the info magazine of borgwarner turbo systems2/05
TRANSCRIPT
100 Years of the Turbocharger
p.14
Focus gets new lease of lifeFord Focus ST now available with powerful turbocharged engine
p.18
Performance TruckNew International trucks with 2-stage regulated charge
Turb
oN
ews
History and future prospects of a revolutionary technology
Th e I n f o M a g a z i n e o f B o r g Wa r n e r Tu r b o S y s t e m s 2 /0 5
2
Innovations
16 Shaping the future: The Engine Systems Group of BorgWarner
Title Topic
4 Turbocharging celebrates its 100th anniversary
Comment
3 Ulli Fröhn, Vice President Sales & Marketing, on the future potential of the turbocharger
Turbo Systems internal
22 Turbo Systems wins “Best Practice” DIN award 2005
24 Turbo Systems starts REFA training sessions in Kichheimbolanden
Markets & Customers
14 New Ford Focus ST with powerful engine and BorgWarner turbocharger
18 International launches production of light commercial vehicles with R2S™ charging system
20 New Golf GT with the world’s first twin-charged FSI engine ready to go
Paving the way for progress
Dear Readers,
100 years ago, Swiss engineer Alfred Büchi developed the
idea of a turbine compressor, little knowing that he was laying
the foundations for massive increases in the performance and
efficiency of combustion engines. The fascinating thing about
Büchi's idea is that even now, after a whole century of rapid
technological progress, it still holds the potential for innovative
leaps in engine development.
Good examples of this include the first twin-charged direct
injection TSI spark-ignition engine of the new Golf GT, and the
R2S™ regulated two-stage booster system, which makes drivers
of the new CF truck from International feel almost as though they
are driving an SUV. Both of these applications are presented
in this edition of TurboNews.
This issue focuses on an interesting overview of the history of the
turbocharger. It pays special tribute to the visionary Büchi, whose
idea paved the way for the huge success of BorgWarner Turbo
Systems. Büchi's inventive genius lives on in the engineers and
employees of BorgWarner, who are forging new paths within the
entire Group to make progressive concepts and ideas reality.
The Engine Systems Group, the winning of the “Best Practice
2005” DIN award or the REFA training course in Kirchheimbolanden
are just three of many examples of how the turbocharger specialist
is treading new ground for the benefit of its customers.
We hope you have fun reading!
The editorial team
Editorial
Events
17 BorgWarner shows at the SAE Congress 2005 in Brazil
23 BorgWarner invites customers to workshop to learn about new technologies
Con ten t
p. 4
p.14
p.18
p. 20
The 16 November 2005 was a very special
day for the automotive industry. It was on
this day exactly 100 years ago that the Swiss
inventor Alfred Büchi received the patent for
his turbocharger. Who could have imagined
what triumphs this technology would enjoy,
particularly in the last two decades?
After turbocharging had initially established
itself in commercial vehicles, the real break-
through for turbocharged diesel engines
in passenger cars came in 1982 with the
launch of the Golf Turbodiesel by Volks-
wagen. Today, almost 50% of all new cars
registered in Europe are turbo diesels. And
the diesel engine is also playing an increas-
ingly important role in other regions of
the world, such as India and Korea, as a
modern, economical and clean powertrain.
With rising fuel prices, interest in highly
efficient drive systems has grown signifi-
cantly, even in Japan and the US. Along-
side hybrid concepts, the diesel engine is
becoming a popular alternative.
Almost 100% of all diesel engines produced
today are turbocharged. And the boosting
systems have reached an extremely high
technical level. Turbochargers with variable
turbine geometry are now available as
standard in many segments, and the
first engines with regulated 2-stage turbo-
charging are now on the market.
Following this domination in the diesel
arena, engine developers are now turning
their attention to turbochargers for gas
engines. In particular the combination of
3
gasoline direct injection and turbocharg-
ing holds great potential. In contrast to
earlier boom periods of gasoline engines,
squeezing out more power is no longer the
main objective. The goal today is much
more to combine performance with lower
fuel consumption. And enormous progress
has also been made in this field in the
last few years, giving a hint of what is
to come. Applications with the so-called
1050 °C technology are already in use,
for example. And the VW Golf GT with the
1.4 TSI engine presented in this edition
clearly shows the potential of downsizing.
An absolute highlight for gasoline engines
in 2005 was certainly the announcement
of the new Porsche 911 Turbo, which will
be fitted with turbochargers with variable
turbine geometry by BorgWarner.
So even after 100 years, the future remains
exciting for turbocharger technology. And
innovation seems to be coming faster
than ever.
Ulli Fröhn, Vice President Sales & Marketing with BorgWarner Turbo Systems.
THE TURBOCHARGER CELEBRATES ITS 100TH BIRTHDAY – AND STILL HOLDS GREAT POTENTIAL FOR THE FUTURE
The saga continues
100 Yearsof the Turbocharger
Comment
4
The EvergTurbochar
100 Years o f the Tur
5
reen rger 100 YEARS OF BOOST
Whether modern sedan or agricultural machine, luxury yacht
or commercial truck: it is impossible to imagine the modern
combustion engine without the exhaust gas turbocharger.
