Inside this issue

P4: Paul Croset OBE

The latest news for Holset Turbochargers’ customers

P6: India Powers Ahead

P12: Holset’s ProductiveMove

Iveco StralisInternational ‘Truck of the Year 2003’

ISSUE 1

emissionsQuick guide to

Emission Regulation Regions

Region/Country 2002 Next round

Europe Euro3 2005 Euro4 China Euro1 2005 Euro2India Euro2 2005 Euro3Australia/NZ Euro2 2002 Euro3South America Euro2 2001 Euro3 (Brazil)

2002 Euro3 (Chile)North America EPA98 2002 EPA2004Japan Japan98 2004 Japan04

On Highway 2000 2001 2002 2003 2004 2005 2006 2007 2008Units g./kW.hr.Test Cycles USA FTP FTP+ESC FTP+ESCEurope ESC ESC+ETC ESC+ETC

USA EPA1998 EPA2004 EPA2007Nox 5.36 3.35 0.27

Particulates 0.134 0.134 0.013

Europe Euro3 Euro4 Euro5Nox 5.00 3.50 2.00

Particulates 0.10 0.02 0.02

Off HighwayUnits g./kW.hr.Test Cycles USA/Europe ISO8178 8 mode

75 to 129 kW (100 to 173 hp)USA Tier1 Tier2 Tier3

Nox 9.20 6.20 4.00Particulates 0.54 0.20 0.20

Europe Tier1 Tier2 Tier3Nox 9.20 6.00 4.00

Particulates 0.70 0.30 0.30

130 to 224 kW (174 to 301hp)USA Tier1 Tier2 Tier3

Nox 9.20 6.60 4.00Particulates 0.54 0.20 0.20

225 to 449 kW (302 to 602 hp)USA Tier1 Tier2 Tier3

Nox 9.20 6.40 4.00Particulates 0.54 0.20 0.20

450 to 560 kW (603 to 751 hp)USA Tier1 Tier2 Tier3

Nox 9.20 6.40 4.00Particulates 0.54 0.20 0.20

130 to 560 kW (175 to 751 hp)Europe Tier1 Tier2 Tier3

Nox 9.20 6.00 3.60Particulates 0.54 0.20 0.20

> 560 kW (> 751 hp)USA Tier1 Tier2

Nox 9.20 6.40Particulates 0.54 0.20

> 560 kW (> 751 hp) No active consideration of legislation in Europe

EPA introduction 1 January, except Oct 2002 for consent decree companies.Euro introduction 1 October.FTP = Federal Test Procedure ESC = European Steady state Cycle ETC = European Transient Cycle

HTi is the Holset magazine focussing on the world of heavy-duty turbocharging. It aims to bring you news on the product and market developments.

HTi is produced using an environmentally approved printing process and is printed on fully recyclable and biodegradable paper.

Andy Salter, editor of the UK TRUCKmagazine and vice chairman of the Truck ofthe Year jury, says ‘this year’s award decisionwas clinched to a large extent by the Stralis’sadvanced powertrain. The Cursor 10 and 13engines set new standards of performance,in terms of power density and proven fueleconomy. Thanks to their unique use ofHolset VGT turbochargers, they are also ableto ‘punch above their weight’, exerting hightorque where it is most needed, at lowerrevs – and all from engines of more modestswept volume and noticeably lighter thanthose they replaced’.

‘Not to be overlooked’, says Andy, ‘is thesafety bonus on long downgrades duringtrans-alpine operations for example, whichcomes from the much enhanced enginebraking - that is retarding - power conferredby the VGT. Wear, and the risk of fade, withthe trucks main foundation brakes are alsogreatly reduced’.

Stralis made its debut at the 2002Amsterdam Truck Show. With itsintroduction came a 12% increase in the

maximum available power rating of theCursor 13 engine, up from 480 to 540hpand with a prodigious 2350Nm maximumtorque available across a wide ‘plateau’ from1000 to 1610 rpm. For fleet users moreconcerned with payload and economy thanoutright performance, Stralis can bespecified with the smaller Cursor 10 enginein ratings up to 430hp. Engineeringchanges which have made higher ratingspossible include larger capacity charge-aircoolers.

The newest eye-catching addition to Iveco’sCursor engined range of heavy trucks hasbecome a best seller across Europe,attracting new buyers to the Iveco marque,with a host of operationally attractivefeatures complementing the attributes ofthe Cursor engine. Its ergonomically well-designed ‘Active Space Cab’, impressive buildquality and ground-breaking use ofelectronics, providing both driver andoperator extensive vehicle and fleetmanagement information were all includedin the Truck of the Year citation.

Cursor engines now have several years offield service behind them in Iveco’sestablished EuroTech and (now replaced)Euro Star chassis range, during which timetheir reliability in everyday service has beenproven. The Stralis inherits that enviablepedigree in a truck that represents state ofthe art engineering and design.

Holset’s VGT technology was developedthrough the 1990s in co-operation with theIveco engine research centre at Arbon inSwitzerland, to match precisely thecharacteristics of the Cursor engine concept

under development at the same time.Reliability and durability were key drivers inthe VGT programme – factors carriedforward into Holset’s dedicated VGTmanufacturing and assembly facility atHuddersfield in the UK.

