New Ford DuraTorq TDCi goes Head to Head with VW PUMP DUSE!

This summer, Ford takes what will arguably be its most significant step yet into the world of diesel technology , with a new common-rail engine. It has been developed
at Ford's Center for Diesel Excellence in Dagenham, Essex, UK, under the stewardship of Phill.Lake, diesel chief engineer, Ford Europe.

The new 1.8-liter engine is actually badged 'Ford Duratorq TDCi', and will be followed by a 2-liter version in the Mondeo later on. Output is 115bhp at 3,800rpm and 250Nm at 1,850rpm, but there's also a transient overboost function delivering 280Nm during hard acceleration. The engine meets Euro III and produces CO2 at the rate of 145g/km. Apart from greatly improved refinement over the existing 90bhp TDDi engine, the unit's power output is 30 per cent higher for about the same fuel consumption which, on the combined cycle, is homologated at 5,5UlOOkm C51.4mpg).

The TDCi delivers a clear message to other diesel manufacturers: Ford is now backing diesels in a big way, though some might say not before time. Some may also say that by the late 19905, Ford had finally woken up to the fact that the latest direct-injection light-duty diesel engines coming out of Europe were going to be a force to be reckoned with, and that common rail was a bandwagon it could not afford to miss.
Whether Ford's tardiness into what will certainly prove to be a lucrative race is due to Detroit's lack of enthusiasm for diesels in general, or Ford Europe's official line that first-generation common rail lacked enough sophistication to be worthwhile, is likely to remain a mystery. Lake certainly advocates the latter point of view and thinks. "the disadvantages over first-generation common rail outweighed the advantages." Certainly, Ford and Renault have become the first companies to offer the latest common-rail system on their engines. Originally developed by Lucas prior to its acquisition by Delphi, the system features an unusual disc- shaped rail from which the injector feed- pipes emanate, and that has a built-in pressure sensor.

The pump is a crucial aspect of any common-rail system, and delivering high pressure has proved to be one of the major focal points for designers. Lake is cagey about discussing pressures, arguing that the value you arrive at is dependent on where in the system the measurement was taken. Nevertheless, he offers a figure of 1,600 bar at the pump.

TDCi is also equipped with a piezo electric knock sensor of the type used in gasoline engines, fitted to the block between cylinders two and three. According to Lake, the sensor's job is to detect any conbustion harshness by measuring the "signature of the combustion event". When this event occurs, the sensor signals the IDM and EEC-V modules, which then modify the injection process to smooth out any unwanted peaks of high pressure. Ford calls this function 'accelerometer pilot control' and it is one of several key features of the TDCi engine.

Another feature lies in the strategy for maintaining integrity during ageing. The injectors are given what Ford calls 'individual injector characterization' by a matrix code assigned during manufacture. Each code is scanned and programmed into the ECU, customizing the injection pulse timing and duration on a cylinder- by-cylinder basis. More importantly, the system allows each injector to be individually and continually re-calibrated, overcoming any problems caused by wear as they age.

The bottom line though, is that the precisely-metered multiple-pilot and single-post injections enable the TDCi to avoid sharp rises in cylinder pressure that cause the clattering noise. Frank Foehner of Ford's NVH center in Cologne thinks such control is a real achievement and
says it will allow NVH engineers to achieve impressive linearity of sound versus increasing engine speed and load.

As for the basic engine itself, changes have been made compared to the TDDi. The cast-iron block has further stiffening, and the piston, the larger bowl, the connecting rod, and main bearings are more robust. The head is cast iron, and there are just two valves per cylinder , despite the slim, 17mm diameter, injectors designed to accommodate a four-valve per cylinder configuration.

The swirl ports in the head have been modified compared to the TO predecessor, but apart from that, the real difference is the addition of external holes on which to mount the rail. A Garret variable-nozzle turbocharger reflects the current state of play in advanced diesels, and does away with the need for a wastegate altogether . electronically: controlled throttle also shuts completely at key-off to avoid the running-on that sometimes occurs in diesels.

On the road, TDCi is something revelation and, despite several years becoming used to the sophistication of the common-rail systems, this one comes across as extremely smooth and quick indeed. The unit also delivers serious performance thanks to the over-torque feature that belies the engine's rated output. Its 280Nm is substantially more than the 2.7 -liter PorscheBoxster can muster, and knocks on the door of the Boxster S. So despite the family car j of zero to 100km/h (62mph) in 10.i seconds and a top speed of 192km/l (120mph), the overtaking and cross. country performance of the lusty diesel border on dazzling.