Yet from its very beginning, right up to modern developments
such as variable turbine geometry or regulated
two-stage turbocharging, the turbocharger has had
a rocky path to get where it is today. TurboNews
invites you to take an exciting journey through
100 years of turbocharger history.
bocharger
The inventorhimself: Alfred Büchi
Pho
to A
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hi: E
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-Bib
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alsa
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Most of you have probably never heardthe name Alfred Büchi. However, thisSwiss engineer was something of avisionary. In 1905 he developed an ideafor an “internal combustion engine, con-sisting of a compressor (impeller), a pis-ton engine and downstream turbine”.Unfortunately, he did not actually havethe materials to make his dream a reali-ty – so he developed the entire concepton paper. The concept was clearly con-vincing, as on 16 November 1905 AlfredBüchi received the patent of the Germanempire for his invention with the number204630. The turbocharger was born.
Büchi’s idea was based on a simpleobservation of combustion engines. Hehad noticed that these engines seemedto waste around two thirds of their ener-gy input via cooling and exhaust gases.Only one third was actually used to generate power. Büchi’s thought was tomake the system more economical – hewas Swiss after all. He wanted to makeuse of the temperature and kinetic ener-gy in the exhaust gas to increase theperformance of the engine. The conceptwas to position a turbine wheel in theexhaust gas stream. This turbine wouldthen be connected to a shaft that would
How it all started…
The first regulated 2-stage turbocharging system for a passenger car diesel engine byBorgWarner Turbo Systems and the 100,000thturbo by Schwitzer – milestones of impressivedevelopment
100 Years o f the Tur
transfer power to an impeller to increasethe pressure and volume of air blastedinto the cylinders.
This turbocharging principle remains basi-cally the same today, although technicaladvances and new materials have cre-ated new opportunities that seemedimpossible 100 years ago. Variable tur-bine geometry, where the turbine vanesare electrically adjusted, and space-agematerials that allow temperatures of upto 1050 degrees Celsius are innovationsthat even a man with such visionary poweras Büchi could not have dreamed of.
7
Turbos on the ocean waves
Alfred Büchi first came closer to actuallyrealizing his dream some 10 years later.In 1915, when the engineer had beenworking at “Sulzer” in Winterthur for sixyears, he built the first prototype of adiesel engine with turbocharger – for aship. Ship engines were typically veryrobust and operated at a fairly constantlow speed – perfect conditions for in-creasing feed pressure with turbo boost.Indeed, it was in ships that the turbo-charger was first put into series produc-tion. And when the German transportministry commissioned the passengerships “Danzig” and “Preußen” in 1923,the turbocharger really came to the fore. Both of these vessels were fittedwith ten-cylinder diesel engines, whose performance was increased from astandard 1,750 bhp to an impressive2,500 bhp using turbochargers.
Above the clouds
In 1917 the turbocharger then found a new application, aviation. This wouldbecome a huge factor in driving devel-opment forward in the years that followed World War I. The FrenchmanAuguste Rateau had already equippedan airplane with a turbocharger one yearbefore the start of the war. His aim was
to increase its performance and dealwith a fundamental problem that air-planes had all experienced up to thatpoint. The problem was that the higherairplanes flew, the poorer the perfor-mance of the piston engines that drovethem. Turbocharging offered a real solu-tion here, as it was possible to stabilizeperformance by varying the boost pres-sure. This allowed airplanes to fly higher,which offered two key advantages.Firstly, greater altitudes offered lower airresistance, meaning the planes requiredless energy. Secondly, exhaust gas tur-bines also worked more efficiently in thelower air pressure at these altitudes.This was demonstrated impressively in1918 by Dr. Stanford Moss of GeneralElectric, who tested an aircraft enginewith exhaust gas turbocharger at 14,000 feet at the summit of Pikes Peakin Colorado, USA. At this altitude thepower of the engine increased from 221to 356 bhp.
The passenger ship “Preußen” in 1923 with two ten-liter turbo diesel engines
1905The Swiss engineer, Alfred Büchi,receives his patent for an “internalcombustion engine, consisting of a compressor (impeller), a pistonengine and downstream turbine”:The turbocharger is born.
1914 The first working traffic light is put into operation in Cleveland, USA.
1918Louis Schwitzer founds the SchwitzerCompany in Indianapolis, USA.
1921Albert Einstein receives the Nobel prize for physics.
1928 The BorgWarner Corporation is founded. Schwitzer builds the firstturbocharger.
Louis Schwitzer
Auguste Rateau equipped an airplanewith a turbocharger back in 1913
Dr. Stanford Moss tested an aircraft engine with turbocharger in 1918 at Pikes Peak in Colorado
bocharger
Schwitzer and KK&K get in on the action
Aviation also provided the most produc-tive field of application for turbocharg-ing in the years after the war. Whethergreater altitudes, lower consumption orimproved range, turbocharging had ahuge impact and even allowed the firstnon-stop Atlantic crossing by a passen-ger aircraft. The most important pas-senger aircraft of this age, Lockheed’sSuper Constellation, was equipped withan engine whose already impressiveperformance of 2,700 bhp was increasedto 3,300 bhp with turbochargers.
In the automobile arena, developmentwas initially limited to commercial vehi-cles. In 1938 the Swiss engineeringworks “Saurer” brought the first turbo-charged commercial vehicle engine ontothe market. This trend for turbochargedcommercial vehicle engines continuedand gained particular significance at theend of the 1980s, when stricter emis-sions legislation was introduced. Today,virtually all commercial vehicle enginesare turbocharged.
Louis Schwitzer
But let us return to 1952. At this time thecompany “Kühnle, Kopp und Kausch(KK&K)” began developing and manu-facturing turbochargers. And in the US,Schwitzer was in the process of fittingthe first diesel racing car with a turbo-charger in Indianapolis. At that pointnobody could have realized that some50 years later these two companieswould come together to form BorgWarnerTurbo Systems. Even back then, turbo-chargers for commercial vehicles werebeing produced on a large scale, andsince 1954 Schwitzer has also been producing turbos for the commercial
KK&K's trade fair stand in 1961
MTU fire engine from 1979
The famous Caterpillar became the industrystandard – not only on construction sites, but also in sandboxes around the world!