Increased output of VGTs to match Cursordemand is now planned. It will beaugmented by the start-up of production atHolset’s US plant in Charleston, SouthCarolina, where VGTs are manufactured forCummins’ EPA ’04 compliant 15 litreSignature and ISX heavy-duty truck engines.

� Stralis won the 2003 International Truckof the Year Award, with almost 50% ofthe total votes.

� Over 8000 Stralis chassis were orderedacross Europe in its first 10 months.

� Iveco’s market penetration in the Stralisweight sector has increased to 34 percent on the same period last year, incontrast to a market which is down 16per cent overall.

� Stralis is available with two differentengines; the 10.3 litre Cursor 10 thatcomes in power ratings of 400 and430hp and the 12.9 litre Cursor 13 that isoffered at 480 and 540 hp.

� The Scuderia Ferrari Formula One Teamwas one of the first customers in theworld to take delivery of the new IvecoStralis.

� In excess of 100,000 VGT in service sincethe launch.

FACT FILE

3

Holset last year celebrated its 50th anniversary. Since the 1950s, from the very beginnings of exhaust gas driven turbocharging, the company has pushed forward the frontiers of turbine,compressor and related technologies. The result has been anastonishing increase in diesel engine efficiency. Today’s Holsetturbocharged engines, in both on- and off-highway applications,deliver more power per litre than ever before.

Looking to the nexthalf century

More importantly, for most applicationsthey exert, in percentage terms, even moretorque – and more usable torque, typicallyat lower engine rpms. That in turn plays itspart in achieving levels of fuel consumptionundreamed of when natural-aspiration wasthe norm, at the same time complying withever more stringent emissions legislation.

Our turbocharger technology continues toadvance, with exciting new developmentson our designers’ CAD screens. As Holsetmove into its second half century, withcontinued expansion of both the productrange and manufacturing activity, I ampleased to welcome you to the first editionof ‘HTi’. In its pages we bring you news of Holset’sachievements in penetrating new marketsand meeting technology challenges. Our21st Century global business strategy is tocontinue our focus on the medium andheavy-duty commercial vehicles market andto pursue new opportunities in the lightduty commercial vehicle sector. In thesesectors, demands for ever greaterturbocharger durability, as well as improvedpower density and fuel economy fromprogressively ‘cleaner’ engines, can only bemet through continued R&D investment –which Holset is implementing.

Recent successful new product launcheshave also highlighted the strength of ourpolicy of working in an ever closerpartnership with you, our customers. We plan, in future editions of ‘HTi’, to keepyou up to date with developments at thecutting edge of turbocharger technology as well as newsworthy applications of ourproven products, manufactured by a globalleader in one of the most specialised fieldsof the many-faceted engine business.

As well as celebrating our 50th anniversary,in Her Majesty the Queen’s own GoldenJubilee year, our technical centre andmanufacturing plant in the UK, werehonoured in 2002 with two prestigiousQueen’s Awards for Enterprise, one forExport Achievement and the other forInnovation. On such occasions, it is good toreflect on Holset’s history and thededicated engineers and colleagues aroundthe world who make that history one ofcontinuing success, in not just meeting, but exceeding, customer expectations.

Mark FirthDirector – Sales & Marketing

Iveco became the first European truck and bus diesel manufacturer to adopt variable geometryturbocharging with the launch in the late 1990s of its all-new Cursor engine range, of 8, 10 and 13 litrescapacity. The three Cursor engines have won praise from transport operators for their performance andtheir fuel efficiency. Now Iveco’s achievement has been crowned with its Cursor-engined Stralis 44 tonneflagship truck winning the coveted International Truck of the Year Award for 2003.

The VGT helps Iveco toprestigious award

2

HTi: From Colchester toHuddersfield in one leap?PC: My arrival in Huddersfield was aresult of some contacts between myfather and the Huddersfield company W CHolmes (WCH), which was granted alicence to manufacture a design of flexiblecoupling patented by my father. I wasasked if I would be interested in joiningthe new venture. Frankly, I wasn't terriblyenthusiastic about moving fromColchester to Huddersfield, but I could seethere were opportunities perhaps tomarket some of my own designs fortorsional vibration dampers. I met MrHolmes and took a liking to him; we hadsimilar interests. So on the 13 December1948 I arrived in Huddersfield.

Huddersfield at that time was a typicalYorkshire industrial town, dominated bythe chimneys of the textile mills. The stonefootpaths had grooves worn into themwhere countless people for many yearshad walked to and from their work in themills. In one of the mills there was even anold Cornish steam engine still working.

As Holset embarks on its second half century, HTi talks to theman to whom the company owes its existence, Paul CrosetOBE. Paul stays in regular contact with Holset and HTi foundhim very much in touch with his life's work of helping toimprove the efficiency of the diesel engine.

PAUL CROSETOBE

HTi: How did you startyour career?PC: In my early engineering days myfather, who was Chief Designer forCrossley Premier Engines in England,encouraged me to study torsionalvibration, which at that time was a majorlimitation for reciprocating internalcombustion engines. I found themathematics involved in solving vibrationproblems very interesting and challenging.I joined Paxman Diesels in Colchester,where I began to specialise in torsionalvibration.

