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The Automotive Technology Roadmap

2009-05-25T19:14:00.000-07:00

Published January 2009, the Automotive Technology Roadmap is a unique collaboration between automotive business publisher SupplierBusiness, part of the IHS Global Insight group, and Ricardo. The report sets out the key drivers of change within the auto industry and analyses the current framework of competition for customers in terms of parameters including product performance, safety, OEM corporate structure, cost base and ownership, and supply chain issues and economies of scale.

The report goes on to examine each aspect of the vehicle in turn, including body structure, electrical and electronic control systems, passive and active safety systems, climate control, brakes, steering, suspension, wheels, chassis, driveline and transmission systems, advanced engine technologies, alternative fuels, hybrid systems, energy management and fuel cell vehicle systems. In each case, a comprehensive analysis of current state–of–the–art products is provided, together with the vision of the authors for the deployment of new technologies – including major potential disruptors – over a time horizon of approximately twenty years.

For each section Ricardo specialists have contributed their own insights and reviewed and validated the information gathered from external sources by SupplierBusiness. As such, while there is naturally much detailed level information which must remain confidential to Ricardo, the report provides a rigorous and well–researched vision of the future development of automotive technology which will be of significant value to SupplierBusiness customers.

Ian Kershaw, managing director of Ricardo Strategic Consulting in Northern Europe, said: "We are pleased to have partnered SupplierBusiness in the preparation of the Automotive Technology Roadmap report. Running to well in excess of three hundred pages, this report provides perhaps the most thoroughgoing examination currently available in published form of the likely technological development of the automobile over the next twenty years. Within the limits of what Ricardo can publicly disclose while protecting our clients’ confidentiality, the comprehensive nature of the analysis provided is likely to be extremely useful those engaged at all levels within the global automotive industry, including investors."

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General Motor - HCCI Engine

2009-05-18T00:26:00.001-07:00

A dark blue Saturn Aura is turning around the ovals of General Motors. It may look like any fresh model set for drive testing, but under the hood of this vehicle is an experimental engine that General Motors believe is the next milestone for fuel economy and emission control. Together with this Aura, GM is introducing the world the homogeneous-charge compression ignition engine (HCCI). Aside from other electrical connectors, this engine sets the Saturn Aura from other engineering prototypes.

According to GM’s researchers, the HCCI engine runs on a combustion process that holds the potential for advancements in fuel efficiency. Although several auto companies are developing the same system, GM is one of the pioneers.

The HCCI engine has the finest engine qualities, diesel engines that offer low fuel consumption and technology controlled low emissions.

As of now, further refinements will be needed for the engine. When it will be ready for the road, is the question that GM cannot answer at the moment. GM’s engineers and computers will maintain the engine on its operating range. According to experts, the works will be worth the investment.

In a New York Times interview with Chris Gerdes, associate professor of mechanical engineering at Stanford University, he was quoted saying “I believe H.C.C.I. represents the next great advance of the internal combustion engine,” The renowned

University is part of the HCCI research with GM.

“With minimal changes to the engine hardware, H.C.C.I. gasoline engines should be able to produce diesel-like efficiencies while simultaneously lowering emissions,” he further stated on the same interview.

The engine has the potential to raise fuel efficiency by 15 percent to 20 percent and at the same time, it will cause oxides of nitrogen reductions said Dennis Assanis, director of the Walter E. Lay Automotive Laboratory at the University of Michigan.

The 2.2 liter engine used in the Aura test was basically based from the GM Ecotec 2.4 liter four cylinder engine available in the Aura next year. A power of 180 horsepower and 170 pound-feet of torque is expected to be generated from the HCCI engine. On the other hand, the engine of the 2008 Aura will be generating a lesser power of 164 horsepower and 159 pound-feet.

The HCCI engine works by igniting an equal distribution mixture of fuel, air and exhaust gas. Like how diesel engine works, combustion is spontaneous from the heat in the cylinder.

“H.C.C.I. relies on a very delicate balance of chemistry happening thousands of times per minute in the cylinder,” said Paul Najt, a manager in G.M.’s powertrain research laboratory in his interview with the NYT.

“Controlling the chemistry is the difficult part to implement,” he said. “If the temperature and gas composition aren’t precisely correct, either nothing happens or something very bad happens.” He added. Mr. Najt had been working on the HCCI project for more than 30 years.

Aside from GM (factory manufacturer of Geo Catalytic Converter), other international auto companies are on their works for engine development. Volkswagen is developing their Combined Combustion System; Mercedes-Benz will be publicizing the details of their Controlled Auto Ignition Sytem and Honda with their own HCCI which was originally for racing motorcycles and is now tested in a four-cylinder car engine.

Telligent® systems New Actros

2009-05-15T21:19:00.000-07:00

The new Actros offers a range of cabs and specification for every task and budget. Innovative technology provides an economical transport solution, long-distance or short-haul. In addition, the Actros boasts hard-wearing good looks and of course, exemplary Mercedes-Benz standards of safety.

For the third year running, Actros has been awarded International Truck of the Year thanks to its superb specification and design. Features like Telligent Lane Assist, a larger and more comfortable bed with adjustable head section, and the innovative PowerShift 2 gearbox all add up to a truck that’s safer, more comfortable and easier to drive than ever before.

Telligent® systems
Telligent® is a complete package of systems covering all aspects of operation in the new Actros. Intelligent systems monitor and regulate the vehicle functions, giving drivers a safer, smoother ride and prolonging the life of the vehicle and parts.

Proximity control
Keeping your distance is perhaps one of the most important rules of safety, yet one that is becoming harder and harder to obey. That’s why Telligent® proximity control is available as an option in conjunction with a retarder. This driver assistance system permits a more relaxed style of driving by scanning the traffic situation up to 150 metres in front of the vehicle, monitoring the distance to the vehicle in front and the speed at which it is travelling and analysing any changes. As a result, the speed of the new Actros and its distance from the vehicle in front are automatically adjusted to the changing traffic situation.

Braking system
The standard-specification Telligent® brake system comprises a dual-circuit brake system, internally ventilated disc brakes all round, ABS, ASR and auxiliary brakes such as the engine brake or retarder. The system relays each brake signal at lightning speed – much quicker than any mechanical system could. It also allows brake power to be metered as sensitively as in a passenger car.