8
100 Years o f the Tur
vehicle manufacturer Caterpillar. In 1955the D 9 by Caterpillar became the firstturbo-diesel vehicle to go into seriesproduction in the United States.
However, it was not really until the 1960sthat turbocharging started playing amore significant role in the automotiveindustry, following several unsuccessfulattempts to integrate the technologyinto passenger cars at the start of 50s.The main reason for the lack of successhad always been the turbo lag, whichcould not be overcome. Yet in 1962/63,despite the problems, General Motors
launched two vehicles with turbochar-ged engines in the US: the OldsmobileF85 and the Chevrolet Corvair MonzaTurbo. The Oldsmobile was very trickyto look after. The complex system of itsJetfire engine, with more than 50 hosesand pipes in its oil and cooling system,made it prone to breaking down. It was taken out of production in 1964,although the Chevrolet hung on foranother two years.
Oldsmobile F85
Chevrolet Corvair Monza Turbo
The turbocharged engine in the Chevrolet Corvair Monza Turbo
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1940Introduction of the automatic gearbox.
1952 The company “Kühnle, Kopp undKausch” (founded in 1899) beginsdeveloping and manufacturing turbochargers.The first turbochargerby Schwitzer is fitted in a CumminsDiesel Racer.
1954Schwitzer produces the first turbocharger for Caterpillar.
1960Start of turbocharger production in Kirchheimbolanden.
1962Cooperation between the turbo-charger manufacturers Schwitzer, AG Kühnle, Kopp & Kausch, and Holset (UK).
1969On 20 July, Neil Armstrong becomesthe first man to walk on the moon.
Photo: Velocity Auto Journal
Photo: Technikmuseum Sinsheim
bocharger
Renault racing engine from 1981 with K26 turbocharger: Over 1,000 bhp of fierce performance
A VW test vehicle with turbocharged engine from 1980 is shown on German television
BMW Formula 1 racing engine: 1,350 bhp impresses even the hardiest of motor racing fans
10
100 Years o f the Tur
Pure turbocharger power
bhp, “was so powerful, it was almostimpossible to drive”. In 1989 the com-plex turbos in Formula 1 were banned,and the normally aspirated engine came back in focus.
BMW and Porsche both brought outproduction cars with turbochargers in1974. BMW built the 2002 Turbo, andPorsche the 911 Turbo. This was some-thing of a surprise, given that the indus-try was suffering from the ongoing oil crisis. Their high consumption at this difficult time ultimately had an effect on sales. Indeed, BMW only produced
1,672 vehicles of this type in total. How-ever, Porsche’s 911 Turbo was alwaystargeted at a somewhat more exclu-sive clientele, seeking a no-compromisesports car for the road. The 911 took off,and the name has now become legend,supporting Porsche's image as manu-facturer of high-grade luxury sports cars.
Illustrations: www.porsche917.com
In the years that followed, interest in tur-bocharging for passenger cars remainedlow, although it took off for motor racingapplications. This was the first time thatEuropean engines were able to com-pete and even surpass their Americancounterparts. At the end of the 1960s,BMW was the first company to use turbocharged engines in touring carracing. In 1973, Porsche used a turbo-charged engine in its 917/30 racing carto generate more than 1,100 bhp. Thisvehicle destroyed the competition andeven led to the US racing series havingto change its rules!
In Europe, Renault introduced turbo-charged engines for Formula 1 racingcars in 1977, with their first victory com-ing two years later in 1979. The tech-nology, with which they were able to generate more than 1,000 bhp fromthe small 1.5 liter 4-cylinder engine intraining, soon established itself amongthe other manufacturers. From 1983 on,turbocharged engines then dominatedthe scene. However, top speeds did not increase as much as the twofold oreven threefold increase in power hadsuggested. As the fuel tanks were oflimited size, the teams were keen tokeep consumption as low as possible.Boost pressure limiters were thereforeintroduced to cap the top performance.The Austrian, Gerhard Berger, drove themost powerful Formula 1 car of all timein 1986. He later reported that theBenetton-BMW, which generated 1,350
Racing car legend of the 70s: The Porsche 917
Porsche 911 Turbo from 1981
BMW 2002 Turbo from 1974
11
1984The first vehicles with anti-lock brakes (ABS) come onto the market. Bosch was the first company to offer an ABS system for motor vehicles in 1982.
1999BorgWarner takes over Schwitzer. 3K Warner Turbo Systems and Schwitzer join forces to become “BorgWarner Turbo Systems”.
2000BorgWarner Turbo Systems moves its HQ to Kirchheimbolanden.
Market launch of the smallest turbocharger for passenger car diesel engines: The KP31.
Start of production for passenger car turbochargers with variable turbine geometry.
2000The American biologist Craig Venter makes the sensational announcement that his companyhas decoded 99 % of the humangenome. Pioneering medicaladvances are predicted from thisknowledge of the genome with its 100,000 genes.