HTi: How long did it take forthe new business to start?PC: There was a steady trade in flexiblecouplings. But the real growth came fromthe torsional vibration dampers. At thattime the leading product was theLanchester damper, invented in 1910. It worked beautifully while it was ‘intune’. The trouble was it wouldn't staythat way for long. The first customer formy silicone damper was J & H McLaren inLeeds, a producer of marine engines, withan order for 50 dampers. This impressedthe parent company WCH. However ourcredibility was really secured when Ireceived an order from Rolls-Royce -Holmes had always had Bentley or Rolls-Royce cars.

HTi: What happened afterHolmes realised they had a winner on their hands?PC: Holmes were really gas engineerswhereas I was an automotive engineer.They talked in sixteenths of an inch while Italked in thousands of an inch. Iapproached Mr Holmes and he agreedthat the damper side of the businessneeded a separate identity. He suggestedwe call the new company Croset; I didn'tlike that – modesty I suppose - so aftermuch thought we decided to put our twonames together and go with ‘Holset’.

I also wanted a distinctive logo for thecompany but I was bothered by what lookedlike an awkward gap between the 'L' and the'S' with most typefaces. I was looking atvarious different forms and because of myclose connections with Switzerland I noticedthat the Swiss engine company Sulzer used aneat, rather squashed 'S' which looked muchbetter. The blue colour came from my earlybusiness trips to Sweden where I used tosee it used a lot on buildings andadvertisements, so those were theinfluences on the Holset logo.

HTi: What was your vision for the new company?PC: My central product vision was basedaround diesel engines. I wanted toconcentrate on the strategic dieselcomponents on which an external suppliercould become a technology expert. Evenat that early stage, I foresaw the exhaustgas driven turbocharger as something thatcould do for engine output and efficiencywhat damping had done for mechanicalintegrity. As an extension of my earlyinvolvement with flexible couplings, I alsosaw a market opportunity for componentslike fan drives for diesel engines.

4 5

HTi: And how did you seeturbochargers evolving?PC: I first talked to Eberspächer in 1949,but the product wasn't yet right for theautomotive diesel engine. Then I talked toBucchi, but questions arose such as ‘do youattach the engine to the turbocharger, orthe turbocharger to the engine?’. I wasnevertheless determined to bring theturbocharger to Europe, and I had heardthat the Schwitzer Corporation in the USAhad developed a lighter version, and wepurchased the manufacturing and designrights to its model 4 product. We had todo a good deal more development work tosuit it to European applications. But thatreally was the start of Holset’s involvementin turbocharging, setting the company onthe road to becoming a world leader in amarket where today every heavy-duty andmid-range truck and bus diesel engine inEurope as well as in North America isturbocharged.

HTi: How do you see thefuture for turbocharging and the diesel engine?PC: There is obviously a great deal ofpressure to improve emissions; we wouldall like to come back down to zeroemissions if that is ever possible.

The turbocharger is a vital part in thisbecause it is fundamental to thecombustion process of the engine, so it isa must, enabling many engines to meetemissions requirements in many countries.

I don't see anything that will supplant thediesel engine, certainly in the next decadeand maybe even as far as the next twentyyears. We know a lot about the dieselengine and have a lot invested in it.

There are other hybrid types of prime movercoming along and perhaps the ultimate willbe the hydrogen engine. This is not withouttechnical and infrastructure problems but Iam sure these will be solved in time.

There is nothing to replace the diesel atthe moment and I think it still has a verygood life ahead of it.

Both colourful and diverse, India is,surprisingly to some, the world’slargest educator of IT personnel and akey exporter of booster rockets for theaerospace industry, just two of the hightechnology industries with which India isseeking to revolutionise its economy.

India is expected to be one of the fastestdeveloping economies in the world. Aftermaking major improvements in agriculturaloutput and basic industries during the 60’sand 70’s, the 1990’s saw deregulation ofmany industries, unleashing its renownedbut previously constrained entrepreneurialculture. Annual economic growth is nowover 6%, and recent years have seen afocus on investment in basicinfrastructures such as transport andpower generation and distribution.

By the end of this decade India expects tohave an intercity road network to rivalthose of Europe or the USA. Incombination with its growing economicand commercial activity, that willinevitably lead to demand for moreefficient buses and trucks, able to movepeople and freight over greater distances,more rapidly and reliably.

With European and North Americanexperience as a pointer, the Indiangovernment is keenly aware of theenvironmental implications of suchgrowth. Investment has been ploughedinto the country’s oil industry to makeavailable first lead-free petrol for cars andmotor-cycles. Meanwhile India’s refineriesare well advanced in a country-wideprogramme to introduce low-sulphurdiesel fuel.

Euro 1 emission standards now applyacross the country for new diesel-enginedtrucks and buses going into service. Inseveral metropolitan areas with moresevere air quality problems, Euro 2standards have been put in place. Inaddition some urban zones, such as theNational Capital Region, now have solely

CNG fuelled vehicles for public transport.This commitment to adopt emissionslegislation continues into the future with aplan to commence the introduction of Euro3 legislation by the middle of the decade.