The TDCi goes on sale in the summer and should be regarded as one of a succession of developments about to emanate from Ford. According to Lake; "There are no less than 30 diesel developments at Dunton and Dagenham and we are focused on becoming the leaders in diesel technology." It's a bold statement that competitors who have in the common-rail business far long may have even been considered arrogant a year or so ago.

But the TDCi and Ford's collaboraboration with Peugeot should silence any such criticism. Ford is in for the duration, it believes in common rail. Lake just sums that up when he says; "I think that every future diesel in the industry will one day use common rail." He may well be right. Despite major players such as VW-AUDI siding with the alternative of pump injection, even the latest examples of that technology lack the refinement of this new oil-buner from Ford. The TDCi may be a considerable achievement it's own right, but the implication for much larger-scale production is perhaps eve greater. The cost of common-rail has always been high, but now that customers can buy the technology more cheaply than ever before, the floodgates must surely open.

Diesel engines are on the march. Refinement, economy and now even performance have been so incredibly enhanced that the penetration of diesel engines is starting to make a big impact in most European countries. For example, so rapid is the growth in France and Germany, as well as Spain, Italy and Belgium that a 40% penetration is predicted within the decade. This compares with 27.6% across Europe in the first 10 months of 1999, which itself was up from the 24.8% of the previous year.

It is against this background that output from the biggest diesel engine factory in the world is set for a massive rise over the next few months as leading diesel engine manufacturer PSA Peugeot Citroën moves to step up the volume of its new-generation HDi (high pressure diesel injection) power unit.

Introduced only 18 months ago in the Citroën Xantia, the acclaimed common-rail direct injection engine is proving such a commercial success across European markets that demand has already overtaken maximum available capacity at Tremery, the French group's principal source of power units.

Despite achieving a daily production total of around 7,000 engines—which is currently being increased to 8,000—the huge complex is unable to keep pace with the flow of orders for the fast-expanding range of HDi-equipped Peugeot and Citroën cars and light commercial vehicles. The output of diesel engines now represents 80%, up from 75% four years ago and 50% in 1979, the first year of operations. Fortunately, there is no shortage of space for expansion as the site's 32 hectares of buildings in rolling countryside 10 miles north of Metz in the north-eastern corner of France is surrounded by another 87 hectares of available land.

"We are operating flat out and HDi assembly is at saturation point, but because demand is so high, we're forced to constantly look for ways to raise our efficiency," says Pascal Damien who is responsible for HDi production at Tremery. Altogether there is a workforce of 3,600, more than 1,500 specialised machines, 2,200 programmable robots, 500 digital controls and 580 manipulators, robots and gantries to minimise manual effort.

As a result of this highly automated and computer-controlled operation that continues around the clock on an eight-hour, three-shift rotation Monday through Friday, new petrol and diesel units arrive at the end of the lines at the rate of one every 30 seconds. On Saturdays and Sundays, though, extra volume of the 2.0-litre and 2.2-litre diesel engines is gained from special 10-hour shifts worked by teams of part-time employees.

"With 11 assembly operations to supply in France, Spain, the UK, Portugal, and Italy, along with the group operation that sells engines to power vehicles made by other companies, we are always busy. We are delighted with the success of HDi, but this has brought a special challenge," says Damien.

"At the peak of its popularity, XUD engine production ran at 4,000 per day. As next-generation engines are progressively replacing the existing XUD, output of this range has been scaled back. However, it is difficult to predict when production will finally come to an end because it is still required for the C15 van and some other low-volume applications. Meanwhile, it is clear that HDi is only at the start of its life and it's obvious that this family has a great deal of potential under the bonnets of future products.

"We have taken several steps to raise efficiency, but the most significant alteration to our production system has been the addition of the facility we describe as the ‘common-rail room.' It occupies an area of 600 square metres and covers the 11 workstations that assemble and fit the injection system.

"Because this operates as an enclosed area, we are able to control the atmosphere and create a sterile environment where this equipment is put together. The facility cost FF12 million ($1.5 million), but is proving to be worth the investment by ensuring the quality and absolute accuracy that delivers perfect performance."

Each cylinder head is subjected to 1,800 checks for dimensional accuracy, 300 governing its shape and 200 monitoring surface finishing at quality control stations. However, visual checks are still carried out by two operatives before each unit is released from the section.

A sled is designated to carry each engine through the assembly process. On it is the unit's computer identification chip containing the specification details needed to ensure it is fitted with the correct components as it progresses through dozens of automatic, semi-automatic and manual work stations. Should an operative select the wrong part for the unit, the mainframe computer automatically shuts down the section.

"This is an essential back-up facility. In order to comply with all the different legislative requirements of the different markets in which our vehicles operate, we have to produce 122 different versions of our diesel engines and 91 different petrol engines. It is therefore no surprise to find that mistakes can sometimes happen," says Damien.