The braking force is optimally distributed between tractor and trailer according to the load. The Telligent® brake system also ensures that the brake pads on the different axles do not wear at significantly different rates.

Brake Assist instantly recognises a critical situation by the speed with which the driver steps on the brake and acts at lightning speed, activating the full force of the brakes.

The integral retarder function ensures that when the service brake is applied, the engine brake (constantly-open throttle and brake valve) and, where fitted, the retarder are automatically activated.

Automated Gearshift
The Telligent® automated gearshift is optional for construction vehicles. It lightens the driver’s workload without any loss of control or sensitivity from the ergonomic hand-held gearshift.

Gear changes can be made without the driver having to operate the clutch, though the driver is still free to take control of gear selection at any time.

Lane Assist
The optional Telligent® Lane Assist lane recognition system is always on call in case the vehicle unintentionally strays too close to the edge of a lane.

A small camera located behind the windscreen monitors road-markings and relays the information to an on-board computer. If the lateral distance between the vehicle and the lane markings changes, the system emits an audible signal via the stereo speakers, alerting the driver to correct the course of the vehicle before any problems arise.

Stability control
Telligent® stability control is available as special equipment for 4×2 and 6×2 Actros semi-trailer tractors.

It recognises potentially dangerous situations like skidding or swerving, and acts to redress the balance by adjusting the vehicle’s power supply and braking. Through systematic adjustment of the engine torque, precisely metered tractor braking and trailer braking control combine to help drivers avoid dangerous situations.

Combined with an alert and careful driving style, Telligent® stability control can make a significant difference to security for both vehicle and personnel.

Source : Mercedes-Benz

Ford Focus EV

2009-05-14T21:07:00.000-07:00

Many electric car companies are still trying to compensate for “glorified golf car syndrome.” It’s a kind of inferiority complex that pushes them to produce ultra-hip, spectacularly innovative, or screaming fast electric vehicles—and to brand them as revolutionary—even though it drives the cost up and out of range for most consumers. What about folks who simply want an affordable, dressed-down, highway-capable family sedan that runs on electric drive technology that’s been proven to work for 100 years?
The answer could be the Ford Focus EV due out in late 2011—the first electric car designed for the generic aisle of the dealership. Ford’s plans for the Focus EV are not aimed at buzz and sizzle. Instead, the company is focused on addressing the biggest obstacle between EVs and the mainstream: cost.
(Sure, those other companies expect to ramp up production, realize economies of scale, and eventually reduce costs down to reason. But doesn’t that seem like a roundabout way to achieve the goal?)

Technology As Cool

Michigan Governor Jennifer Granholm (left) and Nancy Gioia, director of sustainable mobility technologies at Ford, check out the Ford Focus EV at the 2009 Detroit Auto Show.
The Ford Focus EV will be based on the next-generation Ford Focus, a capable if not head-turning car. By choosing an existing platform, Ford will save the expense associated with developing a unique design. Ever since the second-generation Prius, with its iconic design, became a hit, automakers have adopted the idea that a hybrid car with an innovative high-tech drivetrain needs to scream out for attention. That’s the direction that Nissan is taking with its yet-to-be-unveiled small electric car, also due out in 2012. The Chevy Volt plug-in hybrid, the new Honda Insight, and the Lexus HS250h are also original purpose-built designs.
Ford is gambling that the cool factor lies in the technology and price, not in the car’s name or the shape of the sheet metal. Pricing is not yet announced, but trimming the cost obviously will give Ford the ability to aim for affordability and profitability. (Nissan is aiming for $25,000 to $30,000 for its EV; and the Chevy Volt will cost in the range of $40,000.)

Pre-packaged Technology
The second cost-cutting measure is Ford’s use of generic pre-made electric car technology. In other words, Ford is using a system already developed by Magna International, a major global auto supply and technology firm, which has been looking for a carmaker to use its new pre-packaged electric car architecture, including motor, transmission, motor controller, lithium ion battery system and charger. Ford is the first to sign on.
Magna will also share in the engineering responsibility to integrate the electric propulsion system into the Ford Focus EV. Furthermore, Ford’s deal with Magna is non-exclusive—so the same system could be used by Ford’s competition to make an electric cars. In fact, Ford is encouraging Magna to spread the high-tech love, because Magna’s success with EV technology will increase the chances that other car companies will help defray costs. Implied in this approach is the likely slow rollout of pure electric cars, which could take a decade to grow beyond a niche.
Ford used a similar strategy with its Sync in-car entertainment system, developed in partnership with Microsoft, which can sell the technology to other automakers.

The Ford Focus EV is targeted to have a range of 100 miles between charges, courtesy of a 23 kWh battery pack. The Focus EV will not be a plug-in series hybrid, sometimes referred to as “extended-range electric vehicle,” which carries a small engine on board to recharge the batteries on the fly. Instead, you’ll need to plan your travels to get back to a plug before you use up the 100 miles worth of energy. Fully recharging could take from 6 to 12 hours, depending if you are using a 110-volt or 220-volt hookup. Ford is planning to introduce its own plug-in hybrid in 2012.
The Ford Focus EV will use a single-speed transmission. The powertrain, including the motor and gearbox, are packaged under the hood where you would expect to see a gasoline engine.

The Back Story
Ford had been chatting with Magna about electric cars for a couple of years, when in 2008 Magna presented its electric car prototype to Ford engineers and executives. "We took a look at that execution and said, 'Hey, together we can really make this a proposition," said Nancy Gioia, Ford's Director of Sustainable Mobility Technologies.
Five months later, Ford announced its intention to produce the car at the 2009 Detroit Auto Show.
Early reviews of the Focus EV pre-production vehicles have been positive—with kudos for brisk acceleration, top-notch build-quality, and handling and braking much better than your average pre-production car. When Michigan’s Gov. Jennifer Granholm took a spin of the Focus EV at the Detroit Show, she was impressed. “At first, she was surprised that it wasn’t merely a concept car, but actually a road-ready demonstrator of battery electric vehicle technology,” said Gioia. “I think she was wowed by how it’s quiet, smooth and fun to drive.”