For India’s commercial vehicle producersthis represents a significant challenge.They must introduce new technologies toensure compliance with the emissionlimits, while at the same time boostingtransport efficiency by raising vehicleperformance – while, if possible,improving fuel economy.

Meanwhile payload tonne-kilometre costsare being trimmed through the adoptionof larger, higher load capacity vehicles,especially for the movement of bulkcargoes over longer distances. Where a

middleweight truck with a 4 to 6 litreengine has traditionally been used,operators are now graduating to heavytractor-trailer combinations grossing40 tonnes or more requiring 8-9 litre– invariably turbocharged – engines.The Indian engineering conglomerateTata recently announced plans tointroduce trucks able to gross over40 tonnes. These will use Holset

turbocharged 8 litre engines. Rivalsexpected in this top end of the market

before long include Ashok Leyland, therapidly growing Eicher Motors and Volvo,the only European OEM with a significantpresence in the Indian market.

Turbocharging is a key technology in themodernisation of the Indian commercialvehicle fleet, bringing lower emissions,greater vehicle performance from givensized engines and lower fuel bills.

In line with Holset’s commitment tosupport its OEM customers wherever inthe world they are, the company iscommitted to grow on the Indiansubcontinent and to deliver theturbocharger products which will bringthose vital end-user benefits. The Holsetcontrolled Tata-Holset operation based inDewas, Indore recorded a 12% increase insales in 2002, and its growth continuesstrongly. Holset is making significantfurther investments in India to develop itssubsidiary into a key part of its globalmanufacturing, technical and customersupport capability.

Indian Turbocharger market (Volume 124,562)

LCV32%

MUV8%

Off highway13%

M&HCV47%

6 7

India is a country of extremes. Home to over a billion people it is the second most populatedcountry on earth. A truesubcontinent, it extends fromthe Himalayas in the north toIndian Ocean in the south.

Turbocharging upgradesIndia’s transport technology

Over Holset’s 50-year history, we are proudto have built successful partnerships withmany of the world’s leading enginemanufacturers. In the 1950s, our firstturbocharger OEMs included Volvo and, asit was then, Scania-Vabis. The success ofthose partnerships, forged over 40 yearsago, is evident in the fact that those twoSwedish companies remain major Holsetcustomers today.

In May 1995, we formed an alliance withMHI (Mitsubishi Heavy Industries) of Japan,aimed at tapping into the strengths ofboth companies in meeting customers’turbocharger requirements right across thefull diesel engine size range. It is a differentkind of partnership – one that gave Holsetaccess to MHI’s excellent range of smallerturbochargers designed primarily forengines of 2.5 to 4 litres capacity.

The alliance brought together twocompanies with complementary productlines and technological expertise, and withstrong market shares in different parts ofthe world. An international marketingagreement between Holset and MHIensures that cross-sourcing benefits aremaximised. It is a partnership which alsoencompasses joint procurement of keymaterials, with all that implies inpurchasing power. That is again

complemented by agreements coveringcollaborative assembly and manufacturing.

Holset’s alliance with MHI led in the mid-1990s to a new relationship with anotherdiesel industry’s alliances. Formed in 1996,the EEA (European Engine Alliance) was athree-way partnership between Cumminsand the two Fiat group companies, Ivecoand New Holland (now Case New Holland).

Its objective was to design and develop arange of 1 and 1.125 litre per cylinderengines in three, four and six cylinderconfigurations for the automotive,agricultural and industrial markets. These diesels were destined to replace all three partners’ existing engines in thesame size range.

By pooling their extensive diesel expertiseand on- and off-highway engineapplication experience, the EEA partnersaimed to produce a state-of-the-art familyof diesel engines which, crucially, werecapable of satisfying global emission lawsthrough to 2010 or beyond, but whichwere second to none in fuel efficiency andperformance. Simultaneously, the partnerswould reap the savings which would flowfrom sharing development, and to someextent manufacturing costs.

The result has been an excellent range ofengines that have been exceptionally wellreceived in the marketplace, for on-highway use certified to Euro 3 emissionstandards. Cummins’ ISBe four- and six-cylinder (4 and 6 litre) units power the newgeneration 6 to 18 tonne DAF LF truckchassis range, which won the InternationalTruck of the Year Award for 2001.Meanwhile Iveco’s EEA-developed Tectordiesels have given the Italian company’sbest-selling Cargo middleweight range anew more fuel efficient and vigorous leaseof life.

In partnership with MHI, Holset secured75% of the total EEA business. Throughthis valuable supply contract, production

volumes of our HX35 and HX20/25/27turbocharger models will be substantial bythe time output of the three EEA partners’engines reach maturity in 2006. Thegrowth potential for Holset is considerable,promising a substantially increased share ofboth on- and off-highway markets.

The turbochargers developed for EEA arethe Holset HX35 and the MHI- derivedHX20–25-27 range. John Whiteley, theaccount manager for EEA says ‘without oursuccessful working partnership with MHI,Holset would not have been able tocompete for all the EEA business’. He addsthat ’working closely with the EEAengineers at their UK base, a number oftechnical challenges were met resulting, Iam pleased to say, in an improvedturbocharger product from Holset’.