Despite the size of the plant, just the main engine components such as crankcases, crankshafts, flywheels, cylinder heads, camshafts, oil and water pumps, and heating systems are completed at Tremery. As a result, a large number of pre-machined parts are received on a JIT basis from more than 200 suppliers for assembly. Stock for three days' production is stored near the assembly lines.

The rapid increase in output has resulted in the temporary appearance of a 2,000 square metre marquee on the lawn outside the main assembly hall. "We need this structure to provide additional storage space. At the moment, it is holding components in 1,800 large containers, but we're planning to provide the space for these parts inside the factory in the near future," says Damien.

While the HDi engine is being a runaway success, the French group's petrol engines are also set to receive a boost with the introduction of the next-generation of high-torque, fuel efficient HPi units. These new high-pressure direct-injection gasoline engines will also be built at the Tremery plant, before being progressively introduced across a broad spectrum of the Citroën range.

Paris -- Delphi Automotive Systems is to supply the world's most advanced common rail diesel direct injection system for a new generation of highly refined diesel cars now entering production. The Delphi Multec(TM) DCR 1400 will be fitted to the Ford Focus TDCi , which will be launched in May. Ford chose the Delphi system because of its outstanding technology and emissions performance.

"Ford will be one of the first vehicle manufacturers to use a high performance second generation common rail direct injection system," said Jose- Maria Alapont, president, Delphi Europe-Africa-Middle East and vice-president, Delphi Automotive Systems Corporation. "Our technology allows a substantial advance in performance, economy, emissions and comfort. It introduces levels of refinement that compete on equal terms with the best gasoline engines."

"We have a world-leading technology that is helping vehicle manufacturers clearly differentiate their products," Alapont added. "With Ford, we have demonstrated the capabilities of these technologies and the tremendous potential that they offer. Furthermore, we strengthened our leading position by developing highly innovative technologies and being first to market in environmental areas such as alternative energies, combustion control and exhaust aftertreatment." To achieve this exceptional performance, Delphi has invested in developing a number of unique technical innovations.

Leading these is the introduction of the first closed-loop control system for diesel engines; called Accelerometer Pilot Control (APC), which allows the Engine Management System to analyse the quality of the combustion. Information from the APC allows injection to be adjusted as conditions change, ensuring that the system is always correctly calibrated.

The major benefit of APC, combined with Delphi's new generation, fast- acting compact solenoid injector, is that it allows exceptionally precise control of pilot injection. These tiny volumes of fuel, injected before the main injection pulse, smooth the start of combustion, eliminating the pressure spikes that produce the 'clatter' associated with previous generation diesels.

Existing technologies can provide a single pilot-injection event with a volume of around 1-2 cubic millimeters at low injection pressures, but typically suffer from reduced metering accuracy during their life on the car, at idle or higher pressure. Engine designers need both low pressures for quiet idle and higher pressures because this allows cylinders to be fuelled more quickly and to have a better spray pattern, leading to improved torque and reduced smoke. The Delphi system allows pilot volumes across the pressure range that remains stable between injectors throughout the engine life.

A second significant innovation is the introduction of an inlet-metering valve that controls the amount of fuel being pressurised. When the full pressure is not required, less energy is expended, leading to further fuel economy gains. The technique also allows a cost saving through the elimination of fuel cooling systems. The use of Delphi's fast actuation on the injector control valve also eliminates the need for a costly and inefficient rail pressure discharge valve.

To manufacture its revolutionary diesel injection system, Delphi has a super-clean facility in La Rochelle, France, for the injector and final assembly and Barcelona, Spain, for the pump. "We have paid particular attention to quality, aiming for a long and reliable service life," said Guy C. Hachey, president of Delphi Energy & Chassis Systems. "Using the Delphi Manufacturing System we have been able to ensure very high first-time quality levels and lean, efficient manufacturing processes."

Dominique Chauvin, European managing director of Delphi Energy and Chassis Systems expects the Delphi injection system to maintain its outstanding refinement throughout its life. "APC allows engines fitted with Delphi injection systems to recalibrate as their characteristics change, eliminating completely this problem," he said.

According to Chauvin, Delphi expects that in 2005 diesel will account for more than 40 percent of European new car sales compared with around 35 percent today. Delphi is the only technology supplier worldwide with the capability to provide a complete solution, including injection systems, engine management systems, emissions control and fuel handling systems.

Here is the excellent SAE diesel engine engineering paper describing the common rail pump and the injection of fuel into the combustion chambers

http://www.delphiauto.com/pdf/techpapers/2000-01-0942.pdf