Emblem of Kirchheimbolanden
bocharger
12
Champion on all fours
Turbochargers take to the streets
Emotion versus Efficiency
Six years after the oil crisis, things hadalready started looking up for the auto-mobile manufacturing industry. In March1980, Audi presented its “quattro” to thepublic at the Geneva Motor Show. It wasthe first mass-production car to use
permanent all-wheel drive, andwas fitted with a straight five-cylinder engine block using a turbocharger. It raced from 0-60 in just under 7 secondsand achieved a top speed of
The triumphant advancement enjoyedby turbocharging technology in passen-ger cars started in Europe in 1982 withthe Golf Turbodiesel. Diesel engines hadpreviously been considered somewhatslow and ponderous, and better suitedto commercial vehicles, yet the Golfushered in the dawn of powerful dieselengines in small cars. More and morenew inventions have helped optimizethe engines, allowing diesel-poweredcars to combine sporty performancewith their traditional virtue of low con-sumption. Important milestones includethe direct injection turbo diesel, variableturbine geometry of turbochargers, andmost recently the combination of turbo-charger and supercharger in the TSI.Almost every diesel engine sold inEurope today is fitted with a turbocharger.And developers of gasoline engines are also concentrating more and more
138 mph. Although the trade press cele-brated the Audi quattro as a sensation,only 11,452 units were built in its ten yearlifespan, not least due to its high pur-chase price. But it was on the racetrackthat the Audi quattro demonstrated itstrue potential. While the competition’scars were still using two-wheel drive,Audi was committed to its four-wheeldrive technology – winning two con-structor’s and driver’s world champion-ships from 1981 to 1985.
on turbocharging. In light of increasingenergy prices, thoughts of increasedperformance have long since given wayto a desire for reduced consumption.Reducing exhaust emissions is anotherimportant goal of engine and turbo-charger developers. In 2004, some62 % of all new passenger cars sold in Western Europe were fitted with a turbocharger. This is the highest levelworldwide. The trend seems to be towardever smaller turbocharged engines thatoffer the same performance as theirlarger counterparts but with lower weightand reduced consumption.
In the US, diesel engines only reallystarted to appear in passenger cars inthe 70s. The US had been hard hit bythe oil crisis in 1971, causing an increasein demand for diesel vehicles, whichwere cheaper and more economical.
With the end of the oil crisis, however,American drivers went back to their gaso-line engines. The higher compression indiesel combustion caused blocks tocrack and crankshafts to wear out pre-maturely. Consumers were also lookingfor powerful engines, an area wherediesels suffered. But back to today.Diminishing global oil resources, and theincrease in fuel prices that accompaniesthis, have led to diesel vehicles onceagain gaining in popularity. And modernturbo diesel engines have long sinceshrugged off the image of being under-powered, loud and smoky.
The story is totally different in Japan.Turbocharged diesel engines have beenin use there since the 1960s, originallybeing introduced to reduce consump-tion and improve the performance ofcommercial vehicles. However, the high
A true legend, thanks mainly to its success on the rally circuit: The Audi Quattro
Admittedly, a somewhat unfair comparison between the dream carCadillac Eldorado de Ville and the brand new Golf TSI.
Cadillac Eldorado de Ville VW Golf GT 1.4 TSIBuilt in: 1960 2005Length: 19.5 ft. (6 meters) 13.5 ft. (4.2 meters)Displacement: 500 cu. in. (8.2 liter) 8-cylinder 85 cu. in. (1.4 liter) 4-cylinderPower output: 340 bhp 170 bhpTop speed: 115 mph 135 mphAverage consumption: 8 mpg US / 9.5 mpg UK 30 mpg US / 38 mpg UK
100 Years o f the Tur
13
power offered by turbocharged gasolineengines in passenger cars has oftenbeen viewed critically, with many believ-ing this encourages people to drive toofast. This was one of the reasons whyturbocharged gasoline engines gainedlittle acceptance in the 1970s. This allchanged in the early 80s with the intro-duction of the Nissan Cedric – the firstJapanese car with turbocharger. Turbosthen started to become morepopular due to their lower con-sumption. In 1981 Honda intro-duced the CX500T, the world’sfirst motorbike with turbo-charger. In the same year Hitachiproduced the turbocharger forthe world’s first boosted Wankelengine. This was developed byMazda and celebrated its pre-miere in the Mazda Cosmo RETurbo. With the launch of its “Mark II” (in Europe “Supra”) in 1985, Toyotabrought the first vehicle with bi-turboengine to the market.
So-called “minicars” have traditionallyalways had large market shares in Japandue to a road tax that is based on the size and weight of vehicles. These minicars must be no more than 3.395meters long (just over 11 feet) and 1.475 meters wide (just under 5 feet).They generally use tiny, turbochargedgasoline engines with a displacement of 0.66 liters.
The diesel engine also had a tough timegaining acceptance in passenger carsat first. A lack of appropriate legislationon the part of the government and thedelay in introducing catalytic convertershad led to a situation where Japan wassuffering from severe air pollution, whichwas predominantly attributed to thediesel engines. All this even caused theauthorities in Tokyo to launch a “say noto diesel vehicles” campaign in the year2000. Although the Japanese govern-ment initially only introduced very fewuseful measures to reduce exhaust emis-sions, the country now has the strictestregulations for both gasoline and dieselengines. These are set to be enforcedfrom 2010 onward.The Japanese manu-facturers are currently working on awhole range of concepts for minimizingconsumption and emissions. Alongsidediesel and bio-diesel engines, hybriddrive technologies are currently amongthe most popular solutions.
Honda CX500T, the first motorbike with turbocharged engine
Mazda RE
A Toyota Supra rally car
And that was just the beginning…
100 years of the turbocharger – andexperts are still predicting potential con-sumption savings of up to ten percentfrom one model to the next. The turbotechnology boom seems to be far fromover, and the worldwide demand for turbochargers has more than tripled inthe last 10 years. The sharp increase inthe use of turbochargers in diesel pas-senger cars has clearly been the maindriving factor behind this, and expertsare predicting this will spread beyondEurope’s borders. But we should notforget the future potential of turbo-
charged gasoline engines. Many manu-facturers and consumers are starting to realize the advantages of such driveconcepts. We can summarize this inplain English: In future the only goodengines will be turbocharged engines.