The EEA developed engines are beingassembled at each partner’s facility, for theFiat companies in Turin, Italy, and forCummins at Darlington in the UK. Blocksand heads for all three EEA brands aremachined in Turin.

Production of the new mid-range ISB andTector engines for the Europeanautomotive market began in September2000. Industrial engine productionfollowed in early 2002 and, for theagricultural market, availability came by theend of 2002.

The EEA partners are now delivering arange of engines unmatched in their classfor efficiency and end-user earningpotential. Market response has beenentirely favourable, helping to enhance thereputation of all three EEA partners and ofkey component-supplying partners, ofwhich Holset is among the most significant.

Leyland DAFTruck of the year 2001

Growing success frompartnership No one would dispute that success as a key component supplieris directly linked with the success of its customers in their ownmarkets. For Holset, our declared mission of ‘Partnering with ourcustomers to make sure they succeed’, determines the nature ofall our customer relationships.

Holset engineers, in establishing the designparameters for the E Range, recognised thecomplexity of the development challengefacing today’s diesel engine manufacturers.Driven by the twin – potentially conflicting –constraints, of trucks and buses having to a)meet ever tougher exhaust emissionstandards and b) to return the best possiblefuel economy, the performance of theturbocharger is becoming ever more crucial.

At the Institution of Mechanical Engineers’ 7th InternationalConference on ‘Turbochargers and Turbocharging’ inLondon, Holset launched its innovative E Range ofadvanced turbochargers for diesels from 5.5to 16 litres capacity. They represent the verylatest air and gas management technology.

The highly

new E range

Turbocharger shown withelectric actuation.Wastegate turbines alsoavailable.

Turbocharger shown withpneumatic actuation.

Holset’s new E Range of turbochargerequipment, available in wastegate and moresophisticated VGT versions, will contributevital technology as diesel engineers strive tomeet the more severe oxides of nitrogen(NOx) and particulate matter (PM) emissionlimits. However, the ultimate marketchallenge, points out Steve Caddy,Engineering Director for Technology, is tomeet those legal requirements incombination with market-leading fueleconomy – a challenge addressed directly inthe E Range development programme. Theadded potential of VGT technology to controlexhaust pressure, and thereby increase theretardation power of an engine brake, bringsa further operational bonus. The robustconstruction of the Holset VGT’s unique fixed nozzle vane design preventsdeterioration in engine brake performanceover the life of the engine.

At the same time the E Range is engineeredto set new standards of everyday reliabilityand component life. In the 21st Century,truck builders and transport operators have

come to expect up-to-1 million kilometres oftrouble-free service from heavy-duty engines.Two or three turbocharger replacementsduring the life of the engine - at one timethought unavoidable – is today, underconditions of intense engine utilisation, nolonger tolerable, in downtime or cost terms.

The Holset’s VGT system, which isincorporated into the E Range have nowbeen in production for over four years,accumulating millions of kilometres in awide variety of truck and bus applications,notably in Iveco’s Cursor range of 8, 10 and13 litre diesels.

Higher pressure ratios are being demandedfrom turbochargers by the latest truck dieselsnow going into production in the UnitedStates, incorporating exhaust gasrecirculation (EGR). In combination with theneed for improved durability, the higherpressure ratios are being met by Holset ERange turbos with forged aluminium or, forthe toughest applications, cast titaniumimpellers. Conventional cast aluminiumimpellers remain available for less severe dutycycles. All impellers feature the arbitrarysurface blade geometry for optimalaerodynamic and mechanical performance.

Back in 1997 Holset was the firstturbocharger maker to offer cast titaniumimpellers and in the automotive field remains

the only supplier. The company’s advancedmanufacturing technology in the use of atraditionally ‘difficult’ material, is now wellestablished. Particular attention is paid to thebearing systems of turbochargers withtitanium impellers, to cater for the highershaft drive torques associated with increasedrotor inertia. All E Range VGT turbos in anycase feature water cooled bearing housingswhich maximise durability.

Pneumatic-or-electric VGT actuationThrough the adoption of a modularancillaries approach on all Holset E RangeVGT installations, OEMs can now interfacetheir electronic engine controls with eitherelectric-motor or pneumatic actuators toregulate the turbo’s nozzle geometry. Withpneumatic actuation – normally harnessingair pressure from the vehicle braking system -production experience has led to theadoption of more precisely controllable,responsive and rugged piston actuators inplace of the former diaphragm chambers.The alternative technique, of using a water-cooled – and automatically calibrated -electric motor actuator, makes for asimplified installation, while fully maintainingVGT responsiveness and overall turboperformance.

Provision is now made for input signals tothe OEM’s engine/powertrain management

control system from sensors monitoringturbocharger speeds, temperatures andpressures. For either VGT or wastegated ERange turbines, a fully proportionalpneumatic control valve controlled by theengine ECU can be specified. A similar valveis available, featuring built-in pressure andtemperature stabilisation that allows nozzlegeometry to be regulated by a simplifiedECU signal. Specifically for wastegatedmodels, a ‘boost override’ valve controlled bythe engine ECU can be fitted, allowing thenormal wastegate function to be overriddenon demand.