Source : hybridcars

Mazda Hybrid Rotary Hydrogen Vehicle

2009-05-13T20:46:00.000-07:00

Mazda Motor Corporation today commenced commercial leasing of the Mazda Premacy Hydrogen RE Hybrid, a hydrogen hybrid vehicle that offers substantially improved performance thanks to the addition of a hybrid system. Mazda is the world’s first automobile manufacturer to begin commercial leasing of a hydrogen hybrid vehicle; the first units will be delivered to local government authorities and energy-related companies during 2009.

The Premacy Hydrogen RE Hybrid is Mazda’s second hydrogen rotary engine model to be commercialized; the first was Mazda’s unique RX-8 Hydrogen RE. The Premacy Hydrogen RE Hybrid’s finalized specifications were approved by Japan’s Ministry of Land, Infrastructure, Transport and Tourism (MLIT) on March 5, 2009. The first vehicles received their registration numbers from the Hiroshima branch of the Chugoku District Transport Bureau on March 25.

The Premacy Hydrogen RE Hybrid features a series-type hybrid drivetrain, which combines Mazda’s hydrogen rotary engine with an electric motor. The engine output is converted to electricity, which then powers the motor that drives the wheels. This hybrid system boosts the hydrogen fuel range of the Premacy Hydrogen RE Hybrid to 200 kilometers, twice the range of the RX-8 Hydrogen RE, and increases the maximum output by approximately 40 percent, to 110 kilowatts. Mazda’s latest eco-car features many other forward-looking environmental technologies, including Mazda’s proprietary dual-fuel system, which enables the car to run on gasoline if hydrogen is unavailable, and interior parts made from Mazda’s plant-derived Biotechmaterials.

Based on the Sustainable Zoom-Zoom plan, Mazda is committed to pursuing harmony between driving pleasure and environmental and safety features, and the quest for an advanced Zoom-Zoom world. Mazda aims to offer vehicles that “look inviting to drive, are fun to drive, and make you want to drive them again.”

Main specifications of the Mazda Premacy Hydrogen RE Hybrid
· Base model: Mazda Premacy
· Overall length: 4,565mm
· Overall width: 1,745mm
· Overall height: 1,620 mm
· Engine: Mazda’s hydrogen rotary engine (with dual-fuel system)
· Motor: Alternating current synchronous motor
· Maximum output: 110 kW
· Generator: Alternating current synchronous generator
· Battery: Lithium-ion (Li-ion)
· Seating capacity: Five
· Fuel: Hydrogen and gasoline
· Hydrogen tank: 35 MPa high-pressure tank
Source :

Hydrogen Cars

2009-05-13T20:13:00.000-07:00

The technology of hydrogen cars has been stepping closer to reality. California and Japan have many hydrogen cars being used as fleet vehicles now.

Researchers at the Hydrogen Systems Laboratory at Purdue’s Maurice J. Zucrow Laboratories have developed a critical part of a hydrogen storage system for cars that makes it possible to fill up a vehicle’s fuel tank within five minutes with enough hydrogen to drive 300 miles.

To date, it long has been known that hydrogen car uses hydrogen as its on-board fuel for motive power. The idea of hydrogen cars is to have a system that fills the tank and at the same time uses accessory connectors that supply coolant to extract the heat.

The new found technology was linked to the storage system, that lead to a more efficient system, where hydrogen storage systems can be charged multiple times in much the same way a gasoline tank is charged today.

ELECTRIC SUPERCHARGER

2009-05-13T01:08:00.000-07:00

Smoke emissions produced by turbocharged diesel engines under heavy load conditions - such as when accelerating from low engine speeds and other similar transient manoeuvres - can be all but eliminated by a relatively simple and low cost electric supercharger says automotive CO2 reduction specialist Controlled Power Technologies (CPT).

The reduction of particulate emissions is a major issue for the off-highway segment of the commercial vehicle industry, which faces tough new international regulations in 2012, when for the first time legislators will assess the emissions of engines under transient conditions. Until now the emission testing for such engines has been steady state.

“The particulate problem is caused by the turbocharger being sized for maximum power rather than transient response,” says Nick Pascoe chief executive officer CPT. “During a transient event, the fuel injection system tries to deliver the power demanded by injecting more fuel, but the turbocharger will be a few seconds behind, with the lack of air causing over rich combustion and lots of soot. A fast-acting electric supercharger helps with the root cause of the problem by supplying more air earlier in the event. It can also help minimise the need for expensive exhaust after-treatment.”

Pascoe, accompanied by engineering director Guy Morris, will have the opportunity to discuss the technical issues with other delegates attending the 5th International Commercial Powertrain Conference organised by AVL at Graz in Austria this week. The two-day forum, held on 28-29 April 2009, provides a platform for industry experts and automotive engineers responsible for trucks and buses, agricultural tractors, non-road commercial vehicles and industrial machinery to exchange ideas.

The benefits of having a near instantaneous air supply can be achieved by CPT’s electric compressor known as VTES or ‘variable torque enhancement system’.

The technology provides an attractive solution for the industry because of its low cost, low effort of application engineering and low commercial risk. This is particularly the case when compared with twin sequential turbocharged solutions, which are unable to match the faster mass flow rate rise and corresponding torque response delivered by VTES at low engine speeds.

“VTES is a compact system with fully integrated electronics that’s easy to install,” says Pascoe. “It dramatically increases the engine air charge density over the first few critical combustion cycles of a low speed transient operation, enabling real improvements in both torque and emissions performance.”

Unlike mechanical superchargers and exhaust gas driven turbochargers, VTES operates independently of engine speed. Its low inertia compressor accelerates from idle to a maximum of 70,000rpm in less than 350 milliseconds. The system is highly dynamic and the intake charge boosting and resulting torque enhancement is achieved very typically in less than 250 milliseconds.

As well as avoiding the need for a twin sequential turbocharger, the VTES approach can help reduce the size and cost as well as minimising the uncertainty in regeneration strategies of using a diesel particulate filter. VTES effectively provides an additional control that can be used during vehicle calibration to reduce particulate emissions and increase transient torque.

In a fixed speed torque step at 1,250rpm, test data taken from a 3-cylinder 3-litre diesel engine revealed a reduction of the area under the smoke curve of 89 per cent and smoke opacity reduced from 8.3 to 1.4 per cent. Over the NRTC test cycle the associated smoke emission is virtually eliminated. The NRTC test is a transient driving cycle for mobile non-road diesel engines developed by the US EPA in cooperation with European Union authorities.