Alfred Büchi, who made all this possiblewith his invention, died back in 1959 andnever witnessed the breakthrough of hisidea in the automotive industry. Yet theforce and ingenuity behind his originalidea remains as strong today as it ever was.
2002Start of series production of VTG turbochargers.
2004Introduction of the world’s first passenger car diesel engine withregulated 2-stage turbocharging.
2005BorgWarner supplies the turbocharger for the world’s first twin-charged FSI engine.
bocharger
14
Focus gets new lease
NEW FORD FOCUS ST WITH POWERFUL ENGINE AND BORGWARNER TURBOCHARGER
R acing from 0-60 in less than 8 seconds and top speeds ofover 125 mph used to be the
domain of the sports car. Not anymore.Now anybody on a modest budgetlooking for a family-friendly compact car can also get that genuine sports car feeling.
Launched in November, the new FordFocus ST offers the perfect balance ofpracticality and performance. It uses the same 2.5 liter 5-cylinder turbo-charged engine available in the VolvoS40/V50 since late 2003. This offerstruly exhilarating performance andmakes the Focus ST a direct com-petitor to the Golf GTI and Opel AstraOPC – both of which also rely on turbo-charged gas engines with BorgWarnertechnology.
Like the Volvo S40, the top model in the Focus line is based on the so-calledP1 platform. This allowed Ford to offerexcellent all-round performance withoutthe need to make any drastic changesto either the engine or the turbocharger.The engine produces 225 bhp andoffers its exemplary 235 lb-ft of torqueover an amazing range from 1,600 to4,000 rpm – ensuring more than enoughpickup for any situation.
The Focus ST accelerates from 0-60 injust over 6.5 seconds and reaches a topspeed of 149 mph. Yet it is not just itsperformance that impresses. This reallyis a car you can use every day. It offers26 miles to the gallon (US), which is trulyeconomical in this class of vehicle. Andof course the high-tech engine alsomeets the strict Euro4 standard.
A key factor to this performance is the innovative K04 turbocharger byBorgWarner. This is the first ever seriesproduction turbocharger that can with-stand exhaust gas temperatures of upto 1050 °C (1920 °F). Alongside this, theturbocharger is equipped with an inte-grated cast steel turbine housing, anintegrated recirculation valve and inte-grated waste gate.The engine and turbo-charger were developed in intensivecooperation between the engineers atVolvo and BorgWarner Turbo Systems,who were not prepared to accept anycompromises – a philosophy that holdstrue for the whole Ford Focus ST concept.
While the 5-cylinder turbo engine pro-vides impressive performance, thedevelopers can also be proud of theFocus ST’s appearance. The special
Market s & Cus tomers
of life“Electric Orange” paint finish reallymakes the car stand out. The ST alsodistinguishes itself from the family Focusthrough several design elements, suchas the new front and rear bumper, 18-inch alloys, a discreet rear spoilerand the side blinkers integrated into the wing mirrors. The sporty feeling continues with the interior. The Recaroseats are striking, and the instrumentson the dashboard show booster pres-sure, oil temperature and oil pressure.
One particular highlight is the soundsystem, designed by Ford’s motor racing department, which allows theintake sound from the engine to be forwarded directly to the interior. Thisallows passengers to enjoy the sportysound of the turbocharged engine andcontributes to the sports car feeling.
15
A glance at the exterior of the new Ford Focus ST gives an indicationof what lies beneath
The first series production turbo-charger for exhaust temperaturesof up to 1,050 °C (1,920 °F)
Integrated turbine housing madeof high-strength cast steel
Specifications of the Ford Focus ST
Engine: 5 cylinder, in-line
Displacement: 2,522 cm3
Power output: 225 bhp at 6,000 rpm
Max. torque: 236 lb-ft at 1,600 rpm
Top speed: 149 mph
0 to 60 mph: 6.5 seconds
Gearbox: 6-speed manual
Consumption (mixed): 25 MPG (US), 30 MPG (UK)
16
Shaping the fut
In the BorgWarner Powertrain Technol-ogy Center in Auburn Hills, Michigan,a small team of BorgWarner experts is
working on tomorrow’s drive solutions.The Engine Systems Group has the taskof investigating and assessing systemsolutions for the future. The results fromthese investigations should help theindividual business units such as TurboSystems to develop innovative productsfor the future.
Efficient cooperation
The Engine Systems Group operates as a catalyst between the develop-ment teams of the individual businessunits, offering them insight into productproperties that customers are likely to demand in future. The team also promotes communication within theBorgWarner group, so that the indi-vidual business units areable to offer customerssolutions that are per-fectly matched to oneanother. It is then the taskof the individual busi-ness units to perform the necessary developmentwork so that new pro-ducts can be providedto satisfy changing cus-tomer needs and wishes.
New innovative EGRconcepts
As the Engine Systems Group coordi-nates many different projects, it can alsooffer a valuable contribution to productdevelopment in the various businesslines. One good example of this is the
EGR Boost System: High-pressure ex-haust gas recirculation is one of themost effective ways of reducing nitrogenoxide emissions. This technology iswidespread in modern engines, inclu-ding in many diesel engines with turbo-chargers. However, above a certainexhaust gas level, the dynamics of theturbocharger are compromised. Withinthe BorgWarner group, various busi-ness units are working together on newconcepts to solve this problem – acooperation coordinated by the EngineSystems Group.