Computer-aided design and developmentwork on enhanced E Range impellers is welladvanced that will take further advantage ofthe mechanical strength advantages ofnewer materials like titanium. As well as theirenhanced durability, they offer possiblereductions in rotor weight and inertia,leading to improved dynamic response –reducing even further the phenomenon of‘turbo lag’.

More information is available by requesting acopy of the E-Range brochure, detailingturbocharger specifications for the modelHE300 (for 5.5 to 7 litre engines), HE400 (up to 9 litres) and HE500 (up to 16 litres) by e-mailing turbos@holset.co.uk or visitingour website www.holset.com

Turbocharger shown withpneumatic actuation.

8 9

Regarded at one time as almost a ‘bolt on’accessory, the turbocharger has become anintegral part of the sophisticatedpowertrain necessary for the modernengine. The advent of the wastegate, andsubsequently VGT variable turbine nozzlegeometry, has required turbochargercontrols interfacing with the engine’smanagement system. This enablesinduction boost and pressures to matchelectronically regulated fuel metering andinjection timing, for precise control of thefuel-air mixture and subsequentcombustion. This results in optimised fueleconomy and engine performance – whileensuring compliance with emissionslegislation.

A study by J.D. Power, considered theindustry benchmark for new vehiclequality, has ranked Cummins ISB asAmerica’s ‘Number one diesel pick-upengine’. The study’s ratings are based onresponses from nearly 65,000 users of2003 model-year trucks and cars surveyedafter 90 days of vehicle operation.

The latest Ram model 3500 pick-up in 4x4form has also been named 2003 ‘Truck ofthe Year’ by the US magazine MotorTrend. Editor-in-chief Kevin Smith said“with its excellent powertrain, off-roadprowess, smooth on-road driveability, andstump-pulling power, the heavy-dutyDodge Ram is our hands-down winner”.

Widely dubbed ‘King of the Trucks’ bypick-up owners in the US and Canada, the Dodge Ram is the star performer in ahugely competitive market. For 2003 ithas been given a new ‘big-rig’ look with amatching boost in performance and trailertowing capability. The Ram’s power to pull16,000lb – 7.25 tonnes in European terms- comes from the latest Holset-turbocharged Cummins 5.9 litre ISB in-linesix diesel.

Universally praise has been lavished onthe latest Ram’s crisp throttle response– a tribute to the turbochargercharacteristics, where arevised wastegate portflow design plays anessential role. It helpsto make driving theRam an experience thatputs it ahead of its Ford andGeneral Motors rivals.

The ISB engine uses apurpose-designed HolsetHY35W turbocharger, and its groundbreakingperformance standards havebeen achieved as the resultof close development co-operation between Holset,Cummins andDaimlerChrysler engineering

teams. The programme involved toughpower output, durability and package sizetargets, making it essential to work closelywith the engine and vehicle manufacturer aswell as with other suppliers. One key resultwas the achievement of what isacknowledged to be unprecedentedrefinement, especially in terms of low noiselevels.

For Holset engineers in the UK and the US, itmeant going back to ‘turbocharger basics’ inthe drive to push forward diesel air and gasmanagement technology. Key features of theHY35W installation on the Ram’s ISB engineinclude:

A one-piece turbine housing withexcellent thermal cycle capability andimproved wastegate port flowperformance.

Jacobs exhaust brake close-coupled tothe turbo - bolted directly to the turbineoutlet.

A new compressor cover incorporatingelbow bends which reduce the turboinstallation package size and eliminateunnecessary joints.

NVH (noise, vibration & harshness)improvements, contributing to asignificant noise reduction.

The new HY35W turbocharger will beproduced at thecompany’s NorthAmerican plant inCharleston, South

Carolina, in a facility thatincorporates the latest quality-assured assembly processes.The plant is equipped toproduce in large volumes thelatest turbo for numerous ISBengine applications, includingthe Dodge Ram.

10 11

NEW MODEL TURBO HELPSDODGE RAM PICK-UP NEW

AWARDSHolset’s latest HY35W

wastegate turbocharger, fitted to the Cummins 5.9 litreISB diesel in DaimlerChrysler’s

2003 model Dodge Ramheavy-duty pick-up, has helpedboth the engine and the truck

win new North Americanmotor industry awards.

How to pick-up speed –withVGT

It was at the famous Bonneville Salt Flatsin Utah last October that the pick-up,converted by California-based Gale BanksEngineering and dubbed the ‘Sidewinder’,set a new record for all pick-ups, eitherdiesel or petrol engined.

Gale Banks took the standard Dodge Ramconfiguration, powered by a Cummins 5.9litre ISB in-line six 24-valve diesel andadapted it fit the Dodge Dakota. Thevehicle underwent extensive modificationin GBE's workshops to prepare for thespeed record attempt. Most notably theHolset HX35W turbo standard on the onthe ISB engine was replaced by a HolsetHY55V unit, normally seen on 10 litreengines or larger which incorporates VGT variable turbine geometry.

As Gale Banks points out, controlling theturbo geometry enabled the engine’spower and torque curves to be tailored tothe needs of the speed record project. TheSidewinder’s engine output is put ataround 600hp, with up to about 1800Nm(1300lb-ft) of torque available.