As well as reducing particulate emissions, VTES technology can also be applied for NOX control. As part of a low pressure exhaust gas recirculation system it can deliver sufficient EGR flow even with a low pressure difference across the engine and rapid purging of EGR in the ducts and intercooler during high load transients.

“Future emission controls will require increased use of exhaust gas recirculation even under higher engine load conditions,” says Morris. “Traditional high pressure EGR systems result in poor driveability, which is an issue that can also be addressed with VTES technology.”

CPT’s VTES supercharger benefits from almost a decade of research and continuous product development resulting in a robust and cost-effective system.

Formed as a management buy-in funded by private venture capital, the company is backed by a number of prominent investors specialising in the energy and environmental sectors. CPT’s understanding of power electronics and control software and how electrical machines can be applied to vehicle powertrains probably best defines its area of expertise.

Volvo Trucks strongest in construction

2009-05-05T20:02:00.000-07:00

With the world’s most powerful truck, new, fuel-efficient engines and a new generation of the Volvo I-Shift automatic gearchanging system, Volvo Trucks is further strengthening its position in the construction segment.

The product range encompasses everything from the 12-tonne Volvo FL to the Volvo FH16 700 flagship, which is the main centre of attraction on the Volvo stand at the Intermat show in Paris. At the show, which opens on April 20, Volvo is also displaying its best-selling Volvo FM 8x4 Tipper.

“Over the past few years we have worked with a firm focus on strengthening our position in the construction segment, and today we have a very strong total offer here,” says Volvo Trucks President and CEO Staffan Jufors. “With new products and comprehensive training of our dealers, we are in an excellent position to meet customers’ demands when the economy picks up.”

Powerful and easy to drive
The new Volvo FH16 700 has already aroused considerable interest among many customers in the construction industry. With an engine producing 700 hp and 3150 Nm of torque, it has all the power needed for the efficient transport of heavy machines and construction materials. The Volvo FH16 700 is equipped with Volvo’s automatic gearchanging system, Volvo I-Shift, which helps make the truck both easy to drive and fuel-efficient. The latest generation of I-Shift now has a number of new features designed specifically for construction operations, such as fuel-saving gearchanging for heavy haulage and improved starting traction and grip on slippery and loose surfaces.

More and more customers are choosing I-Shift
“Today more than 30 percent of all the vehicles we deliver in the construction segment are equipped with I-Shift, and that proportion is increasing all the time,” says Gunnar Eliasson, business area manager for construction vehicles at Volvo Trucks. “Operators appreciate the driving comfort and with its new features, I-Shift will be an even stronger alternative for construction vehicles.”

Three percent lower fuel consumption
The new I-Shift is also one of the key components in Volvo’s best-selling Volvo FM 8x4 Tipper, which is on display at Intermat. The gearchanging system is matched by a new, fuel-efficient 13-litre engine. Together they help cut the truck’s fuel consumption by up to three percent compared with the latest driveline (Euro 5 Incentive). For somewhat lighter applications, such as mixer trucks, the Volvo FM is available in a weight- and fuel-optimised version powered by a new 11-litre engine. This model too is several percent more fuel-efficient than its predecessor.

Both trucks and construction machines
At Intermat, Volvo Trucks is sharing its stand with sister company Volvo Construction Equipment.

“Together we offer unbeatable in-depth expertise on the construction industry and a truly comprehensive product range. As a result, we can offer our customers individually tailored package solutions covering everything from excavators and trucks to financing and servicing,” says Gunnar Eliasson.

Other information
The Volvo Trucks product range for construction duties encompasses:
Volvo FL – for light construction duties.
Volvo FE – for light construction operations on good roads.
Volvo FM – for all types of construction work.
Volvo FH – for efficient transportation to and from the construction site.
Volvo FH16 – for heavy transports.

At Intermat, Volvo is displaying:
Volvo FH16 700 8x4 Heavy-Duty Hauler
Engine: Volvo D16G 700 hp, 3150 Nm, engine brake VEB+.
Transmission: Volvo I-Shift with 12 gears.
Rear axle: RT2610HV, tandem axle with hub reduction.
GCW: up to 200 tonnes (with special agreement).
Wheelbase: 3.6 m.

Volvo FM 8x4 Tipper
Engine: Volvo D13C, 460 hp, 2300 Nm, engine brake VEB+.
Transmission: Volvo I-Shift with 12 gears.
Rear axle: RT3210HV, tandem axle with hub reduction.
GCW: 60 tonnes, bogie load 26 tonnes, front axle load 16 tonnes.
Wheelbase: 4.3 m.

NISSAN DIESEL EURO-2

2009-05-05T06:31:00.000-07:00

Produck Nissan Diesel Euro-2 dirancang khusus untuk kebutuhan dan pengoperasian di Indonesia dengan mempertimbangkan masukan-masukan dari costumer antara lain, hemat BBM dan mudah dalam perawatan, chasis yang kuat dengan daya tahan tinggi, berbagai varian dan tentunya juga telah memenuhi satandard emisi gas buang Euro-2.

Produck baru ini telah diuji coba di lapangan dengan hasil yang sangat memuaskan, bahkan di beberapa type konsumsi BBM unit baru ini lebih irit 20%, lebih responsif dan bertenaga dibanding dengan type sebelumnya
Produck Nissan Diesel Euro-2 mengusung mesin kompak 6, 925cc (FE6TA dan FE6TC) yang sudah teruji kemampuan dan daya tahannya, dilengkapi dengan Turbo Intercooler serta Full Electrical Governor dan Timing Injection Controlrate System (TICS) sehingga pengaturan bahan bakar sudah diatur oleh sistem kontrol elektronik (ECU) sekelas dengan engine Euro-3 yang mampu menghasilkan tenaga 215 PS dan 260 PS.

