could improve our average fuel economy up to 30 percent,” he said, adding that not allowing diesels in the United States is a “missed opportunity.”
Dover also echoed some of Wolfgang Reitzle's earlier statements "Aston Martin, Jaguar and Land Rover will share technology and innovation in the future and that our view continues to be that if we continue to make killer products, iconic products that customers fall in love with, we will continue to win new customers."

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New Diesels for Land Rover
First ever volume engine produced with (CGI) cylinder block
After falling behind in Europe in diesel development, Ford seems to be making up for lost time. New Ford/PSA Diesel range (intended for use in future Jaguar and Land Rovers) will jump to the forefront of diesel technology when they release a new state-of-the-art 2.7 liter V6 engine that will be the first ever volume engine produced with a compacted graphite iron cylinder block.
The use of compacted graphite iron has allowed Ford to achieve aggressive targets for engine performance, size, weight and cost that could not simultaneously be met by traditional engine materials, such as aluminum or alloyed grey cast iron. The engine satisfies Euro IV (2005) emissions requirements and, assisted by the stronger CGI engine material, has the potential to be equally compliant with Euro V (2008) legislation a job the original aluminum design reportedly couldn't do.
 
S

SkyPup

Guest
The PDA common rail engine (although with an entirely aluminum block) have the new Siemens piezoelectric injectors.
 

Willy den CGI

Veteran Member
Joined
Mar 14, 2000
Location
Sweden
There will still be many aluminium-engines but I am sure the trend is for CGI in diesels during the next decade. The CGI-material has so many win-win properties.

High injection pressure is a key element for refined diesel performance ang high injection pressure is "causing" higher peak combustion pressure.


from 2001:

Ford engineers are considering the use of compact graphite iron (CGI) for the cylinder blocks of the next generation of 2- and 2.4 litre Duratorq diesel engines built in Dagenham. Duratorq engines feature in Ford Mondeo and transit vans. CGI is a new and special grade of iron that Ford has just selected as the material for cylinder blocks of the new V6 Lion engine to be build at Dagenham from 2003. The metal is particularly stiff and strong, with a minimum tensile strength of 40kg/mm2, compared to normal greey cast iron’s tensile strength of 25kg/mm2. Kevin O’Neill, director of Ford of Europe’s diesel engine business unit, said: “CGI would make more sense as a material to use for the cylinder blocks of the Duratorq engines at the next major investment upgrade. I would be happy if the engines went to CGI.” The Duratorq has a conventional grey iron cylinder block. But a switch to CGI would allow thinner wall sections and that could bring savings in weight for the same performance or a “massive” improvement in performance. The choice of CGI for the cylinder head for the Duratorq engine would involve various technical trade-offs with aluminium. Even so, the possibility of using CGI cylinder heads for these engines is the subject of a research study at Ford. Ford´s engineers know that distortion takes place at the injectors of current common rail fuel injection system in the aluminium heads of the 2-litre Duratorq. Small and subtile changes in the joints surrounding the injectors can have a profound effect on emissions and noise, for example. A switch to CGI could introduce stability and stiffness for this type of injector with its tolerances and clean room assembly.
 
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