The Sidewinder speed record venture is beused to promote the merits of dieselpower in a country where for passengercars, SUVs and pick-up trucks, diesels arestill seen as sluggish and smoky. But, saysGBE’s founder Gale Banks, that is allhistory; diesels can hold their own, and notjust in performance terms. He points to therefinement and low noise level of a state-

of-the-art diesel like the ISB, added towhich are its ‘environment friendly’qualities – low emissions and improvedfuel economy – with a correspondinggreenhouse gas reduction bonus.

Even in speed record trim the Sidewinderpowertrain is ‘street legal’ in the US.

The truck was driven by road to Bonneville,only its tyres and wheels having to bechanged to suit the extreme high speedrunning across the salt flats.

For more details on the Gale BanksSidewinder, visit their website onwww.bankspower.com

Holset has worked in partnership with US vehicle performance specialist Gale Banks Engineering (GBE),using VGT turbocharger technology to help set a new world speed record. The performance of acustomised Dodge Dakota pick-up was boosted to achieve a maximum recorded speed of 357km/h(222mph), setting a two-way-average record of 349km/h (217mph). The previous record for a dieselpick-up was a ‘mere’ 256km/h (159mph).

Holset Turbochargerscommissioned a newassembly line for itsheavy-duty models at itsHuddersfield plant in2002. The new line isnow fully operationaland is running at about70% of its potentialcapacity. HTi talked to plant manager Ray Dawson to find out more.

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HTi: Does the line have any uniquefeatures? RD: Though all the elements of the lineare proven technology, I think I can saythat some of its features are novel, maybeeven ‘adventurous’. There is an extensiveuse of vision systems for componentverification. The system of using ancillaryconveyors, to feed the larger parts to thelineside stations is new for Holset. Theinbuilt production flexibility enables it tohandle three turbocharger frame sizes,while also being able to satisfy repeatorders for older-generation product, a realchallenge to the manufacturing hardwareand line flow ‘balance’.

HTi: What about productivityimprovements?RD: The primary goals have been qualitycentred. But the aim is also to achieve aproductivity increase, primarily through theapplication of better tools and linesidecomponent placement. There is howeveralways something of a productivity trade-off against the extent of the turbochargermodel mix line coming down the line at aparticular time.

HTi: Finally, what has been the reactionof customers?RD: Customer response has been verypositive, for example when a party fromScania, a pioneer in the pursuit ofmanufacturing excellence, visitedHuddersfield to look at the new heavy-duty line, Bo Carrick, the Swedishcompany’s senior consultant on supplychain management, commented that “thestandards and instructions, fail-safeprocedures and ‘poka-yoke’ solutions areall to a commendably high level”.

We were pleased to hear from Bo at a laterdate that some of the ideas he saw atHolset may be adopted by Scania.

HTi: What were the objectives of thenew assembly process?RD: Our primary aim, in switching theproduction of heavy-duty turbochargers toflow-line form, was to take a significantstep towards our goal of zero defects. The new production line introducesrigorous fail-safe measures. Standardisedprocedures ensure the right componentsare correctly fitted and that the assemblyprocess conforms to agreed specificationstandards.

HTi: What is the new line’scapacity/throughput time?RD: Fully manned, the line is designed toproduce 40 heavy-duty turbochargers perhour, a takt time of 90 seconds. From thedecision on build plan to completedturbochargers arriving off the end of theline takes just 2 hours. The actual time fromstart to finish round the line is 30 minutes.

HTi: How was the line ramped up to full capacity?RD: Assembly of the full mix of heavy-duty Holset turbocharger models began inJune 2002. During the month we ran theline on a 50% output basis to enablepreviously unidentified minor assemblyissues to be ironed out. By the end of theyear, 75% of heavy-duty output wascoming from the new line. The new linewill be capable of building over 1000heavy-duty build variations.

HTi: This is the third turbo productionflow line installed at Huddersfield. Whatare the improvements made since thefirst assembly line was put in?RD: After a new line is installed, it iscontinually upgraded to meet changingrequirements in product mix, specificationupdates and new fail-safe procedures. Thenew heavy-duty line caters for a muchgreater variety of turbocharger modelsthan either of the other lines in the plant.It covers the three frame sizes embodied inour HX50, 55 and 60 heavy-duty turbomodels, including their numerouswastegate versions. Line feed conveyorsdeliver larger components in the correctsequence to pre-determined linesidestations. Their function includescomponent identification and verification.

Production programming and the fail-safedisciplines on the new heavy-duty line havebenefitted from lessons learned – andupgrades implemented - during the set-upof the plant’s two earlier lines. In turn thatexperience is benefitting other Holsetmanufacturing facilities around the world.

HTi: What are the key logistical featuresof the new line and how arecomponents held prior to assembly?RD: The line is essentially a rectangularloop, around which the work-piece palletstravel. An overhead bridge at one endgives access to the inside of the loop, sothat both sides of the line can be reachedeasily. Most work stations are positionedon the inside of the loop, for ease ofoperator movement between stations.

Smaller components and assemblymaterials are stored in lineside ‘pick bins’.Larger items are fed along the feedconveyors of what amounts to an ancillary line.