Latar belakang pengembangan dan konsep Produck Nissan Diesel Euro-2 sangatlah memperhatikan akan kebutuhan konsumen, sehingga permasalahan ataupun pertanyaan konsumen tentang produck yang bagaimanakah yang menjadi pilihan yang tepat dari segi kepemilikan dan operasionalnya. Nissan Diesel Euro 2 mampu memberikan TOTAL VALUE terhadap sebuah bisnis transportasi yang meliputi:

1. High Product Quality and Value ( Produck berkualitas dan bernilai tinggi )
Nilai truck tidak hanya dalam harga beli yang murah ( jangka pendek ), namun juga biaya operasional dan perbaikan yang rendah ( jangka panjang ). Desain Product Nissan Diesel mengacu pada keuntungan bisnis jangka panjang, yang diantaranya mencakup :
– Hemat Solar
– Kuat dan Awet
– Mudah perawatan dan perbaikan
– Minimum Down Time ( waktu service )
– Tersedia beebagai macam varian yang disesuaikan dengan kebutuhan

2. Total Bussines Services ( Pelayanan bisnis yang menyeluruh )
Nissan Diesel menyediakan pelayanan bisnis yang menyeluruh, yaitu meliputi:
– Presales consultation : Feasibility Study dan Vehicle selection
– Financing Arrangement
– Driver Training
– Fleet Performance Consultation
Sehingga dengan demikian calon costumer mengetahui dan memahami tentang bisnis transportasi yang dia terjuni, antara lain :
– Tepat dalam pemilihan kendaraan
– Pendanaan sekaligus terlayani kebutuhan pendanaannya
– Manajemen operasional unit
– Manjemen driver

3. Excelence After Sales Service ( Pelayanan purna jual yang prima )
Pelayanan After sales Nissan Diesel meliputi :
– Maintanance Contract
– Garansi bengkel
– On site Service ( unit mobil ResQ )
– Costumer workshop Management Advice
– Costumer Mechanic Training
– Reinforcement Driver Training
Bisnis transportasi sangat terkendala dengan down time yang menyita waktu, layanan purna jual menyeluruh dari Nissan Diesel bertujuan mengatasi problem tersebut, sehingga produktifitas kendaraan akan tetap optimal

4. Part Availability in Reasonable Price ( Ketersediaan part dengan harga terjangkau )
Pelayanan Spare part Nissan Diesel meliputi :
– Part dengan harga terjangkau, selain itu tersedia program khusus ( Part campaign, Part Contract Service Package Parts )
– Part supply Waranty ( 48 h )
– VOR / Vehicle Off Road ( layanan suplai part khusus agar unit kembali berjalan )

Gambaran umum Produck Nissan Diesel Euro-2

ENGINEMesin Nissan Diesel Euro-2 memiliki karakteristik hemat solar, bertenaga besar, lebih responsive, daya tahan tinggi dan kompak. Keunggulan lain dari mesin ini adalah mudah perawatan, dan harga spare partnya terjangkau. Selain itu mesin Nissan Diesel Euro-2 dapat juga dengan mudah di upgrade untuk memenuhi satandard emisi gas buang Euro-3

TYPE : PK 215 4 X 2, PK 215 M 6 X 2
Engine : FE6TA
Diesel Engine 4 cycle direct injection water cooled, OHV 12 Valve, in-line turbocharge with intercooler.
Output : 215 PS/ 2.800 RPM
Torsi max : 60Kgm/ 1.800 RPM
GVW : 15.500 Kg, 24.500 Kg
TYPE : PK 260 4 X 2, CDA 260 6 X 2, CWA 260 6 X 4
Engine : FE6TC
Diesel Engine 4 cycle direct injection with TICS and electrical Governor, water cooled, OHV 24 valve, in-line turbocharge with intercooler.
Output : 260 PS/2.800 RPM
Torsi max : 72.4/ 1.800 RPM
GVW : 26.000 Kg
TYPE : CWM 330 6 X 4
Engine : MD92TB
Diesel Engine 4 cycle direct injection with common rail, water cooled , OHC 24 Valve, in-line turbocharge with intercooler.
Output : 330 PS/ 2.200RPM
Torsi max : 135Kgm/ 1.400RPM
GVW : 26.000 Kg (Dump / Cargo)
GCW : 45.000 Kg (Tractor Head)

Merupakan mesin dengan tekhnologi terbaru yang didesain khusus untuk memenuhi kebutuhan di segment LOW ( 240 PS ) mesin FE6TC dengan system intake ( Pemasukan Udara ) dimana setiap slindernya menggunakan 4 valve sehingga menyebabkan suplai udara lebih banyak ke dalam ruang bakar dan Injection Nozle dengan center injection Nozle tipe Multi Hole yang menghasilkan pengkabutan solar yang sempurna untuk pembakaran dengan Sitem Pompa Injeksi Baru yang telah menggunakan ECS ( Electric Control System ) dengan TICS ( Timing and Injection Control System) dan Electric Governor yang dikontrol oleh ECU ( Engine Control Unit ), Sehingga menghasilkan pembakaran lebih sempurna yang menghasilkan tenaga yang optimal dan irit bahan bakar. Sedangkan di segment Medium mesin MD92TB dengan system injeksi terbaru Common rail injection mampu menghasilkan tekanan bahan bakar sampai 1.600 bar pada nozzle sehingga untuk mesin yang hanya 9000 cc mampu menghasilkan daya yang besar dengan pemakaian bahan bakar yang tetap irit dan yang pasti ramah lingkungan.

POWER TRAIN

PerformaNissan Diesel Euro-2 ini didukung pula dengan pemilihan Transmisi dan Final Gear yang tepat, sehingga daya dari mesin dapat benar-benar dimanfaatkan dengan optimal, Bahkan untuk keperluan Off-road, Nissan Diesel Euro-2 menyediakan pilihan Transmisi Eaton Synchro FS 8209, selain itu juga dilengkapi dengan Final Gear yang bervariasi untuk mencapai daya tanjak ataupum kecepatan yang maksimum.Selain itu juga Dimensi Propeler shaft lebih besar dan kuat dengan diameter *101, 6 mm ( *untuk type CWA 260 ), As roda terbesar dan terkuat dikelasnya sehingga mampu diaplikasikan di segala medan dengan beban maksimum

Kualitas Performa kendaraan tidak hanya di test secara perhitungan dan laboratorium Astra Nissan Diesel Indonesia juga melakukan road test ( operasional actual ), Product Nissan Diesel Euro 2 dengan kualitas Performa kendaraan yang tidak hanya superior pada test di Negara asalnya ( Jepang ) namun juga disesuaikan dengan kondisi operasional di Indonesia telah dapat dihasilkan, Kepemilikan ( Total Cost Of Ownership ) adalah hal utama yang diungkapkan para pelanggan Nissan Diesel bahwa harga awal beli turck yang murah tidak menjamin kelangsungan bisnis mereka dalam jangka panjang, biaya solar, suku cadang, dan perbaikan justru merupakan hal yang harus diperhatikan dalam beriventasi di dunia transportasi barang, Nissan Diesel mampu menjawab dengan keunggulan dalam hal Kepemilikan ( Total Cost Of Ownership ) Sehingga tidak ada keraguan lagi bagi Nissan Diesel Truck untuk ditawarkan ke pelanggan, pemilihan yang cerdas makin menambah untung pengusaha.