Lower emissions with improved dynamics
The group of experts is currently con-centrating on integrating exhaust gasrecirculation systems and turbochargersin a single solution, which will help
BorgWarner’s customersmeet the strict legalemission values to beintroduced in 2007 fordiesel engines. Particu-lar focus is placed on theso-called low pressureexhaust gas recircula-tion here. In contrast tocommon high pressureexhaust gas recircula-tion systems, the lowpressure system intro-duces cooled exhaust
gas that has been cleaned by a dieselparticulate filter into the incoming airstream of the engine’s turbocharger to achieve significant NOx reductions.Alongside lower emissions, the newtechnology also offers improved charg-ing system dynamics.
THE ROLE OF THE ENGINE SYSTEMS GROUP AS AN INTERDISCIPLINARY TEAM OF EXPERTS
Innovat ions
BORGWARNER SHOWS AT THE SAE CONGRESS 2005 IN BRAZIL
senger, commercial and off-road vehi-cles. The exhibition was extended toinclude a three-day program with excit-ing conventions, lectures and eventsfocusing on new technologies. Some10,000 visitors – predominantly engi-neers and technicians – took advantageof this interesting event.
BorgWarner took part in the SAE Congress 2005 with the two businessunits of Turbo Systems and ThermalSystems. With DaimlerChrysler, MWM-International, Cummins, Ford, Caterpillar,Volkswagen, Iveco and Valtra, several of BorgWarner’s most important cus-tomers took the opportunity to learnabout the company’s latest techno-logies and products and make new contacts.
The BorgWarner Team was able to welcome almost all important customers to its stand, offering insights into the latest technologies
New markets – New technologies
17
ureHowever, the low pressure exhaust gasrecirculation places new demands onthe system components, in particularthe turbocharger. The recirculated gasnow flows through the compressor sideof the turbocharger and hits it with significantly higher temperatures thanbefore. There are also residual particlesin the exhaust gas which can stick to thecompressor wheel or even attack thematerial of the wheel. Designing thecompressor side of a turbocharger system to operate under these condi-tions is therefore the challenge nowbeing taken up by the Turbo SystemsDivision as their part of the group-widecollaborative effort. Other elements in-clude advanced EGR valves, a thermalmanagement system, and a compre-hensive control system to manage theEGR-Boost technology.
Keeping one step ahead of the competition
Having the right products ready beforecustomers need them is one of thestrategies BorgWarner Turbo Systemsare using to meet company goals. Collaborative efforts, such as the EGR-Boost project and the forward-lookingwork of the Engine Systems Group, helpguide product development and facili-tate systems-based solutions that allowthe company to maintain its uniquecompetitive advantage.
Events
Since 1992 the Society of Auto-motive Engineering has beenorganizing the largest interna-
tional congress for technology andmobility in South America. The SAECongress takes place every year in São Paulo, Brazil, and attracts thou-sands of visitors.
The motto of this year’s event was “New markets – New technologies:Challenges in automotive development”.The main items presented were GPStracking and navigation systems, vehi-cles made of aluminum, new dieseltechnologies which reduce fuel con-sumption and emissions, and severaldevelopment projects from 100% Brazil-ian companies.
More than 80 companies presentedtheir products, services and technolo-gies – including vehicle manufacturersand suppliers that offer parts for pas-
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Many Americans associate thename “International Truck andEngine Corporation (ITEC)” with
medium-sized and heavy trucks. Yetwith the new CF series (Cab Forward),available since mid 2005, Internationalnow also offers smaller commercial vehicles, which are particularly well suited to urban deliveries. The trucks in the CF product range are powered by the new International VT 275. This is an advanced 4.5 liter V6 turbo dieselengine, which uses the regulated two-stage turbocharging system R2S™ byBorgWarner Turbo Systems. This is thefirst time a 2-stage regulated chargingsystem has ever been used in this classof vehicle in the US.
New horizons
BorgWarner Turbo Systems employees,including Eric Parlow, Robert Lebold, andDave Shrader, began working on a turbo-charger application for International’s4.5L V6 engine platform back in 2001.
The V6 range was originallyconceived for North Ameri-can pick-up trucks, butwas then also incorporatedfor use in light commercialvehicles. Its use in com-mercial vehicles, with theirhigher payloads, made theengine subject to the strictheavy-duty vehicle emis-sions legislation. For theturbocharging system, this
meant high levels of EGR and corres-pondingly high levels of boost pressureto maintain power density and anacceptable air/fuel ratio for combustion.The designers took all this into consid-eration, and managed to develop a unitthat meets these strict requirementswithout sacrificing the engine’s dynamicresponse. The application release wasled by Dylan Foglesong from Ashevilleand was completed in late 2004 in timefor the 2005 model year.
More performance for commercial vehicles
International enjoys an enviable reputa-tion of offering its customers truly highperformance trucks – a reputation it waskeen to maintain with the new CF rangeby offering class-leading response andtorque. International’s aim was thereforeto exceed the expectations of those whohave owned and driven similar trucks –offering real improvements in drivabilityand performance. The two-stage tech-nology offered by BorgWarner allowedthem to achieve performance objectivespreviously considered impossible withmore conventional turbochargers.
The newly developed R2S™ system forthe V6 by ITEC employs a K16 high-pressure stage and a K27.2 low pres-sure stage. The high pressure turbinehas a bypass valve which is opened by a pneumatic actuator. The engine man-agement system commands the bypassto maintain valve closure up to approxi-mately 2,000 rpm for maximum use ofthe small turbo’s low inertia and quickresponse. As the rpm increases, it thenopens the valve to regulate systemboost pressure and to keep exhaustmanifold pressures within limits.