Core assembly stations

Feed Conveyor for bearing housing

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Assembly locator carousel

Higher qualityat higher volumes

Vehicle generated noise has always received a great deal of attention.Engine Noise has traditionally been addressed by the introduction ofimprovements to components such as acoustic shielding and morerecently, through design improvements to the engines.

Hush hush workLike any other pollutant, noise is attractingconstant attention from regulatoryauthorities with increasingly tough legalrestrictions being introduced.

Noise generated by the turbocharger canbe a particular problem. Holset is tacklingthis problem and has designed a uniquetest facility at our Worldwide TechnicalCentre to understand the fundamentals ofturbocharger noise.

Making accurate and repeatable noisemeasurements of any product is difficult,but is particularly so with turbochargers.Turbochargers produce noise from anumber of sources; the compressor andturbine blades generate what is termed‘aerodynamic’ noise, and shaft and bearingsystem produce ‘structural’ noise. The noisewe hear is pressure waves in the air, andthe high frequency noise produced byturbochargers has wavelengths of a fewmillimetres. Often these are clearly audiblesingle frequencies, which produce a whistleor siren-like sound. This can complicate thenoise if measured in an environment suchas a standard test cell where reflection ofnoise from hard surfaces, such as the walls,can result in interference patterns, withlocally high and low levels of noise. Thesepatterns change as the frequency, andtherefore wavelength of the noise change,making detailed measurement difficult andprone to large errors.

The prominent high frequency ‘whistle’noise of turbochargers is a consequence ofthe high rotational speeds encountered,with the frequency of major noise sourcesdirectly linked to speed. For instance,inadequate balancing of the rotorcomponents can lead to high dynamicforces, which manifest themselves as a‘once-per-revolution’ noise. As speedincreases the frequency of this noiseincreases and -produces the distinct‘whistle’ or ‘whine’ sound. Similarly, noisegenerated by compressor blades occurs ata harmonic of shaft rotational speed,related to the number of blades. This ismuch higher in frequency than ‘once-per-revolution’ sources, but again produces adistinct whistle-like sound. Holsetengineers are now working to understand,reduce and control such noises, providingmore refined products and robust designs.Data produced by the noise test cell is keyto this process.

Commissioned in 2002, the facility wasdesigned to meet existing internationalstandards, however the complex nature ofturbocharger noise measurement hasmeant that many new and innovativefeatures have had to be developedspecifically for this project. For example, thetest cell comprises a number of separatechambers, which allows for simultaneousmeasurement of the different noise

sources. Automated test and dataprocessing procedures result in rapidevaluation of the test unit, with the resultsreported in a format familiar to both Holsetengineers and customers already engagedin interpreting aerodynamic performancemaps. The result has been a test facilitythat is considered to be unique within theturbocharger industry.

The test cell is now being used tocharacterise the noise emissions of currentdesigns, help solve problems with existingproducts and provide data for thedevelopment of quieter future products.Such information will further enhance thecomparative advantage of Holset’sproducts, and ensure that Holset continuesto meet and exceed customer expectations.

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As part of our global manufacturingstrategy, Wuxi Holset are building a new10,000m2 world-class facility. Occupying a30,000m2 site, therefore allowing ampleroom for further expansion, it will comprisea turbocharger manufacturing plant, atechnology centre and an aftermarket partssupply and servicing business. It will belocated in Wuxi City’s designated ‘newdevelopment zone’, some 12km fromHolset’s existing site.

Holset’s production capabilities in what isprobably the world’s fastest growingmarket will be greatly enhanced,encompassing the manufacture of lightduty, mid-range and heavy-dutyturbochargers. The new technical centrewill be the first in China dedicated toturbocharger technology. In its engine testcells, specific turbocharger applicationstesting for Chinese-based OEMs will beundertaken, as well as development testingof new and enhanced turbochargerhardware for other markets.

Three key business objectives have driventhe development of the new Wuxi Holsetfacility. Firstly, there is a need to increaseturbocharger manufacturing capacity.Euro 2 equivalent emission standards arebeing introduced in China in 2004,prompting Chinese and internationalOEMs to develop new lower-emissionengines which must be turbocharged.

Secondly, Holset must affirm its ‘world classcapability’ in China, enabling Wuxi Holsetto build on the competitive advantage ofits market-leading product line-up andsustain its position in China as the leadingsupplier of turbochargers to OE customers.The new facility will offer an enhancedservice to new and existing customers. It isalso expected to help in the recruitmentand retention of talented engineers andsupport staff, and support local businessinitiatives, while meeting IS014001environmental standards. An even greater

emphasis will be placed on product quality,driven by a ‘zero defects’ mission goal.

Thirdly, there is the unremitting aim ofsustaining profitable growth, through theapplication of more efficient manufacturingand commercial procedures to bring lowercosts and greater added value.

Exciting times lie ahead for Wuxi Holset,with the new facility playing an essentialrole in our drive to establish a world classenvironment in every aspect of theexpanded Chinese operation.

Holset to open a newworld-class facility in China

Holset products have been manufactured in China for over 20 years.The Holset presence in this region will enter an exciting new phase by theend of 2003, with the opening of a new $8 million production facility and technical centre in Wuxi City.

Artist’s impression of the new Wuxi Holset facility