TSI “Twincharger” VW’s Engine

2009-04-29T22:11:00.000-07:00

VW’s goal for its new dual-charged (“Twincharger” in VW marketing-parlance) engine was to combine the low-end power boost provided by a mechanically-driven compressor (supercharging) with the higher-end increase provided by an exhaust turbocharger (turbocharging) to enable the downsizing of the engine for a given application while maintaining the driving experience for consumers.

Put another way, downsizing delivers comparable (or better) performance with lowered fuel consumption and emissions.

The first instance of this new Twincharged TSI engine family is a 90-kW (121-hp) 1.4-liter model that delivers a torque corresponding to a 2.3-liter engine, but with 20% less fuel consumption. Compared to the 2.0-liter FSI engine in the Golf, the power and torque gains are clear, although the decrease in fuel consumption is more modest. (See chart below.)

FSI vs. TSI
	Golf GT 2.0 FSI	Golf GT 1.4 TSI	TSI %
Displacement	1,984 cc	1,390 cc	-30%
Cylinders	4	4	–
Compression	11.5:1	10:1	–
Boost Pressure	–	2.5 bar	–
Power	110 kW (148 hp)	125 kW (168 hp)	+14%
Torque	200 Nm	240 Nm	+20%
0–100 km/h	8.8 s	7.9 s	-10%
Maximum speed	209 km/h (130 mph)	220 km/h (136 mph)	+5%
Fuel consumption	7.6 l/100km	7.2 l/100km	-5%
Fuel economy	31 mpg US	32.7 mpg US	+5%
CO₂	182 g/km	173 g/km	-5%

Super-and turbo-charging systems are designed to force more air into the cylinder, thereby enabling more combustion and delivering more power—but also consuming more fuel than a comparable naturally-aspirated engine. However, the increase in fuel consumption of a charged engine is more than offset by the overall decrease in fuel consumption resulting from using a smaller engine.

For example, the 1.4-liter TSI is 39% smaller than the 2.3-liter FSI, but consumes 20% less fuel. As long as a downsized TSI is used to replace a larger FSI, there is a net gain in efficiency.

As a starting point for developing the Twincharged family, VW selected the direct-injection FSI from its EA 111 engine series as used in the Golf.

The basic FSI 1.4-liter engine (1,390 cc) is a 66-kW (88-hp), four-valve, four-cylinder engine. Note that the Twincharger 1.4-liter TSI offers 36% more power than its FSI cousin of the same displacement: 90 kW vs 66 kW.

To support the twincharging concept, VW engineers had to deliver a new, highly-resilient gray cast-iron cylinder crankcase to withstand the higher pressures, a coolant pump with an integrated magnetic clutch and supercharging technology.

VW also modified the injection system, introducing its first multiple-hole, high-pressure injection valve with six fuel outlet elements.

The injector, like that in the naturally-aspirated (non-charged) FSI engines, is arranged on the intake side between the intake port and cylinder head seal level.

To support the wider variability in the quantity of fuel needed across the range of operation (from idling speed to the 90-kW peak power output) to optimize the twincharging, VW increased the maximum injection pressure to 150 bar.

For the compressor, Volkswagen engineers chose a Roots-type supercharger (also known as a “blower”). Unlike some other types of supercharger, a Roots supercharger doesn’t actually compress air within the device. With two counter-rotating lobes, it moves a fixed volume of air per rotation (“fixed displacement”). Compression occurs in the intake manifold.

Roots superchargers can deliver a large amount of boost even at low engine speed. The main disadvantage is that they create a lot of heat.

The compressor and the turbocharger are connected in series. A control valve ensures that the fresh air required for a given operating state can get through either to the exhaust turbocharger or the compressor.

The control valve is open when the exhaust turbocharger is operating alone. In this case, the air follows the normal path as in conventional turbo engines, via the front charge-air cooler and the throttle valve into the induction manifold.

The compressor is operated by a magnetic clutch integrated in a module inside the water pump. Under turbocharging conditions, the clutch disengages the compressor.

The maximum boost pressure of the Twincharger is approximately 2.5 bar at 1,500 rpm, with the exhaust turbocharger and the mechanical supercharger being operated with about the same pressure ratio (approx. 1.53). The compressor alone delivers a boost pressure of 1.8 bar even just above idling speed.

A conventional exhaust turbocharged engine without compressor assistance would achieve only a pressure ratio of about 1.3 bar.

The more rapid response of the turbocharger enables the compressor to be depressurized earlier by continuous opening of the bypass valve. Compressor operation is restricted to a narrow engine map area with predominantly low pressure ratios and, therefore, low power consumption.

In practice, this means the compressor is only required for generating the required boost pressure in the engine speed range up to 2,400 rpm. The exhaust turbocharger is designed for optimum efficiency in the upper power range and provides adequate boost pressure even in the medium speed range.

For acceleration, an automatic boost pressure control decides if the compressor needs to be switched on to deliver the tractive power required, or if the turbocharger alone can handle the situation.

The compressor is switched on again if the speed drops to the lower range and then power is demanded again. The turbocharger alone delivers adequate boost pressure above 3,500 rpm.