Optimum response
The new 4.5 liter V6 engine is rated to200 bhp at 2,700 rpm and 440 lb-ft ofpeak torque at 1,850 rpm. The small“high pressure” turbo is responsiblefor providing the vehicles in the CFrange with excellent starting torque,but the system is also sized appro-priately so that the system is stillhighly efficient even at full load and at higher speeds. The CF Truckgives drivers not used to commer-cial vehicles the feeling that they areactually driving a large passengervehicle.
Made in Campinas
The new turbocharging system for ITECis produced by BorgWarner Turbo Sys-tems in Campinas, Brazil. The employ-ees at Campinas were very eager tohave the R2S™ system come to theirmanufacturing facility, as the project ultimately involves both a new customerand a new type of high performanceproduct. Making all preparations andgetting manufacturing up and runningwas a tough task, but one which theteam in Campinas mastered perfectly,allowing the R2S™ turbocharger to bedelivered on time for the planned pro-duct launch at International in Huntsville,Alabama and Escobedo, Mexico. Inter-national was pleased with the results ofthe cooperation.
The V6 project with ITEC underlinesBorgWarner’s leading technological posi-tion and is a perfect example of how the global organization works togetherseamlessly to ensure its customers' sat-isfaction.
The R2S™ system by BorgWarner offers analmost sporty feeling in the new CF range
Performance TruckINTERNATIONAL LAUNCHES PRODUCTION OF LIGHT COMMERCIAL VEHICLES WITH R2S™ CHARGING SYSTEM
The new Cab Forward Trucks are perfectly equipped for urban deliveries
Market s & Cus tomers
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Engine: V6
Displacement: 4,500 cm3
Power output: 200 bhp at 2,700 rpm
Max. torque: 440 lb-ft at 1,800 rpm
The R2S™ system with K16 highpressure turbocharger and K27.2low pressure booster system
Specifications of the International VT 275
I t was with the fitting name “Twincharger” that Volkswagen presentedthe world’s first twin-charged direct
injection gasoline engine (TSI) at thisyear’s IAA in Frankfurt. This pioneeringtechnology celebrated its debut in thenew Golf GT. The innovative 1.4 liter TSIengine generates its impressive powerfrom a belt-driven mechanical compres-sor, which has been combined with aK03 turbocharger by BorgWarner TurboSystems.
More power with lower consumption
The turbocharger has been matchedprecisely to the high demands of thenew high-performance unit and has an integrated exhaust manifold andrecirculation valve. One of the main aimsof the developers was to reduce con-sumption and emissions even furtherthan previous generations of engines.Yet they also wanted to give the newunit a powerful and wide torque bandand ensure a long service life despite theamazing performance on offer.
Best of both worlds
The concept of twin charging offersdecisive advantages for small gasengines, as it completely eliminates thetypically poor pickup they offer. So howdoes it work? In the lower rpm range theengine is supported by the mechanicallydriven compressor, which offers impres-sive response at low revs. As the revsthen increase, the mechanical compres-sor is disengaged and the BorgWarnerturbocharger with waste gate controltakes over the charging of the unit. TheK03 exhaust gas turbocharger is par-ticularly efficient in the upper rev band.In fact, it performs so well that from3,500 rpm upward, no more support isneeded from the compressor. The turbo-charger then does all the work itself.
Fun at all speeds
So what does the package offer? Anextremely agile engine, which uniteshigh performance, smooth running, lowconsumption and low emissions. With
its tiny 1.4 liter displacement the new TSIin the Golf GT offers an amazing 170 bhpand maximum torque of 177 lb-ft, whichis available over a massive rev bandfrom 1,750 to 4,500 rpm. This hightorque gives drivers the impression theyare driving a much larger normally aspirated engine. And as if that wasn’tenough, 32 mpg (US) makes it evensweeter.
The 1.4 liter TSI with 170 bhp has beenavailable since November 2005. Anotherversion with 140 bhp is also set to belaunched in early 2006 in the VW Golfand VW Touran, again with a BorgWarnerTurbo Systems turbocharger.
Pioneering engine concept
With the 2 liter direct injection turboengine released earlier, the VolkswagenGroup and BorgWarner Turbo Systemsalready succeeded in developing theworld's first direct injection gas enginewith turbocharging. This engine isalready being used in several VW and
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Twice the funBORGWARNER SUPPLIES TURBOCHARGER FOR WORLD’S FIRST TWIN-CHARGED FSI ENGINE
Market s & Cus tomers
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The new Golf GT 1.4 TSI offers impressive performance and extremely low consumption
The “twin charger”, a mechanical charger in combination with aBorgWarner turbo-charger, offers 120 bhpper liter displacement –making it the king offour cylinder passengercar engines
The maximum torque of 177 lb-ft is available to the driver across the broad range from 1,750 to 4,500 rpm
Audi models, such as the new Audi A3Sportback, Audi A4, Golf GTI and VWPassat. The new 1.4 liter TSI unit under-lines BorgWarner Turbo Systems’ lead-ing position as a supplier of pioneeringbooster technology for gas engines.
BorgWarner Turbo Systems doesn’twant to achieve greater efficiencythrough newly developed turbo-
chargers alone. In the organizational fieldtoo, the company is doing everything itcan to tap the full potential for improve-ment in efficiency across the globe. As aresult, Turbo Systems was honored withthe “Best Practice” DIN award, whichwas awarded by the German Institutefor Standardization for the second timethis year.