Source: Source: Volkswagen AG

FIP - FUEL INJECTION PUMP

2009-04-28T23:05:00.000-07:00

Pada mesin diesel, bahan bakar bertekanan tinggi (2.500 – 28.000 psi) di injeksikan langsung ke ruang bakar (Direct Injection) ataupun ke pre combustion chamber (Indirect Injection). Untuk menghasilkan tekanan yang tinggi tersebut diperlukan sebuah pompa bahan bakar. Sejak ditemukan oleh Robert Bosch, teknologi Fuel injection terus dikembangkan untuk mendapatkan hasil yang maksimal. Tujuannya adalah mendapatkan tekanan setinggi mungkin untuk menghasilkan proses atomisasi bahan bakar yang sempurna di dalam ruang bakar.
Type-type Fuel Injection Pump

Inline Pump (PE-Pump). Jumlah plunger pump sesuai dengan jumlah silinder mesin dan disusun secara inline. Pompa digerakan oleh putaran mesin melalui drive gear maupun drive belt. Governor mengatur jumlah injeksi bahan bakar sedangkan Timer yang mengatur waktu injeksi. Pada awalnya digunakan Governor dan Timer type mekanis yang bekerja menggunakan Fly weight sesuai putaran dan beban mesin. Kemudian dikembangkan Governor dan Timer type Electric yang bekerja berdasarkan putaran, temperature & beban mesin yang diatur oleh ECU (Electronic Control Unit) yang mengumpulkan dan mengolah data-data analog dari sensor. Injection Pump type Inline digunakan pada mesin diesel kapasitas sedang sampai berat 5000cc-15.000cc dengan kecepatan mesin sedang (sampai 3000 rpm). Dengan menggunakan 1 plunger untuk 1 cylinder, tekanan bahan bakar yang dihasilkan cukup besar (up to 1300 bar) untuk mendapatkan pengabutan oleh Nozle.

2. Distributor/Rotary Pump (VE-Pump). Type ini dirancang untuk mesin diesel putaran tinggi. Jumlah plunger hanya 1 untuk 4-6 cylinder mesin, karena itu jumlah bahan bakar yang diinjeksikan kurang bagus dibanding dengan Type Inline. Type Governor adalah mekanis yang masih menggunakan fly weight sedangkan Timer menggunakan type hydraulic yang digerakkan oleh tekanan bahan bakar dari Feed pump. Pompa ini juga digerakkan oleh putaran mesin melalui drive gear ataupun drive belt. Pompa type Distributor banyak dipakai untuk mesin diesel kapasitas kecil sampai sedang dengan tekanan injeksi 1400 untuk type axial dan 1800 bar untuk type radial.

3. Injector Unit Pump. Type ini jarang kita dapati pada mesin automobile. Banyak digunakan pada alat berat dan marine diesel yang berkapasitas besar dengan jumlah cylinder yang banyak ( sampai 16 cyl). Menggunakan Feed Pump untuk memompa bahan bakar bertekanan rendah yang langsung disuplie ke Injector. Sedangkan injector sendiri bertugas menghasilkan tekanan tinggi, mengatur banyak sedikitnya injeksi sampai mengabutkan bahan bakar ke ruang bakar.Dengan kata lain Injector merupakan gabungan dari Injection pump dan Nozzle yang lagsung ditempatkan di Cylinder Head. Tidak diperlukan Nozzle lagi, karena injector sekaligus berfungsi sebagai Nozzle. Injector digerakan oleh Cam. Perkembangan teknologi juga telah menghasilkan Electronic Injector Unit yang pengaturan injeksinya diatur oleh ECU.

4. Common Rail. Seperti namanya, type ini menggunakan pipa Rel (Rail) pembagi bahan bakar. Satu pompa yang bertekanan tinggi terus menerus mensuplie bahan bakar bertekanan tinggi ke pipa pembagi (Rail). Dari pipa pembagi bahan bakar dibagi ke Nozzle masing masing cylinder. Jenis Nozzle Elektrik sekaligus berfungsi mengatur waktu dan jumlah injeksi bahan bakar dengan tekanan 1300-1800 bar. Jumlah bahan bakar yang diinjeksikan di atur berdasarkan lamanya nozzle membuka. ECU mengatur kerja Nozzle berdasarkan data analog yang diterima sensor-sensor pada mesin. Keunggulan Common rail Fuel injection adalah tekanan yang dihasilkan tinggi dan konstan pada setiap putaran mesin, sehingga didapatkan atomisasi bahan bakar yang lebih baik yang menghasilkan pembakaran yang lebih sempurna dibandingkan type sebelumnya. Type common rail juga dapat diaplikasikan ke berbagai kapasitas mesin diesel, dari kecil sampai besar. Para enginer terus mengembangkan Type common rail untuk menghasilkan tekanan yang lebih tinggi, hebatnya lagi type injeksi common rail sudah mulai diaplikasikan untuk mesin bensin direct injection(Gasoline Direct Injection).

5. Independent Injection Pump / Unit Pump system. Type independent hampir sama dengan type Injector unit. Hanya saja Nozzle dan pompanya terpisah. 1 pompa tekanan tinggi melayani satu Nozzle, sehingga tekanan yang dihasilkan bisa dikatakan maksimal. Pompa tekanan tinggi berupa plunger yang digerakan oleh cam. Type ini bisa diaplikasikan untuk Diesel kapasitas menengah sampai besar dari 4 cylinder sampai 18 cylinder. Tekanan yang dihasilkan lebih dari 2200 bar. Nozzle juga sudah menggunakan type Electric dimana waktu penginjeksian dan jumlahnya diatur oleh ECU.

Tujuan dari pengembangan Fuel injection adalah mendapatkan tekanan tinggi sehingga proses atomisasi bahan bakar sempurna oleh nozzle, sehingga bahan bakar dapat terbakar habis meskipun temperature kerja mesin masih rendah. Dengan berkembangnya teknologi Injeksi perbandingan kompresi Mesin diesel dapat diturunkan sehingga material cost yang selama ini tinggi dapat diturunkan. Yang paling utama adalah mengurangi emisi mesin diesel dan meningkatkan performa mesin diesel.

GDI-TECH, Gasoline Direct Injection

2009-04-26T19:45:00.000-07:00

With gas prices rising to ever higher catastrophic heights, automobile manufactures are continuing to search for fuel consumption answers. In recent years we have seen a growing trend in hydrogen, electric, diesel and hybrid fuel alternative vehicles; out of these alternatives only one seems to be gaining ground, hybrids. Hydrogen cars are a ways off because of storage and infrastructure problems. Electric cars... well, electric cars are not to be considered cars as far as I am concerned. Diesel engines are currently a rapidly growing alternative, especially in Europe, but these engines also come with an increasing concern about potentially harmful pollutants they emit. This leaves us with hybrids. And while hybrids seem to be leading the pack in the fuel alternative category, they are lackluster in one area true car enthusiasts care about most, performance.

So are true car enthusiasts doomed to awe, uninspiring performance? Can there possibly be a middle ground. I want power, I want good gas mileage, I want it all, don't you? Of course you do, and from the looks of it we might just get it. With newly, reinvented technology, direct injection engines are making their way back into the mainstream automakers repertoire.

With the re-introduction of the GDI (Gasoline Direct Injection) engine car owners can expect to see an increase in power, better gas efficiency and better emissions then ever before. How? You might ask. The answer is much simpler than you might think. A GDI engine achieves all these things by simply having better control over its fuel delivery then a multi port injection system. In a multi port injection system fuel is delivered through the intake runners and mixes with air as it enters the cylinder during the intake stroke. A direct injection engine delivers fuel directly into the cylinder, after the air has entered, on the compression stroke. This allows spark plug to be surrounded by a small, precisely shaped volume of ignitable air-fuel mixture, directly around the spark plug, at the top of the cylinder. Other areas inside the combustion chamber merely contain air or re-circulated exhaust gas creating what is called a stratified charge. This type of charge allows the engine to burn mixtures much leaner then the conventional stoichiometric 14.7:1 air fuel ratio, up to 60 parts of air for every part of fuel (60:1), which in turn allows for a drastically cleaner burn and fewer emissions.

Although the answer is simple developing the technology isn't. There are many design challenges in a direct injection system. Most which involve operating within harsh environments. Toyota has managed to overcome these obstacles by implementing a multi port injection system when low engine speeds are combined with high load. Under these conditions, direct injection cannot properly atomize the fuel, and so approximately 60% of the fuel is provided by the port injector. As engine speed increases and load decreases, the direct injection system takes over more of the fueling responsibility, until eventually it provides 100% of the engines fuel.

Another design challenge was fuel delivery. Since the fuel on a GDI is injected right before ignition, there is very little time to generate a proper and accurate fuel spray. This was overcome with the development of faster microprocessors and high pressure fuel pumps which super-pressurize your fuel system.

Working out the kinks, swallowing the up front costs and delving in the idea of a new age GDI engine certainly should pay off when you look at all the benefits gained from such an efficient engine system. Imagine a car that everyone can be happy with. An engine that produces fewer emissions and is better for the environment and at the same time out performs your standard multi-port injection engine.

EFISIENSI ENERGI BAHAN BAKAR KENDARAAN ANDA

2009-04-26T08:19:00.003-07:00

Hanya sekitar 15 persen dari energi bahan bakar yang dimasukkan ke dalam tangki anda, digunakan untuk memindahkan mobil ke jalan atau menjalankan aksesori, seperti AC. Sisa energi terbuang ke mesin (gesekan dan panas), ketidak efisiensian pengemudi dan mesin idle. Oleh karena itu, potensi untuk meningkatkan efisiensi bahan bakar dengan teknologi maju masih besar.

Engine Losses - 62.4 percent

Pada kendaraan bermesin bensin, lebih dari 62 persen energi dari bahan bakar akan hilang dalam mesin pembakaran internal (ICE). ICE mesin sangat tidak efisien mengkonversi bahan bakar dari energi kimia ke energi mekanik, kehilangan energi untuk gesekan, memompa udara ke dalam dan keluar dari mesin, dan panas yang terbuang percuma.

Mesin dengan teknologi canggih seperti variabel valve timing dan lift, turbocharging, injeksi langsung bahan bakar, dan penonaktifan silinder dapat digunakan untuk mengurangi kerugian ini.

Selain itu, mesin diesel 30-35 persen lebih efisien daripada mesin bensin, dan kemajuan teknologi dan bahan bakar diesel yang membuat kendaraan ini lebih menarik.

Kerugian Idle- 17,2 persen

Mengemudi di daerah perkotaan, energi yang signifikan terbuang pada saat idle saat berhenti di dalam atau lampu lalu lintas. Teknologi seperti starter terpadu / generator sistem ini membantu mengurangi kerugian dengan mematikan mesin secara otomatis pada saat kendaraan berhenti dan restart instant saat pedal gas diinjak.

Aksesoris - 2,2 persen

Air conditioning, power steering, kaca wipers, dan aksesori lainnya menggunakan energi yang dihasilkan dari mesin. Perbaikan ekonomis bahan bakar hingga 1 persen dapat tercapai dengan Alternator yang lebih efisien dan sistem pompa power steering.

Kerugian Driveline - 5,6 persen

Energi yang hilang dalam transmisi dan bagian lain driveline. Teknologi, seperti otomatis manual transmisi dan kontinyu variabel transmisi, sedang dikembangkan untuk mengurangi kerugian ini.

Aerodynamic - 2,6 persen

Kendaraan harus mengeluarkan energi untuk memindahkan udara dari jalan karena akan menurunkan roadless energi di kecepatan rendah dan lebih progresif saat kecepatan meningkat. Drag secara langsung berkaitan dengan bentuk kendaraan. Bentuk halus kendaraan sudah mengurangi Drag signifikan, namun penurunan lebih dari 20-30 persen masih mungkin.

Rolling Resistance - 4,2 persen

Rolling resistance adalah ukuran kekuatan yang diperlukan untuk memindahkan ban depan dan secara langsung proporsional dengan berat beban yang didukung oleh ban. Berbagai teknologi baru dapat digunakan untuk mengurangi rolling resistance, termasuk memperbaiki tapak ban dan desain bahu dan bahan-bahan yang digunakan dalam ban sabuk dan daya tarik permukaan.

Untuk mobil penumpang, 5-7 persen pengurangan rolling resistance meningkatkan efisiensi bahan bakar 1 persen. Namun, perbaikan ini harus seimbang terhadap daya tarik, durabillity, dan kebisingan.

Mengatasi inertia; Kerugian Pengereman- 5.8 persen

Untuk maju, drivetrain harus menyediakan cukup energi untuk mengatasi kelemahan dari kendaraan, yang langsung berhubungan dengan berat. Semakin ringan kendaraan , sedikit energi yang diperlukan untuk memindahkannya. Berat dapat dikurangi dengan menggunakan bahan ringan dan berat ringan-teknologi (misalnya, transmisi manual otomatis timbang kurang dari konvensional automatics).

Selain itu, setiap kali Anda menggunakan rem, energi pada awalnya digunakan untuk mengatasi kelemahan terputus.

Source: www.fueleconomy.gov/feg/atv.shtml