Lower costs through fewer materials
The merger of the two turbochargermanufacturers Schwitzer and 3K-Warner
to form BorgWarner Turbo Systems in1999 doubled the amount of materialsused in the company. There were 200different materials for the turbine cas-ings alone, which were reduced to just20 by updating the master data. A con-
cept therefore needed to be developedto enable a further reduction in theamount of material, thereby cutting thecosts for administration, warehousingand inspection.
The management of BorgWarner decid-ed to label the special materials for high-tech turbochargers in accordance withDIN EN 1560 in future. This is a materiallabeling system for cast iron materialsthat covers both standardized and non-standardized materials.
On the basis of DIN EN 1560, the mate-rials were grouped, similar materialspooled together and the minimum devi-ations with regard to properties brought
to a common denominator. This proce-dure enabled the number of materialsused to be reduced by 60 percent cutting them from 20 to seven. Three of these materials are only used in special cases.
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Award for standardized saving
Significant saving
According to expert estimates, the costsfor administration, warehousing, inspec-tion, etc. that are involved in using justone special material amount to around € 75,000. Reducing the number ofmaterials used therefore brings notice-able savings.
Worldwide standardized labeling
In addition to improved internal andexternal communication, the creation ofa global material labeling system inaccordance with DIN EN 1560 has aseries of other advantages that also lead indirectly to further cost savings –
such as avoiding redundancies in masterdata and shortening development times.The introduction of this outstandinglabeling system will therefore also offerthe turbocharger specialists’ customersnoticeable competitive advantages.
DINThe award winners 2005
Turbo Sys tems in ternal
TURBO SYSTEMS WINS “BEST PRACTICE” DIN AWARD 2005
BORGWARNER INVITES CUSTOMERS TO WORKSHOPTO LEARN ABOUT NEW TECHNOLOGIES
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Events
TechnologyWorkshop
Viktor Narejkis received the“Best Practice” DIN award2005 on behalf of BorgWarnerTurbo Systems
On 21 November 2005, BorgWarnerTurbo Systems held a workshop forseveral of its customers and main
suppliers in São Paulo, Brazil. The event washeld by experts in new technologies and at-tended by some 70 guests. The experts onhand to offer insights into the new technologiesincluded Ulli Fröhn, Vice President Sales & Marketing, Werner Bender, Director of R&D Commercial Diesel Product Development, andWerner Erlewein, Global Customer ProgramManager.
Guests included representatives from Daimler-Chrysler, Cummins, General Motors, Mitsubishiand MWM-International, as well as staff membersfrom BorgWarner’s most important suppliers.
During the workshop, the fourth of its kind andalready a great success, those present gained agreat insight into the BorgWarner organization,important new developments and the latestmaterials for components. The large number ofengineers in the audience were able to gatherlots of valuable technical information.
A lecture by Sergio C. Veinert, General Managerof BorgWarner in Brazil, then rounded off theevent. He pointed out that the new exhaustemission legislation, which is set to be intro-duced in 2007, will force manufacturers to makevarious technical changes to turbochargers fordiesel engines. BorgWarner Turbo Systems iskeen to get to grips with this challenge early on together with its customers.
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35 STAFF MEMBERS TAKE PART IN THE REFA TRAINING COURSE IN KICHHEIMBOLANDEN
Fit with REFA
Through the use of REFA methods, themanagement of Turbo Systems cangain precise information on throughputtimes, capacity utilization and a propor-tional breakdown of times – especiallystandstill times, set-up times and distri-bution times. The data gathered areneeded to set reference times. In addi-tion to this, the REFA methods for timemanagement also offer a reliable basisfor calculations.
Following the positive experiences fromthe first training sessions, a decision hasalready been taken to make the REFAcourses mandatory for all productionplanners at BorgWarner Turbo Systemsin future.
The REFA courses were organized by Günter Jung (Production planningmanager), Uwe Schwarz (Productionplanning manager), Simone Stuppy(HR) and Werner Bachmann (REFAassociation).
In 2005 BorgWarner Turbo Systems in Kirchheimbolanden held two REFAseminars with 15 and 20 staff mem-
bers respectively. The participants wereproduction planners, members of theworks council, center managers, centermanagement assistants and staff mem-bers from Controlling. They each attend-ed 48 hours of intensive training on thetopic of rationalization with time manage-ment, and should now be able to applyin practice the knowledge successfullygained during the course.
Pub l i sh ingIn format ion
PublisherBorgWarner Turbo SystemsWorldwide Headquarters GmbHMarnheimer Straße 85/87, D-67292 Kirchheimbolanden
Editing and coordinationGünter Krämer, Global Marketing, BorgWarner Turbo Systems
AuthorsSabine Bossert, Brock Fraser, Jacquie Fette, Ulli Froehn, Viktor Narejkis, Nicole Raimer, Uwe Schwarz, Shunsuke Osawa
PhotographsBW Turbo Systems, DaimlerChrysler, Ford,Volkswagen, ETH-Bildarchiv Zürich, ITEC,Auto & Technik Museum Sinsheim
Concept, design and lithographyschulze, reister, grözinger, werbeagentur ag, Mannheimwww.srgwerbeagentur.de
Printingwdw druck gmbh, Sandhausen, Germany
Copyright © 2005BorgWarner Turbo Systems Worldwide Headquarters GmbH, KirchheimbolandenAll rights reserved, including that to make technical changesPrinted in Germany
TurboNews – 2/2005 Issue
Turbo Sys tems in ternal